Early marriages make generations rather shorter in Albania than in West Europe.
“The tribe of Hoti,” said the old man, “has many relations. Thirteen generations ago, one Gheg Lazar came to this land with his four sons, and it is from these that we of Hoti descend. I cannot tell the year in which they came. It was soon after the building of the church of Gruda, and that is now 380 years ago. Gruda came before we did. Gheg was one of four brothers. The other three were Piper, Vaso, and Krasni. From these descend the Piperi and Vasojevichi of Montenegro and the Krasnichi of North Albania. So we are four – all related – the Lazakechi (we of Hoti), the Piperkechi, the Vasokechi, and the Kraskechi. They all came from Bosnia to escape the Turks, but from what part I do not know. Yes, they were all Christians. Krasnichi only turned Moslem much later.”
Of these four large tribes, of common origin, Piperi and Vasojevich are now Serbophone and Orthodox. Piperi threw in its lot with Montenegro in 1790, but whether or not it was then Serbophone I have failed to learn. Half of Vasojevich was given to Montenegro after the Treaty of Berlin, the other portion still remains under Turkish rule. Vasojevich considers itself wholly Serb, and is bitter foe to the Albanophone tribes on its borders. Krasnich is Albanophone and fanatically Moslem; Hoti is Albanophone and Roman Catholic.
What turned two tribes into Serbs and two into Albanians, and which was their original tongue, I cannot say; but probably they were of mixed Serbo-Illyrian blood, and their language was influenced by the Church to which either chose to adhere. It is said that the Albanophone Krasnichi were Catholic before turning Turk.
The date three hundred and eighty years ago gives us 1528. In 1463 the Turks conquered and killed the last king of Bosnia; but the whole land was not finally incorporated in the Turkish Empire till 1590 (about). The traditional date of emigration falls well within the period when the Turkish occupation was spreading, so is probably approximately correct. A large communal family, with flocks, would be some time on the way.
Category Archives: Turkey
One must live in Scutari to realise the amount of spying and wire-pulling carried on by the Powers under pretence of spreading sweetness and light.
The Alphabet question will suffice as a sample. In early days an alphabet was made by Bishop Bogdan, and used by the Jesuits for all Albanian printed matter required by the church. Briefly, it is the Latin alphabet with four additional fancy letters. The spelling used is otherwise as in Italian. Help from without had enabled Greek, Serb, and Bulgar under Turkish rule to have schools in their own tongues. The natural result has been that each in turn has revolted, and, so far as possible, won freedom from Turkish rule. And those that have not yet done so look forward, in spite of the Young Turk, to ultimate union with their kin.
Albania awoke late to the value of education as a means of obtaining national freedom, and demanded national schools. But the Turks, too, had then learnt by experience. They replied, “We have had quite enough of schools in national languages. No, you don’t!” and prohibited, under heavy penalty, not only schools, but the printing of the language.
The only possible schools were those founded by Austria and Italy, ostensibly to give religious instruction. These used the Jesuits’ alphabet. Ten years ago some patriotic Albanians, headed by the Abbot of the Mirdites, decided that the simple Latin alphabet was far more practical. They reconstructed the orthography of the language, using only Latin letters, and offered their simple and practical system to the Austrian schools, volunteering to translate and prepare the necessary books if Austria would print them – neither side to be paid. A whole set of books was made ready and put in use. Education was at last firmly started; it remained only to go forward. But a united and educated Albania was the last thing Austria wished to see. Faced with a patriotic native clergy and a committee striving for national development, Austria recoiled. Three years ago the simple Latin alphabet was thrown out of the Austrian schools and a brand new system adopted, swarming with accents, with several fancy letters, and with innumerable mute “ee’s” printed upside down – a startling effect, as of pages of uncorrected proofs!
