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ACADEMY OF ECONOMIC STUDIES OF MOLDOVA

INTERNATIONAL ECONOMIC RELATIONS FACULTY
INTERNATIONAL ECONOMIC RELATIONS CATHEDRA

Andrei MEGHEREA

TRANSPORT INTERACTION WITH OTHER
NATIONAL ECONOMIC SECTORS AND TRANSPORT
IMPACT ON NATIONAL ECONOMIC GROWTH

LICENCE PAPER
World Economy and International Economic Relations Major


Author:
student in EMREI 295, daily studies
Andrei MEGHEREA

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Scientific coordinator:
Doctor in Economic Sciences, Eduard Calancea

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Chisinau 2012
Admis la sustinere:
Sef catedra:
Doctor habilitat, Boris Chistruga
_____________2012
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Plan

Introduction ........................................................................................................................... 3
CHAPTER I. Role of Transportation in Contemporary Economy..5
Paragraph 1. Transportation branch-concept,elements,featurres5
Paragraph 2. The Economic Importance of Transportation ................................................ 8
Paragraph 3. International Law in International Transportation...15
CHAPTER II. Transport Infrastructure as a Prerequisite for Economic Growth of
Republic of Moldova ................................................................................................................... 23
Paragraph 1. The Impact of Transport Sector on Economic Growth of Republic of
Moldova ..................................................................................................................................... 23
Paragraph 2. The Quantitative Study:Influence of Transport Sector over other Economic
Sectors ...................................................................................................................................... 27
CHAPTER III.Comparative Study of Economic Activity of Transport Sector between
Moldova,Romania and Ukraine ................................................................................................. 32
Paragraph 1.Analysis of Evolution of Transport Sector of Moldova ............................... 32
Paragraph 2. Analysis of Evolution of Transport Sector of Romania .............................. 38
Paragraph 3. Analysis of Evolution of Transport Sector of Ukraine44
Paragraph 4. Common Points between Moldova,Romania and Ukraine.49
Conclusion............................................................................................................................ 52
Bibliography ........................................................................................................................ 54
Annexes ................................................................................................................................ 56






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Introduction


In contemporary society the development of a country depend direct on its international
relations,which are supported by a well developed transport system.The subject Transport
Interaction with other National Economic sectors and Transport impact on National Economic
Growth is one of the most current because now Moldova is in a stage of faster development
and improving of infrastructure by many reforms which is caused by desire for Europian
integration. Transport is one of the basic factor that determine country development and
especiallay development of international trade.It is an important part of production af materials,
by their function af moving goods , influence over other branches of economy, in this way is
anticipated and the evolution of other economic sectors of the country. By implementing
different reforms government is elaborating a lot of strategies and ways of improving the
economic power of transport sector in order to supply other sectors with a performant and well
developed transport system.It is widely acknowledged that transport has a crucial role to play in
economic development.More specifically, it has been recognised that the provision of a high
quality transport system is a necessary precondition for the full participation of remote
communities in the benefits of national development: Adequate, reliable and economic transport
is essential, although not in itself sufficient, for the social and economic development of rural
areas in developing countries.
In the first part of the project is well described the role of the transport branch in the
contemporary economy, its economic importance and bringing the international transportation
to the international law.It is almost universally accepted that transport has played a predominant
role in the economy development of all modern civilizations.Production and consumption on the
scale and tempo of today would be inconceivable without a well developed and operated
transport system.Economic involves production,distribution and consumption of goods and
services.People depend upon the natural resources to satisfy the needs of life but due to non
uniform serface of earth and due to difference in local resources,there is a lot of difference in
standard of living in different societies.So there is an immense requirement of transport of
resources from one particular society to another.These resources can range from material things
to knowledge and skills movement of doctors and technicians to the places where is need of
them.
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In the second chapter of the project is accentuated how transport sector influence the
economic growth in the Republic of Moldova and also is reflected its impact on development of
other economic sectors of national economy.First pargraph shows the influence of the transport
sectors on the GDP and External Trade growth.there is described exactly which factor influence
the growth ,the evolution of growth and at the same time how this growth influence the transport
sector development.Second paragraph reveals the interaction and the impact of transport sector
with other economic sectors in Moldova,is shown how they influence each other and by which
factors.
The third chapter is a comparative study between Republic of Moldova and its two
neighbors Romania and Ukraine.In this study are separately described transport infrastructures
of all three countries.In the last part of the chapter is made a common description of all three
infracstructures and there are accentuated all common points and the factors that bind all
tangents between transport sector af the countries.



















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CHAPTER I. ROLE OF TRANSPORTATION IN CONTEMPORARY
ECONOMY
Paragraph 1. Transportation branch concept, elements, features

Transport is the movement of goods and people over a considerable distance and using
specific means. It is noted that this definition excludes from the field of analysis in premises
restricted carriage, and movement of goods within factories or handling of goods in storage
areas.The same sens have and the definition of transport given by M.Tefra: moving people and
goods on a given territory.By territory it is understood in this context, ample space, equipped
with specific facilities.This approach is based on the fact that such movements involved in
adding value.In contrast to these understandings, national accounts include in branch transport
only trips of goods or persons for others. This excludes the following specific activities of
transport:
Carriage performed by companies on their own and which are included in the economic
branch specific for the company's field of activity;
Carriage performed by households on their own and which are included in their final
consumption, both as vehicle purchases and expenditure form for their use;
Activity of transport administration , measured in particular by public expenditure for
investments, maintenance and operation of infrastructure;
Transport is one side of the economic activity of human society, organized to prevail
distances.The transport activity performes moving of goods or people in space in order to
satisfy the material and spiritual needs of human society.Transport is closely linked to human
society and it came along with it.Primitive man moving from one place to another in search of
food and protection against the vicissitudes of nature. Physical limits of the human body in terms
of distances that could be taken down and the amount of material that could be carried, led, in
time, discovering a variety of aids today called "ways and means of transport".They have seen a
continuous quantitative , qualitative and structural development, in step with the development of
production, science and technology, contributing directly to the development of productive
forces, economic growth worldwide.
Transport is not an end in itself but a means to achieve a variety of practice purposes.
Validation of any movement of persons and property in space depends exclusively on purpose,
economic and social effects which are to be obtained.. Primitive man did not move and does not
carry with it the need for no particular purpose, and today's modern life offers us many
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motivations of the movement in time and space of people and goods. Transport affects all socio-
economic aspects of the life and orderly and harmonious development in step with the demands
of their extended reproduction is an important objective of economic policy of the state.The role
and importance of transport can be highlighted by analyzing their relationships with various
economic, social and political activities society members. Transport development, the emergence
of new improved and specialized transportation has eliminated economic isolation has allowed
specialization and exchange activities,formation of national markets and the global market, trade
development domestically and internationally.
Economic aspects. Production of material goods necessary for human existence and growth
of living standards is drawn to the separation of certain objects in their natural environment and
processing, turning them into goods intended to meet the needs of different people.Today the
exchange of products and activities is so developed, so that practically there are no zones and
localities that depend exclusively on locally produced products. Transport made possible more
complete and more efficient exploitation of natural resources of the planet, contributing directly
to economic and social progress of countries of the world.
Developing the exchange of products and activities at national and international transport
by direct contribution highlights the following important economic aspects :
Without transport, the possibility of trade would be strictly limited local market. As
development and improvement of means of transport, the market could be expanded in
the national and international level, increasing its absorption capacity;
Transport made and enables a better balance between supply and demand for various
goods nationally and internationally. Surplus of products in certain areas can now cover
more than poor product demand in other areas;
As the areas that offer similar products to expand, competition among vendors increases
and tends to keep prices at reasonable levels. Each buyer will have a greater number of
potential suppliers who compete among themselves to, and the possibility of higher
pricing arrangements between them is less likely or even excluded;
Social aspects that generate transport activity refers mainly to the following:
Free movement of people, sharing ideas and experience contribute to enriching the
universal heritage of thought and human knowledge;
As development and transport improvement expanded tourism activity for rest and
relaxation or therapeutic purposes both internally and internationally. Means of transport
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faster and more reliable, and reasonable prices at any distance transportation, and
stimulate domestic and international tourism development;
Education could have real possibilities for improving by exchange of teachers and
students from various countries;
Residents of sparsely populated areas are not isolated from medical services, professional
staff is something that may move easily, and patients who require more special treatment
and can be transported to the hospital central
Recreational activities, sports, cultural and scientific can be expanded by moving from
one locality to another, from one country to another, due to transport improvement and
development.
Political aspects that generate transport development mainly aimed at:
Strengthening the national economy by removing limits on the distance between
economic and social centers and fast moving of stock and persons;
Implementation of the policy for the location of productive forces in the country;
Strengthening national defense against any aggression.
Transportation is a branch of economic geography that studies the spatial distribution and
patterns of transportation networks and traffic flows and the conditions and characteristics of
their development within the framework of the territorial-economic structure of countries and
regions and in relation to the distribution of natural conditions and resources, population, and
branches of the economy. Transportation geography reflects important features of transportation
as a branch of production. These features include the specific ways in which elements of the
natural environment are used as natural lines of communication or as a basis for artificial ones,
the basically linear patterns of transportations spatial distribution, in which it differs profoundly
from the prevailing types of distribution characteristic of industry (in focal centers) and
agriculture (over areas), the universality of transportations technical-economic links with other
branches of the economy, and the special role of transportation as a material foundation of the
geographic division of labor. In contrast to industry and agriculture, which are divided into
branches that differ in their products, raw materials, or stages of processing, transportation is
divided into modes, such as land, water, and air transportation, which are related to the use of
different natural and artificial roadways and to the specific character of price formation (tarriffs
and freight charges), which affects the geographical distribution of the entire economy.


