13.11.2012 - TLStrategy - English - DRAFT - 3rd Revision PDF

GOVERNMENT OF THE REPUBLIC OF MOLDOVA
Transport and Logistics Strategy

November 2012
TRANSPORT
TRADE
CUSTOMS
Government of the Republic of Moldova

Transport and Logistics Strategy 2013-2022
(DRAFT VERSION 3, NOVEMBER 13, 2012)

November 2012
TABLE OF CONTENT
Introduction ................................................................................................................................. 1
Current state of affairs in the transport and logistics sector .......................................................... 4
State of infrastructure ............................................................................................................... 4
Transport service ..................................................................................................................... 8
Definition of the problem addressed by this Strategy ................................................................. 15
General policy objective of the strategy ..................................................................................... 20
Specific objective (purpose) of the Strategy ............................................................................... 20
Assumptions underlying the Strategy ......................................................................................... 20
Principles underlying the Strategy.............................................................................................. 21
Constraints affecting the Strategic outlook ................................................................................. 22
Outline Strategy ......................................................................................................................... 22
ROAD SECTOR ........................................................................................................................ 23
Objectives (Goal) to be achieved ........................................................................................... 23
Indicators of achievement ...................................................................................................... 23
Actions to be implemented ..................................................................................................... 24
Road Sector Action Plan ........................................................................................................ 24
RAIL SECTOR........................................................................................................................... 31
Rail Sector Action Plan........................................................................................................... 32
AVIATION SECTOR .................................................................................................................. 37
Objective (Goal) to be achieved ............................................................................................. 37
Indicator of achievement ........................................................................................................ 37
Aviation Sector Action Plan .................................................................................................... 38
MARITIME AND INLAND WATERWAY SECTOR ...................................................................... 41
Maritime and Inland Waterway Action Plan ............................................................................ 42
CROSS SECTOR AND TRADE FACILITATION ........................................................................ 45
Cross Sector and Trade Facilitation Action Plan ..................................................................... 46
Impact and cost ......................................................................................................................... 54
Implementation stages and provisional timetable....................................................................... 57
Monitoring ................................................................................................................................. 57
Appendix I Legal Action Plan .................................................................................................. 59
Appendix II Preliminary List of Investments Projects ............................................................... 60
II

November 2012
LIST OF ABBREVIATIONS
APIS
ASYCUDA
ATA
BCP
BTI
CCTVs
CCZ
CFM
CIS
COO
EBRD
ECAA
EIB
EU
EUR
GDP
GIFP
HS
ICAO
ICD
ICT
IFI
IMO
IPR software
IRI
LCC
LPI
LTIS
MCC module
MCS
MD
MDL
MOU
mil
NDS
NMS
PCA
ROO module
SOE
SWOT
SWS
TAXUD
TIR
VOC
Advanced Passenger Information System

Automated System For Customs Data
Admission Temporaire/Temporary Admission
Border Crossing Points
Binding Tariff Information
Closed-Circuit Television
Customs Control Zone
Moldovan Railways (Cale Ferata din Moldova)
Commonwealth Of Independent States
Certificate Of Origin
European Bank For Redeveleopment
European Common Aviation Agreement
European Investment Bank
European Union
Euro
Gross Domestic Product
Giurgiulesti International Free Port
Harmonized System
International Civil Aviation Organization
Inland Customs Depots
Ict Systems
International Finacial Institutions
IMO Conventions
Intellectual Property Rights
International Roughness Index
Low Cost Carrier
Logistics Performance Index
Land Transport Infrastructure Strategy
Maritime Containers Control Module
Moldova Customs Service
Moldova
Moldovan Lei
Memorandum Of Understanding
million
National Development Strategy
New Member States
Partnership And Cooperation Agreement
Rule Of Origin Module
State Owned Enterprise
Strength - Weakness-Opportunity-Threats
Single Window System
Taxation And Customs Union Directorate-General
International Road Transport
Vehicle Operating Costs
III

November 2012
INTRODUCTION
Moldova, once the garden of the Soviet Union, is currently the poorest country in Europe.
Income per capita has been growing rapidly since the year 2000, but slower than the average for
other Eastern European countries, and it remains well below the income level that Moldova had
during Soviet times. Neither capital inflows, exports nor Foreign Direct Investment drove
Moldovas recent relative economic prosperity - rather it was labourers flowing out and sending
back remittances. Moldova experienced jobless growth. Instead of wages, remittances increased
the disposable income of households. Their enhanced incomes funded housing construction and
an increase in consumption, mostly of imported goods. This consumption-driven model opened
up a large current account deficit, reduced competitiveness in Moldova, and stymied Moldovan
export industries in a more competitive global economy. Moldova lost jobs and created few new
jobs, which in turn encouraged more emigration abroad. The escape of migration has certainly
helped reduce poverty, but has completed a cycle of lower opportunity at home.
In order to ensure sustained future economic development, Moldova will need to develop a
second engine of growth based on the export of goods and services. Moldova needs to promote
both agro-based and non-agro exports and also raise the value of those exports by selling to
higher value markets. There are sound reasons to believe that Moldovas future prosperity will to
a large degree depend, as it has traditionally in the past, upon specializing in the export of agrobased products to its neighbors. This can and should be complemented by growth in the yet
relatively small export-oriented manufacturing industry.
In addition to the traditional agro-based sector, some new potential pockets of economic growth
have emerged. These have received active investment in recent years and could provide the
sources of growth that are urgently needed to provide employment and thus stem the decrease in
the labour force that undermines the future economic viability of the country. The sectors that are
developing to a certain extent or have been identified as representing future opportunities are:
Wine and spirits for domestic consumption and export;

Agro-Food, primary production with some processing for the domestic market and some
export to third countries, mainly of primary production;
Textile and apparel, mostly but not exclusively for export with imports of raw materials for
processing;
Fashion accessories, mostly for export;
Manufacturing of vehicle components by suppliers for various car manufacturers,
exclusively for export;
Home furnishings (furniture), both for the domestic market as well as under tolling 1
arrangements for export.
In order to foster these export oriented sectors, efficient transport infrastructure and services as
well as trade facilitation and logistics services will need to be established and provided in
Moldova.
The Government of Moldova has responded to the overall challenges the country faces and
issued the National Development Strategy (NDS) (January 2012) named Moldova 2020. The
document provides the overall framework against which the development of Moldova is
envisaged to take place. The Strategy covers 7 key subjects that have been identified as crucial
1
In case of tolling, raw materials are imported into Moldova, processed and the finished product is exported. This business largely
depends on differentiation in the cost of key inputs, in the case of furniture, low cost of labour.

November 2012
in the facilitation of development of the Moldovan nation in the period up to 2020. These sectors
are: Education, Roads, Access to Finance, the Business Environment, Energy, Pensions and the
Judicial System.
By addressing the shortcomings in these key areas the country is expected to be able to
ensure qualitative economic development and, implicitly, poverty reduction2.
The Land Transport Infrastructure Strategy (LTIS) for the years 2008 2017 was prepared in
2007 and has since been the framework for the development of the road and rail subsectors. It
does not cover other subsectors, such as airports and air transport, ports, maritime and river
transport, logistics, trade facilitation and customs. The new Transport and Logistics Strategy
(TLS) presented in this document expands on the previous work. It also includes road and rail
transport, but goes further to include trade facilitation, customs and border issues,
airports/aviation, ports, and maritime/river transport modes. The new TLS focuses on making the
transport and logistics sector an enabling factor for the development of Moldovas economy and
export trade, and support the on-going process of harmonizing Moldovas transport system and
legislation with EU standards, legislation, and related regulations.
Another important focus is added by addressing legal and institutional issues in all transport
modes. In addition, Technical Barriers to Trade (TBT)s such as border and behind-the-border
issues and documentation requirements are being addresses in the TLS. Key elements of the
Land Transport Infrastructure Strategy have been retained, such as the focus on the
rehabilitation and maintenance of the main road network, though set in a more resourceconstrained environment. The need for prioritisation of investments has been emphasized across
all modes, to avoid a disconnection between investment plans and available resources. Sector
policy and strategy need to be defined and transparent planning procedures established before
major infrastructure investments are being made.
The present Transport and Logistics Strategy (TLS) 2013-2022 expands on both the NDS and the
LTIS to develop an integrated approach to transport and logistics as well as trade facilitation,
which is part of the general business environment. The TLS 2013-2022 focuses on the short term,
2013-2017 and medium term 2018-2022 strategic consideration and outlook. However, strategic
trends for the years 2023 through 2032 are also included to provide long-term guidance. This
Strategy draws on current Government of Moldova policy and on research carried out in the
context of the preparation of this Strategy; it is based on the best available data in mid-2012.
This Strategy document focuses on the territory of the Republic of Moldova. The areas east of
the Nistru River are, because of the lack of information and data available not subject to the
specific recommendations of this document. The development of this Strategy document is
supported by a series of technical reports that build the foundation of the strategic
recommendations. Individual technical reports have been prepared for road, rail, aviation, river
transport, as well as trade facilitation and customs sectors. The documents are made available
as electronic appendices to this document.
Technical Report: Traffic Forecast

Technical Report: Road Sector
Technical Report: Railway
Technical Report: Giurgiulesti Port
Technical Report: Aviation
Legal Assessment
Trade and Transport Facilitation
Assessment & Case Studies
Customs Assessment
Project Prioritization
Source: Moldova 2020, p8.

November 2012
Map: Moldova Transport Network Overview

November 2012
CURRENT STATE OF AFFAIRS IN THE TRANSPORT AND LOGISTICS SECTOR
The logistics sector of Moldova is both privately and state owned with the road transport sector
dominated by private enterprise, the rail sector 100% state owned, the aviation sector being
mixed privately and state owned and finally, the maritime/ports sector mainly privately operated
with the exception of Ungheni Port, which is an State Owned Enterprise (SOE).
Moldova is currently served by sufficient amount of infrastructure (1 main international airport, 1
main international fluvial port, 9,322 km of roads, and 1,045 km of rail road tracks) given its size
and population. However, while sufficient capacity for transport and logistics exists, the condition
of the existing infrastructure is the key challenge. As a result of its infrastructure legacy from the
Soviet Union duplicate and overdimensioned transport corridors exist. Overall, the transport
infrastructure network today:
May be overdimensioned for the economic needs, capabilities for maintenance as well as
the size of the population; and
Some parts of the transport infrastructure may not be at the locations where current and
future economic activity takes place.
Main carrier in terms of freight and passenger traffic is the road sector with 97% of passenger
and 87% of freight, followed by rail 3% of passenger and 13% of freight. Currently, approximately
1.1 million passengers use Chisinau airport and around 400,000 tones of cargo is being
transshipped through Giurgiulesti Port.
The heavy involvement of the state in some of the sectors has resulted in slow reform and
inefficiencies that have an impact on the economy as a whole due to the increase in costs of
doing business in Moldova, either directly by increased tariffs for rail freight or by higher cost of
air travel in comparison to the region.
STATE OF INFRASTRUCTURE
Road Sector
The extent of the Moldovan road network (excluding Transnistria) has changed little over recent
years, with a quoted total length in 2011 of 9,322 km, of which 3,335 km are national roads.
Compared to ten years earlier this represents a reduction in the total length of 1.2% but an
increase in national road length of 0.4%. An upgrading in status from local or other to national in
the case of certain roads contributes to these changes. This process of upgrading specific roads
to national status continues with the 2011-14 Road Programme. 2011 data provided by the SRA
shows that 92.5% of national road and 46.1% of local road length is paved. This gives an overall
figure of 62.7% paved for the entire network of 9,322 km.
The general public perception of a good road is one that provides a smooth ride. Obviously the
perception of smooth is somewhat subjective. In order to give the ride quality of a road a more
quantitative component, a measurement system called International Roughness Index (IRI) is
used. The IRI is an index based on the measurement of road roughness. Using varying
measurement techniques the condition of a road ranges from an value of <2 equivalent to very
good, 2 to 4 good, 4 to 6 fair, 6 to 8 poor, and >8 "bad". The numbers reflect the measured
conditions while the terms used give an indication qualitative condition.

November 2012
In the cycle of maintaining a road, however, these measurements also provide guidance on when
to carry out what type of maintenance activity. For example a road with a IRI of 3 requires limited
intervention, while a road with an IRI of 5 or 6 requires a rehabilitation or pavement overlay. It
should also be understood that each road cycles through roughness stages implying that even
in the best maintained road network there is a certain percentage of poor roads.
Currently about 26% of national roads are in good to fair condition, 54% in poor condition and
about 20% in bad condition. The situation for local roads is worse with 22% in fair condition and
the remainder in poor to bad condition. Especially the later affects greatly the access of rural
population to social, educational, medical services, as well as access to market.
The density of the road network, 314 km per 1,000 km2 and 2.6 km per 1,000 persons, is
considered reasonable for a country of Moldovas development and is a legacy of the Soviet era.
The immediate post-Soviet years were also characterised by an economic collapse and
consequently by a significant reduction in road traffic which further emphasised the more than
adequate extent of the road network.
The post-Soviet economic decline also produced a considerable reduction in maintenance
expenditure on infrastructure including roads. Therefore focus has been placed on rehabilitation
and protection of the existing network rather than further expansion.
The shortfalls in road maintenance have been exacerbated over the last five to ten years by
increased national economic activity and hence higher traffic volumes.
As a result, Moldovan roads are rated among the worst in Europe, despite the recent availability
of funding for reconstruction and maintenance. However, the on-going road rehabilitation
program and recently intensified road maintenance show tangible results in improving road
conditions in Moldova.
Road safety remains a reason for concern despite the beginning of implementation of the
Governments road safety action plan. Various factors such as the poor state of the roads, their
design, driver behaviour and insufficient enforcement of road traffic regulations play a significant
role.
Rail
Today the national railway system of Moldova consists of 1,045.4 km of non-electrified main lines
(about 40 km of which are double-track) with 90 stations and 648.5 kilometres of station loops
and sidings. The gauge is 1,520 mm, although 10.8 km of main line and 32.3 km in stations have
1,435 mm gauge these are located in the border-crossing areas of Ungheni and Giurgiulesti.
(These figures do not include the Cahul Giurgiulesti line that is not officially opened for
operations).
422 km of lines are equipped with automatic locking system, which has been in use for more
than 35 years. 589 km of railway lines have the semi-automatic locking system using unreliable
electric air-wires. Numerous failures indicate the urgency of renovation of these rail traffic safety
systems.
80 stations and 1,660 track points are equipped with centralized control. Nine stations still use
manual control of switches and signals, where the control system design dates back to the
1940s. Among these is Giurgiulesti station which urgently needs to be modernized.
5

November 2012
There are 226 level crossings on the network, 37 of which are guarded. 181 crossings are
equipped with automatic signals, 39 with traffic barriers, and 37 with protecting railway signals.
About 80 km of line have no automatic control devices at all. Among them are the newly built rail
sections Revaca Cainari and Cahul Giurgiulesti, where traffic control uses telephone
communication.
According to the CFM, 77.6% of the control systems are in critically bad condition. The same
applies to the communication system which has been in use since the 1970s and has not been
renovated or upgraded since.
There are no weight limitations on the network. The standard axle load is 23.5 tons. However,
there are no sections in such critically bad condition that they pose a safety risk. The standard
train permitted by the track layout is 57 units x 14 meters.
The density of the railways (32 km of railway lines per 1,000 km 2) is comparable to the networks
of Romania and Ukraine. However, Moldovas railway network is technically underdeveloped
compared to the other countries. The main indicators of this are as follows:
-
Lack double track sections limits the capacity of the infrastructure;

There are no electrified lines which is an important obstacle for the development of transit
operations and is a negative environmental factor;
The condition of the railway infrastructure reduces operating speeds. The average
technical speed is 34.5 km/h. In some places speed is limited because of low curve radii
(as severe as 150 m). According to the Ministry of Transport and Road Infrastructure,
about 23% of the network or over 270 kilometres of track needs urgent repair. One of the
principle reasons is the condition of the wooden railway sleepers. About 460,000 of them
need to be replaced. The estimated cost is 27 million USD. Speed limitations are also an
obstacle to the introduction of multimodal transport. There are no modern terminals on
the network that can effectively operate ISO containers, controllers and swap bodies. The
existing container yards handle a limited amount of ISO containers along with small oldfashioned containers of 3 and 5 gross tons weight.
The CFM is a railway system with low traffic density and with much unused capacity. This is
indirectly confirmed by the fact that total traffic volumes are decreasing gradually. The principal
problems related to the infrastructure can be summarized as follows:
-
The neighbouring railways are electrified (CFM is not) and, in some cases, have different
gauges which present problems for transit;
Some important sections of line and stations are located in Transnistria;
Sections of the north-south line, connecting the main international corridors, are in Ukraine;
The rail infrastructure is in poor condition and currently available revenue does not allow
for significant rehabilitation and modernization.
Aviation
Moldova has currently, as a result of the Soviet Legacy, 4 airports. These are Chisinau,
Marculesti, Cahul and Balti. Due to its favourable geographical position, both close to the capital
city and central to Moldova, Chisinau International Airport is the main airport in the country. It is
located 14 km from Chisinau city centre on an area of 480 ha. Chisinau Airport is a 100% state
owned company under the responsibility of the Ministry of Economy of Moldova.
6

November 2012
The airport consists of one single operational runway (3,590 m long and 45 m wide) in east-west
alignment which is suitable for most aircraft. The airport was designed for the soviet type aircrafts
which resulted in lower pavement classification numbers, dimensions as well as bearing
capacities of runway and aprons. The existing pavement of runway, taxiways and aprons
reached its design life and is in need of rehabilitation. The airport has two terminal buildings
consisting of a passenger terminal and a VIP terminal. The passenger terminal has a total area
of ca. 10,000 sqm and is reaching capacity in its current configuration.
Between 1998 and 2001 Chisinau International Airport implemented its first modernization
project with an amount of 12 million USD (circa 9.5 million EUR). 9 million USD (circa 7.1 million
EUR) from this amount was provided by EBRD, 3 million USD (circa 2.3 million EUR) - by the
Government of the Republic of Moldova. At the end of 2008 Chisinau International Airport signed
loan agreements with total amount of 47.25 million EUR with EBRD and EIB to implement further
upgrades. The project includes:
-
Reconstruction and extension of the runway, taxiways and apron;

Construction of a new passenger terminal and procurement of airport equipment;
Refurbishment and modernization of aviation ground lighting, electrical equipment,
modernization of the transforming stations and modernization of drainage system. With a
1.75 million EUR grant of the European Unions Neighbourhood Investment Facility,
Chisinau Airport prepared the 20 year Master Plan until 2030. The Master Plan was
completed in May 2010. It is a major strategic development document of Chisinau Airport
which includes the following phases:
o Phase 1: Implementation of the Modernization Project II, funded by EBRD and EIB,
which includes rehabilitation of the existing airfield. (Time period 2015/2016);
o Phase 2: Development of a new passenger terminal at the west side of the existing
passenger terminal and expansion of the aprons according to ICAO regulations
(Time until 2025);
o Expansion of the airfield, the passenger terminal and support facilities to meet
growing demand (Time period until 2030).
The other airports in Moldova are currently not being used for passenger traffic and despite
attempts by sub-national Government to attract investors it appears that in the foreseeable
future, these airports remain dormant.
Ports
Moldova does not have direct access to the sea although an 800 m long stretch of the River
Danube has been developed as the port of Giurgiulesti to provide a strategic asset for the
country. The port consists of two sections, the Giurgiulesti state passenger and cargo terminal
and the Giurgiulesti International Free Port (GIFP).
The state passenger and cargo terminal was finalized in 2009 by the Moldovan Government in
parallel with the establishment of a passenger ferry line to Istanbul. It consists of a passenger
terminal building and a berth with an area for loading and unloading. The passenger terminal
building houses the Port Captain office and the Customs authority.
The International Free Port of Giurgiulesti comprises an area of 120 ha (leased for 99 years).
The entire territory has a status of a free economic zone until 2030. Danube Logistics currently
occupies an area of 55 ha, which is divided into six functional areas:
7

November 2012
-
Refined oil terminal

Vegetable oil terminal
Grain terminal
Dry bulk cargo terminal
General cargo and container terminal
Business park
The maximum depth at berth is about 7 meters, which enables vessels up to 12,000 ton to load
and unload at the port.
Fluvial transport is currently not possible in Moldova. Both the Prut and Nistru River are not
navigable due to silting of the riverbed and require substantial investment in the waterway itself
and port infrastructure in order to restart operations.
Trade Facilitation Infrastructure
Trade Facilitation infrastructure, for the purpose of this Strategy defined as Border Crossing
Points (BCP) and Inland Customs Depots (ICD), are of mixed quality. BCPs are generally of
sufficient capacity assuming that existing commitments under international agreements are
adhered to. Access roads to BCPs are currently not facilitating traffic separation as is desirable.
Inland Customs Depots are, especially in Chisinau, not fit for purpose, as they are located in
residential areas and were not specifically designed for their current use.
TRANSPORT SERVICE
Road Transport Services
The road transport sector is relatively competitive in terms of price in spite of the generally poor
condition of the roads. The sector is dominated by private enterprise and is seen as reasonable,
reliable and competent by its customers.
Nevertheless, some local manufacturers and shippers prefer to not use Moldovan transport
companies due to service quality issues. Some of these quality issues are related to the unwieldy
and unhelpful legal framework or its lack of enforcement. In addition, some more mundane
problems such as difficulties and delays obtaining visas or drivers running out of cash during
foreign trips play a role. Other quality issues can be related back to, for example, a lack of
reliable, specialised equipment such as temperature-controlled semi-trailers or the use of
somewhat older tractor units.
International bus services are provided by the private sector. Domestic long distance buses are a
mix of mini buses and larger buses that are privately owned. The sector provides a reasonable
standard of services at a competitive price and hence draws passengers from the railway.
Rail Service
Under the Government decision no. 582/17.08.1995, the railways are considered a natural
monopoly due to their major contribution to the states economy, through exclusive rights of
developing and controlling economic activities in the sub-sector. In other words, the law treats
the railway industry as a fully state-owned unit with little or no opportunity for private
participation. The Moldovan Railway is rated rather inefficient by comparison with its regional
peers. It employs around 10,000 persons to transport about 13,000 passengers per day.
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November 2012
Its users rate freight rail transport in Moldova as slow, expensive and unreliable, which is
confirmed by the rail study report as well as the case studies on railway performance. As a result
of the perceived poor service at high prices, the railway company (CFM) has been losing both
market share and market in absolute volume terms for a considerable period of time. Many users
have simply switched to the faster and more competitive road transport sector. CFM services are
now partially offered and sold by private intermediary companies, although the impact of this
development on sales is as yet unclear.
An additional issue for users, resulting in a switch from the railway to road transport, is that the
railway company is not able or willing to provide the smaller quantities of rail wagons that are
often required to transport goods other than bulk cargo.
The local and suburban passenger operations are provided on the basis of state-regulated tariffs
and are internally cross subsidized within CFM by the freight revenues. This is evidenced by
stable passenger social-oriented tariffs over the last 15 years, while the freight rates were
increased twice in 2010.
Aviation
Air travel to and from Moldova is characterised by limited choice and high cost. The price of a
ticket from and to Chisinau is around twice as high as the same distance travel from Kiev or
Bucharest. With an annual growth rate of about 13%, passenger transportation has tripled in the
last ten years. 2011 was a record-breaker for Chisinau Airport. The passenger number in
Chisinau Airport reached 1,046,086, an increase of 11.6% over the previous year. The peak
months were June with 121,993 passengers, August 131,653 and September 115,335
passengers. In 2011 aircraft movements at the airport amounted to 13,065.
The flag carrier, Air Moldova, is comparatively small and is kept flying by increasing its debt to,
for example, Chisinau Airport by not paying airport charges. The airline lacks the critical mass to
compete, while at the same time it is too inefficient to grow to something larger in a competitive
market.
The market is further served by a number of full services carriers from both east and west and
around 31 destinations are regularly served from Chisinau. The destinations and flight
frequencies are governed by bilateral agreements. Auxiliary services are provided by a number
of public sector (municipality and state) owned companies that are currently the only providers of
such services. None of the independent operators of Ground Support Services normally found on
other airports is active in Moldova.
Ports and Waterborne Transport
The Giurgiulesti International Free Port (GIFP) is operated on the basis of a concession and
competes against other river ports across the region but also against Constanta and Odessa.
The port handled in 2011 a little over 380,000 tons of cargo. The main activities in Giurgiulesti
port include: Grain and vegetable oil export, oil import, Import of gravel and sand, and container
import and export. The share amongst GIFP and the state passenger and freight terminal is
about 84% to 16 % of the total handling volume.
Since 2009 there has been no regular passenger service from the state owned and operated
passenger terminal. However, some river-cruise operators included Giurgiulesti as a stopping
point on Danube cruises.
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November 2012
There are no inland waterway services in Moldova, though the State Register of Ships functions
as a classification society for inland craft. The Government prepared the draft Law regarding
Inland Naval Transport of Moldova which was sent to the Parliament of Moldova for the second
reading in October 2012.
Trade Facilitation Services
The Moldovan customs and the various official bodies providing certificates for export and import
cargo are the largest factors in international trade facilitation. These services, except the
customs at BCPs, work from Monday to Friday between 8:00 and 17:00 and are mostly based in
Chisinau. There is no single window system for export documents, so exporters spend a lot of
time collecting documents in the capital. Customs operates Inland Customs processing terminals
in a number of places. These also work only 5 days per week and users are not free to choose
their location but must go to the terminal nearest to the territorial tax inspectorate where their
company is registered.
Traffic Forecast
During the course of the Strategy development, traffic forecasts by mode were developed.
Historical trends as well as existing trade relations, together with a general economic growth
forecast were used. Overall findings are that the historical mode shift from rail transport towards
car and bus (passenger) and truck (freight) will continue. If rail sector reforms are implemented,
the absolute amount of tonnage transported by rail will remain stable; however percentage wise
rail will continue to decrease. Traffic on roads will increase by around 5% annually over the next
5 years. The aviation sector is expected to continue to experience high traffic growth rates
resulting in a doubling of passenger numbers in the coming 10 years. Cargo volumes at
Giurgiulesti port are forecast to grow by approximately 11% annually over the next decade.
Figures below give an indication of the development of modal spilt in long-distance passenger
transport and the transport of freight by mode over a 20 year horizon.
Forecast of Long Distance Passenger Modal Split, 2012 2032
100.0
90.0
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
2012
2017
Car
2022
Bus
2027
2032
Train
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November 2012
Forecast of Freight Transport by Mode, 2012 2032
'000 tonnes / year
100
50
0
2012
2017
2022
Truck
Train
2027
2032
Ship
Estimate of Road Traffic Growth

Estimated traffic volumes on the Moldovan road network in the year 2032 are presented in the
figure below. The colours indicate where additional capacity in the road sector will be needed.
Sections of road in red will need widening or other improvements to handle the estimated traffic.
11

November 2012
Estimated Traffic Distribution 2032 - Moldova
12

November 2012
Given the existence of a well-developed road network it is not foreseen that new roads will be
added to the network in the foreseeable future. However, in close coordination with its
neighbours and in the European context Moldova will need to improve certain road sections of
international importance. Particularly corridors that connect to the European networks will need
to be brought up to international standards and specifications.
Focus in Road Sector on Core-road Network
Given the limited amount of funds available and increasing needs in the road sector the
rehabilitation efforts have been focused on the National road network, comprised of Magistral (M)
and Republican roads. The 3,300 km of national road network are further differentiated in a
core network and a next-to-core network. The differentiation between the two indicated a
prioritization based on the amounts of passenger and freight trips on the roads.
Table below summarizes the transport sector in Moldova.

