ГОСУДАРСТВЕННО-ЧАСТНОЕ ПАРТНЕРСТВО КАК ИНСТРУМЕНТ РЕАЛИЗАЦИИ ИНФРАСТРУКТУРНЫХ ПРОЕКТОВ (НА ПРИМЕРЕ АСТРАХАНСКОЙ ОБЛАСТИ)

Introduction. The article explores the development of the institution of public-private partnership in Russia, the United States, France and Japan, emphasizing the key features of the legal systems of these countries and their impact on the implementation of large-scale infrastructure projects. The study highlights the essential role of harmonization of the legal and regulatory framework for the successful development of public-private partnership, which requires taking into account the interests of both the public and private sectors.Materials and methods. The study is based on the following general scientific and special methods: classification, analysis, synthesis, comparative-legal method, system-structural method, technical-legal method, OSINT analysis and study of casual law applied in public-private partnership regulation.Research results. The paper identifies the main characteristics and differences in the public-private partnership legal systems of Russia, the USA, France and Japan. The Russian regulatory framework governing public-private partnerships is based on the Federal Law No. 225-FZ «On Production Sharing Agreements» dated 30 December 1995, the Federal Law No. 115-FZ «On Concession Agreements» dated 21 July 2005 and the Federal Law No. 224-FZ «On Public-Private Partnership, Municipal-Private Partnership in the Russian Federation and Amendments to Certain Legislative Acts of the Russian Federation» dated 13 July 2015. These federal laws establish the legal framework for the implementation of PPP projects, determine the forms of interaction between public and private partners, as well as regulate the procedure for the conclusion, execution and termination of the relevant agreements. However, despite the development of the existing legal framework, there are certain shortcomings in the Russian practice of PPP project implementation. Primarily, the following should be attributed to them:- The presence of inconsistencies between regional PPP legal regulation and federal regulation: along with federal laws, the constituent entities of the Russian Federation have their own regulations governing PPPs, which may lead to legal fragmentation and complicate the unification of legal approaches to this institution;- High transaction costs: complexity and duration of PPP project approval and implementation procedures increase costs for the participants;- Lack of a single coordinating structure at the federal level: currently, infrastructure projects implemented on the basis of PPPs are subject to approval by the federal or regional executive body in charge of the infrastructure project, which may create different practices of implementation of similar/ contiguous infrastructure projects.The above deficiencies are compounded by frequent changes in legislation, which creates uncertainty and reduces the attractiveness of the public-private partnership model. in Russian infrastructure projects for private investors. Against this background, the Japanese public-private partnership model stands out for its long-term strategic orientation and effective use of the build-transfer-ownown model. This model minimises the tax burden on private partners while ensuring state ownership of infrastructure facilities, which makes projects both economically efficient and socially significant. In France, on its part, despite the diversity of publicprivate partnership models, the legal regulation of different forms of public-private partnerships is harmonised and there is a clear distinction between concessions and public-private partnership contracts.Discussion and conclusion. Based on the analysis, recommendations for improving the legal regulation of public-private partnerships in Russia have been proposed. These include harmonisation of regional and federal legislation, reduction of transaction costs and development of special economic regimes providing for the legislative enshrinement of preferences, benefits and guarantees for private (including foreign) investors involved in the implementation of large infrastructure projects on the basis of public-private partnership. In addition, special attention should be paid to the development of a unified institutional structure for the management of public-private partnership participants' projects. The implementation of the above measures will create conditions for attracting private investment, increasing the efficiency of infrastructure projects implemented on the basis of public-private partnership

Aim. The presented study aims to examine project initiatives and proposals for improving funding mechanisms for infrastructure projects based on public-private partnership in the Russian Federation.Tasks. The authors consider approaches and project initiatives of the G20 countries pertaining to the implementation of public-private partnership projects in the context of the adaptation of infrastructure projects to the Russian market (for the purpose of improving the quality and efficiency of the implementation of infrastructure projects in the Russian market).Methods. The methodological basis of this study includes works of Russian and foreign researchers in the field of public-private partnership and project financing. The authors use methods of scientific research (expert and comparative analysis, grouping and generalization) selected in accordance with the goals and objectives of the study as well as information publicly available on the official websites of the ROSINFRA platform and the Ministry of Economic Development of the Russian Federation.Results. Comparative analysis of foreign and national practices in the public-private partnership market makes it possible to identify a number of potential initiatives, including a new approach to the examination of infrastructure projects and proposals for attracting additional investment resources to the public-private partnership market. Adaptation of foreign competencies to the Russian public private partnership market will drive the transformation of the current PPP project model in Russia.Conclusions. Analysis of methods used by the G20 to assess and implement infrastructure projects based on public-private partnership makes it possible to formulate potential initiatives and proposals for improving approaches to the implementation of infrastructure projects based on public-private partnership in the Russian market and to determine the development vector for the national infrastructure project model.