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Paragraph 2. The Economic Importance of Transportation
Like many economic activities that are intensive in infrastructures, the transport sector is an
important component of the economy impacting on development and the welfare of populations.
When transport systems are efficient, they provide economic and social opportunities and
benefits that result in positive multipliers effects such as better accessibility to markets,
employment and additional investments. When transport systems are deficient in terms of
capacity or reliability, they can have an economic cost such as reduced or missed opportunities.
Transport also carries an important social and environmental load, which cannot be neglected.
Thus, from a general standpoint the economic impacts of transportation can be direct and
indirect:
Direct impacts related to accessibility change where transport enables larger
markets and enables to save time and costs.
Indirect impacts related to the economic multiplier effects where the price of
commodities, goods or services drop and/or their variety increases.
The impacts of transportation are not always intended, and can have unforeseen or
unintended consequences such as congestion. Mobility is one of the most fundamental and
important characteristics of economic activity as it satisfies the basic need of going from one
location to the other, a need shared by passengers, freight and information. All economies and
regions do not share the same level of mobility as most are in a different stage in their mobility
transition. Economies that possess greater mobility are often those with better opportunities to
develop than those suffering from scarce mobility. Reduced mobility impedes development
while greater mobility is a catalyst for development. Mobility is thus a reliable indicator of
development.
Providing this mobility is an industry that offers services to its customers, employs people
and pays wages, invests capital and generates income. The economic importance of the
transportation industry can thus be assessed from a macroeconomic and microeconomic
perspective:
At the macroeconomic level (the importance of transportation for a whole economy),
transportation and the mobility it confers are linked to a level of output, employment and income
within a national economy. In many developed countries, transportation accounts between 6%
and 12% of the GDP.
At the microeconomic level (the importance of transportation for specific parts of the
economy) transportation is linked to producer, consumer and production costs. The importance
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of specific transport activities and infrastructure can thus be assessed for each sector of the
economy. Transportation accounts on average between 10% and 15% of household expenditures
while it accounts around 4% of the costs of each unit of output in manufacturing, but this figure
varies greatly according to sub sectors.
Transportation links together the factors of production in a complex web of relationships
between producers and consumers. The outcome is commonly a more efficient division of
production by an exploitation of geographical comparative advantages, as well as the means to
develop economies of scale and scope. The productivity of space, capital and labor is thus
enhanced with the efficiency of distribution and personal mobility. It is acknowledged that
economic growth is increasingly linked with transport developments, namely infrastructures but
also managerial expertise is crucial for logistics. The following impacts can be assessed:
Networks. Setting of routes enabling new or existing interactions between
economic entities.
Performance. Improvements in cost and time attributes for existing passenger and
freight movements.
Reliability. Improvement in the time performance, notably in terms of punctuality,
as well as reduced loss or damage.
Market size. Access to a wider market base where economies of scale in
production, distribution and consumption can be improved.
Productivity. Increases in productivity from the access to a larger and more diverse
base of inputs (raw materials, parts, energy or labor) and broader markets for
diverse outputs (intermediate and finished goods).
The interface between transportation investment and economic development has broad
ramifications that go beyond transportations basic purpose of moving goods and people from
one place to another. Whereas there is no doubt that transportation is essential in the operation of
a market economy, much still needs to be understood about ways in which an efficient
transportation system can improve the productivity of the economy.Transportation also has a
broader role in shaping development and the environment.Policy concerns in the next
millennium will increasingly focus on the effects of transportation on where people live and on
where businesses locate; and on the effects that these location decisions have on land use
patterns, congestion of urban transportation systems, use of natural resources, air and water
quality, and the overall quality of life. Issues of urban sprawl, farmland preservation, and air and
water quality have already pushed their way to the forefront of policy debates at both the
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national and local levels. To make prudent decisions, policy makers must be equipped with the
best information and analysis possible about the interactions among these various factors. The
questions asked by policy makers are two sided. Not only do they want to know
the effect of transportation on additional economic development, they also want to know the
transportation needs of future growth. Transportation analysts must tackle more complex
questions than they did in the past. As the nations transportation system has matured and
competition for government funds has intensified, the issue is not simply where to build another
segment of highway or which airport needs to be expanded. The questions have become more
complex. What mode of transportation is most cost-effective in meeting a regions transportation
needs? How should a state department of transportation prioritize its highway dollars to
maximize economic growth? What is the trade-off between additional growth in an urban area
and the cost of expanding transportation systems to accommodate greater growth? What effect
does the expansion of transportation systems have on the need to invest in other types of
infrastructure? Four factors are important in examining the relationship between transportation
and economic development: (a) relevant type of transportation investment, (b) data necessary to
analyze the economic effect of the investment, (c) appropriate methodology to analyze the
economic effect, and (d) the proper dissemination of the results and education of professionals as
to the economic effects of transportation investment.
Types of Transportation Investment
Future directions in transportation investment can take several paths.
Basically,transportation investment encompasses two forms: capital expansion and capital
enhancement. Expansion includes the construction of additional highway segments; rail lines;
runways; or additional sea, air, rail, or bus terminal capacity using traditional technology.
Highway examples include the addition of lanes to an Interstate highway system, the conversion
of an existing two-lane road to a four-lane limited-access highway, replacement or widening of
bridges, and the extension of an existing road. Airport
examples include runway lengthening, apron (tarmac) expansion, and additional terminal gates.
Enhancement refers to new technologies that can enhance the efficiency of the existing highway
system. Examples include intelligent highway systems, congestion pricing, intermodal freight
facilities, geographic positioning systems, and instrument landing systems, to mention a few
major innovations. Within each of these areas, numerous innovations are being developed.
Policy makers and practitioners need to gain a clear understanding of the effects of these
innovations on economic development through enhanced delivery of transportation services and
a more efficient use of scarce resources. Scarce resources may extend beyond transportation
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investment dollars to include land use, air quality, and noise pollution. Moreover, highways, rail
lines, airports, and seaports should and are being considered as a system, where the system goes
beyond the fixed infrastructure, such as a stretch of highway or a rail line, to include the vehicles
that use the infrastructure. The concept ofintelligent highway systems underscores this trend.
Simply put, vehicles are being linked to each other and to traffic control devices to improve the
efficiency of the total highway system. Similar types of innovations in intelligent traffic
management are emerging for air, sea, and rail systems. One important area of research is to
explore the productivity-enhancing innovations that are being introduced into existing transport
systems. A framework should be provided and benchmarks should be established for
understanding the broad economic consequences of these innovations. To be assured that
research encompasses the issues important to decision makers in the new millennium, a
systemwide and regional economic perspective will have to be maintained. Researchers must be
mindful of the direct social effects of transportation investment as well as the economic effects.
Researchers should not neglect the more fundamental issues of understanding the effects of
different attributes of highways on economic development. That is, do we know anything about
the effects on productivity of reducing highway congestion or improving pavement condition?
These attributes are what new technologies are attempting to address. Yet, we do not have solid
empirical evidence of the effects of these attributes. Exploring the economic effects of
components or attributes of highway systems is essential in informing the policy debate and in
aiding the efforts of local decision makers. Our transportation system is mature. The nation has
gone beyond the frontier of building the Interstate highway system and connecting most cities
(markets). We are at the point oftweaking the system with additional lanes and the new
technology discussed earlier. Therefore, the effect of an additional dollar spent on transportation
will be much less, if it is perceptible at all, than in the 1950s and 1960s, when large segments of
the Interstate highway system were constructed. Now and into the foreseeable future, decisions
are required that, from an economic perspective, are much more subtle and harder to measure. At
the same time, the decision makers are being held accountable for their decisions, as they relate
to economic development.Thirty years ago, the question was where to place transportation
infrastructure,particularly highways. Today and in the future the issue goes beyond
transportation. Now the decision is more complex. The question involves the priorities placed on
government money. Should money be spent on transportation, welfare, economic development
per se, defense, or social security? Within the transportation allocation, should more resources be
devoted to highways, intermodal facilities, or bicycle paths?

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Data
Acquiring accurate and comprehensive data on a regular basis is a perennial problem for
analysts and policy makers. There is a sizable gap between data that are available and data
required to answer the questions raised by decision makers. A glaring gap in most studies is the
lack of information on the flows of goods and people. Most analyses of the relation between
transportation investment and economic productivity do not take into account the intensity of use
of transportation systems. Productivity studies, particularly those using production and cost
function frameworks, typically treat all transportation systems as if traffic flows are the same.
This simplified assumption potentially leads to biases in the estimates of the productivity of
transportation infrastructure. Moreover, this approach ignores the very activityshipment of
goodsthat generates the productivity gains. Another deficiency in data collection is the lack of
information that links the location of businesses and households to the location of the
transportation systems that provide
them with services. Most productivity studies are conducted using data that are aggregated by
some level of government jurisdiction. Studies performed at the state or national level fall far
short of establishing a spatial link. It is likely that state-level analyses could attribute the
efficiency gains experienced by a business in one part of the state to an Interstate highway
located in another part of the state. The problem is even more acute for national-level studies.
Furthermore, estimates from state-level analyses do not address the questions that policy makers
or planners have to consider concerning the location and type of future projects. Among regional
and corridor studies, the links between highway benefits and patterns of use are typically
developed, but the net productivity effect is often not measured. Such studies tend to pay more
attention to gross levels of job and income attraction than to the measurement of net productivity
effects. One important direction in coming years is to explore better ways to generate and collect
the data necessary to conduct useful studies. Because important effects go beyond the outcomes
of the transportation system itself, many types of data are needed. These data include
transportation system characteristics, employment, firm-level characteristics,transportation
financing information, commodity flows, and accompanying characteristics of the regions
included in the economic analysis. Furthermore, the data should be both cross section and time
series to improve the reliability of the estimates. One way to generate data is to educate the
decision makers and those in charge of operating the transportation systems as to the importance
of such analysis and its value to them in carrying out their responsibilities. The approach may
prove particularly useful for generating administrative data but may also help in collecting more
regionwide data. Some metropolitan planning organizations have taken considerable initiative in
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this area and have amassed useful and unique data sets. The issue of getting practitioners
involved will be discussed in more detail later.
Methodology
Analytical approaches to estimating the effect of transportation investment on economic
development started out using cost-benefit analysis. More recently, the profession has turned to
production and cost functions as a way to include a wider range of benefits. However, the
profession is only now coming to grips with transportation infrastructure as a spatial concept.
Transportation facilities are located in a specific place, they provide services to businesses (and
households) within a specific geographical area, and their use is directly related to moving goods
and people between two points. Furthermore, because transportation services are provided within
a network (or system), what happens in one place affects what happens in another. Therefore, the
appropriate methodology has to take into account not only the spatial relations as the goods and
people are shipped between two points, but also how these shipments fit into a network (or
system). Current production (cost) function analyses fall short of this goal. They typically do not
incorporate the spatial correspondence, nor do they encompass systemwide effects. Therefore,
the direction for the future is to build models that can provide this more comprehensive view
while preserving the spatial correspondence between transportation infrastructure and economic
activity. There is increasing interest among state and regional agencies in improving analytic
approaches to estimation of equity or distributional effects of transportation on the economic
development of depressed areas. Yet analytic approaches and data needed to access those factors
remain primitive. There remains a clear need to develop a better understanding of how
transportation system enhancements can be used as a tool for expansion of job and income
opportunities in depressed areas. The more comprehensive analytical tools that are needed to
address these efficiency and equity issues should also include components of economic
development, such as changes in employment, openings and closings of businesses, and personal
income (a proxy for gross regional product at the substate level). Some of these variables are
readily available from administrative data compiled by other state and federal agencies. A
concerted effort should be made in the future to elicit the cooperation of various government
agencies to pool these various data. Dissemination and Education Transportation investments are
becoming increasingly complex. Decision makers must take into account a wider range of
factors. These factors include the effects of transportation systems as a stimulant of growth and
as a cost of growth. They also include the effects on the environment and on the quality of life
within the area served by the transportation system. In some cases, the ability to locate a
transportation project in a particular place depends on the consent of residents within that area.
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For instance, expansion of Interstate highway spurs through urban areas or the siting of a new
airport
would be highly scrutinized and most likely resisted by local residents. To further complicate the
process, decisions concerning transportation investments are increasingly being made at the local
level. The devolution of responsibility of transportation projects involves many more partners in
the process, which include not only agencies that have traditionally dealt with transportation
projects but also entities that deal with economic development and environmental issues.The
increasing complexity in the decision-making process calls for greater dissemination of
information and expanded educational efforts. At present, the concepts and the studies
concerning the effects of transportation infrastructure on economic development are not that
accessible to this group. Therefore, more effort should be made in the next millennium to make
the analysis and the concepts meaningful to practitioners and decision makers and to educate
them about the value of incorporating these concepts and findings into their operations. Before
analysts will begin to do this, they must appreciate the relevance of these effects to transportation
investment decisions. Giving the various stakeholders an opportunity to express their preferences
for transportation investment is an
integral part of the process of defining these issues. Once the issues are defined, then analysts
must be able to assign costs and benefits to the various effects of transportation investment, so
that informed decisions can be made. This step requires that analysts understand the relevant
research that has been conducted and know how to apply it to specific projects. National
conferences, such as the upcoming economic data conference, and locally facilitated interactions
with state department of transportation and economic development administrators would be
useful venues.