13

November 2012
MOLDOVA TRANSPORT SECTOR SWOT ANALYSIS
STRENGTHS
Existence of well-developed infrastructure
(Rail / Road) from ex-USSR
Education and training levels in transport
sector
Existing trade and transport operators
Strong growth in some of the transport
sectors (i.e. Aviation)
Potential for foreign direct investments
Overall sustained recent traffic growth
OPPORTUNITIES
Existence of transport demand in various
sectors
Gateway between EU and CIS countries
Establishment of new financing
mechanisms (i.e. Road Fund)
Interest by International Financial
Institutions to support modernisation
efforts
Low wages (even in comparison to
Romania) provide some temporary
window of opportunity to build a
transport sector that competes on
European Level
An efficient legal framework (compatible,
lightly regulating and facilitating trade)
can make Moldova a manufacturing
centre
WEAKNESSES
Poor condition of infrastructure assets
Absence of coordinated Transport and
Trade Strategy
Some monopolistic situations exist
Lack of information and data for decision
making
Incompatibility of some aspects of the legal
framework adds to unnecessary costs for
transport operators
Cost of financing of transport equipment
high: capital remains expensive and fleet
renewal does not take place fast enough
Development of rural areas remain low
resulting in low levels of infrastructure
provision
Unwieldy and sluggish export and customs
procedures hinder trade and exporting
companies and discourage transit traffic
THREATS
Shortage of external financial support leads
to insufficient finance available for needed
improvements
Failure to make sectoral reforms means that
there is no transparent basis for
investment
Migration within Moldova as well as abroad
results in significant changes to travel
patterns
The development of parallel infrastructure
leads to overcapacity and as a result
excessive costs
14

November 2012
DEFINITION OF THE PROBLEM ADDRESSED BY THIS STRATEGY
Moldova scores badly in many comparative surveys in relation to the quality of its infrastructure
and logistics performance. This, among other factors, has a dampening effect on Foreign Direct
Investment into the country, which in turn is the cause of underemployment and low wages. This
lost productivity results in low levels of GDP per capita and depressed tax income of the
Government, limiting the potential to invest in construction, upgrade and maintenance of
infrastructure, in particular transport infrastructure.
The main reasons for the challenges Moldova faces in the transport sector stem from a number
of key issues in the transport sector:
An incomplete transformation of the structure of the transport sector in Moldova, from a

State planned economy (command economy) to a market driven transportation demand
economy;
Decline of the industries that would be most likely to make use of rail transport;
Infrastructure legacy resulted in partially redundant and parallel transport corridors There
is currently an over provision of transport infrastructure in Moldova relative to the size and
population of the country;
Political Instability and unresolved Transnistria conflict;
A lack of funding for almost 20 years in the areas of maintenance, operations and
rehabilitation of the existing infrastructure led to degradation of infrastructure condition;
Available funds to rehabilitate infrastructure are limited given the current status of the
economy and the prioritization of the available funds amongst the competing sector needs;
Many of the existing procedures, laws and regulations are bureaucratic, monopolistic and
at times serving self-interests, leading to enrichment and corruption, and are a hindrance
to the development of a market economy;
Migration patterns, particularly the established pattern of significant net out- migration
from Moldova. For example, the many Moldovans working and living abroad do have a
high impact on the aviation sector.
The problems Moldova is facing are not unique for the country or have to be insurmountable
obstacles. The sub-sectors studies have provided a wealth of information on the problems to be
solved through this Strategy. The problems to be addressed by this Strategy and the related
action plans are summarised below on a sector-by-sector basis linking service delivery and
infrastructure together.
Roads and Road Transport Services
Most roads in Moldova are of poor quality in terms of design as well as their current state of
maintenance. The combination of both, as well as other factors, results in dangerous traffic
situations and subsequently in a high number of casualties in road traffic every year.
Furthermore, the poor state of roads as reflected in the Roughness Index leads to increased
vehicle cost and lower speeds, again increasing the costs of road transport for society.
Though Moldovan roads are still rated among the worst in Europe, the recent availability of
funding for reconstruction and maintenance is starting to make a difference. The ongoing road
rehabilitation program shows tangible results in improving road condition as well as maintenance
and operation. These efforts will need to be continued for many years in order to bring the roads
into a condition similar to the regional average.
15

November 2012
Given the length of Moldovas road network and its current condition, the task is challenging,
especially given the current depressed state of economic development and the low population
density.
In addition to rehabilitating and maintaining the roads, there are some missing links in the
network that cause traffic to be slower than necessary. For example, the absence of a complete
ring-road around Chisinau forces some long distance traffic into the city.
Road transport services in Moldova mostly consist of private vehicles and public passenger
transport, much of which is also privately owned. All vehicle operators suffer from higher than
necessary operating cost due to the poor state of the roads. The professional goods transport
sector suffers from an unwieldy and unhelpful legal framework due to the failure of the
Government to implement its international commitments in a timely manner. When implemented,
this is often done half-heartedly or not enforced sufficiently. This creates an environment where
those who do not observe the law gain an unfair competitive advantage by avoiding the costs of
observing regulations.
Furthermore, the absence and lack of enforcement both of compatible EU harmonised legislation
and domestic legal acts related to private sector contract law causes problems. For example,
customers who have cargo damaged in transit have nowhere to turn to as contract conditions
and liability is, in many cases, not backed up by insurance.
Rail Sector
The railway network in Moldova has suffered from years of under-funding of maintenance and
repair and the bad condition of much of the network is an obstacle to making the Moldovan
railway competitive.
Notwithstanding the above, the main issue in the rail sector is that a sector reform and the
rationalisation of services are long overdue. Unfortunately, little progress has been made in the
past decade. The current railway reform plan is unambitious and will not allow for fast
improvement. To accelerate the reform, the following problems need to be addressed:
The Railway is financially unsustainable and depends on a non-transparent system of

subsidies and cross subsidies for its survival;
Staff productivity is among the lowest of regional railway companies, indicating the need
for drastic restructuring;
Service delivery by the railroad is at times unreliable and often the railway has no wagons
available for potential customers. Intermediate private freight forwarding companies,
however, appear to make CFMs wagons available at the same time at an increased
freight rate, which indicates questionable practices and potential corruption issues;
Due to its high rates and often low service quality, CFM is persistently losing market
share in freight transport;
The network is underused and some rail sections are neither viable in freight or
passenger transport, creating important operating losses;
CFMs rolling stock is out-dated and in poor condition.
Real political will is needed to implement the urgent reforms that are aimed at revitalising the
railway. This high level political support is especially important due to the fact that any
restructuring will inevitably result in substantial reductions in staff numbers of CFM.
16

November 2012
Aviation Infrastructure and Services
Flights in and out of Moldova are expensive and choice is limited due to a lack of competition. Air
Moldova, the state owned designated carrier is in a precarious financial situation and has large
debt to other state owned companies such as Chisinau Airport. The company lacks the
economies of scale of some of its regional peers, reflected in its cost base. Furthermore, Air
Moldova is unable to provide cost effective travel through connecting airports, thus its passenger
market is largely limited to travellers originating in Moldova and in the countries of destination.
Market Liberalisation is around the corner through the ratification of the ECAA. Most likely this
will result in increased competition with downward pressure on ticket prices. On the other hand,
operating cost, such as for fuel, will remain the same or might even increase. Under such a
scenario, the long term survival of Air Moldova as an independent airline is far from assured and
only a privatisation and/or sale to a larger aviation group can create a business model that is
sustainable.
Currently, the airport operation is a tangle of different ownerships and control, which is not helpful
in creating the efficiencies that are needed in the modern aviation market. The current ownership
structure and management of activities through state-owned enterprises is not efficient. The
current set-up serves more as a tool to protect the state owned companies involved in the
aviation sector rather than providing competitive services to the travelling public. Though this
makes sense from the short term perspective of those directly benefiting from the status quo, it is
a hindrance for further development in the aviation sector and the wider economy. Airport
handling and catering services are in theory open to competition, in practice this has not
occurred. To ensure higher efficiency, the ground handling market needs to be opened up to
competition by privatising the current operators.
The airport terminal will shortly reach its capacity limit and will require substantial investment to
be carried out to accommodate future demand. This investment, for which the airport does not
have the funds readily available, could be carried out by the private sector after restructuring and
award of a concession contract. On the regulatory side, the situation is reasonably good in the
sense that currently there are no major problems. However, Moldova has committed itself to the
ECAA, which implies the adoption and maintenance of a large body of legislation in aviation.
Ports and Maritime Shipping
The maritime/ sector has a very limited practical impact on the domestic transport and logistics
market. Due to the alternatives available to shippers and forwarders the prices and services
available are comparative to those in other nearby markets. Improved rail access to the Port of
Giuriulesti has been identified as one of the main priorities for the port operators, though as
earlier discussed, this will only be beneficial if there is improvement in the rail sector service
delivery as well.
The Moldovan registered merchant fleet remains an embarrassment for the reputation of the
country, as it is blacklisted (by the The Paris Memorandum of Understanding on Port State
Control) due to its poor technical condition, which points at a failure of the Government to enact
and enforce its obligations as a flag state under the IMO conventions to which it is a party.
Though there are some legal acts that may assist the implementation, most issues are caused
by failure to implement and enforce exisiting laws and regulations. A full scale in depth review of
working pracitice is required.
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November 2012
Fluvial Shipping
There are currently no inland waterway services in Moldova, However, the Government has
prepared a draft Law regarding Inland Naval Transport which was sent to the Parliament of
Moldova for a second reading in October 2012. However, fluvial in-land transport on Prut and
Nistru rivers will need further investigation based on expected demand levels. Currently an overcapacity on the existing parallel transport corridors exists, and adding an additional corridor will
result in further straining limited available resources.
Trade Facilitation
Reform in customs, border-crossing processes and beyond-the-border facilitation has been slow
and inconsistent to date, resulting in an unpredictable environment for import and export
companies. This unpredictability is one, though not the only, factor in the poor export
performance of Moldova. Moldovan importers and exporters must collect a large number of
documents for their respective customs clearance procedures. To do so, they must travel to
Chisinau and visit several offices to obtain approvals on documents that, once completed, enable
the customs operation to take place.
In the absence of alternative sources of funds, a high dependence on duties and indirect taxes
such as VAT and duties on imports has reinforced the need for Customs to carry out many
controls on import and export processes to protect the revenue base. As a result, logistics
processes in Moldova are relatively expensive and unpredictable. This is caused by a
combination of suboptimal processes at Inland Customs Depots, duplication of Controls at
BCPs, poor access to BCPs for Heavy Goods Vehicles as well as onerous documentation
requirements for import and export operations. Furthermore, poor transport infrastructure has
some effect on the efficiency of operations, further increasing costs that erode the competitive
advantages that Moldova has.
There is a lack of critical mass especially in the agricultural export sector, resulting in an absence
of professional logistics processes such as storage, sorting and packaging. Furthermore, as a
result of the small scale of the operators, they are not able to provide the market with quantities
of produce in the consistent quality required by major buyers. This, however reflects problems in
wider economic governance that cannot be addressed by this Strategy but should be given
attention by policy makers at the highest level.
The Legal Framework
The review of the legal framework has revealed that, despite Moldovas commitment under the
Partnership and Cooperation Agreement (PCA) of over 15 years to bring its legislation more in
line with the EU acquis, very little actual reform has happened. The entire legal framework needs
complete overhaul to bring it in line with the rest of Europe and create a level playing field. The
need for this is for example reflected by the fact that, despite the lower wages in comparison with
Romania, Moldovan transport companies report a similar cost base as companies in Romania.
The legal reform and its accompanying institutional restructuring are integral to any attempt to
make the Transport and Logistics sector more competitive and supportive to the economy. This
however should be done with the aim to create competitiveness rather than because it has to be
done under some agreement. The list of acts to be adopted for all sectors can be found in the
legal reform appendix to this document.
18

November 2012
Conclusion
The transport and logistics sector is still, after numerous earlier attempts to reform, hampered by
monopolistic set ups, not clearly defined roles and responsibilities of governmental bodies, semigovernmental enterprises and private operators, which at times do not serve the travelling public
and the transport of goods but rather serves the self-interest of a few. As stated in the latest
edition of the Global Competitiveness Index report, the three most problematic factors for doing
business in Moldova are: 1. Corruption, 2. Policy instability, and 3. Inefficient government
bureaucracy.
Strong political will is needed to address the stated points to also allow the transport sector to
flourish in a transparent, fair, market-oriented economy.
19

November 2012
GENERAL POLICY OBJECTIVE OF THE STRATEGY
The overall objective to be achieved through the implementation of the Strategy is an efficient
transport and logistics system that supports citizens needs for mobility and which facilitates trade
in domestic and international markets, with a strong view of the role Moldova can play as a link
between EU and CIS countries.
SPECIFIC OBJECTIVE (PURPOSE) OF THE STRATEGY

The purpose of this Strategy is to:
Guide the Governments actions towards the creation of an adequate legal, institutional
and physical environment for the transport and logistics sector of the country to facilitate
sustainable economic development in the Republic of Moldova;
Provide an enabling framework for each of the modes of transport to jointly contribute to
the economic development of Moldova with specific focus on the development of external
trade;
Provide a framework for transparent resource allocation decisions in relation to
infrastructure investment and expenditures, and to establish a basis for agreements with
Moldovas external partners such as IFIs and the donor community;
Guide the process of EU integration and the implementation of international commitments
in the transport sector as well as in relation to Border Crossing Facilitation.
ASSUMPTIONS UNDERLYING THE STRATEGY

Based on the assessments carried out during the preparation of the Transport and Logistics
Strategy (which are presented in separate reports) a number of assumptions have been made to
frame the strategic choices made:
The centre of economic gravity as well as population development in Moldova will be on

the axis Chisinau Balti, the Central Development Corridor;
The population size stabilises, but no significant increase can be expected on the basis of
current information;
Raising incomes will result in an increase in both car ownership and car use;
The trend in change of modal split between road, rail and aviation is expected to remain
the same for the duration of the Strategy;
The share of agriculture and employment in the economy will continue to be significant,
but a gradual industrialisation may take place along the development corridor, mainly
based on manufacturing for assembly elsewhere;
Experience from elsewhere has shown that Moldova cannot continue to rely on
remittances from Moldovan expatriates to tackle poverty and
finance domestic
consumption;
The services sector will gradually gain importance as an economic factor;
There will be a gradual shift of economic focus away from the CIS towards the EU
market, resulting from the signature and subsequent ratification of the EU Association
Agreement and the conclusion of a Deep and Comprehensive Free Trade Agreement
with the EU;
Visa free travel will result in increased passenger travel to and from the EU, though also
Moldovans living abroad and visiting home will be a substantial factor in future passenger
20

November 2012
travel, especially after the cost of air travel is reduced;

There will always be an insufficient amount of funds available for construction and
maintenance of the infrastructure network, and prioritisation is required to make the best
use of available funds;
Multi-modal transport (especially road/rail), which has gained substantial market share in
the EU, will at some point in time also make its inroads in Moldova;
EU Integration will remain a top priority for Moldova.
PRINCIPLES UNDERLYING THE STRATEGY

There are, apart from the above assumptions, also a number of principles that have been applied
when preparing the Transport and Logistics Strategy:
The transport system, in its entirety, should benefit all segments of society, independent
of the transport mode;
Legal, Institutional and Regulatory reform shall precede capital expenditure to ensure that
investments are sustainable and achieve their envisaged return for society;
The population of Moldova has a right to expect the provision of adequate infrastructure,
regardless of their location in the country;
Maintenance of existing infrastructure has priority over new infrastructure investments;
Wherever possible, long-distance travel shall be routed to avoid build up areas;
Transport safety, across all modes shall be improved so as to meet at least the level of
the EU NMS3 by 2022 and EU 27 by 2032;
There shall be a balance between environmental protection and economic development.
Though important, protection of the environment shall not impede economic
development;
Infrastructure projects shall be subject to environmental legislation in force;
Land use and use of infrastructure are interlinked and it shall be ensured that current and
future legislation limiting land use in the vicinity of infrastructure is adhered to4;
Each transport mode shall pay its fair share of the costs incurred in development and
operation;
Where costs cannot, or cannot easily be recovered from users, investment decisions
should consider the cost for society of infrastructure over the entire lifecycle of the asset
(construction, operating and maintenance cost);
It is of strategic importance for Moldova to maintain direct access to international waters,
by developing Giurgiulesti port and ensuring its connection to the central development
corridor5;
The Moldovan transport network shall be connected to international transport corridors so
as to facilitate cross border trade;
The Government shall concentrate on its role as a facilitator for the private sector by
providing an adequate legal and institutional framework, carrying out its regulatory tasks,
ensuring enforcement of the law;
Regulatory bodies shall be funded by the state to ensure that enforcement is not
hampered by potential financial interest.
New Member states (of the EU).

This for example relates to the land use and access restriction that apply to different classes of roads. These are currently in place
but are not enforced. This creates unsafe situations and undermines the concept of road classifications. Another example is the need
to restrict construction in the vicinity of airports to avoid excessive cost of meeting the EU noise directives related to airports.
Unrestricted construction now may limit airport development in the future, forcing large investments to mitigate the nuisance.
5
The Central Development Corridor is defined as the region between Chisinau and Balti including a small circle around Chisinau.
4
21

November 2012
CONSTRAINTS AFFECTING THE STRATEGIC OUTLOOK
The unresolved issue related to Transnistria limits the policy options in Road, Rail and
Inland Waterway development;
The infrastructure legacy of the Soviet Union causes some parts of transport
infrastructure to be in locations and of a size that does not necessarily support current
development.
OUTLINE STRATEGY
More specifically, to achieve the overall objectives of this Strategy the following sector objectives
are to be achieved through the implementation of the identified actions. Actions are divided into
soft and hard measures.
Soft measures consist of the adoption of legislation, its enforcement and compliance by users
and the development of institutions for facilitation and enforcement. It also includes limited
investments in physical assets needed for these institutions to carry out their work. These
measures do not necessarily limit themselves to specific transport and logistics related
institutions or to the government sector only, but also assume a role for the private sector in its
own development and efforts to improve the general business climate in Moldova.
Hard measures relate to investment in hard infrastructure, such as roads, bridges, railway track
and others such as airport and port infrastructure to the extent that it does not directly compete
against the private sector.
22

November 2012
ROAD SECTOR
Objectives (Goal) to be achieved
Minimize the total Road Transport Costs to society in a sustainable manner;

Ensure that all the roads (1,198 km) in the Core National Road Network6 are rehabilitated and in maintainable condition by the year 2018;
o Next to Core Network roads7 (776 km) by 2022;
o remaining national and local roads (7,348 km) in year 2032;
Provide year around access on local / rural roads to these national road system from all localities in the country;8
Reduce the number of road accident fatalities by 50% by 20209.
Indicators of achievement
Global Competitiveness Index Indicator 2.02 (Roads) on a par with EU 27 average10 by 2022;
Rehabilitate approximately 200 km of national roads per year to complete rehabilitation of Core and next to core network by 2022;
Attract 120 million EUR per year (up to 2021) of external funding for road rehabilitation11;
Reduce average vehicle operating cost from current 0.18 EUR/km to 0.17 EUR/km for cars; 0.8 EUR/km to 0.7 EUR/km for trucks;
100% of the core road network is classified as in Good or Fair condition by 2018;
100% of the next to core network roads is classified as Good or Fair by 2022;
Increase the quality of the national road network (3,335 km) to 35% good, 35% fair, and 30% poor to bad by 2018;
Increase the quality of the national road network (3,335 km) to 45% good, 45% fair, and 10% poor to bad by 2022;
Rehabilitate the remainder of the network by 2032.
The major road corridors of Moldova as revealed by the traffic modelling of the national road network carried out for the current TLS study. For further details refer to TLS Report A1 - Road Sector.
A secondary priority set of roads for rehabilitation and maintenance following the Core Road Network. For further details refer to TLS Report A1 - Road Sector.
8
The need to provide year around access is based on the principle that there is a right for adequate access to infrastructure. This, however does not mean that the entire rural road network should
paved, but for example a well maintained gravel road may provide in some conditions a better year around access than a potholed asphalt road.
9
Source: Moldova 2020.
10
Current Score: 142 out of 142. EU 27 Average for 2011 is 52.
11
MoTRI Financial Forecasts 2012-2021.
7
23

November 2012
Actions to be implemented
Provide a legal and institutional framework that meets the needs of Moldovas road transport sector
- Implement and enforce Moldovas existing commitments under international conventions and agreements of which it is party;
- Transpose and Implement EU Legal Acts as identified in Appendix I (Legal Action Plan) and the Association Agreement, including the
development of appropriate institutions.
Reduce the number of road fatalities
- Implement the actions of the road safety strategy and action plan as well as actions identified in the road sectors action plan
identified in the Appendix I to this document;
Improve infrastructure through maintenance and investments
- Ensure well-funded and effective road maintenance based on performance targets;
- Adhere to the implementation of the Government Action Plan for Road Sector Reform;
- Upgrade infrastructure identified as identified in the Action plan below.
Road Sector Action Plan

Objective:
Minimize the total road transport costs to society in a sustainable manner
Action
Key Issue addressed by

action
Desired outcomes
Milestones and Indicators
Needs / actions
Time Frame for

Implementation
Overarching objective
Road transport costs are

high and journey speeds
are low within Moldova.
Reduced transport costs and

journey times within Moldova
and to/from its neighbours
and trade partners.
Global Competitive Index

Indicator 2.02 (Roads) at par with
EU 27 average by 2022.
See below
2022
1.1 a
Rehabilitation and
proper maintenance of
all major roads in the
Core Road Network of
Moldova
(See Figure 2.34)
78% of the Core Road

Network is in bad or poor
condition and is
deteriorating due to
insufficient funding for
maintenance.
Weak links in the Core Road

Network eliminated.
1,198 km of Core Road Network

classified as in good to fair
condition r(IRI 2-4).
Identify and implement road

rehabilitation projects for the Core
Road Network
2018
Implement appropriate maintenance

regime for the Core Road Network.
2018
Road user costs significantly

reduced to competitive levels. 1,198 km of Core Road Network
under proper maintenance by
2018.
24

November 2012
Action

action
65% of road freight and
85% of road passenger
trips are carried on the
Core Road Network.
Desired outcomes
Prioritized allocation of
available resources to most
beneficial road projects.
Funding and rehabilitation
works concentrated on Core
Road Network.
Time Frame for

Implementation
Needs / actions
Average travel speed increased

and travel times reduced on Core
Road Network. Increased
average travel speed by 20 km/h
to reach 70 km/h on Core
Network.
Assure further support from IFIs of

120 million EUR annually
or
Increase funding level of MD
Government Road Fund by 29% for
maintenance activities and 130% for
rehabilitation activities.
2018
Reduction in average vehicle

operating costs (VOC) on Core
Road Network:
- from current 0.18 EUR/km for
cars and 0.8 EUR/km for trucks
- to 0.17 EUR/km for cars and 0.7
EUR/km for trucks (economic
costs).
1.1b
Rehabilitation and
all roads in the Next to
Core Road Network of
Moldova
(See Figure 3.6)
72% of the Next to Core

Road Network is in bad or
poor condition and is
deteriorating due to
insufficient funding for
maintenance.
Elimination of weak links in

the Next to Core Road
Network.
776 km of Next to Core Road

Network classified as in good
condition (IRI 2-4).

rehabilitation projects for the Next to
Core Road Network.
2022
Road user costs significantly

reduced to levels comparable
with those in EU27.
776 km of Next to Core Road

Network under proper
maintenance by 2022.
Implement appropriate maintenance

regime for the Next to Core Road
Network.
2022

and travel times reduced on Next
to Core Road Network. Increased
to reach 70 km/h on Next to Core
Network.
operating costs (VOC) on Next to
Core Road Network:
25

November 2012
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation

costs).
1.2 Rehabilitation and
the remainder of main
road network in Moldova
Funding for road

rehabilitation and
maintenance of the
remainder of the main
road network is limited.
Elimination of remaining
weak links in the main road
network.
7,348 km of remaining main road

network classified as in good
condition (IRI 2-4).
Road user costs reduced to

competitive levels.
7,348 km of remaining main road

network under proper
maintenance by 2013.
Prioritization of allocation of
available resources and
selection of most beneficial
road projects.

and travel times reduced on total
main road network. Increased
to reach 70 km/h.

rehabilitation projects for the
remainder of the main road network.
2022-2032
Implement maintenance regime for

the remainder of the main road
network which protects the gains
achieved by rehabilitation.
2013
Implement a needs based resource

allocation system based on Road
Management System.
2014

operating costs (VOC) on total
main road network:
costs).
1.3 Continue
implementation of Action
Plan for Road Sector
Reform
Road sector management

capacity has significantly
improved, however further
capacity development is
needed.
Improved road sector

performance.
Transparent and accountable
expenditure of funds.
Implementation and monitoring of

