An economic policy expert at IDIS Viitorul expressed this view while commenting on the news that Ukraine had managed to reach an agreement with Moldova to reduce rail freight rates by 50%. As Veaceslav Ioniță noted, the answer to the question of who stands to gain and who stands to lose from this agreement is quite simple. If the agreement ensures a sufficient volume of cargo, then both sides stand to gain. The expert highlighted the current situation facing the Moldovan Railways. In 2024–2025, only 2.4–2.5 million metric tons were transported by rail in Moldova—the lowest volume in the last 75 years. For example, while 17.9 million metric tons were transported in 1988, today's volume is just 14% of that figure. "In other words, we're transporting about seven times less. But the problem runs much deeper," the expert emphasized. He noted that the railroad once accounted for the bulk of freight transportation in Moldova. Today, we transport only about 5–6% of freight by rail, while the bulk of freight has shifted to road transport. "Essentially, we've abandoned the railroad. We don't use it; instead, we overload trucks and damage the roads, which we, the taxpayers, then have to repair. The result is what we see today: a deteriorated railway infrastructure, outdated locomotives and railcars, low freight volumes, insufficient revenue, and employees who have been facing problems with their salary payments for many months," noted Veaceslav Ioniță. According to him, at the same time, there was a brief period that showed things could work differently. After the war began in Ukraine, some Ukrainian cargo was transported in transit through Moldova. In 2022–2023, this transit provided a real boost to the railroad: the additional volume generated revenue, and employees began receiving their salaries. After that, for a number of reasons—including tariffs—a significant portion of this cargo shifted to other routes. And the railway returned to its former struggles. The expert noted that carriers have long been saying that railway tariffs in Moldova are too high and that the difference compared to neighboring countries can be significant. "And Ukraine's response is very simple: we want to use the Moldovan railway, but at a rate that will make this route competitive. That's why there's a 50% reduction. At first glance, someone might say: 'How can that be? Our company has no money, and you're still cutting rates in half?' But here we must understand a very simple economic principle: it's better to have a lower rate for a million metric tons than a high rate for goods that aren't delivered at all," emphasized Viaceslav Ionita. According to him, Ukraine is negotiating not for the transport of a single railcar or two trains, but for large and consistent volumes. And for such volumes, a preferential rate is absolutely natural. At the same time, Moldova gains much more than it seems at first glance. Currently unused infrastructure is being put to use. The railroad gains additional cargo volumes and revenue. Employees have jobs and can receive their salaries on time. "And there's another important benefit: every metric ton of cargo shifted from trucks to trains reduces the burden on our roads. That's why I consider this agreement beneficial for both sides," stated Veaceslav Ionita. According to him, Ukraine gains a new transport route, while Moldova gains the opportunity to revive its railway, which today is barely surviving rather than functioning properly. "Of course, an additional million metric tons won't bring us back to the 18 million metric tons we once transported. But the revival of the industry doesn't start with 18 million metric tons—it starts with the first million. And if we alone transport only 5–6% of the country's cargo by rail, then let's at least show some economic wisdom and allow others to use the infrastructure that we aren't using. "Better trains running and carrying cargo at lower rates are preferable to rusty rails at high rates," said the expert. // 13.08.2026 — InfoMarket