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Paragraph3.INTERNATIONAL LAW IN INTERNATIONAL
TRANSPORTATION
Transportation or Transport Law encompasses federal and state laws governing the
conveyance of passengers or goods, especially as a commercial enterprise, pertaining to both the
method and the means. It includes highways, mass transit, aviation, rail, maritime and motor
carriers. It also covers traffic safety, hazardous materials and pipelines. Public carriers such as
airlines and shipping lines are also subject to state and federal legislation. The laws that govern
drivers are largely state created and governed.
Transport is one of the European Union's (EU) foremost common policies. It is governed
by Title VI (Articles 90 to 100) of the Treaty on the Functioning of the European Union. Since
the Rome Treaty's entry into force in 1958, this policy has been focused on removing borders
between Member States and thus contributing to the free movement of individuals and of goods.
Its principal aims are to complete the internal market, ensure sustainable development, extend
transport networks throughout Europe, maximise use of space, enhance safety and promote
international cooperation. The Single Market signalled a veritable turning point in the common
policy in the area of transport. Since the 2001 White Paper, which was revised in 2006, this
policy area has been oriented towards harmoniously and simultaneously developing the different
modes of transport, in particular with co-modality, which is a way of making use of each means
of transport (ground, waterborne or aerial) to its best effect.
Bodies and objectives. European transport policy aims to reconcile the growing mobility
needs of citizens with the requirements of sustainable development. In this regard, it is also
related to the development of the internal market and the opening up of competition, to
conditions for innovation and to the integration of transport networks. The issue of user safety
and protection is also crucial for the transport sector. In addition, different European Union
specialist agencies work towards achieving these objectives,like following:
Roadmap to a Single European Transport Area: Towards a competitive and resource efficient
transport system. In March 2011 the European Commission presented the White Paper
"Roadmap to a Single European Transport Area", a series of 40 concrete initiatives for
the next decade to build a competitive transport system that will preserve mobility,
remove major barriers in key areas and fuel growth and employment. At the same time,
the proposals will abate Europe's dependence on imported oil and cut carbon emissions in
transport by 60 % by 2050. In this White Paper, the Commission sets out to remove major
barriers and bottlenecks in many key areas across the fields of transport infrastructure and
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investment, innovation and the internal market. The aim is to create a Single European Transport
Area with more competition and a fully integrated transport network which links the different
modes and allows for a profound shift in transport patterns for passengers and freight. To this
purpose, the roadmap puts forward 40 concrete initiatives for the next decade, explained in detail
in the Commission Staff Working Document accompanying the White Paper.
Green Paper: Towards a new culture for urban mobility. This Green Paper aims to
initiate the debate on issues specifically related to urban transport and to elicit applicable
solutions at a European level. 60% of the European population is concentrated in urban
areas, with these areas producing almost 85% of the gross domestic product (GDP).
There are numerous issues in these areas, including traffic congestion and pollution, all of
which costs the European Union 1% of its GDP. Faced with these issues, the EU needs
to be able to fulfil the role of encouraging discussion, cooperation and coordination
between local communities.This Green Paper is the product of wide public consultation
initiated in 2007. It opens up a second consultation process which lasts until 15 March
2008. With urban mobility being an asset for growth and employment, as well as an
essential condition for a sustainable development policy, the Commission will use the
consultation undertaken to subsequently propose an overall strategy in the form of an
action plan.
White paper: European transport policy for 2010.This document aims to strike a balance
between economic development and the quality and safety demands made by society in
order to develop a modern, sustainable transport system for 2010.The Commission has
proposed 60 or so measures to develop a transport system capable of shifting the balance
between modes of transport, revitalising the railways, promoting transport by sea and
inland waterway and controlling the growth in air transport. In this way, the White Paper
fits in with the sustainable development strategy adopted by the European Council in
Gothenburg in June 2001.
Freight transport logistics in Europe.The aim of this communication from the
Commission is to improve the efficacy of the European transport system through
logistics. It also promotes multimodality as the way to make freight transport more
environmentally friendly, safer and more energy efficient. The communication will be
followed by an action plan in 2007.Globalisation and EU enlargement to the east have
created new challenges for European transport. The fast growth of freight transport
contributes to the economy but also causes congestion, noise, pollution and accidents. At
the same time, transport has become increasingly dependent upon fossil fuels. The
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communication from the Commission states that, without adequate measures, the
situation will continue to worsen and increasingly undermine Europe's competitiveness
and the environment that we all live in. The Commission therefore recommends
modernising logistics to boost the efficacy of individual modes of transport and their
combinations. In particular it recommends a better distribution of traffic towards more
environmentally friendly, safer and more energy efficient modes of transport. The
Commission plans to present an action plan on this subject in 2007.
Cohesion and transport.This Communication aims to develop an efficient and sustainable
European transport system taking account of economic development prospects at regional
level, the enlargement of the Union to include new States and the importance of public
transport.Transport policy plays a major role in strengthening the economic and social
cohesion of the European Union. Firstly, it helps reduce regional disparities, particularly
by improving access to island and peripheral regions. It also has a beneficial effect on
employment, by encouraging investment in transport infrastructure and assisting workers'
mobility.
Internalisation of external transport costs.The internalisation of external costs forms part
of a package of initiatives aimed at making transport more sustainable. It consists of
including external transport costs (pollution, noise, congestion, etc.) in the price paid by
the user, so as to encourage them to change their behaviour.Transport users have to pay
the costs related to the use of their mode of transport (fuel, insurance, etc.). Such costs
are considered private in the sense that they are paid directly by the user. Transport users
also generate external costs, negative externalities (delays as a result of congestion,
health problems caused by noise and air pollution, greenhouse gas emissions, etc.), which
they do not bear directly and which have a cost to society as a whole. The sum of the
private and external costs of transport gives its social cost.Internalisation involves
reflecting the external costs in the price of transport. However, only a price based on the
total social costs will take account of the services used and the consumption of resources.
The aim is to make users more aware of the costs they generate and to encourage them to
change their behaviour in order to reduce them.
Agencies and Bodies
1. Trans-European Transport Network Executive Agency
The European Commission is establishing the Trans-European Transport Network Executive
Agency (TEN-T EA) to manage and optimise the implementation of the Trans-European
Transport Network (TEN-T).An executive agency for the management of Community action in
18

the field of the trans-European transport network (TEN-T) has been established. Its status is
governed by Regulation (EC) No 58/2003. It is managed by a steering committee and a director,
who are both appointed by the Commission.
2. European railway agency
The European Railway Agency is a driving force in the policy for modernising the European
railway sector. Mutually incompatible technical and security regulations in the twenty-seven
Member States are a major handicap to the development of the railway sector. The Agencys
task is to gradually align technical regulations and to establish methods and common safety
objectives for the whole of Europes railway network.The efficiency of rail transport in the EU is
of crucial importance. However, services offered by railways must be improved in order to equal
the level of services in other modes of transport. Rail policy is still too often centred on national
considerations rather than on the needs of the citizensThe railway industry in Europe is
characterised by a lack of international technical regulation. The creation of an integrated rail
area entails putting in place monitored common technical regulations. Given the difficulties
encountered by Member States in formulating common solutions for safety and rail
interoperability, it has become clear that the most appropriate instrument for creating this area is
an Agency.
The main objectives of the European Railway Agency are to:
1.increase the safety of the European railway system;
2.improve the level of interoperability of the European railway system;
3.contribute towards establishing a European certification system of vehicle maintenance
workshops;
4.contribute towards setting up a uniform training and recognition system for train drivers.
3. European GNSS Agency
This regulation establishes the European Global Navigation Satellite System (GNSS) Agency,
which is responsible for ensuring the security accreditation of the systems and the operation of
the Galileo security centre as well as contributing to the preparation of the commercialisation of
the systems with a view to smooth functioning, seamless service provision and high market
penetration.This regulation repeals Regulation (EC) No 1321/2004 which had previously
established the European Global Navigation Satellite System (GNSS) Supervisory Authority, a
Community agency. Regulation (EC) No 683/2008, which defines the new framework for the
public governance and funding of the EGNOS and Galileo programmes, sets out the principle of
strict division of responsibilities between the Commission, the authority and the European Space
Agency (ESA). This regulation grants the Commission certain responsibilities which had
19

previously belonged to the authority, such as the management of the programmes. The authority
was renamed the European GNSS Agency. Regulation (EC) No 683/2008 sets out the role and
tasks of this agency. The agency is responsible for the following tasks:
1.ensuring security accreditation;
2.operating the Galileo security centre;
3.contributing to the preparation of the commercialisation of the systems;
4.accomplishing other tasks that may be entrusted to it by the Commission, in accordance with
Article 54(2)(b) of the Financial Regulation, addressing specific issues linked to the
programmes.
4. Accession to the Intergovernmental Organisation for International Carriage by Rail
(OTIF)
This is to recommend to the Council to authorise the Commission to negotiate an agreement
setting out the conditions for Community accession to the Intergovernmental Organisation for
International Carriage by Rail.The entry into force in 1985 of the 1980 Convention concerning
International Carriage by Rail (COTIF) marked the birth of the Intergovernmental Organisation
for International Carriage by Rail, known today as OTIF.
This Convention was signed in Bern and amended by the Vilnius Protocol in 1999. The Protocol
is unlikely to enter into force before 2004, according to estimates of the ratification process.
The aim is to establish a system of uniform law applicable to the carriage of passengers, baggage
and freight in direct international traffic between Member States.
5. Maritime safety: European Maritime Safety Agency
The European Maritime Safety Agency (EMSA) ensures a high, uniform and effective level of
maritime safety and maritime security, the prevention of pollution and response to pollution
caused by ships in the European Union (EU). It is important to take the necessary measures to
ensure the safety of EU shipping and EU ports against the threats of intentional unlawful
acts.This regulation establishes a European Maritime Safety Agency (EMSA) which provides
European Union (EU) countries and the Commission with technical and scientific assistance to
ensure the proper application of EU legislation in the field of maritime safety, monitor its
implementation and evaluate its effectiveness.
6. Civil aviation and the European Aviation Safety Agency
This Regulation broadens the EUs powers in aviation safety and introduces new rules on air
operations, licences and flight crew training. It also establishes a system of fines for those who
break safety rules. Lastly, it gives greater powers to the European Aviation Safety Agency.he
20

Regulation applies to the production, maintenance and operation of aircraft, as well as to
personnel and organisations involved in these activities. It aims to:
1.establish common rules on aviation safety in order to guarantee a high level of passenger
security and ensure that the environment is protected;
2.ensure a level playing field for all stakeholders in the internal aviation market and facilitate the
free movement of goods, persons and services, through the recognition of certificates issued by
the competent authorities;
3.simplify and enhance the efficiency of the certification process, by centralising activities at
European level where possible;
4.promote the European Unions (EU) views on civil aviation safety standards and rules all over
the world.
7. European Energy and Transport Forum
This Decision aims to create a consultative committee consisting of qualified representatives of
the energy and transport sectors whose role is to express an opinion on all Commission
initiatives relating to energy and transport policy. The committee will also act as an observer. It
will comment on competitiveness and changes in the structure of the sectors, taking into account
environmental, social and safety considerations.
The main Transport policies and law are reflected by different types of transport:
Road transport.Road transport is the principal means of transport in the European Union for
both passengers and goods. Today, the European Union has almost one vehicle for every two
residents, and road freight traffic represents more than two thirds of the total tonnage. European
Union action focuses essentially on controlling the multiple costs of road transport. Transport
development must comply with safety requirements as well as environmental protection. In
addition, a number of aspects of transport are the subject of European regulation, whether this is
competition between transport operators, access to the profession, working conditions or the
technical standards of vehicles.
Rail transport.Due to its safety and respect for the environment, the European rail network has
many advantages. Designed for national purposes, rail networks must adapt to the reality of the
single market. Trains and their passengers must be able to cross borders freely within an
integrated area. In order to do this, the European Union is improving the interoperability of
networks by stimulating investment in infrastructures. The Union is also implementing policy to
harmonise passengers rights and working conditions, within the context of the internal market.
Waterborne transport.Waterborne transport covers maritime transport and inland navigation.
The European Union encourages growth in maritime transport through a number of actions such
21

as the modernisation of infrastructures or the harmonisation of equipment and procedures.
Improving maritime safety and protecting the marine environment are also priorities.
The considerable potential of river transport has largely yet to be tapped. It offers the advantage
of reducing the amount of traffic on roads. The EU is committed to breathing new life into the
sector, particularly through the Naades Action Programme.
Air transport.Among the different modes of transport, air transport has experienced the fastest
growth. However, it must overcome the problem of its infrastructures becoming saturated. The
European Union is therefore committed to modernising and adapting the infrastructure to
increasing passenger flows, whilst also improving their rights and safety. In order to do this, the
Union is working to implement the Single European Sky. Moreover, the introduction of optimum
traffic management technologies will enable the challenges related to economic efficiency,
safety and respect for the environment to be reconciled.
Transport, energy and the environment.Transport is the source of nearly a third of the
European Unions total greenhouse gas emissions. Their reduction, particularly in the context of
the Kyoto Protocol, requires research and the introduction of alternative solutions, specifically in
the road transport sector. The Union has thus defined a policy to promote biofuels and the
reduction of emissions in road and air transport. Shipping also presents the problem of marine
pollution. The Union intervenes to limit pollution caused by vessels, as well as to penalise
malicious conduct.
Intermodality and trans-european networks.The capacity to combine different modes of
transport in a flexible way is one of the cornerstones of the sustainable mobility concept,
which underlies European transport policy.The intermodality of transport, which enables
national transport networks to be integrated, is promoted and implemented through programmes
such as Marco Polo. Trans-European networks, in the form of infrastructure projects of common
interest, also aim to improve the intermodality of transport. Specifically, they aim at stimulating
investment in order to foster the emergence of an integrated transport network covering all of the
Community and encompassing all the different modes of transport.
Mobility and passenger rights.Mobility for all is a key requirement in order to join the
European Economic Area. Transport has a social and cohesive dimension, reducing regional
inequalities, providing access to remote regions and increasing access for disabled persons. A
policy to protect passengers rights, particularly in air and rail transport has been put in place in
order to achieve the goal of mobility for all Passengers must enjoy the same rights throughout
the European Union, without discrimination, regardless of their nationality and that of their
transport operator.
22

International dimension and enlargement.European Union transport policy is not limited to
the Unions borders. It is the subject of a number of agreements with third countries aimed at
converging technical standards and transferring technologies within the framework of
cooperation agreements, specifically the Euro-Mediterranean Agreement. In addition, candidate
countries for accession to the Union must adopt and apply European transport legislation. The
progress of reforms in each country is regularly monitored and assessed as part of the accession
process.






