Action Plan for Road Sector
Reform.
Reorganization by fusion of the road

maintenance joint stock companies
and state enterprises completed by
end 2012.
2012
Adjustment of the legal and

regulatory framework and technical
standards to the requirements of the
new maintenance system by 2015
2012-14
Implementation of the modern

technologies for road maintenance
and acquisition of necessary
2012-16
26

November 2012
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
equipment.
Implementation of the new road
maintenance contracts adjusted to
best international practice by
2017.
2013-17
Tendering the road routine

maintenance works by 2017
2013-17
Gradual implementation of the road 2012-16

and bridge management system and
computerized accounting of the
maintenance works, supported by:
Functional Classification system
Resource allocation procedure
Updated design and
maintenance manual
Geographic information system
installed to administer roads, and
associated condition data;
Established traffic and condition
surveys carried out
Capacity and managerial building of 2012-16
the personnel involved in road
maintenance. Development and
implementation of a sustainable
training programme for management
and technical personnel.
Reform of Road
Maintenace funding has
been key condition for
external financing for road
Closing of funding gap

between agreed amount and
actual allocation.
Reach the agreed upon level of

fuel excise tax allocation of about
4,150 MDL per ton of gasoline
and 3,470 MDL per ton of diesel
Increase excise tax as per LTIS

agreement.
2013
27

November 2012
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
projects. Funding levels

as agrred have not been
reached. A funding gab
between agrred amount
and projected amount of
12.5% in 2013 and
14.9% in 2014 exists.
1.4 Provide year round
access to the National
Highway System from all
localities in the country
Majority of local road

network is in poor
condition. Rural population
has at times no reliable
access to main road
network.
Improved local road

infrastructure throughout the
country.
60% of the Moldovan road

network (magistral, republican
and local roads) by length in
maintainable fair condition or
Improved farm to market road better (IRI 2-6) by 2022.
access to support local
economic development.
100% of the Moldovan road
Access from rural areas to
network in maintainable fair
to markets and to social
Improved road access from
condition or better (IRI 2-6) by
and administrative
rural areas to social and
2032.
services is limited and
administrative services.
often uncertain due to
weather events.
Identify roads to be transferred to

local jurisdictions.
Ensure resource allocation to local
governments for local road
maintenance and rehabilitation.
Provide for capacity transfer to local
governments for planning,
programming and executing road
maintenance and rehabilitation
works.
Develop new maintenance and
design manual for local roads.
Incorporate best practice approach
in cost effective local road
rehabilitation.
1.5 Reduce number of

fatalities by 50% by 2020
Approximately 500 people, Reduction of road fatalities by

of whom almost 10% are
50% and total road accidents
children, lose their lives on by 50%.
the roads of Moldova each
year, and as many as
3,000 are injured.
Vehicle ownership is still
low and is likely to
2022 / 2032
2014
2014
2015
2015
Number of fatalities in 2020 less

than 250.
Implement National Road Safety

Strategy.
2020
Number of road injury accidents

in 2020 less than 1,400.
Incorporate road safety

improvements into road design.
2013
Accidents per 10m vehicle kms

less than 6 in 2020.
Incorporate road safety

improvements into maintenance
activities.
2013
28

November 2012
Action

action
Desired outcomes
increase. As it does so,

there is a danger that the
number of accidents will
increase also.
1.6 Provide legal and
institutional framework
for the planning,
operation and
maintenance of the road
network
Legal constraints
Legal outcome:
Legal.
Institutional constraints
Institutional outcome:
Institutional.
Planning constraints: lack

of transparent
methodology for
identification and
prioritization of road
infrastructure projects.
Planning outcome: a
Establishment of statistics and
transparent methodology for
planning unit.
identification and prioritisation
of road infrastructure projects. Establishment of a national traffic
model.
Establishment of an annually
updated project pipeline.
Needs / actions
Time Frame for

Implementation
Implement road safety campaigns,

driver education programmes and
enforcement programmes.
2013
Implement and enforce Moldovas

existing commitments under
international conventions
2013
Transpose and implement EU legal

Acts as identified in Appendix I and
the Association Agreement.
Establish and maintain database of
traffic and transport statistics.
Publication of Statistical Yearbooks
and online statistics.
Provision of statistics to EU / global
institutions.
Establish and maintain national
traffic model.
1.7 Integrate the

Moldovan road network
with the European
network
The Moldovan road

network is not currently
planned in coordination
with the European
network. This leads to
inconsistent standards
and discontinuities across
borders.
Established international
transport corridors in
accordance with the EU
guidelines for developing the
Trans-European transport
network.
Integration of the Moldovan
transport network into the
common European network.
Conclusion of the agreement on

the continuation of the TransEuropean transport network into
Moldova.
Implement the concept on the

creation and development of the
national network of international
transport corridors.
Prioritize upcoming road projects by
their suitability for international
integration
2013
2013
Corridor IX
Corridor VII
29

November 2012
Map: Core and Next to Core Road Network
30

November 2012
RAIL SECTOR
Providing quality services for rail passenger transportation at an acceptable cost to society and to support national and international
trade operations over medium and long distance.12
Global Competitiveness Index indicator 2.03 (Rail) on a par with EU 27 average by 203213 ;
The first railway package is transposed and implemented by 2014;
The second railway package is transposed and implemented by 2016;
The third railway package is transposed and fully implemented by 2017;
Both Freight and Passenger trains achieve a minimum speed of 60 km/h on the backbone railway14 lines by 2020 (lines to be defined).
Provide a legal and institutional framework that meets the needs of Moldovas rail transport sector
- Restructure the railway before any capital expenditure takes place;
- Implement and enforce Moldovas existing commitments under relevant international conventions and agreements of which it is party;
- Transpose and Implement EU Legal Acts as identified in Appendix I (Legal Action Plan) and the Association Agreement;
- Implement the three EU railway reform packages (restructuring and recapitalisation, freight traffic liberalisation, passenger traffic
liberalisation) as well as future emerging acts.
Improve infrastructure and rolling stock
- Upgrade infrastructure identified in the rail sector;
- Implement the action plan on the upgrade of rolling stock in accordance with the rail action plan below.
12
Source: Land Transport Strategy

14
Suggestion to define the backbone railway network as follows: A single rail corridor that connects the central economic development zone to the strategically important port infrastructure without
transiting a third country and provides access to the TEN-T network.
13
31

November 2012
Rail Sector Action Plan
Objective:
Providing quality services for rail passenger transportation at a for society acceptable cost and to support national
and international trade operations on medium and long distance
Soft Measures and Accompanying Equipment investment supporting services development
Action
Implement the first
EU railway package
(restructuring,
recapitalization, and
rationalization,
liberalization of
international freight)

action
The first railway package
contains actions such as
establishing the independence
of management of the railway
companies, a separation of
accounts of infrastructure and
transport operations, debt
restructuring and the related
rationalisation of the operations
as well as provisions for
liberalisation of international
freight operations.
Desired outcomes
The railway will have made its

first step on the way to become
a sustainable, commercially
operated company.
Railway incorporated.
Cross subsidising of passenger

traffic and freight operations
ceased.
Stations and lossmaking lines

closed.
Transparent financial structure

and cost of provision of
services clear to policy makers,
Competitive freight and
international passenger
services.
Transparent local passenger
services.
Operational units financially

separated and sustainable.
Needs / actions
Incorporation of the railway
company.
Time Frame for

Implementation
2013
Separation of infrastructure
and operations, spinning off
non core assets.
Rationalisation of the network,

Legislation prepared and adopted by closing unprofitable lines and
Parliament, secondary legislation in stations unless mandatory
place.
under public service contracts.
Regulatory framework in place for
access to the railway sector for
private business.
Restructuring of debt and

recapitalisation.
Introducing legislation
developing the enabling
framework for restructuring
and for a staged liberalisation
of services (See Legal Action
Plan for details).
Introduce legislation for public
service obligations for
passenger transport and sign
PSO agreements between
Government and CFM.
32

November 2012
Implement the
Second Railway
Package (further
liberalization, railway
safety and
harmonization of
technical standards)
The second railway package

opens up the national freight
market to competition, sets the
requirements for a regulatory
structure and contains rules on
safety and technical standards.
Competitive market in domestic

freight.
Compatible safety standards.
The harmonisation of safety

standards is particularly
important in the case Moldova
would decide to construct 1,435
mm railway connecting directly
to Romania.
Implement the third
railway package to
the extent possible
Adopt other legal acts

to support the
development of the
railway sector
Legislation prepared and adopted by Establish rail safety authority

2015
Parliament, secondary legislation in and accident and incident
place.
investigation body (this can be
transport safety and accident
Proper Regulatory bodies
investigation board covering all
established, funded and operating.
modes).
Accident and safety body
established, funded and operating
Establish independent railway

regulator.
Prepare and adopt legislation
as required.
The third railway package deals

with further liberalization of the
market such as cabotage and
international passenger
transport.
Competition on the international Legislation in place.

passenger market.
There is an extensive body of

railway legislation other than
the packages that needs
approximation.
A legislative framework that is

compatible with the EU and
supports the further
development of the railway
market.
Prepare, adopt and implement

required legislation on time.
2017
Prepare, adopt and implement

required legislation on time.
Continuous
starting 2012
Possibility of further competition

on the domestic market through
cabotage.
Legislation in place as identified in
the legal action plan.
Infrastructure and equipment investments

Action
Purchase of 8 two
wagon rail busses for
passenger transport
Giurgiulesti Port
Access to/from

action
These trains will replace 16
existing rail carriages that
have exceeded their useful life
already.
To compete better with

Romanian ports, the Port of
Desired outcomes
Lower energy costs, and

higher speed, improving the
cost effectiveness of the
railway operations.
Economic Assessment of future

viability of train routes.
Improved port access by Rail.
Railway line constructed and

commissioned, meeting EU
Purchase and commission of trains.
Needs / actions
Assess viability of the action
by assessing economics of
current traffic levels and
possible future level with
improved other modes.
Purchase new trains if
viability proven.
Railway access from
Romania
Time Frame for

Implementation
After
implementation of
the first railway
package.
2013
33

November 2012
Action
Romania
Giurgiulesti Port
Access to/from
Moldova
Railway line
rehabilitation
Ungheni
Transshipment
terminal

action
Giurgiulesti needs access to
the Romanian railway network
over the existing bridge.
Furthermore, this will provide
the potential of a
transshipment terminal at the
Port.
There are two railway lines to
Giurgiulesti port from the
north. Only one is wholly on
the territory of Moldova. The
railway via Cahul was
constructed but never
completed properly and is now
out of service.
The main tracks of the
Moldovan railways for many
years had been underfinanced
that is objectively leading to
the lower speeds and lower
transport safety and will
unavoidably need urgent
budget investments in the
future.
This terminal will provide the

service of transferring cargo or
containers from 1,435 mm to
the 1,520 mm railway network.
Desired outcomes
Needs / actions
Time Frame for

Implementation
standards.
Improved port access by rail.
Railway line completed and

commissioned up to the legal
required standard with a minimum
average operating speed of 60
km/h.
Completion of railway access

from Cahul or alternatively
building the bypasses on the
Eastern line.
After
implementation of
first railway
package.
Higher operating speeds

increase line capacity and
competitiveness against other
modes.
Freight train speed can reach 70

km/hour.
Chisinau Bender railway.
After
implementation
railway package.
Increases opportunities for

transit traffic and intermodal
traffic with EU.
Chisinau Ungheni railway.

Passenger train speed can reach
100 km/h.
Feasibility study completed,.

Construction of terminal.
Within the project the

rehabilitation works should
be undertaken including the
disassembling the existing
tracks, re-ballasting, putting
the new sleepers and rails,
track trimming, other works if
necessary.
The project principally should
include the site planning and
equipment with 1,520
1,435 parallel tracks and the
gantry crane to transship the
intermodal units between the
parallel trains (at the first
Feasibility
depends on
possible future
1,435 mm railway
development.
34

November 2012
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
stage the reach stacker is

the possible option).
The site can also include the
yard for intermodal units
temporary storage.
Rail Access to the

(Muliti-Modal)
Logistics Center
Chisinau
If a private investor decides to

construct and operate a multimodal terminal in the Chisinau
region, the railway must
construct terminal access.
Is necessary to develop the

multi-modal logistics centre
Feasibility study completed and

positive
Agreement with terminal operator
reached on future operation and
prices
If the local traffic will grow

the site can be also
equipped with the facilities
for stripping/stuffing and
trucks loading/unloading
Feasibility study,
Agreement with terminal
operator
Construction of access lines
Construction of access lines
Private Sector Investments

Action
Establishment of
National Wagon
company

action
Moldovan exporters cannot
obtain the necessary number
of the rolling stock to ship their
production, in particular, in
agriculture. At the same time,
the wagons of the CFM are
often used by foreign railways
under the conditions of the CIS
Common fleet agreement.
Desired outcomes
The project implementation will
help to:
- avoid the dependence on the
CIS rolling-stock common
fleet agreement that pays the
Moldovan freight cars sent
abroad to the disposal of the
foreign railways;
- supply the national shippers,
primarily agricultural

Company established and wagons
purchased.
Company operating.
Needs / actions
Establish Company under
Moldovan legislation.
Time Frame for

Implementation
Depends on the
speed of
liberalisation in
the market.
35

November 2012
Private Sector Investments
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
products exporters with

necessary capacities to export
their goods;
- attract private investments
and market management skills
into the railway industry
Multi-Modal Logistics
Center Chisinau
Moldova has no modern

logistic centers to prepare the
cargo and to supply some
value-added services besides
transportation itself.
It is an obvious decision to set
up the modern intermodal
logistic center nearby Chisinau
(LCC).
The centre can provide access

to market by providing
additional services such as
storage and packaging to
producers that are too small to
have their own facilities. This
especially is relevant for the
agro food sector
Feasibility study and market

surveillance completed.
Feasibility study and market

surveillance.
Construction and operation by the

private sector of the terminal.
Construction and operation

by the private sector of the
terminal.
Any time when a

private investor
can be found.
Note: There are additional proposals for the development of certain services, but in line with the view that the market must do its work, these are not
considered viable project or projects to financed by IFIs or donors but should only be developed in a liberalized market on the basis of commercial
considerations. When and if viable, IFIs may contribute to financing if required.
36

November 2012
AVIATION SECTOR
Objective (Goal) to be achieved
To develop the civil aviation sector according to the strategic interests of the national economy, strengthen competition and ensure a
non-discriminatory approach towards air operators15.
Indicator of achievement
Global Competitiveness Index indicator 2.04 (Air Transport Infrastructure) on a par with EU 27 average16;
Cost of air travel to and from Moldova is within a 10% range in comparison with Bucharest and Kiev airport to comparable destinations
by 2020.
Provide a legal and institutional framework that meets the needs of Moldovas air transport sector by implementing the actions
in the Appendix I (Legal Action Plan), inter-alia:
- Transpose and implement the legal acts identified in the ECAA agreement;
- Ensure continued compliance with ICAO regulations by regularly updating the various technical regulations and ensuring
compliance;
- Upgrade ATC infrastructure as required to follow technological progress;
- Increase independence of the CAA by strictly separating policy and legislative duties from the Ministry of Transport from the technical
and regulatory duties from the CAA;
- Privatise Air Moldova after restructuring and spinning off of non-core assets to the strategic or highest bidder;
- Privatise operation of Chisinau Airport under a Public Private Partnership (concession), ensure sufficient regulation by the
competition agency to avoid abuse of monopoly;
- Privatise Aeroport Handling and Aeroport Catering to the strategic or highest bidder;
- Carry out detailed actions as defined in action plan below.
15
Adapted from the Civil Aviation Strategy for Moldova (Government Decision No 987 from 30.08.2007 on approving the Civil aviation development strategy 2007-2012 (published in the Official
Gazette No 146-148/1030 from 14.09.2007).
16
37

November 2012
Aviation Sector Action Plan
Objective:
Creating of the competitive market environment in civil aviation sector to enhance safety and security in accordance with the international
standards. Ensuring a sustainable growth of air transportation, which contributes to social and economic development of Moldova.
Action

action
Liberalization of the
aviation market and
harmonization of the
regulatory framework
in civil aviation with
the EU regulation
(See also the Legal
action plan)
This action includes

development of regulatory
framework in civil aviation
compliant with the European
Common Aviation Area (ECAA)
agreement. To this target, the
norms and standards of the EU
have to be implemented.
Desired outcomes
Liberalization of the aviation
market in Moldova;
New market opportunities for
local carriers to reach EU
aviation market.

Implementation of the aviation
regulatory framework referred to in
the ECAA annex. Ratification of the
ECAA.
Needs / actions
Adoption of:
The legislation for the
liberalisation of the market
access, traffic rights and fares;
Time Frame for

Implementation
2013
The regulation on airport

ground handling and slot
allocation;
High-level European aviation

standards, which supports
improved aviation safety and
security.
The safety and security

regulations; in close
cooperation with EASA. among
others implementation of APIS;
The rules on competition and
state aid;
The rules of air traffic
management;
The environmental standards
and consumer rights in civil
aviation.
Organizational restructuring of
Restructuration of the
civil aviation is an important part
civil aviation sector
of harmonization of the
Moldovan civil aviation with the
Elimination of conflicts of
interest between CAA and
Ministry of Transport and Road
Infrastructure.
Increase independence of CAAs

decision making process.
Establishing of the effective
economic regulation system.
Establishment of CAA as an
independent body from the
Ministry of Transport and Road
Infrastructure.
After
harmonization of
the regulatory
framework
38

November 2012
Action

action
Desired outcomes
Needs / actions
EU standards.
2013
Prevention of monopolistic
It includes establishment of
activities and unfair competition
Civil Aviation Authority (CAA) as in aviation sector.
independent regulator and
implementation of its activities
in accordance with ICAO
standards. The restructuring
process also includes the
establishment of a predictable
and transparent regulatory
system.
Privatization in the
Moldovan civil
aviation sector
Privatization creates
opportunities for Moldovan
government to attract private
capital in the development of
the aviation sector and to
improve efficiency of the state
enterprises.
Time Frame for

Implementation
Development of tailored
economic regulation system to
prevent monopolistic prices
and ensure required standards
of performance and quality in
Chisinau Airport.
Attraction of private investment

in aviation sector.
Increase aviation passenger number Approving the privatization of:

and aircraft movements in Chisinau
Chisinau International
Airport.
Airport;
Increased efficiency of the state
Air Moldova;
owned enterprises.
Reduction of costs and increase
Aeroport Handling;
total revenue the Airport.
Aeroport Catering.
2013
Preparation of tender for:

Concession of Chisinau
International Airport;
Full privatization of Air
Moldova;
Full privatization of Aeroport
Handling;
Full privatization of Aeroport
Catering.
Promoting private investments
in Marculesti International
Airport, which will focused on
charter cargo flights, VIP
39

November 2012
Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
aviation, flight aviation school,

lflight trainings, aircraft
maintenance and military
aviation.
Infrastructure and equipment investments (to be carried out by the private sector upon award of concession for airport operations)
Action
Construction of low
cost terminal in
Chisinau Airport
Construction of new
air cargo terminal at
Chisinau Airport
Expansion of the
main passenger
terminal in Chisinau
Airport

action
Construction of the low cost
terminal is necessary to meet
requirements of the Low Cost
Airlines.
Construction of terminal aims
to attract Low Cost Carriers in
Chisinau Airport through
reducing terminal and handling
charges.
New air cargo terminal aims to
establish air cargo
infrastructure to the minimum
western standards and attract
international carriers.
Expansion of the passenger
terminal is essential to meet
the projected market demand
in Chisinau airport. Its also
important to strengthen
competitive position of
Chisinau International Airport.
Desired outcomes
Needs / actions
Increased competition
between the air carriers.
Reduction of the air ticket
prices.
Entrance of Low Cost Carrier(s) into

the Moldovan Market.
Reduction of the air ticket prices.
Construction of the new low

cost terminal east of the
existing passenger terminal.
Reduction of terminal
charges by less passenger
services and terminal
comfort.
Improved service level;
Increase of air cargo volume.
New air cargo services;

Increased air cargo volume.
Attraction of the new carriers.
Demolish existing air cargo

terminal and construction of
the new facility.
Increase of number of air

passengers;
Expansion of the existing passenger

terminal.
Improvement of level of
services;
Improvement of passenger services.
Development of the new

services.
Acquisition of private
investment in the expansion
of terminal trough the
concession of the Chisinau
Airport.
Time Frame for

Implementation
2013
2014
2015
Strengthening competitiveness
of the airport as a regional
aviation hub.
40

November 2012
MARITIME AND INLAND WATERWAY SECTOR
To provide otherwise landlocked Moldova with strategically important, cost effective access to Maritime and Inland shipping by
encouraging the development of efficient port logistics and hinterland connections as well as high quality privately owned merchant
shipping.
Global Competitiveness Index indicator 2.04 (Port Infrastructure) on a par with EU 27 average17;
By 2020, the technical standard of the Moldovan Maritime Merchant fleet in operation is of such level that Moldova is on the white-list of
the Paris MOU;
The legal and institutional framework ensures the implementation of Moldovas commitments under international conventions of which
Moldova is a party.
17
Provide a legal and institutional framework that meets the needs of Moldovas Inland Water transport and Maritime transport
sector
- Ensure the full implementation of IMO conventions of which Moldova is a party;
- Transpose and Implement Relevant EU Legal Acts, including the development of institutions as required by these acts as identified in
Appendix I (Legal Action Plan) to this document;
- Ensure separation of legislative, regulatory and commercial activities.
Infrastructure maintenance and investment
- Carry out the infrastructure investments as identified in the Maritime and Inland waterway sector action below.
41

November 2012
Maritime and Inland Waterway Action Plan
Objective:
To provide otherwise landlocked Moldova with strategically important, cost effective access to maritime and inland shipping by
encouraging the development of efficient port logistics and hinterland connections
as well as high quality privately owned merchant shipping.
Action
Implement the legal
reform action plan
(see also Appendix I)

action
Moldova has some problems
with the state of affairs in the
Maritime sector due to its failure
to implement and enforce the
existing commitments on under
various agreements.
Desired outcomes
Moldova is removed from the
Paris MOU blacklist.

Legal Acts adopted and
implemented.
Closer integration with EU and

fulfilment of the commitments
under the Association
Agreement.
Needs / actions
Ensure the full implementation
of IMO conventions of which
Moldova is a party.
Time Frame for

Implementation
To start
immediately.
Transpose and Implement

Relevant EU Legal Acts,
including the development of
institutions as required by
these acts.
Though these problems do not

directly affect the trade
performance, the continued
blacklisting of the Moldovan
merchant marine vessels under
the Paris MOU is not helpful in
enhancing the reputation of the
country.
Furthermore, the overlap of
regulatory activities with other,
more commercial acivities
raises concerns in relation to
conflict of interest that could
affect judgements.
Separate Legal,
Regulatory and
Commercial services
There is a conflict of interest

between the role of the
Giurgiulesti Harbour Master
Clear separation of duties.
Concession awarded to the highest

bidder.
Award Concession for

operation of Giurgiulesti
Passenger terminal to the
2013.
42

November 2012
(see also Appendix I)
as a regulator representing the

state and as operator of the
Passenger terminal. This
conflict of interest must be
solved for the market to
function normal.
highest bidder.

Action

action
Desired outcomes
Needs / actions
Time Frame for

Implementation
Maintain guarantied
minimum depth to
the port access
While dredging the berths is

the task for the port operator,
the Government is responsible
for maintaining fairway access
to the port at a guarantied
minimum depth.
Continued access to the port.
Regular fairway maintenance

provided and depth meets
standards set in nautical charts.
Dredge regularly the fairway

and ensure that beacons are
in the correct position.
Continuous.
Giurgiulesti Port
Access
To compete better with

Romanian ports, the Port of
Giurgiulesti needs access to
the Romanian railway network
over the existing bridge.
Improved port access by Rail

(See also the railway action
plan).
Railway line constructed and

commissioned, meeting EU
standards.
Railway access from

Romania (standard gauge).
2013.
Giurgiulesti Port
Access
There are two railway lines to

Giuriulsti port from the north.
Only one is wholly on the
territory of Moldova. The
railway via Cahul was
constructed but never
completed properly and is now
out of service.
Improved port access by Rail

from the Moldovan Hinterland.
(See also the railway action
plan).
Railway line completed and

commissioned up to the legal
required standard with a minimum
average operating speed of 60
km/h.
Completion of railway access

from Cahul.
After
implementation of
first railway
package.
Reactivation of inland
waterway transport
on the Prut and
Dniestr river
There is a believe among

proponents of the reactivation
that there is a need for an
additional transport corridor. In
practice, it has not been
possible to make a case for
The study will establish the

cost and benefits to society of
inland shipping on the Prut
and Dniestr river based on
current and future modal split
and origin destination of bulk
Feasibility study completed.
Carry out Comprehensive

socio economic feasibility
study on the viability of
restart of inland shipping in
Moldova on both rivers. This
comprises of considering
When capacity
utilisation on
existing corridors
reaches 50%.
43

November 2012
Action

action
cost effective (for society)
investment in inland waterway.
A further constrain is that there
are actually no inland
waterway vessels that meet
modern technical and safety
standards.
Desired outcomes
cargos.
Needs / actions
Time Frame for

Implementation
market demand (based on a

reformed railway),
investment cost as well as
recurrent cost.
44

November 2012
CROSS SECTOR AND TRADE FACILITATION
To provide the Logistics sector with a clear and compatible legal and institutional framework, and to facilitate international trade by
implementing the letter and spirit of international conventions that Moldova is a party to.
Improvement in the doing business ranking on trading across borders to EU 2618 average by 2020, more specifically:
- number of documents for import export operations not exceeding 5 (by 2020);
- number of days to obtain import/export document not more than 10 (by 2020);
- reduce the cost of import / export of a container by 10% (by 2020)19;
Border crossing processing times for exports do not exceed 20 minutes for any class of goods except goods subject to excise tax;
Border crossing processing times for imports do not exceed 30 minutes for any class of goods except goods subject to excise tax;
Queue waiting times to enter BCPs shall not exceed 1 hour in peak time;
BCP processing time for empty heavy goods vehicles does not exceed the processing time for light vehicles.
Reduce time to access markets for imports and exports by implementing the actions identified in the Action Plan
- Reduce the number of import and export procedures, including documentation requirements;
- Introduce a single window for import / export procedures for goods and ensure 24/7 operation;
- Reduce the overall border crossing waiting times, including time spent waiting before entry of the BCP;
- Reduce the length of BCP processing time;
- Create traffic separation on access roads to BCPs, separating empty, TIR and other vehicles.
Provide a supportive legal and institutional legal framework (all modes)
18
There is no Doing business assessment on Malta.