It was invented by an influential priest. Its adoption enabled Austria to split the native priesthood into two rival camps, and – as it was not adopted by the Italian schools – to emphasise the difference between the pro-Italian and pro-Austrian parties; and that it was expressly introduced for these purposes no one who has heard all sides can doubt.
Nor can Albanian education make any progress till it has schools in which no foreign Power is allowed to intrigue. Such are now being started.
From African Kaiser: General Paul von Lettow-Vorbeck and the Great War in Africa, 1914-1918, by Robert Gaudi (Caliber, 2017), Kindle Loc. 6233-6255, 6268-6280, 6300-6317, 6404-6408:
L59, pushed by a tailwind from the direction of the German Reich, rumbled south from Jamboli in the freezing dawn of November 21, 1917, at speeds in excess of fifty miles per hour. The great lumbering airship cast her shadow over Adrianople in Turkey at nine forty-five a.m., and over the Sea of Marmara’s chop a short time later. At Pandena, on the southern shore, she picked up the railroad tracks to Smyrna, a steel ribbon barely visible after sunset. At seven forty p.m., L59 pulled free of the Turkish coast at the Lipsas Straits. Now the Greek Dodecanese Islands—Kos, Patmos, Rhodes—passed below, nestled like dark jewels in the black Mediterranean waters, notoriously stormy this time of year. But tonight, the Zeppelin surged forward beneath a clear sky and brilliant stars. [Lieutenant Commander Ludwig] Bockholt, who had made his life in the navy, had long ago learned to steer by them when necessary.
L59’s crew of twenty—excluding Bockholt and [medical doctor Max] Zupitza—included twelve mechanics to service the five Maybach 240-horsepower engines (one in the forward control car, two opposed on the belly one-third of the way back, and two aft, each driving a single, massive twenty-foot propeller); two “elevator operators” (the elevators, movable flaps at the tail, controlled the upward or downward incline of the nose cone); a radio operator; and a sailmaker, whose job it was to sew up tears in the muslin envelopes affixed within the belly filled with the flammable hydrogen/oxygen mixture that kept the massive airship afloat.
As in the seaborne navy, watches divided the day into four-hour increments. As L59 approached the island of Crete at eight thirty p.m., a quarter of the crew just gone off watch opened their dinnertime cans of Kaloritkon, a bizarre sort of self-heating MRE. These undigestible, oversalted tubes of potted meat literally cooked themselves via a chemical reaction when exposed to air—heating food over open flame and smoking being strictly verboten aboard the flammable airship. The Kaloritkons, which everyone hated, took much water to wash down, and water was scarce, with barely 14 liters allotted per man for the duration of the voyage. At ten fifteen p.m., L59 passed above Cape Sidero at Crete’s eastern extremity at 3,000 feet. Then the stars by which Bockholt had been guiding the Zeppelin to Africa suddenly disappeared, blotted out by a solid mass of black, churning clouds, shot through with bright veins of lightning. The Zeppelin headed into this cloud bank and, buffeted by thunderclaps and driving rain, was also suddenly consumed by a strange, vivid flame, cool to the touch, that seemed to dance across every surface of the doped canvas envelope.
“The ship’s burning!” called the top lookout—alarming, but no cause for alarm: This was St. Elmo’s fire, named after Erasmus of Formia, the patron saint of sailors. Technically a luminous plasma generated by coronal discharge in an atmospheric electrical field, it burned a vivid violet-blue and, in nontechnical terms, was entirely beautiful….
At five fifteen a.m., the sun cracked the rim of earth and the huge airship passed over the African continent at Ras Bulair on the Libyan coast. Miles of desert lay ahead; no Zeppelin had flown across such a landscape before. Now the level wastes of sand and rock stretched monotonously below L59’s keel, from horizon to horizon. Soon, the sun, blazing down, began to dry her canvas skin, still drenched and heavy from the storm. The airship grew lighter as the watery sheen evaporated; lighter still as fuel consumption continued apace. Then the gas in her envelopes, expanding with the heat, blew out the automatic valves into the atmosphere and soon, L59 became dangerously light and increasingly difficult to handle. To compensate, Bockholt flew her “nose down” throughout the day, shifting 1,650 pounds of ballast aft as a counterbalance.