23

CHEPTER II.TRANSPORT INFRASTRUCTURE AS A
PREREQUISITE FOR ECONOMIC GROWTH
Paragraph 1. The Impact of Transportatation on Economic Growth of
Republic of Moldova
Economic growth in the Republic of Moldova, accompanied by a poverty reduction
trend, is closely correlated with the flow of remittances and consumption generated by the latter.
Revenues from Moldovans work abroad have fuelled the disposable income of households, thus
leading to an increased aggregate demand for consumption. Constrained by the limited capacity
of domestic production, this demand was largely met by imports of goods and services. The
central government has benefited from this situation, but the trade balance has turned into an
alarming trade deficit.
In addition to the fact that economic growth based on consumption and remittances
exposes the economy to a number of vulnerabilities, there is a greater danger associated with this
model of economic growth, i.e. that remittances will start to decline at one point in time.
Currently, migration decimates families of Moldovan citizens. This in itself is bad enough, but
following the evolution of migration in countries faced with this phenomenon, we anticipate that
Moldovan families will reunite. Unfortunately, if we do not act firmly to create adequate
working and living conditions in Moldova, migrant family reunification will occur outside the
country when remittances will decline.
Two conclusions emerge from the aforementioned:
First conclusion relates to the fact that it will be difficult to maintain the pace of economic
growth, which, in the absence of a structural change of national economy parameters, proves to
be unacceptable from the perspective of Moldovas development agenda.
Second conclusion refers to the actual change of the growth model, namely: the need of
giving up a growth model based on consumption fueled by remittances in favor of a dynamic
model based on local and foreign investments and development of industries exporting goods
and services.
In this context, the National Development Strategy "Moldova 2020" comes to articulate a
vision of cohesive long-term sustainable economic growth, based on a diagnostic study of
constraints to growth. In this regard, it will complement, without replacing, the sectoral approach
that is characteristic for the governance program, the objectives of which are outlined for the
entire governance period.
24

In addition to changing the development paradigm of Moldovas economy, we will
continue to count on development partners support. Areas such as health, social protection, and
environmental protection are crucial for the countrys sustainable development. The focus
chosen by the National Development Strategy is to increase the budget coverage of appropriate
policies in these sectors as a result of accelerated economic growth. Such a focus also requires
the sustainability of foreign assistance currently provided to the country.
The first step in analysing a transport system is to characterise which aims are set for the
transport sector in order to contribute to the development of the country and the well-being of its
population. Any transport strategy should be in compliance with the main political, economic
and social goals of Moldovan policy. It should provide a realistic basis for the implementation of
projects in accordance with the global macro-economic and socio- economic orientations of the
country.
Transport is one of the main factors leading to the development of the country, but
unfortunately this is not possible without his interaction with other factors which have also an
important role in economic growth in Republic of Moldova and one of this factor is GDP. Gross
value added produced in the manufacturing sector increased by 6.3% compared to last years, the
positive (1.6%) increase in gross domestic product. In agriculture, hunting, forestry, fishing, fish
farming and industry gross value added increased from the previous year respectively 5.5% and
7.1%, affecting GDP growth by 0.7% and 0.9 % respectively.Gross value added in the goods
sector contributed to GDP at a rate of 26.0% to 25.3% in 2010.Gross value added produced in
services sector in the previous years increased by 5.4%, contributing to increased GDP by 3.2%.
The increase was driven significantly by the increase in gross value added in wholesale activities
and retail and transport and communications, respectively 10.7% and 6.0%.Final consumption
was growing by 6.4% compared to the previous year, reducing positive (by 7.4%) of gross
domestic product rise. The growth was conditioned by the growth of final consumption of
households (by 8.5%). Gross fixed capital formation exceeded the previous year's achievements
in 10,7%, contributing, in the reference period, with 2.4 percent of gross domestic product to rise
and 23.2% in gross domestic product training. The total volume of the internal demand (final
consumption and gross capital formation) was distributed, in the period concerned, at the rate of
82,7% for final consumption and 17.3% for collections to 83.1% and 16.9% respectively in
2010. In real terms, the volume of domestic demand has exceeded by 7.4% the previous year
level.[Annex1]
Another factor that influence country development is External Trade. According to the
official data of the National Bureau of statistics, exports of goods in October 2011 amounted to
25

211,2 million. US dollars, with 15.7% more than in the prevoius month and with 21.4%
compared with October 2010.In January-October 2011 goods exports totaled 1760,9 mln. US
dollars, higher than that in the corresponding period of the year 2010 with 51.6%.Exports of
goods to the European Union countries (EU-27) totalled 871,3 million. US dollars (56,9% more
than in January-October 2010), holding a 49% share in total exports (47.8% in January-October
2010).CIS countries were present in Moldovan exports with a share of USD 41.1% (January-
October 2010-40,3%), which corresponds to a value of 724,1 mln. USD.Imports of goods in
October 2011 totalled 468,4 million. US dollars, with 3.3% less than in the previous month and
by 25.4% compared with October 2010.
In January-October 2011 imports totaled 4162,2 mln. US dollars, higher than that in the
corresponding period of the previous year with 38.3%. Imports from European Union countries
(EU-27) amounted to 1845,5 million. US dollars (36,6% more than in January-October 2010),
representing a rate of 44.3% of overall imports (44,9% in January-October 2010).Imports of
goods from CIS had a value of 1344,6 mln. US dollars (with 39.8% higher than in January-
October 2010), which is equivalent to a share of 32.3 percent of overall imports (31.9% in
January-October 2010).The gap considerably in the evolution of exports and imports has led to
the accumulation of 2011 in January-October of a trade deficit in the amount of 2401,3 million.
US dollars, with 553,1 million. USD (+ up 29.9%) higher than that recorded in the
corresponding period of the year 2010. With the countries of the European Union (EU-27) trade
balance ended with a deficit of 974,2 million. (in us $ January-October 2010 795,0 million.
US dollars), and with CIS-620,5 mil. (in us $ January-October 2010 493,7 million. USD).
Coverage of imports by exports in January-October 2011 was 42,3% compared to 38.6% in the
similar period of the year 2010.[Annex2]
Turning back to the transport is understandable to say that it is on of principal factor that
can direct influence two previosious factor .Acording to the National Bureau of Statistics in
March 2012 the railway companies, Auto , river and air transport 591,500 tons of goods, 41.5%
more than previous month and by 32.8% less compared with March 2011. Turnover of goods in
March 2012 totaled 271.9 million tons-km, 30.6% higher compared with February 2012 and
20.8% lower than the same moIn January-March 2012 the railway companies, Auto, river and air
transported 1,429,700 tons of goods, volume lower than in the similar period of 2011 to 28.9%.
Turnover of goods totaled 659.7 million tons-km, with 20.0% lower compared with January-
March 2011.nth of 2011.
The influence of Transportation on this two factor can be equalized with its importance
on international economic relation of the Moldova. Transport represents an important production
26

materials side, who, through their role of movement of merchandises, decisive influence and
other branches of the world economy, including international trade. Being the middle of fleshing
out the material effectively to economic relations between States, international economic
shipments may be considered the circulatory apparatus of the entire world economy.
International transport of goods in Moldova directly contribute to:1.achievement of economic
cooperation agreements between States;2.establishment of distribution as closely as the import
needs of beneficiaries;3.entering the world of all areas of the globe by creating possibilities of
making debt the States International Labour Division;4.physical properties preservation and
conservation, mechanical and chemical and organoleptic characteristics of the goods during their
visit, from suppliers to manufacturers to final beneficiaries.
Deficiencies in public infrastructure is a significant impediment to strengthening the
competitiveness of the Moldovan economy. Tight financing sector throughout the transition
period led to significant damage to road networks, water supply systems and sewage, heating
systems. Despite the application for extension and development of infrastructure, public
investment continued to be low in recent years, making up less than 3% of GDP.
Underdeveloped road infrastructure has an important impact on the mobility of goods and
people, especially in rural areas. This is, also, an impediment to trade, by imposing additional
costs for exporters and importers. At present, transport of Moldova does not hold regional
comparisons. Although road density is about the regional average, paved road density is well
below this level. Almost 75% of national roads and more than 79% of local roads are damaged.
Approximately 400 km of paved roads have lost the pavement and turned the unpaved roads or
country. Rail, which is also an important means of transport is extended but obsolete.










27

Paragraph 2. The quantitative study: Influence of Transport Sector over
other Economic Sectors
In 2011 the enterprises of railway, road, river and air transport 9,843,300 tons of goods, the
volume higher than recorded in 2010 by 16.8%. Turnover of goods totaled 3,620.5 million tons-
km, 11.7% compared with 2010.In 2011 automobile enterprises have carried 5,139,900 tons of
goods, 15.6% more than in 2010. Considerable share in total volume of goods transported by car
back Chisinau enterprises (52.3%) and Balti (12.0%) districts: Singerei (9.7%), Straseni (4.5%),
Anenii November (4.1%), Taraclia (2.0%), Causeni (1.8%) and Ialoveni (1.8%).The railway
transport in 2011 was 4.5527 million tons of goods transported, the volume higher than recorded
in 2010 by 18.2%. The main items transported by railway to railway stations in the country
higher rates were recorded in the following commodity groups: cereals and bakery products -
36.1% (2010 - 31.8%), ferrous and scrap iron - 22.8% (2010 - 18.6%), construction materials and
cement - 16.4% (2010 - 14.1%).
Table 2.2.1The volume of goods transported by modes
2011 n % fa 2010
Mrfuri transportate total, mii tone 9843,3 116,8
din care, pe moduri de transport:
feroviar 4552,7 118,2
auto
2
5139,9 115,6
fluvial 149,1 117,2
aerian 1,6 123,0
Source:National Bareu of Statistics
Table 2.2.2 Number of Pasangers transported by different modes in 2011
Pasageri transportai
mii
pasageri
n % fa de 2010
Transport public:
feroviar* 4347,4 95,0
autobuze i microbuze 114678,6 108,2
28

fluvial 122,6 103,2
aerian 700,4 107,9
Source:National Bareu of Statistics
In 2011 the buses and microbuses carried 114.7 million passengers, 8.2% compared with
2010. Significant share in the total number of passengers transported by buses and minibuses
from Chisinau have transport agents (62.7%) and Balti (8.2%) districts: Transportation (4.8%),
Orhei (3.8%) Ungheni (1.9%), Ialoveni (1.6%), Edinet (1.4%) and Straseni (1.4%).The rail
transport from January to November 2011 were transported 4.3 million passengers, 5.0% less
than the same period in 2010.

Figure2.2.1Evolution of Transport during 2003-2010 ths.lei

Source:National Bareu of Statistics
As shown in the picture above, there is registered a negative tendency in the transport sector
of the economy. The data are of course affected by the world financial crisis. The world financial
crisis affected the transport sector of the economy by a decrease with 34% from the pre-crisis
period. With an average increase of 4% registered from 2003 till 2007 the transport sector could
be one of the most affected sectors. Industry has a rate of decrease with 24% while Agriculture
registered a decrease of 19% caused by the crisis. One of the most negative results registered in
the transport sectors is that in comparison to the other economic sectors, the transport sector has
a very low rate of recovery after crisis. The level of industrial outputs registered an increase of
24% in 2010, while the agricultural sector increased with 49%, exceeding even the pre-crisis
level.


34319.0 34700.9
36410.0
38250.1
40794.2
39793.6
25988.5
27781.2
0.0
10000.0
20000.0
30000.0
40000.0
50000.0
2003 2004 2005 2006 2007 2008 2009 2010
Transport
Transport
29

Figure2.2.2 Evolution of Industry during 2003-2010 ths.lei

Source:National Bareu of Statistics

The evolution trend of the industry looks similar with the evolution of the transport sector
only from 2003 till 2006. In 2006 the industry sector was affected by the exports ban to Russian
Federation. From 2006 till 2010, the evolution of the sectors is totally different because of
different elasticity and resistance to macroeconomic factors like World Crisis. Could be said that
the exports ban influenced industry more than the crisis, while the ban has no effects over the
stable evolution of the transport sector, which was highly affected by crisis.

Figure 2.5 Evolution of Agriculture during 2003-2010 ths.lei

Source:National Bareu of Statistics
15964.1
17591.1
20770.2
11370.7
26173.5
29988.4
22643.9
28140.1
0
5000
10000
15000
20000
25000
30000
35000
2003 2004 2005 2006 2007 2008 2009 2010
Industry
Industry
10354
11819
12688
13734
12825
16503
13300
19873
0
5000
10000
15000
20000
25000
2003 2004 2005 2006 2007 2008 2009 2010
Agriculture
Agriculture
30

