This document discusses the role of transportation in the modern economy. It begins by defining transportation as the movement of goods and people over considerable distances using specific means of transport. Transportation is an important economic activity that allows for the movement of resources, people, and goods across spaces to satisfy needs and support production and consumption. The document notes that transportation has played a key role in the development of modern civilizations and economies, as large-scale production and consumption would not be possible without well-developed transportation systems. The document emphasizes that transportation is not an end in itself, but rather a means to achieve various economic and social goals by overcoming distances.
This document discusses the role of transportation in the modern economy. It begins by defining transportation as the movement of goods and people over considerable distances using specific means of transport. Transportation is an important economic activity that allows for the movement of resources, people, and goods across spaces to satisfy needs and support production and consumption. The document notes that transportation has played a key role in the development of modern civilizations and economies, as large-scale production and consumption would not be possible without well-developed transportation systems. The document emphasizes that transportation is not an end in itself, but rather a means to achieve various economic and social goals by overcoming distances.
This document discusses the role of transportation in the modern economy. It begins by defining transportation as the movement of goods and people over considerable distances using specific means of transport. Transportation is an important economic activity that allows for the movement of resources, people, and goods across spaces to satisfy needs and support production and consumption. The document notes that transportation has played a key role in the development of modern civilizations and economies, as large-scale production and consumption would not be possible without well-developed transportation systems. The document emphasizes that transportation is not an end in itself, but rather a means to achieve various economic and social goals by overcoming distances.
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
--------------------------------- Scientific coordinator: Doctor in Economic Sciences, Eduard Calancea
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Chisinau 2012 Admis la sustinere: Sef catedra: Doctor habilitat, Boris Chistruga _____________2012 2
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. 4
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 6
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 7
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 9
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 10
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 11
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 13
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. 14
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 16
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 17
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.
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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.
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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.
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
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).
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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.
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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.
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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.
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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.
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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.
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Bibliography: I .Legislative and normative acts: 1. Codul transporturilor auto. Nr. 116-XIV din 29.07.1998. In: Monitorul Oficial al Republicii Moldova, 01.10. 1998, nr. 90-91. 2. Codul transportului feroviar. Nr. 309-XV din 17.07.2003. In Monitorul Oficial al Republicii Moldova, 14.11.2003, nr.226-228/892. 3. Codul navigaiei maritime comerciale al Republicii Moldova. Nr. 599-XIV din 30.09.1999. In:Monitorul Oficial al Republicii Moldova, 11.01.2001, nr.1-4/2. 4. Hotrrea Guvernului Republicii Moldova privind aprobarea Strategiei infrastructurii transportului terestru pe anii 2008-2017. Nr. 85 din 1 februarie 2008. n: Monitorul Oficial al Republicii Moldova, 2008, nr. 30-31 din 12.02.2008. I I .Monographs,books,brochures: 5. Alcaz T. . a. Tehnologia organizrii transportului de mrfuri. Curs de prelegeri.Chiinu: Universitatea Tehnic a Moldovei, 2007.
6. Alcaz T., Russu V., Oprea A. Managementul transporturilor. Complexul de transport.Chiinu: Universitatea Tehnic a Moldovei, 2006 7. Reitveld P et al., Institutions, regulations and sustainable transport: A cross national perspective, Transport reviews, vol.24, no 6, p. 707-719, November 2004.
I I I .I nternet sources: 7.http://www.mtid.gov.md/index.php?option=com_content&view=category&layout=blog& id=36&Itemid=121&lang=ro 8. http://www.statistica.md/category.php?l=ro&idc=138& 9. http://facultate.regielive.ro/proiecte/transporturi/transporturi-si-expeditii-internationale- 99009.html 10. http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/ch7c1en.html 11. http://europa.eu/pol/trans/index_en.htm 12.http://www.infoteze.com/ecologie-turism/1534-teza-de-licenta-rolul-transportului-in- promovarea.html 13. http://www.unescap.org/ttdw/Publications/TFS_pubs/pub_2017/pub_2017_ch3.pdf 14. http://people.hofstra.edu/geotrans/eng/ch7en/conc7en/ch7c1en.html 55
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