A reduction of 10% will not be sufficient to bring Moldova in line with the EU average, which is currently 1,100 USD vs 1,740 USD for Moldova. A reduction of at least 36.5% will be needed to bring
Moldova to the EU average.
19
45

November 2012
-
Implement the commitments from international conventions related to Border Crossing and Trade facilitation of which Moldova is a
party and accede to those relevant conventions of which Romania and Ukraine are a party;
Transpose and Implement Relevant EU Legal Acts identified in the Appendix I (Legal Action Plan) to this document on trade
facilitation and multi-modal transport;
Improve the level of technical competence of logistics staff by providing internationally recognised and accredited education and
continuous professional development;
Carry out detailed actions as defined in action plan below.
Cross Sector and Trade Facilitation Action Plan

Objective:
Achieving predictable export supply chains and reducing time to market.
Provide a supportive legal and institutional framework (all modes).
Soft Measures and Accompanying Equipment investment
Action
Increase Efficiency of
Customs Behind the
border and Border
Processes while
protecting revenue by
upgrading IT
infrastructure and
software
Provide choice of ICD
to exporters and
importers
Implement
commitments under
international
conventions already
Key Issue addressed

by action
Lack of information
technology preventing
traders to obtain faster
access to electronic
documents;
Moldova Customs
Service (MCS);
ASYCUDA server
working near
maximum capacity;
Exporting companies
reporting ASYCUDA
delays during
Mondays and Fridays;
Desired outcomes
(i) faster and accurate tariff information
for clients; less client import value errors
and more accurate revenue collection by
MCS;
(ii) customs duty guarantee system in
place-MCS will receive and give
customs duty discharge information
(iii) reducing time to prepare export
declaration and all export support
documents;
(iv) enabling trucks to get checked at
BCP with Ministry of Transport
databases;
(v) eliminating checking the same trucks
Needs
Time Frame for

Implementation
MCS monitoring import declaration

clerical error rates and detecting
attempts to defraud the treasury
owing to deliberate wrong HS Code
entries by traders;
Improve ICT Systems at BCP Short to medium

and ICD.
term.
More accurate declarations and

therefore less prone to arbitrary
MCS fines;
(ii) New Computerised Transit

System software;
Accurate tariff codes and

descriptions and import and export
staffs save time finding the correct
tariff codes and descriptions;
Time to validate documents reduced
to 10 20 minutes while retaining
(i) integrated tariff

management system;
(iii) electronic Single Window

System;
(iv) vehicle number registration
scanners;
(v) information exchange
between Customs
administrations at the same
46

November 2012
Action
in place and accede
to new conventions
as required
Key Issue addressed

by action
Desired outcomes
Lack of electronic
Single Window
System (SWS);
twice at the same border crossing point
Lack of ITMS;
(vii) ATA Carnet system;

level of accuracy.
(vi) electronic ASYCUDA customs

module in use;
(viii) Maritime containers

control (MCC) module;
(ix) Rule of Origin module;
(x) Post Clearance Audit
software;
(xi) Intellectual Property Rights
management software
integrated into ASYCUDA;
(xii) increased number of contraband

and pirate goods detected and seized
with an accurate record of storage and
destruction.
(xii) equipment identifying

contraband and pirate goods
plus an inventory management
system for seized goods.
(i) information technology enabling real

time entity based risk assessment;
Increased number of smuggling and

trafficking detections;
(ii) extra capability to detect smuggling

and human trafficking;
Controls result in high number of

detected cases (at least 50% of
controls result in case being
detected);
(iii) enabling staff to use equipment to

detect harmful elements and smuggling;
(iv) CCTVs installed at all ICDs and
BCPs, monitoring staffs and managers
to deter discretionary decisions and
border crossing points based

on the Krakow Conclusions;
(vii) ATA Carnet module;
(xi) IPR software used resulting in an

increased detection of IPR
infringements;
Risk management
program not
implemented, resulting
in 100% superficial
controls
Time Frame for

Implementation
(vi) reconfigure ASYCUDA

World to implement electronic
customs;
Lack of vehicle
(viii) MCC module used;
registration number
plate scanners at ICDs (ix) ROO module used;
and BCPs;
(x) PCA software used creating more
audits;
Lack of NCTS.
Introducing the use of

real time entity based
risk management to
target risk cargo and
risk traders and
facilitating legitimate
traders and their
intermediaries
Needs
(i) new computer servers and

All short term.
laptops enabling staff and
managers to focus on high risk
cargo and facilitating legitimate
traders;
(ii) non intrusive inspection

using fixed tunnel X-Ray
Increased number of transit trucks at scanning equipment at road (8)
BCPs.
rail (2) and port (1) border
crossing points;
47

November 2012
Action
Key Issue addressed

by action
Desired outcomes
detect corrupt practices;
Needs
Time Frame for

Implementation
(iii) non intrusive truck and

cargo inspection tools;
(v) installed and used to facilitate

legitimate transit giving faster transit
procedures at BCPs.
(iv) CCTV cameras installed at

all ICDs and BCPs linked to a
central monitoring station;
(v) transit risk management
module;
(vi) Training courses in Risk
Management and risk based
controls for customs and
border guards as part of
introduction of integrated
border management;
(Vii) Other training for customs
and border guards.
Investigate and if
feasible introduce
Joint Controls on
those BCP where not
already in existence
Often, the same

Reduced BCP waiting time due to
physical inspection
increased processing capacity.
process is carried out
Lower costs for both countries.
on export and import.
Joint controls reduce
the need for these
duplicate controls by
enabling one customs
organization to carry
out the control for both
steps.
Reduce the need to

Exporting companies
Faster and more predictable export
go to specific ICDs at cannot send trucks to
supply chains.
tax office of
their ICD of choice
because Order No.288-
Reduced overall border crossing

times.
Agree with neighbouring

countries on joint controls at
BCPs in accordance with
existing international
conventions.
Urgent as this also

determines the
future need for
equipment.
Increased export volumes
Eliminate Order No.288-0

allowing exporting companies
to send trucks to an ICD of
Short term.
48

November 2012
Action
Key Issue addressed

by action
Desired outcomes
th
registration
0, 28 December 2005
stipulates they must
send trucks to the ICD
closest to where the
company was
registered creating sub
optimum export supply
chains.
Improve the process

of obtaining export
documents
Chambers of
Commerce not open
seven days each week
to issue Certificate of
Origin (COO)
compared with
companies who work
24 hours 7 days each
week.
COO issued by chamber of commerce

during longer opening office hours by
closing offices later in the day and
opening at week ends.
Phytosanitary Service
offices open from
08:00am to 17:00pm
creating truck
congestion at ICDs.
Exporting companies get access to

Phytosanitary Service offices and
certificates during longer working hours
and at weekends.
Improve the process

of obtaining export
documents
Currently lack of
information exchange
and Joint Customs
Controls for example
MCS with Romania
Customs Service.
Time Frame for

Implementation
their choice.
More exports getting cleared at ICDs Creating harmonious working

and BCPs during early hours and at hours between private industry
weekends
and border control agencies
and chambers of commerce;
Short term
Pilot experiment at the Balti

Free Economic Zone;
late closing hours and open
during weekends
Reduced export truck congestion at
ICDs and BCPs;
Phytosanitary Service work load
spread over more hours;
Exporting companies able to meet
buyer demands for predictable
delivery.
Developing and
achieving faster
import and export
procedures at border
crossing points with
the EU by introducing
Needs
Reducing export and import BCP

procedure time.
MCS meeting with EU DG TAXUD;

Reducing export and import
procedure time by using information
exchange.
Creating exporting agency

user friendly working hours for
exporting companies for
example at the Phytosanitary
Service; Piloting Phytosanitary
Service longer opening office
hours and opening at week
ends.
Short term.
National legislation and

Memorandums of
Understanding and other legal
instruments allowing the
development and
implementation of Joint
Short term.
49

November 2012
Action
Key Issue addressed

by action
Desired outcomes
information exchange
Needs
Time Frame for

Implementation
Customs Controls and

information exchange.
Increase predictability Lack of Binding Tariff

of import operations
Information (BTI) for
importing companies
continuously importing
the same product.
Accurate import declarations with correct Faster import clearance for

HS tariff code numbers-approved by
importers making imports of same
MCS.
goods using BTI;
Review
documentation
requirements for
export and eliminate
those that cannot be
justified
Moldova requires a lot

of documents for
export and import
operations. Each
document costs time
and money to obtain
and adds to cost.
Review programme for documentation

completed.
Improve
competitiveness of
the National Railway
Company
The railway is not able Lower and more transparent tariffs for
or willing to provide its freight transport services.
customers with a
competitive price for its
services.
MCS introduces BTI for

compliant importing
companies.
Short term.
Political will to eliminate

documents and accept that
employment positions need to
be eliminated in line with the
reduction
Start immediately,
continuous
process.
More predictable import supply

chain.
Moldova meets the benchmark
related to import export documents
as scheduled.
Moldovan railway tariffs for domestic Implement the first three EU

freight are comparable with those of railway packages.
its regional peers.
Start immediately,
to be finalized by
2017.
Infrastructure investments
Action
Widening some BCP
export approach
roads to match the
current number of
export traffic lanes
Key Issue
addressed by action
Border crossing
points designed using
traditional linear
layout with one entry
and one exit gate.
Desired outcomes
Reducing BCP approach road waiting
time for export trucks and helping get
product faster to market;
More predictable export supply chains.

Reducing border crossing point
approach road waiting times from
3.8 to 4 hours to about 20 to 30
minutes;
Needs
Widening Leuseni BCP
approach road from one lane
to 5 lanes each by 300
metres in length, matching
the 5 export traffic lanes
Time Frame for

Implementation
Short term to
medium term.
50

November 2012
Action
Key Issue
addressed by action
Desired outcomes
inside the Customs

Control Zones (CCZ)
of road border
crossing points
Creating a new fit for

purpose Chisinau
inland clearance
depot
Chisinau ICDs is too

small to manage
current traffic levels
Border crossing
point modernization
Some BCPs in
unsuitable and
geographically
constrained locations
for example Otaci
BCP;
Some BCPs are not
fit for purpose to
enable MCS and
border guard
efficiently carry out
their operations and
procedures.
Needs
Time Frame for

Implementation
1 hour maximum peak time waiting

time;
inside the Customs Control

Zone (CCZ) of the BCP;
BCP approach road inter agency

queuing task force.
Widening export approach

road at the Palanca BCP
from 1 lane to 4 lanes by 400
metres.
Fit for purpose ICD on the outskirts of

Chisinau close to other transport modes
able to process and manage current
and future levels of import and export
traffic.
Faster import and export

procedures giving more predictable
export supply chains;
Moving the 5 Chisinau ICDs

out of the city centre and
building a new fit for purpose
ICD.
Medium to long
term
1 new modernized BCP at Palanca;
Faster and safer truck crossings

and agreement from Ukraine
Customs they will modernize their
side of the river crossing at Unghen
plus install new approach roads.
Palanca BCP:
Short to middle
term;
1 structural bridge survey and a BCP

feasibility study for Otaci BCP for trucks
at a site 6kms called Unghen from the
current BCP facility.
24 hour / 7 day each week

operation.
New 1 hectare site complete

with admin building,
secondary inspection area,
ASYCUDA installation room,
tunnel X-Ray scanner, truck
weighing machine, security
and work area lighting, and 4
export approach lanes.
Long term.
Otaci BCP:
Structural bridge survey;
Feasibility study;
Build BCP approach road;
Get Ukraine cooperation
regarding similar
improvements on the
Ukrainian side of the Unghen
bridge site;
51

November 2012
Action
Key Issue
addressed by action
Desired outcomes
Needs
Time Frame for

Implementation
Build new import and export

BCP.
Actions to be taken outside the logistics sector

Action
Introduce and enforce
marketing and other
standards for fruit and
vegetables
Ensure credible
product certification
where required
Enhancing
professional
knowledge of
transport sector staff
Key Issue
addressed by action
Lack of specific fresh
fruit and vegetable
growing standards for
specific markets.
Desired outcomes
Needs
Modernised standards and trained

personnel.
Increased level of exported fresh

fruits and vegetables.
Modernizing Moldova
Marketing Standards for
specific markets and enforce
existing standards.
Moldovan certificates
are not trusted due to
systemic weaknesses
in quality and food
safety infrastructure.
Moldovan certificates are taken at face

value based on mutual recognition
agreements and / or an audit and
inspection regime.
Faster export supply chain,

especially important for fresh
produce, but also important for other
exports.
Enforce existing legislation in

relation to sanitary,
phyosanitary testing and
control;
Lack of trained staffs

and managers
because of the lack of
international
transport,
warehousing and
logistics training
courses and
accreditation
More professionally trained and

accredited transport, warehousing and
logistics staffs and managers in
Moldova;
International transport and logistics

training and education institutes
partnering with Moldova colleges
and universities;
More employment opportunities.
Trained national lecturers and

trainers to international transport
and logistics standards;
Time Frame for

Implementation
Long term.
Urgent, but will

take time to
achieve.
Reform Quality infrastructure

institutions to meet EU
requirements and sign
mutual recognition
agreements.
Moldova transport and logistics

courses accredited by international
transport and logistics institutes
Ministry of Education and

Ministry of Transport to invite
European transport and
logistics institutes to Moldova
to partner with colleges and
universities with the aim to
deliver transport and logistics
courses;
Transport and logistics
courses accredited by
European transport and
logistics institutes
Short to medium
term.
Short to medium
term.
52

November 2012
Actions to be taken by the private sector

Action
Key Issue
addressed by action
Desired outcomes
Needs
Time Frame for

Implementation
Increase scale to
ensure ability to
become a reliable
market partner for
export customer by
enabling to supply
year around
consistent quality
Moldovan Agro
exporters are too
small to be able to
offer what the market
demands in terms of
quality and quantity.
Moldovan producer organisations

achieve economies of scale and are
able to provide what the market
demands.
Increased level of exported fresh

fruits and vegetables.
Moldovan primary producers

must establish producer
associations that can
function as professional
intermediary traders,
including storage, sorting,
packaging and marketing.
Long term
Demand that a
credible quality
infrastructure is
established and that
existing requirements
are enforced
Moldovan certificates
are not trusted due to
systemic weaknesses
in quality and food
safety infrastructure
Moldovan certificates are taken at face

value based on mutual recognition
agreements and / or an audit and
inspection regime.
Faster export supply chain,

especially important for fresh
produce, but also important for other
exports.
Continue lobbying the

authorities for improvement
in Quality infrastructure
related systems.
Urgent, but will

take time to
achieve.
53

November 2012
IMPACT AND COST
The implementation of the Strategy will provide Moldova with a top-notch legal, regulatory and
institutional environment for the development of both domestic and international trade logistics as
well as the development of passenger traffic.
Furthermore, when fully implemented, the transport infrastructure investment programme will
provide the country with an adequate and affordable transport network that is able to serve the
needs of citizens and business alike, assuming that infrastructure continues to be maintained
properly.
Failure to provide for the legal, regulatory and institutional reform mentioned earlier ahead or
simultaneous with the infrastructure investments, not just in the transport and logistics sector, but
also across the economy will undo much of the benefits of improved infrastructure.
The implementation of the investment programme, provided that the labour force is available in
Moldova, will have a positive impact on the economy by providing employment for some time to
come in the construction sector. The implementation of the legal, regulatory and institutional
reforms will, reduce the cost of doing business in Moldova and improve competiveness of
Moldovan business.
The costs of implementing this Strategy and the action plans are estimated at:
Road Sector
To be determined
Rail Sector
To be determined
Aviation Sector
To be determined
Maritime and Fluvial Sector
To be determined
Trade Facilitation
Legal and Institutional Reform
To be determined
TOTAL COST
To be determined
The table above reflects the estimated investment (one off) cost at current prices and exchange
rates. In addition to these costs, there is the need to allocate a hard infrastructure annual
maintenance budget of 10 - 12 % of the initial investment cost.
For periodic maintenance, approximately every 5-6 years 25% of the initial investment cost
should be allocated.
54

November 2012
Road Sector Financing
The reform of road maintenance financing and a large increase of funding for road maintenance
has been a key condition for the financing of road investments by the IFIs including of the Road
Fund Law. In late December 2009 the revised Road Fund Law was enacted to include a
commitment for allocating no less than 50%, 65% and 80% of the revenue from the fuel excise
tax, in budget years 2010, 2011, and 2012, respectively, to the Road Fund for road maintenance.
Based on previously agreed excise tax levels the following Road Sector Financing Scenario is
envisioned to implement road rehabilitation in Moldova.
Road Sector Financing Scenario
2013
83
120
76
7
127
254
254
120
2014
106
157
82
24
181
362
616
277
2015
124
195
84
40
235
470
1086
472
2016
141
190
79
62
252
505
1591
662
2017
149
120
74
75
195
391
1982
782
2018 2019 2020 2021 2022

158
167
176
183
191
120
120
120
0
0
74
74
74
74
74
84
93
102
109
117
204
213
222
109
117
407
425
444
546
583
2389 2814 3258 3804 4387
902 1,022 1,142 1,142 1,142
1
2
3
4
5
6
7
8
Road Fund Revenues

External Investments
Maintenance Allocation RF
Rehabilitation Allocation RF
Sub total, (2)+(4)
Kms rehabilitated per year
Kms rehabilitated cumulative
Accumulated Debt
1
2
3
4
5
6
7
8
2023 2024 2025 2026 2027 2028 2029

Road Fund Revenues
198
207
215
222
229
236
244
External Investments
0
0
0
0
0
0
0
Maintenance Allocation RF
74
74
74
74
74
74
74
Rehabilitation Allocation RF
124
133
141
148
155
162
170
Sub total, (2)+(4)
124
133
141
148
155
162
170
Kms rehabilitated per year
622
663
705
450
775
812
850
Kms rehabilitated cumulative 5009 5672 6377 6827 7602 8414 9263
Accumulated Debt
1,142 1,142 1,142 1,142 1,142 1,142 1,142
2030
252
0
74
0
0
0
0
964
2031
260
0
74
0
0
0
0
778
2032
268
0
74
0
0
0
0
584
Local Roads Rehabilitation
Notes/Assumptions made:
Row no. 1: The trend is based on the idea to follow-up with LTIS provisions and reach
the agreed levels by 2016. The taxes on fuel import would start to increase gradually in
2014-2016 to reach the levels commited in LTIS "2008-2017" (petrol 4,150 MDL/ton,
diesel 3,470 MDL/ton, liquid gas 2,160 MDL/ton).
The expected growth of the RF means is based on central vehicles growth rate,
developed under current strategy. The values represent 80% of fuel excise revenues.
Row no. 2: External investments till 2020 are allocated for rehabilitation of the national
road network. It is assumed that the external investments will not be attracted to MD after
rehabilitation of national network, as estimated by MoTRI.
Row no. 3: Maintenance allocation volumes from RF are calculated based on the
existing 2013 RF distribution provided by MTRI. The value includes Medium repairs,
Routine maintenance, traffic safety, design, regulations, Procurement of Road Equipment
and axle control.
Row no. 4: Rehabilitation allocation volumes from RF result in substracting maintenance
allocations and diverting the remaining means to capital repairs.
Row no. 5: The numbers represent the sum of rehabilitation allocations from RF and
External investments for roads rehabilitation.
55

November 2012
Row no. 6: The numbers reprsent the number kms rehabilitated yearly based on
available funds, on average of 500,000 EUR/km (for national road network) and 200,000
EUR/km for local road network).
Row no. 7: The cumulative length of roads rehabilitated based on the available funds.
Row no. 8: Represents the accumulated deficit from international support.
The costs are expressed in million EUR.
Exchange rate is 1:15.
After rehabilitation of total road network, the means of RF, allocated to rehabilitation
works, will be used for paying back the debt of external investments.
The following chart presents the case of gradual increase of revenues to Road Fund.
Road Fund Revenues
Revenues to Road Fund with Fuel Tax Increase to Agreede Levels (in 3 Years)
300
Million EUR
250
200
150
100
50
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
Road Fund Revenues
Increasing the fuel taxes to above mentioned levels, the amounts of generated revenues will
contribute to rehabilitation of local roads network without the need of support from IFIs. During
the period of 2021-2029 the estimated funds to local roads will constitute 1,245 million EUR. In
period of 2030-2032 the revenues will cover half of external deficit. This leads to the assumption
that within six years after total road network of Moldova is rehabilitated, the revenues will cover
the entire external deficit.
Debt Accumulation
Total Annual Deficit
Million EUR
-200
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
-400
-600
-800
-1000
-1200
Total Yearly Deficit

56

November 2012
IMPLEMENTATION STAGES AND PROVISIONAL TIMETABLE
The strategy has a lifespan from 2012 through 2032 and is divided in short, medium and long
term actions, which are largely dependent on budget limitations and capacity constraints in the
implementing institutions. Many of the intermediate targets have been set to be achieved by
2020 or 2022. Timing for specific actions is set in the sub-sector specific action plan, which
serves as a to-do list and a monitoring tool for the monitoring of activities.
MONITORING
The Monitoring and Evaluation Concept
The preparation of any strategy inevitable involves making a number of assumptions about the
future that may or may not hold up over time. This means that the strategy must be continuous
subject to review and tough the main directions should be retained over the duration, adjustment
to the changing environment. This is even more important as the overall impact of strategy
implementation may be visible only sometime after actions have been implemented. There are
three levels of indicators that have been identified and each has their specific purpose:
Action Indicators;
Sub-sector indicators;
Strategic Indicators.
In more detail, these indicators are as follows:

Action plan indicators
The action plans annexed to this strategy identify specific actions to be carried out. These
actions are believed to contribute to achieving the overall objectives and are assigned by the
Government to particular institutions for implementation. Assuming that this assignment also
included the necessary funding, it is important to measure the performance of institutions in
implementing the actions. The questions to be answered in this context are:
Has the action been implemented in accordance with the agreed schedule within the
budget;
If not, what was the reason and can it be corrected?
Every 6 months, the compliance with the timeframe should be measured and in case of identified
risk of delay or delay, mitigating action shall be taken to ensure that strategy implementation stay
on track. However, measuring this indicator does only tell more than that something has been
done on time and in budget (or not). The more important question, to be assessed on an annual
basis is the in sub-sector indicator discussed below.
Sub-Sector indicators
While the action plan indicators tell us that actions were done at a particular time at a particular
cost, this is of no relevance if these actions do not result in an overall improvement of the sector
of sub-sector performance. Thus, sub-sector indicators tell us:
57

November 2012
Did we do the right thing (e.g. the correct road, railway, etc.) and did the sector
performance improve as a result.
The sub-sector indicators are drawn from a number of sources and have been chosen because
they have been earlier approved for use or are internationally recognised performance indicators
for which data is collected regularly. Some of these, such as rankings of the Global
Competiveness index are relative and involve a comparison with for example EU New Member
states. This is important; as Moldovas competitive position is also relative to others and not
absolute20. The indicators are outlined in the Indicator of Achievement section of each subsector strategic outline and are not repeated here.
Progress towards these indicators should be monitored on an annual basis when respective
reports where these indicators originate are published. Other indicators must be collected on an
annual basis where not provided by third parties.
Strategic Indicators
Development should be even across sectors to ensure that all segments of the economy will be
served better in the future. Furthermore, to measure the overall impact of the strategy
implementation, high-level indicators have to provide insight in the overall progress of reforms.
More specifically, these indicators are expressed as:
To achieve a ranking on a par with EU average in both the Global Competitiveness

Ranking on Quality of Infrastructure21 and the World Bank Logistics Performance Index
(LPI) by 2022. More specifically:
-
LPI score for Customs Operations at 2.55 by 2022;

LPI score for Logistics Competence at 2.50 by 2022.
LPI score for Customs Operations at 3.25 by 2032;

LPI score for Logistics Competence at 3.47 by 2032.
Note: The LPI for 2032 should be at least equal to today rank of the average EU 27 or so.
20
Countries compete on relative competitvenss. Thus while an increse in performance of 10% may seem a lot, if everybody elso also
improves 10%, it means that no progress was made in becoming more competitive.
21
Baseline 2012 EU average is a ranking of 44.3, wich is the average of the EU averages in Road, Rail, Ports and Air. The current
average rank of Moldova across the 4 sub-sectors is 111.25.
58
APPENDIX I LEGAL ACTION PLAN
International commitments: PCA Articles 50, 51, 62,(ENAP Chapters 57 61 ), CEFTA 2006 Articles 19, 20 26 and 27, Chicago Convention, Montreal Convention, ECAA Agreement,
Transport Chapter of the Association Agreement.
EU legislation
1
(see Chapter 4)
Applicable international
agreement where relevant
Legal Transposition degree of

Republic of Moldova National
Laws/bye-laws/drafts (covering the
area of the relevant EU act)
Necessary
measures
legislative
Timetable
2013-2020
Comments
and
recommendations for future
steps in order to achieve full
approximation
AVIATION
SINGLE EUROPEAN SKY
Regulation (EC) No 549/2004 of the
European Parliament and of the
Council of 10 March 2004 laying
down the framework for the creation
of the Single European Sky
(Framework Regulation)
OJ L 96, 31.03. 2004, p.1-9
Amended by Regulation (EC)
1070/2009.
European Common
Agreement (ECAA)
Aviation
Not applicable to date but relevant

under the ECAA.
Transpose the articles 14,6 and 9-14 of the

Regulation.
2013
Creates the single European

airspace and makes room for
further legislation.