The outbreak of Russia’s full-scale invasion of Ukraine has caused significant human, economic, and political damage, as well as destruction to infrastructure. However, in the future, all losses incurred should be recovered. Therefore, creating models to manage infrastructure projects is still important, especially in the post-war environment of Ukraine. The purpose of this study was to build a model that would allow for the highest management efficiency in the implementation of infrastructure projects in the post-war period and to describe the possibilities of its practical application. The main methods used in the study were analysis, modelling, and abstraction. Thus, the study built a conceptual model of management of infrastructure projects and programmes in the post-war period. The study also analysed the current theoretical framework for infrastructure project management and highlighted the issue of substantiating the parameters of infrastructure programme and project products. Network models, their features and possibilities of use were described to provide a clearer picture of the project’s work and more efficient resource management. The paper emphasised that infrastructure projects are often divided into two phases: construction and operation. The study also described the importance of infrastructure projects for the efficient transport of goods and passengers and their impact on the competitiveness of the transport system. This study offers a more profound insight into the specific features of managing the implementation phases of infrastructure projects, especially in the post-war period, and brings new knowledge for management in the context of building large-scale investment programmes

Relevance of the chosen research topic. In the context of an anti-Russian sanctions policy, a change in the focus of the domestic economy on the military-industrial complex and, in connection with this, limited budgets at different levels, it is important to use such an instrument for regulating relations between the state and private business as a public-private partnership. In this regard, the purpose of this article is to explore public-private partnerships in Russia, and, in particular, the regions of the North Caucasus by conducting an assessment, identifying limiting barriers and identifying priority areas for the development of this mechanism. The methodology is based on the use of empirical research methods (comparison, factor analysis), as well as theoretical research (systematization, generalization, analogy, synthesis). The results of the study include the presentation of a comprehensive assessment of the mechanism of public-private partnerships in the Russian Federation and in the regions of the North Caucasus. Key problems in the implementation of public-private partnership projects in the North Caucasus Federal District have been identified: the low level of development of PPP at the municipal level in the macroregion, insufficient support of the federal center (development institutions) in the implementation of infrastructure projects, difficulties in resolving land issues between regional authorities, authorities local government and the local population. Solutions have been proposed and promising directions for the development of the institution of public-private partnership in the region have been identified: adopt a regulation on the procedure for concluding public-private partnership projects in a city district (municipal area), create a project office (center for the development of PPP projects) in the authorized executive body in charge of the state policies in the field of PPP, etc. The proposed measures can give impetus to the development of a public-private partnership mechanism in the regions of the North Caucasus Federal District.

The Public–private partnership (PPP) is an important instrument in planning and implementation of public infrastructure projects, including urban projects that influence the dynamics of urban development. Implementation of development oriented urban projects is crucial for raising the quality of life and preserving the competitiveness of cities. City municipalities (The Local Self-Government Law (2007) defines a municipality as a city municipality if its city centre has at least 20,000 inhabitants, offers at least 15,000 jobs, and is the economic, cultural and administrative centre of the region. There are eleven city municipalities in Slovenia.) in Slovenia have adopted so-called Sustainable Urban Development Strategies (SUDS) that define the main goals of the desired development in the form of visions. Achieving these goals depends on the performance or ability to implement projects in practice. Municipalities are facing a number of challenges in this regard. One of the major issues is financing – due to fiscal constraints municipalities are unable to implement certain important projects with their own funds or are forced to extend the implementation timetables in accordance with their financial capabilities. One of the mechanisms for the development of such projects is PPP. The Public–Private Partnership Act (Public–Private Partnership Act, Official Gazette of the RS, no. 127/06, 2006.) was adopted in 2006 with the aim of enabling the use of private resources in the implementation of projects of public interest. In Slovenian practice, the PPP mechanism has not been fully implemented or has not produced the desired results in the development of urban space. On the basis of interviews conducted with representatives of city municipalities and investors, the article analyses the causes of present situation and proposes solutions for a wider expansion of PPPs.

