Modernization of Local Public Services in the Republic of Moldova

Regional Planning and Programming

Sectoral Regional Program Development of the Infrastructure of Regional and Local Roads in the Development Region of ATU Gagauzia (2018-2025)

2018

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Developped with the support of: Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH

Registered office: Bonn and Eschborn, Germany

Friedrich-Ebert-Allee 40 53113 Bonn, Germany T +49 228 44 60-0 F +49 228 44 60-17 66

Dag-Hammarskjöld-Weg 1-5 65760 Eschborn, Germany T +49 61 96 79-0 F +49 61 96 79-11 15

E [email protected] www.giz.de

Authors: Andrei Cuculescu, Sergiu Bejan, Genadie Ivascenco, Mihai Driga

Developed by: Consortium GFA – Consulting Group – BCI Business Consulting Institute - MM Mott Macdonald

Developed within: The project ‘Modernization of Local Public Services in the Republic of Moldova’ is implemented by Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH in partnership with the Ministry of Agriculture, Regional Development and Environment of the Republic of Moldova with the financial support of the Federal Ministry for Economic Cooperation and Development (BMZ), the European Union, the Government of Switzerland, the Government of Romania and the Swiss Agency for Development and Cooperation.

Key partners: Ministry of Agriculture, Regional Development and Environment of the Republic of Moldova North, South, Center and Gagauzia ATU Regional Development Agencies

The opinion of the authors do not necessarily reflects the views of GIZ, BMZ, the Government of Romania and the SDC.

Comrat - Chisinau, 2018

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CONTENTS:

SUMMARY 5

1 INTRODUCTION 8

2 ANALYSIS OF THE CURRENT SITUATION 9

2.1 LEGISLATIVE AND STRATEGIC BASIS 9 2.2 INSTITUTIONAL FRAMEWORKS 15

2.3 SPECIFIC GEOGRAPHIC AND ECONOMIC FEATURES OF THE REGION 17 2.4 CURRENT CONDITION OF THE ROADS 22

2.5 FUNDING OF THE SECTOR 41 2.6 SOCIAL AND GENDER ASPECTS 46

2.7 CONCLUSIONS (SWOT ANALYSIS) 49

3 VISION AND STRATEGICAL DIRECTIONS OF DEVELOPMENT 2025 50

3.1 VISION 50 3.2 PRIORITIES 50

3.3 STRATEGIC OBJECTIVES 52 3.4 MONITORING AND ASSESSMENT 54

4 ACTION PLAN 56

5 ANNEXES 59

5.1 ANNEX: KEY INDICATORS OF THE SOCIAL AND ECONOMIC DEVELOPMENT OF THE SETTLEMENTS IN THE REGION (2016) 60 5.2 ANNEX: TECHNICAL CONDITION OF THE ROADS 64

5.3 ANNEX: MAP OF THE TRAFFIC INTENSITY ON THE MAIN ROADS OF THE REPUBLIC OF MOLDOVA 84 Distribution of the forecasted traffic intensity in Moldova in 2022 84 5.4 ANNEX: FORECAST OF TRAFFIC INTENSITY TILL 2027 85 5.5 ANNEX: SCHEME OF ISSUANCE OF PERMITS FOR ROAD WORKS 90

5.6 ANNEX: SHEETS OF CORRIDORS 92 5.7 ANNEX: REPORT ON PRIORITIZATION OF THE TRANSPORT CORRIDORS (PROPOSAL OF THE

EXPERTS) 98

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ABBREVIATIONS:

GIZ - German Agency for International Cooperation

MDL - National currency, Moldovan leu

TIKA - Turkish Cooperation and Coordination Agency

RDA - Regional Development Agency

ATU - Autonomous Territorial Unit

MTBF - Medium Term Budget Forecast

WB - World Bank

GDP - Gross domestic product

SRA State Road Administration

SS - State standard

RF Road Fund

EBRD - European Bank for Reconstruction and Development

EIB - European Investment Bank

EU - European Union

LPA - Local Public Administration

MARDE - Ministry of Agriculture, Regional Development and Environment

MF - Ministry of Finance

MEI - Ministry of Economy and Infrastructure

NBS - National Bureau of Statistics

NDS - National Development Strategy ‘Moldova 2020’

NFRD - National Fund for Regional Development

RM - Republic of Moldova

NDR - North Development Region

CDR - Center Development Region

SDR - South Development Region

SRP - Sectoral Regional Program

CN&R - Construction Norms and Rules

TUM - Technical University of Moldova

FS - Feasibility study

CPA - Central public administration

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SUMMARY

The road network of ATU Gagauzia is well incorporated into the national road network of Moldova and the network of international transport corridors, and consists of 1,039.1 km of roads, including 284.11 km of national roads, 154.57 km of local roads and 600.42 km of public roads and streets. The density of the motorway network is 239 km per 1000 km2 and 2.82 km per 1000 inhabitants, which is below the average value in the Republic of Moldova (304 km and 2.6 km accordingly). All settlements of Gagauzia may be reached though hard-surfaced motorways.

Table 1: Structure and condition of the regional road network # Category of roads Length, Condition of roads km Excellent Good Satisfactory Bad Very bad 1 Highways 62.0 38% 25% 7% 25% 5% 2 Republican motorways 128.55 5.90% 15.80% 26.50% 32.30% 19.40% 3 Regional motorways 93.56 6.90% 10.70% 39.40% 36.40% 6.60% 4 Local motorways 154.57 3.6% 18.7% 50.7% 25.1% 1.9% 5 Public motorways and streets 600.42

Total (national, local and public) motorways 1039.1

A detailed visual analysis showed that, as a whole, the network of national and local motorways of Gagauzia is in satisfactory and bad condition. In particular, more than 50% of the length of the republican roads, about 40% of the regional roads and 27% of the local roads are in bad and very bad condition. Also, about 30% of the length of the M3 highway are still in bad or very bad condition (these sections are under reconstruction and major repairs). This causes significant losses to motorway users, worsens the road traffic safety and the environmental situation in the road impact area.

The high-speed motorway M3 (Chisinau – Comrat – Giurgiulesti – the border with Romania) crosses the entire territory of Gagauzia from north to south and handles the main transit and local traffic flows in this direction. The sections: km 72.16 - km 124.06 and km 160.26 - 178.36 are located within Gagauzia. The road section km 72.16 - 74.06 is in good and excellent condition. Major repairs were carried out in 2007-2009, then medium repairs (surface treatment) were carried out. After the winter period of 2017-2018 pits appeared in some places suggesting the need for patching and restoration of the wearing surface (surface treatment). The section km 74.06 - 91.40 is a bypass road of Comrat town, which consists of the section of new construction km 74.06 – km 80.06 and the reconstruction section km 80.06 – 91.40 of the existing road. To ensure smooth traffic flow, construction of three new intersections at different levels along the bypass road is planned, and the existing intersection with the motorway R29 (Comrat – Ceadir-Lunga – the border of Ukraine) was reconstructed. The construction works are put up for tender now. Commissioning is expected in 2021. The section km 91.40 – 124.06 is in the final phase of the major repairs. The works are planned to be completed in 2018. At the moment, the section is in good and excellent condition. As long as the construction works are not completed, the motor vehicles move on the existing roads and streets within Comrat municipality, which are in satisfactory and bad condition. Construction of a bypass road of Vulcanesti town is envisaged on the section km 169.06 - 177.76, and negotiations are currently underway to determine the sources of funding.

Over 50% (74.7 km) of the length of the republican motorways are in bad and very bad condition, 26.5% (38.3 km) are in satisfactory condition and only 21.7% (31.5 km) are in good and excellent condition. The motorways R29 (Comrat - Ceadir- Lunga - the border with Ukraine), R29.1 (R29 - the border with Ukraine), R36 (Basarabeasca - Ceadir-Lunga - R29), R37 (Ceadir-Lunga - Taraclia - R32) and R32 (M3 - Vulcanesti - Cahul - Taraclia) entered the phase of accelerated destruction. This is due to the failure to carry out in the last 15 - 20 years the necessary works for major and medium repairs. Only routine repairs were (patching was) carried out and only separate sections with a length of a few hundred meters were covered with asphalt concrete layer. It should be noted that the sections in very bad condition do not allow the speed to exceed 30-40 km/h, which negatively affects the transportation costs, the road traffic safety conditions and the environment.

As the inspection results show, 55.03 km (43%) of the carriageway of the regional motorways are in bad and very bad condition, 50.55 km (40%) are in satisfactory condition and only 22.58 km (17%) are in good and excellent condition. There are also problems related to drainage, especially in settlements, the condition of roadsides and artificial structures, availability of traffic management means. Thus, 55 km of the regional motorways urgently need major repairs, 50 km need major repairs in the medium term (3 - 5 years) and 9 km need medium repairs (restoration of the wearing surface).

The local motorways connect the settlements with the national road network, the regional centers, railway stations, as well as with other villages. There are 34 local motorways in Gagauzia with a total length of 154.57 km1. 55% of the local roads are

1 According to the list of local motorways approved by the Government Decision 1468 of 30.12.2016. 5 surfaced with asphalt concrete, 17% with crushed stone and gravel and 28% do not have a hard surface (43.7 km2). The assessment results show that about 27% of the local hard-surfaced roads are in bad and very bad condition, 50.7% are in satisfactory condition and only 22.3% are in excellent and good condition. This means that 20 km need urgent major repairs, and other 38 km need major repairs in the medium term (3-5 years). A major problem of the local motorways is the difficult drainage. It is a particularly pressing problem in the settlements, where inhabitants make earth rampart from the side of their gardens, which contributes to the accumulation of water on the road surface. This leads to early destruction of the pavement, worsened traffic conditions, degraded traffic safety and environmental conditions (noise, vibration, dust) in the road area. Another problem is traffic management: lack of road signs and markings, most of the intersections and junctions are not improved, etc.

Like the rest of the territory of the Republic of Moldova, the traffic intensity in the region increases (4-5% on average per year). The trends of distribution of the traffic intensity by months of the year in Gagauzia are similar to those in the rest of the country. The highest traffic intensity on the local roads is noted on the access roads to Comrat mun. and Vulcanesti town.

In general, the traffic capacity of the network of national motorways passing through the territory of Gagauzia ATU, has large reserves. If the current trend of traffic increase does not change, no problems related to traffic volume in the next ten years are expected. Exception is the M3 highway on the Comrat-Cimislia section, as it is most of all used by trucks.

The share of trucks in the traffic flow on the M3 highway (Chisinau – Comrat – Giurgiulesti – the border of Romania) is significantly higher than its average value in the country, which will subsequently have a negative impact on the bearing capacity of the pavement. In this case, the control of the load on the axle and the total weight of the motor vehicles shall be enhanced. The traffic intensity forecast adjusted to cars suggests that the carriageway of the motorway M3 on the section Comrat – Cimislia, R32 – on the section Vulcanesti – Cahul, and R29 Comrat – Ceadir-Lunga – the border of Ukraine will need to be broadened in the next 10 years.

As the repairs and maintenance works are not adequately financed, the condition of the motorways in the region continues to deteriorate at an accelerated pace. Insufficient funding is also due to the fact that since 2015 the road fund receives 35% - 45% less deductions from excise duties for gasoline and diesel, or 479 - 1,094 million MDL a year. For Gagauzia ATU this amounts to about 20 million MDL for 2017-2018 for the local roads only.

All this is coupled with the lack of an effective system for planning and allocating financial resources of the road fund and of the local administrations, which has an additional negative effect on the condition of the road network.

According to the long-term vision of development of the road infrastructure in the region (by 2030-2035), all the regional and local roads in Gagauzia ATU (248 km) are subject to full major reconstruction, while ensuring their adequate routine repairs and maintenance.

In the medium term (until 2025), achievement of this ultimate goal requires this program to provide for proper repairs of at least 60% of all the regional and local roads in Gagauzia ATU (150 km).

Accordingly, this Sectoral Regional Program is aimed at achieving the following 3 specific strategic objectives:

1: Major repairs of 5 priority corridors of regional and local roads (131 km) (This provides for the preparation and performance of major repairs of the following corridors: (i) G125 - Cenac - Dezghinja - Bugeac - R28, (ii) R29 - Ferapontievca - Avdarma - Chiriet - Lunga - R36, (iii) R 29 - Ceadir-Lunga - Baurci - Congaz - Cietu - Chiselia Noua - M3, (iv) Taraclia - Сopceac - Cairaclia – the border of Ukraine, (v) Vulcanesti - Alexandru Ioan Cuza - Etulia - Etulia Noua – the border of Ukraine – Cismichioi - M3).

2: Medium repairs of 70 km of the priority local roads (This provides for the preparation and performance of medium repairs of the most priority local roads of the region, including installation of road signs and markings, the repairs of the drainage and water disposal facilities, etc.).

3: Improving road traffic safety on the regional and local roads in the region

2 In particular, the following sections do not have a hard surface: L621 (Cioc-Maidan-Avdarma) - 14 km, L627 (R29-Joltai-Besghioz -R36 on the section of Joltai-Besghioz) - 6 km, L626 (Congaz-Chiselia Rusa) - 6 km, L679 (M3 - access road to Valeni village) - 3.8 km, L627.1 (access road to Joltai station) - 1.9km, L637 (M3 - Vulcanesti - Vadul lui Isac) - 4.5km, L630 (Corten - Baurci) – 4 km, only 43.75 km.

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(This provides for improving at-grade intersections with the most intensive traffic, construction/repairs of the most problematic public transport shelters, arrangement of horizontal markings with transition to public institutions with high pedestrian traffic).

The users most of all suffers from the bad condition of the republican roads, because they handle the largest flow of motor vehicles and are in the worst condition, making the major repairs of the motorways R29 (Comrat - Ceadir-Lunga – the border of Ukraine), R29.1 (R29 - Ukraine), R 23 (Basarabeasca - Comrat), R36 - Ceadir-Lunga, R37 (Ceadir-Lunga - Taraclia - R32) a priority objective. Given the duration of development of the project documentation and of the relevant approvals, these works should commence already this year;

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1 INTRODUCTION

This Sectoral Regional Program (SRP) is an operational regional planning tool seeking to extend the opportunities of ensuring medium- and long-term regional interventions and prioritisation of projects of development of the regional and local road infrastructure in Gagauzia ATU. The SRP includes the needs for development of the regional and local road infrastructure in Gagauzia ATU, keeping this document in line with the sectoral policies, the existing practices and the relevant strategic frameworks at the national level.

The SRP will also be used for: ▪ Programming the sequence of interventions for the rehabilitation of the regional and local roads in the region; ▪ Substantiation of the priority projects for further funding; ▪ Dialogue with potential development partners, presenting a clear picture of the investment needs and prospects for the development of the road infrastructure in the region.

The document was developed by the Regional Development Agency of Gagauzia ATU being methodologically and financially supported by the GIZ Project ‘Modernization of Local Public Services in the Republic of Moldova’, and is based on a comprehensive analysis of the development of the road infrastructure in Gagauzia ATU, in accordance with the provisions of the legislation of the Republic of Moldova and strategic development documents of all levels: ▪ Transport and Logistics Strategy of the Republic of Moldova 2013-2022 ▪ National Road Safety Strategy 2010-2020 ▪ Regional Development Strategy of the Republic of Moldova [2016-2020] ▪ Regional Development Strategy of Gagauzia ATU [2017-2020] ▪ Social and Economic Development Strategy of Gagauzia ATU [2017 – 2022]

During the development of the document, consultations, analyses and assessments of the current social and economic situation in Gagauzia ATU were carried out, in accordance with the provisions of the Regional Development Strategy of Gagauzia ATU (RDSG) for the period 2017-2020. This SRP was developed using a phased approach that ensures an appropriate balance between national objectives, local and regional needs and initiatives, and is based on the information, consultation and participation of stakeholders (Ministry of Economy and Infrastructure of the Republic of Moldova, Ministry of Agriculture, Regional Development and Environment, People's Assembly and Executive Committee of Gagauzia ATU, local administration authorities of Gagauzia ATU, regional road and maintenance company JSC ‘Drumuri-Comrat’). This document was prepared in line with the lessons learned in the course of developing and implementing similar documents for the North, Center and South development regions, as well as the advanced international experience in rehabilitation and development of road infrastructure.

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2 ANALYSIS OF THE CURRENT SITUATION

2.1 LEGISLATIVE AND STRATEGIC BASIS

This Sectoral Regional Program [SRP] was developed both on the basis of the national and regional legislation and the development objectives, and in accordance with the commitments and obligations assumed by the Republic of Moldova at the international level.

2.1.1 Sector Development Objectives at the National Level

The development policies of the Republic of Moldova are based on the National Development Strategy ‘Moldova 2020’ [NDS] approved by the Law No. 166 of 11.07.2012, aimed at improving the national policies and harmonising the legal framework with the European norms and standards.

The NDS identifies the key problems in the following four sectors: education, roads, access to funding and business environment. According to the Strategy, addressing these issues helps to ensure economic growth and poverty reduction. One of the key priorities [NDS] is to increase public investments in the national and local road infrastructure in order to reduce transportation costs and to increase accessibility. As regards the relationship between the regional development and the road infrastructure, the NDS ‘Moldova 2020’ emphasizes that adequate road infrastructure is a prerequisite for the people to be able to access public services, such as administrative buildings, hospitals and schools, especially in the context of optimizing the current medical and educational services.

Besides the political aspect, the approved Law No. 112 of 02.07.2014 on the ratification of the Association Agreement (AA) between the Republic of Moldova and the European Union is of great importance for the social and economic development of the country. The AA includes binding provisions, regulatory rules and agreements on cooperation in all sectors. The AA emphasizes the importance of improving transport connections, providing high traffic, safety and reliability. In this context, the AA focuses on cooperation in connecting the strategic transport network of the Republic of Moldova to the Trans-European Transport Network (TEN-T) and identifying projects of mutual interest in the relevant network.

The main national policy document for the sector development is the Transport and Logistics Strategy 2013-2022 approved by the Government Decision No. 827 of 28 October 2013.

The purpose of this Strategy is to transform the transport and logistics sector into a driver of the economy and exports of the Republic of Moldova and a tool supporting the constant process of harmonization of the Moldovan legislation in the transport sector with the EU standards, legislation and regulations.

The basic direction of the Strategy, which includes the basic infrastructure network, aims provision of optimal transport infrastructure to support the development of the economy.

The Strategy identifies the ‘priority network’ of roads designed to connect strategic points in the country and to facilitate international relations. This priority limited network is complemented by a network of ‘other national roads’ that largely provide either a direct connection between the regional centers or a connection through the priority network in the main economic centers.

Moreover, the priority network is not able to provide sufficient connectivity unless it is complemented by an adequate network of local roads.

The Strategy includes the following provisions and actions that should be implemented for the development of the local roads: ▪ Determination and implementation of projects for improvement of the network of national motorways; ▪ Reorganization through the merger of joint-stock companies and state companies responsible for maintenance of the motorways; ▪ Harmonization of the legislative and normative framework and technical standards with the requirements of the new system of maintenance; ▪ Introduction of modern technologies for maintenance of the motorways and procurement of necessary equipment; ▪ Implementation of new agreements on maintenance of the motorways in accordance with the best international practice; ▪ Provision, by means of an open tender, of performance of works on scheduled maintenance of the motorways; 9

▪ Strengthening the potential and the management skills of the personnel involved in the maintenance of the motorways; ▪ Implementation of the motorway maintenance management system; ▪ Decentralization of the local motorway management: ✓ transformation of the most significant part of the local motorways into regional ones; ✓ transfer of the remaining local motorways to the local public administration authorities of the second level and providing them with allocations from the Road Fund, necessary to repair and maintain them; ✓ ensuring the transfer of capacities to manage the local motorways effectively.

This Strategy is expected to be implemented in the period 2013-2022 and is divided into three phases: short-term (2015), medium-term (2018) and long-term (2022) ones. The key objective of this Strategy is to ensure an effective transport and logistics system, which meets the movement needs of the citizens and facilitates trade in the domestic and international markets, and also enhances importance of the Republic of Moldova as a link between the EU and the Eastern European states. The Strategy also provides for major repairs and reconstruction of the national roads passing through Gagauzia ATU.

The reconstruction of the high-speed motorway M3 Chisinau-Giurgiulesti – the boarder of Romania is planned (with the construction of the bypasses of Comrat and Vulcanesti towns) and major repairs of the motorways R29 Comrat – Ceadir- Lunga – the boarder of Ukraine and R35 Comrat - Cantemir - R34. It also provides for the repairs of all local motorways.

The National Road Safety Strategy (2010-2020) approved by the Government Decision No. 1214 of 27 December 2010 describes the Progressive ‘zero goal’ concept, created and introduced by the Swedish Parliament, which establishes for the first time that loss of human lives and health is unacceptable, and the road and transport system should be ultimately designed in such a way that these events do not take place. This means that road traffic safety is much more important than other elements of the transport system (with the exception of those related to the environmental protection).

The application of this concept is aimed at reducing severity of accidents and of their consequences, improving road infrastructure, traffic rules and their application, as well as developing, and training in, the behaviour of road users.

The results published by the European Traffic Assessment Programme show that most of the network (56%) received the lowest rating (1 star) for passengers, 23% were rated with 2 stars. Only 6% of the length of the inspected road network were assessed as having a low risk, and no part of the road was classified as the safest one. As regards the assessment of the safety of pedestrians, 95% of the road network were rated with 3 stars, and 1% has reached the highest rating: 5 stars.

Box #1: Statistics of road accidents

For example, according to the latest available data provided by the unique center of proof and monitoring of the National Patrol Inspection, 273 people died and 2,846 were injured as a result of 2,512 accidents that took place in 2017. During the 12 months of 2017, there was a slight increase in the number of accidents compared to the same period in 2016, but the number of casualties decreased.

Figure/Chart 1: Road accidents

Data on road accidents in the period 2016-2017 Road traffic accidents Killed people Injured people

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To improve the above indicators, the Strategy provides for the following specific objectives: ▪ Reduction of the road traffic accidents by 50% until 2020; ▪ Implementation of the provisions of the National Road Safety Strategy; ▪ Inclusion in motorway projects of measures to improve road traffic safety ▪ Inclusion of measures to improve road traffic safety in the motorway maintenance activities; ▪ Conducting campaigns dedicated to raising awareness of road traffic safety, driving rules and law enforcement programs.

Road traffic safety in the Republic of Moldova is still a cause for concern, even if the Government has embarked on the implementation of the Road Safety Action Plan. There are several factors that have a significant impact on the road traffic safety, such as bad road conditions, design, driver behaviour and bad application of road traffic rules.

The National Regional Development Strategy 2016-2020

In order to ensure a balanced and sustainable social and economic regional development, this Strategy aims at joining the efforts of various structures / institutions to implement complex cross-sectoral development projects using elements of innovation and efficiency.

The overall objective of this Strategy is to achieve a balanced and sustainable development in all the development regions of the Republic of Moldova that will be reached by achieving three specific objectives: ▪ Ensured access to quality public and utility services; ▪ Ensured sustainable economic growth in the regions; ▪ Improved regional development management.

To achieve the specific objective of ensured access to quality public and utility services, the Strategy provides for development of the principles of priority of the activities related to the regional and local road infrastructure and the following main actions: ▪ Identification of the needs for rehabilitation of the road infrastructure in the framework of the regional development and preparation of a portfolio of projects in the field of regional and local development. ▪ Implementation of the projects on rehabilitation and development of the road infrastructure in the development regions

2.1.2 Regional and Local Sector Development Goals

With the support of the international development partners [the EU, the United Nations Development Program (UNDP), the German Agency for International Cooperation (GIZ)], the region has updated its strategic basis for development planning: ▪ Social and Economic Development Strategy of Gagauzia ATU (2017-2022) ▪ Regional Development Strategy of Gagauzia ATU (2017-2022) ▪ Social and Economic Development Strategies for all settlements in the region (2017-2022)

The Regional Development Strategy of Gagauzia ATU (2017-2022) identifies the main problems of the road infrastructure such as: ▪ Bad condition of the local and regional roads, which entails high direct and indirect costs for businesses and people; ▪ The need to increase the intra-regional mobility and strengthen the interregional connections.

The Regional Development Strategy of Gagauzia ATU provides for the harmonization of the sector development with the directions of the National Transport and Logistics Strategy 2013-2022, which focuses on the following objectives: ▪ Identification and implementation of the local motorway repair projects; ▪ Maintaining the results achieved due to repairs of the local motorways by maintaining appropriately;

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▪ Harmonization of the legislative and normative framework and technical standards with the requirements of the new maintenance system; ▪ Introduction of modern technologies for maintaining motorways and procurement of the necessary equipment; ▪ Implementation of new agreements on the maintenance of the motorways in accordance with the best international practice; ▪ Putting in place the motorway maintenance management system.

The Social and Economic Development Strategy of Gagauzia ATU (2017-2022) also sets out the priorities for the development of the road infrastructure in the region. In particular, the Strategy provides for the following measures: ▪ Development of the road infrastructure development program; ▪ Implementation of the road infrastructure development program. The implementation period is 2018-2022 and the estimated budget makes up € 15 million.

These priorities may be achieved due to the financial support of both the state and local budgets. Obviously, the main focus is made on the possible involvement of donor assistance.

2.1.3 Legal Framework

In accordance with Article 111 of the Constitution of the Republic of Moldova and the Law No. 344 of 23.12.1994 on the special legal status of Gagauzia (Gagauz Yeri), the region enjoys autonomy and a special legal status. This constitutional provision shall be taken into account while planning the roles and the process of developing and regionalizing the road infrastructure sector.

As regards the direct regulation of the road infrastructure sector in the Republic of Moldova, the following 12 main legislative and normative acts should be noted: ▪ Law on motorways (No. 509 of 22 June 1995). This Law sets out the economic, legal and organizational principles of management, maintenance, development and use of motorways. ▪ Law No. 436 on local public administration and Law No. 435 on administrative decentralization (dated 28 December 2006) define the road infrastructure sector as competencies and responsibilities of the local public administration of the first level. ▪ Law No. 397 on local public funding of 16 March 2003, Article 11, Special purpose transfers from the state budget shall be allocated to the budgets of administrative and territorial units to cover capital expenditures. ▪ Law No. 720 on the road fund (dated 02 February 1996 year). This Law determines the legal, organisational and financial basis for the creation and operation of the road fund. The fund has a special purpose and is used to provide funding for: maintenance, repairs and reconstruction of the public national and local motorways. The resources of the fund for the public national and local motorways are distributed depending on the number of administrated equivalent kilometres.

The financial resources allocated per one equivalent kilometre are calculated by the formula below: Pkmc = where: Pkmc – financial resources allocated per one equivalent kilometre; FR – sum of the fund; Nkmc – number of equivalent kilometres. • Law No. 131 on road traffic safety (dated 07 June 2007). This Law governs the social and legal relations in the field of road traffic, sets up the rights, duties/obligations and responsibilities of the competent authorities and road users, determines the principles for organizing the activity of educational institutions in the field of road transport, as well as the conditions for the admission of drivers of motor vehicles to road traffic. • Government Decision No. 972 of 21 December 2011 on the approval of the Action Plan for the implementation of the National Road Traffic Safety Strategy. The Plan includes the following objectives: 12

✓ Creation of a framework for an effective and sustainable road traffic safety policy; ✓ Strengthening control over the application of road norms; ✓ Development and education of behaviour of road users; ✓ Protection of the most vulnerable road users - pedestrians, children, cyclists; ✓ Safer infrastructure; ✓ Reduction of severity and consequences of the road traffic accidents. ▪ Law No. 721 on quality in construction (dated 02 February 1996 year). This Law sets out the legal, technical, economic and organizational basis for the activities in the field of construction of individuals and legal entities, their duties/obligations and responsibilities for quality assurance in construction. ▪ Law No. 1515 on environmental protection (dated 16 June 1993). Environmental protection is a national priority directly related to the living and health conditions of the population, meeting the economic, social and humanistic interests, as well as making use of the opportunities for sustainable development of the society in the future. ▪ Law No. 851 on environmental expert examination and environmental impact assessment (dated 29 May 1996). The Law on environmental protection and other valid legislative acts set out the goals, objectives and principles of environmental expert examination, as well as the basic rules for its organization and conduct. This expert examination is mandatory for all types of business activity that would potentially negatively impact the environment, regardless of the destination, ownership, investments, location, source of funding, etc. ▪ Law No. 86 on environmental impact assessment (dated 29 May 2014). The goal of this Law is to create a legal basis for the functioning of a mechanism for environmental impact assessment of certain public and private projects at the national level. ▪ Government Decision No. 346 of 07 April 1999, on ratification of the Convention on Access to Information, Public Participation in Decision-Making and Access to Justice in Environmental Matters.

Based on the aforementioned Laws and Government Decisions, all future projects to be developed in the course of the regional planning in the regional and local road sector will be subject to state environmental expert examination, and for larger projects, including construction of roads to bypass or correct the route, additional requirements may be needed for the preparation of the environmental impact assessment. It is expected that most of the road projects that will be developed under this sectoral regional program will not be subject to full environmental impact assessment.