In the late morning, hot desert air rose in bubbles of buoyancy, alternating with heavy downdrafts of cooler air. This caused a roller-coaster effect that made most of the crew violently airsick. Even the hardened navy veterans among them, used to storms at sea, were not immune to the stomach-churning sensation of weightlessness as L59 plunged into the downdrafts and precipitously rose again. Despite all this, L59 plowed ahead and made the Farafra Oasis around noon. This incandescent patch of green slid by below, its date palms rustling in the hot wind….
Flying a Zeppelin is a difficult undertaking under the best conditions: Gas expands and contracts according to changing temperatures; lift and buoyancy fluctuate; all must be counterbalanced ceaselessly by the release of ballast water, the measured shifting of cargo, the canting of nose or tail via clumsy elevator flaps—and all this becomes doubly difficult over the desert. Bockholt had lightened his airship by 4,400 pounds of ballast in the last full heat of day and had even tossed some boxes of supplies overboard. He knew the rapidly cooling temperatures of the desert at night would contract the gas, causing the Zeppelin to sink. To counterbalance this sinking effect, he had planned to fly the ship at four degrees “nose up” on her four remaining engines.
But he had not counted on the humid, dense air of the Nile Valley. Even at 3,000 feet, ambient temperatures had reached sixty-eight degrees by ten p.m.; they rose steadily after midnight and still L59’s lift capacity gradually diminished. Finally, at three a.m., L59 began to lose altitude precipitously. The engines stalled. Forward thrust gone, the Zeppelin sank through the atmosphere from 3,100 feet to just under 1,300, not high enough to clear a looming desert escarpment; a minute later, her main radio antennae sheared off upon contact with an outcropping of red rock.
Now Bockholt ordered his crew to lighten the ship even further. With all engines stopped, 6,200 pounds of ballast and ammunition went overboard. The crew watched cases of ammunition, much needed by the Schutztruppe, shatter and explode on the ragged slopes below. But this sacrifice had its desired effect: Gradually, the sinking super Zeppelin stabilized; slowly, she rose into safer atmospheres:
“To fly steadily at 4 degrees heavy at night can easily be catastrophic, especially with sudden temperature changes in the Sudan, as at Jebel Ain,” Bockholt later confided to L59’s war diary, “particularly if the engines fail from overheating with warm outside temperatures. . . . Ship should have 3000 kg of 4 percent of her lift for each night to take care of cooling effect.”
Clearly, it was a complicated business.
L59, now less than 125 miles west of Khartoum, had two-thirds of the perilous journey behind her. But presently, to the dismay of all aboard, Bockholt turned the great airship around and pointed her nose cone due north ….
At last, at seven thirty a.m. on November 25, 1917, L59 made her docking station at Jamboli. Her mooring ropes dropped, the ground crew drew her down and walked her into the long shed. China Show had ended in failure. The twenty-two aeronauts, wobbly-legged, nearly deafened by the droning Maybachs at close quarters, stumbled down the ladders to the ground in the gray Balkan morning. They had been in the air for almost four days and had covered 4,200 air miles—the longest distance in the shortest time of any airship to date.
From African Kaiser: General Paul von Lettow-Vorbeck and the Great War in Africa, 1914-1918, by Robert Gaudi (Caliber, 2017), Kindle Loc. 4586-4635:
In 1913, the Brazilian Navy, eager to dominate the upper reaches of the Amazon, had ordered three curious, old-fashioned gunboats from the Scottish shipyards at Barrow-in-Furness. These vessels, called monitors because of their resemblance to the original ironclad warship (that “cheesebox on a raft,” the USS Monitor of the American Civil War), were little more than floating gun platforms. An unusually shallow draft of about six feet allowed the monitors to work close inshore and navigate rivers impassible to deeper-hulled warships. Their heavy armaments—two 6-inch and two 4.7-inch guns—made them formidable opponents. Indeed, these guns were as large as anything carried aboard German battle cruisers like Königsberg.