The article shows the importance of finan-cial and non-financial information in various areas, examines the historical aspects of the formation of requirements for integrated reporting as a brief form of communication about the strategy, management, perfor-mance results and prospects of the organi-zation, taking into account its external envi-ronment. The authors substantiate that the importance of relevant and reliable infor-mation increases within the framework of project activities, and especially in the de-velopment and implementation of infra-structure projects. The availability of inte-grated financial and non-financial infor-mation ensures transparency in interaction between project participants, facilitates the task of monitoring the situation with the implementation of the project, allows for effective management of the impact of the project on the environment and ensures the minimization of negative consequences.

Introduction. This article assesses the potential impact of the implementation of transport and infrastructure projects within the Russia–Mongolia–China Economic Corridor on the development and internal communication conditions of cross-border ethnic groups living in Russia and Mongolia. The potential impact of new projects on the ethnic landscape of the cross-border region is assessed through an analysis of the experience of previously constructed transport highways on the Russian-Mongolian border, as well as through an analysis of the dynamics of the ethnic situation on the border of Kazakhstan and China, where similar continental corridors have recently been implemented. The purpose of the study is to evaluate the positive and negative impact of the creation of new international transport highways on the well-being of cross-border peoples and their internal communication. A novel component of the study is the originality of its task, designed to assess the influence of economic factors on the ethnocultural situation of a cross-border region, as well as the original solution, which represents a combination of the geographical overlap of transport projects and cross-border ethnic areas, along with cross-regional analysis. Materials and methods. The study utilized monographs and analytical articles by Russian and Mongolian specialists and experts, statistical data, media reports, and private interviews with individuals from transborder ethnic regions. A cross-regional analysis (both spatial and temporal comparisons) was employed. The concept of an “ethnic transborder region” was used to operationalize the concept of a “transborder ethnic group” for the analysis of transport and infrastructure factors affecting its development. Results. The study yielded the following conclusions. Implementation of the Western Corridor project may lead to a reduction in the proportion of transborder ethnic groups in settlements closest to the border, but will not affect other areas along the new highway. In areas adjacent to the new highways and the border between the two countries, the proportion of nomadic populations may decrease, and population density will increase. The inevitable change in border regime will negatively impact the frequency of crossings to visit relatives outside established points, but will make crossings more convenient within established sections. The implementation of transport infrastructure projects will likely not lead to a change in migration rates for cross-border ethnic groups or provoke an increase in separatist sentiment. The creation of international highways will improve the well-being of cross-border ethnic groups by creating new jobs and opening up trade, tourism, sorting, packaging, and other businesses, while reducing migration of cross-border ethnic groups to regional centers or other large cities.

The article presents modern international approaches to public participation in Sustainable Transport System planning. It discusses the causes of social conflicts during the implementation of transport infrastructure projects using the example of implementation of several Polish strategic road infrastructure projects. It provides the assessment of the form, scope, and scale of stakeholders’ involvement in the decision-making process. Among mitigation measures, the authors propose a model solution based on a comprehensive approach to public participation in road infrastructure planning in smart cities and smart villages within a Sustainable Transport System. The proposed idea involves a model of multi-criteria spatial analysis using the analytic hierarchy process (AHP) developed in the geographical information systems (GIS) environment, which—apart from technical-functional, environmental, cultural, economic, financial, and social criteria—also encompasses preferences expressed by local community representatives. The model includes eight stages of public participation in the decision-making process, involving all the rungs of a ladder of citizen participation. The presented solution departs from typical social participation methods used in road infrastructure planning processes.