The evolution trend of the agriculture is more similar with the evolution of the industry, but
almost no similarities with the transport sector. The agriculture trend is common with transport
trend only from 2003 till 2006 years. After that, the evolution of agriculture is totally different.
In comparison to transport sector of the economy, the agriculture sector registered a very
good trend after the world crisis. The slope of the evolution trend from 2009 till 2010 shows the
highest historical growth. The growth of the transport sector is significant.
What is specifically for the transport sector is that there are no many factors that will
influence the sector. This mean that the transport sector is a very good, no risk for investments
industry, but with a slow growth.
Another economic sector that it is influenced by Transportation sector is Tourism
Sector.
Tourism is an important sector of world economy and has a continuous increasing trend
internationally. The tourism industry encompasses a wide range of public and private enterprises
that generate economic and social benefits of new jobs for different categories of employees,
providing job opportunities especially for women.Moldova should promote effective as a tourist
destination of international tourist markets. Tourism industry is highly fragmented, consisting of
various small and large, both in the public sector, as well as the private sector. Performance them
requires coordination, investment, training and marketing, resulting in coordination of
government, local government, businesses and communities.In such a way transport influence
tourism activity direct by different means of transportation.
Air transport. Air is the preferred way of foreign tourists visiting the country. Airlines of
Moldova, together with foreign companies, passenger transportation services by scheduled and
charter, providing direct links to about 20 destinations, and with transhipment - with most
countries. Recent years have seen a reduction in the number of destinations and flights to CIS
countries, but it is obvious tendency to increase the number of destinations and services for
countries in Western Europe and South America.
Railway Transport. Moldova has international rail routes to Russia (Moscow and St.
Petersburg), Belarus (Minsk), Ukraine (Kiev, Odessa, Nikolaev, Chernivtsi, Kherson, Ivano-
Frankovsk, Krivoi Rog, etc..), Romania (Bucharest, Iasi, Brasov, Cluj, Constanta, etc..), Turkey
(Istanbul), Bulgaria (Sofia), Czech Republic (Prague) and Germany (Berlin). Many routes are
daily.
Car. Moldovan public road network is 10503 km, of which 94% - with hard. Of the total
3669 km form national roads and 6834 km - local roads, their quality, but does not meet
international standards. Road network of the country traveling about 17 thousand buses and
31

minibuses, registered in the country, 35% have a service life exceeding 10 years. They provide
both scheduled passenger travel, as well as specialized.
Shipping (river). In Moldova, the Dniester is navigable only. The river is made trips,
including travel, up to Odessa, where boats run average capacity (200-400 seats) and various fast
ships and boats.
Weaknesses
Much of the road network is in an inappropriate state, including roads that serve as points
of access to tourist attractions.
Road signs are not maintained and are not placed on the entire road network.
Missing road signs for tourists, which indicates both the route, as well as tourist
attractions.
Bus fleet is aging.
Infrastructure bus stations and main railway stations is equipped with modern passenger.
Auto stations do not broadcast explicit information about route / schedule information
and no updates on panels, and so confusing, so foreign visitors as well as local ones.
Car rental possibilities are limited.
Technical condition of the tracks does not meet European standards.
Park trains are old and does not meet international requirements.
Shipping (river) is not used in full measure.
Strategic Directions
Identify the main roads that serve as points of access to attractions and tourist
destinations, to give them priority in the national road development.
Identify the main attractions and tourist routes, installing signs, guides to international
standards.
Develop and implement a program of refurbishment of the main bus stations and railway
stations, providing the facilities for visitors.
Install the main bus stations and improve guidance panels providing information on
routes, timetables and prices.
To encourage passenger car rental.
A review of infrastructure maintenance programs and park railways trains.
Develop water transport (river).

32

CHEPTER III.COMPARATIVE STUDY OF ECONOMIC
ACTIVITY OF TRANSPORT SECTOR BETWEEN
MOLDOVA,ROMANIA AND UKRAINE
The length of the combined border of Romania, Ukraine and the Republic of Moldova is
1099.4 km. The border of Romania and the Republic of Moldova is entirely a river border (450
km) but the Romanian-Ukrainian border is complex and is part land border (273.8 km.), part
fluvial (343.9 km) and part marine (31.7 km). Enlargement of the European Union including
Romania as a Member State has created a new situation for the relations between Romania,
Ukraine and the Republic of Moldova. The border between the three countries became in 2007
an external EU border, creating both challenges and opportunities for the border area, in terms of
economic development, environmental matters, or people to people contacts.
I chose Romania and Ukraine to compare with Republic of Moldova because this two
countries continues to remain the main political and economic partners. In this comparation I
want to show how is developing Romanian Transport infrastructure being an European Union
member,and how its development influence Moldovan Transport infrastructure.At the same time
I want to accentuate common points in Ukraine Transport sector with Moldovan one also being
a post soviet country.
Paragraph 1. Analysis of Evolution of Transport Sector of Moldova
Moldova is in an intensive process of road degradation. If 70% of the length of national
roads were in good condition in 1992 then 45% were in good condition in 1998 and only 7% in
2006(Figure1). Although the condition of local roads was less examined, the study of 1,500 km
(out of 6,000 km) of local roads,conducted in 2006, found a bad and very bad condition of about
96% of their length.
Figure.3.1.1Evolution of the condition of national roads during 1992-2010








Source:National Bareu of Statistics
33

Intensive degradation of public roads in Moldova occurred because of insufficient funding
for maintenance and repairs(Figure 2). During 19982006, road funding covered less than 10%
of needs. Allocated funds allowed only the execution of routine maintenance (winter
maintenance, filling potholes, profiling, etc.). Because of failure to conduct average and capital
repairs, over 80% of road length exceeded the established servicing framework.Also, an
improvement in the condition of roads has occurred in the past two years (20102011) in
connection with increased contributions to the road fund (from MDL 241 million in 2009 to
MDL 788 million in 2011). However, these contributions are not sufficient to restore the entire
road network to an appropriate state.
Figure.3.1.2 Finansing of the roads sector during 1990-2011,MDL mln.









Source:National Bareu of Statistics
The poor condition of roads in the Republic of Moldova has a number of adverse effects.
Households, especially those in rural areas, incur significant additional costs to access social,
health and administrative services and markets because of the poor road network. According to
estimations, the unsatisfactory state of roads implies additional costs for users of approximately
MDL 2.5 billion annually. However, Moldova cannot fully capitalize on the investment potential
because of poor roads that limit accessibility to objects of production, cultural and tourist centers
and markets. Moldova is often avoided because of these reasons as a transit country for cargo
and passengers.Road rehabilitation in Moldova will have a number of beneficial impacts,
contributing to the countrys economic growth. With a strategic location, Moldova plays an
increasingly important role as a border country between the European Union and Eastern Europe
and becomes a commercial hub of transportation in the region, where roads will be rehabilitated
and logistics costs will be lower than in neighboring countries.Given that Moldovas economy is
largely based on agriculture and agricultural products, a solid road infrastructure,
wellfunctioning multimodal road transport and logistics centers allow farmers to sell their
production on local and foreign markets. Rehabilitation of roads in the country have an impact
34

on the labor market and contribute to the development of nontraditional sectors, providing
services such as tourism.
Apart from these beneficial implications, better roads directly affect economic growth and
development through more paths, called channels of influence. In the international practice and
Moldovan context, mathematical models are well calibrated to appreciate exactly the effect of
one kilometer of road rehabilitated on expenditures, population and business incomes, time
saved, and accidents. The main benefits, arranged in descending order, are:
Reduced vehicle operating costs (VOC), including fuel and repairs saved as a result of
better roads.
Less time spent on roads, which can be further used for productive or recreation
purposes.
Fewer accidents.
Additional traffic, including international.
Tertiary, less tangible effects, i.e. increased foreign direct investment and tourism as a
result of enhanced country attractiveness.
Road Transport provides the bulk transport of goods across the country. Now the total length
of roads with rigid surface is over 10 500 km. On these roads are carrying more than 70% of
freight is an essential element of national economic potential of the country they are carrying
most of the raw material, materials, goods, agricultural products, labor, both local and national
and international level, especially with countries like Romania, Ukraine, Russia, Bulgaria
etc.Technological innovations are linked to a transport system faster and more efficiently. This
process involves a convergence in space and time in which a larger amount of space can be
changed with a smaller amount of time. The comparative advantage of the space may be used,
thus a more efficient way.Also, transport contributes to the development of social division of
labor, they are an active factor in attracting the socio-economic life of all localities in the
country, Road transport also have a big impact on different factors that influence economy of
moldova.talking about trade with a strategic location, Moldovan plays an increasingly important
role as a border country between the EU and Eastern Europe could become a hub of
transportation in the region, if not have damaged infrastructure and there would be high costs
logistics, in comparison with neighboring countries.
Moldova's economy is based largely on agriculture and agricultural products, which require
a solid road infrastructure, road transport and proper storage function well. Many farmers have
the possibility to sell their production because of poor access roads to the local market deposits
35

and other localities.The low level of road infrastructure severely affect the mobility of goods and
people, especially in rural areas. This is also a significant impediment to the expansion of trade,
by imposing additional costs to exporters and importers: over 30% of responding companies
indicated that transport infrastructure in Moldova became an obstacle to business operations
performed by them during the last fifteen years.Transport costs may affect growth differently.
First, reduce transport costs higher earnings from exports of primary products, reducing the
savings available for investment resources. On the other hand, transportation costs increased
import prices of capital goods declined direct real investment.Looking on poverty of Moldova
is accentuated problem of Households, especially those in rural areas because of poor road
network, supports significant additional costs for access to social services and administrative and
markets household desfacere.Un study conducted in 2003 in communities rural Moldova, has
shown that the most serious problem facing these communities is the poor state of roads and
transport.The modes by which was made these trades can be mentioned in the first road
transport, which since 2000 is posted as a leader in transporting net with a share of over 70%
(71.8% in 2008 and 70 , 5% in 2007) that explaining the advantages of this type of transport.
From all of the goods transported in 2007-2008 only 5.8% have returned to international
transport (in 2006 5.9%), the rest being made at national level. After over goods, in 2008,
international shipments have returned 69.6% (in 2007 68.9%, in 2006 68.4%). For road
freight are registered (in 2008) 115 967 vehicles, most being privately owned.
Rail in Moldova there are more than 140 years. The late nineteenth century the total length
of railways in Moldova amounted to 857 km, and now it has reached 1 154.2 km, of which the
European gauge (1435 mm) only 13.9 km. Gauge railways in the Republic of Moldova is 1520
mm as well as in other former Soviet republics, China, Mongolia and others. A. This track, being
different from the normal track 1435 mm characteristic of most European states, creates a
multitude of problems in rail traffic, and thus the development of foreign trade of the Republic.
The railways of the Republic of Moldova in recent years carried over 11 million tons of goods
annually . The railway transport in 2009 were transported only 4.4 million import of goods, or
40.1% of the volume recorded in 2008.Technical and material base in the country railway
(locomotives and wagons) from 2000 onwards is in a fall slow but sure of 162 locomotives and
10,577 freight cars, now the goods are carried by 152 locomotives and 7921 freight wagons.In
Moldova mainline rail transport refers to natural monopolies and state-owned state enterprise is
the Railway of Moldova (CFM SE), which has a monopoly on rail transport and management
of train movements.In Moldova rail companies operating nationally and internationally. The
specific provision of rail services is that they are granted national and international complex.
36

Share of international transport of cargo volume exceeds the volume of goods transported
quantity in the Republic of Moldova.Services sector in terms of the Republic of Moldova is full
of CFM SE and is divided into: freight services and passenger transport services. Transport
services of passengers and goods transport services are exclusively internal to the CMF SE. Rail
freight services are provided as a forwarding service.The railways of the Republic of Moldova in
recent years carried over 11 million tons of cargo annually (regardless of the goods transported
by the separatist region). The railway transport in 2009 were transported 4 412 400 tonnes of
goods, or 40.1% of the volume recorded in 2008. In the structure of goods transported by railway
to railway stations in the country higher rates were recorded in the following commodity groups:
cereals and bakery products 39.6% (in 2008 10.5%), ferrous and scrap iron 21.1% (in 2008
20.8%), construction materials and cement 10.8% (in 2008 48.7%)
Shipping in Moldova, the last two decades, suffered a series of restructuring. The armed
conflict in the eastern region of the country caused a crisis considerabl shipping industry. The
main ports (Port River Bender, river port Ribnita) and a floating key passed under the
jurisdiction of the Transnistrian regime, then some of them being sold or sent to scrap metal. In
Moldova, the diligence of companies in this sector made a maximum effort to preserve the
remaining equipment.
Currently, the major problems facing the shipping industry, are determined by the
following factors:
a) technical condition of the old floating;
b) economic and financial state of economic difficulty managing fleet and ports;
c) weak market of providing services of transport of goods and passengers.
Republic of Moldova has two open drain inland waterways (rivers Dniester and Prut) which
are in accordance with the European Agreement on main domestic shipping routes of
international importance, done at Geneva on 19 January 1996 (Decision of the Parliament
nr.1431/24.12.97 for ratifying the major European domestic shipping routes of international
importance, Official Gazette 5 / 17, 01/22/1998), classified as routes of international importance.
E 80-07 Prut river, the estuary up to town. Ungheni (407.0 km);
E 90-03 Dniester river from Belgorod-Dnestrovsk port (Ukraine) to the port of Bender
(228 km), including two ports of international importance with identificativul Moldovan:
P 80-62 Giurgiulesti port (133 km) as a port complex under construction on the Danube,
and P 90 03 02 port Bender (228.0 km) on the river Dniester.
However, the Republic of Moldova by the International Free Port Giurgiulesti has direct
exit to the maritime sector of the Danube, which allows the future development of international
37

shipping. Free International Port Giurgiulesti is based on a period of 25 years. Landis located in
territory outside the International Port ,is state property. International Port land borders and
layout plans are determined in accordance with cadastral legislation.
Moldova has met the requirements of the Espoo Convention, however, were observed
norms and standards, and have been taken to prevent emergency situations from GIFP. The port
is able to receive ships with capacity of 10 thousand tons ,oil terminal is connected through a
pipe system with tank park and petrol station. It is possible to reload while three types of
petroleum products. Free International Terminal Giurgiulesti includes a berth to receive tanker,
8 tanks for storing petroleum products with a total volume of 52 thousand tons, a complex
system of pumping petroleum products from tanks and naval vessels in the tank car tanks, and
and the tank car loading ramp. Occupies a total area of 120 ha.Inland waterways of the Republic
of Moldova is possible to transport goods through gaskets made of pusher craft and barges with
load capacity up to 1000 tons on the river Dniester and up to 600 tons on the river Prut.
In Moldova there is currently a seaport and 4 river port :
a) International Free Port Giurgiulesti- the maritime sector of the Danube;
b) Port Ungheni located on the Prut river, administered by the State Enterprise Ungheni
River Port;
c) Port River Bender the Dnestr river;
d) Port River Ribnita the Dnestr river
e) Freight Region Varna the Dnestr river.