In view of the foregoing, it should be concluded that important environmental requirements and all ecological requirements shall be complied with even in the case of relatively small projects, since most of funding is expected to be provided by international financial institutions.

Improving the condition of the motorways has a positive impact on the environment: reduced noise and vibration, reduced harmful emissions (fuel consumption reduced by 15-25%), reduced dust generation (especially when turning crushed stone surfaces into asphalt concrete or cement concrete surfaces).

2.1.4 Technical Norms and Standards

In the Republic of Moldova, the design and construction of the motorway infrastructure were based on the former Soviet Construction Norms and Rules and State Standards (SNiP, GOST). They were based on the technologies used 30-40 years ago and (mainly) excluding the use of modern advanced technologies.

At the present, the following mandatory norms of the former USSR still apply: ▪ SNiP 2.05.03-84 - Bridges and pipes. Design; ▪ NCM D.02.01: 2015 - Design of public motorways; ▪ SNiP 3.06.04-91 - Bridges and pipes. Performance and acceptance of works; ▪ SNiP 2.04.02-84 - Bridges and pipes. Inspection and test rules.

In the Republic of Moldova, work is underway to improve the framework of technical norms and standards: in the recent years more than 20 new norms were adopted in Moldova, mainly on using modern technologies; in 2015 the Ministry of Transport 13 and Road Infrastructure of the RM signed a memorandum with the Ministry of Transport of Romania on the use in Moldova of technical norms and standards of Romania. Considering that most of the technical norms and standards of Romania have been brought in line with the European requirements, the issue of technical norms is partly solved, although there is still a lot of hard work to do.

Currently, more than one hundred Romanian standards in the road sector are approved in Moldova.

However, a number of new rules were recently developed and approved, replacing the old Soviet provisions, and namely: ▪ NCM D.02.01: 2015 - Design of public motorways approved by the Order of the Ministry of Regional Development and Construction No. 03 of 11 February 2015, which replaced SNiP 2.05.02-85: Motorways; ▪ NCM D.02. 02: 2018 Prevention and combating of snowfall on public roads

At the same time, a number of new normative documents ‘CP’ were adopted in the Republic of Moldova, including: ▪ СP D.02.01-2012 Methodical recommendations for the construction of foundations and surfaces from vibration-rolled cement concrete; ▪ CP D.02.02-2013 Organization of works for maintenance and repairs of motorways. Road master’s guidebook; ▪ CP D.02.03-2011 Recommendations for use of bitumen-rubber composite binder materials for the construction and repairs of motorway surfaces (for experienced use); ▪ CP D.02.04-2011 Methodical recommendations on the technology of reinforcing asphalt concrete surfaces with basalt fiber additives in the construction and repairs of motorways; ▪ CP D.02.06-2014 Guidance on the assessment of the transport and operational condition of bridge structures; ▪ CP D.02.07-2014 General technical requirements for fencing on bridge structures located on motorways of the 1st category; ▪ CP D.02.08-2014 Design of flexible pavements; ▪ CP D.02.09-2014 Recommendations for identification and elimination of ruts on flexible pavements; ▪ CP D.02.10-2016 Recommendations for provision of road traffic safety on motorways; ▪ CP D.02.11-2014 Recommendations for design of streets and roads in urban and rural settlements; ▪ CP D.02.12-2014 Methodical recommendations on restoration of asphalt concrete pavements and foundations of motorways by cold regeneration methods; ▪ CP D.02.14-2013 Rules for diagnosis and assessment of the condition of motorways; which replaced the branch construction norm 6.90 Rules for diagnosis and assessment of condition; ▪ CP D.02.15-2014 Norms of the need for road equipment for motorway maintenance; ▪ CP D.02.16-2012 Assessment of the strength of flexible pavements; ▪ CP D.02.17-2012 Strengthening of motorway sides; which replaced the branch construction norm 39-79, Technical guidelines for the reinforcement of motorway sides. ▪ CP D.02.18-2017 Occupational safety rules in construction, repairs and maintenance of motorways; ▪ CP D.02.19-2014 Recommendations on use of fencing on bridge structures of motorways; ▪ CP D.02.20-2012 Technical recommendations on construction and technology of construction of roads, sidewalks, sites in cultural and household areas; ▪ CP D.02.21: 2015 Use of geo-synthetic materials in construction of motorways that have been replaced; ▪ CP D.02.22: 2016: Regulation on works of soil stabilization with stabilizers based on poly-enzyme natural organic compounds; which replaced CP D.02.22-2014, Regulation on works of soil stabilization with stabilizers based on poly-enzyme natural organic compounds.

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2.2 INSTITUTIONAL FRAMEWORKS

2.2.1 National Level

At present, the Ministry of Economy and Infrastructure (MEI) is the key government body in the area of road infrastructure development, which is responsible for the development of national policies, legislative and regulatory basis, and the subsequent implementation of program documents, including planning and making the necessary investments in the road infrastructure development (functions of the former Ministry of Transport and Road Infrastructure). The Ministry of Economy and Infrastructure also coordinates the territorial planning of the infrastructure development and development/approval of norms and normative standards in the field of road infrastructure construction, architecture and urban planning (functions of the former Ministry of Regional Development and Construction).

The MEI coordinates the activities of the State Road Administration (SRA) subordinated to it that was established by the RM Government Decision #678 of 19 July 2001 as an road administrative authority. The SRA is responsible for the management and daily maintenance of the infrastructure of the national and regional roads of the Republic of Moldova (total 5.9 thousand km, including 0.7 thousand km - express roads, 2 thousand km - republican roads, 3.2 thousand km - regional roads).

The Road Fund of the Republic of Moldova (RF) is the main funding tool for the development and maintenance of the road infrastructure, the activity of which is governed by the Law # 720 of 02 February 1996.

In addition to the MEI, other state institutions have direct and indirect competences in the field of development and maintenance of the road infrastructure: the Ministry of Agriculture, Regional Development and Environment (MARDE), the Ministry of Finance (MF), the State Chancellery of the Government, the Ministry of Internal Affairs and the National Bureau of Statistics (NBS).

The Ministry of Agriculture, Regional Development and Environment (MARDE) is the central specialized public administration body that develops and promotes public policies in the field of regional development. The MARDE makes a significant contribution to the planning and development of the (regional and local) road infrastructure through the Regional Development Agency (RDA). The MARDE manages the National Fund for Regional Development (NFRD), an important source of funding for the local and regional roads.

The Ministry of Finance mobilizes and allocates the necessary budget resources in accordance with the current legislation and the established practice.

The State Chancellery monitors, on behalf of the Government, the implementation of the government programs by the relevant ministries. At the same time, the State Chancellery provides the process of coordination and monitoring of the international technical and financial assistance.

The Ministry of Internal Affairs is the main body of the central administration that implements the state policies in the field of road traffic safety in the Republic of Moldova.

Statistics on the road infrastructure development are collected and processed on a regular basis by the National Bureau of Statistics (NBS).

At the national level, the development of the sector is also impacted by the Donors and the international financial institutions (IFIs) that are an important source of funding for this sector. The main international players in the Moldovan road infrastructure sector are the European Union (EU), the World Bank (WB), the European Bank for Reconstruction and Development (EBRD), the European Investment Bank (EIB), the United States Agency for International Development.

2.2.2 Regional Level

The representative and the legislative body of Gagauzia ATU is the People's Assembly, which, according under the Law on the special legal status of Gagauzia, regulates the road sector (local, regional roads) in Gagauzia ATU.

The head (Bashkan) of Gagauzia is the highest official of Gagauzia ATU, who manages, under to the law, the Executive Committee of Gagauzia. In accordance with the law the Executive Committee of Gagauzia, manages the development of the regional infrastructure (including the road one). 15

The regional authorities of Gagauzia ATU are owners of the local rayonal roads in the autonomy.

The regional authorities of Gagauzia ATU are owners of the regional road operating company JSC ’Drumuri-Comrat‘, which was created under the Government Decision of the Republic of Moldova #244 of 19 April 2012, through the reorganization and merger of 3 road operating companies – JSC ‘Drumuri-Comrat’, JSC ‘Drumuri-Vulcanesti‘ and JSC ‘Drumuri - Ceadir Lunga’.

In accordance with the Concept of Reform of the Motorway Maintenance System of the Republic of Moldova, JSC ‘Drumuri- Comrat’ is subject to privatization.

The company serves 434.64 km of roads, including 191.45 km in Comrat rayon, 94.61 km in Ceadir Lunga rayon and 148.58 km in Vulcanesti rayon. Altogether, the company has 126 employees, including 56 in Comrat rayon, 30 in Vulcanesti rayon and 40 in Ceadir-Lunga rayon.

Most of the road equipment is outmoded and worn out. The activity of the company is hampered by the shortage of new equipment and machinery. The company does not have enough resources to be able to upgrade its technical equipment.

There are no plans for the development of JSC ‘Drumuri-Comrat’ in the medium and long term. Analysis of the company for last 3 years is difficult, since there are no planned economic indicators. But if we compare the development trends of the company, in the recent years a growth of the financial and economic indicators is noted. There is an increase in its sales and net profit, which leads to an increase in the profitability of assets and equity. Nevertheless, the company's profitability indicators are still low. The indicators and liquidity ratios, asset turnover and autonomy ratios are high, suggesting a high solvency and financial stability of JSC ‘Drumuri-Comrat’.

Table: Financial and economic indicators of the activity of JSC ‘Drumuri-Comrat’

# Indicators unit of 2016 2017 measurement 1. Total revenues, incl. mln MDL 24,367.6 46,014.8 1.1 - State Road Administration of the RM mln MDL 17,364.4 28,752.3 1.2 - Regional authorities of Gagauzia ATU mln MDL 4,918.5 10,309.1 1.3 - Local authorities (mayor’s offices) mln MDL 1,960.0 5,663.7 1.4 - Private sector mln MDL 86.2 1247.1 1.5 - Others mln MDL 36.5 42.6 2. Total costs mln MDL 24,293.5 45,680.7 3. Profit / losses mln MDL 74.1 334.1 4. Overheads and their share in total costs, % mln MDL / 3,468.0 3894.0 % 14.2 % 8.5% 5. Average salary and its share in total costs MDL/ 5201 6245 % 26.4 % 18.5 % 6. Amortization charges mln MDL 2016.3 2714.6 8.2 % 5.9 %

In 2017 the share of overheads (administrative costs) decreased by 5.7% in comparison with 2016. Due to this, the profit increased from 74.1 thousand MDL in 2016 to 334.1 thousand MDL in 2017, but the profit makes up only 0.7% of the sales. If we take into account that the estimates and certificates of works mainly include 14.5% of overheads and 6% of profit (20.5% only), the company has large potential to increase its profitability.

The amortization charges are intended for repairs and renovation of fixed assets (2.7 million in 2017). This means that the company has development opportunities (procurement of new equipment, repairs and renewal of the production facilities). In the recent years, measures have been taken in this sense: the administrative building was repaired, 4 units of equipment (rollers) were purchased this year (2018).

The Regional Development Council of Gagauzia ATU is a representative functional structure without legal personality that was created to develop, promote and coordinate implementation of development programs in the region.

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The Regional Development Agency of Gagauzia ATU was established in 2016 as a public non-profit institution subordinated to the Ministry of Agriculture, Regional Development and Environment. The Agency was set up to ensure the operational efficiency of the implementation of the Regional Development Strategy.

2.2.3 Local Level

The Local Public Administration in Gagauzia ATU is represented by 26 local administration authorities of the first level (local councils and mayors’ offices). In accordance with the national legislation, the local administration authorities are responsible for the development and maintenance of public roads and streets within the settlements.

The public administration in the rayons (dolay) is carried out by their administrations, which are subordinated to the Executive Committee of Gagauzia ATU. Heads of the rayonal administrations are officials who perform administrative, managerial, official and control duties in the subordinated area.

2.3 SPECIFIC GEOGRAPHIC AND ECONOMIC FEATURES OF THE REGION

2.3.1 Territory and Population

Gagauzia administrative territorial unit (ATU) is located in the south-eastern part of the country and borders with Cimislia and Basarabeasca rayons in the north, Leova, Cantemir and Cahul rayons in the west with, with Ukraine and Taraclia rayon in the east and south.

The territory of Gagauzia ATU is not compact, but is divided into several parts and includes the territory of Comrat and Ceadir- Lunga rayons located in the south-east of the country, Vulcanesti rayon in the south, and Copceac and Carbalia villages, located between the settlements of Taraclia rayon.

Figure 2: Location and administrative territorial organization of Gagauzia ATU

The total area of the region is 1,848 km² or 5.4% of the total area of the country, being the smallest region among the four active development regions of the Republic of Moldova.

Gagauzia ATU has a total population of 151 thousand people or 4.6% of the country's population. More than 62% of inhabitants live in rural areas. The population density is 88 people per 1 km², which is less by 29 people per 1 km² that the average value in the country. Over the last 10 years, the population of the region decreases on average by 0.25% per year (both in urban and rural areas). The region, like the entire country, is highly exposed to emigration of the population (both seasonal and long-term one). Currently, more than 20% of the population in the region lives constantly or from time to time abroad.

Most of the population lives in rural areas, about 62.6% or 93.0 thousand people, and the urban areas have about 58.1 thousand inhabitants, i.e. 37.4% of the total population.

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The region consists of three rayons: Comrat, Ceadir-Lunga and Vulcanesti. Gagauzia ATU has two municipalities, one town, three communes and twenty villages (a total of 26 local public administration authorities). The administrative center of the region is Comrat municipality (approx. 23 thousand people or approx. 15% of the total population of Gagauzia ATU).

The region is characterized by a relatively high territorial concentration of the population (more than 70% of the population live in settlements with more than 5,000 inhabitants, compared to the national average of only 13%). In addition, approx. 65% of the region's population (Comrat, Ceadir-Lunga, Vulcanesti, Congaz and Copceac) live in the five largest settlements.

The urban population lives in 3 towns: Comrat, Ceadir-Lunga and Vulcanesti. The largest urban area in the region is Comrat with a population of about 23 thousand people, followed by Ceadir-Lunga with 20 thousand inhabitants and Vulcanesti town with a population of 15 thousand people.

In the age structure of the population, in early 2016, the young population (0-14 years old) made up 26.4% of the total population of the region, and this share is more favourable than the national average value. The adult population (15-59 years old) has a specific weight of 57.5% in the total population, which reflects a relatively high level of provision with work force. Old people aged 60 years or older accounted for 16.1% of the total population of the autonomy, that is, approximately the same as the national average. Most of the employed population works in the field of education (19.7%), industry (18.1%), agriculture (15.1%) and trade (12.6%). 1 person employed in the economy equals 3.6 people who are not employed in the economy of the region.

Figure 3: The largest settlements in the region

th. inhabitants

According to the ethnic composition, the Gagauzians make up 82.1% of the total population or 123.9 thousand inhabitants, Bulgarians - 5.1% (approx. 7.7 thousand), Moldovans - 4.8% (7.2 thousand citizens), Russians - 3.8% (5.7 thousand), Ukrainians - 3.2% (4.8 thousand), citizens of other nationalities - approx. 1%.

The employment rate is 16.1%, which is below the national average. Most of the employed population works in the field of education (19.7%), followed by those who work in industry (18.1%), agriculture (15.1%), trade (12.6%), etc. 1 person employed in the economy equals 3.6 people who are not employed in the economy of the region, including 2 people of working age and 1.6 person of non-working age.

2.3.2 Road and Climatic Conditions and Relief

In accordance with the road and climatic zoning of the Republic of Moldova, the region of Gagauzia ATU is located in the road-climatic zone # 4 (Minutes of the Decision of the Scientific and Technical Committee of the State Construction Committee of the Republic of Moldova of 16 July 1999). Specific features of the zone and the characteristic requirements for design and operation are reflected in the sectoral road norms and normative standards of the Republic of Moldova.

Figure 4: Inclusion of Gagauzia ATU

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in the road-climatic zoning of the Republic of Moldova

Gagauzia ATU is located in Bugeac steppe, which is part of the hilly plain situation in the south of Moldova. The relief of the region is characterized by steppes, wide valleys and small hills. Gagauzia, like all Moldova, is located in the seismic zone of the Carpathians. The region has a temperate climate that passes from marine to continental climate, like the entire territory of the Republic of Moldova. The climate is clearly divided into 4 seasons: a long and hot summer, a warm and short winter and a relatively short spring and autumn, with transitional climatic features. Gagauzia ATU is the warmest and driest region in the country. The daily temperatures are 2-3 degrees higher than in other regions of the country. The sum of the active temperatures is 3.300 degrees. The climate is also characterized by a large number of sunny days - about 190 days a year or 2.354 solar hours a year. The amount of precipitations during a year is uneven, and is often accompanied by drought. The average amount of precipitations is 350-370 mm. In the recent years, desertification, a very high frequency of natural disasters and increased climate variability have been noted. Gagauzia, as the whole region of the south of Moldova, is exposed to a number of climatic risks, which are higher than in the center and the north of the country. The highest damage is caused by dry winds, hail, frost and drought, which occur every three years. This phenomenon is further exacerbated by poor forestation in the region (only 13.8%, i.e., half the required level). Table 2: Climatic indicators of the region # Indicators Meaning of indicators 1. July 21.5°C – 23.2°C Average temperature January -2.5°C – -1.7°C 2. Average annual amount of precipitations 490-550 mm 3. Amount of average daily air temperature during the active 3,310-3,700°C growing season 4. Hydrothermal coefficient 0.7-0.8 5. Duration of the frost-free period 181-190 days

The hydrological network of the region fits into the catchment basin of the Danube River and its estuaries. The largest part of Gagauzia ATU is located in the catchment basin of Ialpug River, which has 142 km of length, an area of 3,180 km2 and flows into the lake-liman Ialpug in Ukraine. Other small rivers are Lunga, Lunguta, Ialpugel (all of them are tributaries of Ialpug River) and Cahul. The average annual depth of runoff is about 15-20 mm, being the lowest in the country, 2-3 times lower than the runoff in the northern part of the Republic of Moldova. There are two large reservoirs in the region: the Comrat reservoir with a water area of 1.7 km2 and Congaz with an area of 4.9 km2.

Gagauzia ATU has a modest potential of not very diverse minerals. The main category of minerals are rocks for construction and raw materials for the industry of construction materials, as well as unused brown coal deposits. 19

2.3.3 Economical and Social Development of the Region

The economy of Gagauzia ATU accounts for less than 3% in the national economy of the Republic of Moldova.

The structure of the economy is made up mainly by agriculture. The production of cereals (approx. 40% of production, of which approx. 60% is winter wheat), sunflower, grapes, tobacco is predominant. The share of Gagauzia ATU in the national production of cereals and grain legumes is approx. 10%, of sunflower - 11%, of grapes - 15% and of tobacco - 24%.

Table 3: Specific weight of Gagauzia ATU in the economy of the Republic of Moldova (2016) # Indicators Total Share of Gagauzia ATU in the national section 1 GDP* 3.1 bln MDL 2,7% 2 Volume of industrial production 1.57 bln MDL 3.3% 3 Volume of trade 857.3 mln MDL 1,8% 4 Volume of construction and installation works 162 mln MDL 2% 5 Freight transportation 0.99 th. tonnes 3,2% 92 mln. km- 6 Passenger transportation 3% passengers 7 Material investments 398 mln MDL 2% * Note: In the Republic of Moldova, the first and the only experimental calculation of the GDP in the regional context was carried out in 2016 for 2013- 2014.

The industrial production is mainly made up by the processing industry (about 45%), first of all winemaking, canning, flour- milling and dairy industry. The share of Gagauzia ATU in the national production of wine materials accounts for about 25%, strong drinks - 17%, flour - 19%, processed fruits and canned foods - 11%, juice - 8%. The branches of the food industry are supplemented by machine manufacturing and metalworking, light industry, pharmaceutical and furniture industries.

Export supplies from Gagauzia ATU target, first of all, the EU countries: Romania, Poland, Bulgaria, Germany, Italy and UK. These countries account for more than 30% of total exports and up to 80% of the supplies to the EU. The CIS accounts for about 25% of exports (Russia, Ukraine, Belarus, Kazakhstan). Alcoholic and non-alcoholic products (more than 40%), oilseeds and fruits (about 16%), garments (about 16%) prevail in the structure of exports.

The territorial distribution of the economic potential is relatively even with a clear highlight of the urban areas as regional economic hubs. 38 out of the 50 businesses in the autonomy have the largest turnover (Comrat - 22, Ceadir-Lunga - 9, Vulcanesti - 7) and 36 out of the 50 businesses have the largest number of employees (Comrat - 15, Ceadir-Lunga - 13, Vulcanesti - 9).

Table 4: Distribution of production forces in the intra-regional context Rayon Population Industry Agriculture Registered businesses Comrat 41% 40% 45% 58% Ceadir-Lunga 43% 25% 35% 28% Vulcanesti 16% 35% 20% 14% Total Gagauzia ATU 100% 100% 100% 100% Source: Social and Economic Development Strategy of Gagauzia ATU, expert estimates

Comrat municipality develops as an administrative, commercial and industrial center of Gagauzia ATU. Several large industrial companies operate in the municipality: the winery ‘Comrat Vines’, an oil refinery, ‘Basarabia Agroexport’ canning factory, ‘Fabrica Oil Pac, a distillery, ‘Betacon’ reinforced concrete factory, ‘Goliat Vita’ furniture factory, the garment factory ‘Rediager SV’, ‘Vitafarm’ pharmaceutical factory and others. In 2014, an industrial park (IP) with an area of 50.3 ha was established in Comrat. According to the feasibility study, the industrial park is expected to attract € 75.6 million of investments. Currently, the local public authorities and the managing company are negotiating with several foreign investors creation of the technical and production infrastructure of ‘Comrat’ IP. However, nowadays the main task is funding the creation of the technical infrastructure of the IP and connecting it to the services of utility providers.

The largest companies in Ceadir-Lunga municipality are the largest in the south of Moldova, and namely a bakery complex, a tobacco-fermentation plant, ‘ZTEO‘ JSC (production of boilers and electrical equipment), the only one in the south of Moldova, an oil extraction plant, 3 textile factories with foreign capital, etc.

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The investment and business attractiveness of Vulcanesti town is influenced by existence of the free company zone “‘Valcanes’ Production Park”. The zone is complex and covers an area of 122.3 ha. There are 24 residents registered in the zone, including 12 local and 12 foreign investors that created jobs for 384 employees. The volume of investments of the residents, since the opening of the free economic zone, amounted to almost 16 million US dollars. The largest resident of the FEZ is ‘DK-Intertrade‘ company that built the winery ’Aur Vin’ carrying out the full production cycle from processing grapes to bottling wine (the plant's capacity is up to 20 million bottles of wine per year). The other major businesses are ‘Industrial Invest‘ LLC, ‘OLIMP’, ‘Combifuraj-Vulcanesti’ JSC, ‘Terra Impex‘ LLC, ‘PA & CO International’ LLC, etc.

The income of the population is still low. In 2016, the average salary made up 3,870 MDL (women - 3.700 MDL and men - 4,000 MDL), which is the lowest among the development regions (the average salary in the Republic of Moldova was 5,000 MDL). The average pension in the region is 1,220 MDL (men - 1.381 MDL and women - 1.154 MDL).

There are 110 university institutions in Gagauzia that provide quality education, including 49 educational institutions and 61 pre-school institutions (approx. 14.6 thousand students and pupils in total). There are also 3 institutions of secondary vocational education in the region, which had 549 students in 2016 as evidenced by the Statistical Compendium 2015-2016 of the National Bureau of Statistics. Their number decreased by some 100 people compared to 2011, when they had 646 students. There are two colleges in Gagauzia ATU, which trained 825 students in 2015. In 2016, Comrat State University had 1,422 students.

The healthcare of the region is represented by 3 hospitals (in Comrat and Ceadir-Lunga municipalities and Vulcanesti town) and 30 primary and specialized medical institutions. Nevertheless, the level of provision of the population of the region with doctors and mid-level medical staff is significantly lower than the national average (19.2 doctors per 10,000 inhabitants (RM = 36.2) and 60.3 mid-level medical staff per 10,000 inhabitants (RM = 73). In total, the medical institutions of the autonomous region have 1,208 medical employees, including 314 doctors.

There are 38 libraries in Gagauzia, 8 of which are urban, and 10 are children's branches. There are also 6 museums with 42 employees. The largest museum in the region is Comrat Regional Museum (77,000 exhibits) and the most visited museum is the museum in Besalma village.

Detailed indicators of the social and economic development of the settlements in the region are given in Annex # 6.1.

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2.4 CURRENT CONDITION OF THE ROADS

Currently, the infrastructure of the Republic of Moldova is enough for its area and population. The density of the motorway network is 314 km per 1000 km2 and 2.6 km per 1000 inhabitants, which is considered enough to meet the country's needs at this phase of development.

The main network of the national roads (high-speed and republican motorways) handles the main traffic flows North - South and West - East. The regional motorways complement the national network and provide connection both within the region and with the neighbouring regions of the country.

The local motorways are mainly access roads to settlements and connect them with the national motorway network and the regional centers of Gagauzia ATU. The public motorways and streets mainly meet the needs of the local residents and businesses.

2.4.1 Road Network of the Region

The road network of Gagauzia ATU consists of 1,039.1 km of roads, including 284.11 km of national roads, 154.57 km of local roads and 600.42 km of public roads and streets3.

The density of the motorway network is 239 km per 1000 km2 and 2.82 km per 1000 inhabitants, which is below the average indicators of the Republic of Moldova (304 km and 2.6 km accordingly). All settlements of Gagauzia are provided with hard- surfaced motorways.

The road network of Gagauzia ATU effectively fits into the national road network and the network of international transport corridors (TEN - T, TRACECA, the European main road network E, EATL, etc.) and is designed to provide connection with the international, national and local outlets, administrative, social and cultural centers4.

Table 5: Road network of the region

Share in national # Category of roads Length, km indicators

1 National motorways: 284.11 4.81% 1.1 Highways 62 9.68% 1.2 Republican motorways 128.55 6.47% 1.3 Regional motorways 93.56 2.85% 2 Local motorways 154.57 4.55% Total national and local roads 438.68 4.72% 3 Public motorways and streets 600.42 Total (national, local and public) motorways 1039.1

The analysis showed that the condition of the existing infrastructure is not satisfactory and requires major investments for its rehabilitation and modernization5. Also, in some areas where traffic is expected to increase, the road infrastructure shall be developed and expanded.

3 The amendments made in the Law on motorways No. 509-XIII of 22 June 1995 approved a new classification of motorways in accordance with the commitments undertaken by he Republic of Moldova upon accession to the European Agreement on Main International Traffic Arteries (Law No. 17 of 10 February 2006), the boundaries of the area of roads and their security areas, the maximum permissible weights and dimensions of vehicles are regulated in accordance with Council Directive 96/53/EC of 25 July 1996. In order to comply with the provisions of the Law on motorways, the Government Decision No. 1468 of 30 December 2016 approved the lists of national and local motorways. In accordance with point 3 of this Decsiion, the Ministry of Transport and Road Infrastructure, transferred in 2017 the local (rayonal) motorways to the general management of the local authorities of public administration of the second level with funding from the road fund, depending on the number of administrated kilometres. Thus, the repairs and maintenance of the network of local motorways with a length of 154 km fall within the competence of the Executive Committee of Gagauzia. Funding for these purposes is provided from the road fund, depending on the length of the administered network. 4 The main operator of the freight and passenger road transport is the motor transport sector, which carries out 97% of passenger transport and 87% of freight transport, followed by the railway sector, which carries out 3% of passenger transport and 13% of freight transport. This underlines the importance of the effective functioning of the motorway network for economic and social development at both the national and the regional and local levels. 5 The condition of the road network has a big impact on the cost of the motor transportation (about 20%) and the travel time of the traffic users. The bad condition of the road network also affects both the environment and the road traffic safety. 22

The high-speed motorway M3 (Chisinau – Giurgiulesti - the border of Romania) is the central transport axis Center -South of the country and connects the complex logistics center (water, rail and road transport) that has a prospective freight turnover of about two million tonnes per year, and the access roads to the Republic of Moldova from Romania and Ukraine with Chisinau mun. going further to the North and East. The advantageous location of Gagauzia in the middle of this transport axis provides an effective connection of the region with both the South and the Centre of the Republic of Moldova. The motorways R36 (Basarabeasca - Ceadir-Lunga) and R37 (Ceadir-Lunga - Taraclia - R32) connect the rayonal centers of Basarabeasca, Ceadir-Lunga and Taraclia and complement the network of the main national roads to the North and South.

The motorways R35 (Comrat – Cantemir - R34), R29 (Comrat – Ceadir-Lunga – the border of Ukraine) and R23 (Basarabeasca - Comrat) handle the motor vehicle traffic flows to the West and East.