The monitors, 256 feet long and 1,256 tons unloaded, sported a single prominent funnel and an 80-foot central mainmast. Projected top speed of a painfully slow twelve knots proved much slower in practice. Each carried a minimal coal supply and so could not manage long voyages, which was just as well: Waves crashed over their narrow freeboard at stem and stern; with a direct wind from either port or starboard they wallowed and threatened to swamp—all obvious liabilities for any oceangoing vessel. But for river wars, they were just the thing.
Brazilian Navy officials eagerly awaited delivery of their new warships. They had already been christened Solomos, Madeira, and Javery and were undergoing acceptance trials when war broke out in August 1914. An ocean voyage being impossible under their own steam, the monitors would soon be towed across the Atlantic to the Amazon by oceangoing tugs. Suddenly, the Admiralty stepped in and confiscated the three ungainly vessels; their use was immediately required for Great Britain’s war against Germany and the Central Powers. The Brazilians’ reaction to this seizure must have been utter dismay: They had spent freely on lavish interior fittings and other cosmetic niceties. Indeed, the Brazilian monitors were perhaps the most luxurious naval vessels anywhere in the world.
When British officials came aboard for an inspection tour, they looked around aghast: Behind the monitors’ steel bulkheads, painted a jaunty Coast Guard white, the interiors resembled a posh gentleman’s club—or a high-class bordello: Captain’s cabin and officers’ quarters, ready room and gun room were done up in glossy oak paneling agleam with brass touches. Persian carpets decorated the decks. Blue linen tablecloths flecked with white embroidered anchors, monogrammed china, and chairs with interchangeable seats (wicker for hot weather, velvet for cold) had been specially made for the officers’ mess. Chandeliers hung from the ceilings. The British Navy inspectors allowed themselves a moment of envious awe, then took to the interior with crowbars and sledgehammers. The monitors’ gleaming white hulls—calculated to dazzle any Amazonian Indian approaching in a canoe—were immediately covered in wartime gray; any remaining brass fittings ended up a tarry black. All the luxurious accoutrements—carpets, tablecloths, interchangeable chairs—ripped out and discarded, ended up in a heap on the docks. Renamed Humber, Severn, and Mersey, the squat little ships were made ready for war.
Now dubbed the “Inshore Flotilla and Squadron,” they engaged in early action along the Belgian coast in 1914 and 1915 and played an appreciable part in the “Race to the Sea” campaign of the first weeks of the war: As trenches were dug in a frantic burst all the way across Flanders to the English Channel, the monitors lying just offshore supported the action on land with their big guns. Coming under fire from German field artillery, they sustained damage and casualties, but played their role well. Churchill credited them with preventing the fall of Calais, Dunkirk, and Boulogne and saving what was left of the Belgian Army….
Flotilla officers, an odd mix of merchant marine and naval reservists, suited their curious ships. Most, getting on in years, had already pursued a variety of nonmilitary careers—including the stage and the teaching of German to high school students —before being recalled to service in August. Captain E. J. A. Fullerton, first of Mersey, then Severn, the flotilla’s commander, had been a gym instructor at the Royal Naval College, Osborne, and had served aboard King Edward VII’s yacht, HMY Victoria and Albert, in the last days of the Belle Epoque. When promoted to captain in January 1915, he provided a pint of beer to every sailor in the flotilla for a toast to his health.