Council of 10 March 2004 on the
provision of air navigation services in
the single European sky
OJ L 96, 31.03. 2004, p.10-19
1070/2009.
European Common
Agreement (ECAA)
Aviation
Common requirements RAC-RA

Rules of Air Annex 2
,
ATM Services RAC-ATS Annex 11
,
Licensing
RAC-APL
Annex
1/ESARR-5
Supervision RAC-ANSPC
CAA
Order
No
40/GEN
from
14.08.2003//Official Gazette nr.191195/255 from 05.09.2003
CAA
Order
No
42/GEN
from
25.08.2003//Official Gazette No 191195/256 from 05.09.2003
CAA
Order
No
56/GEN
from
Transpose articles 1-19

and annexes.
2013
Changes to RAC-APL have

been proposed early 2012.
Note here that the Republic of Moldova is not required to directly transpose the legal provisions of many aspects of EU legislation until it at least reaches the status
of a candidate country.
1
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
CAA
Order
No
57/GEN
from
Commission
Regulation
(EU)
No 691/2010 of 29 July 2010 laying
down a performance scheme for air
navigation services and network
functions and amending Regulation
(EC) No 2096/2005 laying down
common requirements for the
provision of air navigation services
OJ L 201, 3.8.2010, p. 122
targets set by:
2011/121/EU: Commission Decision
of 21 February 2011 setting the
European Union-wide performance
targets and alert thresholds for the
for the years 2012 to 2014
OJ L 48, 23.2.2011
Amended by: Regulations 672/2011,
1035/2011 and 1216/2011
ECAA
Commission Regulation (EU) No

677/2011 of 7 July 2011 laying down
detailed rules for the implementation
of air traffic management (ATM)
network functions and amending
Regulation (EU) No 691/2010
OJ L 185, 15.07.2011
European Common
Agreement (ECAA)
Aviation
RAC-ATS
Adoption of compatible
legislation in accordance
with the ECAA.
2012 or as soon
as possible
with the ECAA.
2012 or as soon
as possible
Moldova is member of
Eurocontrol, must follow
Transpose
articles 1-11 by
Established Single European

Sky for Upper Airspace
EU legislation
1
(see Chapter 4)

organisation and use of the airspace
in the single European sky.
OJ L 96, 31.03 2004, p.20-25
1070/2009.

Chisinau ACC has a capacity of 40
flights per hour. The current demand is
16 flights per hour on average.
Chisinau ACC has sufficient capacity to
cope with expected demand during the
next 5 years cycle (LSSIP Part III
Chapter 16-3)

176/2011 of 24 February 2011 on the
information to be provided before the
establishment and modification of a
functional airspace block
OJ L 51 of 25.02.2011, p. 27
interoperability of the European Air
Traffic Management network.
OJ L 96, 31.03.2004, p.26-42
1070/2009.
Commission Regulation (EC) No

730/2006 of 11 May 2006 on
airspace classification and access of
flights operated under visual flight
rules * above flight level 195
OJ L 128, 16.05.2006, p3-4
European Common
Agreement (ECAA)
Aviation
Necessary
measures
legislative
the directives. Moldova is

not a part of SES
Timetable
2013-2020
Comments
and
approximation
2013 or as soon
as possible
(dedicated to overflight) with

the purpose of increasing
capacity in case of demand for
additional capacity..
with the ECAA.
Implements some aspects of

the Regulation 551/2004.
with the ECAA.
2012 or as soon
as possible
Unclear.
with the ECAA.
2013 or as soon
as possible
Achieves
interoperability
between the different systems,
constituents and associated
procedures in the European air
traffic management network;
Ensures the introduction of
new agreed and validated
concepts of operations and
technology
in
air
traffic
management.
Airspace classification Chapter II, 0030

RAC-ATS, RAC-ATS 0035
with
the
ECAA
if
necessary.
2012 or as soon
as possible
Already implemented but may

need review.
Visual Flight Rules (VFR) Chapter IV,

0075 RAC-RA Rules of the Air
CAA order nr. 42/GEN din 25.08.2003,
published in Monitor Oficial nr.191-
Part of package related to

single airspace. Sets airspace
classification
based
on
services delivered within it,
classifications are from A G
(A most restricted, G freest),
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
195/256 din 05.09.2003
Council Regulation 219/2007 on the

establishment of a Joint Undertaking
to develop the new generation Air
Traffic management system (SESAR)
OJ L 64, 02.03.2007, p.1-11
Council
Regulation
(EC)
No
1361/2008 of 16 December 2008
OJ L 352 of 31.12.2008, p.12
SESAR (Single European Sky ATM

Research) is in the development
phase.
The main task of the Joint Undertaking
is
to
manage
the
research,
development and validation activities of
the SESAR project by combining public
and private sector funding provided by
its members and using external
technical resources and in particular by
using Eurocontrol's experience and
expertise. The activities undertaken by
the Joint Undertaking under the
SESAR
programme
are
mainly
research and development activities.
Moldova is not a member of SESAR
JU, although its membership (minimum
investment is 5 million for early
subscribers) is open to other public and
private bodies as well as participants
from non-EU countries. Nevertheless,
Moldova is a member with voting rights
of EUROCONTROL, which is a
member of SESAR JU Board.
This specific Regulation on SESARU
JU is not applicable to Moldova
Comments
and
approximation
Sets also rules for visual flight
regime.
with
the
ECAA
if
necessary.
This regulation may have
significant
financial
implications for Moldova,
as large investments in
ATM infrastructure may be
required in the period
2014 2020.
2012 or as soon
as possible
As it appears, most of the

costs for Moldova will be paid
by the SESAR partners.
EU legislation
1
(see Chapter 4)

748/2012 of 3 August 2012 laying
down implementing rules for the
airworthiness and environmental
certification of aircraft and related
products, parts and appliances, as
well as for the certification of design
and production organisations.
OJ L 224, 21.8.2012, p. 185
2042/2003 of 20 November 2003 on
the continuing airworthiness of
aircraft and aeronautical products,
parts and appliances, and on the
approval of organisations and
personnel involved in these tasks
OJ L 315, 28.11.2003, p.1-165 and
its amending acts;
No 707/2006, OJ L 122, 9.5.2006, p.
1718,
No 376/2007, OJ L 94, 4.4.2007, p.
1819,
No 1056/2008, OJ L 283,
28.10.2008, p. 529,
No 127/2010, OJ L 40, 13.2.2010, p.
450
No 962/2010, OJ L 281, 27.10.2010,
p. 7878
No 1149/2011, OJ L 298, 16.11.2011,
p. 1124
No 593/2012, OJ L 176, 6.7.2012, p.
3842
ECAA

RAC-AW Airworthiness
JAR-21 Sub-parts H&F
Necessary
measures
legislative
with
the
ECAA
if
necessary.
Timetable
2013-2020
Comments
and
approximation
To be decided
by the Joint
Committee
established
under the ECAA
Regulation
for
common
procedures to certify aircraft
and aircraft parts, including
environmental certification and
the
certification
of
manufacturing and design
organisations
RAC- IAW and RAC-CAW are

proposed
for
amendment
during 2012.
JAR-145
JAR-66
JAR -147
JAR-M
RAC-AID part 145
RAC-MPL
Currently (February 2012),

there are acts under
preparation that contain
provisions
that
are
relevant such as:
RAC-IAW
(initial
airworthiness)
RAC-CAW
(continued
airworthiness)
As there are regular
changes, the situation
EU legislation
1
(see Chapter 4)

736/2006 of 16 May 2006 on working
methods of the European Aviation
Safety Agency for conducting
standardisation inspections.
OJ L 129, 17.5.2006, p. 1015
Amended by:
Regulation 90/2012,
3.2.2012, p. 12
OJ
ECAA

Necessary
measures
legislative
should be
monitored.
continuously
None
Adopt
rules
and
implement practices as
required
RAC-APL, RAC-RA, RAC-ATS,

RAC-CAO, RAC-TA, RAC-ATE,
RAC-MET, RAC-ANSPC
Additional transposition.
Timetable
2013-2020
2013
31,

Council of 21 October 2009
amending Regulation (EC) No
216/2008 in the field of aerodromes,
air traffic management and air
navigation services and repealing
Directive 2006/23/EC
OJ L 309, 24.11.2009, p.51-70
expanded by;
805/2011 of 10 August 2011 laying
down detailed rules for air traffic
controllers licences and certain
certificates pursuant to Regulation
(EC) No 216/2008 of the European
Parliament and of the Council
OJ L 206, 11.8.2011, p. 2138
The following elements of Regulation

(EC) No 1108/2009 of the European
Parliament and of the Council of 21
October 2009 amending Regulation
(EC) No 216/2008 are implemented in
the aviation legislation of Republic
Moldova:
personnel and organisations

involved in the operation of aircraft
licensing/certification;
the design, maintenance and

operation of aerodromes;
ATM/ANS, as well as personnel and
organisations involved in the operation
of ATM/ANS certification/licensing;
2012 or as soon
as possible
Comments
and
approximation
EU legislation
1
(see Chapter 4)

Commission
Implementing
Regulation (EU) No 1035/2011 of
17 October
2011
laying down
common requirements for the
and amending Regulations (EC)
No 482/2008 and (EU) No 691/2010
OJ L 271, 18.10.2011, p. 2341
ICAO regulations related to ATC.

ECAA
The regulation is to facilitate the

provision of cross border service of Air
Navigation Services. As this is currently
a state matter in Moldova, to all
likelihood this is not covered in the
legislation.
Transpose and implement

the necessary legal acts
>2016
Commission
Regulation
(EC)
No 482/2008
of
30 May
2008
establishing a software safety
assurance system to be implemented
by air navigation service providers
and amending Annex II to Regulation
2
(EC) No 2096/2005 Text with EEA
relevance
OJ L 141, 31.5.2008, p. 510
ECAA
None

relevant acts, probably
best to be done in
conjunction
with
the
introduction
of
next
generation ATC.
>2016
Commission
Implementing
Regulation (EU) No 1034/2011 of
17 October 2011 on safety oversight
in air traffic management and air
navigation services and amending
OJ L 271, 18.10.2011, p. 1522
ECAA
None

relevant acts, of the
market
is
liberalised
earlier,
this
becomes
more urgent.
>2016

2150/2005 of 23 December 2005
laying down common rules for the
flexible use of airspace
ECAA
Unclear
Transpose as required
>2016
Now repealed and replaced with Regulation 1035/2011.

7
Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
EU legislation
1
(see Chapter 4)


1794/2006 of 6 December 2006
laying down a common charging
scheme for air navigation servicesOJ
L 341, 07.12.2006, p.3-16
OJ L 312M, 22.11.2008, p.165-178
Amended by:
Regulation No 1191/2010, OJ L 333,
17.12.2010, p. 620
Multilateral agreement for Air

Navigation charges 12.02.1981,
Brussels EUROCONTROL //
ratified by Parliament Decision
No 726-XIV (16.12.1999) in force
from 01.03.2000
Multilateral
agreement
for
Air
Navigation
charges
12.02.1981,
Brussels EUROCONTROL // ratified by
Parliament Decision No 726-XIV
(16.12.1999) in force from 01.03.2000

1033/2006 of 4 July 2006 laying
down the requirements on
procedures for flight plans in the preflight phase for the single European
sky.
OJ L 186, 7.7.2006, p. 4650
Amended by:
Commission Regulation (EU)
No 929/2010 of 18 October 2010
ECAA.
1. Chapter 3, Section 3.3 (Flight
plans) of ICAO Annex 2 Rules
of the Air (10th edition of July
2005 including all amendments
up to No 42).
2. Chapter 4, Section 4.4 (Flight
plans)
and
Chapter
11,
Paragraph 11.4.2.2 (Movement
messages) of ICAO PANS-ATM
Doc. 4444 (15th edition of 2007
including all amendments up to
No 2).
3. Chapter 2 (Flight plans) and
Chapter 6, Paragraph 6.12.3
(Boundary estimates) of Regional
Supplementary Procedures, Doc.
7030, European (EUR) Regional
Supplementary Procedures (5th
edition of 2008 including all
amendments up to No 2).
Timetable
2013-2020
Comments
and
approximation
with
the
ECAA
if
necessary.
2012 or as soon
as possible
This regulation establishes the

requirement and methodology
for a fair and transparent
calculation of the cost of
providing
air
navigation
services and meteorological
services in line with the ICAO
convention.
Memberstates
may decide not to apply the
rules airports with less than
50.000 movements per year.
with
the
ECAA
if
necessary.
2013 or as early
as
possible.
(entry into force
in
EU
of
amendments on
the
15th
of
November
2012)
Necessary
measures
legislative
OJ L 342, 24.12.2005, p. 2025
A draft Government Decision on airport

and air navigation charges is under
preparation.
It
mostly
concerns
changes in tariff.
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020

1032/2006 of 6 July 2006 laying
down requirements for automatic
systems for the exchange of flight
data for the purpose of notification,
coordination and transfer of flights
between air traffic control units
OJ L 186, 7.7.2006, p. 2745
Amended by:
30/2009 of 16 January 2009.
ECAA
SES
with
the
ECAA
if
necessary.
2013

262/2009 of 30 March 2009 laying
down requirements for the
coordinated allocation and use of
Mode S interrogator codes for the
single European sky
OJ L 84, 31.3.2009, p. 2032
ECAA
SES
with
the
ECAA
if
necessary.
2013
with
the
ECAA
if
necessary.
2012 or as soon
as possible

633/2007 of 7 June 2007 laying
down
requirements
for
the
application of a flight message
transfer protocol used for the
purpose of notification, coordination
and transfer of flights between air
traffic control units
OJ L 146, 8.6.2007, p. 713
Amended by:
283/2011 of 22 March 2011
Comments
and
approximation
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
633/2007 as regards the transitional

arrangements referred to in Article 7.
OJ L 77, 23.3.2011, p. 2324
29/2009 of 16 January 2009 laying
down requirements on data link
services for the single European sky
OJ L 13, 17.1.2009, p. 319
ECAA
None
Transposition of article 1 15 and Annexes 1 VII is

required
To be decided

73/2010 of 26 January 2010 laying
down requirements on the quality of
aeronautical data and aeronautical
information for the single European
sky
OJ L 23, 27.1.2010, p. 627
ECAA
None
Transposition
and
implementation
as
required in the context of
the SES.
To be decided

255/2010 of 25 March 2010 laying
down common rules on air traffic flow
management.
OJ L 80, 26.3.2010, p. 1016
INTERNAL MARKET
ECAA
None
Transpose and implement
2013
Civil Aviation Law No 1237-XIII from

09.07.97, Chapter VII Air transport,
Articles 17-20
Legislation
liberalizing
access routes and fares.
Most likely late

2012 or early
2013.

Council of 24 September 2008
establishing common rules for the
operation of air services in the
Community (Recast)
OJ L 293, 31.10.2008, p.3-20
10
This regulation sets conditions

for market entry of air carries
for passengers and goods.
These are established as:
Must hold an air
operator License,
Comply
with
Insurance
and
ownership
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
requirements
Provide
financial
guarantees
Regulation
indicates
that
carriers are free to operate
route network as appropriate
and can set prices as seen fit.
Under certain circumstances, a
carrier can be required to
provide public service.
Council Directive 2000/79/EC of 27

November 2000 concerning the
European
Agreement
on
the
Organisation of Working Time of
Mobile Workers in Civil Aviation
concluded by the Association of
European
Airlines
(AEA),
the
European
Transport
Workers'
Federation (ETF), the European
Cockpit Association (ECA), the
European
Regions
Airline
Association
(ERA)
and
the
International Air Carrier Association
(IACA)
OJ L 302 of 1.12.2000. p. 5760
Transpose article 2 and 3

and the annex
2013 or as soon
as possible.
Directive
2003/88/EC
of
the
Council of 4 November 2003
concerning certain aspects of the
organisation of working time
OJ L 299, 18.11.2003, p. 919
Transpose Article 1 to 19,

21 to 24 and 26 to 29
2013 or as soon
as possible
National Programme of Air Transport
11
The
Directives
require
air
EU legislation
1
(see Chapter 4)
April 2004 on the obligation of

carriers to communicate passenger
data
OJ L 261, 06.08.2004, p.4-4
OJ L 261, 06.08.2004, p.24-27
Council
Regulation
(EEC)
No
3922/91 of 16 December 1991 on the
harmonisation
of
technical
requirements and administrative
procedures in the field of civil
aviation ( OJ L 373, 31.12.1991, p.48) and amending acts:
2176/96, OJ L 291, 14.11.1996, p.
1516.
1069/1999, OJ L 130, 26.5.1999, p.
1617
2871/2000, OJ L 333, 29.12.2000, p.
3

The latest regulations refers to

JAR-OPS 1.1005, OPS 1.1010,
OPS 1.1015, Appendix 1 to OPS
1.1005, Appendix 1 to OPS
1.1010, Appendix 1 to OPS
1.1015 and Appendix 3 to OPS
1.1005/1.1010/1.1015 (as from
16 July 2009) and JAR - OPS
1.430, OPS 1.435, OPS 1.440,
OPS 1.450, OPS 1.455, OPS
1.460, Appendix 1 to OPS 1.430,
Appendix 1 to OPS 1.440,
Appendix 1 to OPS 1.450 and
Appendix 1 to OPS 1.455 as from
16 July 2011.
Necessary
measures
Timetable
2013-2020
Comments
and
approximation
Facilitation , Chapter IV, paragraph 68,
None
None
carriers to transmit passenger

data to the authorities of the
arrival airport when flying from
outside the EU to an EU
border airport. The following
data should be transmitted:
number and type of travel
document used, nationality,
name and date of birth of the
passenger, border crossing
point of entry into the EU,
departure and arrival time of
the
transportation,
total
number of passengers carried.
The data should be deleted
after 24 hour provided the
person has arrived.
Arrangements on the development,

acceptance and implementation of Joint
4
Aviation Requirements
11.09.1990,
Cyprus.
Moldova became a full JAA member on
01.01.2009 ECAC Conference
Transpose
applicable
articles, including the last
amending
Regulations
where necessary.
2012 - 2013, to
be
regularly
reviewed
and
updated.
The regulation is concerns the

technical requirements and
administrative
procedures
related to civil aviation safety.
Member states must ensure
that
their
civil
aviation
authorities
meet
the
requirements for membership
of the JAA.
Furthermore, Member states
must
accept
certification
granted by another member
state of a body acting on
behalf of another member
state.
Government Decision No1034 of 16 October 2000, Official Gazette No 133-136/1142 of 26 October 2000.
Published in Official Gazette No1-4 of 11 January 2001.
12
legislative
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
4748.
Regulation (EC) No 1899/2006, OJ L
377, 27.12.2006, p. 1175.
377, 27.12.2006, p. 176177.
8/2008, OJ L 10, 12.1.2008, p. 1
206.
79, 19.3.2008, p. 149.
859/2008, OJ L 254, 20.9.2008, p. 1
238.
October 1996 on access to the
ground
handling
market
at
Community airports
OJ L 272, 25.10.1996, p.36-45
Directive
2009/12/EC
of
the
Council of 11 March 2009 on airport
Comments
and
approximation
OPS 1-001 is proposed for
amendment during 2012.
Article 21 (Chapter VIII) of the Civil

Aviation Law No 1237-XIII
from
09.07.97 Other activities in the field of
Civil Aviation stipulates that all ground
handling
operations
should
be
performed on the basis of a CAA
Certificate (Authorisation).
RAC-HOC Certification of groundhandling undertakings and service
providers in the security restricted
zones of the airports
RAC-CAO
Certification
of
aerodromes/(aerodromes operators)
No access restrictions for self-handling
services or third party handling services
were identified.
Review existing acts to

ensure compatibility with
Applicable
provisions,
Articles 1 to 25 and Annex
and amend as required.
None
Develop and adopt a

compatible act in advance
of establishing PPP.
13
2015
The directive requires the

accounts of airport operators,
airport users or providers of
ground
support
services
related to ground support
services to be separated from
other operations.
The directive allows member
states to limit the number of
ground
support
service
operators at airports and
allows for licensing on the
basis of enhancing safety.
2013
This act establshes the core

principles of the regime of
airport
charges
and
is
Most likely no changes are

needed.
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
charges
OJ L 70, 14.3.2009, p. 1116
Comments
and
approximation
especially important in the
context of possible PPPs in
relation
to
airport
management.

Council of 14 January 2009 on a
Code of Conduct for computerised
reservation systems and repealing
Council
Regulation
(EEC)
No
2299/89
JO L 35, 04.02.2009, p.47-55
ECAC
Code
of
Conduct
for
computerized reservation systems,
endorsed by all air operators from
Moldova during 1999-2000
Transpose
act
national legislation.
into
2013
RAC-AZ (Flight Authorisation) revised

version proposed.
Revised
version
is
proposed.
Compatibility
should be ensured and act
adopted.
2013
This Regulation establishes

the scope of application of the
requirement
of
minimum
insured
amounts.
The
minimum amounts apply to:
air
carriers
and
operators flying within, to
from and over EU Member
States
The
ECAA
requires
transposition, though the
relevance of the act, at
current traffic levels is
limited.
As
late
as
possible,
or
when capacity
constraints
require
slot
allocation.
Establishes
Slot
coordination
system
for
congested
airports
and
requires independence of the
co-ordinator.
Grandfather
rights to slots are granted to
incumbent carriers on the
SERVICES AND LICENCES

Council of 21 April 2004 on insurance
requirements for air carriers and
aircraft operators
OJ L 138, 30.04.2004, p.1-6
Montreal Convention
ECAC resolution 25-1

RAC-AOC
Operators)
Council Regulation (EEC) No 95/93

of 18 January 1993 on common rules
for the allocation of slots at
Community airports
OJL 14, 22.01.1993, p.1-6
Amending regulation Regulation (EC)
No 894/2002 of 27 May 2002, OJ L
(Certification
of
Air
RAC-AZ (Flight authorisation)

Chisinau airport is not slot coordinated
14
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
basis of use it or lose it.

Amending acts allow slot
exchange but prohibit trade of
slots.
142, 31.5.2002, p. 33
Amending regulation 1554/2003 of
22 July 2003, OJ L 221, 04.2003,
p.1-1
Amending Regulation 793/2004 of 21
April 2004, OJ L 138,30.04.2004,
p.50-60
Amending Regulation (EC) No
545/2009 of 18 June 2009, OJ L
167, 29.6.2009, p. 2425
Council of 20 February 2008 on
common rules in the field of civil
aviation and establishing a European
Aviation Safety Agency
OJ L 79, 19.03.2008, p.1-49
Amended by:
Regulation 690/2009
Regulation 1108/2009
Implemented by:
ECAA
After JAA was disbanded on 30 June

2009 its functions were taken over by
the European Aviation Safety Agency
(EASA). The Working arrangements
between EASA and CAA document
was signed on 7 July 2009. It stipulates
that the Republic of Moldova will
gradually
implement
the
EASA
standards.
The EU acts related to the EASA in this
section are related to the internal
operations of the EASA and cover
issues such as charges and appeals.
Adopt similar technical

and training requirements
as Europe in order to have
institutions certified by the
EASA in preparation of
future membership.
2013
ECAA
This act is outside the scope of the

Ministry of Transport, but generally
regulated in the field of consumer
protection and travel agents.
Verify the status with the

Consumer
Protection
Agency and agree on
measures to be taken.
2013
Regulation
104/2004
(appeals
against decisions)
Regulation 593/2007 and 1356/2008
(fees and charges)
PASSENGER RIGHTS
Council Directive 90/314/EEC of 13
June 1990 on package travel,
package holidays and package tours.
OJ L 158, 23.6.1990, p. 5964
Comments
and
approximation
15
Establishes the European

Aviation Safety Agency and
sets its tasks and authority. Of
relevance for Moldova is the
authority of the Agency to
issue
certificates
to
air
carriers,
maintenance
organisations and training
organisations
in
third
countries.
The
regulation
sets
furthermore requirements for:
Airworthiness,
Environmental standards
Flight crew licenses
Licensing of air operations
EU legislation
1
(see Chapter 4)

Timetable
2013-2020
Comments
and
approximation
None
This
Regulation
prohibits
refusing to accept passengers
on the basis of reduced
mobility except for safety
reasons but on a limited basis.
Carriage of items necessary
due to the handicap must be
free of charge.
Adopt Draft legislation and

enforce.
2012
Passengers have particular

rights travelling to and from EU
airports in case of denied
boarding, long delay or flight
cancellations regardless of the
nationality of the carrier. The
rules apply to scheduled and
no scheduled flights.
Necessary
measures
legislative
The
Government
has
been advised in 2010 to
adopt a specific law on
consumer contracts which
would include package
5
travel contracts .
Annex 9 ICAO, Doc. 30 ECAC

July 2006 concerning the rights of
disabled persons and persons with
reduced mobility when travelling by
air
OJ L 204, 26.07.2006, p.1-9

Council of 11 February 2004
establishing common rules on
compensation and assistance to
passengers in the event of denied
boarding and of cancellation or long
delay of flights and repealing
Regulation (EEC) No 295/91
OJ L 46, 17.02.2004, p.1-8
Government Decision No 1034 from

16.10.2000 regarding the approval of
the National Programme of Air
Transport Facilitation, published in
Official Gazette No 133-136/1142
from 26.10.2000
Chapter X Transport facilitation of
passengers who require special
assistance
Montreal Convention, Chapter III
Common legislation
Law on customer protection N 105-XV
of 13.03.2003
Draft Regulation regarding Passenger
Rights (not yet approved in 2012
despite being under preparation since
2010)
In addition to the draft regulation, there
is a draft law with a similar text in
circulation.
See the Sector Guide Consumer Protection Law and Policy for more information.
16
EU legislation
1
(see Chapter 4)

Council Regulation (EC) No 2027/97

of 9 October 1997 on air carrier
liability in the event of accidents
OJ L 285, 17.10.1997, p. 13
Amended by:
Regulation 889/2002, OJ L 140,
30.5.2002, p. 25
Convention for the Unification of

Certain
Rules
Relating
to
International Carriage by Air,
signed at Warsaw on 12 October
1929
(Warsaw Convention)
There are no domestic flights in

Moldova. It is presumed that no specific
framework is in place.
Annex 17, ICAO, Doc. 30
Law on Aviation Security No 92-XVI

from 05.04.2007 (published in Official
Gazette
No
90-93/393
from
29.06.2007)
Timetable
2013-2020
Comments
and
approximation
Transpose the Directive

and its amendments
2016
The Warsaw Convention is in

the view of the Commission
outdated and needs to be
updated. In addition, it only
applies to international flights,
while the directive extends it
also to domestic air carriage.
Adopt
legislation
transposing the applicable
provisions: Articles 1 to
18, Article 21, Annex .
Continue
monitoring
changes in acts as time
progresses.
2012 onwards,
regular updates
are required.
This Regulation requires the

establishment of a National
Security Programme on Civil
Aviation and establishes the
need for a single authority to
monitor
implementation
standards.
All
airport
operators and air carriers are
required to have a security
programme in place.
A national quality programme
must be put in place.
The European Commission
shall implement a programme
of unannounced inspections
and report to the Member
State concerned.
Necessary
measures
legislative
AVIATION SAFETY & SECURITY