BackgroundTraffic and transport infrastructure is a vital prerequisite for social and economic development as well as the socio-spatial integration of countries and regions’ societal strata. It sets the course for the future of mobility and transport-related social and economic development and is thus inherently political. Deficiencies in traffic infrastructure provision, such as delays in project deployment and exceeding costs, increase the potential for public discontent. It is the mission of public audits to identify, diminish and remedy infrastructure deployment problems—and to encourage best practice models and policy learning. Despite their importance, shortcomings that audit offices identify as well as the reactions and follow-up measures of the addressees to official problem statements remain vastly under-researched. As the transport area is one of the core emitters of CO2 and at the heart of many transition policies to tackle climate change, lack of knowledge regarding transformative change opportunities in the mobility sector is detrimental to the success of these adaptations. One major policy issue in this respect are reform strategies regarding transport and traffic infrastructure planning and project implementation. Our systematic analysis of public audit reports in Germany on traffic and transport infrastructure project deployment contributes to a better understanding of this issue.ResultsWe detect patterns of compliance and resistance to audit office assessments by the executing administrations in traffic infrastructure project deployment. While we witness at least the partial compliance and announcement of corrections in 51% of the cases, in about 19% of the cases, the responsible authorities acknowledge the audit’s critique (partially), but do not signal concrete willingness for further corrections. In more than 20% of the identified audit statements, the audit’s assessments are even rejected without corrections to the further projects’ execution.ConclusionWe analyze the extents and limits of organizational learning and institutional adaptation of public control strategies in mobility and transport-related infrastructure provision. Our contribution discusses possible reasons for sustainable transport and traffic infrastructure development deficits as well as shortcomings in infrastructure planning and project deployment. We thus try to open new avenues for debate on improved sustainable infrastructure policy and planning.

Purpose: of the presented article is to formulate the main stages of solving the key tasks of managing the structural transformation of production and economic systems based on the specifics of modern conditions and trends in their changes.Methods: within the framework of this study, the set of methods was used: factual, causal, structural analysis, generalization, comparison, logical method.Results: based on the analysis of the specifics of modern environmental conditions, changes in the subjects of industrial and economic activity and the system of their interactions, three key tasks of managing their structural transformation were formulated. The proposed stages of the implementation of the structural transformation management process at the present stage, priority for each of these management tasks, are described. The implementation of the identified tasks in the conditions of the described specifics is proposed to be carried out on the basis of the mechanism of innovative public-private partnership.Conclusions and Relevance: analysis of the specifics of modern industrial and economic entities, their communication systems and relationships, as well as trends in their changes has shown an increased need for targeted coordinated innovative development of domestic industrial production due to the sanctions restrictions. At the same time, the impossibility of expediting these structural transformations is justified without mobilizing the efforts of all participants in the regional production and economic system. The coordinating and guiding role of government agencies as active participants in these changes is highlighted. To ensure the implementation of innovation processes localized within the country, it is proposed to rely on the mechanism of innovative public-private partnership. Relying on the results of the intellectual activity of such a mechanism will contribute to the alignment of the system participants. This requires a transition from the one-time operational practice of creating innovative solutions to the organization of their creation, implementation and diffusion as a single cyclical flow.

Research methods For substantiation of the research results, the following methods of scientific analysis were used: systemic, situational, historic, logical, and typological; methods of structural and functional, descriptive expertise, statistical, graphical, and table analysis, economic and mathematical modeling. Introduction Swiftness of changes, which take place in the biosphere, their direct interconnection and interdependence with the results of human activities make local city authorities implement modern and safe technological solutions. The ecological doctrine of Russia, which was passed over the recent years, formed legal foundations for ecological management of urban environment and offered to use the mechanism of public-private partnership and organization of small and medium business for these purposes. Contemporary urban management includes the following spheres of activities: provision of population with main services (safe drinking water, high-quality services in healthcare and education); effective use of local resources; formation of ecological frame and innovational infrastructure. During evaluation of urban economy, it is important to provide correct accounting of the level of human influence on the environment [2,3]. Types of human influence on nature include: industrial influence according to sectorial peculiarities; communal and transport influence; influence on nature and landscape environment. The Green Bridge initiative, which appeared in 2012 at the Summit Rio+20, became a practical mechanism of international transition to the "green economy" with focus at technological progress and increase of experience of environment management. Another relevant example is strategic approach to development of cities, established by the European Commission. The documents clearly determined top-priority directions, formulates goals and indicators for each of them (Fig.1). A rather large circle of studies confirms that economy, based on knowledge, became a reality. Knowledge becomes a source of well-being, so it is important to determine which knowledge and management are able to provide competitive advantage for cities. The achieved level of science, education, and production in cities is rather important for solving this issue. A new view at cities management was developed due to the EU's passing the concept of technological platforms which are to concentrate efforts of authorities, scientists, and entrepreneurs in the sphere of promotion of nature-like and resource renewable technologies [11, 12]. Axiomatical statement that nature can take a lot ceased to be a reality. Load on nature environment became so huge that many cities ceased to be safe for living. A lot of time passed before this was realized, but not amended. It is necessary to change approaches to organization of ecology management in a city: creation of single base of legal and normative regulation; conduct of wide propaganda and explanatory work among population for saving attitude towards urban resources and natural environment; application of modern integral methodologies of calculations and methods of ecology management; use of mechanisms of public-private and municipal-state partnership during realization of infrastructural projects; stimulation of small enterprises' constructing complexes for separate collection of communal waste [8,9]. Table 1 systematizes main factors and indicators of socio-economic development of middle-sized cities. The most perspective concept of city development in the XXI century, in view of ecological limitations (environment's possibility to accept and absorb various types of waste and pollution of human activities; level of non-return of natural resources, spent by human)--green cities. Main approaches to provision of development of green cities to their ecological balance could be formulated in the following way: urban planning should be started from analysis of plans of development of the country and region and have full analysis of ecological indicators of the city development [9]. …