Following action in Belgian waters, the Admiralty ordered the monitors to the Dardanelles to take part in the ill-fated Gallipoli Campaign. There, along with several of the most obsolete vessels in the British Navy, they were to help force the straits—the goal of the campaign being the capture of Constantinople from the Turks by naval action alone. Made as seaworthy as possible, with topmast stowed and hatches battened, the monitors wallowed down the European coasts and through the Straits of Gibraltar in heavy seas, towed by their tugs at the punishingly slow speed of six knots. They arrived at Malta in March, next stop Turkey. All officers and men of the Inshore Flotilla and Squadron had been sent ahead as passengers aboard the HMS Trent.
But by this time, the Turks under the famous Mustapha Kemal—later Ataturk—with German help had sunk three British battleships off the Dardanelles and disabled three more. British Admiral John de Robeck, in charge of naval operations, abruptly called off his battered fleet, in favor of an amphibious invasion force. Now, suddenly, the monitors had become redundant. They languished in the fortified harbor at Valetta for weeks—until Admiral King-Hall, from his watch on the far-off Rufiji Station, got wind of their presence in the Mediterranean. These clumsy, powerfully armed, shallow-draft vessels might have been made expressly for his ongoing battle against Königsberg.
After some wrangling with the Admiralty, King-Hall secured the use of Mersey and Severn and their officers and crews, though not Humber. The pair of monitors, again fixed to their oceangoing tugs via steel cables, began another long journey—this time 5,000 miles across the Mediterranean, through the Suez Canal, down the Red Sea to the Indian Ocean, and to the clotted, crocodile-infested channels of the Rufiji Delta.
From In Europe’s Shadow: Two Cold Wars and a Thirty-Year Journey Through Romania and Beyond, by Robert D. Kaplan (Random House, 2016), pp. 188-190:
Habsburg Austria was the last remnant of feudalism that had survived into the early modern and modern ages. Indeed, according to one of the leading historians of the Habsburgs, the late Robert A. Kann, the Austrian Empire was “more diversified … in regard to ethnic, linguistic, and historic traditions” than any other imperium in modern times. “It was closer to the European Community of the twenty-first century” than to other empires of the nineteenth, writes the Welsh historian and travel writer Jan Morris. The empire sprawled “clean across Central Europe,” observes the late Oxford scholar C. A. Macartney, from the Vorarlberg Alps and Lake Constance in the west to the edge of Moldavia in the east; and from the Polish Carpathians in the north to the Adriatic Sea in the south, uniting Germans, Slavs, and Latins. And yet “in no single case,” Macartney goes on, “was one of its political frontiers also an ethnic frontier.” Germans lay inside and outside the empire; so, too, did the Poles, Ukraines, Croats, Romanians, and so on. Thus, as Kissinger states, the Habsburg Empire “could never be part of a structure legitimized by nationalism,” for as nationalism in Europe had an ethnic and religious basis, this polyglot empire would have been torn apart by such a force. Making the Habsburg Empire doubly insecure and so dependent on the status quo was its easily invadable and conquerable geography, compared to that of Great Britain, Russia, and even France.
Habsburg Austria, whose history spans the late thirteenth century to the early twentieth, by simple necessity elevated conservative order to the highest moral principle. Liberalism was held in deep suspicion because freedom could mean not only the liberation of the individual, but the liberation of ethnic groups, which could then come into conflict with one another. Thus toleration, rather than freedom, was encouraged. And because (especially following the Napoleonic Wars) the status quo was sacrosanct in Vienna, so too was the balance of power.
For decades and centuries even, Austria’s sprawling imperium defined European geopolitics. Austria was the highly imperfect solution to Turkish military advances into Central Europe in the sixteenth century and the perennial Panslav stirrings that emanated from Russia, absorbing as Austria did the blows from both forces, even as the Counter-Reformation helped bind the heavily Catholic Habsburg lands together. Austria’s role as a geopolitical balancer was further fortified by its fear of vast, Panslavic, police-state Russia on the one hand and the liberal, democratic, and revolutionary traditions of France and the West on the other. Indeed, Austria’s position as a great power was threatened by Russian imperialsm from the east, while, as Kann puts it, “western liberalism threatened the durability of her domestic structure.” And yet Austria was so often weak, something inherent “in the far-flung nature” of her monarchical possessions and her attendant “extraordinarily cumbersome administrative and decision-making arrangements,” writes Cambridge history professor Brendan Simms. It was Romania’s geographical and historical fate to be caught between and among empires, with its position at the southeastern extremity of Habsburg Austria, the southwestern extremity of Russia’s imperialist ambitions, and the northwestern extremity of those of Ottoman Turkey.