According to the Transport and Logistics Strategy 2013-2022, the roads M3 (Chisinau - Comrat - Giurgiulesti) and R29 (Comrat – Ceadir – Lunga – the border of Ukraine) are included in the priority network of the Republic of Moldova. These roads are included in the investment program of the Transport and Logistics Strategy 2013-2022 and now are undergoing major repairs and reconstruction, and new bypass roads are being constructed (on the sections Porumbrei - Cimislia, Cimislia town, Comrat municipality; Burlaceni village, Vulcanesti town and the villages of Slobozia Mare, Cislita Prut and Giurgiulesti). These works will be funded from to the loans issued by the EIB, the EBRD and from the EU grant. These works are expected to be completed by the end of 2021. In the future, construction of bypass roads for Congaz, Chirsovo and Svetlii is envisaged. The traffic flows will move at a constant speed providing an optimal operation of engines. Completion of the major repairs and reconstruction of this high-speed road will contribute to the development of the economy in the area of its influence, which includes the entire territory of Gagauzia ATU.

Rehabilitation of the Comrat - Ciumai section is being completed. Reconstruction and rehabilitation of the road will allow to significantly reduce the transportation costs and travel time of road users, and will improve the road traffic safety. The infrastructure of the settlements crossed by the road (Congaz, Chirsovo and Svetlii) will be improved: construction of sidewalks, access roads to yards, sites, drainage systems, etc.

The motorway R35 (Comrat - Cantemir - R34) is undergoing medium repairs (surface treatment). In 2018, these works will be completed, which will improve the road conditions and the road traffic safety.

2.4.2 Technical Condition of the Roads

The condition6 of the road network has a big impact on the road transportation costs and the travel time of road users. The bad condition of the road network also affects both the environment and the road traffic safety.

This paper provides a visual assessment7 of all the national and most of the local motorways in Gagauzia ATU. The condition of the carriageway was studied in details as the most important parameter affecting the efficiency of transportation and convenience of the road traffic.

For the selected priority corridors, the condition of the motorways will be assessed in more details. Based on this, pre-project studies will be developed for repairs of the selected corridors.

The condition of the motorway is a basis for identifying the types of repair works. If the condition is bad and very bad, urgent repairs are needed (usually major repairs are scheduled), if the condition is satisfactory, the repairs shall be carried out in the medium term (3 - 5 years), and if the condition is good and excellent, repairs shall be carried out in the long-term (more than 7 - 10 years depending on the traffic intensity and composition). If a significant road length (more than 50%) is in bad and

6 The overall perception of the technical condition of the road is the smoothness of the traffic. Naturally, the concept of smoothness is to some extent subjective. To determine the quality of the traffic on the road, the ‘International Roughness Index’ (IRI) is used as a quantitative estimate. The IRI is an indicator based on measuring the roughness of the carriageway. When using different measurement methods, the condition of the carriageway with an indicator of ≤ 2 is considered excellent; with 2-4 – it is a good one; with 4-6 it is satisfactory; with 6-8 it is bad and with ≥ 8 it is very bad. The IRI is measured with a special equipment in mobile laboratories. The IRI basically assesses the roughness (smoothness of traffic) and the need for works to improve it. To determine the types of works required and their cost, a more detailed assessment of the condition of the motorway using visual and instrumental methods is needed. In case of a visual assessment, depending on the nature of the defects, the necessary types of works and their indicative cost may be determined. 7 The methodology provided in the Road Transport Infrastructure Strategy 2008 – 2017 approved by the Government Decision 85 of 02 February 2008 was used as a basis. 23 satisfactory condition, usually major repairs are scheduled. This is due to the fact that during the development of the project and obtaining of appropriate approvals (1-2 years), the satisfactory condition of some of the sections will become a bad one.

According to the World Bank, depending on the condition of the carriageway, losses of vehicle owners range from 9 to 32%.

Table 6: Ratio of transportation costs depending on the road condition Type of vehicles/condition of Excellent and Satisfactory condition Bad condition Very bad condition the carriageway good condition Cars 1.0 1.09 1.20 1.32 Motor vehicles weighing up to 3.5 tonnes and minibuses 1.0 1.09 1.20 1.32 Buses (30 seats) 1.0 1.11 1.24 1.32 Trucks 5-7 t 1.0 1.09 1.22 1.32 Trucks 12 t 1.0 1.10 1.23 1.32 Trucks with trailers and semi- trailers 20-22 t 1.0 1.10 1.23 1.32

Condition of the motorways in Gagauzia ATU:

The high-speed motorway M3 (Chisinau – Comrat – Giurgiulesti - the border with Romania) crosses the entire territory of Gagauzia from North to South and handles the main transit and local traffic flows in this direction. There sections: km 72.16 - km 124.06; km 160.26 - 178.36 are located in Gagauzia.

The road section km 72.16 - 74.06 is in good and excellent condition. Major repairs were carried out in 2007-2009, then medium repairs (surface treatment) were carried out. After the winter period of 2017-2018 pits appeared in some places suggesting the need for patching and restoration of the wearing surface (surface treatment). The section km 74.06 - 91.40 is a bypass road of Comrat town, which consists of the section of new construction km 74.06 – km 80.06 and the reconstruction section km 80.06 – 91.40 of the existing road. To ensure smooth traffic flow, construction of three new intersections at different levels along the bypass road is planned, and the existing intersection with the motorway R29 (Comrat – Ceadir- Lunga – the border of Ukraine) was reconstructed. The construction works are put up for tender now. Commissioning is expected in 2021. The section km 91.40 – 124.06 is in the final phase of the major repairs. The works are planned to be completed in 2018. At the moment, the section is in good and excellent condition. As long as the construction works are not completed, the motor vehicles move on the existing roads and streets within Comrat town, which are in satisfactory and bad condition. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 7: Technical condition of the carriageway of the high-speed road M3 within Gagauzia ATU Length Condition of surface excellent good satisfactory bad very bad 56.14 km 21.66 14.3 3.94 13.7 2.54 100% 38 25 7 25 5

Over 50% (74.7 km) of the length of the republican motorways are in bad and very bad condition and 26.5% (38.3 km) are in satisfactory condition. Only 21.7% (31.5 km) are in good and excellent condition. The motorways R29 (Comrat - Ceadir- Lunga - the border with Ukraine), R29.1 (R29 - the border with Ukraine), R36 (Basarabeasca - Ceadir-Lunga - R29), R37 (Ceadir-Lunga - Taraclia - R32) and R32 (M3 - Vulcanesti - Cahul - Taraclia) entered the phase of accelerated destruction. This is due to the failure to carry out in the last 15 - 20 years the necessary works for major and medium repairs. Only routine repairs were (patching was) carried out and only separate sections with a length of a few hundred meters were covered with asphalt concrete layer. It should be noted that the sections in very bad condition do not allow the speed to exceed 30-40 km/h, which negatively affects the transportation costs, the road traffic safety conditions and the environment.

Table 8: Technical condition of the carriageway of the republican motorways # Motorway Length, Condition of surface km excellent good satisfactory bad very bad 1 R23 (Basarabeasca - Comrat) 12.6 0.8 0.6 4.7 5.6 0,9 2 R28 (M3 - Comrat) 14.3 7.6 1.9 2.1 2.7 24

# Motorway Length, Condition of surface km excellent good satisfactory bad very bad R29 (Comrat - C. Lunga - the border of 42.1 7.8 13.3 13.9 7,1 3 Ukraine) 4 R29.1 (R29 – the border of Ukraine) 9.45 1.3 3.75 4,4 5 R32 (M3 – Vulcanesti-Cahul-Taraclia) 5.4 2.5 2.9 6 R35 ( Comrat - Cantemir– R345) 10 10 7 R36 (Basarabeasca - C.- Lunga– R29) 27.35 0.3 0.65 6.1 6.4 13,9 8 R37 (C.- Lunga –Taraclia –R32) 23.4 1.9 8.3 11.4 1,8 Total 144.6 km 8,6 22.95 38.3 46.65 28.1 100% 5,90% 15.80% 26.50% 32.30% 19.40%

The Republican motorway R23 (Basarabeasca - Comrat) connects Comrat mun. with Basarabeasca rayon and the settlements located in this direction. On the territory of Gagauzia the road stretches from km 7.50 to km 21.10 (13.60 km). Although the road needed major repairs, in the recent years only routine repairs were performed, consisting of patching and occasionally surfacing with asphalt concrete (km 7.50 - km 9.10). As for the rest, more than 51% of the road are in bad and very bad condition and 37% are in satisfactory condition. This suggests that the road needs urgent major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 9: Technical condition of the motorway R23 (Basarabeasca - Comrat) Length Condition of surface excellent good satisfactory bad very bad 12.6 km 0.8 0.6 4.7 5.6 0.9 100% 6.3% 4.7% 37.3% 44.5% 7.2%

The republican motorway R28 (M3 - Comrat). From km 0.00 to km 9.50 the road is in good and excellent condition. Major repairs were carried out in 2007-2009, then medium repairs (surface treatment) were carried out. After the winter period of 2017-2018 pits appeared in some places suggesting the need for patching and restoration of the wearing surface (surface treatment). Further, from km 9.50 to km 14.30 the road is in satisfactory and bad condition. Rutting is noted on a long section of the road. This section needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 10: Technical condition of the motorway R28 (М3 – Comrat) Length Condition of surface excellent good satisfactory bad very bad 14.3 7.6 1.9 2.1 2.7

100% 53.1% 13.2% 14.7% 19%

The republican motorway R29 (Comrat - Ceadir-Lunga - the border with Ukraine) connects two most important socio- economic and cultural centers of Gagauzia with access to the Moldovan-Ukrainian border. 31% of the road are in satisfactory condition, more than 50% are in bad and very bad condition. This makes us to conclude that the road urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 11: Technical condition of the carriageway of the motorway R29 (Comrat - Ceadir-Lunga - the border with Ukraine) Length Condition of surface excellent good satisfactory bad very bad 42.1 km 7.8 13.3 13.9 7.1 100% 18.5% 31.6% 33.0% 16.9%

The republican motorway R29.1: R29 - the border with Ukraine was an integral part of the motorway R31 Causeni - Tarutino - Bolgrad and was served by the Odessa company ‘Oblastavtodor’. In the 90s the section was transferred to the Cahul entity ‘Autodor’, but since then no work has been carried out for medium or major repairs, so the road is mostly in bad 25 and very bad condition. The road urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 12: Technical condition of the carriageway of the motorway R29.1 (R29 – the border with Ukraine) Length Condition of surface excellent good Satisfactory bad very bad 9.45 km 1.3 3.75 4.4

100% 14% 40% 47%

The republican motorway R32 (M3 - Vulcanesti - Cahul - Taraclia) connects the rayonal center Vulcanesti with Cahul municipality and is located on the territory of Gagauzia from km 0.00 to km 5.40. As a whole, the road is in bad condition (53.7%), and in satisfactory condition (46.3%), which emphasizes the need for urgent major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 13: Technical condition of the carriageway of the motorway R32 (M3 – Vulcanesti - Cahul - Taraclia) Length Condition of surface excellent good satisfactory bad very bad 5.4 km 2.5 2.9

100% 46.3% 53.7%

The republican motorway R35 (Comrat - Cantemir - R345) connects the capital of Gagauzia, Comrat mun., with the rayonal center Cantemir and with the adjacent settlements. In 2017 works of medium repairs (surface treatment) of the road began, which are expected to be completed in 2018. The works that were completed in 2017 covered the main section located in the territory of Gagauzia ATU (8 km out of 10 km). This allows us to conclude that the road is in good condition.

Table 14: Technical condition of the carriageway of the motorway R35 (Comrat - Cantemir – R34) Length Condition of surface excellent good satisfactory bad very bad 10 km 10

100% 100%

The republican motorway R36 (Basarabeasca - Ceadir-Lunga - R29) connects rayonal centers Basarabeasca and Ceadir- Lunga. On the territory of Gagauzia the road stretches on 27.35 km: from km 9.30 to km 36.65. On the sections km 9.30 - 13.00; km 15.10 - 18.20 the road pavement is made of crushed stone and gravel. The rest is covered with asphalt concrete. The road surface is mostly in a bad and very bad condition (74.2%). Only 3.3% are in good and excellent condition. Since more than 50% of the length are in very bad condition, we consider that the pavement urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 15: Technical condition of the carriageway of the motorway R36 (Basarabeasca - Ceadir-Lunga – R29) Length Condition of surface excellent good satisfactory bad very bad 27.35 km 0.3 0.65 6.1 6.4 13.9 100% 1% 2.3% 22.3% 23.4% 50.8%

The republican motorway R37 (Ceadir-Lunga - Taraclia - R32) connects the rayonal centers Ceadir-Lunga and Taraclia. On the territory of Gagauzia the road stretches on 15.15 km: km 0.00 - 4.00 and km 11.00 - 22.15. In general, the road surface is in bad and very bad condition 56.4%, only 8.1% of the length are in good condition. This means that the road urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

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Table 16: Technical condition of the carriageway of the motorway R37 (Ceadir-Lunga - Taraclia – R32) Length Condition of surface excellent good satisfactory bad very bad 23.4 km 1.9 8.3 11.4 1.8

100% 8.1% 35.5% 48.7% 7.7%

The regional motorways located within Gagauzia ATU have a length of 93.56 km. When examining the condition of the roads, the expert group extended certain sections outside of Gagauzia in order to ensure a logical connection with the neighbouring settlements and the continuity of the road on certain sections. So, the study of the motorway G126 G125 - Cenac - Bugeac - R28 started not from km 3.74, which coincides with the administrative boundary of Gagauzia ATU, and from km 0.00, where it connects with G125, providing a logical connection of the network of these regional roads. The section Chiriet-Lunga - the border of Ukraine was not inspected, as it is a dirt road and its location will be determined at the design phase. As a result, the length of the inspected roads is 128.59 km, including 88.50 km in Gagauzia and 40.1 km in the neighbouring rayons. 84.09 km (60%) of the roads have an asphalt concrete surface and 44.50 km (40%) of the roads have a crushed stone and gravel surface. More details on the location of the regional roads within Gagauzia and the neighbouring rayons are given in Table 17.

Table 17: Location of the regional roads within the region Road name Section Length, Within Other rayons from km to km km Gagauzia # ATU G126 G125 -Cenac - 0 4.74 4.74 4.74 (Cimislia) 1 Bugeac – R28 4.74 16.56 11.82 11.82 G128 G125 - Iargara - Borogani - Congazciucul 2 14.74 19.6 4.86 4.86 de Jos - R35

G129 R29 Ferapontievca – 3 Chiriet - Lunga – the 0 15.8 15.8 15.8 border with Ukraine G135 Ceadir- Lunga – 0 27.04 27.04 27.04 4 Congaz - Dimitrova - G131 27.04 29.3 2.26 2.26 (Cantemir),

G136 G135 - Cietu - 0 5.1 5.1 5.10 (Cantemir) Cheselia Rusa - М3 5 5.1 9.25 4.15 4.15 9.25 13.04 3.79 3.79 (Cahul) G140 R32 -Taraclia - 0 3.5 3.5 3.50 (Taraclia) Copceac - Cairaclia the 6 3.5 9.9 6.4 6.4 border of Ukraine 9.9 20.1 10.2 10.20 (Taraclia) G141 Vulcanesti - Colibas 7 0 6.7 6.7 6.7

G142 Vulcanesti - Etulia - 0 1.75 1.75 1.75 the border of Ukraine 8 1.75 12.25 10.5 10,50 (Cahul) 12.25 21.8 9.55 9.55 Total 128.59 88.5 40.09

The inspection results show that 55.03 (43%) km of the carriageway of the regional motorways are in bad and very bad condition, 50.55 (40%) km are in satisfactory condition and only 22.58 km (17%) are in good and excellent condition. There are also problems related to drainage, particularly in the settlements, to the condition of roadsides and artificial structures, the availability of means to manage the road traffic. A more detailed assessment of the condition of the motorways will be carried out on the selected corridors.

The inspection results suggest that 55 km of the regional motorways urgently need major repairs, 50 km need major repairs in the medium term (3 - 5 years) and 9 km need medium repairs (restoration of the wearing surface). More detailed information on the condition of the carriageway of the regional motorways is given in Table 18.

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Table 18: Condition of the carriageway of the regional motorways Length Condition of surface Road index km Excellent Good Satisfactory Bad Very bad G126 16.56 1.52 0.57 7.75 5.43 1.29 G128 4.86 0.61 1 2.91 0.34 G129 15.8 5.2 3.8 6.4 0.4 G135 29.3 2.1 3.58 14.4 9.02 0.2 G136 13.04 1.4 6.4 2.3 2.94 G140 20.1 1.3 6.6 9.5 2.7 G141 6.7 1 1.2 4.5 G142 21.8 1.5 6.8 12.5 1 128.16 8.82 13.76 50.55 46.56 8.47 Total 100% 6.90% 10.70% 39.40% 36.40% 6.60%

The regional motorway G126 (Cenac – Bugeac - R32) has a total length of 16.56 km, 13.50 km of which pass on the territory of Gagauzia: from km 3.74 to km 16.56, 2.79 km of which have a crushed stone pavement, the rest 10.71 km have an asphalt concrete pavement. Only 2.09 km (5%) out of 16.56 km are in good and very good condition, 6.72 km (41%) are in bad and very bad condition and 7.75 km are in satisfactory condition. Given the overall condition of the road surface, it can be concluded that the motorway G126 Cenac - Bugeac - R32 urgently needs major repairs. (The condition of 4.08 km with crushed stone surface, which were in satisfactory condition at the time of the inspection, in 2-3 years will turn into a bad one). More detailed information on the condition of the road surface of the motorway G126 Cenac – Bugeac - R32 is given in Annex 6.2.

Table 19: Technical condition of the carriageway of the motorway G126 (Cenac - Bugeac – R28) Length Condition of surface excellent good satisfactory bad very bad 16.56 km 1.52 0.57 7.75 5.43 1.29 100% 9.2% 3.4% 46.8% 32.8% 7.8%

The regional motorway G128 G125 - Iargara - Borogani - Congazcicul de Jos - R35 has a length of 19.14 km. The road stretches in Gagauzia on 4.50 km: from km 14.64 to km 19.14, of which 1.36 km have a crushed stone surface and 3.14 km have an asphalt concrete surface. In general, the carriageway of the motorway is in bad condition: 70% are in bad and very bad condition; 20.4% are in satisfactory condition and only 12.6% (0.61 km) are in good condition. Given the general condition of the road surface, it can be concluded that the motorway G128 G125 - Iargara - Borogani - Congazcicul de Jos - R35 urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 20: Technical condition of the carriageway of the motorway G128 G125 - Iargara - Borogani – Congazcicul de Jos - R35 Length Condition of surface excellent good satisfactory bad very bad 4.89 km 0.61 1 2.94 0.34

100% 12.4% 20.4% 60.1% 6.9%

The regional motorway G129 R29 - Ferapontievca - Chiriet-Lunga - the border with Ukraine has a length of 15.80 km. 5.20 km of which have a cement concrete surface, 2.0 km have an asphalt concrete surface and 8.1 km have a crushed stone surface. The road is entirely located on the territory of Gagauzia. The condition of the carriageway was assessed on the section from km 0.00 to km 15.80. Further, till the border with Ukraine (about 5 km), the road has a dirt surface. The motorway is basically in good and satisfactory condition. A new cement concrete surface was built on the section km 0.00-km 5.2 km

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(was commissioned in 2017). The rest of the road is in good (24%) and satisfactory (40%) condition. Only 0.4 km (3%) of the road is in bad condition. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 21: Technical condition of the carriageway of the motorway G129 R29 - Ferapontievca – Chiriet - Lunga – the border with Ukraine Length Condition of surface excellent good satisfactory bad very bad 15.8 km 5.2 4.3 5.9 0.4

100% 32.9% 27.2% 37.3% 2.5%

The regional motorway G135 Ceadir-Lunga - Congaz - Dimitrova - G131 has a length of 38.45 km. In Gagauzia the road is located on the section km 0.00 - 27.04. The condition of the pavement was assessed on the section km 0.00 - 29.30 to the end of Cietu village (Cantemir rayon). The sections km 0.00 - 13.00; km 17.60 - 19.20 and km 28.40 - 28.70 only 14.90 km have an asphalt concrete surface, the rest (14.40 km) has a crushed stone and gravel surface. Only 4.7 km (19%) of the surface is in good and excellent condition, 14.4 km (49%) are in satisfactory condition, 9.22 km (32%) are in bad and very bad condition. The results of the inspection show that more than half of the road needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 22: Technical condition of the carriageway of the motorway G135 Ceadir-Lunga - Congaz - Dimitrova - G131 Length Condition of surface excellent good satisfactory bad very bad 29.3 km 2.1 3.58 14.4 7.72 1.5 100% 7.2% 12.2% 49.1% 26.3% 5.1%

The regional motorway G136 (G135 - Cietu - Chiselia Rusa - M3) has a length of 13.1 km. In Gagauzia the road stretches on the section km 5.10 - 9.25 (4.15 km). The sections km 4.00 - 7.90 and km 12.20 - 13.1 only 4.80 km have an asphalt concrete surface, the rest of the road (8.30 km) has a crushed stone and gravel surface. The condition of the road surface was assessed all along the road. The results of the assessment showed that only 1.40 km (11%) is in good condition, 6.4 km (49%) are in satisfactory condition, and 5.24 km (40%) are in bad and very bad condition. Given the general condition of the road surface, it can be concluded that the motorway R136 R135 - Cietu - Chiselia Rusa-M3 urgently needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 23: Technical condition of the carriageway of the motorway G136 R135 - Cietu - Chiselia Rusa- М3 Length Condition of surface excellent good satisfactory bad very bad 13.04 km 1.4 6.4 2.3 2.94

100% 11% 49% 18% 23%

The regional motorway G140 R32 - G140 Taraclia - Copceac - Cairaclia - the border of Ukraine has a length of 20.10 km. On the territory of Gagauzia, the road has a section of 6.40 km, from km 3.50 to km 9.90. The entire road has an asphalt concrete pavement. The condition of the carriageway was assessed all along the road. The results of the assessment show that only 1.30 km (6%) is in good condition, 6.6 (33%) km are in satisfactory condition and more than 12 km (60%) are in bad and very bad condition. This means that the motorway needs major repairs. More details of the results of the assessment of the condition of the carriageway are given in Annex 6.2.

Table 24: Technical condition of the carriageway of the motorway G140 Taraclia - Copceac – Cairaclia - the border of Ukraine Length Condition of surface excellent good satisfactory bad very bad 20.1 km 1.3 6.6 9.5 2.7

100% 6.5% 32.8% 47.3% 13.4%

The regional motorway G141 Vulcanesti - Colibas has a length of 20.0 km. Within Gagauzia the road stretches from km 0.00 to km 6.70. Throughout its length, the pavement is made of asphalt concrete. The results of the assessment show that only 1.00 km (15%) is in good condition, 1.2 (18%) km is in satisfactory condition and more than 4.5 km (67%) are in bad 29 condition. This means that the motorway G141 Vulcanesti - Colibas needs major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 25: Technical condition of the carriageway of the motorway G141 Vulcanesti – Colibas Length Condition of surface excellent good satisfactory bad very bad 6.7 km 1 1.2 4.5

100% 14.9% 17.9% 67.2%

The regional motorway G142 (Vulcanesti - Etulia – the boarder of Ukraine) is located in the South of Gagauzia ATU, has a length of 21.08 km and connects the rayonal center Vulcanesti with the settlements of Etulia, Etulia Noua and the border of Ukraine. From km 1.75 to km 12.25 (10.5 km) the road passes through the territory of Cahul rayon, within the commune Alexandru Ioan Cuza. 11.40 km of the road have an asphalt concrete surface (km 0.0-1.7, 5.1 - 9.3, 13.6 - 19.1). The remaining 10.4 km have crushed stone and gravel surface. The analysis of the condition of the road surface shows that 13.5 km (62%) are in bad and very bad condition, 6.8 km (31%) are in satisfactory condition and only 1.5 km is in good condition. In general, the road is in unsatisfactory condition and requires major repairs. Detailed information on the technical condition of the road surface is given in Annex 6.2.

Table 26: Technical condition of the carriageway of the motorway G142 (Vulcanesti - Etulia - the border of Ukraine) Length Condition of surface excellent good satisfactory bad very bad 21.08 km 1.5 6.8 12.5 1

100% 6.88% 31.19% 57.34% 4.59%

The local motorways connect the settlements with the national road network, rayonal centers, railway stations, as well as with other villages. According to the list of the local motorways approved by the Government Decision 1468 of 30.12.2016, there are 34 local motorways on the territory of Gagauzia with a total length of 154.57 km. 55% of the local roads have an asphalt concrete surface, 17% have a crushed stone and gravel surface, and 28% have a dirt surface (43.7 km8).

The condition of the surface of the local roads was assessed on the basis of video records made on 21 February 2013 and 15 March 2018. To ensure quality image, a high-resolution video camera was used. The video records were made at a car speed of at most 40km/hour. The technical condition of the carriageway was assessed as the main factor affecting the efficiency of transportation. 75 km of the roads, i.e. more than 70% of the length of the local hard-surface roads, were inspected making it possible to carry out the assessment with sufficient likelihood. The assessment results show that 20.2 km (27%) are in bad and very bad condition, 37.55 (50.7%) km are in satisfactory condition and only 16.55 km (22.3%) are in excellent and good condition. This means that 20 km urgently need major repairs, 38 km need major repairs in the medium term (3-5 years).

A major problem of the local motorways is the difficult drainage. It is a particularly pressing problem in the settlements, where inhabitants make earth rampart from the side of their gardens, which contributes to the accumulation of water on the road surface. This leads to early destruction of the pavement, worsened traffic conditions, degraded traffic safety and environmental conditions (noise, vibration, dust) in the road area. Another problem is traffic management: lack of road signs and markings, most of the intersections and junctions are not improved, etc.. Data on the technical condition of the road surface of the local motorways are given in Table 27. More information on the condition of each section of the inspected local roads is given in Annex 6.2.

Table 27: Technical condition of the carriageway of the local motorways Condition of surface, km Road index Length, km Excellent Good Satisfactory bad very bad

L623 R28 – access road to Comrat mun. 2.2 0.55 0.7 0.95

8 In particular, the following sections do not have a hard surface: L621 (Cioc-Maidan-Avdarma) - 14 km, L627 (R29-Joltai-Besghioz -R36 on the section of Joltai-Besghioz) - 6 km, L626 (Congaz-Chiselia Rusa) - 6 km, L679 (M3 - access road to Valeni village) - 3.8 km, L627.1 (access road to Joltai station) - 1.9km, L637 (M3 - Vulcanesti - Vadul lui Isac) - 4.5km, L630 (Corten - Baurci) – 4 km, only 43.75 km.

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Condition of surface, km Road index Length, km Excellent Good Satisfactory bad very bad

L623.1 R23 - access road to Comrat mun. 1.7 0.40 1.3 L623.2 R29 - access road to Comrat mun. 2.45 0.8 1.65 L625 - access road to Cotovscoe village 3.9 1.00 2.4 0.5 L598 R23 - access road to Bascalia village 1.65 1.65 L655 access road to Frumusica village 1.2 1.2 L627 R29 – Joltai - Besghioz 3.4 1.5 1.7 0.2 L629 R29 – access road to Ceadir Lunga 2.2 5.60 3.6 2.1 0.3 station 13.8 L629.1 Ceadir Lunga - Ceadir Lunga station 1.6 1.00 0.6 L630 Corten - Baurci 0.9 0.1 0.8 L642 Ceadir- Lunga Taraclia 7.5 7.5 L635 М3- access road to Vulcanesti station 5.7 0.20 1.7 2.9 0.9 L634 М3 – Vulcanesti – R32.1 1.8 1.40 0.4 L636 М3 – access road to Vulcanesti airport 0.9 0.5 0.4 L637 М3 – Vulcanesti – Vadul lui Isac 1.1 0.6 0.5 L637,1 Vulcanesti – М3 4.8 2.4 2.2 0.2 L638 М3 – Cimischioi – Etulia 14.4 0.5 1.30 8.2 4.4 L638.1 access road to the border of Ukraine 1.5 1.5 L677 access road to Iujnoe village 3.6 3.2 0.4 Total, km 74.1 2.7 13.85 37.55 18.6 1.4 share, % 100% 3.6 18.7 50.7 25.1 1.9

The comparative analysis shows that the republican roads are in the worst condition - more than 50% of the length are in bad and very bad condition. They are followed by the regional roads where 39% are in bad and very bad condition, the length of the local roads in bad and very bad condition makes up 27%. The high-speed motorway is in bad and very bad condition on 30% of the length, however these sections are under reconstruction and major repairs.

Figure/Chart 5. Technical condition of the motorways by their classification (%)

High-speed road M3 Local roads Republican roads Regional roads excellent good satisfactory bad very bad

The final comparative analysis of the condition of the national and local motorways shows that, as a whole, the national roads in Gagauzia are in worse condition than the local ones. However, in general, the network of the national and local motorways of Gagauzia is in satisfactory and bad condition. This causes significant losses to motorway users, worsens the road traffic safety and the environmental conditions in the road impact area.

