Do we need Anaklia, because we already have Poti and Batumi?!

2026-08-17

A question is often asked: if the ports of Poti and Batumi already exist, why can’t they simply be deepened and turned into deep-water ports?

At first glance, the answer is simple — if we need more depth, we need to deepen the seabed. But in real port engineering, things are not so simple. Creating a deep-water port does not mean just removing soil from the seabed. It is a combination of hydrotechnical, hydrological, geological, navigational and infrastructural tasks.

In the case of Poti, one of the main problems is the impact of the Rioni River. The river brings a large amount of solid sediment into the Black Sea, which affects the processes of sediment accumulation in the coastal zone. Accordingly, deepening the water area and the approach channel once does not mean that the resulting depth will be maintained permanently. The deeper and wider we create a navigation channel, the more important it is to study sediment transport, sedimentation and coastal morphodynamics in detail. Otherwise, the port may constantly require significant amounts of maintenance dredging.

In addition, to accommodate a deep-water container ship, it is not enough to simply have 16–18 meters of water at the berth. An access channel of appropriate depth and width, a maneuvering basin, a turning basin, a berth pocket, a safety margin — UKC, as well as taking into account the squat generated during the movement of the ship are required. If all of these are not in harmony with each other, a deep berth will practically not provide us with a full-fledged deep-water port.

Another important issue is the construction of existing berths. If the berth is initially built for a smaller depth and lower load, a significant deepening of the bottom in front of it can change the stress state of the soil and affect the stability of the berth foundation. In such a case, not only dredging is required, but also the reinforcement of the berth or the creation of a practically new hydraulic structure.

In the case of Batumi, the problem is different. The port of Batumi is embedded in the immediate urban structure of the city. Therefore, its large-scale transformation is associated not only with works from the sea, but also with spatial restrictions. Large container ships require sufficient maneuvering space, appropriate water area, berths, terminal area, cranes, internal roads, railways and infrastructure for handling cargo flows. A significant expansion of all this in the city is a project of a completely different scale.

Therefore, the question is not just “Can we deepen from 15 to 18 meters?” Technically, it is possible to deepen a specific section, but the main questions are: how stable will we maintain this depth, what will be the cost of permanent deepening, whether the existing infrastructure can withstand new loads, and whether the port will have enough space to safely receive and quickly process large ships.

This is where the main difference between the modernization of Poti and Batumi and the construction of Anaklia arises. Converting an existing port into a deepwater port often means struggling with the limitations of the existing infrastructure. In the case of a new port, the required depth, the geometry of the approach channel, the turning basin, the construction of berths, the terminal area, and land connections can be determined from the outset.

Therefore, the development of the ports of Poti and Batumi is necessary, but their role should not be confused with the function of a deep-water port. Poti and Batumi can become even more efficient, modern and productive, but their transformation into full-fledged deep-water container hubs may require such a large-scale reconstruction that in the end we will not talk about “deepening” the existing port, but about creating a practically new port system.

Finally, a deep-water port is not just deep water. It is depth + channel + maneuvering space + berth + geological stability + hydrodynamics + sediment management + terminal infrastructure + railway and road connections.

That is why the importance of Anaklia is not only that it is possible to receive larger ships there. Its main advantage is the ability to create a new port system with the parameters that a modern deepwater port requires from the outset — instead of constantly adapting to the physical and spatial limitations of existing ports.

* * *

The ports of Batumi and Poti perform the most important function for the Georgian maritime system and will retain their role in the future. However, their capabilities and geographical location cannot replace the function of a deep-water port, especially when it comes to directly receiving modern large container ships and integrating Georgia into higher-scale international maritime networks.

The main importance of Anaklia is not only the creation of additional berths. Its importance is that it gives Georgia the opportunity to create a completely new maritime logistics platform — a port, railway, road corridors, warehouses, logistics centers and international container networks into a single system.

Without Anaklia, Georgia will still be a Black Sea transit country, but its ability to become a regional maritime hub will be significantly limited. This is especially important for the development of the Middle Corridor, because the growth of transit cargo does not mean only the existence of a railway - a maritime gateway is needed that can quickly receive, process and redirect large volumes of cargo.

Therefore, we should not ask the question - “Do we need Anaklia, because we already have Poti and Batumi?” The correct question is: can Georgia create a maritime economy of the scale that the country has the potential with its existing ports?

In my opinion, partially - but not completely.

Anaklia does not cancel the importance of Poti and Batumi. On the contrary, all three ports can fulfill a complementary function: Batumi - specialized and energy cargo, Poti - existing container and multifunctional operations, Anaklia - large ships, transshipment, large-scale container flows and future expansion.

Ultimately, without Anaklia, Georgia remains a coastal country; with Anaklia, it has the opportunity to turn its maritime location into a real economic advantage.

Sea Pilot