The article presents a critical analysis of the main economic programs adopted in Brazil in the first year and a half of Lula da Silva's rule (2023 – the first half of 2024), and which will determine the country's development strategy for the next decade. Particular attention is paid to diagnosing the current state of industry and infrastructure in Brazil, analyzing the causes of deindustrialization, assessing the opportunities and risks of strengthening the role of the state in the modernization of industry and the implementation of large-scale infrastructure projects. The success of new development programs and their geopolitical impact will depend on the effectiveness of public resource management, improved planning and implementation of projects, and increased interaction and control at the federal and sub-regional levels.

Implementation of infrastructure projects comes with many inherent features, and risk management is key among them. Some of the basic products which provide for the risk mitigation for infrastructure projects are financial guarantees, credit enhancements, and insurance. Protection against natural hazards through insurance has matured and has witnessed innovations such as parametric insurance becoming a mainstream option. A range of funded and unfunded risk protections is offered by the development financial institutions to enable better project structuring and participation by a diverse range of stakeholders in infrastructure financing. The public sector credit enhancements either as minimum payment guarantee and debt guarantee have enabled many private sector projects taking off. There is an increasing collaboration of stakeholders with banks, development financial institutions, and institutional investors coming together to finance large and complex deals, resulting in the increasing use of wrap-up products and credit enhancement instruments across the world. The recent events of political and civil unrest across the world and the onset of COVID-19 pandemic showcased the importance of clearly defining the contractual clauses as a means of risk management.

Brazil's Cuiabá-Santarém (BR-163) Highway provides a valuable example of ways in which decision-making procedures for infrastructure projects in tropical forest areas need to be reformulated in order to guarantee that environmental concerns are properly weighed. BR-163, which is slated to be paved as an export corridor for soybeans via the Amazon River, traverses an area that is largely outside of Brazilian government control. A climate of generalized lawlessness and impunity prevails, and matters related to environment and to land tenure are especially unregulated. Deforestation and illegal logging have accelerated in anticipation of highway paving. Paving would further speed forest loss in the area, as well as stimulate migration of land thieves (grileiros) to other frontiers. An argument is made that the highway should not be reconstructed and paved until after a state of law has been established and it has been independently certified that sufficient governance prevails to secure protected areas and enforce environmental legislation. A waiting period is needed after this is achieved before proceeding with the highway paving. Above all, the logical sequence of steps must be followed, whereby environmental costs are assessed, reported, and weighed prior to making de facto decisions on implementation of infrastructure projects. Deviation from this logical sequence is a common occurrence in many parts of the world, especially in tropical areas.

Witnessing an immense increase in its urban transport investments since the 2000s, the early 2000s in India saw a number of bus rapid transit, walking, and cycling projects. However, many of these projects were systematically stalled through bad press, judicial interventions, and, eventually, the reduction or withdrawal of funding. In 2015, Indian transport policies gradually entered the new infrastructure regime, promising ‘world-class’ and supposedly sustainable mobility options with smart technology and shiny public infrastructure. Large-scale investments were made in building and expanding road infrastructure and metro rail projects, and promoting electric vehicles. Employing discourse analysis to study policy documents across the years, we argue that there has been a shift in transport planning policy from ‘affordable’ to ‘aspirational’ transport infrastructure and with sustainability used as a buzzword. Whether these are the aspirations of the State or the people, infrastructure building has become an important part of political value signaling. As the aspirational aspects become the new rationality guiding the funding and implementation of infrastructure projects, sustainability remains in the policy rhetoric, and the concerns of accessibility and affordability recede into the background. The prevalence and popularity of ‘aspirational infrastructure’ define the ongoing low-carbon mobility transition in the Global South.