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2.4.3 Traffic Intensity and Composition

The increase in the motor vehicle fleet of the Republic of Moldova and in the volumes of freight and passenger transportation leads to a further increase in the traffic intensity. Already at present, the access roads to cities operate under high-intensity conditions, in which convenience, economy and safety of the traffic are not provided.

The situation on the urban streets and roads is even worse, as during peak hour road users have to stand tens of minutes in traffic jams, which entails large economic losses, affected psychological state of drivers, which ultimately impaired road traffic safety.

Insufficient consideration of the traffic intensity and composition in the design and operation of the motorways leads to a lower efficiency of the road operation: queuing uphill, at railway crossings and on other sections where speed changes, delays at at- grade intersections of the motorways, decreased average speed, ultimately leading to loss of time, reduced traffic capacity, increased accident rate, worsen environmental conditions in the road area.

In this regard, the traffic intensity is the most important indicator of the motorway and is used at all phases of design, operation and road traffic management.

The record keeping of intensity of the traffic flow on the motorways is expected to obtain and gather information on the total number of vehicles and the composition of the traffic flow passing per unit of time through the cross-section of the road in each traffic direction. The record keeping of the traffic intensity is carried out by means of two methods: automated or visual ones. In terms of duration, the traffic intensity is divided into long-term and short-term ones.

The frequency of the record keeping of the traffic intensity shall not be less than once in five years. On the roads with transitional and inferior types of pavement, the intensity is recorded as necessary, to substantiate the costs of maintenance, major repairs or reconstruction of the road.

In the five-year cycle, the short-term record keeping of the traffic intensity should be carried out once a quarter. When the traffic intensity is less than 1000 vehicles per day, the record keeping may be carried out once per half-year.

The year, month, day, hour and shorter intervals are used as baseline period of time to determine the traffic intensity, depending on the task of supervision and measuring instruments.

The average daily traffic intensity throughout the year (vehicles/day) is used for economic calculations when comparing route options and when determining the capital investments.

The baseline prospective traffic intensity (vehicles/day) adjusted to car is used to assign a technical category to the motorway, to determine the baseline speed of the traffic, the geometric parameters and the service life thereof. The adjustment to car is made using special ratios, given in NCM D.02.01: 2015.

If the prospective intensity was overestimated, the parameters of the motorway would be overestimated as well. Then it will not be used for a long time in full, although the initial capital investments in the road were significant, and the payback period will be exceeded. An example may be the motorway M3 Chisinau - Comrat – Giurgiulesti – the boarder of Romania on the section km 0.0 - 34.0 which, after 30 years of operation, has a level of traffic volume of less than 25%.

If the prospective traffic intensity is underestimated, the category of the road will be understated as well. As a result, in a short period of time, shorter than the service life, the motorway will be overwhelmed by traffic, which will require its early reconstruction. For example, the traffic volume on the motorway Chisinau – Bender - Tiraspol, on the section km 16 - 35, exceeds its capacity, and congestion occurs on certain sections during peak hours, which adversely affects the efficiency of transportation and the road traffic safety.

In general, the traffic capacity of the national motorway network passing through the territory of Gagauzia ATU has high potential (Annex 4.3), and if the current trend of increase in the traffic intensity does not change, no problems of the road traffic volume in the next ten years are expected. Exception is M3 Chisinau – Comrat – Giurgiulesti – the boarder of Romania on the section Comrat - Cimislia with a large share of trucks.

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Table 28: Traffic intensity and composition on the main roads of Gagauzia ATU

Composition of the traffic flow

-

point

,

ailers

Cars

Road name Road

axle trucks axle

Buses

-

tr

keeping

drawn transport drawn

vehicles

Bicycles trucks axle 4

-

Minibuses

-

-

motorcycles

2

verage daily intensity daily verage year the throughout

-

3

A

Trucks with semi with Trucks

Trucks with trailers with Trucks

Tractors with special special with Tractors

Location of the traffic record record traffic the of Location Animal M3 102.10 49 1,312 418 411 400 332 240 201 35 18 3,416 M3 138.30 4 1,602 521 334 453 218 587 166 21 0 3,906 M3 140.40 7 1,457 286 107 156 66 168 6 3 5 2,261 M3 164.40 10 718 135 135 474 60 324 18 55 21 1,950 R28 6.4 10 2,481 435 222 220 67 203 15 6 6 3,665 R29 29.8 10 1,632 387 118 0 21 37 1 9 3 2,218 R32 47 11 2,331 739 396 232 86 220 23 84 3 4,125 М3 98 (2006) 6 1,513 581 277 82 95 204 109 23 7 2,898 Composition on М3 1.4 38.4 12.2 12.0 11.7 9.7 7.0 5.9 1.0 0.5 km 102.1, % Average composition on the 0.4 67.6 14.1 7.0 3.5 1.2 5.0 0.8 0.4 0.1 main roads of Moldova, % Source: State Company ‘State Road Administration’, 2017

The baseline prospective traffic intensity (vehicles/day) adjusted to the baseline truck is used to calculate the construction of the pavements, in case of new construction, major repairs and road reconstruction. The durability of the pavement depends on its service life. Adjustment to truck is carried out using special ratios. In the next five years, problems are likely to occur with respect to the bearing capacity on the section of the motorway Comrat - Ciumai (M3) (expert's opinion). The project of major repairs developed in 2007 was revised to reduce the bearing capacity in order to reduce the cost of the construction works. At the same time, the share of heavy vehicles in the traffic flow is much larger than the average in the country. Measures shall be undertaken on the unfinished section to increase the strength of the pavement.

The intensity and composition of the traffic flow, consisting of vehicles of various types (trucks, cars, buses, special vehicles, etc.) are used to determine the traffic volume of the road and whether it matches the traffic capacity. This makes possible to develop activities to improve the traffic conditions of motor vehicles. The traffic capacity is determined by means of special methods, depending on the hourly intensity adjusted to cars.

The traffic intensity constantly changes throughout the year, month, week and day. Record keeping of variation of the intensity over time is important for road traffic management, as well as for limiting the movement of heavy vehicles during unfavourable season on weak sections.

Table 29: Distribution of the intensity by months of the year through the example of the motorway М3 Chisinau – Comrat – Giurgiulesti – the border of Romania, km 109 (Besalma), 2011 Road month I II III IV V VI VII VIII IX X XI XII Annual index average

М3 1,796 1,753 1,879 2,200 2,323 2,322 2,555 2,833 2,740 2,501 2,439 2,014 2,280 Average 3,776 3,917 3,860 4,758 4,747 5,070 5,156 6,108 5,364 5,146 4,745 3,848 4,707 intensity on the main roads of Moldova

It should be noted that the average intensity on the national roads of Gagauzia is lower than the average in the country as clearly shown in Figure 6.

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Figure/Chart 6: Change in the intensity throughout the year according to data of 2011.

Average on 15 central roads M3, km 109 (Besalma)

The dynamics of the intensity throughout the year on the roads of Gagauzia tend to be similar to the rest of the road network of the Republic of Moldova.

Table 30: Distribution of the average daily intensity during a day on the road М3 Chisinau – Comrat – Giurgiulesti – the border of Romania, km 98 (Comrat town) 2006 Thursday Friday Saturday Sunday Monday Tuesday Wednesday Average for Hours 7 days 21.12.2006 22.12.2006 23.12.2006 24.12.2006 25.12.2006 26.12.2016 27.12.2006 06:00 – 07:00 99 96 49 145 113 111 77 99 07:00 – 08:00 113 128 63 141 125 154 116 120 08:00 – 09:00 191 178 140 117 164 172 220 169 09:00 – 10:00 208 194 161 135 221 267 194 197 10:00 – 11:00 212 197 112 145 151 223 195 176 11:00 – 12:00 141 192 163 174 140 220 187 174 12:00 – 13:00 185 161 157 185 163 231 191 182 13:00 – 14:00 166 186 111 213 153 168 199 171 14:00 – 15:00 151 178 157 192 156 225 189 178 15:00 – 16:00 114 184 126 132 168 155 241 160 16:00 – 17:00 137 205 128 160 150 251 175 172 17:00 – 18:00 135 136 109 71 181 185 207 146 18:00 – 19:00 123 114 86 74 152 185 176 130 19:00 – 20:00 85 104 75 73 127 138 130 105 20:00 – 21:00 62 84 54 71 96 125 88 83 21:00 – 22:00 42 50 28 36 78 102 64 57 Total 06:00- 22:00 2164 2387 1719 2064 2338 2912 2649 2319 Source: According to data of the State Company ‘State Road Administration’

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Figure/Chart 7: Distribution of the intensity during a day. М3, km 98, 2006

time of day

Availability of information on the distribution of the intensity during a day allows to determine the peak hours and to undertake measures to improve the traffic management.

Figure/Chart 8: Dynamics of change in the intensity during a week. М3 km 98 (December 2006)

Monday Thursday Wednesday Tuesday Friday Saturday Sunday Source: According to data of the State Company ‘State Road Administration’

The nature of changes in the intensity during a month and a week may vary depending on the nature of the agricultural works. Therefore, each region can have its own specific variations in the traffic intensity and composition, especially on the regional and local roads, for example, in the northern regions - during beet harvesting, in Gagauzia - during grape harvesting. Record keeping of the traffic intensity and composition in these periods is particularly important for the preservation of the motorways.

Unevenness of the traffic flows over time is very important for traffic management. The so-called peak hour is a conventional designation of a time period, during which the intensity measured by small time periods exceeds the average intensity in a period with the most active traffic. A very important indicator of the intensity is the composition of the traffic flow.

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Figure/Chart 9: Distribution of the intensity by type of vehicles (2017)

M3, km 102 M3, km 164 average Motorcycles, bicycles Motor vehicles Minibuses 2-axle trucks 3- 4-axle trucks trucks with trailers trucks with semi- trailers Buses Tractors Animal-drawn transport Source: According to data of the State Company ‘State Road Administration’

Figure/Chart 10: Change in the traffic composition over 10 years on the section of М3 km 98-102

Motorcycles, bicycles Motor vehicles Minibuses 2-axle trucks 3-4- axle trucks trucks with trailers trucks with semi- trailers Buses Tractors Animal-drawn transport Source: According to data of the State Company ‘State Road Administration’

The traffic intensity in 2006 was made up of (M3, km 98-102) 2,988 vehicles/day, including 767 (26%) trucks, and in 2017 the intensity was made up of 3,416 vehicles/day, including 1,584 (46%) trucks. If the increase in the total intensity was 18%, the increase in the intensity of trucks was 207%. This is explained by the commissioning in 2009 of an oil terminal on the Danube River near Giurgiulesti village. Currently, the terminal continues to develop. In the recent years, a grain terminal, a vegetable oil terminal, a container terminal and a general cargo terminal were commissioned. As the reconstruction of the motorway M3 Chisinau - Comrat - Giurgiulesti – the boarder of Romania will be completed, further increase in the intensity and, in particular, in the intensity of trucks should be expected.

In the Republic of Moldova, the traffic intensity is recorded on a regular basis. This is mainly carried out on high-speed and republican roads. At a certain phase (2000 - 2014) automated record keeping was carried out on the main highways. Currently, the traffic is recorded visually. At the same time, about 40 video cameras installed on the main national roads are used.

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Unfortunately, on the regional and local motorways the intensity is recorded only when works for their major repairs and reconstruction are designed. For more effective planning of costs for repairs and maintenance of the roads and traffic management on them, administrators of regional and local road networks should put in place a regular record keeping of the traffic intensity.

Over the past 20 years, when developing various programs and strategies in the road sector, works were carried out in Moldova to record and forecast the traffic intensity on the national (high-speed and republican) roads.

In 2000 the English company ‘Roughton International’ and the Finnish company ‘Finn Road’ developed proposals on the implementation of a modern system (Pavement Management System) for the planning of works for repairs and maintenance of the motorways, based on the inspections of the traffic intensity and condition of the road network.

In 2007 the Spanish company ‘GETINSA S.A’ inspected the national and a part of the local roads for the Land Transport Infrastructure Strategy 2008 – 2017 to de drafted.

In 2012 the German company ‘Kocks Consult GmbH’ inspected the national roads for the Transport and Logistics Strategy 2013-2022 to de drafted. This is the most comprehensive inspection of the network, where special attention is paid to estimating the traffic intensity on the national roads and its forecasting by 2022 and 2032.

The Transport and Logistics Strategy 2013-2022 (the Government Decision 827 dated 28 October 2013) includes the forecasts of the traffic intensity for all means of transport. Historical data of evolution, the existing trade relations, as well as the general forecast of economic growth were used. The general conclusions show that the transition from railway transport to cars and buses (for passengers) and trucks (for freights) will continue in the future. If the reforms in the railway sector are implemented, the absolute volume of freight transport in tonnes will remain stable, but the percentage of the railway will continue to decline.

The forecasted values of the traffic intensity in the road network of the Republic of Moldova by 2022 are given in Annex 4.3. The colours means that the traffic capacity of the roads shall be increased. Sections of the motorways marked with red colour should be broadened or need other improvement works to match the prospective traffic intensity.

Data on the traffic intensity on the regional and local motorways are not available at the moment.

The highest intensity on the local motorways is noted on the access roads to Comrat mun. and Vulcanesti town. Bypass roads in Comrat mun. with three new intersections at different levels, and a bypass road in Vulcanesti town are planned to be constructed by 2021. After the construction is completed, the traffic on the access roads and around these urban settlements will be reorganized. Since most of the access roads are a continuation of the republican roads, the intensity on them is similar as well.

Table 31: Traffic intensity on the access roads to Comrat mun. Road name Length, km Connecting Average daily Forecast for 2021 national road intensity, (vehicles/day) vehicles/day, 2017

L622 R28 – access road to Comrat station 2.2 R28 Till 500 Till 500 L 623 R28 – access road to Comrat mun. 5.8 R28 4,200 5,150 L 623.1 R23 – access road to Comrat 1.7 R23 1,200 1,370 mun. L 623.2 R29 – access road to Comrat 2.45 R29 2,200 2,720 mun. L 623.3 R35 – access road to Comrat 3.7 R25 1,750 2,520 mun.

Prior to the commissioning of the bypass roads of Comrat mun. and Vulcanesti town, all transit transport moving in the direction Cimislia - Vulcanesti will use the local roads L 623 R28 - access road to Comrat mun., L634 M3 - Vulcanesti - R32.1. and L637.1 Vulcanesti - M3. Record keeping of the traffic intensity and composition on the access roads to Comrat mun. and Vulcanesti town is of great importance for traffic management. On the other local roads the traffic intensity does not exceed 500 vehicles/day.

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On the regional roads, the intensity is up to 1000 vehicles/day. At the second phase of the project, jointly with the specialists of JSC ‘Drumuri-Comrat’ the intensity will be estimated and forecasted on the corridors selected for rehabilitation, in which most regional roads will be included. The motorways in Gagauzia have a lower intensity, and their traffic capacity will basically meet the traffic requirements in the next 10 years.

Table 32: Traffic intensity (vehicles/day) on the main roads of Gagauzia in 2016 and 2017 % Average traffic intensity, of Road name vehicles/day Length, km increase 2016 2017 34 2,412 2,493 3.4 М3 Chisinau – Comrat - Giurgiulesti 137 2,185 2,261 3.4 R29 Comrat – Ceadir-Lunga – the border of Ukraine 5 2,061 2,218 7.6

R28 М3 – access road to Comrat mun. 6.4 3,665 4,194 7.6 Source: According to data of the State Company ‘State Road Administration’

Forecast of the traffic intensity on the main roads of the region:

The results of the forecast performed by ‘Kocks Consult GmbH’ while drafting the Transport and Logistics Strategy 2013- 2022, were used as a basis9 for the forecasting of the traffic intensity since they were the closest ones to the results of the intensity measurements carried out in the subsequent years (Table 33)

Table 33: Percentage of the annual increase in the traffic intensity Period Passenger and motor vehicles Heavy vehicles

low average high low average high 2010 2016 4.4 5.5 6.6 4 5.1 6.1 2016 2020 4.5 5.7 6.8 4.2 5.2 6.2 2020 2025 3.4 4.2 5.1 3.1 3.8 4.6 2025 2033 2.6 3.3 4 2.4 3 3.6 Source: according to the data of Kocks Consult GmbH (2012)

The adopted annual percentage of increase in the intensity for different types of motor vehicles in different periods is given in Table 34.

Table 34: Adopted percentage of increase in the traffic intensity on the roads of Gagauzia Means of transport Percentage of increase Percentage of increase Percentage of in the intensity in the in the intensity in the increase in the period 2018 - 2020 period 2021 - 2025 intensity in the period 2026- 2027 Motorcycles, bicycles 5.7 4.2 3.3 Cars 5.7 4.2 3.3 Minibuses 5.7 4.2 3.3 2-axle trucks 5.2 3.8 3 3- 4-axle trucks 5.2 3.8 3 Trucks with trailer 5.2 3.8 3 Trucks with semi-trailer 5.2 3.8 3 Buses 5.2 3.8 3 Tractors 5.7 4.2 3.3 Animal-drawn transport 5.7 4.2 3.3 Source: according to the data of Kocks Consult GmbH (2012)

9 The traffic intensity was forecasted taking into account all previous inspections : Finn Road – Roughton International ‘Moldova Pavement Management System’ - 2000; GETINSA S.A.(Spain) – ‘Support to the preparation of a transport sector strategy for Moldova‘ 2007; Kocks Consult GmbH (Germany) - ’Support to the Government of Moldova for the Preparation of a Transport and Logistics Strategy’ -2012). 38

On the basis of the available information on the traffic intensity and composition on the roads of Gagauzia, using the forecast of increase in the intensity by types of vehicles performed by the German company ‘Kocks Consult GmbH’ in 2012, the traffic intensity was forecasted on the high-speed road М3 (Chisinau – Comrat – Giurgiulesti – the border of Romania), on the sections km 102 and km 164 and on the republican roads R23 (Basarabeasca - Comrat), R28 (M3 - Comrat, R Comrat - Ceadir-Lunga - the border with Ukraine), R32 (M3 – Vulcanesti – Cahul – Taraclia), R36 (Basarabeasca - Ceadir-Lunga – R29) and R37 (Ceadir-Lunga – Taraclia – R32).

Figure/Chart 11: Forecast of increase in the total traffic intensity on the national roads within Gagauzia, vehicles/day.

M3, km ….

The perspective traffic intensity until 2027 on the national motorways is estimated as making up from 1500 to 6500 vehicles/day. The highest intensity is noted on the road R28 M3 - Comrat, which is the continuation of the high-speed road M3 and serves all the means of transport moving in the direction Cimislia - Comrat. It should be noted that after the commissioning of the bypass road of Comrat mun., the traffic flows will be redistributed and the intensity along this road will sharply decrease. For the forecast of the intensity on the roads in the area of Comrat mun., additional studies need to be conducted after 2021.

To assess the conformity of the road category to the traffic intensity, the traffic flow is adjusted to the baseline car. The intensity was adjusted to a baseline one using the ratios under NCM D.02.01: 2015.

Table 35. Traffic intensity ratio under NCM D.02.01:2015 Means of transport Adjustment ratio Means of transport Adjustment ratio

Motorcycles, bicycles 0.5 trucks with trailer 3.5 Cars 1 trucks with semi-trailer 3.5 Minibuses 1 buses 2,5 2-axle trucks 2.5 tractors 2 3- 4-axle trucks 3 animal-drawn transport 1.5

Detailed intensity forecast is given in Annex 4.3.

According to NCM D.02.01: 2015, in case of an adjusted intensity of more than 8,000 vehicles/day, the carriageway shall be broadened and the road shall be transferred to category I b, and if the intensity is more than 3500 vehicles/day, the road shall be transferred to the IInd category. The construction of the bypasses of the settlements will contribute to increasing the traffic capacity, but in the next 10 years the issue of broadening the carriageway on the section Comrat – Cimislia needs to be considered.

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Figure/Chart 12. Forecast of the increase of the intensity adjusted to the baseline motor vehicle

M3, km…

The forecasts show that after 2025 the intensity on the motorways R 29 Comrat - Ceadir-Lunga - the border of Ukraine will correspond to the transition from the IIIrd to the IInd technical category. Analysis of the traffic intensity and composition on the national roads within Gagauzia ATU allows us to conclude the followings: ▪ the increase in the traffic intensity within Gagauzia is similar to the increase in the rest of the country and makes up 4-5% per year; ▪ distribution of the traffic intensity by months of the year on the territory of Gagauzia has similar trends, as in the rest of the country; ▪ the composition of the traffic flow of the network of the republican roads within Gagauzia is the same as in the republican network; ▪ the share of heavy trucks in the traffic flow on the high-speed motorway М3 Chisinau – Comrat – Giurgiulesti - the border of Romania significantly exceeds its average value in the republic, which will have a negative impact on the bearing capacity of the pavement in the future. ▪ control of the load on the axle and the total weight of the motor vehicles on this road shall be enhanced; ▪ record keeping of the traffic intensity on the regional and local motorways shall be put in place; ▪ the highest traffic intensity on the local roads is noted on the access roads to Comrat mun. and Vulcanesti town. To achieve the most effective traffic management, the record keeping of the traffic intensity and composition shall be put in place; ▪ the forecast of the traffic intensity adjusted to car shows that the carriageway of the motorways M3 on the section Comrat – Cimislia, R32 – on the section Vulcanesti – Cahul and R 29 Comrat – Ceadir-Lunga – the border of Ukraine shall be broadened in the next 10 years. ▪ technical record keeping of the local motorways, including the record keeping of the traffic intensity and composition shall be put in placed.

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2.5 FUNDING OF THE SECTOR

2.5.1 National Level

According to the estimates of the Transport and Logistics Strategy 2013-2022 of Moldova, the rehabilitation and repairs of the local motorways of the country need capital investments of approx. € 1.7 billion. According to the adopted Strategy, in 2013- 2022 the implementation of the investment projects throughout the republic was prioritized and planned in order to improve the road infrastructure totalling more than € 900 million, of which about € 315 million already at the first phase (2014-2017).

According to the reports on the work done for the rehabilitation of the national and local public roads, 1100 out of 700 km of planned local roads were restored in 2015, which exceeded the original target, and 891 out of 900 km of the planned national public roads were restored. According to the National Transport and Logistics Strategy, in order to improve the quality of the road infrastructure within a reasonable time frame, scenarios of the annual investments in the sector shall make up about 2.9% of the GDP. Based on the recommendations, the Republic of Moldova should annually allocate about 3.2 billion MDL for the modernization of the sector (1.0 thousand MDL per capita per year).

Currently, due to low investment possibilities of the local authorities, most of the funding of the development of the sector still originates from the national and international sources: the National Road Fund, the National Fund for Regional Development, the EBRD, the EU, the EIB, the World Bank, the US Government, etc.

Table 36: Volume of grants awarded for the repairs and maintenance of the road infrastructure from the main sources, MDL million Sources of funding 2013 2014 2015 2016 2017 Total National Road Fund 1,219 1,322 1,063 1,015 1,448 6,067 National Fund for 100 122 101 75 435* 832 Regional Development NIF 0.0 289 0 0.0 0.0 289 EIB 0.0 8 0 0 0 8 MCC 1,602** 0 0 0 0 1,602 Total 2,921 1,740 1,164 1,090 1,883 8,797 Source: expert estimates, based on the data provided by the donors * Funding for the period 2017-2020 ** The Sarateni-Soroca M2 Road Rehabilitation Project, implemented in the period 2012-2015, ‘Millennium Challenge Corporation’

According to the State Chancellery of the Government of the Republic of Moldova, the annual international financial assistance (including grants and loans) in the field of the road infrastructure for 2010-2017 makes up an average of about € 147.4 million per year.

In the context of the external lending for the development of the road infrastructure sector, the main donors are the EBRD, the EIB, the MCC, the World Bank and the EU. In particular, the following major EBRD/EIB projects of more than € 680 million worth mentioning.

Table 37: Funding of the development of the sector 2010-2017 (grants and loans) by development regions, million EUR WB EBRD EIB NIF MCC Duration of Details credit Total credit credit grant grant implementation (IDA) Rehabilitation of the road sectors 2010-2015; 1 in the North, Centre and South 75 75 31.2 0 0 181.2 extended: 2016- Development Regions of Moldova 2017; The Sarateni-Soroca M2 Road 2 Rehabilitation Project, in the 0 0 0 100.1 0 100.1 2012-2015; Northern region Rehabilitation of about 213 km of 3 150 150 15.5 0 0 315.5 2014-2017; the national roads; Rehabilitation of 6 streets in 2012-2016; 4 13.3 10.3 1.4 0 0 25 Chisinau mun.; extended: 2017; 41

WB EBRD EIB NIF MCC Duration of Details credit Total credit credit grant grant implementation (IDA) Improvement of the local roads in 5 the Central, Northern and 0 0 0 0 68 68 Since 2016; Southern regions; Total 689.8 Source: expert estimates, based on the data provided by the donors and the funds (NDF, NFRD, EBRD, EIB, EU’s Neighbourhood Investment Facility (NIF), the World Bank, International Development Association (IDA), Millennium Challenge Corporation (MCC))

It should be noted that the national and international donors preferred to pay more attention to the most underdeveloped urban and rural settlements in terms of the road infrastructure development.

Table 38: Forecast of accumulated and non-allocated amounts in the road fund in the period 2013-2018, th. MDL 2013 2014 2015 2016 2017 2018 Accumulation in the Road Fund from 80% of the 897,995 1,024,222 1,128,963 1,353,499 1,669,431 1,951,203 excise duty on gasoline and diesel fuel Actual allocations from the Road Fund from the excise duty on gasoline and diesel fuel under the 897,995 1,024,222 649,859 531,079 921,109 857,066 State Budget Law Share of excise duties on oil products 80% 80% 46.05% 31.39% 44.14% 35.14% Non-allocated amounts in the RF during the period: 479,104 822,420 748,322 1,094,138 2015-2018. Source: The growth of accumulations from excise duties in 2018 was adopted as 17% as the average growth for the period 2013 -2017

Figure/Chart 13:

Chart of accumulations in and actual allocations from the Road Fund from excise duties on oil products - Accumulations in the Road Fund from 80% from excise duty on gasoline and diesel - Actual allocations from the Road Fund from excise duty on gasoline and diesel under the State Budget Law - Non-distributed amounts in the RF in the period: 2015-2018

According to the Law No. 720 on the Road Fund, ‘The sources of fund formation are: a) at least 50 percent in 2010, 65 percent in 2011, 80 percent in 2012 and in the subsequent years from the total excise duties on excisable oil products, except for liquefied gas’.

Since 2015, the State Budget Law is approved with deviations from the provisions of article 2(1)(a) of the Law on the Road Fund No. 720/1996, and the deductions to the Road Fund from the total excise duties on oil products (except for liquefied gas) decreased from 80% under the law, till: 46.05% - 2015, 31.39% - 2016, 44.14% - 2017, 35.14% - 2018. Thus reducing annual allocations for repairs and rehabilitation of the roads an average by 793 mln MDL per year since 2015.

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Table 39: Forecast of accumulated and non-allocated amounts in the road fund in the period 2013-2022, MDL million 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Actual accumulations 1,219 1,322 1,543 1,837 2,196 2,494 0 0 0 0 under the RF Law Actual allocations to the 1,219 1,322 1,063 1,015 1,448 1,330 0 0 0 0 RF Forecast of the Transport and Logistics Strategy 1,245 1,346 1,500 1,650 1,815 1,995 2,195 2,415 2,655 2,920 2013-2022 Forecast of the Ministry of Transport and Road 1,245 1,346 1,575 1,833 2,079 2,374 2,732 3,121 3,585 4,140 Infrastructure Source: expert estimates based on official data

Chart/Chart 14:

Comparative chart of accumulations in and allocations from the RF with forecasts of allocations from the Transport and Logistics Strategies of the MTRI, mln MDL - Actual accumulations under the RF Law - Actual allocations to the RF - Forecast of the Transport and Logistics Strategy 2013-2022 - Forecast of the MTRI It is quite lucky that the accumulations in the Road Fund exceed the forecasts set out in the Transport and Logistics Strategy 2013-2022, and the forecasts made by the Ministry of Transport and Road Infrastructure (MTRI), which was adopted in further estimates. These estimates also show that the current normative acts, including the Law on the Road Fund, which provides for a sustainable scheme for accumulation of resources for the road infrastructure sector, are effective, and the forecasts for the accumulation of resources in the Road Fund may serve as future guarantees for the funding of the road sector by foreign donors.

2.5.2 Local and Regional Level

Over the last 5 years (2013-2017), the total volume of capital investments in the road infrastructure sector of the region amounted to 50.4 million MDL or ~ 10.1 million MDL per year. Based on the new method for calculation of the breakdown of the local budgets of the Ist level (50% of the tax on the use of motorways) in accordance with the share of the population established since 2017 for the whole Gagauzia, there is a total of 17 million MDL for repairs and maintenance of the public roads and streets. At the same time, a new method of allocating funds from the Road Fund for the local budgets of the IInd level was established. The local budget received 14 mln MDL for the repairs and maintenance of the local motorways.