38

Paragraph 2. Analysis of Evolution of Transport Sector of Romania
I.Transportation infrastructure in Romania
1.1 Railway infrastructure Romania is ranked seventh in the European Union by the
length of its railway network, with some 17,000 km, but only some 10,500 km are currently in
use.According to market experts, the railway network in Romania, which has a key role for the
countrys economic development, needs new investments, at a consistent rate, for a period of
around 15 years to reach a level similar to the European average and to develop adequate links
with the European transport corridors. CFR Infrastructure, the state-owned rail maintenance
company, allocated some 208 million USD for repair and maintenance of the rail network in
2009, but the market experts consider that the amount needed was of some 830 million USD.
Most infrastructure EU funds were used into the Romanian road network, despite the fact that
the countrys rail network is in poor condition.
1.2 Road infrastructureRomania has an infrastructure network of 303 km of highways:
A1 (Bucharest Pitesti) highway, A2 (Bucharest Cernavoda) highway and Turda Gilau
highway. The Turda Gilau highway of 42 km, constructed by Bechtel, was launched in
December 2009. This is part of the Transilvania highway that will have 415 km and will include
three sections. Brasov - Targu Mures (161 km), Targu Mures - Cluj (90 km) and Cluj - Bors (164
km).
According to the National Company of Highways and National Roads, Romania has a road
infrastructure including 16,062 km of national roads, 34,668 km of county roads, 27,781 km of
communal roads, 22,328 km of streets in towns and 97,660 km of streets in rural localities. The
lack of the road infrastructure kept major investment projects away from Romania. According to
the National Agency for Foreign Investments, the investments in the road infrastructure would
be a major driver in order to attract significant projects in regions of the country which lack
foreign direct investments. Also, the development of the road infrastructure projects would bring
inflows of capital, technology and know-how.In 2008, the A1 and A2 highways attracted
investments of over 290 million EUR. The A1 highway attracted in recent years investments
worth over one billion EUR in shopping centres, logistic spaces, filling stations, warehouses or
production facilities. According to market sources, a Romanian highway network inter-
connected to the European transport corridors could increase the efficiency of the local freight
road transporters by up to 20%. Also, the Transilvania highway, that will link the Centre and the
Western regions of the country, could lead to an expenditure decrease by 10 - 12% for the local
freight transporters that perform international expeditions. The Ministry of Transport needs
39

some 535 million EUR for the road maintenance in 2010, out of which some 300 million EUR
are expected to come from the state budget, some 221 million EUR from the ministry's own
funds and some 14 million EUR from foreign loans.
1.3 Maritime and inland waterways infrastructure.The inland waterway infrastructure
in Romania includes the Danube river, the secondary arms of Danube, navigable channels which
links Danube with the Black Sea. The Romanian inland waterway infrastructure is composed of
some 1,730 km, out of which 1,075 km on the Danube river. Regarding the fairway, there are a
lot of sectors with navigation bottlenecks in Romania, generated by insufficient water depths
during dry seasons, locks size or clearance under bridges. Concerning the ports in Romania, in
many situations there are insufficient links with other transport modes, not enough storing
places, old hydro-technical constructions and port facilities. Regarding the new infrastructures
in Romania, it is necessary to create new links between the existing inland waterways and
between the maritime ports and inland waterways.The strategy of the Ministry of Transport
targets: the navigation bottlenecks removal, the possibility to attract new types of cargo than
those traditionally transported by the inland waterway, the development of the container
transport and the oil products transport, the establishment of new links with other modes of
transport in order to develop inter-modal transport, the building of new multifunctional storage
places etc. The main port in Romania is the Constanta Port, located on the Western coast of the
Black Sea. The Constanta Port is both a maritime and a river port. It covers 3,926 ha, out of
which 1,313 ha is land and 2,613 ha is water. The Maritime Danube Ports in Romania (Galati,
Braila, Tulcea Ports) have a long tradition as inland ports. They are located at the intersection of
the maritime and fluvial Danube and they offer access to both the Black Sea and the North Sea,
through the Rhine-Main-Danube waterway. The Galati Port covers the total area of 864,131
sqm. The ports quay length is of 4,675 m (vertical) and 2,390 m (sloped). The port has 56
operating berths. The Braila Port has the total surface of 389,630 sqm. The ports quay length is
of 797 m (vertical) and 2,506 m (sloped). The port has 25 operating berths. The Tulcea Port
covers the total area of 82,762 sqm. The ports quay length is of 330 m (vertical) and 2,225 m
(sloped). The port has 41 operating berths. Other ports in Romania are: at the Black Sea
(Mangalia, Sulina, Navodari Ports), on the Danube river (Giurgiu, Drobeta Turnu Severin,
Oltenita Ports), on the Danube-Black Sea Canal (Cernavoda, Agigea Ports).

II. Current situation and mid-term expected evolution of the goods transportation
sector in Romania
40

According to the National Institute of Statistics, the goods transportation sector in
Romania (including railway, road, maritime, inland waterways and air transportation segments)
registered 512,096 thousand tonnes of transported goods in 2008. The biggest percentage of the
goods transportation sector in 2008 was represented by the road freight transport (71.2%), being
followed by the railway freight transport (approx 13%). The lowest percentage was recorded by
the air goods transport segment. (Figure 1)
Figure.3.2.1 Goods transport,by mods of transport 2008







Source:National Institute of Statistics of Romania


According to the National Union of Road Hauliers in Romania, the total volume of the
goods carried by the transport operators was of 192,605 thousand tonnes in the first semester of
2009. The road transport (71.6%) and the railway transport (11.9%) continue to be the dominant
transport modes. The better flexibility of the road transport led to its highest share in the total
transport of goods. Out of the total quantity of goods transported in the first semester of 2009,
159,358 thousand tonnes were carried in the national transport and 33,247 thousand tonnes in the
international and transit transport of goods. All the transport modules in Romania are affected
by the economic crisis. The crisis causes severe liquidity problems for the Romanian road
haulage companies and some of them are expected to go bankrupt during this period. At the
same time, the transport sector in Romania presents considerable business opportunities and
attracts numerous trade visits by foreign companies interested to get involved in the rail
modernisation programs in Romania, especially from the UK and the Netherlands. As a recent
example, in December 2009, representatives of four Dutch companies - Mitron, TKF, Pintsch
Aben and BMC/Transforma - have visited Romania to set up partnerships.
2.1 Railway goods transport.The freight railway transportation in Romania was
liberalized in 2007. At present, there are various Romanian private operators on the domestic
market, the most important player being the State-owned CFR Marfa (the National Railway
41

Freight Company), with a market share of 75%. According to the Ministry of Transport, CFR
Marfa will be privatized by the end of 2010. According to the Romanian Railway Industry
Association (a non-governmental, non-profit organization which aims to promote the railway
transport), CFR Marfa will be sold for a maximum of 500 million EUR. According to the
National Institute of Statistics, 22,935 thousand tones of goods were transported in the first half
of 2009 in the Romanian railway sector, out of which 20,613 thousand tones represented national
transport and 2,322 thousand tones represented international transport (including the transit).
The evolution of the railway goods transport sector in Romania during the period 2006 2008 is
presented below.(Figure 2)
Figure.3.2.2 Railway goods transport during 2006-2008










Source:National Institute of Statistics of Romania
The expected annual growth rate of the railway freight traffic in Romania is estimated at
0.8% during 2010 - 2013.
2.2 Road goods transport .According to the National Union of Road Hauliers, the road
freight transport market in Romania recorded 1.9 billion EUR in 2009. According to the
National Institute of Statistics, 137,897 thousand tones of goods were transported in the first half
of 2009 in the Romanian road transportation sector, out of which 132,555 thousand tones
represented national transport and 5,342 thousand tones represented international transport.
According to the National Union of Road Hauliers, the volume of goods carried in the national
road transport decreased by 25.5% in the first half of 2009 compared to the similar period of the
previous year. The average load of a vehicle in the first half of 2009 was of 15.3 tonnes. Taking
into account the total road transport, the goods path decreased by 49.9% in the first half of 2009
compared to the similar period of the previous year. In national transport, the goods path
decreased by 27.7% in the first semester of 2009 compared to the similar period of 2008.
42

Despite the drop of the road freight transport market in Romania in 2009, some companies
recorded profit in the respective year (e.g. Ro-Holland, the local subsidiary of the Dutch Group
De Greef). According to the companys representatives, Ro-Holland recorded in 2009 a y/y
turnover decrease by 15% to some 7 million EUR but registered a y/y profit increase. This profit
growth was recorded as a result of various decisions, such as expanding activities on the most
effective routes or ceasing the loading activities in Romania. Ro-Holland operates a fleet of 40
auto trucks and has clients mainly in the food, hi-tech, pharma or furniture sectors. According to
Ro-Holland representatives, the Romanian market of road freight transport recorded a y/y
decrease by some 30% in 2009. According to the National Union of Road Hauliers, the
difference of the productiveness between the Western European transporters and the local ones is
of up to 20%. The evolution of road goods transport sector in Romania during the period 2006
2008 is presented below.
Figure.3.2.3 Road goods transport during 2006-2008












Source:National Institute of Statistics of Romania
2.3 Maritime and inland waterways goods transport. According to the National
Institute of Statistics, 17,102 thousand tones of goods were transported in the first half of 2009 in
the Romanian maritime transportation sector, out of which 117 thousand tones represented
national transport and 16,985 thousand tones represented international transport. Also, 9,860
thousand tones of goods were transported in the first half of 2009 in the Romanian inland
waterways transportation sector, out of which 4,021 thousand tones represented national
transport, 3,084 thousand tones represented international transport and 2,755 represented the
transit. These statistical data were collected according to European legislation in force and
include the activity of all the transport operators which load/embark or unload/land on the
43

territory of Romania. According to the National Union of Road Hauliers, in the national inland
waterways transport in the first half of 2009, 54% of the goods were transported on distances of
150 - 299 km. The total traffic in the Constanta Port was of 61,838 thousand tonnes in 2008, out
of which 6,670 thousand tonnes of cereals, 7,109 thousand tonnes of solid mineral fuels, 8,814
thousand tonnes of crude oil, 4,135 thousand tonnes of oil products, 11,379 thousand tonnes of
iron ores and scrap, 2,133 thousand tonnes of metal products, 1,896 thousand tonnes of natural
and chemical fertilizers etc. In 2008, some 5,950 maritime vessels and some 8,030 river vessels
arrived in the Constanta Port. The total traffic in the Galati Port was of 8,871 thousand tonnes in
2008, out of which 7,096 thousand tonnes of fluvial traffic and 1,775 thousand tonnes of
maritime traffic. 4.325 vessels arrived in the Galati Port in 2008. The total traffic in the Braila
Port was of 2,600 thousand tonnes in 2008, out of which 2,330 thousand tonnes of fluvial traffic
and 271 thousand tonnes of maritime traffic. 2,088 vessels arrived in the Braila Port in 2008.
The total traffic in the Tulcea Port was of 1,248 thousand tonnes in 2008, out of which 1,209
thousand tonnes of fluvial traffic and 40 thousand tonnes of maritime traffic. 914 vessels arrived
in the Tulcea Port in 2008.
2.4 Air transport of goods According to the National Institute of Statistics, 11 thousand
tones of goods were transported in the first half of 2009 in the Romanian air transportation
sector, the entire quantity representing international transport. These statistical data were
collected according to European legislation in force and include the activity of all the transport
operators which load/embark or unload/land on the territory of Romania.