Council of 11 March 2008 on
common rules in the field of civil
aviation security and repealing
Regulation (EC) No 2320/2002.
OJ L 97, 09.04.2008, p.72-84
Supplementing regulation;
272/2009 of 2 April 2009 and its
amendment Commission Regulation
(EU) No 297/2010 of 9 April 2010,
1254/2009 of 18 December 2009 and
18/2010
Implementing Regulations:
72/2010, Commission Regulation
(EU)
No
185/2010
(and
its
amendments) as well as Commission
Decision 2010/774/EU of 13 April
2010 (as amended)
RAC-AVSEC (Draft)
National aviation security training
program (CAA Order 08/GEN of
05.02.2008)
National program regarding of quality
control in aviation security (CAA Order
87/GEN of 29.09.2006, MO nr. 162-163
/546 of 13.10.2006)
Some practical changes have already
occurred, though details cannot be
disclosed.
17
EU legislation
1
(see Chapter 4)

Timetable
2013-2020
Comments
and
approximation
None
implemented
Established the system of

additional (Ramp) inspections
of foreign owned / operated
aircraft to ensure these meet
the safety standards as
established in the Chicago
convention. Does not apply to
State aircraft and small aircraft
under 5.700 kg.
Adopt Regulation and

monitor regular changes
to the list of banned
carriers.
2012
Established the airline blacklist

and obliges that passengers
be informed at the time of
booking on who the carrier will
be. Also, gives the right to be
reimbursed or re-routed if the
carrier is added to be blacklist.
Necessary
measures
legislative
Commission Decision 2010/774/EU

of 13 April 2010
Directive
2004/36/EC
of
the
April 2004 on the safety of thirdcountry aircraft using Community
airports. (repealed by the Regulation
(EC) No 216/2008)
OJ L 143, 30.04.2004, p.76-86
Implemented by:
Regulation 768/2006, OJ L 134,
20.5.2006, p. 16186
RAC-SAFA (Safety
Foreign Aircraft)
CAA
Order
No
16.01.2007

Council of 14 December 2005 on the
establishment of a Community list of
air carriers subject to an operating
ban within the Community and on
informing air transport passengers of
the identity of the operating air carrier
and repealing Article 9 of Directive
2004/36/EC
OJ L 344, 27.12.2005, p.15-22
Implemented by:
Regulation (EC) 473/2006, OJ L 84,
23.3.2006, p. 813
Regulation (EC) 474/2006, OJ L 84,
23.3.2006, p. 1428
Internal regulations of air operators

developed on the basis of IATA
resolutions
Draft Regulation regarding Passenger
Rights (not yet approved)
Assessment
07/GEN
of
from
Though the directive it implements has been superseded, the implementing regulation remains in force.
18
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
Regulation (EU) No 996/2010 of the

Council of 20 October 2010 on the
investigation and prevention of
accidents and incidents in civil
aviation and repealing Directive
94/56/EC
OJ L 295, 12.11.2010, p.35-50
ECAA
Civil Aviation Law No 1237-XIII from

09.07.97, Chapter VI, Article 16
Accidence, incidents and search and
rescue operations
RAC AAII (Investigation of civil aviation
accidents and incidents)
ESARR 2 mandates the

implementation
of
a
harmonised
occurrence
reporting and assessment
scheme
by
EUROCONTROL member
states.
A
compatibility
assessment should be
carried
out
and
amendments
made
if
necessary.
2013 or earlier
as possible.
Sets the basic requirements

how accident / incident
investigations must be carried
out. Aims to avoid recurrence
rather than assign liability.
Directive
2003/42/EC
of
the
Council of 13 June 2003 on
occurrence reporting in civil aviation.
OJ L 167, 04.07.2003, p.23-26
Expanded by:
1321/2007 of 12 November 2007
laying down implementing rules for
the integration into a central
repository of information on civil
aviation occurrences exchanged in
accordance
with
Directive
2003/42/EC
of
the
European
Parliament and of the Council.
OJ L 294, 13.11.2007, p. 34
and
ECAA
RAC-REAC (Occurrence reporting in

civil aviation)
ESSAR 2 also defines

requirements on the main
phases of the occurrence
reporting and assessment
process and the ATMrelated occurrences which
shall, as a minimum, be
reported and assessed.
A
compatibility
assessment should be
carried
out
and
amendments
made
if
necessary.
2013 or earlier
as possible.
Established
information
exchange for accident and
incident
reporting
of
mandatory reported events.
CAA Order nr 39/GEN of 20.09.2000

1330/2007 of 24 September 2007
laying down implementing rules for
the dissemination to interested
parties of information on civil aviation
19
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
Obligation to collect data on

different
indicators
and
transmit to EUROSTAT in a
particular format.
occurrences referred to in Article 7(2)

of Directive 2003/42/EC of the
Council.
OJ L 295, 14.11.2007, p. 711
OTHER
Council of 27 February 2003 on
statistical returns in respect of the
carriage of passengers, freight and
mail by air
OJ L 66, 11.03.2003, p.1-8
Implemented by:
1358/2003 of 31 July 2003
implementing Regulation (EC) No
437/2003
of
the
European
Parliament and of the Council on
statistical returns in respect of the
carriage of passengers, freight and
mail by air and amending Annexes I
and II thereto
OJ L 194, 1.8.2003, p. 933
MOLDATSA (Moldovan Air Traffic

Services Authority) is a member of
STATFOR User Group (EUROSTAT).

546/2005 of 8 April 2005 adapting
Council as regards the allocation of
reporting-country
codes
and
amending Commission Regulation
(EC) No 1358/2003 as regards the
updating of the list of Community
20
None
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
The Authority has been

established (registered as
legal entity) in December
2011, but the regulation has
not yet been approved by the
Government.
airports
OJ L 91, 9.4.2005, p. 59
158/2007 of 16 February 2007
amending Commission Regulation
(EC) No 1358/2003 as regards the
list of Community airports
OJ L 49, 17.2.2007, p. 920
Draft Regulation on the organisation of
the Civil Aviation Authority.
Approve regulation.
2012 (as soon

as possible)
Moldova has still Soviet era aircraft on

the books and as long as these remain
there, implementation of environmental
restrictions may be complicated.
Adopt transposing legal

acts as necessary.
To
be
coordinated with
the phasing out
of
legacy
aircraft
Generally, there are no noise-related

restrictions in the Republic of Moldova.
CAA has approved the JAR-36 Aircraft
noise and the Aeronautic regulation AP
- 36 "Certification of aircrafts by noise
Should be considered in
connection
with
the
phasing out of ICAO
annex 16 aircraft.
> 2015
ENVIRONMENT
Directive
2006/93/EC
of
the
Council of 12 December 2006 on the
regulation of the operation of
aeroplanes covered by Part II,
Chapter 3 , Volume 1 of Annex 16 to
the Convention on International Civil
Aviation, second edition (1988)
(codified version). OJ L 374,
27.12.2006, p. 14
Directive
2002/30/EC
of
European Parliament and of
establishment
of
rules
procedures with regard to
the
the
the
and
the
Part II, Chapter 3 , Volume 1 of

Annex 16 to the Convention on
International
Civil
Aviation,
second edition (1988)
ECAA.
21
Allows for the introduction of

more strict noise requirements
for aircraft and introduces a
method for management of
noise at airports.
EU legislation
1
(see Chapter 4)
introduction
of
noise-related
operating restrictions at Community
OJ L 85, 28.03, 2002, p.40-46

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
on areas". According to the Article 32 of

the Strategy for the Development of
7
Civil Aviation in Moldova
it is
envisaged to carry out a study of the
noise impact and to identify technical
and operational measures (including
restrictions) in order to reduce noise.
Directive
2002/49/EC
of
the
Council of 25 June 2002 relating to
the assessment and management of
environmental noise.
OJ L 189, 18.7.2002, p. 1225
Transpose
Applicable
provisions: Articles 1 to
16, Annexes I to VI
<2015
TRANSPORT BY ROAD
CARRIAGE OF GOODS BY ROAD
Council
Regulation
(EEC)
Regulation (EC) No 1072/2009 of
common rules for access to
international road haulage market
OJ L 300, 14.11.2009, p.72-87
No
the
the
on
the
Directive 2006/1/EC of the European

January 2006 on the use of vehicles
7
Protocol to the Convention on the

Contract for the International
Carriage of Goods by Road
(CMR), of 5 July 1978 ( in force 5
July 1978 )
Convention on the Contract for
the International Carriage of
Goods by Road (CMR), of 19
May 1956 (MD Accession 26 May
1986)
No Moldavian equivalent in place and

does not formally need to be as
Moldova is not in the single market.
Not compatible.
None
No specific legislation in place, other

than this is covered under licensing
requirements of Law No 451-XV of 30
Ensure that the Draft

Road Transport Code is
Government Decision No 987 of 30 August 2007, Official Gazette No 146-148 Art: 1030 of 14 September 2007.
22
Single
market
directive,
basically establishing one
European permit. + Driver
Attestation + Cabotage +
Safeguard Mechanism.
2012
Allows companies to use

rented vehicles for transport
(e,g, not registered in its
EU legislation
1
(see Chapter 4)
hired without drivers for the carriage

of goods by road
OJ L 33, 04.02.2006, p.82-85

Necessary
measures
legislative
July 2001.
Partially Compatible.
This subject is covered in the new Draft
Road Transport Code, though the
provisions there are somehow more
restrictive, as it requires to own at least
part of the vehicles.
fully compatible.
Timetable
2013-2020
Comments
and
approximation
name) but specifically prohibits
rental with driver.
The purpose of this legislation
has been to ensure that there
was not bypassing of permit
systems. Separate legislation
covering this subject may be
considered, but in conjunction
with implementing provisions
of regulation 1072/2009.
Council
Regulation
(EEC)
No
3916/90 of 21 December 1990 on
measures to be taken in the event of
a crisis in the market in the carriage
of goods by road.
OJ L 375, 31.12.1990, p. 1011
None
None.
None, though a safeguard

clause
may
be
incorporated into the Road
Transport
Law
under
preparation.
Directive
2008/68/EC
of
the
Council of 24 September 2008 on the
inland transport of dangerous goods
European Agreement concerning

Dangerous Goods by Road
(ADR),
of
30
September
1957(MD Accession)
Parliament Decision No 44-XIV from

04.06.98 on Ratification of the ADR
Agreement.
Regulation on the transportation of
dangerous goods on the territory of the
Republic of Moldova (Government
Decision No 672, 28.05.2002.
Ratifies
the
agreement.
2012
The Association
Agreement
requires
the
provisions
for
international
transport
to
enter into force
upon signature.
Agreement on the Transport of

dangerous goods by Road.
Implements
the
ADR
requirements for domestic use.
Will need review at some
moment, as a pesticides
monitoring system is being put
in place by the Ministry for
Agriculture.
Furthermore, it
may be desirable to follow the
approach of the directive and
have one law for all dangerous
goods
2012
Abrogation is envisaged when

replaced by the Draft Road
Transport Code.
OJ L 260, 30.09.2008, p.13-59
ADR
Partially Compatible
The Draft Road Transport

Code
envisages
regulations to implement a
new ADR regime in
Moldova.
.
Regulation of the carriage of goods

No 9/12 of 9-12-1999.
Not compatible with EU free market
The legislation shall be

repealed when the rest of
the legal framework is in
23
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
principles, as rates may be set by law.
place, as what it being

regulated
becomes
obsolete. However, the
legislation contains some
elements
that
extend
international agreements
to Moldova and early
repeal
may
cause
legislative gaps.
No Moldavian equivalent in place and

does not formally need to be as
Moldova is not in the single market.
Not compatible.
Legislation is necessary to
address
the
issues
covered in the directive.
This will then also require
a review of the Licensing
law (no 451-XV) of 30 July
2001
to
avoid
any
contradictions.
2012
Incorporated in the Draft Road

Transport Code
Legislation
may
be
prepared as one package
covering air, rail and road
and perhaps water.
The Draft Road Transport
Code
deals
with
passenger rights that are
in the Regulation. Thought
there
is
no
direct
requirement to transpose,
2012
Introduces passenger rights

for bus passengers of equal
concept as in aviation, rail and
water. Partially covered by the
draft Road Transport Code.
TRANSPORT OF PASSENGERS
Council of 21 October 2009 on
common rules for access to the
international market for coach and
bus
services
and
amending
Regulation (EC) No 561/2006
OJ L 300, 14.11.2009, p.88-105
INTERBUS
Agreement:
the
international occasional carriage
of passengers by coach and bus
8
of 01.01. 2003.

concerning the rights of passengers
in bus and coach transport and
2006/2004
OJ L 55, 28.2.2011, p. 112
INTERBUS
Agreement:
the
of 01.01. 2003.
Note:
This regulation is in the Draft Road
Transport
Code
currently
under
consideration.
No Moldovan equivalent, through to the
three EU members that have ratified
the CVR Agreement, this is covered.
Law No 308-XVI of 26-10-2006 on
ratification of the CVR convention.
28.07.2006 on Regulation on the
Carriage of Passengers and Luggage.
The Agreement applies to the international carriage of passengers, of any nationality, and to unladen journeys of the buses and coaches concerned with these
services on the territory of the European Union (EU), and in Bosnia and Herzegovina, Bulgaria, Croatia, Moldova, Romania and Turkey.
24
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
it may be advisable to do
while the Draft is revised.
Council Regulation (EEC) No 56/83
of 16 December 1982 concerning the
implementation of the Agreement on
the
international
carriage
of
passengers by road by means of
occasional coach and bus services
(ASOR) OJ L 10, 13.01, 1983, p.1-3
82/505/EEC: Council Decision of 12
July 1982 concluding the Agreement
on the International Carriage of
Passengers by Road by means of
Occasional Coach and Bus Services
(ASOR)
OJ L 230, 05.08.1982, p.38-38
Convention on the Contract for

Passengers and Luggage by
Road (CVR), of 1 March 1973
( MD Accession)
Carriage of Passengers and
Luggage by Road (CVR), of 5
July 1978
INTERBUS
Agreement:
the
9
of 1.01. 2003.

28.07.2006 on Regulation on the
Carriage of Passengers and Luggage.
Partially Compatible.
Law No 246 from 21.10.2005 on

ratifying the Agreement on the
Occasional Carriage of Passengers by
Coach
and
Bus
(INTERBUS
Agreement)
Compatible.
The regulation 854 is

overly
prescriptive
in
terms of use of equipment
and may violate the
principles of free market.
> 2015
Review
Regulation 854
at some stage
in 2015 if still in
force.
This is also in the Draft

Road Transport Code and
remains too prescriptive.
2002/917/EC: Council Decision of 3

October 2002 on the conclusion of
the INTERBUS Agreement on the
international occasional carriage of
passengers by coach and bus.
OJ L 321, 26.11.2002, p.11-12
Regulation on bus terminals approved
by the Ministry for Transport on
09.12.99 (Official Gazette No 4649/148 din 27.04.2000)
There
is
no
legal
equivalent of this in the
EU, but this is regulated
through competition law.
The Draft Code should be
2012

(passenger rights) establishes
the right for disabled persons
to receive assistance at
designate bus terminals and
The Agreement applies to the international carriage of passengers, of any nationality, and to unladen journeys of the buses and coaches concerned with these
services on the territory of the European Union (EU), and in Bosnia and Herzegovina, Bulgaria, Croatia, Moldova, Romania and Turkey.
25
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Proposed to be incorporated in the

Road Transport Code. The Draft Code
sets detailed requirements as to what a
bus terminal should have in terms of
equipping, but no requirements that
would facilitate disabled persons.
updated to incorporate the

requirements
of
the
Regulation.
No specific legislation in place, other

than this is covered under licensing
requirements of Law No 451-XV of 30
July 2001.
The Licensing law does not address
several of the key concepts.
Adopt a fully compatible

law in line with the latest
regulation by end of 2012.
This will address the legal
gaps in the domestic
framework.
Note:
Transport
Code
currently
under
consideration.
A
transitional
period
should be applied to
ensure that the legislation
does not shut down the
local transport system.
Law No1318-XII from 02.03.93 on

ratifying the European Agreement
concerning the Work of Crews of
Vehicles Engaged in International Road
Transport (AETR) (Official Gazette
No 3/62, 30.03.93)
No domestic working time

legislation in place that is
comparable.
Timetable
2013-2020
Comments
and
approximation
on the buses and coaches.
Employment and working

conditions
establishing
common
rules
concerning the conditions to be
complied with to pursue the
occupation of road transport operator
and repealing Council Directive
96/26/EC
OJ L 300, 14.11.2009, p.51-71

harmonisation of certain social
legislation relating to road transport
and amending Council Regulations
(EEC) No 3821/85 and (EC) No
2135/98 and repealing Council
Regulation (EEC) No 3820/85
OJ L 102, 11.04.2006, p.1-14

the Work of Crews of Vehicles
engaged in International Road
Transport (AETR), of 1 July
1970.
(MD accession , 26 May 1993)
Note:
Transport
Code
currently
under
consideration.
26
As the 561/2006 and the

AETR agreement are
expected to converge in
terms of requirements, this
should not be problematic.
2012. This act is

part
of
the
annex to the
Association
agreement and
shall
be
implemented
within 2 years of
entry into force
of
the
agreement
or
around 2014.
Directive
related
to
requirements
for
both
domestic and international
transportation licensing.
Sets
minimum
education
standards. Also applies to
marsrutkas.
2012 at the
latest.
This
legislation also
in the Annex to
the Association
agreement.
Implementation
of
this
legislation does not only
require the direct application of
the
legislation
but
also
requires the establishment of a
credible enforcement system
and
accreditation
of
workshops.
EU legislation
1
(see Chapter 4)
Directive
2002/15/EC
of
the
organisation of working time of
persons performing mobile road
transport activities
OJ L 80. 23.03.2002, p.35-39

1970.
None. Domestic Transport

regulated at this moment.
not
Directive
2006/22/EC
of
the
European parliament and of the
Council on the minimum conditions
for the implementation of Regulations
3820/85 and 3821/85 concerning
social legislation relating to road
transport activities and repealing
Council Directive 88/599/EEC. (the
control Directive)
OJ L 102, 11.04.2006, p.35-44
Amended by:
Commission Directive 2009/4/EC of
23 January 2009 counter measures
to prevent and detect manipulation of
records of tachographs, amending
Directive
2006/22/EC
of
the
Council on minimum conditions for
the implementation of Council
Regulations (EEC) Nos 3820/85 and

1970.
Regulation on the technical supervision

exercised by traffic police approved by
Government
Decision
nr.415
of
08.04.03 (Official Gazette No 70-72,
Art. No 441, 15.04.03).
Highly suspect, most likely not
compatible.

is
Note:
This Directive is in the Draft Road
Transport
Code
currently
under
consideration.
27
Timetable
2013-2020
Comments
and
approximation
Adopt legislation covering

the Directive.
2012 / 2013.
This directive is
in the annex to
the association
agreement and
though
not
immediately
required,
it
would best be
take care of
when
introducing acts
regulating
in
accordance with
561/2006.
Working hour directive, not of

relevance until MD joins EU or
EEA.
Concept may be
addressed in MD legislation for
domestic purpose.
Can be harmonised in the

context of the tachograph
regulation
2012
Introduced minimum standards

of
enforcement
of
the
Regulations.
Requires
Member States to perform
checks on at least 3% of the
worked hours as from 3rd
January 2010 and 4% as from
January 2012. not less than
50% of hours checked must be
at premises and not less than
30% must be at roadside.
Requires also non harmonised
legislation. See section.
Necessary
measures
legislative
Will require an entire

reconsideration of the law
enforcement
system
related to transportation.
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
3821/85 concerning social legislation

relating to road transport activities
88/599/EEC
Directive
2003/59/EC
of
the
Council of 15 July 2003 on the initial
qualification and periodic training of
drivers of certain road vehicles for
the carriage of goods or passengers,
amending Council Regulation (EEC)
No 3820/85 and Council Directive
91/439/EEC and repealing Council
Directive 76/914/EEC
OJ L 226, 10.09.2003, p.4-17
No Moldovan equivalent
Should be transposed with

a transition period allowing
for time by the existing
drivers to be re-educated.
2012.
This directive is
in the annex to
the association
agreement and
must enter into
force within 2
years after entry
into force of the
AA.
Establishes a system of
admission to the profession of
lorry or bus driver and regular
retraining.
See below.
Transposition
mentioned date.
To
be
introduced
by
19
January
2013
with
relevant
provisions
according to the
requirements of
the AA.
Established new model driving

license.
ROAD SAFETY
Directive
2006/126/EC
of
the
Council of 20 December 2006 on
driving licenses (Recast)
OJ L 403, 30.12.2006, p.18-60
as amended by:
Commission Directive 2009/113/EC
of 25 August 2009 amending
Directive
2006/126/EC
of
the
Council on driving licences
OJ L 223, 26.8.2009, p. 3135
Commission Directive 2011/94/EU of
28 November 2011 amending
Directive
2006/126/EC
of
the
Road Traffic and Road Safety

Convention on Road Traffic, of 19
September 1949 (no accession)
November 1968 (MD accession
26 May 1986)
European
Agreement
supplementing
the
1968
May 1971 - (MD 25 April 2006,
Accession)
Protocol on Road Signs and
Signals, of 19 September 1949
(MD no Accession)
Convention on Road Signs and
Signals, of 8 November 1968
28
before
EU legislation
1
(see Chapter 4)
Council on driving licences

OJ L 314, 29.11.2011, p. 3134
(MD no Accession)
European
Agreement
supplementing the Convention on
Road Signs and Signals (1968),
of 1 May 1971 (MD no
Accession)
European
Agreement
supplementing
the
1968
May 1971 (MD accession)

July 1991 on driving licences as
amended by Directive 2000/56/EC of
14 September 2000, Directive
2006/126/EC of the European
December 2006 on driving licences
(Recast)
OJ L 237, 24.08.1991, p.1-24

November 1968 (MD accession
26 May 1986)

Necessary
measures
legislative
Regulation
on
driving
license,
organisation and taking of driving test
and admission to the road traffic
approved by Government Decision No
1452 from 12.24.07 (Official Gazette
nr.8-10, Art. No 42, 15.01.08)
Adjust the legislation to

incorporate deficient parts.