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In accordance with the share of the allocations given in the table below, the national roads are rehabilitated entirely from external sources, the local roads are rehabilitated from the budget of Gagauzia ATU, which are provided from the state budget (50% of the road tax), and the public roads and streets are rehabilitated from the local budget of the Ist level.

Table 40: Sources of investments in the development of the road infrastructure sector in Gagauzia ATU, 2013-2017 Budget of State Budget, Local Donor Total, Gagauzia National Road Fund budgets, Assistance ATU % % % % % 2013-2017 National roads 100% 0 0 0 100 Local roads 100% 33.88 66.12 0 0 Public roads and streets 100% 0 0 100 0 Source Executive Committee of Gagauzia ATU

In the per capita estimation, the inequality in funding by rayon for the last 5 years was very high: from 525 MDL per person in Vulcanesti rayon to 270 MDL per person in Ceadir-Lunga rayon. About 21.2 million out of 50.4 million MDL of capital investments over the last 5 years in the development of the road infrastructure sector were used by Comrat rayon, accounting for 42.1% of the total investments, and about 25% in Vulcanesti rayon. Accordingly, the least amount of investments was directed to Ceadir-Lunga rayon (33.1% of the total number).

Table 41: Capital investments in the development of the region's sector by rayon (2013-2017) Gagauzia ATU Comrat rayon Vulcanesti rayon Ceadir-Lunga rayon 50.4 21.2 12.5 16.6 Road infrastructure, million MDL 100.0% 42.1% 24.9% 33.1%

Total investments per 330.8 319.7 525 270 capita, MDL Source Executive Committee of Gagauzia ATU, expert estimates

According to the data listed in the table below, it can be noted that the most significant resources (grants for the sector development) allocated from the NFRD were channelled to the Central Development Region, which placed an important emphasis on the development of the road infrastructure. It should also be noted that this funding includes the rehabilitation of the roads to the local tourist attractions and creation of a favourable climate and infrastructure for the development of entrepreneurship over the past 5 years in all regions of the country.

Table 42: Grants allocated for the sector development in the regional context by major donors 2013-2017, million MDL

National Fund for Regional Credit of Development regions National Road Fund Total Development EBRD/EIB, NIF grant Centre 2,022.4 428.3 0 2,450.7 Chisinau 0 0 500 500.0 North 2,022.4 107.3 0 2,129.7 South 1,991.2 194.0 0 2,185.2 ATU Gagauzia 31.2 15.7 0 46.9 Interregional projects 0.0 45.1 0 45.1 Total 6,067.2 790.4 500 7,357.6 Source: expert estimates based on the data provided by donors

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Table 43: Financial resources not allocated from the RF for equivalent km in Gagauzia ATU, 2017-2018, MDL 2017 2018 2019 2020 2021 2022 2023 Scenario 1. The share and forecast of distribution, in accordance with the approved annual rate of excise duty on oil products (the 118.0 108.6 136.7 152.6 171.1 192.7 217.8 forecast of the average share made up 39.18%), for 1 adjusted km of roads, th. MDL Scenario 1. Total allocations and forecast, according to the approved annual rate of excise duty on oil products. (the forecast 14,164 14,257 17,944 20,034 22,466 25,298 28,596 for the average share made up 39.18%), for the total adjusted km of roads, mln MDL Scenario 2. The share and forecast of distribution, in accordance with the 80% rate of excise duty on oil products, per 1 adjusted 179.0 203.6 231.7 263.7 300.9 344.4 395.1 km of roads, th. MDL Scenario 2. Total allocations and the forecast (according to 80% 21,485 26,734 30,418 34,613 39,506 45,214 51,873 excise duty on oil products) for total adjusted km, mln MDL Total non-distributed resources per 1 adjusted km of roads, 61.0 95.0 95.0 111.1 129.8 151.7 177.3 th. MDL Total non-distributed resources for all adjusted km of roads, 7,322 12,477 12,474 14,579 17,040 19,915 23,277 mln. MDL Source: The share of accumulations from excise duties in 2019-2023 was taken as 39.18% as the average share for the period 2017 -2018

In connection with the deviations from the provisions of Article 2(1)(a) of the Law on the Road Fund No. 720/1996, on non- distributed deductions to the road fund in the amount of 80% of the total excise duties on oil products for 2017 - 2018 led to the reduction of the allocations for Gagauzia ATU on average by 9.9 mln MDL per year.

Figure/Chart 15:

Scenarios of distributions per 1 adjusted km of roads, th. MDL - Scenario 1. Share and forecast of distribution, in accordance with the approved annual rate of excise duty on oil products (the forecast of the average share made up 39.18%), - Scenario 2. Share and forecast of distribution, in accordance with the 80% rate of excise duty on oil products - Total non-distribution per 1 adjusted km of roads Source: expert estimates

Of these deductions, Gagauzia ATU was to receive additionally approx. 19.8 million MDL for the period 2017-2018 based on the number of equivalent kilometres, and namely: 7.3 million for 2017 and 12.5 million for 2018. If the accumulations in the road fund are in line with the financial basis of the creation and functioning of the road fund, and namely, if the share of accumulations in the sources of the creation of the fund set forth in the Law on the Road Fund is observed, and there are no deviations from the law, as it happens in 2015, the local authorities of both levels will be able to plan future flows of funds for repairs and rehabilitation of the roads.

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Figure/Chart 16:

Scenarios of distributions for total adjusted km of Gagauzia ATU, mln MDL - Scenario 1. Total allocations and forecast, according to the approved annual rate of excise duty on oil products. (the forecast for the average share made up 39.18%) - Scenario 2. Total allocations and the forecast (according to 80% excise duty on oil products) - Total non-distribution per all adjusted km of roads

As a result, based on the forecasts of the accumulations of the road fund, it will be possible to create regional public-private partnerships to attract funding from foreign donors for the development of the road infrastructure sector.

2.6 SOCIAL AND GENDER ASPECTS

This section presents an overview of the gender aspects in the field of transport, as well as in the related projects. Relatively recently, the countries of the world began to pay attention to the gender aspects in the field of transport. Similarly for the Republic of Moldova, the constant and regular promotion of the principle of equal opportunities and gender aspects has become a priority just recently. The national legal framework ensures equality between women and men and does not contain discriminatory provisions. However, from the point of view of participation in the economic and social life, inequalities in practice are often.

As described in the World Bank paper ‘Toolkit designed to ensure adequacy of gender-sensitive road infrastructure projects’, for example, men's trips are often made for work purposes, so they tend to estimate speed, reliability and road traffic safety. On the other hand, as a rule, women tend to be more actively involved in off-duty activities outside peak hours, moving to different locations using more than one means of transport. This indicates that, as a rule, during one trip they seek to make several things and reach several places, such as shops, markets, schools, medical centers and childcare. Therefore, unlike men, making a trip, women value more flexibility than time. Thus, women need cheap, safe, simple and flexible services with a large number of route options to meet their needs.

Unequal opportunities in the transport sector are due to various factors related to negative prejudices and stereotypes, the role in the family and society, lack of opportunities for urban and rural activities, etc. as follows: • The role of women in household activities is more important: women are involved not only in household activities, in caring for children, elderly and sick relatives, but also participate in other activities; • Some of the restrictions faced by Moldovan women in the economy are rooted in cultural traditions and prejudices; • Ownership or use of motor vehicles / holding a driving license: without considering whether women with a driving license really own a motor vehicle, the number of female drivers is lower than the number of male drivers (see Table 44 below). Therefore, we can assume that for women, public transport is more important than for men; • Unequal participation in the decision-making process (see Figure 17).

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Table 44: Number of female drivers and male drivers by driving license category, July 2017

The most Gender important Total categories of Means of transport number of drivers of means Male Female drivers of transport B Motor vehicles 297,609 200,576 498,185 B, C Cars and trucks 120,220 1,866 122,086 A, B, C Motorcycles, cars and trucks 73,790 662 74,452 A, B Motorcycles and cars 64,001 9,322 73,323 555,620 212,426 768,046 Source: Center for State Information Resources ‘Registru’

Figure/Chart 17:

Share of women in the local and municipal councils Republic of Moldova Chisinau mun. North Center South Gagauzia Source: National Bureau of Statistics for 2015

Considering that the transport sector is one of the drivers of economic growth, there are several main reasons to support the gender-sensitive road infrastructure: • Improvement of road conditions to increase mobility, accessibility of basic services (clinics and hospitals, markets, schools, workplaces, etc.) and safety (such as prevention of accidents and floods), etc.; • Equal opportunities for participation in decision-making structures, including in the road infrastructure sector; • Existence of pedestrian zones and lanes for other means of transport that are adjacent to means of transport with engine will allow women to carry out several activities to meet gender-based needs; • Elimination of stereotypes and methods of deterrence in respect to women; • Promoting equal participation of women and men in the labour market and basic services; • Promoting and increasing women's participation in policy development, decision making, planning, implementation, management and support in the road infrastructure sector.

Those who benefit most from the development of the road infrastructure are the entire population. Vulnerable groups, such as poor women with children, elderly women in rural areas, often face transport barriers. Damaged roads affect the mobility of the citizens, especially women with children and elderly women / men, restricting access to health services.

Investments in the road infrastructure are often regarded as one of the most effective tools to combat poverty. Access to the infrastructure is necessary to improve the economic opportunities and reduce inequalities. For example, adequate transport networks in developing countries can provide poor people with greater access to schools, hospitals and shopping centers, which in turn will improve the education, health and entrepreneurship opportunities, and will strengthen the country's economic potential.

Investments in the gender-sensitive road infrastructure can bring significant benefits to women such as increased access to employment, markets, education and health services, as well as caring and meeting the household needs that, ultimately, lead to the well-being of the community as a whole. 47

Women's economic equality is useful for business. It is clear that women play a fundamental role in building and maintaining the world economy. They are a powerful source of economic growth and opportunities. Women contribute not only to the formal economy, but also through valuable and usually unpaid care and household tasks. It has been proven that the best opportunities in education, healthcare, employment and politics lead to improved well-being of women, if their communities and, in turn, of the economic and social well-being of the country.

The restoration of the proposed priority roads will have a beneficial effect on the lives of people living in the villages along the routes. Girls will be able to safely move around the community, protecting their shoes from damage and dirt. Bicycles and vehicles of young people will no longer be damaged by bad road, so vehicles will become more sustainable and economical.

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2.7 CONCLUSIONS (SWOT ANALYSIS) Strengths Weaknesses ▪ The road network of Gagauzia ATU effectively fits into ▪ More than 50% of the length of the republican roads, about 40% the national road network and the network of of the regional roads and 27% of the local roads are in bad and international transport corridors. very bad condition. ▪ The successful location of Gagauzia in the middle of the ▪ About 30% of the length of the M3 high-speed highway are still in national transport axis M3 ensures effective connection bad or very bad condition. of the region both with the South and with the Central ▪ 28% of the local roads (43.7 km) do not have a hard surface. part of the RM (62% of the length are in excellent or good condition). ▪ Low capacity of the local and regional administrations to attract extra-budgetary donor funds. ▪ Access to all settlements of Gagauzia is provided by hard-surfaced motorways. ▪ Unsatisfactory provision with road signs, markings; most of the intersections and junctions are not improved. ▪ There are two specialized road operators in the region (with state and private ownership). ▪ The big problem of the motorways is difficult drainage. ▪ Relatively high territorial concentration of the population ▪ The motorways R29 (Comrat - Ceadir-Lunga - the border with (more than 70% of the population live in settlements with Ukraine), R29.1 (R29 – the border with Ukraine), R36 more than 5,000 inhabitants compared to the national (Basarabeasca - Ceadir-Lunga – R29), R37 (Ceadir-Lunga – average indicator of only 13%). The five largest Taraclia – R32) and R32 (M3 – Vulcanesti - Cahul - Taraclia) settlements have more than 50% of the region's entered the phase of accelerated destruction. This is due to the population (Comrat, Ceadir-Lunga, Vulcanesti, Congaz failure to carry out in the last 15 - 20 years the necessary works and Copceac). of major and medium repairs. Only works of routine repairs ▪ The road R29 (Comrat - Ceadir-Lunga – the border of (patching) were carried out and only on separate sections. Ukraine) is included in the priority network of the ▪ Insufficient funding of the repairs and maintenance of the Republic of Moldova. motorways. ▪ The capacity of the network of high-speed and ▪ Poor planning of the allocation of financial resources for the republican roads located on the territory of Gagauzia repairs and maintenance of the motorways. ATU meets the traffic needs for the next 10 years, and the regional and local roads for 20 years. Opportunities Risks ▪ Development of the regional public-private partnerships to ▪ Shortage of allocated resources for the repairs and maintenance attract funding for the improvement and development of of the road infrastructure will lead to even greater deterioration the road infrastructure. and degradation of the motorways. ▪ Use of advanced modern technologies in the course of ▪ Deterioration of the capacity on some sections, due to the construction, repairs and operation of the road increase in the traffic intensity (on average by 4-5% per year). infrastructure, which will lead to more efficient use of ▪ Possible political disagreements and crises at the national and funds and better quality of performed works. regional levels, which may affect the volume and the purpose of ▪ Increase in the capacities of the regional and local the external funding. administrations to attract extra-budgetary funding for the ▪ The share of heavy trucks in the traffic flow on the high-speed development of the sector. motorway M3 is much higher than its average in the country, ▪ Construction of the bypass roads for Comrat mun., which will have a negative impact on the bearing capacity of the Vulcanesti town and Congaz, Chirsovo and Svetlii pavement in the future villages. ▪ Continuing the practice of underfunding of the Road Fund (from ▪ Encouraging the development of private regional road and 2015, it receives less from 35% to 45% of the deductions from operation companies in the region and increase in the excise duties on gasoline and diesel fuel). quality of performed works (as a result of a greater

competition). ▪ Allocation to the Road Fund of 80% of excise duties on gasoline and diesel in accordance with the provision of the relevant law (720 of 01.02.1996). ▪ Improving the planning of distribution of funds for the repairs and maintenance of the motorways.

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3 VISION AND STRATEGICAL DIRECTIONS OF DEVELOPMENT 2025

3.1 VISION

The long-term vision of the development of the road infrastructure of the region (until 2030-2035) consists in performing 100% major repairs of all regional and local roads of Gagauzia ATU (248 km), as well as ensuring an adequate level of their routine repairs and maintenance.

In the medium term (until 2025), in order to achieve this ultimate goal, this program provides for the major repairs of all regional roads and at least 60% of the local roads of Gagauzia ATU (150 km).

Accordingly, this Regional Sectoral Program is aimed at implementing the following 3 specific strategic objectives: 1: Major repairs of 5 priority corridors of regional and local roads (131 km) (It This provides for the preparation and performance of major repairs of the following corridors: (i) G125 – Cenac – Dezghinja – Bugeac – R28, (ii) R29 – Ferapontievca – Avdarma – Chiriet - Lunga – R36, (iii) R 29 – Ceadir-Lunga – Baurci – Congaz – Cietu – Chiselia Rusa – М3, (iv) Taraclia – Copceac – Cairaclia – the border of Ukraine, (v) Vulcanesti – Alexandru Ioan Cuza – Etulia – Etulia Noua – the border of Ukraine – Cimischioi – М3. 2: Medium repairs of 70 km of the priority local roads (This provides for the preparation and performance of medium repairs of the most priority local roads of the region, including installation of road signs and markings, the repairs of the drainage and water disposal facilities, etc.). 3: Improving road traffic safety on the regional and local roads in the region (This provides for improving at-grade intersections with the most intensive traffic, construction/repairs of the most problematic public transport shelters, arrangement of horizontal markings with transition to public institutions with high pedestrian traffic).

3.2 PRIORITIES

To ensure a more efficient development of the road infrastructure, the priority of funding the repairs and construction of the regional and local roads in Gagauzia ATU shall be subject to clear social and economic criteria for prioritization of transport corridors. Also, it is extremely important to determine the economic benefits from the identified projects for attraction of external funding for the implementation of possible projects.

In particular, at the present phase (2018-2025), based on the international experience and the national strategic documents, the following priority criteria were proposed by the working group as a basis for prioritizing the transport corridors:

А) Minimum criteria 1. Servicing at least 3 settlements 2. The length of the corridor shall be at least 10 km

B) Evaluation criteria 3. Number of serviced settlements. 4. Number of serviced population. 5. Indicator of the current and projected traffic intensity on that road. 6. Technical condition of the motorway (and the indicator of urgency of the works); 7. Ensuring access to basic social and administrative facilities (schools, hospitals, emergency medical services, emergency services, units of the department of emergencies). 8. Providing access to the main economic objects (SEZs, industrial parks, regional markets, regional motor transport hubs, the main tourist attractions of the region, etc.). 9. Providing access to the national border and customs posts. 10. Cost of rehabilitation per km of road.

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11. Influence on the environmental conditions .

Priority of the corridor system can lead to creation of a portfolio of projects that will be submitted to various donors and international financial institutions.

A detailed analysis of possible transport corridors of the regional and local roads in Gagauzia ATU highlights 5 (five) similar corridors: 1. G125 – Cenac – Dezghinja – Bugeac – R28 2. R29 – Ferapontievca – Avdarma – Chiriet - Lunga – R36 3. R 29 - Ceadir- Lunga – Baurci – Congaz – Cietu – Chiselia Rusa– М3 4. Taraclia – Copceac – Cairaclia – the border of Ukraine 5. Vulcanesti – Alexandru Ioan Cuza – Etulia – Etulia Noua – the border of Ukraine – Cimischioi – М3. The detailed methodology and results of the prioritization of the transport corridors are presented in the annex. As proposed by the local authorities, the option of the corridor No. 6 G125 - Iargara – Borogani - Congazcicul de Jos - R35 was considered. The corridor passes through 4 settlements and has a length of 19,530 km, 4,890 km of which (from km 14.64 to km 19.53) stretch in Gagauzia ATU. In the recent years, negotiations are underway at the level of the government and local administrations with the Romanian party on the construction of a bridge across the Prut River in Leova rayon. A feasibility study has already been developed. This makes this corridor more relevant. As the network of transport corridors in the neighbouring rayons (Cimislia, Leova, Cantemir, Cahul, etc.) has already been accepted and prioritized in 2015, we find it appropriate to consider this additionally at the level of the South Regional Development Agency and Gagauzia ATU jointly with the local authorities. Creation of the Corridor No. 6 will contribute to improving the connection in the direction Comrat- Leova, reducing the transportation costs, improving the social conditions of the inhabitants of Iargara, Borogani, Congazcic and Congazcicul de Jos, as well as improving traffic safety and environmental conditions.

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3.3 STRATEGIC OBJECTIVES

Strategic objective 1: Major repairs of 5 priority corridors and local roads Current situation: 55.03 km (43%) of the carriageway of the regional motorways are in bad and very bad condition, 50.55 km (40%) are in satisfactory condition and only 22.58 km (17%) are in good and excellent condition. There are also problems related to drainage, especially in settlements, the condition of roadsides and artificial structures, availability of traffic management means. Thus, 55 km of the regional motorways urgently need major repairs, 50 km need major repairs in the medium term (3 - 5 years) and 9 km need medium repairs (restoration of the wearing surface). Specific objectives: Measures: 1:1 Major repairs of the corridor ‘G125 ▪ Development of the FS – Cenac – Dezghinja – Bugeac – R28’ ▪ Development of the design documentation ▪ Construction works ▪ Warranty repairs of defects after the first year of operation 1:2 Major repairs of the corridor ‘R29 – ▪ Development of the FS Ferapontievca – Avdarma – Chiriet - ▪ Development of the design documentation Lunga – R36’ ▪ Construction works ▪ Warranty repairs of defects after the first year of operation 1:3 Major repairs of the corridor ‘R 29 - ▪ Development of the FS Ceadir- Lunga – Baurci – Congaz – ▪ Development of the design documentation Cietu – Chiselia Rusa– М3’ ▪ Construction works ▪ Warranty repairs of defects after the first year of operation 1:4 Major repairs of the corridor ▪ Development of the FS ‘Taraclia – Copceac – Cairaclia – the ▪ Development of the design documentation border of Ukraine’ ▪ Construction works ▪ Warranty repairs of defects after the first year of operation 1:5 Major repairs of the corridor ▪ Development of the FS ‘Vulcanesti – Alexandru Ioan Cuza – ▪ Development of the design documentation Etulia – Etulia Noua – the border of Ukraine – Cimischioi – М3’. ▪ Construction works ▪ Warranty repairs of defects after the first year of operation Expected results: Major repairs of 131 km of the regional and local roads - priority transport corridors of the region (i) G125 – Cenac – Dezghinja – Bugeac – R28, (ii) R29 – Ferapontievca – Avdarma – Chiriet - Lunga – R36, (iii) R 29 - Ceadir- Lunga – Baurci – Congaz – Cietu – Chiselia Rusa– М3, (iv) Taraclia – Copceac – Cairaclia – the border of Ukraine, (v) Vulcanesti – Alexandru Ioan Cuza – Etulia – Etulia Noua – the border of Ukraine – Cimischioi – М3.

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Strategic objective 2: Medium repairs of 70 km of the priority local roads Current situation: ▪ 55% of the local roads have asphalt concrete surface, 17% have a crushed stone and gravel surface and 28% do not have a hard surface (43.7 km). ▪ About 27% of the local hard-surfaced roads are in bad and very bad condition, 50.7% are in satisfactory condition and only 22.3% are in excellent and good condition. ▪ The big problem of the local motorways is the difficult drainage. ▪ Lack of traffic signs, markings ▪ Most of the intersections and junctions are not improved, etc. ▪ There is no technical record of the local motorways. Specific objectives: Measures: 2:1 Performance of medium repairs of ▪ Cost estimation the most priority 70 km of the local ▪ Medium repairs of the pavement roads, according to Annex 5.5 ▪ Installation of road signs and markings.

▪ Repairs of water drainage and water disposal facilities. 2.2 Restoration and improvement of the ▪ Development of the design documentation. drainage facilities on the most ▪ Performance of construction works. problematic sections (on sections other than on which the medium repairs of the carriageway will be carried out) Expected results: ▪ Medium repairs of at least 70 km of the local roads ▪ Adequate provision with road signs and markings on least on 110 km of the local roads. ▪ Restoration and improvement of the drainage facilities on 20 most problematic sections ▪ Improvement of the drainage will allow to extend the service life of the pavements and will reduce the necessary financial means for their repairs and maintenance. Effective interaction of the local administration, road operation service and local inhabitants will help to resolve this issue; Strategic objective 3: Improving road traffic safety on the regional and local roads in the region Current situation: Road traffic safety in Gagauzia ATU is characterized by the same parameters as the rest of the territory of the Republic of Moldova. The recent results published by the European Road Assessment Programme show that most of the network (56%) received the lowest rating (1 star) for passengers, 23% were rated with 2 stars. Only 6% of the length of the inspected road network were assessed as having a low risk, and no part of the road was classified as the safest one. As regards the assessment of the safety of pedestrians, 95% of the road network were rated with 3 stars, and 1% has reached the highest rating: 5 stars. Specific tasks: Measures: 3.1 Improving road traffic safety at at- ▪ Improvement of intersections with the most intensive traffic grade intersections. 3.2 Improving the road traffic safety on ▪ Construction/arrangement of public transport shelters the most problematic pedestrian ▪ Arrangement of horizontal markings with transition to public institutions with intersections. high intensity Expected results: ▪ Reduction in the number of the road traffic accidents by 50% until 2025; ▪ Implementation of the provisions of the National Road Safety Strategy; ▪ Inclusion in the motorway projects of measures to improve the road traffic safety ▪ Incorporation of measures to improve road traffic safety in the road maintenance activities.

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3.4 MONITORING AND ASSESSMENT

The Regional Sectoral Program shall be implemented through the above-mentioned approved measures and the Action Plan.

The plan of measures and actions serves as the main tool of operational programming and promotion of the projects for funding in order to achieve the overall and specific objectives of the SRP. The implementation time frames and indicators that will be used to verify the extent of implementation of the measures are listed in the Action Plan.

The implementation of the Action Plan within the framework of the regional and local policy documents will be constantly monitored by the responsible institutions in accordance with the current requirements. The monitoring process will take into account the method and effectiveness of implementation of the measures envisaged at each level.

The activities included in this SRP, which will be identified as measures planned for implementation in the regional operational plans, will be monitored and assessed in accordance with the requirements of these documents.

Responsibility for the implementation of the SRP lies with all institutions with the relevant competencies specified in the plan. Monitoring and assessment of the results of the implementation of the Regional Sectoral Program of Gagauzia ATU are entrusted to the institutions responsible for the regional development, i.e. the Regional Development Agency of Gagauzia ATU, the SRA coordinates the implementation of the regional development strategies, plans, programs and projects and submits an approved annual monitoring report.

The existing monitoring and assessment system at the regional level enables regular monitoring of the implementation of the regional projects in Gagauzia ATU funded both from the national funds and from the assistance provided by the development partners. A complex mechanism for monitoring and assessment of the results of implementation of all strategies at the regional level is currently not available, but in the future, as the system will be developed at the national level, the relevant indicators will be integrated in all of the development regions.

At the same time, in order to ensure consistent implementation of the SRP within the framework of the regional policy documents, effective mechanisms, effective monitoring / assessment tools will need to be developed based on the results of their implementation (ex. monitoring and assessment plans, with clear presentation of planned results, progress indicators, baseline data) with the support of the national, regional and key stakeholders, including LPAs.

It is recommended to assess the implementation of the SRP in the middle and at the end of the program.

As part of the monitoring of the regional policy documents, monitoring reports will be developed (once a quarter / annually) on the progress of implementation of the measures and the achievement of the expected results in accordance with the established provisions, to submit reports on the implementation of the regional policy documents, which will provide the required transparency.

The monitoring and assessment plan will be developed at an early phase of the implementation of the SRP. The assessment will be based on the progress indicators recorded to achieve the specific objectives, the results of the actions envisaged in the plan.

While achieving the objectives and carrying out the actions set out in the SRP, the responsible institutions will be guided by the performance and progress indicators. In accordance with the specific objectives of the SRP, the following monitoring indicators are proposed:

• (Major) repairs of the priority corridors of the regional and local roads - the number of priority corridors; • (Medium) repairs of priority local roads - the number of km of the local roads; • Attracted investments in the development of the regional and local roads - MDL million; • Number of km of repaired roads (medium and major repairs) - the number of km of the regional and local roads; • Population with improved access to the road - total number of people.

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Creation of performance indicators leads to increased performance of the implemented project, as well as to its management. This does not guarantee success, but a regular approach to the whole process will lead to better use of resources available to project managers.