44

Paragraph 3. Analysis of Evolution of Transport Sector of Ukraine
Transport is one of fundamental sectors of national economy, and its efficient functioning
constitutes a necessary condition for ensuring defense potential, protecting economic interests of
the state, and improving the peoples level of life.Though the transport sector meets in general
needs of national economy and residents in transportation, the level of safety, indicators of
quality and efficiency of passenger and freight services, energy performance, production-induced
pressure on the environment do not comply with present-day requirements.
The transport sector faces crucial challenges, i.e. a significant wear and tear of plant and
equipment, in particular fleet; insufficient volume of investment required for renewing and
developing innovatively the sector physical infrastructure; shortage of budget funding and
depreciation payments; imperfect leasing procedure; a low level of the states transit potential
utilization.Issues of technical re-equipment and upgrading of infrastructure facilities for
railways, airports, and sea ports; expansion of public road network according to the countrys car
ownership growth rates are urgent to be solved. The length of motorways has not almost
increased for the last twenty years; their density falls considerably behind the developed
countries indicator. The motorway condition is unsatisfactory, with 51.1% of roads not meeting
requirements for smoothness, and 39.2% - for strength. The average traffic speed on the
motorways is 2-3 times lower than in the Western European countries. The system of governance
and management for rail, sea, and road transport as well as road infrastructure should be
reformed. The transportation safety rate is low. Road incident rates are much worse comparing to
the EU countries. Aircraft of national airlines have been many times black-listed, with the ban to
fly to the EU countries. The unsatisfactory shipping safety control has caused black-listing of the
State Flag of Ukraine, according to the Paris Memorandum (Paris MoU on Port State Control).
Railway Transportation. During 2011, Ukrainian transport enterprises carried 811.7
million tons of cargo, which is 7.4 percent more than in 2010, UkrInform reported.Freight
turnover increased by 5.7 percent to 426.4 billion t/km, according to the State Statistics Service.
Railway freight turnover increased by 11.7 percent, while pipeline and sea transportation
decreased by 0.4 percent, road 0.9 percent, air 3.2 percent and river 42.2 percent.Transportation
of goods by railways as compared with 2010 increased by 8.2 percent, including departure of
goods by 8.6 percent. The domestic sea and river merchant fleet carried a cargo volume of 9.9
million tons, which is 10.7 percent less than in 2010.Cargo carriage by river transport enterprises
decreased by 18.1 percent, sea transport increased by 1.9 percent. Overseas freight carriage by
river transport decreased by 37.2 percent, sea rose by 0.5 percent.Internal communications cargo
handling increased by 18.6 percent, import cargo handling by 11.2 percent, transit cargo by 7.8
45

percent, export by 0.7 percent. During 2011, air transport carried 90,300 tons of cargo, a 2.8
percent increase over 2010. Air freight turnover amounted to 366.8 million t/km (-3.2 percent).
While the rail network density (in terms of route-kms/square kms) is around 20 percent
less than that of the EU; its rail network utilization, in terms of traffic-kms/route-kms, is nearly
three times higher than in the EU. Nevertheless, the existing railways infrastructure includes a
number of tracks and stations that are underutilized or even not operated at all. At the same time,
about 30 percent of the railway routes are totally congested. Ukrzaliznitsya has a plan to separate
the rail track infrastructure for passenger and cargo transportation, but this will be done only on
the most crowded section of rail, for example from northeast border of Ukraine down to the
Crimea. In an order to the State Program on High-Speed Rail Connection Development in
Ukraine, separation is to be completed on rail lines beetween the main cities of Ukraine;
however, this will require significant investment to optimize the time for trip and number of
stops sometimes even in prejudice of cargo transportation.
Sea transport developed in the south country - on the coast Black and Azov Seas. Ukraine
has three sea Shipping: Black, Azov, the Ukrainian Danube, with 19 leadkyh ports. Top of them
- Odessa, Illichivsk, Kherson, Nikolaev, Sevastopol, Evpatoria, Southern, Kerch, Mariupol,
Berdyansk.Maritime transport plays an important role in export-import and cabotage traffic.
Coasting call traffic between ports one state. Small cabotage - the transport between the portswe
are one of the sea (eg iron ore from Kerch to Mariupol by Azov Sea). Great cabotage - a
transportation within one state, but between the ports of different seas (Black and Azov).
OSforms of Internet usage in marine cargo transportation - oil and petroleum products bylizna
ore, building materials.
River transport carries mainly intra- exceedsSenn, J.; loads and, slightly, interstate. Total
length-on the river waterways of the country declined from 4 to 2.3 km. The most important
Shipping artery of the country - Dnipro. International PErevezennya carried out mainly by was
DanubeWhich connects Ukraine with many European countries. The main goods that ne-
revozyatsya river transport, is building materials, ore, coal, grain, metal. Major river ports -
Kyiv, Cherkassy, Kremenchug, Dnipropetrovsk, Kharkiv, Kherson, Izmail, Reni.
Road Transportation.The road network of kraine covers 169,400 kilometers, or 281
kilometers per 1,000 sq km . 76.7 percent of roads are paved (ferroconcrete, bituminous
concrete, asphalt), with the remainder having other surfacing (gravel, paving blocks, and so
forth). At the same time, there are only 280 kilometers of road network that comply with EU
TEN standards; 16,100 bridges with a total length of over 379 kilometers span the motor roads,
and close to 63 percent of them are built according to obsolete engineering standards. In 2008,
46

more than 500 bridges failed to meet adequate safety standards. In recent years, the vehicle fleet
has increased by 5 percent and the traffic volume on highways by 20 percent per year.
The reform strategy followed since June 2008 is to place the national highway system
under MoTC and its agency Ukravtodor. The remaining 150,000 km will be allocated to
regional governments. The resources for maintaining the 150,000 km of local roads need to be
clearly defined if these roads are not to fall into disrepair. At the same time, under the
government program on development of motor roads of common usage for 2007-11, technical
and safety improvements represent the largest share. The government strategy aims to achieve
the following: (a) provide a high-quality transport network and services that satisfy the
countrys economic growth; (b) ensure that citizens have access to quality transport services; (c)
raise domestic transport system competitiveness, allowing Ukraine to integrate with Europe and
participate in the World Trade Organization (WTO); and (d) improve safety and stabilize
transport system development.
Air Transportation.In 2009 they handled 95 percent of the total passenger operations in
the country. There are also 22 other airports that do not play a key role. Boryspil Airport is the
only economically selfsufficient airport to date; in 2009 it handled 67 percent of all passengers in
Ukraine. The majority of the airfields, facilities, and equipment do not meet the modern
requirements for servicing air flights. The passenger terminals and infrastructure of the airports
are in bad shape, and large imbalances in the level of infrastructure exist between the regional
airports.In 1998 the department was transformed into a Civil Aviation Department
(Derzhavialuzhba), which has gone through several reorganizations. At present, the majority
of Ukraines airports are in municipal ownership. The ones in state ownership are located at
Boryspil, Dnipropetrovsk, Zaporizhia,and Lviv. In order to raise the efficiency of airports
management, the MoTC proposed that the airports be returned to state ownership with financing
from the state budget. However, the mechanisms were not clearly defined and it was not
implemented. The lack of both local budget funds and coordination of the airports in municipal
(collective) ownership hinders the provision of quality air services.A new air passenger terminal
is being opened in Dnepropetrovsk in 2009, as well as in some other major cities. The long
overdue expansion of the Boryspil terminal, including parking and service areas, will take place
in the next few years. New construction of airports is being facilitated by the UEFA Football
Championships in 2012, but it concerns only airports that will be used during Euro 2012. The
State Program for EURO2012 Preparation in Ukraine envisages the modernization of main
airports. It is expected that largest part of these investments will come from the private sector,
47

but in the present economic climate it seems unlikely that the private sector will be able to
finance these anticipated airport investments in time for Euro 2012.
Due to its geographic location and specific historical features, Ukraine plays a specific role
both in the European fuel and energy market and in the world market. On one hand, Ukraine is
the energy-dependent country because it has no sufficient volumes of its own primary power
resources (first of all, it concerns oil and gas). On the other hand, Ukraine is situated right in the
intersection of oil- and gas-transportation routes of the Eurasian continent. Member states of the
European Union, which are economically and socially developed countries, are consumers of
substantial volumes of natural hydrocarbons, but they have no sufficient volumes of its own
power resources. At the same time, great resources of oil and natural gas are concentrated in the
Russian Federation, countries of the Caspian region, as well as countries of the Persian Gulf.
These preliminary conditions determine specific features of operation and development of
the Ukrainian oil-and-gas producing industry, as well as the role of our country in the European
fuel and energy market.
Oil and Gas Transportation in Ukraine The volume of oil and gas consumption in
Ukraine in recent years has risen many times, which caused substantial growth of oil and gas
import in Ukraine by foreign companies.General overview. Ukraine, being a net importer of
energy, is well endowed with its own resources. Ukraine's oil and gas reserves are estimated at
the level of 2,3 billion barrels of oil equivalent, with natural gas contributing 87% of the total.
Ukraine's gas reserves account for 0,6% of total world proven gas reserves and 0,2% of oil
reserves. Ukraine`s hydrocarbon resources are estimated at 7-8 billion tons of fuel equivalent.
Average annual oil and gas production amounts to 18 billion cubic meters of natural gas and 4
million tons of crude oil and covers 25 % of the demand for natural gas and 13 % of the demand
for crude oil in Ukraine. Crude oil and natural gas are imported primarily from Russia, or
through Russia from Turkmenistan (natural gas) and Kazakhstan (crude oil). Oil and gas make
up to 60 % of the primary fuel consumption in Ukraine, including 40 % natural gas and 20 % oil.
There are three petroliferous regions in Ukraine: in the west (the Carpathian region), in the
east (the Dnipro-Donetsk region) and in the south (the Black Sea - Azov Sea region). The
Dnipro-Donetsk basin is a major producing region of Ukraine accounting for 90% of Ukrainian
production from over 120 oil and gas fields. The cumulative production from the basin is
estimated at over 52 trillion cubic feet of gas and 1,3 billion barrels of oil. Over 3,000 wells have
been drilled in the basin to date. The basin holds potential for deep gas exploration (deeper than
3.8km).The Carpathian basin is relatively large - over 700 million barrels of oil and 8 trillion
cubic feet of natural gas. The Carpathian foredeep has been explored to depths of 4.0km to
48

4.5km. Despite the extensive activities, deeper parts of the basin offer very good potential for
further exploration.The Black Sea - Azov Sea basin is predominantly gas-prone and includes
natural gas fields. The Ukrainian part of the Black Sea shelf may have substantial oil and gas
reserves, with mild weather and maximum water depth of 100 m. The hydrocarbon potential of
the Ukrainian Black Sea shelf is substantial and it has been inefficiently explored, i.e. large
structures in deeper waters have been bypassed due to the lack of offshore technology during
Soviet times.
Oil & Gas Storage and Transportation. Ukraine has approximately 35,600 kilometers of
gas pipelines, all operated by Naftogaz. The yearly transportation capacity of the system is 290
billion cubic meters. The transportation capacity toward South Russia, Belarus, Moldova,
Romania, Hungary, Slovakia, and Poland is approximately 170 billion cubic meters annually.
Naftogaz operates underground gas storage reservoirs with a total capacity of 32 billion cubic
meters. Ukrtransnafta (includes Druzhba Pipeline company and Prydniprovsky Main Pipeline
company) transports about 68 million tons of crude oil annually, operating at about 60%
capacity. Druzhba Pipeline delivers crude oil to two refineries in Western Ukraine and transports
Russian oil to Europe. The Prydniprovsky Main Pipeline delivers crude oil to the refineries in the
central, eastern and southern Ukraine, as well as Russian oil exports to the terminals at Odessa,
Ukraine and Novorossiysk (Russia.)
There are three major oil terminals in Ukraine: Odessa, Yuzhny and Feodosia. The Odessa
oil terminal, which has an annual capacity of 20 million tons of crude oil, accounts for most of
the crude oil and petroleum products transshipped in Ukraine. The nine million-ton capacity
Yuzhny oil terminal launched in December 2001, and the Odessa-Brody pipeline are intended to
be an essential part of the Caspian crude transit route through Ukraine to Poland and further to
Europe. Before 2004, the southern part of the Odessa-Brody pipeline and Yuzhny terminal were
shipping Russian crude oil.