According to other interpretations, Austria itself might have constituted a bourgeoisie civilizing force from the West, altogether benevolent in its influence. For Habsburg culture was reassuring, burgerlich, and sumptuous, at least compared to what those other, bleaker imperiums from the East had to offer—partially defined, as Austria and the Catholic Church were, by the inspirational miracle of Gothic and baroque art. But what Romanians too often received from Habsburg Austria was not inspiring aesthetics but simply the appalling hardship of war, so that the northern Transylvanian Gothic style was to remain an aspirational curiosity amid copious bloodshed as empires clashed.
But the EU lacks a Metternich.
From In Europe’s Shadow: Two Cold Wars and a Thirty-Year Journey Through Romania and Beyond, by Robert D. Kaplan (Random House, 2016), pp. 71-72:
Born in 1558, Michael rose to become a leading boyar, or feudal personage, buying up villages and acquiring the throne of Wallachia in 1593 by providing the Ottoman sultanate with the requisite bribes. The next year he initiated a campaign against the same sultanate by inviting Ottoman creditors to a litigation, then locking the doors and burning the building down. This was followed by a general massacre of Turks in Wallachia. In response to Michael’s raids as far south as Adrianople in Thracian Turkey, the sultan’s troops invaded Wallachia in 1595. Michael’s overreach forced him into an alliance with the Hungarian ruler of Transylvania that allowed the Hungarian to subjugate neighboring Moldavia. Nevertheless, the alliance helped Michael defeat a Turkish army at Călugăreni, between Bucharest and the Danube in Muntenia. Yet the tactical victory was not enough to stop Michael’s retreat north toward the Carpathians, in the face of an advance by the Ottomans that saw them take Bucharest. But with reinforcements from Hungarian-controlled Moldavia and Transylvania, Michael was able to force the Turks southward. The Ottomans, now preoccupied with a war against the Austrian Habsburgs, made a temporary truce with Michael in 1598. The Poles meanwhile had invaded Moldavia, toppling the Hungarians there and removing Moldavia from the anti-Ottoman alliance. The alliance completely collapsed when the Hungarians made a deal with the Austrians over Transylvania. So Michael, rather than continue to fight the Turks, began to negotiate with both them and the Austrians for recognition of his right to retain the throne of Wallachia. But the Turks wanted too much tribute and so Michael made an alliance with the Austrians instead. Then the Poles, who held sway in Moldavia, forced the Hungarian rulers in Transylvania to break their alliance with the Austrians. This led, through more convolutions, to a deal between Christian Transylvania, Christian Moldavia, and Muslim Turkey. Michael then entered negotiations with the Turks, even as he plotted with the Austrians to topple the Hungarians in Transylvania. Michael’s successful invasion of Transylvania was secured at the Battle of Selimbar, near Sibiu, in 1599. In 1600, now in charge of both Wallachia and Transylvania, Michael invaded pro-Polish Moldavia. The victory there allowed Michael to claim the unity of all three core-Romanian principalities. But later the same year, the Austrians defeated Michael in Transylvania and the Poles defeated him in Moldavia. Michael responded by entering into negotiations with the Austrians. The Hungarians in Transylvania, fearing a deal between Michael and the Habsburgs, assassinated him near Cluj in 1601.