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4 ACTION PLAN

Specific objectives Measures Actions Time frame Expected results Executors and Estimated Possible source of Partners cost, funding mln MDL Strategic objective 1: Major repairs of 5 priority corridors and local roads 1: Major repairs of the 2.1: Preparation of the 2.1.1: Development of the Feasibility 2021 Approval of the State and regional GRDA, Ex. Com. 0,6 corridor ‘G125 – Cenac rehabilitation project Study FS budgets and donors MEI. – Dezghinja – Bugeac – 2.1.2: Development of the design 2022 Approved design State and regional 1,5 R28’ documentation documentation budgets and donors 2.2: Implementation of 2.2.1: Performance of the 2023-2024 Major repairs of State and regional GRDA, Ex. Com. the rehabilitation project construction works 16.56 km of the budgets and donors MEI. 55.430 2.2.2: Warranty repairs of defects roads State and regional

after the first year of operation 2025 budgets and donors 2: Major repairs of the 2.1: Preparation of the 2.1.1: Development of the Feasibility 2020 Approval of the State and regional 0,6 corridor ‘R29 – rehabilitation project Study FS GRDA, Ex. Com. budgets and donors Ferapontievca – 2.1.2: Development of the design 2021 Approved design MEI. State and regional 1,5 Avdarma – Chiriet - documentation documentation budgets and donors Lunga – R36’ 2.2: Implementation of 2.2.1: Performance of the 2022-2023 Major repairs of State and regional the rehabilitation project construction works 15.79 km of the GRDA, Ex. Com. budgets and donors 58.280 2.2.2: Warranty repairs of defects roads MEI. State and regional after the first year of operation 2024 budgets and donors 3: Major repairs of the 2.1: Preparation of the 2.1.1: Development of the Feasibility 2019 Approval of the State and regional 1,7 corridor ‘R 29 - Ceadir- rehabilitation project Study FS GRDA, Ex. Com. budgets and donors Lunga – Baurci – 2.1.2: Development of the design 2020 Approved design MEI. State and regional 5,1 Congaz – Cietu – documentation documentation budgets and donors Chiselia Rusa– М3’ 2.2: Implementation of 2.2.1: Performance of the 2021-2022 Major repairs of State and regional the rehabilitation project construction works 40.873 km of the GRDA, Ex. Com. budgets and donors 166.043 2.2.2: Warranty repairs of defects roads MEI. State and regional after the first year of operation 2023 budgets and donors 4: Major repairs of the 2.1: Preparation of the 2.1.1: Development of the Feasibility 2020 Approval of the GRDA, Ex. Com. State and regional 1.1 corridor ‘Taraclia – rehabilitation project Study FS MEI. budgets and donors Copceac – Cairaclia – 2.1.2: Development of the design 2021 Approved design State and regional 3,5 the border of Ukraine’ documentation documentation budgets and donors 2.2: Implementation of 2.2.1: Performance of the 2022-2023 Major repairs of State and regional the rehabilitation project construction works 25.426 km of the GRDA, Ex. Com. budgets and donors 107.149 2.2.2: Warranty repairs of defects roads MEI. State and regional after the first year of operation 2024 budgets and donors 5: Major repairs of the 2.1: Preparation of the 2.1.1: Development of the Feasibility 2019 Approval of the State and regional 1,2 corridor ‘Vulcanesti – rehabilitation project Study FS GRDA, Ex. Com. budgets and donors 56

Specific objectives Measures Actions Time frame Expected results Executors and Estimated Possible source of Partners cost, funding mln MDL Alexandru Ioan Cuza – 2.1.2: Development of the design 2020 Approved design MEI. State and regional 3,6 Etulia – Etulia Noua – documentation documentation budgets and donors the border of Ukraine – 2.2: Implementation of 2.2.1: Performance of the 2021-2022 Major repairs of State and regional Cimischioi – М3’. the rehabilitation project construction works 35.825 km of the GRDA, Ex. Com. budgets and donors 119.95 2.2.2: Warranty repairs of defects roads MEI. State and regional after the first year of operation 2023 budgets and donors Strategic objective 2: Medium repairs of 70 km of the priority local roads 6.1 Putting in place the 6.1.1: Inventory of the local roads and Preparation of 6: technical record keeping development of a technical data 2019-2020 technical data Ex. Com. Regional budget and preparation of sheet for each local road. sheets for 34 local 1.5 technical data sheets for roads 6. Performance of the local roads medium repairs of the 6.2 Analysis and 6.2.1: Analysis and prioritization of 70 Determination of most priority local roads prioritization of 70 km of km of the local roads 2018 the sequence of Ex. Com. Regional budget 0,4 the local roads repairs of the local roads 6.3: Medium repairs on 6.3.1: Cost estimation 2019 Approved cost Ex. Com. Regional budgets the first priority sections estimate and donors 6.3.2: Performance of the 2019-2021 Medium repairs Ex. Com. Regional budgets construction works and proper and donors 39 6.3.3 Installation of road signs and improvement of Ex. Com. Regional budgets markings 20 km of roads and donors 6.3.4 Water drainage and water Ex. Com. Regional budgets disposal facilities and donors 6.4: Medium repairs on 6.4.1: Cost estimation 2021 Approved cost Ex. Com. Regional budgets the second priority estimate and donors sections 6.4.2: Performance of the 2021-2023 Medium repairs Ex. Com. Regional budgets construction works and proper 39 and donors 6.4.3 Installation of road signs and improvement of Ex. Com. Regional budgets markings 20 km of roads and donors 6.4.4 Water drainage and water Ex. Com. Regional budgets disposal facilities and donors 6.5: Medium repairs on 6.5.1: Cost estimation 2023 Approved cost Ex. Com. Regional budgets the third priority sections estimate and donors 60 6.5.2: Performance of the 2023-2025 Medium repairs Ex. Com. Regional budgets

construction works and proper and donors 6.5.3 Installation of road signs and improvement of Ex. Com. Regional budgets 57

Specific objectives Measures Actions Time frame Expected results Executors and Estimated Possible source of Partners cost, funding mln MDL markings 30 km of roads and donors 6.5.4 Water drainage and water Ex. Com. Regional budgets disposal facilities and donors 7.1 Implementation of 10 7.1.1 Development of the design 2019 Restoration and Ex. Com. 2 Regional budgets 7. Reconstruction and projects of the first documentation improvement of and donors improvement of the priority 7.1.2 Construction works 2020-2021 drainage facilities Ex. Com. 5 Regional budgets drainage facilities on the on the 20 most and donors most problematic 7.2 Implementation of 10 7.1.1 Development of the design 2022 problematic Ex. Com. Regional budgets sections (on sections 2 projects of the second documentation sections and donors other than on which the priority medium repairs of the 7.1.2 Construction works 2023-2024 Ex. Com. Regional budgets carriageway will be 5 and donors carried out) Strategic objective 3: Improving road traffic safety on the regional and local roads in the region 8. Improving road traffic 8.1 Improving 8.1.1 Prioritization of the 30 most Improvement of at Ex. Com. Regional budgets 2019 safety at at-grade intersections with the problematic intersections least 50 and donors intersections most intensive traffic 8.1.2 Performance of works problematic at- 30 Regional budgets 2020-2022 grade and donors intersections Ex. Com. 9. Improving road traffic 9.1 Improving the most 9.1.1 Prioritization of the 30 most Improvement of at safety on the most problematic pedestrian problematic pedestrian intersections least 50 Regional budgets problematic pedestrian intersections 2019-2021 problematic Ex. Com. 3 and donors intersections. pedestrian intersections 9.1.2 Construction / reconstruction of Improvement of at public transport shelters 2019-2021 least 20 public 2.5 Ex. Com. Regional budgets transport shelters and donors 9.1.2 Arrangement of horizontal Arrangement of markings on 70 km horizontal markings with annually 0.3 transition to all Regional budgets public institutions Ex. Com. and donors with high intensity Also, in order to develop the institutional capacities of Gagauzia ATU for the development of the road infrastructure, the regional authorities - as the owner of JSC ‘Drumuri-Comrat’, will ensure the proper performance of activities for the development and implementation of the Plan for Modernization and Development of this company until 2025.

58

5 ANNEXES

59

5.1 ANNEX: KEY INDICATORS OF THE SOCIAL AND ECONOMIC DEVELOPMENT OF THE SETTLEMENTS IN THE REGION (2016)

А: COMRAT RAYON

Unit of chic

rayon

# INDICATORS measuremen Maidan

-

Gagauzia

Total

Svetlii

Comrat

Congaz Bugeac

t Besalma

Chirsovo Avdarma

Dezghinja

Cotovscoe

Congaz

Cioc

Comrat

Chiselia Rusa Chiselia

Ferapontievca Total

2355 501 1 Population people 156256 6 12236 7040 5216 3898 3784 5 2127 1047 1861 1681 760 1003 69224 5429 18934, 9029, 4101, 4691, 6570, 493 3288, 1009, 3731, 2780, 2130, 11954 2 Local budget revenues th. MDL 235174 9 4 2 2 8 5 5 2 9 8 5 4042,7 3 5 3 Number of active businesses units 3604 1159 188 315 117 28 40 56 37 39 88 20 28 9 2124 Number of permanent employees of 4 businesses and public institutions 19880 5361 2550 509 188 321 249 280 145 76 182 46 197 46 10150 5 Number of agricultural companies units 940 148 24 256 87 7 8 15 24 28 69 7 19 3 695 Number of industrial and processing 6 companies units 84 12 8 2 3 2 5 3 1 2 1 0 0 1 40 7 Number of wineries units 13 2 1 1 1 1 1 7 8 Number of textile companies units 6 1 1 1 1 1 9 Number of mills units 27 2 4 1 1 1 1 1 1 1 1 14 10 Number of trading companies units 1709 721 113 37 22 14 17 21 8 6 13 12 4 3 991 11 Number of branches of banks units 12 8 8 Number of active markets units 13 6 1 0 7 12 trading places in them places 2299 889 338 50 1277 13 Number of points of consumer services units 244 106 16 2 0 1 1 1 0 0 1 0 0 0 128 Number of hotels units 9 5 5 14 beds in them units 122 60 60 15 Small business incubators units 1 0 0 16 Industrial and technological parks units 1 0 0 17 Companies in the tourism sector units 10 6 6 18 Veterinary pharmacies (total objects) units 20 6 3 1 10 19 Pharmacies units 69 23 6 2 1 1 1 1 35 Hospitals (PHCI) units 3 1 1 20 hospital beds beds 495 210 210 60

Unit of chic

rayon

# INDICATORS measuremen Maidan

-

Gagauzia

Total

Svetlii

Comrat

Congaz Bugeac

t Besalma

Chirsovo Avdarma

Dezghinja

Cotovscoe

Congaz

Cioc

Comrat

Chiselia Rusa Chiselia

Ferapontievca Total

21 Offices of family doctors units 13 1 1 1 1 1 1 6 22 Medical facilities units 2 1 1 Preschool institutions units 59 7 5 2 1 1 1 2 1 2 1 1 1 25 23 number of children people 7784 1459 720 359 160 130 145 200 100 104 85 70 73 3605 Gymnasiums / kindergartens units 3 1 1 2 24 number of pupils people 679 316 60 376 Primary schools units 1 0 25 number of pupils people 276 0 Lyceums units 30 6 2 1 1 1 1 1 1 1 15 26 number of pupils people 10716 2648 641 250 325 193 297 295 234 202 5085 Gymnasiums units 13 1 2 1 1 1 1 7 27 number of pupils people 3060 228 647 262 147 85 108 1477 Vocational schools units 3 1 1 28 number of students people 791 315 315

29 Colleges units 2 1 1 2 number of students people 883 366 517 883 Institutions of higher education units 1 1 1 30 students of IHEs people 1580 1580 1580 Children's summer camps (active) units 8 1 1 1 3 31 number of resting children in the season of 2016 people 2667 297 190 317 804 32 Museums units 11 1 1 1 1 4 Adult residential care homes units 3 1 1 33 number of places units 97 50 50

61

B: CEADIR-LUNGA AND VULCANESTI RAYONS

Lunga

Unit of Lunga -

# INDICATORS -

Gagauzia

Lunga rayon Lunga Joltai

measurement Etulia

Tomai

Baurci Gaidar -

Cazaclia Carbolia

Copceac

Besghioz

Vulcanesti Cimischioi

Ceadir

Chiriet

Total

Vulcanesti rayon Vulcanesti Ceadir 1 Population people 156256 19488 8192 3514 4603 2314 7248 10151 2515 5009 63034 15238 4942 3318 500 23998 2 Local budget revenues th. MDL 235174 30792 8028 4012 4641 3141 10206 14791 2879 5508 84003 20262 5237 4789 1337 31626 3 Number of active businesses units 3604 484 87 54 40 30 96 94 52 60 997 348 87 33 15 483 Number of permanent employees 4 of businesses and public institutions 19880 2582 225 273 487 67 949 1085 85 839 6592 2032 437 635 35 3139 Number of agricultural 5 companies units 940 16 23 16 5 8 5 1 32 17 123 59 46 5 12 122 Number of industrial and 6 processing companies units 84 9 3 1 5 0 4 4 1 2 29 9 4 2 0 15 7 Number of wineries units 13 1 1 1 3 2 1 3 8 Number of textile companies units 6 2 1 1 1 3 2 2 9 Number of mills units 27 2 1 3 2 1 1 10 2 1 3 10 Number of trading companies units 1709 272 31 16 13 9 43 43 10 23 460 206 30 21 1 258 11 Number of branches of banks units 12 2 2 2 2 Number of active markets units 13 2 1 1 4 2 2 12 trading places in them places 2299 606 21 60 687 328 7 335 Number of points of consumer 13 services units 244 67 2 3 2 0 6 11 0 2 93 20 3 0 0 23 Number of hotels units 9 2 1 3 1 1 14 beds in them units 122 37 4 41 21 21 15 Small business incubators units 1 1 1 0 16 Industrial and technological parks units 1 0 1 1 17 Companies in the tourism sector units 10 2 2 4 0 Veterinary pharmacies (total 18 objects) units 20 4 2 2 8 2 2 19 Pharmacies units 69 12 2 1 1 1 3 3 1 24 8 1 1 10 Hospitals (PHCI) units 3 1 1 1 1 20 hospital beds beds 495 200 200 85 85 62

Lunga

Unit of Lunga -

# INDICATORS -

Gagauzia

Lunga rayon Lunga

measurement Joltai

Etulia

Tomai

Baurci Gaidar -

Cazaclia Carbolia

Copceac

Besghioz

Vulcanesti Cimischioi

Ceadir

Chiriet

Total

Vulcanesti rayon Vulcanesti Ceadir 21 Offices of family doctors units 13 1 1 1 1 1 5 1 1 2 22 Medical facilities units 2 0 1 1 Preschool institutions units 59 6 3 1 1 1 3 4 1 1 21 6 5 1 1 13 23 number of children people 7784 1048 355 135 161 90 365 587 102 160 3003 854 177 128 17 1176 Gymnasiums / kindergartens units 3 1 1 0 24 number of pupils people 679 303 303 0 Primary schools units 1 1 1 0 25 number of pupils people 276 276 276 0 Lyceums units 30 4 1 1 1 2 1 1 11 2 1 1 4 26 number of pupils people 10716 1849 311 255 334 961 155 326 4191 1076 160 204 1440 Gymnasiums units 13 1 1 1 1 4 1 1 2 27

number of pupils people 3060 467 250 156 242 1115 328 140 468 Vocational schools units 3 1 1 1 1 28 number of students people 791 300 300 176 176

29 Colleges units 2 0 0 number of students people 883 0 0 Institutions of higher education units 1 0 0 30 students of IHEs people 1580 0 0 Children's summer camps (active) units 8 1 1 1 1 4 1 1 31 number of resting children in the season of 2016 people 2667 0 700 458 252 1410 453 453 32 Museums units 11 1 1 1 1 1 5 1 1 2 Adult residential care homes units 3 1 1 1 1 33 number of places units 97 30 30 17 17 Source: Executive Committee of Gagauzia ATU

63

5.2 ANNEX: TECHNICAL CONDITION OF THE ROADS

Table 1: Technical condition of the carriageway of the motorway М3 Chisinau – Comrat – Giurgiulesti – the border with Romania Section Distance Type of Condition of surface surface from km till km excellent good satisfactory bad very bad 72.16 74.66 2.5 asphalt 2.5 74.66 82.66 8 dirt 82.66 83.16 0.5 asphalt 0.5 83.16 83.56 0.4 asphalt 0.4 83.56 84.26 0.7 asphalt 0.7 84.26 85.26 1 asphalt 1 85.26 86.06 0.8 asphalt 0.8 86.06 86.46 0.4 asphalt 0.4 86.46 87.06 0.6 asphalt 0.6 87.06 88.3 1.24 asphalt 1.24 88.3 89.4 1.1 crushed 1.1 stone 89.4 91.4 2 asphalt 2 91.4 102.4 11 asphalt 11 102.4 124.06 21.66 asphalt 21.66 160.26 160.8 0.54 crushed 0.54 stone 160.8 162.7 1.9 cement 1.9 concrete 162.7 163.6 0.9 asphalt 0.9 163.6 164.4 0.8 asphalt 0.8 164.4 166.9 2.5 asphalt 2.5 166.9 172.8 5.9 dirt 172.8 178.36 5.56 asphalt 5.56 Total 56.14 21.66 14.3 3.94 13.7 2.54 Share,% 38 25 7 25 5

Table 2: Technical condition of the carriageway of the road R23: Basarabeasca - Comrat Section Distance Type of surface Condition of surface

from till km from km till km from km km 7.5 8.3 0.8 asph.& concr. 0.8 8.3 8.8 0.5 asph.& concr. 0.50 8.8 9.1 0.3 asph.& concr. 0.3 9.1 9.2 0.1 asph.& concr. 0.1 9.2 9.5 0.3 asph.& concr. 0.3 9.5 10.8 1.3 asph.& concr. 1.3 10.8 11 0.2 asph.& concr. 0.2 11 11.5 0.5 asph.& concr. 0.5 11.5 11.7 0.2 asph.& concr. 0.2 11.7 11.9 0.2 asph.& concr. 0.2 11.9 12.4 0.5 asph.& concr. 0.5 12.4 12.6 0.2 asph.& concr. 0.2 64

Section Distance Type of surface Condition of surface

from till km from km till km from km km 12.6 13.2 0.6 asph.& concr. 0.6 13.2 13.6 0.4 asph.& concr. 0.4 13.4 14.4 0.8 asph.& concr. 0.8 14.4 14.6 0.2 asph.& concr. 0.2 14.6 15.4 0.8 asph.& concr. 0.8 15.4 17.7 2.3 asph.& concr. 2.30? 17.7 17.9 0.2 asph.& concr. 0.2 17.9 18.6 0.7 asph.& concr. 0.7 18.6 20.1 1.5 asph.& concr. 1.5 Total 12.60 0.8 0.6 4.7 5.6 0.9 6.30% 4.70% 37.30% 44.50% 7.20%

Table 3: Technical condition of the carriageway of the motorway R28 M3 - Comrat Section Distance Type of surface Condition of surface

from till from km till km from km km km 0 5.1 5.1 asph.& concr. 5.1 5.1 7 1.9 asph.& concr. 1.9 7 9.5 2.5 asph.& concr. 2.5 9.5 10.1 0.6 asph.& concr. 0.6 10.1 12 1.9 asph.& concr. 1.9 12 12.7 0.7 asph.& concr. 0.7 12.7 13.5 0.8 asph.& concr. 0.8 13.5 14.3 0.8 asph.& concr. 0.8 TOTAL 14.30 asph.& concr. 7.6 1.9 2.1 2.7 53.10% 13.20% 14.70% 18.90%

Table 4: Technical condition of the carriageway of the motorway R29 Comrat - Ceadir-Lunga - the border with Ukraine Section Distance Type of surface Condition of surface

from till km from km till km from km km 0 0.2 0.2 asph.& concr. 0.2 0.2 1.8 1.6 asph.& concr. 1.6 1.8 2.5 0.7 asph.& concr. 0.7 2.5 3 0.5 asph.& concr. 0.5 3 3.2 0.2 asph.& concr. 0.2 3.2 3.5 0.3 asph.& concr. 0.3 3.5 4.4 0.9 asph.& concr. 0.9 4.4 4.8 0.4 asph.& concr. 0.4 4.8 5.7 0.9 asph.& concr. 0.9 5.7 5.9 0.2 asph.& concr. 0.2 5.9 6.5 0.6 asph.& concr. 0.6 6.5 7 0.5 asph.& concr. 0.5 7 8 1 asph.& concr. 1 8 8.6 0.6 asph.& concr. 0.6 65

Section Distance Type of surface Condition of surface from till km from km till km from km km 8.6 9.1 0.5 asph.& concr. 0.5 9.1 9.3 0.2 asph.& concr. 0.2 9.3 10.3 1 asph.& concr. 1 10.3 10.7 0.4 asph.& concr. 0.4 10.7 11 0.3 asph.& concr. 0.3 11 12.8 1.8 asph.& concr. 1.8 12.8 13.3 0.5 asph.& concr. 0.5 13.3 13.7 0.4 asph.& concr. 0.4 13.7 14.7 1 asph.& concr. 1 14.7 15.1 0.4 asph.& concr. 0.4 15.1 15.4 0.3 asph.& concr. 0.3 15.4 15.6 0.2 asph.& concr. 0.2 15.6 16.2 0.6 asph.& concr. 0.6 16.2 16.4 0.2 asph.& concr. 0.2 16.4 17.5 1.1 asph.& concr. 1.1 17.5 18.1 0.6 asph.& concr. 0.6 18.1 18.3 0.2 asph.& concr. 0.2 18.3 19.9 1.6 asph.& concr. 1.6 19.9 21 1.1 asph.& concr. 1.1 21 22.1 1.1 asph.& concr. 1.1 22.1 22.9 0.8 asph.& concr. 0.8 22.9 24 1.1 asph.& concr. 1.1 24 24.5 0.5 asph.& concr. 0.5 24.5 25.3 0.8 asph.& concr. 0.8 25.3 25.9 0.6 asph.& concr. 0.6 25.9 26.7 0.8 asph.& concr. 0.8 26.7 26.9 0.3 asph.& concr. 0.2 26.9 27.5 0.6 asph.& concr. 0.6 27.5 28.2 0.7 asph.& concr. 0.7 28.2 28.5 0.3 asph.& concr. 0.3 28.5 28.7 0.2 asph.& concr. 0.2 28.7 29.1 0.4 asph.& concr. 0.4 29.1 32.2 3.1 asph.& concr. 3.1 32.2 32.4 0.2 asph.& concr. 0.2 32.4 32.9 0.5 asph.& concr. 0.5 32.9 36.4 3.5 asph.& concr. 3.5 36.4 38.4 2 asph.& concr. 2 38.4 40.4 2 asph.& concr. 2 40.4 40.6 0.2 asph.& concr. 0.2 40.6 42.1 1.5 asph.& concr. 1.5 TOTAL 7.8 13.3 13.9 7.1 18.50% 31.40% 33.20% 16.90%

66

Table 5: Technical condition of the carriageway of the motorway R29.1 (R29 – the border with Ukraine) Section Distance Type of Condition of surface surface from km till km excellent good satisf. bad very bad 0.00 0.85 0.85 asph.& concr. 0.85 0.85 1.50 0.65 asph.& concr. 0.65 1.50 4.20 2.70 asph.& concr. 2.70 4.20 4.85 0.65 asph.& concr. 0.65 4.85 6.20 1.35 asph.& concr. 1.35 6.20 6.40 0.20 asph.& concr. 0.20 6.40 8.80 2.40 asph.& concr. 2.40 8.80 9.45 0.65 asph.& concr. 0.65 TOTAL 9.45 1.30 3.75 4.40

Table 6: Technical condition of the carriageway of the motorway R29.1 R29 – the border with Ukraine Section Distance Type of Condition of surface surface from km till km excellent good satisf. bad very bad 0.00 0.85 0.85 asph.& concr. 0.85 0.85 1.50 0.65 asph.& concr. 0.65 1.50 4.20 2.70 asph.& concr. 2.70 4.20 4.85 0.65 asph.& concr. 0.65 4.85 6.20 1.35 asph.& concr. 1.35 6.20 6.40 0.20 asph.& concr. 0.20 6.40 8.80 2.40 asph.& concr. 2.40 8.80 9.45 0.65 asph.& concr. 0.65 TOTAL 9.45 1.30 3.75 4.40

Table 7: Technical condition of the carriageway of the motorway R32 M3 – Vulcanesti - Cahul - Taraclia Section Distance Type of surface Condition of surface from km till km excellent good satisf. bad very bad 0.00 0.30 0.30 asph.& concr. 0.30 0.30 1.90 1.60 asph.& concr. 1.60 1.90 2.70 0.80 asph.& concr. 0.80 2.70 3.80 1.10 asph.& concr. 1.10 3.80 4.50 0.70 asph.& concr. 0.70 4.50 4.70 0.20 asph.& concr. 0.20 4.70 5.40 0.70 asph.& concr. 0.70 TOTAL 5.40 2.50 2.90 46.3% 53.7%

Table 8: Technical condition of the carriageway of the motorway R36 Basarabeasca - Ceadir-Lunga – R29 Condition of surface Distance Type of surface Condition of surface from km till km excellent good satisf. bad very bad 9.30 10.10 0.80 crushed stone 0.80 10.10 10.30 0.20 crushed stone 0.20 10.30 10.40 0.10 crushed stone. 0.10 10.40 11.70 1.30 crushed stone. 1.30 11.70 12.30 0.60 crushed stone. 0.60 12.30 12.60 0.30 crushed stone. 0.30 12.60 12.90 0.30 crushed stone. 0.30 12.90 13.00 0.10 asph.& concr. 0.10 13.00 14.40 1.40 asph.& concr. 1.40 14.40 14.70 0.30 asph.& concr. 0.30 14.70 14.90 0.20 asph.& concr. 0.20 14.90 15.10 0.20 asph.& concr. 0.20 67

Condition of surface Distance Type of surface Condition of surface from km till km excellent good satisf. bad very bad 15.10 15.60 0.50 crushed stone 0.50 15.60 18.20 2.60 crushed stone 2.60 18.20 19.40 1.20 asph.& concr. 1.20 19.40 20.80 1.40 asph.& concr. 1.40 20.80 22.00 1.20 asph.& concr. 1.20 22.00 32.90 10.90 asph.& concr. 10.90 32.90 33.60 0.70 asph.& concr. 0.70 33.60 34.90 1.30 asph.& concr. 1.30 34.90 35.70 0.80 asph.& concr. 0.80 35.70 36.20 0.50 asph.& concr. 0.50 36.20 36.50 0.30 asph.& concr. 0.30 36.50 36.65 0.15 asph.& concr. 0.15 TOTAL 27.35 0.30 0.65 6.10 6.40 13.90 1% 2.3% 22.3% 23.4% 50.8%

Table 9: Technical condition of the carriageway of the motorway R37 Ceadir-Lunga – Taraclia – R32 Section Distance Type of surface Condition of surface from km till km excellent good satisf. bad very bad 0.00 2.10 2.10 asph.& concr. 2.10 2.10 2.30 0.20 asph.& concr. 0.20 2.30 2.70 0.40 asph.& concr. 0.40 2.70 3.00 0.30 asph.& concr. 0.30 3.00 5.00 2.00 asph.& concr. 2.00 5.00 5.60 0.60 asph.& concr. 0.60 5.60 5.90 0.30 asph.& concr. 0.30 5.90 6.10 0.20 asph.& concr. 0.20 6.10 6.20 0.10 asph.& concr. 0.10 6.20 6.70 0.50 asph.& concr. 0.50 6.70 7.00 0.30 asph.& concr. 0.30 7.00 7.20 0.20 asph.& concr. 0.20 7.20 7.50 0.30 asph.& concr. 0.30 7.50 8.00 0.50 asph.& concr. 0.50 8.00 9.20 1.20 asph.& concr. 1.20 9.20 9.70 0.50 asph.& concr. 0.50 9.70 10.00 0.30 asph.& concr. 0.30 10.00 10.60 0.60 asph.& concr. 0.60 10.60 10.80 0.20 asph.& concr. 0.20 10.80 11.90 1.10 asph.& concr. 1.10 11.90 14.00 2.10 asph.& concr. 2.10 14.00 14.20 0.20 asph.& concr. 0.20 14.20 14.70 0.50 asph.& concr. 0.50 14.70 15.20 0.50 asph.& concr. 0.50 15.20 15.30 0.10 asph.& concr. 0.10 15.30 16.80 1.50 asph.& concr. 1.50 16.80 19.70 2.90 asph.& concr. 2.90 19.70 21.60 1.90 asph.& concr. 1.90 21.60 22.40 0.80 asph.& concr. 0.80 22.40 23.40 1.00 asph.& concr. 1.00 TOTAL 1.9 8.30 11.40 1.80 8.1% 35.5% 48.7% 7.7%

68

Table 10: Technical condition of the carriageway of the road G126 Cenac - Bugeac – R32 Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad

0.00 0.59 0.59 crushed stone 0.59 0.59 1.44 0.85 asph.& concr. 0.89 1.44 2.14 0.70 asph.& concr. 0.70

2.14 2.45 0.31 crushed stone 0.31 2.45 6.53 4.08 crushed stone 4.08 6.53 6.95 0.42 asph.& concr. 0.42 6.95 7.29 0.34 asph.& concr. 0.34 7.29 7.69 0.4 asph.& concr. 0.4 7.69 7.84 0.15 asph.& concr. 0.15 7.84 8.3 0.46 asph.& concr. 0.46 8.3 8.74 0.44 asph.& concr. 0.44 8.74 10.28 1.52 asph.& concr. 1.52 10.28 10.78 0.5 asph.& concr. 0.5 10.78 10.95 0.17 asph.& concr. 0.15 10.95 11.13 0.18 asph.& concr. 0.18 11.13 11.72 0.59 asph.& concr. 0.59 11.72 12.17 0.45 asph.& concr. 0.45 12.17 12.74 0.57 asph.& concr. 0.57 12.74 12.94 0.2 asph.& concr. 0.2 12.94 13.04 0.1 asph.& concr. 0.1 13.04 13.4 0.36 asph.& concr. 0.36 13.4 14.6 1.2 asph.& concr. 1.2 14.6 15.44 0.84 asph.& concr. 0.84 15.44 16.14 0.7 asph.& concr. 0.7 16.14 16.56 0.42 asph.& concr. 0.42 Total 1.52 0.57 7.75 5.43 1.29 9.2% 3.44% 46.80% 32.80% 7.78%

Table 11. Technical condition of the carriageway of the motorway G128 G125 - Iargara - Borogani - Congazciucul de Jos - R35 Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad 14.64 16.00 1.36 crushed stone 1.36 16.00 17.00 1.00 asph.& concr. 1.00 17.00 17.13 0.13 asph.& concr. 0.13 17.13 17.28 0.15 asph.& concr. 0.15 17.28 17.70 0.42 asph.& concr. 0.42 17.70 18.16 0.46 asph.& concr. 0.46 18.16 18.50 0.34 asph.& concr. 0.34 18.50 19.53 1.03 asph.& concr. 1.03 Total 4.89 0.61 1.00 2.94 0.34 12.4% 20.4% 60.1% 6.9%