49

Paragraph 4. Common Points between Moldova,Romania and Ukraine
Moldova has the advantage of cooperative, non-confrontational neighborhood. Both
Ukraine and Romania do not exhibit potential threat to Moldovan security, proving their
commitment to regional stability during the mediation of Transnistrian conflict. Moreover, the
cultural affinity with Romania and deep-rooted multi-tier links with Ukraine, supplemented by
large minorities of Ukrainians in Moldova and Moldo-Romanians in Ukraine lay ground for a
special relationship between three countries. The trilateral dialogue established in Istanbul in
1997 brought first fruit in Ismail, were the three presidents signed the document establishing the
Danube economic cooperation zone, first between this three states.
Moldova lays on the cross-roads connecting Balkans central Europe and the Black See.
Country's geographical location and traditional links favor it as a transit base for Ukraine-
Romania. Poland-Turkey. Central and Western Europe - Caucasus economical and political
relations. Also its status of the Soviet Union southwestern outpost can be used to connect Russia
with the Balkans. Turkey. Cyprus and. why not. Israel. Air companies of Moldova already rape
benefits of Moldovan geography. Today Ukrainians fly Central and Western Europe by
Chisinau.
The rail network of the country has a design that does not meet the needs of independent
Moldova , but the road network is well developed and today take more than 50% of traffic.
Moldova lacks an access to see but it built a port on Danube at Giurgiulesti and could in the light
of increased cooperation with Ukraine build its own port on the Black See under a long-lease
agreement. Such a project would not only represent a gate for Moldovan exports to Middle East.
Mediterranean and oversees but also will constitute a factor of development for the Ukrainian
Danube region.
Two strategic roots traverse Moldova. The Russia-Balkans rail and road connections as
well as a gas pipeline supplying all the Balkans and Turkey. A prospective North-South new
route, from Scandinavia to Balkans is envisaged in the EU project for reconnection of Central
and Eastern Europe. The second important transit route, but the most important internal, is the
Central Europe - Black Sea track that passes through Balta-Chisinau - Tiraspol. This once unique
ancient trade root presently is devised in three flaws: one through Romania to Constanta, second
through Moldova and third through Ukraine to Odessa.
The biggest economic centers in the region are Kieiv and Bucharest approximately at the
same distance from Chisinauis Odessa which as the closest port and industrial center has a
traditional attraction to Moldovan businesses. Other industrial and commercial regional centers
likely to foster links with Moldovan enterprises are Romanian commercial and industrial
50

agglomerations of Iasi,Bacau,Galatn,Constanta and Ukrainian Cemivtsy and Vinnitsa. There is a
number of river poils that are or can be used by Moldovan companies: Reni. Ismail. Galati.
Braila.
There are three main coal basins: Donetsk and Drogobych in Ukraine, Petrosani in
Romania with more distant Silesia in Poland and Rostov. Kuzbass in Russia. The oil is produced
in Romania, a little in Ukraine and is available for export in Russia and the Golf countries. The
Caspian see region emerge as a potential large exporter of oil. The import can be done by rail or
road. The only oil terminal in the region is Navodari in Romania. Ukraine has started to build a
S40m terminal at Odessa but the works were stopped in 1996 due to luck of funds. Moldova also
intends to build on its Danube riverside at Giurgiulesti an oil terminal, but so far the physical
works hadn't started yet. The gas is extracted in the region: in Romania and Ukraine but supplies
only a small part of the local consume; Thus the main supplier in the region is Russia (Yamalo-
Nenets basin). The import from Uzbekistan or Turkmenistan have to transit Russian pipeline.
In order to create a competitive cross-border regional economy, it is necessary to have
access to, from and between the different parts of the region. Infrastructure is therefore an
important component of the Programme area. In general, the area has a transport infrastructure of
poor quality, strategic cross border roads which need urgent improvement, and a number of
international airports with low freight of passengers and goods and major ports.
Ports and airports.The port of Galati is the main Romanian river-maritime port of the
Danube used for passengers and cargo transport. Also, Tulcea and Odessa are of a great
importance in the Romanian and Ukrainian fluvial, respectively maritime transport system. The
town port of Tulcea is the gateway to the Danube Delta. It connects the ports of Sulina, Chilia
and Sfantu Gheorghe with the large ports and commercial and industrial centres of Galati and
Braila. The Ukrainian ports of
Reniiskii, Izmailskii and Ust-Dunaiskii are located in the Lower Danube and there are plans
to create harbour facilities in other parts of the Danube.In the end of 2007 were finished the
works on the terminal on the Danube in Giurgiulesti, the Republic of Moldova that will be used
for shipment
of oil and petroleum products .
The described area has international airports in Chisinau, Iasi, Suceava, Odessa,
Chernivetska, Ivano-Frankivska and Khmelnityska. Also, it should be noted that the
development of airfreight and a terminal handling freight is being considered for Iasi, Chernivtsy
and Chisinau Airports. Such a
51

development would be a major asset and an important factor in the development of
industrial, manufacturing and SMEs on sites near to the international airports.
Road and rail infrastructure.Highway connections between countries are missing and
local roads are in a poor condition because of the lack of resources of local authorities and the
increased density of traffic on a road network that was designed several decades ago.
There are two Pan European Transport Networks corridors crossing the
region:
Pan European Corridor IX (road and rail): Helsinki-St. Petersburg Moscow-Pskov-
Vitebsk- Kiev-Ljubashevka-Chisinau-Bucharest-Dimitrovgrad-Alexandroupolis and its branch
A: Odessa Ljubashevska/Rozdilna;
Corridor VII waterway route on the Danube from Germany to the Black Sea; connects up
Romania, the Republic of Moldova and Ukraine with the North Sea via the Rhine and the Main.
In addition, the region is crossed by international E-road network along the
following lines (class A and B roads):
- E58 Suceava Botoani Iasi Leuseni Chisinau Odessa
- E85 Ternopil - Chernivetski - Siret Suceava Roman
- E87 Odessa Izmail Reni Galati Tulcea Constanta
- E95 - Saint Petersburg Pskov Gomel Kiev Odessa
- E577 Galati Comrat Chisinau
- E581 Tecuci Husi - Albita Leuseni Chisinau Odessa
- E583 Roman Iasi Balti Mohelerpodolsc - Vinnitza
- E584 Kirovohrad Chisinau Giurgiulesti Galati
Two other important international transport corridors pass through the region: TRACECA
(Transport Corridor Europe-Caucasus-Asia) and OBSEC Black Sea transport circle.
The railway network is confronted with a similar lack of resources for capital investments.
Although parts of the rail network are electrified and modern trains operate in some parts ,from
Galati to Central Romania, the rail network is in need of investment both in terms of track
development and the purchase of modern rolling stock. With a view to the cross border co-
operation, the main obstacle for inter-operability between three countries is the difference
between the narrow gauge in Romania and the broad gauge in Ukraine and the Republic of
Moldova. While costs of modernisation of hard infrastructure too high.


52

Conclusion
After elaborating of this work came out a lot of factors where finally we can make
conclusions based on them by taking in consideration all ways and strategies that improves
world economic development and especially Republic of moldova situation. International
transport is one of the main factor of development of international economic relation,where in
the whole world the average consist from 4-9 %, talking about Republic of Moldova this
average average is about 12%.International Transport in last decades have progressed in terms of
quantity,quality,technology and organization, which increasing the speeds and volumes
transported and the quality of transport services.For Moldova the weakest link in the whole
transport system is the infrastructure that is in a deplorable state. Redressing this situation at
present is impossible with their own efforts, so state authorities lately have turned to using
several international financial structures such as the European Investment Bank, World Bank,
European Bank for Reconstruction and Development.Developing National Strategy for
Sustainable Development and Transport System of the State Transport Policy in line with the
common EU transport.To reduce stationary costs and time of trains is proposed to complet the
road and rail infrastructure to and from free International Port Giurgiulesti, and to modernize
border railway points on Ungheni and Giurgiulesti stations.New national road construction that
will complement the road network of the Republic shall be made in four bands, to cope with the
flow of vehicles ever growing, thus increasing the volume of goods transported.It is considered
appropriate necessity establishment of the efficient activity of river transportation on the Nistru
river.It is necessary to increase the role of economic diplomacy in promoting countrys
economic and trade interests to different international fora.
The influence of Transportation on this GDP and External Trade can be equalized with its
importance on international economic relation of the Moldova. Transport represents an important
production materials side, who, through their role of movement of merchandises, decisive
influence and other branches of the world economy, including international trade.
Apart from these beneficial implications, better roads directly affect economic growth and
development through more paths, called channels of influence. In the international practice and
Moldovan context,mathematical models are well calibrated to appreciate exactly the effect of
one kilometer of road rehabilitated on expenditures, population and business incomes, time
saved, and accidents. The main benefits, arranged in descending order, are:1.Reduced vehicle
operating costs (VOC), including fuel and repairs saved as a result of better roads.2.Less time
spent on roads, which can be further used for productive or recreation purposes.3.Fewer
53

accidents.4.Additional traffic, including international.5.Tertiary, less tangible effects, i.e.
increased foreign direct investment and tourism as a result of enhanced country attractiveness.
Moldova should determine priority projects in order to be included and integrated in a pan-
European and pan Asian European network.Furthermore, the renovation of the main
international traffic routes will provide opportunities to develop, with international funding, the
internal network which will support most of the economic development of Moldova. Attention
should be paid, according to this question, to the main inter-city axes foreseen as carrying the
highest traffic in the coming years.Itineraries should integrate technical constraints of the
projected operations, especially in the Railway sector. The main arbitration to be carried out by
the strategy in this domain is: 1.to comply with the international expectation for transnational
axes, with projects connected to a consistent national policy for the rehabilitation of the main
national network;2.to contribute to the national integration of all populated area;3.to reach a
balance between eastern and western connections;4.to determine the easiest border crossing
locations;5.to ensure realistic planning for the funding of the projects, integrating maintenance
issues;6.Identify the main roads that serve as points of access to attractions and tourist
destinations, to give them priority in the national road development;7. Identify the main
attractions and tourist routes, installing signs, guides to international standards ;
Moldova has still to cope with its road infrastructure. The quality of roads is decreasing
yearly and spending increases. The inefficient and ineffective road maintenance methods should
undoubtedly be changed to a more centralized maintenance system that would bear less
administrative costs and give visible results. Maintaining better infrastructure can give higher
road safety, better social connectivity to resources, higher GDP through growth of exports in
agricultural production. Also if directing Moldovan interest towards becoming a trade hub and
fitting into the plans for new transportation corridors it could get out probably maximum out of it
s strategic potential for now.






54


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56

ANEXES
Annex nr.1
Resources of utilization of GDP

Preuri curente,
mil. lei
Modificri fa de
anul precedent (+/-), %
Structura
produsului intern brut (PIB),
%

2010 2011 2010 2011 2010 2011
RESURSE
Valoarea adugat brut -
total 59 920 68 225 6,2 5,6 83,4 83,0
Bunuri 18 192 21 367 8,3 6,3 25,3 26,0
Agricultura, economia
vnatului, silvicultura; pescuitul i
piscicultura 8 657 10 071 7,4 5,5 12,0 12,3
Industria 9 535 11 296 8,9 7,1 13,3 13,7
Servicii 43 227 48 589 6,3 5,4 60,2 59,1
Construcii 2 437 2 801 12,7 4,7 3,4 3,4
Comer cu ridicata i cu
amnuntul 9 213 10 940 8,5 10,7 12,8 13,3
Transporturi i comunicaii 8 099 8 768 10,1 6,0 11,3 10,7
Alte activiti de servicii
1)
23 478 26 080 3,6 3,1 32,7 31,7
Serviciile intermediarilor
financiari indirect msurate -1 499 -1 731
2)

2)
-2,1 -2,1
Impozite nete pe produse
3)
11 965 13 949 11,7 10,4 16,6 17,0
din care impozite pe produse 12 349 14 367 9,9 10,1 17,2 17,5
PRODUSUL INTERN
BRUT 71 885 82 174 7,1 6,4 100,0 100,0
UTILIZRI
Consumul final - total 83 240 95 911 7,3 6,4 115,8 116,7
Consumul final al
gospodriilor populaiei 66 052 77 780 9,2 8,5 91,9 94,6
Consumul final al
administraiei publice i
instituiilor fr scop lucrativ n
serviciul gospodriilor populaiei 17 188 18 131 0,9 -1,6 23,9 22,1
Formarea brut de capital 16 911 20 125 18,1 12,5 23,5 24,5
Formarea brut de capital
fix 16 263 19 031 17,2 10,7 22,6 23,2
Variaia stocurilor 648 1 094 57,9 57,8 0,9 1,3
Exportul net de bunuri i
servicii -28 266 -33 862
2)

2)
-39,3 -41,2
Exportul de bunuri i servicii 28 197 36 992 13,7 28,6 39,2 45,0
Importul de bunuri i servicii
(-) 56 463
70
854 14,3 19,3 78,5 86,2
Sourse:National Bareu of Statistics
57

Annex nr 2
The External Trade of Republic of Moldova in 2011

2011 Structura, % Gradul de influen a
grupelor de ri la
creterea (+), scderea (-
) exporturilor i
importurilor, %
mil. dolari
SUA
n % fa
de 2010
2010 2011 2010 2011
EXPORT total 2221,6 144,1 100,0 100,0 20,1 44,1
din care:
rile Uniunii Europene (UE-
27)
1087,8 149,2 47,3 49,0 4,8 23,3
rile CSI 919,3 147,3 40,5 41,4 10,4 19,1
alte ri 214,5 113,8 12,2 9,6 4,9 1,7
IMPORT total 5191,6 134,7 100,0 100,0 17,6 34,7
din care:

rile Uniunii Europene (UE-
27)
2256,6 132,4 44,2 43,5 8,6 14,3
rile CSI 1713,4 136,3 32,6 33,0 3,5 11,9
alte ri 1221,6 136,6 23,2 23,5 5,5 8,5
BALANA COMERCIAL
total
-2970,0 128,4 100,0 100,0 x x
din care:

rile Uniunii Europene (UE-
27)
-1168,8 119,8 42,2 39,4 x x
rile CSI -794,1 125,5 27,3 26,7 x x
alte ri -1007,1 142,7 30,5 33,9 x x
Source:National Bareu of Statistics