October 1995 on uniform procedures
for checks on the transport of
dangerous goods by road (OJ L 249,
17.10.1995, p.35-40)as amended by
the Directives:
2001/26/EC, OJ L 168, 23.06.2001,
p.23-24
2004/112/EC, OJ L367, 14.12.2004,
p.23-28
OJ L 338M, 17.12.2008, p.68-75
No Moldovan equivalent.
Can only partially be

harmonised until MD joins
EU. Reason for this is the
reporting requirement.
Commission
Government
Recommendation
.Decision
29
No
357,
Moldova has 0 tolerance.
Timetable
2013-2020
Comments
and
approximation
This
Directive
will be repealed
as
from
19
January
2013
and replaced by
Directive
2006/126/EC
and
its
amendments.
European
model
driving
license. Standards for driving
tests, standards for medical
conditions.
Sets
recommended
alcohol
EU legislation
1
(see Chapter 4)
2001/115/EC of 17 January 2001 on

alcohol limits.
OJ L 043, 14.02.2001, p.0031-0036

Necessary
measures
legislative
13.05.2009 on the approval of the road

traffic.
NB: it refers to alcohol, thus, there is no
provision on alcohol limits.
Harmonisation
required.
There is no Moldovan equivalent to this

legislation. In addition, Moldova did not
ratify the said UNECE agreements.
Moldova shall ratify the

UNECE agreements as
soon as possible insofar
not already done.
The draft Road Transport
Code contains a chapter
on type approval, but it is
not clear what practical
mechanism should be
used.
A substantial part of the
latest amendments relate
to Euro I VI engines and
Moldova should slowly
adopt this legislation.
Timetable
2013-2020
limits for categories of drivers.
not
TECHNICAL STANDARDS

February 1970 on the approximation
of the laws of the Member States
relating to the type-approval of motor
vehicles and their trailers and its
amending directives 10 harmonises
the type approval process across EU
memberstates.
OJ L 42, 23.02.1970, p.1-15
Latest amendment:
Council of 20 June 2007 on type
approval of motor vehicles with
respect to emissions from light
passenger and commercial vehicles
(Euro 5 and Euro 6) and on access
to vehicle repair and maintenance
information.
OJ L 171, 29.6.2007, p. 116
As amended by:
Regulation (EC) No 595/2009, (OJ L
188, 18.7.2009, p. 113)
Related act:
10
Agreement
concerning
the
Adoption of Uniform Technical
Prescriptions
for
Wheeled
Vehicles, Equipment and Parts
which can be fitted and /or be
used on Wheeled Vehicles and
the Conditions for Reciprocal
Recognition
of
Approvals
Granted on the Basis of these
Prescriptions, of 20 March 1958
(MD no accession)
Agreement
concerning
the
Adoption of Uniform Conditions
for
Periodical
Technical
Inspections of Wheeled Vehicles
and the Reciprocal Recognition
of Such Inspections, of 13
November 1997(MD 5 Dec.2007
accession)
Agreement
concerning
the
Establishing of Global Technical
Regulations
for
Wheeled
Vehicles, Equipment and Parts
which can be fitted and / or be
used on Wheeled Vehicles, of 25
There are 31 technical amendments, 5 accession acts and 6 corrigendum's related to this Directive.
30
Comments
and
approximation
2013
EU legislation
1
(see Chapter 4)
Directive
2007/46/EC
of
the
establishing a framework for the
approval of motor vehicles and their
trailers, and of systems, components
and separate technical units intended
for such vehicles (Framework
Directive)
as
amended
and
supplemented.
OJ L 263, 9.10.2007, p. 1160
June 1998 ( 16 January 2007,

Accession)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
Directive 96/53/EC of 25 July 1996

on laying down for certain road
vehicles
circulating
within
the
Community the maximum authorized
dimensions
in
national
and
international traffic and the maximum
authorized weights in international
traffic and its amending Directive
2002/7/EC of 18 February 2002
OJ L 235, 17.09.1996, p.59-75
Partially harmonised in the regulation

on Road traffic. (Government Decision
No 357 of 13-05-2009)
CLA compatibility statement against the
2002 directive.
The amended Road Law of 1995,
amended by Law 85 of 2011 contains
also references to weights and
dimension, but is found not fully
compatible.
Abrogate the section of

the Regulation on Road
traffic related to weights
and dimensions, correct
the Amendments to the
Road Law
2012
This legislation
is in the annex
to
the
Association
Agreement.
Vehicle
weight
and
dimensions,
including
requirements
for
manoeuvrability.
Main problem is now that there
are two legal act regulating the
same matter. In terms of
applicability, the Law would
prevail over the regulation.
Directive
2010/35/EU
of
the
Council of 16 June 2010 on
transportable pressure equipment
and repealing Council Directives
76/767/EEC,
84/525/EEC,
84/526/EEC,
84/527/EEC
and
1999/36/EC
OJ L 165, 30.06.2010, p.1-18
This should be already

harmonised
with
the
directives, as the ADR and
the RID agreements are
relevant for MD. However,
there may be a specific
reason why the EU
regulated this.
2015
Regulations for testing and

retesting of gas cylinders etc.
for road and rail transport.
Introduced the ADR and the
RID agreements (which are
ENECE).
Council Directive 2009/40/EC of 9 May Agreement
concerning
the Regulation on the technical supervision Abrogate
31
the
section
of 2012
Sets
the
requirement
for
EU legislation
1
(see Chapter 4)

2009 on Road Worthiness tests for

motor vehicles and their trailers
(recast)
OJ L 141, 06.06.2009, p.12.28
Adoption of Uniform Conditions for

Periodical Technical Inspections of
Wheeled
Vehicles
and
the
Reciprocal Recognition of such
Inspections, concluded on 13
November 1997
(MD,5 December 2007, accession)

Government Decision No 415 of
08.04.03 (Official Gazette nr.70-72,
Art. No441, 15.04.03).
Partially harmonised in the regulation on
Road traffic. (No 357 of 13.05.2009)
Not compatible.
This is also regulated by Government
Decision No1047 on the approval of
reorganisation of the Informational
Search System "Automobile" into the
State Registry of Transport and
introduction of inspections of motor
vehicles and their trailers of 8 November
1999.
Directive
2000/30/EC
of
the
Council of 6 June 2000 on the
technical roadside inspection of the
roadworthiness
of
commercial
vehicles
circulating
in
the
Community.
Amended by:
Regulation on the technical supervision

Government Decision No 415 of
08.04.03 (Official Gazette No 70-72,
Art. No 441, 15.04.03).
The Draft Road Transport Code does
not address this subject other than that
there will be a regulation on roadside
controls.
Commission Directive 2003/26/EC of

3 April 2003.
OJ L 203, 10.08.2000, p.1-8

February 1992 on the installation and
use of speed limitation devices for
Regulation No 89. Uniform

provisions
concerning
the
approval of: I. Vehicles with
No Moldovan equivalent currently in

place, but the subject is covered in the
Draft Road Transport Code, but for
32
Necessary
measures
legislative
Timetable
2013-2020
Government decision 415.
Comments
and
approximation
technical
inspection
and
identifies minimum technical
standards for the test. Broad
coverage with environmental
standards, speed limiter, etc.
Refers to a lot of other
Directives.
Note: This subject is also

covered in the Draft Road
Transport Code.
Adopt legal acts regulating

the
specifics.
More
important though is to
ensure that capacity is
built
to
enable
the
implementation and that
the required investment is
carried out.
A complication may be
that the police forces will
go
through
a
reorganisation
in
the
period 2011 2013 and
possible beyond that.
2012
Road
checks
and
the
procedures how to carry these
out, including the limitation
values.
Adopt legislation requiring

the installation.
In addition to the direct
2012.
Is in the annex
to the AA.
Mandates the installation and

use
of
speed-limitation
devices. Can be harmonised
EU legislation
1
(see Chapter 4)

certain categories of motor vehicles

in the Community
OJ L 57, 02.03.1992, p.27-28
regard to limitation of their

maximum
speed
or
their
adjustable
speed
limitation
function; II. Vehicles with regard
to the installation of a speed
limiting
device
(SLD)
or
adjustable
speed
limitation
device (ASLD) of an approved
type; III. Speed limitation devices
(SLD) and adjustable speed
limitation
device
(ASLD).
Geneva, 8 April 2008
scheduled entry into force some time in

2015 2016.
Council
Regulation
(EEC)
No
3821/85 of 20 December 1985 on
recording
equipment
in
road
transport (Analogue Tachograph)
See amendments below
OJ L 370, 31.12.1985, p. 8-21
Latest amendment by:

1970, Appendix 1A of the Annex
to
the
AETR
(Concerning
Analogue Tachograph) (MD 26
May 1993, Accession)
No Moldovan equivalent has been

incorporated in the legislation that
introduces the digital tachograph in
compliance with Regulation 2135/98.

1970, Appendix 1B of the Annex
to
the
AETR
(Concerning
Moldovan Legislation being drafted and

ready, but most likely not being passed
on time.
Stopgap measure is a Government
regulation
providing
the
legal
framework for implementation as a

1266/2009 of 16 December 2009
adapting for the tenth time to
technical
progress
Council
Regulation (EEC) No 3821/85 on
recording
equipment
in
road
transport.
OJ L 339, 22.12.2009, p. 323
Council Regulation (EC) No 2135/98
of 24 September 1998 amending
Regulation (EEC) No 3821/85 on
recording
equipment
in
road
transport and Directive 88/559/CEE
concerning
the
application
of
Note:
Transport
Code
currently
under
consideration.
33
Timetable
2013-2020
Comments
and
approximation
legislation related to the

subject, a system of
accreditation
of
organisations for fitting
and
maintaining
the
equipment
must
be
established,
requiring
setting requirements to be
met for fitters (technical,
legal etc.)
See also the

comments
on
the Draft Code
in Annex 7.
with limited cost, as long as

this it is phased in gradually.
Will ease the transition to
eventual EU membership.
On international routes
covered also by the
UNECE agreements, but
domestic use may not
have been addressed
anywhere.
This equipment is being
phased out, and its
relevance may be limited.
2012.
This legislation
is in the annex
to
the
Association
Agreement but
should
have
been
implemented
long ago.
Introduced
the
analogue
Tachograph for vehicles over:
Applies to Goods transport
vehicles with GVW over 3.5 t
Passengers, over 9 persons
including the driver, both when
for hire or reward and for own
account.
This Regulation should

have been implemented
by the 16th of June 2010.
Before
31st
December 2010
was
required,
but has not
been fully and
correctly
Introduced
the
Digital
Tachograph, also linked to the
AETR agreement Appendix to
Annex B.
Necessary
measures
legislative
No
retrofitting
of
existing
EU legislation
1
(see Chapter 4)
Regulations (EEC) No 3820/84 and

(EEC) No 3821/85
OJ L 274, 09.10.1998, p.1-21
Analogue Tachograph) (MD 26

May 1993, Accession)
Timetable
2013-2020
Comments
and
approximation
transposed
in
the Draft Road
Transport Code.
vehicles, unless it is beyond

repair.
Adopt
legislation,
but
ensure that there is no
violation in implementing
Directive 2009/138/EC of
the European Parliament
and of the Council of 25
November 2009 on the
taking-up and pursuit of
the business of Insurance
and
Reinsurance
(Solvency II)
2012
Mandatory car insurance and

green
card.
Can
be
implemented by gradually
raising the limits on liability to
reach convergence with EU
norms, when this is achieved,
oblige insurers to join the
Agreement
between
the
national insurers bureaux of
the Member States of the EEA
and other associate states.
Legislation enabling the

implementation may be
adopted, though it is not
necessary that a charging
scheme be put in place at
this stage.
2013 or earliest
as possible.
This could pay for some of the

infrastructure upgrades that
are necessary, but also for the
enforcement of Regulation
561/2006.
Does not need to be approximated but

is worth considering in the future
Monitor the development

of the proposal and take
action if needed.
N/A
Proposal for abolishment of

registration taxes, refunding
registration tax, linking CO2
with registration tax levels.

Necessary
measures
legislative
temporary measure.
Note: Transposition is foreseen in a
separate regulation in accordance with
the draft Road Transport Code.
Closely related Act: Regulation (EC)

1360/2002, Technical Specifications
for the Digital Tachograph.
OJ L 207, 05.08.2002, p.1-252
CROSS SECTORAL WITHIN THE ROAD SECTOR
Directive
2009/103/EC
of
16
September
2009
relating
to
insurance against civil liability in
respect of the use of motor vehicles
and the enforcement of the obligation
to insure against such liability
OJ L 263, 07.10.2009, p.11-31
UN Recommendation No 5 of 25
January 1949, addressed to
governments, was adopted. It
contains the guidelines for the
Green Card System
Directive
1999/62/EC
of
the
charging of heavy goods vehicles for
the use of certain infrastructures
OJ L 187, 20.07.1999, p.42-50
Proposal for a Council Directive on
passenger car related taxes [COM
(2005) 261 final
Convention on the Taxation of

Road Vehicles engaged in
International
Passenger
Transport, of 14 December 1956.
Law On Compulsory Motor Third Party

Liability Insurance
No 414-XVI as of 22.12.2006
Not Compatible
Legislation also allows regulator to set
minimum
premiums,
effectively
removing competition from the market.
34
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
MD, no accession
NON HARMONISED LEGISLATION (National)
A requirement to have approved
workshops for the implementation of
Regulations (EEC) 3821/85 and
2135/98 and 1071/2009/EC
Legislation requiring
companies to have
cover their potential
consignments notes
CMR)
road transport
insurance to
liability under
(national and
2013
Moldova does not have legislation

setting
requirements
related
to
approval of workshops.
Incorporated in the Draft

Road Transport Code,
though it may not be fully
compatible.
Regulation No175 on the classification

as star coaches of 17 June 2002
Abolish the requirement of

star classification as not in
line
with
the
new
approach of standards
and certification.
None. Liability has been established,

the requirement to insure against the
liability is not in the draft road transport
code.
Incorporate
the
requirement to insure
against liability for damage
to cargoes in the draft
road transport code.
2013
Moldova
does
not
have
any
comparable legislation that requires
elements of the Directive to be
implemented. The closest one would
come is the Road Safety Strategy.
Adopt
legislation
implementing
this
Directive. Adopt new, non
harmonised
design
manuals
and
ensure
enforcement of various
existing legal acts.
2013 or as soon
as
possible
before
major
capital
expenditure in
road
infrastructure
design
and
construction
takes place
This
regulation
is
not
addressing any risk to the
consumer and is not of value
in a market economy. As it is a
voluntary scheme, it should
not be in any legislation.
ROAD INFRASTRUCTURE SAFETY

Directive
2008/96/EC
of
the
Council of 19 November 2008 on
road
infrastructure
safety
management.
OJ L 319, 29.11.2008, p. 5967
None
35
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
MULTI MODAL TRANSPORT COMBINED TRANSPORT

December 1992 on the establishment
of common rules for certain types of
combined
transport
of
goods
between Member States
OJ L 368, 17.12.1992, p. 3842
European
Agreement
on
Important International Combined
Transport Lines and Related
Installations (AGTC) of 1991.
Protocol on Combined Transport
on Inland Waterways (AGTC) of
1997, entered into force in 2009.

concerning a European rail network
for competitive freight.
OJ L 276, 20.10.2010, p. 2232
The Rail Transportation Code (Law No

309 of 17 July 2003 provides for MultiModal transport.
Covered in the concept of Inland
Waterway Transport.
Not Covered in the Draft Road
Transport Code.
Establish a separate legal

framework for multi-modal
transport.
<2017
4 years after
entry into force
of the AA.
The Directive contains a

reference
to
Regulation
11/1960,
which
prohibits
discrimination on tariff and
conditions based on origin or
destination of the goods.
If an agreement on a
connection to the network
is negotiated, there will be
a need to take action
before the transposition
deadline of the AA.
Within 4 years
of entry into
force of the
Association
Agreement.
(estimated to be
2013)
Legislation
therefore should
be prepared in
2016 to allow
for
implementation.
Hardly relevant for Moldova,

as none of the current
corridors comes near to its
territory.
In
addition,
in
accordance with Article 5 (4) it
does not need to participate in
establishing any corridors due
to its different gauge.
No Moldovan equivalent in the Railway

Code n 309-XV of 17 July 2003
(amended by Parliament Law No 98-
address
the
issues
2013
According
to
the
draft
association agreement within 4
years of entry into force of the
TRANSPORT BY RAIL
* part of first railway package
** part of second railway package
*** part of third railway package
SEPARATION BETWEEN INFRASTRUCTURE AND OPERATIONS
Council Directive 91/440 of 29 July
1991 on the development of the
36
EU legislation
1
(see Chapter 4)
Community's railways.
Amended by:
* Directive 2001/14/EC of the
Council of 26 February 2001 on the
allocation of railway infrastructure
capacity and the levying of charges
for the use of railway infrastructure
and safety certification
OJ L 75, 15.03.2001, p. 29-46
and

Necessary
measures
legislative
XVI of 26.05.2005, published in MO No

83-85/380 of 17.06.2005 further in
the text Railway Code No 309-XV 17
July 2003)
Not compatible

Code No 309-XV of 17 July 2003
Not compatible
address
the
issues
covered in the directive,
specifically the licensing
conditions as required by
the
Association
Timetable
2013-2020
Comments
and
approximation
Association
Agreement.
(estimated to be 2013) though
for
the
purpose
of
development if the railways in
order to support economic
development, no time should
be lost.

amending
Council
Directive
91/440/EEC on the development of
the Community's railways.
OJ L 75, 15.3.2001, p. 125
and
** Directive 2004/51/EC of the
Council of 29 April 2004 amending
Council Directive 91/440/EEC on the
development of the Communitys
railways.
OJ L 164, 30.4.2004, p. 164172
LICENSING OF RAILWAY UNDERTAKINGS
Council Directive 95/18/EC on the
licensing of railway undertakings and
one on allocation of railway
infrastructure capacity and the
levying of charges.
95/19/EC of 19 June 1995 on the
37
2013
The legislation
is part of the
first and second
railway package
and should be
Within 4 years of entry into

force of the Association
Agreement. (estimated to be
2013)
Legislation therefore should be
prepared in 2016 to allow for
EU legislation
1
(see Chapter 4)


capacity and the charging of
infrastructure fees. OJ L 143,
27.06.1995, p.70-74
aAmended by:
amending
Council
Directive
95/18/EC on the licensing of railway
undertakings.
OJ L 75, 15.3.2001, p. 2628
and
Timetable
2013-2020
Comments
and
approximation
Agreement.
implemented in
one act as soon
as possible.
implementation.
A legal act should be

prepared, though until
there is a reasonable
possibility that there is a
need for further institutions
to be set up, not much
action should be taken to
actually implement the
Regulation.
Within 4 years
of entry into
force of the
Association
Agreement.
(estimated to be
2013)
Legislation
therefore should
be prepared in
2016 to allow
for
implementation.
Hardly relevant for Moldova,

as none of the current
corridors comes near to its
territory.
In
addition,
in
accordance with Article 5 (4) it
does not need to participate in
establishing any corridors due
to its different gauge.
Necessary
measures
legislative

Council of 29 April 2004 on safety on
the Communitys railways
OJ L 164, 30.04.2004, 44-113
concerning a European rail network
for competitive freight.
OJ L 276, 20.10.2010, p. 2232
No Moldovan equivalent in place
INTEROPERABILITY
38
EU legislation
1
(see Chapter 4)
Council Directive 96/48 of 23 July

1996 on the interoperability of the
trans-European
high-speed
rail
system
OJ L 235, 17.09.1996, p.6-24
amended by:

Necessary
measures
legislative
Timetable
2013-2020

Not compatible
address
the
issues
covered in the directive
Not
relevant
unless more EU
width railtrack is
constructed or
planned.
No Moldavian equivalent in the Railway

Not compatible
address
the
issues
Within 4 years
of entry into
force of the
Association
Agreement.
(estimated to be
2013)
Legislation
Comments
and
approximation

interoperability of the trans-European
conventional rail system
OJ L 110, 20.04.2001, p.1-27
and
Council of 29 April 2004 amending
high-speed rail system and Directive
2001/16/EC
of
the
European
Parliament and of the Council on the
conventional rail system.
OJ L 164, 30.4.2004, p 114-163
RAIL SAFETY
* Directive 2001/14/EC on the
and safety certification.
OJ L 75, 15.03.2001, p.51-78
and
**
Directive
2004/49/EC of
the
39
It aims is to establish a more

competitive and safer railway
system which covers the entire
Community market instead of
confining itself mainly to
national markets
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative

Council of 29 April 2004 on safety on
the Communitys railways and
amending
Council
Directive
95/18/EC on the licensing of railway
undertakings,
OJ L 164, 30.04.2004, p.44-113
Timetable
2013-2020
therefore should
be prepared in
2016 to allow
for
implementation.
CERTIFICATION OF TRAIN DRIVERS

*** Directive 2007/59/EC of the
Council of 23 October 2007 on the
certification of train drivers operating
locomotives and trains on the
Community's rail network
OJ L 315, 03.12.2007, p.51-78

Not compatible
address
the
issues
*** Directive 2008/57/EC of The

interoperability of the rail system
within the Community (recast)
OJ L 191, 18.07.2008, p.1-45

Not compatible
address
the
issues
Within 4 years
of entry into
force of the
Association
Agreement.
(estimated to be
2013)
Legislation
therefore should
be prepared in
2016 to allow
for
implementation.
WORKING CONDITIONS OF MOBILE WORKERS ENGAGED IN INTEROPERABLE CROSS BORDER SERVICES IN THE RAILWAY SECTOR
July 2005 on the Agreement between
the
Community
of
European
Railways (CER) and the European
Transport Workers Federation (ETF)
on certain aspects of the working
conditions
of
mobile
workers
engaged in interoperable cross-

Not compatible
40
address
the
issues
2014 / 15
Comments
and
approximation
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
border services in the railway sector

OJ L 195, 27.07.2005, p.15-17
RAIL PASSENGERS RIGHTS AND OBLIGATIONS
Not compatible

the subject matter of the
Regulation
2016
The AA indicates 4 years from

entry into force.

and safety certification,
OJ L 75, 15.3.2001, p. 2946
No Moldovan equivalent in place
address
the
issues
2013.
The AA indicates within 4

years of entry into force of the
Association
Agreement.
(estimated to be 2013) though
as this is part of the first
railway package, it should be
implemented immediately.
*** Regulation (EC) No 1370/2007 of

the European Parliament and of the
Council of 23 October 2007 on public
passenger transport services by rail
and by road and repealing Council
Regulations (EEC) No 1191/69 and
1107/70.

Not compatible

Regulation
< 2019
AA indicates 6
years from entry
into force.
Care should be taken that no

contradictions occur with the
current railway code, which is
not compatible.
Adopt
compatible
legislation dealing with all
2012
It shall be investigated how

this legislation relates to the

Council of 23 October 2007 on rail
passengers' rights and obligations
OJ L 315, 03.12.2007, p.14-41
CHARGES, SUBSIDIES AND AID
Note:
Transport
Code
currently
under
consideration.
OJ L 315, 03.12.2007, p.1-13
INLAND TRANSPORT OF DANGEROUS GOODS

Directive
2008/68/EC
of
the
Convention
concerning
International Carriage by Rail of 9

41
EU legislation
1
(see Chapter 4)

Council of 24 September 2008 on the

OJ L 260, 30.09.2008, p.13-59
May 1980 version applicable as

from 1st November 1996
Protocol of 3 June 1999 for the
Modification of the Convention
concerning International Carriage
by Rail (COTIF) of 9 May 1980
(1999 Protocol)
Convention on Civil Liability for
Damage Cause during Carriage
of Dangerous Goods by Road,
Rail and Inland Navigation
Vessels (CRTD).
None of the agreements above
ratified or acceded by Moldova.
republic of Moldova (Government

Decision 672, 28.05.2002, amended
and supplemented by Government.
Decision 275 of 16.03.2006)
Railway Code No 309-XV of 17 July
2003 of RM Chapter I, art.2, 9 and
16; Chapter II, art.28, 48, 91, 117.
land transport.
AA requires compliance by
entry
into
force
for
international
transport.
Domestic to be covered 3
years after entry into
force.
Concept of developing the inland
waterway
transport
navigation
453 of 24.03.2008 and the draft law are
Not compatible
address
the
issues
Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
requirements in relation to Rail
on the RF railway system. It
may be possible to draw in
legislation developed in the
Baltic States.
In addition, Russia and
Ukraine are COTIF members,
so there should be no
problem.
INLAND WATERWAY TRANSPORT

MARKET ACCESS / CABOTAGE
Council Regulation 2919/85/EEC of
17 October 1985 laying down the
conditions for access to the
arrangements under the Revised
Convention for the navigation of the
Rhine relating to vessels belonging
to the Rhine Navigation
OJL 280, 22.10.1985, p.4-7
Convention on the navigation

regime on the Danube (In force
on 1 April 1999)
Council Regulation 3921/91/EEC of

16 December 1991 laying down the
conditions under which non-resident
carriers may transport goods or
passengers by inland waterway
within a Member State
42
2015 --
This act, though Moldova has

currently no inland waterway
vessels in the class suitable
for Danube / Rhine long
distance
transport,
could
become of relevance in the
longer
term,
connecting
Giuriulesti to the Upper
Danube and Rhine basins.
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
OJ L 373, 31.12.1991, p.1-3

Council Regulation 1356/96/EC of 08
July 1996 on common rules
applicable to the transport of goods
or passengers by inland waterway
between Member States with a view
to establishing freedom to provide
such transport services
OJ L 175, 13.07.1996, p.7-8
December 1987 on access to the
occupation of carrier of goods by
waterway
in
national
and
international transport and on the
mutual recognition of diplomas,
certificates and other evidence of
formal
qualifications
for
this
occupation
OJ L 322, 12.11.1987, p.20-24
waterway
transport
navigation
Not compatible

Directive
< 2016
AA indicates 3
years from entry
into force.
waterway
transport
navigation
Not compatible

Directive
< 2016
AA indicates 3
years from entry
into force.
BOATMASTERS CERTIFICATE
December 1991 on the reciprocal
recognition of national boatmasters'
certificates for the carriage of goods
and passengers by inland waterways
OJ L 373, 31.12.1991, p.29-32
Council Directive 96/50/EC of 23 July
1996 on the harmonisation of the
conditions for obtaining national
boatmasters' certificates for the
carriage of goods and passengers by
43
Moldovan Citizens do not have

access to the EU labour
market, thus the act is of
limited relevance in the short
term.
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
inland waterway in the Community

OJ L 235, 17.09.1996, p.31-38
TECHNICAL SAFETY CONDITIONS
Directive
2009/100/EC
of
the
Council of 16 September 2009 on
reciprocal recognition of navigability
licences for inland waterway vessels,
repealing the Council Directive
76/135/EEC
OJ L 259, 02.10.2009, p.8-13
waterway
transport
navigation
453 of 24.03.2008 and the draft law
Not compatible

Directive
< 2018
AA indicates 5
years from entry
into force.
This act would be linked to

establishment of a substantial
inland waterway shipping fleet
and as long as there is no
business case for this, the cost
of implementing the acts would
exceed the benefits.
No Moldavian equivalent
waterway
transport
navigation

Directive
< 2016
AA indicates 3
years from entry
into force.
This act would be linked to

establishment of a substantial
inland waterway shipping fleet
and as long as there is no
business case for this, the cost
of implementing the acts would
exceed the benefits.
Directive
2006/87/EC
of
the
Council of 12 December 2006 laying
down technical requirements for
inland
waterway
vessels
and
repealing the Council Directive
82/714/EEC of 4 October 1982
OJ L 389, 30.12.2006, p.1-260
CHARTERING AND PRICING
systems of chartering and pricing in
national and international inland
waterway transport in the Community
OJ L 304, 27.11.1996, p.12-14
Not compatible
COMMUNITY FLEET
44
EU legislation
1
(see Chapter 4)
Council Regulation 718/99/EC of 29

March 1999 on a Community-fleet
capacity policy to promote inland
waterway transport
OJ L 90, 02.04.1999, p.1-5
Implemented by:
181/2008 of 28 February 2008 laying
down
certain
measures
for
implementing Council Regulation
(EC) No 718/1999 on a Community
fleet capacity policy to promote
inland waterway transport.
OJ L 56, 29.2.2008, p. 812

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
waterway
transport
navigation
453 of 24.03.2008 and the draft law is
not compatible.
It refers to the current status of
shipping and its problems and shipping
goals and developments, thus it is only
considering domestic shipping (see
article
18 improving
navigation
conditions on the inland waterways,
taking into account the prospect of
development of markets for domestic
shipping services and increasing
security requirements..)
none
Not relevant at this moment,

though at some point in time,
the management of capacity
may be required to avoid
excessive overcapacity in the
market.
waterway
transport
navigation

Directive
< 2016
AA indicates 3
years from entry
into force.
This Directive can have

significant
financial
implications for Moldova. Any
development of the Prut river
will
increase
the
cost
substantially.
Some elements of the

regulation
should
be
implemented to ensure
that
Moldovan
ports
remain attractive to EU
2013
The Regulation also applies to

journeys to and from EU ports
by EU carriers. Certain
aspects of the Regulation,
such as access for disabled
RIVER INFORMATION
Directive
2005/44/EC
of
the
harmonised
river
information
services (RIS) on inland waterways
in the Community
OJ L 255, 30.09.2005, p.152-159
(RIS is not considered

Government Decision)
in
the
TRANSPORT OF PASSENGERS
Council of 24 November 2010
concerning the rights of passengers
when travelling by sea and inland
Convention on the contract for

the international carriage of
passengers and luggage by
inland waterway (CVN)
of 6
February
1976
(MD
No
The CVN is directly applicable in

Moldova.
Other elements of the Regulation are
covered in different national legal acts,
45
EU legislation
1
(see Chapter 4)

waterway and amending Regulation

(EC) No 2006/2004.
OJ L 334, 17.12.2010, p. 116
Accession)
Carriage of Passengers and
Luggage by Inland Waterway
(CVN) of 5 July 1978 ( MD no
Accession)
though their actual enforceability is in

practice very limited.
ships as port of call.
Convention on Civil Liability for

Damage caused during Carriage
of Dangerous Goods by Road,
Rail and Inland Navigation
Vessels (CRTD), of 10 October
1989
Dangerous Goods by Inland
Waterways (ADN) of 26 May
2000 (MD Signed 26 March
2001)

Republic of Moldova (Government
Decision No 672, 28.05.2002
No provision for Inland waterway
Partially compatible
address
the
issues
2013
AA
requires
legilsation to be
in force upon
entry into force
of
the
agreement.
waterway
transport
navigation
address
the
issues
2013
Necessary
measures
legislative
Timetable
2013-2020
passenger and the ability of

the port to provide such
services may impact the
decision of a shipping line to
call on a certain port. If
Moldova intends to develop
itself as a destination for river
cruises, some elements of the
regulation
must
be
implemented.
DANGEROUS GOODS
Directive
2008/68/EC
of
24
September 2008 establishes a
common regime for all aspects of the
OJ L 260, 30.09.2008, p.13-59
STATISTICS

statistics of goods transport by inland
waterways and repealing Council
46
Comments
and
approximation
EU legislation
1
(see Chapter 4)
Directive 80/1119/EEC
OJ L 264, 25.09.2006, p.1-11

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation

Not compatible
LIMITATION OF THE LIABILITY OF OWNERS
Convention relating to the

limitation of the liability of owners
of inland navigation vessels
(CLNI) of 1 March 1973 (MD no
accession)
Protocol to the Convention
relating to the Limitation of the
Liability of Owners of Inland
Navigation Vessels (CLNI of 5
July 1978- MD no accession)
Moldovas insurance and liability

regime is weak in general. There is no
specific regime for inland navigation
vessels and even if it were, the
enforcement may be problematic.
It is not even certain that Moldovan
transporters, regardless of mode,
actually would be insured.
Even if Moldova does not

sign up to the CNLI
convention, it should
prepare
domestic
legislation that obliges
ship owners (not just
commercial shipping but
all motor powered ships
above a certain size) to
have a liability insurance.
2014
In case Moldova obtains a

fleet of inland navigation
vessels that engages in
international
transport,
it
should
join
the
CLNI
Convention at the earliest.
No Moldovan equivalent in the

Law No 599 XIV of 30 September
1999, for approval of the Code on
Commercial Sea Navigation.
Not compatible.
address
the
issues
< 2013
Considering the negotiations

of the DCFTA, some action
may have to be taken to
ensure full advantage can be
taken of the opportunities this
is offfering.
MARITIME TRANSPORT
ACCESS TO THE MARKET
Council
Regulation
(EEC)
No
4055/86 of 22 December 1986
applying the principle of freedom to
provide
services
to
maritime
transport between Member States
and between Member States and
third countries
OJ L 378, 31.12.1986, p.1-3
47
EU legislation
1
(see Chapter 4)

IMO Conventions.
UN Convention on the Law of the
Sea, 1982.
Maritime Labour Convention,
2006.
No Moldovan equivalent in the Law No

599 XIV of 30 September 1999, for
approval of the Code on Commercial
Sea Navigation.
Not compatible
30.07.2007 on approving the rules for
the registration of maritime vessels in
the Republic of Moldova
Not compatible
SOLAS
1974,
including
1996/1998
amendments,
1999/2000 amendments, revised
2000
amendments(for
ships
constructed after January 2003
and 2001/2003 amendments
Moldova is a party to the SOLAS

convention.
Timetable
2013-2020
Comments
and
approximation
address
the
issues
< 2013
The AA requires
implementation
within 5 years of
entry into force.
Flag State auditing process is

missing.
Given
the
flag
state
performance of Moldova, this
should be addressed urgently.