69

Table 12: Technical condition of the carriageway of the motorway G129: R29- Ferapontievca – Chiriet - Lunga – the border with Ukraine Section Distance Type of surface Condition of surface from km till km excellent Good Satisfactory bad very bad cement 0.00 5.20 5.20 concrete 5.20 5.20 6.20 1.00 asph.& concr. 1.00 6.20 6.70 0.50 asph.& concr. 0.50 6.70 6.90 0.20 asph.& concr. 0.20 6.90 7.20 0.30 asph.& concr. 0.30 7.20 8.70 1.50 crushed stone 1.50 8.70 10.20 1.50 crushed stone 1.50 10.20 11.00 0.80 crushed stone 0.80 11.00 13.60 2.60 crushed stone 2.60 13.60 13.80 0.20 crushed stone 0.20 13.80 14.30 0.50 crushed stone 0.50 14.30 15.80 1.50 crushed stone 1.50 Total 15.80 5.20 4.30 5.90 0.40 32.9% 27.2% 37.3% 2.5%

Table 13: Technical condition of the carriageway of the motorway R136: R135 - Cietu - Chiselia Rusa- М3 Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad 0.00 0.50 0.50 crushed stone 0.50 0.50 2.80 2.30 crushed stone 2.30 2.80 3.40 0.60 crushed stone 0.60 3.40 3.80 0.40 crushed stone 0.40 3.80 4.00 0.20 crushed stone 0.20 4.00 5.40 1.40 asph.& concr. 1.40 5.40 5.90 0.50 asph.& concr. 0.50 5.90 6.20 0.30 asph.& concr. 0.30 6.20 6.40 0.20 asph.& concr. 0.20 6.40 6.50 0.10 asph.& concr. 0.10 6.50 6.70 0.20 asph.& concr. 0.20 6.70 7.00 0.30 asph.& concr. 0.30 7.00 7.50 0.50 asph.& concr. 0.50 7.50 7.90 0.40 asph.& concr. 0.40 7.90 8.40 0.50 crushed stone 0.50 8.40 8.90 0.50 crushed stone 0.50 8.90 11.20 2.30 crushed stone 2.30 11.20 12.20 1.00 crushed stone 1.00 12.20 13.04 0.84 asph.& concr. 0.84 Total 13.04 1.40 6.40 2.30 2.94 0.11% 0.49% 0.18% 0.23%

70

Table 14: Motorway G135 Ceadir-Lunga - Congaz - Dimitrova - G131 . Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad 0.00 1.18 1.18 asph.& concr. 1.18 1.18 2.00 0.82 asph.& concr. 0.82 2.00 2.72 0.72 asph.& concr. 0.72 2.72 3.60 0.88 asph.& concr. 0.88 3.60 4.10 0.50 asph.& concr. 0.50 4.10 4.30 0.20 asph.& concr. 0.20 4.30 5.20 0.90 asph.& concr. 0.90 5.20 5.70 0.50 asph.& concr. 0.50 5.70 6.20 0.50 asph.& concr. 0.50 6.20 9.80 3.60 asph.& concr. 3.60 9.80 10.10 0.30 asph.& concr. 0.30 10.10 10.40 0.30 asph.& concr. 0.30 10.40 11.00 0.60 asph.& concr. 0.60 11.00 11.20 0.20 asph.& concr. 0.20 11.20 11.60 0.40 asph.& concr. 0.40 11.60 13.00 1.40 asph.& concr. 1.40 13.00 15.00 2.00 crushed stone 2.00 15.00 17.20 2.20 crushed stone 2.20 17.20 17.60 0.40 asph.& concr. 0.40 17.60 18.20 0.60 asph.& concr. 0.60 18.20 18.30 0.10 asph.& concr. 0.10 18.30 19.20 0.90 asph.& concr. 0.90 19.20 19.40 0.20 crushed stone 0.20 19.40 20.30 0.90 crushed stone 0.90 20.30 20.50 0.20 crushed stone 0.20 20.50 21.00 0.50 crushed stone 0.50 21.00 22.30 1.30 crushed stone 1.30

22.30 24.00 1.70 1.70 24.00 25.00 1.00 crushed stone 1.00 25.00 26.10 1.10 crushed stone 1.10 26.10 28.00 1.90 crushed stone 1.90 28.00 28.40 0.40 asph.& concr. 0.40 28.40 28.70 0.30 asph.& concr. 0.30 28.70 29.30 0.60 crushed stone 0.60 Total 29.30 2.10 3.58 14.40 7.72 1.50 7.2% 12.2% 49.1% 26.3% 5.1%

71

Table 15: Technical condition of the carriageway of the motorway G136 R135 - Cietu - Chiselia Rusa- М3 Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad 0.00 0.50 0.50 crushed stone 0.50 0.50 2.80 2.30 crushed stone 2.30 2.80 3.40 0.60 crushed stone 0.60 3.40 3.80 0.40 crushed stone 0.40 3.80 4.00 0.20 crushed stone 0.20 4.00 5.40 1.40 asph.& concr. 1.40 5.40 5.90 0.50 asph.& concr. 0.50 5.90 6.20 0.30 asph.& concr. 0.30 6.20 6.40 0.20 asph.& concr. 0.20 6.40 6.50 0.10 asph.& concr. 0.10 6.50 6.70 0.20 asph.& concr. 0.20 6.70 7.00 0.30 asph.& concr. 0.30 7.00 7.50 0.50 asph.& concr. 0.50 7.50 7.90 0.40 asph.& concr. 0.40 7.90 8.40 0.50 crushed stone 0.50 8.40 8.90 0.50 crushed stone 0.50 8.90 11.20 2.30 crushed stone 2.30 11.20 12.20 1.00 crushed stone 1.00 12.20 13.04 0.84 asph.& concr. 0.84 Total 13.04 1.40 6.40 2.30 2.94 0.11% 0.49% 0.18% 0.23%

Table 16: Technical condition of the carriageway of the motorway G140: R32 -Taraclia- Copceac - Cairaclia the border of Ukraine Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad

0.00 0.50 0.50 asph.& concr. 0.50 0.50 1.00 0.50 asph.& concr. 0.50 1.00 1.20 0.20 asph.& concr. 0.20 1.20 1.40 0.20 asph.& concr. 0.20 1.40 2.40 1.00 asph.& concr. 1.00 2.40 3.70 1.30 asph.& concr. 1.30 3.70 4.30 0.60 asph.& concr. 0.60 4.30 4.50 0.20 asph.& concr. 0.20 4.50 5.60 1.10 asph.& concr. 1.10 5.60 6.40 0.80 asph.& concr. 0.80 6.40 7.60 1.20 asph.& concr. 1.20 7.60 8.30 0.70 asph.& concr. 0.70 8.30 8.80 0.50 asph.& concr. 0.50 8.80 9.80 1.00 asph.& concr. 1.00 9.80 10.40 0.60 asph.& concr. 0.60 10.40 10.70 0.30 asph.& concr. 0.30 10.70 12.50 1.80 asph.& concr. 1.80 12.50 12.90 0.40 asph.& concr. 0.40 72

Section Distance Type of surface Condition of surface from km till km excellent good satisfactory bad very bad

12.90 13.80 0.90 asph.& concr. 0.90 13.80 13.90 0.10 asph.& concr. 0.10 13.90 15.30 1.40 asph.& concr. 1.40 15.30 16.00 0.70 asph.& concr. 0.70 16.00 16.20 0.20 asph.& concr. 0.2 16.20 17.00 0.80 asph.& concr. 0.80 17.00 17.30 0.30 asph.& concr. 0.30 17.30 18.60 1.30 asph.& concr. 1.3 18.60 18.90 0.30 asph.& concr. 0.30 18.90 19.10 0.20 asph.& concr. 0.20 19.10 20.10 1.00 asph.& concr. 1.00 TOTAL 1.30 6.600 9.500 2.70 6.47% 32.83% 47.27% 13.43%

Table 17: Technical condition of the carriageway of the motorway G142: Vulcanesti – Etulia – the border of Ukraine Distance Section Type of surface Condition of surface from km till km excellent good satisfactory bad very bad

0.00 0.30 0.30 asph.& concr. 0.30 0.30 0.70 0.40 asph.& concr. 0.40 0.70 1.30 0.60 asph.& concr. 0.60 1.30 1.70 0.40 asph.& concr. 0.40 crushed stone 1.70 3.50 1.80 1.80 crushed stone 3.50 3.60 0.10 0.10 crushed stone 3.60 5.10 1.50 1.50 5.10 8.10 3.00 asph.& concr. 3.00 8.10 8.40 0.30 asph.& concr. 0.30 8.40 8.50 0.10 asph.& concr. 0.10 8.50 8.80 0.30 asph.& concr. 0.30 8.80 9.30 0.50 asph.& concr. 0.50 9.30 13.60 4.30 crushed stone 4.30 13.60 14.00 0.40 asph.& concr. 0.40 14.00 14.40 0.40 asph.& concr. 0.40 14.40 16.20 1.80 asph.& concr. 1.80 16.20 16.50 0.30 asph.& concr. 0.30 16.50 17.00 0.50 asph.& concr. 0.50 17.00 18.10 1.10 asph.& concr. 1.10 18.1 18.7 0.60 asph.& concr. 0.6 18.7 19.1 0.4 asph.& concr. 0.4 crushed stone 19.1 20.5 1.4 1.4 crushed stone 20.5 21.8 1.3 1.3 Total 21.80 1.50 6.80 12.50 1.00 0% 6.88% 31.19% 57.34% 4.59%

73

Table 18: Technical condition of the carriageway of the motorway G141 Vulcanesti – Colibas Section Distance Type of surface Condition of surface from satisfactor km till km excellent excellent good y bad 0.00 4.50 4.50 asph.& concr. 4.50 4.50 5.00 0.50 asph.& concr. 0.50 5.00 6.00 1.00 asph.& concr. 1.00 6.00 6.70 0.70 asph.& concr. 0.70 Total 6.70 1.00 1.20 4.50

Table 19: Technical condition of the carriageway of the local motorways Section Condition of surface from km till km Distance Type of surface excellent good satisfactory bad very bad L623 R28 – access road to Comrat mun. 0.00 0.20 0.20 asphalt 0.20 0.20 0.55 0.35 asphalt 0.35 0.55 1.40 0.95 asphalt 0.95 1.40 2.10 0.70 asphalt 0.70 total 2.20 0.55 0.70 0.95 share,% 25.00 31.82 43.18

L623.1 R23 – access road to Comrat mun. Section Distance Condition of surface from Type of km till km surface excellent good satisfactory bad very bad

0.00 1.30 1.30 asphalt 1.30 1.30 1.70 0.40 asphalt 0.40 total 1.70 0.40 1.30 share,% 23.53 76.47

L623.2 R29 – access road to Comrat mun. Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.80 0.80 asphalt 0.80 0.80 2.45 1.65 asphalt 1.65 total 2.45 0.80 1.65 share,% 32.65 67.35

L625 access road to Cotovscoe village Section Distance Type Condition of surface from km till km of surface of surface excellent good satisfactory bad very bad 0.00 1.40 1.40 crushed stone 1.40 1.40 1.80 0.40 crushed stone 0.60 1.80 2.00 0.20 crushed stone 0.20 2.00 2.40 0.40 crushed stone 0.40 74

Section Distance Type Condition of surface from km till km of surface of surface excellent good satisfactory bad very bad 2.40 2.60 0.20 crushed stone 0.20 2.60 2.90 0.30 crushed stone 0.30 2.90 3.20 0.30 crushed stone 0.30 3.00 3.50 0.50 crushed stone 0.50 total 1.00 2.40 0.50 share .% 28.57 68.57 14.29

L598 R23 access road to Bascalia village Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.65 1.65 asphalt 1.65

L655 access road to Frumusica village Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.20 1.20 crushed stone 1.20

L629 R29 – access road to Ceadir-Lunga station Section Distance Type Condition of surface from km till km of surface Excellent Good Satisfactory bad very bad

0.00 0.20 0.20 asphalt 0.20 0.20 0.50 0.30 asphalt 0.30 0.50 1.40 0.90 asphalt 0.90 1.40 1.70 0.30 asphalt 0.30 1.70 1.90 0.20 asphalt 0.20 1.90 2.20 0.30 asphalt 0.30 2.20 2.50 0.30 asphalt 0.30 2.50 2.90 0.40 asphalt 0.40 2.90 3.20 0.30 asphalt 0.30 3.20 3.40 0.20 asphalt 0.20 total 3.40 1.50 1.70 0.20 share,% 44.12 50.00 5.88

L627 R29 – Joltai – Besghioz – R36 Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.20 0.20 asphalt 0.20 0.20 1.70 1.50 crushed stone 1.50 1.70 2.10 0.40 crushed stone 0.40

75

Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

2.10 4.10 2.00 crushed stone 2.00 4.10 4.30 0.20 crushed stone 0.20 4.30 5.20 0.90 crushed stone 0.90 5.20 5.60 0.40 crushed stone 0.40 5.60 6.80 1.20 crushed stone 1.20 6.80 7.40 0.40 crushed stone 0.40 7.40 7.60 0.20 crushed stone 0.20 7.60 7.90 0.30 asphalt 0.30 7.90 8.30 0.40 asphalt 0.40 8.30 8.60 0.30 asphalt 0.30 8.60 9.70 1.10 asphalt 1.10 Further dirt road. 6 km from Besghioz Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 2.00 2.00 asphalt 2.00 2.00 4.30 2.30 asphalt 2.30 total 13.80 2.20 5.60 3.60 2.10 0.30 share. % 15.94 40.58 26.09 15.22 2.17

L629.1 Ceadir-Lunga –Ceadir-Lunga station Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.00 1.00 asphalt 1.00 1.00 1.60 0.60 asphalt 0.60 total 1.60 1.00 0.60 share,% 62.50 37.50

L630 Corten – Baurci (from Baurci) Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.10 0.10 crushed stone 0.10 0.10 0.90 0.80 crushed stone 0.80 Further dirt road, 6 km total 0.90 0.10 0.80 share,% 11.11 88.89

L642 Ceadir-Lunga - Taraclia Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 7.50 7.50 crushed stone 7.50 76

Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad total 7.50

L635 M3 – access road to Vulcanesti station Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.60 0.60 asphalt 0.60 0.60 0.80 0.20 asphalt 0.20 0.80 1.00 0.20 asphalt 0.20 1.00 1.20 0.20 asphalt 0.20 1.20 1.50 0.30 asphalt 0.30 1.50 1.80 0.30 asphalt 0.30 1.80 2.10 0.30 asphalt 0.30 2.10 2.50 0.40 asphalt 0.40 2.50 3.20 0.70 asphalt 0.70 access road to the village 0.00 0.30 0.30 asphalt 0.30 0.30 0.60 0.30 asphalt 0.30 0.60 0.80 0.20 asphalt 0.20 0.80 1.10 0.30 asphalt 0.30 1.10 2.00 0.90 asphalt 0.90 access road to the baked goods storage facility 0.00 0.10 0.10 asphalt 0.10 0.10 0.30 0.20 asphalt 0.20 0.30 0.50 0.20 asphalt 0.20 total 5.70 0.20 1.70 2.90 0.90 % 3.51 29.82 50.88 15.79

L634 M3 – Vulcanesti – R32.1 Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.40 1.40 asphalt 1.40 1.40 1.80 0.40 asphalt 0.40 total 1.40 0.40 share % 77.8 22.2

L638.1 access road to the border of Ukrain Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.50 1.50 asphalt 1.50 total 1.50 77

L637M3 – Vulcanesti – Vadul lui Isac Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.60 0.60 asphalt 0.60 0.60 1.10 0.50 asphalt 0.50 Further dirt road, 9 km total 1.10 0.60 0.50 share,% 54.55 45.45

L677 access road to Iujnoe village Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 2.00 2.00 asphalt 2.00 2.00 2.40 0.40 asphalt 0.40 2.40 3.60 1.20 crushed stone 1.20 total 3.60 3.20 0.40 share,% 88.89 11.11

637.1 Vulcanesti – M3 Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 1.20 1.20 asphalt 1.20 1.20 1.80 0.60 asphalt 0.60 1.80 2.40 0.60 asphalt 0.60 2.40 3.00 0.60 paving 0.60 3.00 3.40 0.40 asphalt 0.40 3.40 3.60 0.20 asphalt 0,20 3.60 4.80 1.20 asphalt 1.20 total 4.80 2.40 2.20 0.20 share,% 50.00 45.83 4.17

L638 M3 – Cimischioi – Etulia Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

0.00 0.20 0.20 asphalt 0.20 0.20 0.90 0.70 asphalt 0.70 0.90 2.20 1.30 asphalt 1.30 2.20 2.40 0.20 asphalt 0.20 2.40 4.00 1.60 asphalt 1.60 4.00 4.20 0.20 asphalt 0.20 4.20 4.40 0.20 asphalt 0.20 4.40 5.40 1.00 asphalt 1.00

78

Section Distance Type Condition of surface from km till km of surface excellent good satisfactory bad very bad

5.40 6.00 0.60 asphalt 0.60 6.00 6.30 0.30 asphalt 0.30 6.30 6.80 0.50 asphalt 0.50 6.80 7.00 0.20 asphalt 0.20 7.00 7.40 0.40 asphalt 0.40 7.40 7.80 0.40 asphalt 0.40 7.80 8.00 0.20 asphalt 0.20 8.00 8.60 0.60 asphalt 0.60 8.60 8.90 0.30 asphalt 0.30 8.90 9.90 1.00 asphalt 1.00 9.90 10.20 0.30 asphalt 0.30 10.20 11.00 0.80 asphalt 0.80 11.00 11.20 0.20 asphalt 0.20 11.20 11.50 0.30 asphalt 0.30 11.50 12.50 1.00 asphalt 1.00 12.50 13.00 0.50 asphalt 0.50 13.00 13.20 0.20 asphalt 0.20 13.20 13.40 0.20 asphalt 0.20 13.40 14.40 1.00 asphalt 1.00 total 0.50 1.30 8.20 4.40 share,% 3.47 9.03 56.94 30.56

5.2.1 Methodology for assessing the condition of the pavement

CLASSIFICATION OF DEFECTS:

ROADS WITH ASPHALT AND CONCRETE SURFACE 1. STRUCTURAL DEFECTS • Simple longitudinal cracks: opening of the asphalt and concrete surface in parallel to the axis of the road; • Branched longitudinal cracks: Longitudinal cracks with branches; • Network of cracks: defects in the form of a network with multiple intersecting cracks, forming blocks or a dense network of cracks depending on the size of the cells (5-15 cm for dense network cracks); • Separate settlements: individual defects, which consist in lowering of the level of the carriageway from a few centimetres to tens of centimetres; • Pits are defects in the surface of an irregular shape as a disintegration of the layer of the surface more than 3 cm deep; • Ruts: Distortion of the transverse profile along the track in the form of depression with a width of up to one meter and a depth of 1-2 to 10-15 cm.

2. SURFACE DEFECTS • Transverse cracks: destruction of the surface in the form of extended rupture of the material (discontinuity) in a direction perpendicular to the axis of the road; • Pits that affect the condition of the upper layer: defects of irregular shapes of different depths that are formed as a result of limited destruction of the upper layer; • Waves - regular deformations of the surface in the form of depressions and elevations oriented in the transverse direction; 79

• Peeling: destruction of the surface due to separation of thin films and scales of material, which is destroyed by the action of water and frost.

ROADS WITH CRUSHED STONE AND GRAVEL SURFACE • Separate settlements: individual defects, which consist in lowering of the level of the carriageway from a few centimetres to tens of centimetres; • Distortion of the transverse profile along the tracks in the form of a depression of a width of up to one meter and a depth of 1-2 to 10-15 cm; • Pits are defects in the surface of an irregular shape in the form of disintegration of crushed stone or gravel; • Increased wear manifested in the appearance of a lower layer of the pavement of large-size (40-70mm); • Appearance of the road bed on the surface due to insufficient pavement material.

USED CRITERIA CLASSIFICATION

AUTOMOBILE ROADS WITH ASPHALT CONCRETE COATING Excellent condition. Transverse cracks on a distance of 6 This type of defect reflects the normal condition of the road surface. - 10m from each other. The defect is caused by the decrease in the elasticity of the pavement material as a result of the aging of the asphalt concrete. Planning of activities for a long term.

Good condition Simple longitudinal cracks The defect is due to various causes and reflects the first phase of the appearance of structural problems. Planning of activities for a long term.

Transverse cracks This type of defect reflects the normal condition of the road surface and negatively affects the bearing capacity of the pavement. Planning of activities for a long term.

Individual embedded pit In such case activities are scheduled for a long term.

Satisfactory condition Longitudinal branched cracks This type of defects is caused by the development of the cracking process by joining simple longitudinal cracks and is the second phase of the appearance of structural defects.

Transverse cracks This type of defect reflects the normal condition of the road surface and affects the bearing capacity of the pavement. The main actions should be aimed at excluding damage to the underlying layers.

Network of cracks (without the This type of defects reflect the satisfactory condition of the surface disintegration of the surface) and adversely affects the functionality and strength of the pavement. This type of defect derives from the appearance of a network of longitudinal and transverse cracks, and is accompanied by other forms of destruction and is explained by the insufficient bearing capacity of the pavement. In such case activities are scheduled for a short term.

Embedded pits Pits that affect the condition of the upper layer: defects of irregular shape of different depths, which are formed as a result of limited destruction of the upper layer. Bad condition Ruts This type of defect is the result of the appearance of other defects: cracks in a network of cracks, poor strength of the base layer and the effect of heavy vehicles, especially if weight restrictions are exceeded. In such case activities should be scheduled for a short term.

Pits This defect is the result of other disruptions that contributed to the disintegration of the material of the upper layer: network of cracks, dense network of cracks, poor quality of the upper layer, etc. Waves This defect is the reason for the insufficient strength of the upper layer 80

of the coating to horizontal forces. And it is particularly obvious at high temperatures in places with partial braking and acceleration. With such defects, activities are scheduled for a short term. Settlements This defect appears as a result of the destructions of the most expensive road pavement and active layer of the road bed: Poor-quality layer of the foundation and weak soils in the upper layer of the road bed. Settlements tend to develop rapidly. In such cases activities are scheduled for a short term. Very bad condition Pits on more than 30% of the This defect is the result of other disruptions that contributed to the pavement area disintegration of the material of the upper layer: network of cracks, dense network of cracks, poor quality of the upper layer, etc.

Ruts deeper than 10 cm This type of defect is the result of the appearance of other defects: cracks in a network of cracks, poor strength of the base layer and the effect of heavy vehicles, especially if weight restrictions are exceeded. It is accompanied by deformation of the base layer and the upper layer of the roadbed. It tends to evolve rapidly

Waves This defect is the reason for the insufficient strength of the upper layer of the coating to horizontal forces. And it is particularly obvious at high temperatures in places with frequent braking and acceleration. With such defects, activities are scheduled for a short term. Settlements on more than 30% of the This defect appears as a result of the destructions of the most pavement area expensive road pavement and active layer of the road bed: Poor-quality layer of the foundation and weak soils in the upper layer of the road bed. Settlements tend to develop rapidly. In such cases activities are scheduled for a short term.

MOTORWAYS WITH CRUSHED STONE AND GRAVEL SURFACE Good condition Rare areas of the lower layer coming The surface is uniform, in some places the material of the lower layer to the surface comes to the surface. Activities are scheduled for a long term

Satisfactory condition Wear of the upper layer of the This defect is expressed in the appearance of the lower layer of the surface pavement of large fraction (40-70 mm). It appears in connection with the failure to complete the restoration of the wear layer (profiling with addition of material, poor quality of the wear layer, poor drainage, etc. Activities are scheduled for a medium term.

Separate pits It is the result of the disintegration of the upper layer of the surface layer due to other defects and poor quality of the wear layer. Activities are scheduled for a medium term.

Ruts and settlements with a depth of This type of deformation is the result of poor strength of the pavement up to 5 cm coupled with the effects of heavy vehicles, especially if weight restrictions are exceeded. Activities are scheduled for a medium term.

Bad condition Pits This defect is the result of other disruptions that contributed to the disintegration of the material of the upper layer: settlements, ruts, poor quality of the upper layer material, etc. Activities are scheduled for a short term. Ruts and settlements with a depth of This type of deformation is the result of poor strength of the pavement 5 - 10 cm coupled with the effects of heavy vehicles, especially if weight restrictions are exceeded. This type of deformation tends to evolve rapidly. Activities are scheduled for a short term.

Waves This defect is the reason for the insufficient strength of the upper layer of the coating to horizontal forces. And it is especially obvious in places with frequent braking and acceleration. It is more common on roads with gravel surface. With such defects, activities are scheduled for a short term.

81

Very bad condition Pits, settlements or ruts with a depth This type of deformation is the result of complex factors: poor of more than 10 cm, the area of the drainage, insufficient load-bearing capacity, untimely performance of deformable surface exceeds 50%. works to restore the wear layer, traffic with excess weight of freight, etc. With such defects, activities are scheduled for a short term.

Soil rising on the surface of the This type of defect is due to the insufficient amount of pavement carriageway material, and the poor quality of the soil of the top layer of the roadbed. With such defects, activities are scheduled for a short term.