Romania, in this reading, emerges from the travails of history as an even more intense version of early modern Europe itself: nothing is ever secure and more bloodshed always lies in wait. If European history is a nightmare, then that of Romania is doubly so. The very unswerving energy of Michael the Brave—operating for years on end at levels of stress that would immobilize the average Western politician in the twenty-first century—was a mere requirement of any warlord of the age. And if Michael as a late Renaissance man could not conceive of a unitary Romanian state, his accomplishment, nevertheless—and however short-lived—gave Romanian speakers of later eras a vision of what was politically possible.
From Caucasus: An Introduction, by Thomas de Waal (Oxford U. Press, 2010), Kindle Loc. 4017-4050:
It seems an almost inbuilt problem of the South Caucasus that a positive development in one place causes alarm in another. Armenian-Turkish rapprochement angers Azerbaijan, which turns to Moscow. The “reset” American-Russian relationship is seen to damage Georgia. As soon as there was talk of the Armenian-Turkish border reopening, some Georgians were heard to worry aloud that the rerouting of trade would be bad for Georgia. Zero-sum thinking prevails.
The region suffers from a lack of inclusive thinking. Most of the big ideas and regional initiatives that have emerged in the last decade and a half have excluded either one of the South Caucasus countries themselves or a key outside power. Both Iran and Turkey have proposed “security pacts” for the Caucasus that have left out the United States and the European Union. The Commonwealth of Independent States is now without Georgia. GUAM excluded Armenia. For awhile, Moscow unsuccessfully promoted the idea of a “Caucasus Four” that included it and the three South Caucasus countries. Concentrating on a “Black Sea region” is to the detriment of Azerbaijan. Focusing on the Caspian leaves out Armenia. The metaphor of a “Silk Road,” pretty though it is, implies a return to a premodern world in which Russia did not exist. The idea of a “Great Game” unhelpfully casts Russia in a reprised role of a hostile nineteen-century power.
History has meant that there have never been any successful voluntary integration projects here. The plan for an independent Transcaucasian Federation in April 1918 collapsed after only a month. The only other unions have been colonial ones imposed from above, by the Persian, Ottoman, and Russian empires and by the Soviet Union. The Soviet project is hard to defend, but it did have the effect of bringing people together in a cohesive economic structure that many people still miss. In retrospect, the South Caucasian nationalists of the late 1980s lurched from one extreme to another when they took a bulldozer to the complex Soviet system. They exchanged suffocating integration for extreme disintegration, and you could say that they threw out the Caucasian baby with the Communist bathwater. Many of the economic and cultural links from those times are still there under the surface waiting to be reexploited.
The one neighbor that could be a facilitator for voluntary integration in the South Caucasus is the region that has itself accomplished such an integration, the EU. So far, unfortunately, the EU has been very slow to act in the region. One Georgian scholar says it is “too lazy and too late.” Most of its regional projects have been very modest. Transport Corridor Europe Caucasus Asia, a European program started in 1993 for the eight countries of Central Asia and the South Caucasus, has spent less than 200 million euros since then—far less than BP, Gazprom, or USAID has spent in the region, to name three other foreign actors. The Eastern Partnership project is another laudable idea but is hampered by several constraints; the six countries involved have no membership perspective for the EU, which does not provide a strong incentive for reform. Promises of trade privileges and visa facilitation are more promising but have been watered down by European governments.
There is a widespread perception in the South Caucasus that it is “waiting for Europe” to notice its problems and pay attention to them. In the EU itself, there is caution. Partly, the EU has enough other problems to solve without having to deal with the headaches of the Caucasus. Partly, there is a perception that the governments of Armenia, Azerbaijan, and Georgia need to show a stronger commitment to democracy and reform to deserve that stronger interest. So the current period may be one of less engagement and greater realism. If that is the case, it may not be all bad news. History has been unkind to the South Caucasus, but there is no shortage of experience or talent there. If the outsider powers step a bit further away, local people may remember that they also have the skills, fashioned by the centuries, to solve their own problems.