Directive
< 2017
AA indicates 4
years from entry
into force.
Necessary
measures
legislative
QUALITY OF FLAGS
Directive
2009/21/EC
of
the
Council of 23 April 2009 on
compliance
with
flag
State
requirements
OJ L 131, 28.05.2009, p.132-135
SHIP SAFETY
Directive
2009/45/EC
of
the
Council of 6 May 2009 on safety
rules and standards for passenger
ships (Recast), OJ L 163, 5.6.2009,
p. 1140
as amended by:
1 June 2010 amending Directive
2009/45/EC
of
the
European
Parliament and of the Council on
safety rules and standards for
passenger ships
OJ L 162, 29.6.2010, p. 1135
International Management Code

for the Safe Operation of Ships
and for Pollution Prevention (IMO
1993, as amended)
Guidelines on Implementation of
the ISM Code by Administrations
(IMO Resolution A.788(19), 23
November
1995)
and
48
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
amendments
of
Resolution
A.913(22),29 November 2001.
Directive
2010/65/EU
of
the
reporting formalities for ships arriving
in and/or departing from ports of the
Member States and repealing
Directive 2002/6/EC
OJ L 283, 29.10.2010, p. 110
(IMO) Convention on Facilitation

of International Maritime Traffic
(FAL Convention), adopted on 9
April 1965, as amended.
Directive
2002/59/EC
of
the
Council of 27 June 2002 establishing
a
Community
vessel
traffic
monitoring and information system
93/75/EEC
OJ L 208, 5.8.2002, p. 1027
as amended by:
Convention on the International

Regulations
for
Preventing
Collisions at Sea, 1972, as
amended (COLREG 1972) (in
force for Moldova in January
2005)
International Convention for the
Safety of Life at Sea, 1974, as
amended (SOLAS 1974) (in force
for MD January in 2006);
Directive
2009/16/EC
of
the
Council of 23 April 2009 on port State
control
OJ l 1312, 28.05.2009, p.57-100
and
Directive
2009/18/EC
of
the
Council of 23 April 2009 establishing
the fundamental principles governing
No Moldovan equivalent in Law No 599

XIV of 30 September 1999, for
Sea Navigation.
Not compatible
-Government Decision No 955 from
18.08.2006 on implementation of
International Ship and Port Facility
Security Code (ISPS) and the
Resolution
A
959(23)
of
the
International Maritime Organisation
(IMO) on the format and guidelines for
the maintenance of the continuous
synopsis record (CSR) matches with
International standards
- Government Decision No 855 from
30.07.2007 on approving the rules for
the registration of maritime vessels in
the Republic of Moldova
49
Ratify the convention.

Adopt act to implement
the Directive.
< 2015
According
to
AA,
to
be
implemented
within 3 years of
entry into force
of
the
agreement.
address
the
issues
< 2016
The AA requires
implementation
withing
three
years entry into
force of the
agreement.
Comments
and
approximation
EU legislation
1
(see Chapter 4)

SOLAS 1974, except chapter Xi2 of the annex,

MARPOL convention (1973, as
amended in 1978 and 1997).
International Convention on Load

Sea Navigation.
Not compatible
Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
< 2013
Considering the poor state of

the Moldovan fleet, this may
be a priority.
the investigation of accidents in the

maritime transport sector and
amending
Council
Directive
1999/35/EC
and
Directive
2002/59/EC
of
the
European
Parliament and of the Council
OJ L 131, 28.5.2009, p. 114127
and
23
February
2011
amending
Directive
2002/59/EC
of
the
Council establishing a Community
vessel
traffic
monitoring
and
information system
OJ L 49, 24.2.2011, p. 3336
and
1286/2011 of 9 December 2011
adopting a common methodology for
investigating marine casualties and
incidents developed pursuant to
Article 5(4) of Directive 2009/18/EC
of the European Parliament and of
the Council
OJ L 328, 10.12.2011, p. 3640

Council of 23 April 2009 on common
rules and standards for ship
inspection and survey organisations,
OJ L 131, 28.05.2009, p.11-23
50
address
the
issues
covered in the Regulation
and Directive
EU legislation
1
(see Chapter 4)
and
Directive
2009/15/EC
of
the
Council of 23 April 2009 on common
rules and standards for ship
inspection and survey organisations
and for the relevant activities of
maritime administrations summary,
OJ L 131, 28.05.2009, p.47-56
Lines (1966)

April 1999 on a system of mandatory
surveys for the safe operation of
regular ro-ro ferry and high-speed
passenger craft services
OJ L 138, 1.6.1999, p. 119
amended by:
International Code for Safety of

High-speed Craft' contained in
IMO Maritime Safety Committee
Resolution MSC 36 (63) of 20
May 1994, as amended
1974 SOLAS Convention as
amended.
1982 United Nations Convention
on the Law of the Sea (UNCLOS)
Code for the investigation of
marine casualties and incidents
adopted by the IMO by means of
Assembly Resolution A.849(20)
of 27 November 1997
IMO
Assembly
Resolution
A.861(20) of 27 November 1997
(on Voice Data Recorders)
Regulation I/10 of the revised
International
Convention
on
Standards
of
Training,
Certification and Watchkeeping
for Seafarers, 1978 (STCW
Convention).
Directive 2002/84/EC, OJ L 324,

29.11.2002, p. 5358
and
Directive 2009/18/EC, OJ L 131,
28.5.2009, p. 114127

Necessary
measures
legislative

Directive
51
Timetable
2013-2020
< 2017
AA indicates 4
years from entry
into force.
Comments
and
approximation
EU legislation
1
(see Chapter 4)
Directive
2003/25/EC
of
the
Council of 14 April 2003 on specific
stability requirements for ro-ro
passenger ships
OJ L 123, 17.5.2003, p. 2241
amended by:
SOLAS 1974 and amendments.

SOLAS 90 Standard.
SOLAS
95
Conference
Resolution
14
Regional
agreements on specific stability
requirements for ro-ro passenger
ships, adopted on 29 November
1995 (Stockholm Agreement)

Directive
< 2017
AA indicates 4
years from entry
into force.

implementation of the International
Safety Management Code within the
Community and repealing Council
Regulation (EC) No 3051/95
OJ L 64, 4.3.2006, p. 136
International Management Code

for the Safe Operation of Ships
and for Pollution Prevention (IMO
1993, as amended)

Directive
< 2015
AA indicates 3
years from entry
into force.
Directive
2002/59/EC
of
the
Council of 27 June 2002 establishing
a
Community
vessel
traffic
monitoring and information system
93/75/EEC.

Prevention of Pollution from
Ships, 1973, as modified by the
Protocol of 1978 relating thereto
and
by
the
Protocol
of
1997(MARPOL)
address
the
issues
2012
Commission Directive 2005/12/EC,

OJ L 48, 19.2.2005, p. 1927

Necessary
measures
legislative
Timetable
2013-2020
Guidelines on Implementation of
the ISM Code by Administrations
(IMO Resolution A.788(19), 23
November
1995)
and
amendments
of
Resolution
A.913(22),29 November 2001.

Sea Navigation.
Not compatible
52
Comments
and
approximation
EU legislation
1
(see Chapter 4)
OJ L 208, 5.8.2002, p. 1027

amended by:
Directive 2011/15/EU
Convention relating to Civil

Liability in the Field of Maritime
Carriage of Nuclear Material,
1971 (NUCLEAR 1971)(inforce);

accelerated phasing-in of double-hull
or equivalent design requirements for
single-hull oil tankers.
OJ L 172, 30.6.2012, p. 39

Prevention of Pollution from
Ships, 1973, as modified by the
Protocol of 1978 relating thereto
and
by
the
Protocol
of
1997(MARPOL)
Directive
2001/96/EC
of
the
Council of 4 December 2001
establishing
harmonised
requirements and procedures for the
safe loading and unloading of bulk
carriers
OJ L 13, 16.1.2002, p. 920
amended by;
1974 SOLAS Convention.

Timetable
2013-2020
Comments
and
approximation
Ratify
MARPOL
convention and adopt
legislation
to
ensure
implementation of EU
regulation.
< 2013
The Association Agreement

stipulates the transposition of
Regulation (EC) 417/2002,
which has been repealed by
Regulation No 530/2012.

Directive
< 2016
AA indicates 3
years from entry
into force.
As Moldova does have a grain

terminal at Girulesti Port, the
Directive
and
the
IMO
regulations are of relevance.
Necessary
measures
legislative
Protocol of 1992 to amend the

International Convention on the
Establishment of an International
Fund for Compensation for Oil
Pollution Damage, 1971 (FUND
PROT 1992) (in force); (in force
for MD since January 2006)
No Moldovan equivalent in place.
IMO
Assembly
Resolution
A.862(20), Code of Practice for
the Safe Loading and Unloading
of Bulk Carriers
International Maritime Solid Bulk
Cargoes Code (IMSBC Code)
53
EU legislation
1
(see Chapter 4)
Necessary
measures
legislative
Timetable
2013-2020

Convention on the International

Regulations
for
Preventing
Collisions at Sea, 1972, as
amended (COLREG 1972) (in
force for Moldova in January
2005)

Sea Navigation.
Not compatible
address
the
issues
2012
Convention has not been ratified.
Ratify convention
<2016
LIABILITY OF CARRIERS

Council of 23 April 2009 on the
liability of carriers of passengers by
sea in the event of accidents
OJ L 131, 28.05.2009, p. 24-46
Consolidated text of the Athens

Convention relating to the
Carriage of Passengers and their
Luggage by Sea, 1974 and the
Protocol of 2002 to the
Convention
LABOUR CONDITIONS
ILO Convention will enter into force

in 2012 ( within the EU framework)
2007/431/EC: Council Decision of 7
June 2007 authorising Member
States to ratify, in the interests of the
European Community, the Maritime
Labour Convention. Recommended
deadline for ratification is 31
December 2010
The ILO's Maritime Labour

Convention, 2006
International
Convention
on
Standards
of
Training,
for
Seafarers
(STCW)
as
amended, including the 1995 and
2010 Manila Amendments.
(MD, accessed the STCW
Convention 78)
54
Comments
and
approximation
EU legislation
1
(see Chapter 4)

the
the
the
of
International
Convention
on
Standards
of
Training,
for
Seafarers
(STCW)
as
2010 Manila Amendments
Convention has not been ratified.

Before
implementing
Directive,
Moldova should ratify the convention.
See above.

March 1992 on the minimum safety
and health requirements for improved
medical treatment on board vessels
OJ L 113, 30.4.1992
Amended by:
Directive 2003/1882
Directive 2007/30

June
1999
concerning
the
Agreement on the organisation of
working time of seafarers concluded
by
the
European
Community
Shipowners' Association (ECSA) and
the Federation of Transport Workers'
Unions in the European Union (FST)
- Annex: European Agreement on the
organisation of working time of
seafarers
OJ L 167, 2.7.1999, p. 3337
Necessary
measures
legislative
Timetable
2013-2020
OJ L 161, 22.06.2007, p.63-64
Directive
2008/106/EC
of
minimum level of training
seafarers (recast)
OJ L 323, 3.12.2008, p. 3361

Directive.
Ratify the convention
< 2016
AA indicates 3
years from entry
into force.
The ILO's Maritime Labour

Convention, 2006
International
Convention
on
Standards
of
Training,
for
Seafarers
(STCW)
as
2010 Manila Amendments.

Directive
< 2016
AA indicates 3
years from entry
into force.
ILO
Convention
No
180
concerning Seafarers' Hours of
Work and the Manning of Ships,
1996.
Protocol
to
the
Merchant
Shipping
(Minimum
Standards )Convention, 1976, the
Protocol to ILO Convention No
147

Directive
< 2016
AA indicates 3
years from entry
into force.
55
Comments
and
approximation
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Amended by:
Directive
1999/95/EC
of
the
Council of 13 December 1999
concerning the enforcement of
provisions in respect of seafarers'
hours of work on board ships calling
at Community ports
OJ L14, 20.1.2000, p. 2935
ILO
Convention
No
180
concerning Seafarers' Hours of
Work and the Manning of Ships,
1996.
Protocol
to
the
Merchant
Shipping
(Minimum
Standards )Convention, 1976, the
Protocol to ILO Convention No
147

Directive
< 2016
AA indicates 3
years from entry
into force.
address
the
issues
covered in the Directive.
2011

Directive
< 2018
AA indicates 5
years from entry
into force.
INSURANCE
No Moldovan equivalent in the Law

No599 XIV of 30 September 1999, for
Sea Navigation.
Not compatible
Directive
2009/20/EC
of
the
insurance of shipowners for maritime
claims
OJ L 131, 28.05.2009, p.128-131
ENVIRONMENT
Directive
2000/59/EC
of
the
port reception facilities for shipgenerated waste and cargo residues
- Commission declaration

Prevention of Pollution From
Ships, 1973 as modified by the
Protocol of 1978 (MARPOL)
56
Comments
and
approximation
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020
Comments
and
approximation
Considering the fact that

maintenance planning takes
place long ahead, earlier
adoption would be desirable to
create a predictable legal
environment
OJ L 332, 28.12.2000, p. 8190

amended by:

prohibition of organotin compounds
on ships
OJ L 115, 9.5.2003, p. 111
amended by:
Regulation 2008/536/EC
Regulation 2009/219/EC
International Convention on the

control of harmful anti-fouling
systems on ships, adopted on 5
October 2001
Moldova did not ratify the convention.

Regulation
< 2015
AA indicates 3
years from entry
into force.
International
Maritime
Organisation (IMO) Convention
on Facilitation of International
Maritime
Traffic
(FAL
Convention), adopted on 9 April
1965, as amended.
Moldova
has
convention.
Deposit the instrument

Ratification
of
the
convention and adopt
compatible legislaiton
< 2015
AA indicates 3
years from entry
into force.
TRADE FACILITATION
Directive
2010/65/EU
of
the
reporting formalities for ships arriving
in and/or departing from ports of the
Member States and repealing
Directive 2002/6/EC
OJ L 283, 29.10.2010, p. 110
not
ratified
the
MARITIME SECURITY
Directive
2005/65/EC
of
the
IMO International Ship and Port
57
EU legislation
1
(see Chapter 4)

Necessary
measures
legislative
Timetable
2013-2020

enhancing port security
OJ L 310, 25.11.2005, p. 2839
Facility
Code)
(ISPS

Directive
< 2015
AA indicates 3
years from entry
into force.

enhancing ship and port facility
security
OJ L 129, 29.4.2004, p. 691
IMO International Ship and Port

Facility Security Code (ISPS
Code)

Regulation
< 2015
AA indicates 2
years from entry
into force.
Security
Code
58
Comments
and
approximation
APPENDIX II PRELIMINARY LIST OF INVESTMENTS PROJECTS
Preliminary Ranking
Ref no
Mode
Name of project
Project
Proponent
Total cost
EUR m
BC05
RD07
PT01
RD45
RD04
BC01
RD46
RD44
RD43
RD75
AV04
BC04
RD55
BC07
AV01
RD20
BC06
RD66
RD94
RD63
RD65
RD108
RD64
RD18
RD67
RD62
RL17
RD47
RD11
RD111
BC03
RD107
RD17
RD109
RD12
RD19
RD13
RD09
RD61
RD42
RL19
RD69
RD89
Customs
Road
Port
Road
Road
Customs
Road
Road
Road
Road
Aviation
Customs
Road
Customs
Aviation
Road
Customs
Road
Road
Road
Road
Road
Road
Road
Road
Road
Rail
Road
Road
Road
Customs
Road
Road
Road
Road
Road
Road
Road
Road
Road
Rail
Road
Road
Electronic Single Window System

R6 M1 - Ialoveni 3.5
Giurgiulesti Port access
M3 Comrat bypass 3.8
R1 Ungheni - Sculeni
Leuseni Border Crossing Point
M3 Slobozia Mare, Cislita-Prut and Giurgiulesti bypasses 3.9
M3 Porumbrei - Cimislia 3.7
M21 Chisinau bypass 3.11
R2: Chisinau - Anenii Noi
Chisinau low cost air terminal
Chisinau new ICD
M3: 4 lane start - Porumbrei
Palanca BCP
Modernisation of Chisinau Airport Phase I & II
R34 Cahul - Slobozia Mare
Customs Training Centre
M14: Bravicea - Chisinau
R30: Anenii Noi - Stefan Voda, Lot 2
M14: Edinet - Rascani
M14: Balti - Bravicea
R30: Grigorievca bypass
M14: Rascani - Balti
R34 Leova - Cantemir 3.4
M14: Chisinau - Gura Bicului
M14: Briceni - Edinet
Intermodal Services Department
M1 Chisinau bypass 3.12
R16 Balti - M14 jct. 3.2
R30: Anenii Noi - Stefan Voda, Lot 3
Otaci BCP
R30: Troita Noua bypass
R34 Hincesti - Leova 3.4
R30: Causeni bypass
R16 M14 jct. - Falesti 3.2
R34 Cantemir - Cahul 3.4
R16 Falesti - Sculeni 3.2
R13 Balti - Floresti 3.3
M14: Criva - Briceni
R14 Balti - Sarateni - M2 3.1
Logistic Centre Chisinau
M21: M2 jct - Dubasari
R37: Ceadir Lunga - Comrat
Installation / adoption of hardware / software

Rehabilitation
Completion of port railway access
New construction
Overlay
Widen approach road from 1 to 5 lanes
New construction
New construction
New construction
Rehabilitation
New construction
New construction at new location
Rehabilitation
Widen approach road from 1 to 4 lanes
Expansion of passenger terminal
Rehabilitation
New construction of customs training centre
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Container platforms
New construction
Rehabilitation and upgrading
Rehabilitation
New BCP and approach road construction
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
New construction
Rehabilitation
Rehabilitation
Page1
TTFA
RSPSP/SRA
TTFA
SRA
RSPSP
TTFA
SRA
SRA
SRA
TTFA
TTFA
TTFA
TTFA
TTFA
TTFA
RSPSP
TTFA
TTFA
SRA
TTFA
TTFA
SRA
TTFA
RSPSP/SRA
TTFA
TTFA
TTFA
SRA
RSPSP/SRA
TTFA
TTFA
SRA
RSPSP/SRA
SRA
RSPSP/SRA
RSPSP/SRA
RSPSP/SRA
RSPSP/SRA
TTFA
SRA
TTFA
TTFA
TTFA
7.60
10.00
0.20
17.00
4.36
3.99
22.00
38.00
25.00
14.00
5.30
11.59
19.81
11.51
53.00
11.21
0.58
24.44
9.69
16.30
40.74
1.67
14.77
11.50
29.03
16.30
2.00
16.00
3.56
6.25
9.00
4.40
40.00
5.92
9.87
27.60
22.06
31.00
19.86
38.00
30.00
11.74
16.85
Works
start
2013
2013
2013
2013
2015
2013
2014
2014
2013
2014
2013
2013
2013
2013
2013
2016
2013
2014
2013
2015
2015
2014
2015
2016
2015
2015
2013
2013
2013
2014
2013
2014
2014
2013
2013
2016
2016
2015
2015
2013
2013
2015
2017
Open to
traffic
2015
2014
2014
2015
2016
2015
2016
2016
2014
2016
2015
2015
2015
2015
2014
2018
2015
2017
2015
2017
2018
2015
2017
2018
2017
2017
2014
2014
2014
2015
2015
2015
2016
2015
2014
2018
2018
2017
2018
2015
2014
2017
2018
Strategic
relevance
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
1
2
2
2
2
1
2
2
2
1
2
1
1
1
1
2
2
2
2
1
Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
16
18
18
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
Preliminary Ranking
Ref no
Mode
Name of project
Project
Proponent
Total cost
EUR m
RL16
PT02
RD90
RL15
RL14
RD110
RD87
RL18
RD84
RD93
RD08
RD92
RD86
RD88
RD91
RD85
AV05
RD41
Rail
Port
Road
Rail
Rail
Road
Road
Rail
Road
Road
Road
Road
Road
Road
Road
Road
Aviation
Road
Establishment of National Wagon Company

Giurgiulesti - Chisinau via Cahul
R38: M3 jct - Cahul
Chisinau - Bender
Chisinau - Ungheni
R26: Causeni - Cimislia, Lot 2
R20: Rezina - Calarasi, Lot 2
Ungeni Trans-shipment Terminal
R7: Soroca - Riscani
R26: Causeni - Cimislia, Lot 3
R9 Arionesti - Otaci
R47: Cimislia - Sarata Noua
R13: Gura Camencii - Rezina
R36: Ceadir Lunga - M3 jct
R46: Pleseni - Iargara
R8: Otaci - Edinet
Chisinau air freight terminal
R9 Soroca - Arionesti 3.6
Rolling stock
Completion of rail access
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
New construction
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
Rehabilitation
New construction
Rehabilitation
Page2
TTFA
TTFA
TTFA
TTFA
TTFA
SRA
SRA
TTFA
TTFA
TTFA
RSPSP
TTFA
TTFA
TTFA
TTFA
TTFA
TTFA
SRA
15.00
18.00
18.15
13.00
24.00
23.37
16.53
20.00
29.35
3.50
2.87
20.00
24.25
11.75
5.10
27.60
2.00
16.00
Works
start
2013
2013
2017
2017
2019
2013
2013
2013
2015
2015
2016
2017
2017
2014
2015
2015
2017
2014
Open to
traffic
2014
2014
2018
2019
2021
2015
2015
2014
2017
2016
2017
2018
2018
2016
2016
2017
2018
2016
Strategic
relevance
2
2
1
2
2
1
1
2
1
1
1
1
1
1
1
1
2
1
Rank
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
59
61

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GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Government of the Republic of Moldova

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Advanced Passenger Information System

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Wine and spirits for domestic consumption and export;

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Technical Report: Traffic Forecast

Source: Moldova 2020, p8.

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Lack double track sections limits the capacity of the infrastructure;

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Reconstruction and extension of the runway, taxiways and apron;

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Refined oil terminal

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

'000 tonnes / year

Estimate of Road Traffic Growth

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

Table below summarizes the transport sector in Moldova.

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

An incomplete transformation of the structure of the transport sector in Moldova, from a

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

The Railway is financially unsustainable and depends on a non-transparent system of

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

GOVERNMENT OF THE REPUBLIC OF MOLDOVA

Transport and Logistics Strategy

SPECIFIC OBJECTIVE (PURPOSE) OF THE STRATEGY

ASSUMPTIONS UNDERLYING THE STRATEGY

The centre of economic gravity as well as population development in Moldova will be on

GOVERNMENT OF THE REPUBLIC OF MOLDOVA