Photos for assessment of the condition of the road surface:

Excellent condition of the surface (M3 Chisinau – Comrat – Giurgiulesti – the border of Romania, km 74)

Satisfactory condition of the surface (L 627.1 access road to Besglioz village. km 2,2)

82

Bad condition of the surface (L637 М3 – Vulcanesti - Vadul lui Isac, km2)

Very bad condition of the surface (L 627.1 R29 - access road to Joltai village, km 7,5)

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5.3 ANNEX: MAP OF THE TRAFFIC INTENSITY ON THE MAIN ROADS OF THE REPUBLIC OF MOLDOVA

Distribution of the forecasted traffic intensity in Moldova in 2022 Direction to the Western Ukraine Direction to the Central Ukraine, Russia Direction to Romania. Europe Intensity/Capacity Direction to the Sough of Romania, Bulgaria Direction to Odessa, the Sough of Ukraine 84

5.4 ANNEX: FORECAST OF TRAFFIC INTENSITY TILL 2027

М3 Chisinau - Comrat - Giurgiulesti - the border of Romania, km 109

Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 49 52 55 58 60 63 65 68 71 73 76 Cars 1312 1387 1466 1549 1614 1682 1753 1827 1903 1966 2031 Minibuses 418 442 467 494 514 536 558 582 606 626 647 2-axle trucks 411 432 455 479 497 516 535 555 577 594 612 3- 4-axle trucks 400 421 443 466 483 502 521 541 561 578 595 Trucks with trailer 332 349 367 387 401 416 432 449 466 480 494 Trucks with semi-trailers 240 252 266 279 290 301 313 324 337 347 357 Buses 201 211 222 234 243 252 262 272 282 290 299 Tractors 35 37 39 41 43 45 47 49 51 52 54 Animal-drawn transport 18 19 20 21 22 23 24 25 26 27 28 TOTAL 3416 3603 3800 4008 4169 4336 4510 4691 4880 5034 5193 М3 Chisinau - Comrat - Giurgiulesti - the border of Romania, km 164

Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 10 11 11 12 12 13 13 14 15 15 15 Cars 718 759 802 848 884 921 959 1000 1042 1076 1111 Minibuses 135 143 151 159 166 173 180 188 196 202 209 2-axle trucks 135 142 149 157 163 169 176 182 189 195 201 3- 4-axle trucks 474 499 525 552 573 595 617 641 665 685 705 Trucks with trailer 60 63 66 70 73 75 78 81 84 87 89 Trucks with semi-trailers 324 341 359 377 392 406 422 438 455 468 482 Buses 18 19 20 21 22 23 23 24 25 26 27 Tractors 55 58 61 65 68 71 73 77 80 82 85 Animal-drawn transport 21 22 23 25 26 27 28 29 30 31 33 TOTAL 1950 2056 2168 2286 2377 2472 2571 2674 2781 2868 2958 R28 М3 - Comrat Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 11 12 12 13 14 14 15 15 16 16 17 Cars 2839 3001 3172 3353 3493 3640 3793 3952 4118 4254 4395 Minibuses 498 526 556 588 613 639 665 693 722 746 771 2-axle trucks 254 267 281 296 307 319 331 343 356 367 378 3- 4-axle trucks 252 265 279 293 305 316 328 341 354 364 375 Trucks with trailer 77 81 85 90 93 97 100 104 108 111 115 Trucks with semi-trailers 232 244 257 270 280 291 302 314 325 335 345 Buses 17 18 19 20 21 21 22 23 24 25 25 Tractors 7 7 8 8 9 9 9 10 10 10 11 Animal-drawn transport 7 7 8 8 9 9 9 10 10 10 11 TOTAL 4194 4429 4677 4939 5143 5354 5575 5805 6044 6240 6443

R29 Comrat – Ceadir- Lunga – the border of Ukraine Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 10 11 11 12 12 13 13 14 15 15 15 Cars 1632 1725 1823 1927 2008 2093 2180 2272 2367 2446 2526 85

Minibuses 387 409 432 457 476 496 517 539 561 580 599 2-axle trucks 118 124 131 137 143 148 154 159 166 171 176 3- 4-axle trucks 0 0 0 0 0 0 0 0 0 0 0 Trucks with trailer 21 22 23 24 25 26 27 28 29 30 31 Trucks with semi-trailers 37 39 41 43 45 46 48 50 52 53 55 Buses 1 1 1 1 1 1 1 1 1 1 1 Tractors 9 10 10 11 11 12 12 13 13 13 14 Animal-drawn transport 3 3 3 4 4 4 4 4 4 4 5 TOTAL 2218 2344 2476 2616 2725 2839 2957 3081 3209 3314 3423 R23 Basarabeasca - Comrat Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 6 6 7 7 7 8 8 8 9 9 9 Cars 804 850 898 949 989 1031 1074 1119 1166 1205 1245 Minibuses 207 219 231 244 255 265 277 288 300 310 320 2-axle trucks 53 56 59 62 64 66 69 72 74 77 79 3- 4-axle trucks 5 5 6 6 6 6 7 7 7 7 7 Trucks with trailer 12 13 13 14 15 15 16 16 17 17 18 Trucks with semi-trailers 21 22 23 24 25 26 27 28 29 30 31 Buses 1 1 1 1 1 1 1 1 1 1 1 Tractors 5 5 6 6 6 6 7 7 7 7 8 Animal-drawn transport 2 2 2 2 2 3 3 3 3 3 3 TOTAL 1116 1179 1246 1316 1371 1428 1488 1550 1615 1667 1722 R36 Basarabeasca – Ceadir- Lunga

Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 4 4 4 5 5 5 5 6 6 6 6 Cars 704 744 787 831 866 903 941 980 1021 1055 1090 Minibuses 167 177 187 197 205 214 223 232 242 250 259 2-axle trucks 47 49 52 55 57 59 61 64 66 68 70 3- 4-axle trucks 4 4 4 5 5 5 5 5 6 6 6 Trucks with trailer 9 9 10 10 11 11 12 12 13 13 13 Trucks with semi-trailers 14 15 15 16 17 18 18 19 20 20 21 Buses 2 2 2 2 2 3 3 3 3 3 3 Tractors 4 4 4 5 5 5 5 6 6 6 6 Animal-drawn transport 2 2 2 2 2 3 3 3 3 3 3 TOTAL 957 1011 1068 1129 1176 1225 1276 1329 1385 1430 1477

R37 Ceadir-Lunga - R32 Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 7 7 8 8 9 9 9 10 10 10 11 Cars 1208 1277 1350 1427 1486 1549 1614 1682 1752 1810 1870 Minibuses 287 303 321 339 353 368 383 400 416 430 444 2-axle trucks 82 86 91 95 99 103 107 111 115 118 122 3- 4-axle trucks 6 6 7 7 7 8 8 8 8 9 9 Trucks with trailer 16 17 18 19 19 20 21 22 22 23 24 Trucks with semi-trailers 27 28 30 31 33 34 35 36 38 39 40 Buses 3 3 3 3 4 4 4 4 4 4 4 86

Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Tractors 7 7 8 8 9 9 9 10 10 10 11 Animal-drawn transport 2 2 2 2 2 3 3 3 3 3 3 TOTAL 1645 1738 1836 1940 2021 2106 2193 2285 2380 2458 2538

R32 Vulcanesti - Cahul - Taraclia Means of transport 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 Motorcycles, bicycles 9 10 10 11 11 12 12 13 13 13 14 Cars 1514 1600 1692 1788 1863 1941 2023 2108 2196 2269 2344 Minibuses 356 376 398 420 438 456 476 496 516 533 551 2-axle trucks 102 107 113 119 123 128 133 138 143 147 152 3- 4-axle trucks 7 7 8 8 8 9 9 9 10 10 10 Trucks with trailer 19 20 21 22 23 24 25 26 27 27 28 Trucks with semi-trailers 34 36 38 40 41 43 44 46 48 49 51 Buses 4 4 4 5 5 5 5 5 6 6 6 Tractors 8 8 9 9 10 10 11 11 12 12 12 Animal-drawn transport 3 3 3 4 4 4 4 4 4 4 5 TOTAL 2056 2172 2295 2425 2526 2632 2741 2856 2975 3072 3173

М3 Chisinau - Comrat - Giurgiulesti - the border of Romania, km 109 ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 25 26 27 29 30 31 33 34 36 37 38 1 1312 1387 1466 1549 1614 1682 1753 1827 1903 1966 2031 1 418 442 467 494 514 536 558 582 606 626 647 2,5 1028 1081 1137 1196 1242 1289 1338 1389 1442 1485 1529 3 1200 1262 1328 1397 1450 1505 1563 1622 1684 1734 1786 3,5 1162 1222 1286 1353 1404 1458 1513 1571 1630 1679 1729 3,5 840 884 930 978 1015 1054 1094 1135 1178 1214 1250 2,5 503 529 556 585 607 630 654 679 705 726 748 2 70 74 78 83 86 90 94 97 102 105 108 1,5 27 29 30 32 33 35 36 38 39 40 42 6584 6935 7306 7696 7997 8310 8635 8973 9325 9612 9909

М3 Chisinau - Comrat - Giurgiulesti - the border of Romania, km 164 ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 5 5 6 6 6 6 7 7 7 7 8 1 718 759 802 848 884 921 959 1000 1042 1076 1111 1 135 143 151 159 166 173 180 188 196 202 209 2,5 338 355 374 393 408 423 439 456 473 488 502 3 1422 1496 1574 1656 1718 1784 1852 1922 1995 2055 2116 3,5 210 221 232 244 254 263 273 284 295 303 313 3,5 1134 1193 1255 1320 1370 1423 1477 1533 1591 1639 1688 2,5 45 47 50 52 54 56 59 61 63 65 67 2 110 116 123 130 135 141 147 153 160 165 170 1,5 32 33 35 37 39 40 42 44 46 47 49

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ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 4148 4369 4601 4846 5035 5231 5435 5647 5867 6047 6233

R28 М3 - Comrat ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 6 6 6 6 7 7 7 8 8 8 9 1 2839 3001 3172 3353 3493 3640 3793 3952 4118 4254 4395 1 498 526 556 588 613 639 665 693 722 746 771 2,5 635 668 703 739 767 797 827 858 891 918 945 3 756 795 837 880 914 948 984 1022 1061 1092 1125 3,5 270 284 298 314 326 338 351 364 378 389 401 3,5 812 854 899 945 981 1019 1057 1097 1139 1173 1209 2,5 43 45 47 49 51 53 55 57 60 61 63 2 14 15 16 17 17 18 19 19 20 21 22 1,5 11 11 12 12 13 13 14 15 15 16 16 5882 6205 6545 6904 7183 7472 7773 8087 8413 8680 8955

R29 Comrat – Ceadir-Lunga - the border of Ukraine ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 5 5 6 6 6 6 7 7 7 7 8 1 1632 1725 1823 1927 2008 2093 2180 2272 2367 2446 2526 1 387 409 432 457 476 496 517 539 561 580 599 2,5 295 310 326 343 357 370 384 399 414 426 439 3 0 0 0 0 0 0 0 0 0 0 0 3,5 74 77 81 86 89 92 96 99 103 106 109 3,5 130 136 143 151 156 162 169 175 182 187 193 2,5 3 3 3 3 3 3 3 3 4 4 4 2 18 19 20 21 22 23 24 25 26 27 28 1,5 5 5 5 5 6 6 6 6 7 7 7 2547 2690 2840 2999 3123 3252 3386 3526 3671 3790 3913

R23 Comrat - Basarabeasca ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 3 3 3 4 4 4 4 4 4 4 5 1 804 850 898 949 989 1031 1074 1119 1166 1205 1245 1 207 219 231 244 255 265 277 288 300 310 320 2,5 133 139 147 154 160 166 173 179 186 191 197 3 15 16 17 17 18 19 20 20 21 22 22 3,5 42 44 46 49 51 53 55 57 59 61 63 3,5 74 77 81 86 89 92 96 99 103 106 109 2,5 3 3 3 3 3 3 3 3 4 4 4 2 10 11 11 12 12 13 13 14 15 15 15 1,5 3 3 3 4 4 4 4 4 4 4 5 1293 1365 1441 1522 1585 1650 1718 1789 1862 1923 1985

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R36 Basarabeasca – Ceadir- Lunga ratio of adjustment depending on the vehicle. 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 2 2 2 2 2 3 3 3 3 3 3 1 704 744 787 831 866 903 941 980 1021 1055 1090 1 167 177 187 197 205 214 223 232 242 250 259 2,5 118 124 130 137 142 147 153 159 165 170 175 3 12 13 13 14 15 15 16 16 17 17 18 3,5 32 33 35 37 38 40 41 43 44 46 47 3,5 49 52 54 57 59 61 64 66 69 71 73 2,5 5 5 6 6 6 6 7 7 7 7 7 2 8 8 9 9 10 10 11 11 12 12 12 1,5 3 3 3 4 4 4 4 4 4 4 5 1099 1161 1226 1294 1348 1403 1461 1521 1584 1635 1688

R37 Ceadir- Lunga - R32 ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 4 4 4 4 4 4 5 5 5 5 5 1 1208 1277 1350 1427 1486 1549 1614 1682 1752 1810 1870 1 287 303 321 339 353 368 383 400 416 430 444 2,5 205 216 227 239 248 257 267 277 288 296 305 3 18 19 20 21 22 23 23 24 25 26 27 3,5 56 59 62 65 68 70 73 76 79 81 83 3,5 95 99 105 110 114 119 123 128 133 137 141 2,5 8 8 8 9 9 9 10 10 11 11 11 2 14 15 16 17 17 18 19 19 20 21 22 1,5 3 3 3 4 4 4 4 4 4 4 5 1897 2003 2115 2233 2325 2421 2521 2625 2733 2822 2913

R32 Vulcanesti - Cahul - Taraclia ratio of adjustment depending on the vehicle 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 0,5 5 5 5 5 6 6 6 6 7 7 7 1 1514 1600 1692 1788 1863 1941 2023 2108 2196 2269 2344 1 356 376 398 420 438 456 476 496 516 533 551 2,5 255 268 282 297 308 320 332 345 358 368 380 3 21 22 23 24 25 26 27 28 29 30 31 3,5 67 70 74 77 80 83 87 90 93 96 99 3,5 119 125 132 139 144 149 155 161 167 172 177 2,5 10 11 11 12 12 13 13 14 14 14 15 2 16 17 18 19 20 21 21 22 23 24 25 1,5 5 5 5 5 6 6 6 6 7 7 7 2367 2499 2639 2787 2902 3021 3146 3275 3410 3521 3635

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5.5 ANNEX: SCHEME OF ISSUANCE OF PERMITS FOR ROAD WORKS

90

Phases Documents prepared by the Certificate/Authorization Certifying/Authorizing Approved/Signed Entrepreneur/Project developer body (designer) Preliminary Report on the preliminary FSs and/or feasibility study FSs Report on the feasibility study All of the below technical authorizations for the Pre- Yes Project Development phase should first be received at the feasibility phase from the competent authorities and subsequently re-received at the Pre- Project Development (design) phases as follows Pre- Project Information town planning Local N/A Development certificate (200) authotization (design) of public phase administration (LAPA) Technical authorizations Mandatory 1. State Environmental Inspection Yes necessary to obtain a town 2. Center for Preventive Medicine Yes planning certificate for project 3. Service of Civil Defense and Yes (design) (20 days each), Emergency Situations issued: Technical 4. State Administration of Roads Yes conditions 5. Provider of water supply and Yes sewerage services Yes 6. Gas distribution enterprise 7. Electricity abd distribution and Yes supply company Yes 8. Telecommunication company Yes ‘Moldtelecom’ 9. Others Technical Town LAPA Yes authorizations planning and other certificate for documents project provided by (design), LPA issued (20 days) Developmetn of the ToR for LAPA carries out the state procurements, selects and project hires a company to develop the project documentation Project Project Documents are Project developer (designer) prepares and submits to Development submitted the LAPA the project documentation (design) State Service for Control and Expert Examination of phase Projects and Constructions Yes Pre- State procurememt process construction carried out by the LAPA, SAR phase or other authorized body (Town- Construction LAPA Yes planning authorization plan) and (10 days), other issued documents submtted to the State Construction Inspectorate

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5.6 ANNEX: SHEETS OF CORRIDORS

- Express roads - Regional and inter-municipal roads - Republican roads - Local roads

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Corridor I R25 –Cenac – Dezghinja – Bugeac - R28 Length: 16.56 km

The corridor includes: Regional roads: 16.56 km Local roads: Streets: 8.60 km

Serviced population 9 077 On km of the road: 548

Connected rayons: Cimislia, Comrat

Connected villages: Cenac, Dezghinja, Bugeac

Social infrastructure:

Educational institutions: 6 Medical institutions: 2 House of culture, libraries: Sports halls, stadiums: Economic infrastructure: Businesses: 190 Industrial companies: 4 Trading companies: 44 Winery 1 Free economic zones: Industrial parks: Business incubators: Other infrastructure: Railway station: Border crossing points: Emergency services:

Pavement: rolled concrete: 4.97 km levelling +4 cm, asph. & conc.: 4.27 km Total approximate cost of the corridor: 55 .43 mln MDL milling + 4 cm, asph. & conc.: 3.49 km Cost of 1 km: 3.35 mln MDL surface treatment: 1.54 km Cost per 1 inhabitant: 6,160 MDL

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Corridor II R29–Ferapontievca–Avdarma–Chiriet-Lunga-R36 Length: 15.79 km

The corridor includes: Regional roads: 15.79 km Local roads: Streets: 3.45 km

Serviced population 7,346 On km of the road: 465

Connected rayons: Ceadir-Lunga

Connected villages: Ferapontievca, Avdarma, Chiriet-Lunga

Social infrastructure:

Educational institutions: 4 Medical institutions: 2 Point of consumer services: 1 Sports halls, stadiums: 1 Conference and banquet hall 2 Economic infrastructure: Businesses: 130 Industrial companies: 8 Trading companies: 33 Winery 1 Free economic zones: Industrial parks: Business incubators: Other infrastructure: Railway station: Border crossing points: Emergency services:

Pavement: rolled concrete: 8.60 km levelling +4 cm, asph. & conc.: 0.13 km Total approximate cost of the corridor: 60 .93 mln MDL milling + 4 cm, asph. & conc.: 1.93 km Cost of 1 km: 3.86 mln MDL surface treatment: 5.13 km Cost per 1 inhabitant: 8,294 MDL

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Corridor III Ceadir-Lunga – Baurci – Congaz – Cietu – Chiselia Mare – Chiselia Rusa – М3 Length: 40.873 km Streets The corridor includes: Regional roads: 40,87 km Local roads: 11.44 km : Serviced population 42 275 On km of the road: 1034

Connected rayons: Ceadir-Lunga, Comrat, Cantemir, Cahul

Connected towns: Ceadir-Lunga

Connected villages: Baurci, Congaz, Cietu, Chiselia Mare, Chiselia Rusa

Social infrastructure:

Educational institutions: 28 Medical institutions: 6 Point of consumer services: 83 Vocational school: 1 Museums: 1 Economic infrastructure: Businesses: 878 Industrial companies: 23 Trading companies: 436 Winery 3 Textile companies: 4 Industrial parks: 1 Business incubators: 1 Other infrastructure: Railway station: Border crossing points: Emergency services: Pavement: rolled concrete: 19.32 km levelling +4 cm, asph. & conc.: 2.72 km Total approximate cost of the corridor: 1 67.64 mln MDL milling + 4 cm, asph. & conc.: 16.43 km Cost of 1 km: 4.11 mln MDL surface treatment: 2.31 km Cost per 1 inhabitant: 6,468 MDL

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Corridor IV Taraclia – Copceac – Cairaclia – М3 Length: 25.426 km The corridor includes: Regional roads: 20.08 km New construction: 5.34 km Streets: 7.19 km

Serviced population 24,500 On km of the road: 963

Connected rayons: Ceadir-Lunga, Taraclia

Connected towns: Taraclia

Connected villages: Copceac, Cairaclia, Ciumai

Social infrastructure:

Educational institutions: 17 Medical institutions: 2 Point of consumer services: 31 Vocational school: 1 Museums: 1 Economic infrastructure: Businesses: 500 Industrial companies: 14 Trading companies: 260 Winery 2 Textile companies: 3 Industrial parks: 1 Business incubators: Other infrastructure: Railway station: Border crossing points: 1 Emergency services:

Pavement: rolled concrete (new const.): 5.34 km Total approximate cost of the corridor: 145 .32 mln. MDL levelling +4 cm, asph. & conc.: 0.53 km Cost of 1 km: 5.71 mln MDL milling + 4 cm, asph. & conc.: 19.56 km Cost per 1 inhabitant: 5,931 MDL

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Corridor V Vulcanesti – Alexandru Ioan Cuza – Etulia – Etulia Noua- Cimischioi– М3 Length: 35.825 km The corridor includes: Regional roads: 21.08 km Local roads: 14.745 km Streets: 14.05 km Serviced population 25,900 On km of the road: 723

Connected rayons: Vulcanesti, Cahul

Connected towns: Vulcanesti

Connected villages: Alexandru Ioan Cuza, Etulia, Etulia Noua, Cimischioi

Social infrastructure:

Educational institutions: 18 Medical institutions: 3 Point of consumer services: 23 Vocational school: 1 Museums: 1 Economic infrastructure: Businesses: 470 Industrial companies: 15 Trading companies: 260 Winery 3 Textile companies: 2 Free economic zones: 1 Business incubators: Other infrastructure: Railway station: Border crossing points: 1 Emergency services:

Pavement: rolled concrete (new const.): 9.68 km Total approximate cost of the corridor: 121 .35 mln MDL levelling +4 cm, asph. & conc.: 23.60 km Cost of 1 km: 3.39 mln MDL milling + 4 cm, asph. & conc.: 2.66 km Cost per 1 inhabitant: 4,631 MDL

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5.7 ANNEX: REPORT ON PRIORITIZATION OF THE TRANSPORT CORRIDORS (PROPOSAL OF THE EXPERTS)

CONTEXT: In the framework of the working session of 11 April 2018, the Working Group of the Regional Development Agency of ATU Gagauzia on the development of the Sectoral Regional Program for the development of local and regional roads in the region, approved 5 priority transport corridors for their further development and identification of the financial possibilities to carry out major repairs: 6. G125 – Cenac – Dezghinja – Bugeac – R28 7. R29 – Ferapontievca – Avdarma – Chiriet-Lunga – R36 8. R 29 – Ceadir-Lunga – Baurci – Congaz – Cietu – Chiselia Rusa– М3 9. Taraclia – Copceac – Cairaclia – the border of Ukraine 10. Vulcanesti – Alexandru Ioan Cuza – Etulia – Etulia Noua – the border of Ukraine – Cimischioi – М3.

Further, in accordance with the decision of the working group, the corridors should be prioritized to determine their investment priorities. This prioritization should be based on the following 9 assessment criteria: 1. Number of serviced settlements. 2. Number of serviced population. 3. Indicator of existing and forecasted traffic intensity on the road concerned. 4. Technical condition of the motorway (and indicator of urgency of works); 5. Ensuring access to basic social and administrative facilities (schools, hospitals, emergency medical services, emergency services, units of the Department of Emergency Situations). 6. Ensuring access to the main economic facilities (FEZ, industrial parks, regional markets, the main tourist attractions of the region, etc.) 7. Ensuring access to the national border and customs posts. 8. Cost of rehabilitation per km of road. 9. Influence on the environmental situation.

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PRIORITIZATION OF THE CORRIDORS: Thus, the prioritization of the corridors was carried out on the basis of the following scoring matrix:

# Criteria Number of points Corridors G125 – Cenac – R29 – Ferapontievca – R 29 - Ceadir- Lunga – Taraclia – Copceac – Vulcanesti – Alexandru Dezghinja – Bugeac – Avdarma – Chiriet - Baurci – Congaz – Cietu Cairaclia – the border of Ioan Cuza – Etulia – R28 Lunga – R36 – Chiselia Rusa– М3 Ukraine Etulia Noua – the border of Ukraine – Cimischioi – М3 1 Number of serviced settlements. 3 settlements (Cenac, 3 settlements 6 settlements (Ceadir- 3 settlements (Taraclia, 5 settlements Maximum - 4 points Dezghinja, Bugeac) (Ferapontievca, Lunga, Baurci, Copceac, Cairaclia) (Vulcanesti, Alexandru 3 settlements = 2 points, Avdarma, Chiriet – Congaz, Cietu, Ioan Cuza, Etulia, Lunga) Chiselia Mare, Chiselia Etulia Noua, 5 settlements= 3 points Rusa) Cimischioi) 6 settlements = 4 points 2 2 4 2 3 2 Number of serviced population. Maximum – 5 points approx, 9 th. of 7.3 th. of inhabitants 43.7 th. of inhabitants 24.5 th. of inhabitants 25.9 th. of inhabitants inhabitants Up to 10 th. of people = 2 points 10 – 20 th. of people = 3 2 2 5 4 4 points 20-30 th. of people = 4 points More than 30 th. of people = 5 points 3 Indicator of traffic intensity on the Maximum - 5 points 756t 1072 1467 785 1045 road concerned. Up to 500 vehicles/day = 3 4 5 3 4 2 points 500 - 800 vehicles/day =3 points 800 - 1100. vehicles/day= 4 points More than 1100. vehicles/day = 5 points

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# Criteria Number of points Corridors G125 – Cenac – R29 – Ferapontievca – R 29 - Ceadir- Lunga – Taraclia – Copceac – Vulcanesti – Alexandru Dezghinja – Bugeac – Avdarma – Chiriet - Baurci – Congaz – Cietu Cairaclia – the border of Ioan Cuza – Etulia – R28 Lunga – R36 – Chiselia Rusa– М3 Ukraine Etulia Noua – the border of Ukraine – Cimischioi – М3 4 Technical condition of the О=∑Оi*Li/L, where О – Overall of the corridor, i – of each section, Li - Length of sections with a particular Maximum – 5 points scoring Scoring motorway (and indicator of scoring, urgency of works); Very bad = 5 points L – Length of the considered corridor. Calculations are given in the Note #1. Bad = 4 points 3,3 2,1 3,2 3,7 3,4 Satisfactory – 3 points Good – 2 points Very good 1 point Offices of family doctors Offices of family doctors Hospitals =1, offices of Hospitals =1, offices of Hospitals =1, offices of 5 Ensuring access to basic social Maximum - 5 points and medical facilities = 2 and medical facilities = 2 family doctors and family doctors and family doctors and and administrative facilities Great importance = 5 Preschool institutions = 3 Preschool institutions = 2 medical facilities = 5 medical facilities = 1 medical facilities = 2 (schools, hospitals, emergency points Lyceums and Lyceums and Preschool institutions = Preschool institutions = Preschool institutions = medical services, emergency gymnasiums = 3 gymnasiums = 2 16 11 12 services, units of the department Average importance = 3 Point of consumer Lyceums and Lyceums and Lyceums and of emergency situations). points services = 1 gymnasiums = 12 gymnasiums = 6 gymnasiums = 6 There is a regional Points of consumer Points of consumer Points of consumer Low importance = 1 point conference and banquet services = 83, services = 31, services = 23, hall and regional sports Vocational school = 1 Vocational school = 1 Vocational school = 1 infrastructure In Avdarma. Museums = 1 Museums = 1 Museums = 1

1 5 5 3 3 6 Ensuring access to the main Maximum 5 points ~ 190 businesses; 4 ~ 130 businesses; 8 ~ 878 businesses, 23 ~ 500 businesses; 14 ~ 470 businesses; 15 economic facilities (FEZ, industrial companies, 1 industrial companies, 1 industrial companies, 3 industrial companies, 2 industrial companies, 3 Great importance = 5 industrial parks, regional markets, wineries, 44 trading wineries, 33 trading wineries, 4 textile wineries, 3 textile wineries, 2 textile points the main tourist attractions of the companies companies companies, 436 trading companies, 260 trading companies, 260 trading companies, 1 business companies, 1 industrial companies, 1 FEZ (free region, etc.) Average importance= 3 incubator, 1 industrial park economic zone) points park Low importance= 1 point 1 1 5 3 3 No No No Point of local Point of interstate 7 Ensuring access to the national Maximum - 5 points importance importance border and customs posts. Access to the crossing 0 0 0 2 4 point of international significance - 5 points,

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# Criteria Number of points Corridors G125 – Cenac – R29 – Ferapontievca – R 29 - Ceadir- Lunga – Taraclia – Copceac – Vulcanesti – Alexandru Dezghinja – Bugeac – Avdarma – Chiriet - Baurci – Congaz – Cietu Cairaclia – the border of Ioan Cuza – Etulia – R28 Lunga – R36 – Chiselia Rusa– М3 Ukraine Etulia Noua – the border of Ukraine – Cimischioi – М3 Access to the crossing point of interstate significance - 4 points Access to the crossing point of local significance - 2 points, No access to border crossing points – 0 points 8 Cost of rehabilitation per km of Cost up to 170 Euro/km – 168,809 Euro/km 194,589 Euro/km 207,292 Euro/km 288,226 Euro/km 170,827 Euro/km road. 3 points 3 2 1 1 2 Cost from 170 to 200 Euro/km. MDL/km - 2 points More than 200 Euro/km – 1 point 9 Influence on the environmental Maximum – 3 points Asphalt and concrete Asphalt and concrete Asphalt and concrete Asphalt and concrete Asphalt and concrete situation surface - 11.58 km surface- 7.2 km surface- 20.44 km surface- 20.1 km surface- 25.8 km Low impact = 3 points ** Calculations are given in the Crushed stone surface Crushed stone surface Crushed stone surface Dirt surface – Crushed stone surface Average impact = 2 points Note #2 – 4.98 km – 8,6 km – 4.98 km – 10.4 km Dirt surface by 5,3 km High impact = 1 point

1.3 1.5 1.5 1,7 1,3 Total Maximum 40 points 16.6 19.6 30.7 23,4 27,7 Priority of rehabilitation 5 4 1 3 2

Notes:

Note #1: * Calculation of the average weighted point of the technical condition of the road:

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Total length, Excellent Length, Good Satisfactory Bad Very bad Corridor km 1 point km 2 points Length, km 3 points Length, km 4 points Length, km 5 points Length, km ∑ Oi*Li ∑ Oi*Li/L Corridor I 16.56 1 1.52 2 0.57 3 7.75 4 5.43 5 1.29 54.08 3.3 Corridor II 15.8 1 5.2 2 4.3 3 5.9 4 0.4 5 0 33.1 2.1 Corridor III 42.34 1 2.1 2 4.98 3 20.8 4 10.02 5 4.44 136.74 3.2 Corridor IV 20.1 1 0 2 1.3 3 6.6 4 9.5 5 2.7 73.9 3.7 Corridor V 36.3 1 0.5 2 2.8 3 15 4 16.9 5 1.0 123.7 3.4

Note #2: * Calculation of the weighted average point of impact on the environment: ✓ Sections with asphalt and concrete surface have small impact. ✓ Sections with crushed stone surface have average impact (increased dustiness). ✓ Sections without hard surface have high impact (dirt roads). ✓ If there are sections with different surfaces on the corridor, the weighted average value is used for scoring.

Total length, km Asphalt and concrete Crushed stone surface, surface, Dirt surface, Type of surface 1 point Length, km 2 points Length, km 3 points length, km ∑ Oi*Li ∑ Oi*Li/L Corridor I 16.56 1 11.58 2 4.98 3 0 21.5 1.3 Corridor II 15.8 1 7.2 2 8.6 3 0 24.4 1.5 Corridor III 42.34 1 20.44 2 21.9 3 0 64.2 1.5 Corridor IV 20.1 1 20.1 2 0 3 5.3 33.6 1.7 Corridor V 36.3 1 25.8 2 10.4 3 0 46.6 1.3

Note #3: * Calculations of the criterion of the traffic intensity: Calculation of the weighted average point of the impact of traffic intensity traffic intensity on the corridor of Gagauzia ATU Corridor No. Location of the record Intensity, Length of the impact area of the ∑ Oi*Li/L keeping point, km vehicles/day record keeping, km ∑ Oi*Li I 14.100 757 0.00 – 17 (17 km) 12869 757 II 7.200 1072 0.00 – 16 (16 km) 17152 1072 III 0.300 2559 0.00 – 17 (17 km) 19.800 1035 17 – 29 (12 km) 60264 1467 28.220 362 29 -41 (12 km) IV 0.600 785 0 – 21(21 km) 16485 785 V 1.800 1180 0.00 – 21(21) 36575 1045 28.00 856 21 – 35(14) According to the data of JSC ‘Drumuri’ Comrat 102

Note #4: Calculation of the criterion of the cost of 1 km of road rehabilitation.

Corridor No. Length, km Cost of rehabilitation, Euro. Cost of rehabilitation, Euro/km Point I 16.560 2,795,470 168,809 3 II 15.790 3,072,553 194,589 2 III 40.780 8,454,030 207,292 1 IV 25.426 7,328,454 288,226 1 V 35.825 6,119,881 170,827 2

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