Based on the foreign experience of the modernization of the transport infrastructure, the author justifies the need of state support in the sphere of modernization of the transport infrastructure in Ukraine. The article proves the statement that the beginning of XI century may be considered as a period of great infrastructure modernization both in the developed and in the developing countries. The author analyses the dynamics of investments in fixed capital of the transport sector in the EU Member States, in Russia and in Ukraine in 2005–2011. Using the corresponding foreign experience, projects and introductions of transport strategies, the author systematizes the methods of modernization and management of transport infrastructure. The arti-cle investigates the modern financial mechanisms and those uses for the modernization and development of transport infrastructure in the world. The author defines various priority guidelines for prospective financing of Ukraine’s transport infrastructure

Keywords:transport infrastructure, transport strategy, instruments and mechanisms of modernization

Policy of modernization is conducted based on high level documents (state strategic programs, plans and public messages). And, in the course of transport modernization, preference is given to the development of comprehensive long term transport strategies. The experience of foreign countries shows that such documents have a strict hierarchy of objectives, priorities, tasks, indicators and measures with a clear system for monitoring and corresponding institutions responsible for their fulfilment. The article provides an analysis of Ukraine’s Transport Strategy and various medium-term documents on whose basis the modernization of transport in Ukraine is taking place, as well as a monitoring of the completion of the main medium-term tasks as to the transport modernization for 2010–2014, among which are: approval of the infrastructural projects of national scale, ensuring their funding from the government, as well as the World Bank, EBRD, and other donors and private investors; raising the budget funding for modernization programs and the development of the facilities of the transport infrastructure by 10% annually; and expanding the funding sources of the Road Fund. The result is the author’s proposals concerning the revision of Ukraine’s Transport Strategy until 2020 with its prolongation until 2030 (as regards the formulation of the transport’s missions, long- and medium-term objectives, priorities, tasks, indicators and measures of national transport policy, its adjustment and reconciliation with other sectoral strategies and documents of national level. Also necessary is the transition from the financing model with prevailing foreign crediting to one with mixed crediting of the transport and its infrastructure (relying on domestic crediting), for which purpose it is necessary to diversify the sources of investment resources. It is necessary to carry out the declared policy of import substitution in order to change the rolling stock of foreign make for domestically produced items meeting the international technological and economic requirements. Due to the restricted funding of the national road facilities, it is necessary to revive the activities of the state-owned Road Fund with a clear definition of its sources and optimized expenditures.

Keywords:modernization, transportation, infrastructure, public policy, urgent problems

Decentralization processes taking place in Ukraine could not pass by such an important sector as transport, especially the road transport sub-sector. Currently reconsideration is needed both in the system of roads and in the system of their financing, so the present arti-cle gives a detailed insight of Ukrainian legal framework concerning those issues. Thus, funding and administration of the public roadways is performed by Ukravtodor and is ex-cessively centralized, so there is a need for reform by passing local roads to regional level (under the present system - to the regional state administrations, and with possible amend-ments to the Constitution of Ukraine - to local governments).
The article considers the system of road funding, which is currently effected from the budget (state and local) and from borrowed resources. The authors determine two stages of reforming the model of budget financing of transport and road infrastructure (the first stage (2008-2013), which began with the adoption of the "Concept of Reforming the System of Administration of the Public Roadways" and the second stage (2013-2018), which began with the adoption of Focus Program of public roads in 2013-2018), in which, the new scheme of road funding, except the budget and borrowed funds, will include a real application of the mechanisms of public-private partnerships, including concessions.
The authors propose various improvements in the model of budget funding, which in-volve the creation of an effective State Road Fund, whose existence will be fixed in the Budget Code of Ukraine, with clearly defined and fixed sources of formation and direction of channeling funds. The article provides recommendations for improving the regulatory framework for the reform of the road sector.

Keywords: transport infrastructure, roads, reform, governance, funding model

The article shows that reconstructive development of Ukrainian transport at the present stage requires defining the global trends in the development of transport systems, with a focus on identifying both techno-technological and institutional changes and new approaches to transport policy in Ukraine.
The author highlights the trends in the formation of modern integrated global transport system. Іn particular, that, while, in the first four techno-economic paradigms, certain types of transport dominate, in the fifth and sixth paradigms, on the forefront are the multimodal transports integrating individual modes of transport in a single transport-technological system with the use of logistics, intellectualization, high-speed technology, and new types of rolling stock, which is especially clearly and convincingly observed in developed Western countries. The article summarizes main aspects in the formation of the transport infrastructure of the new techno-economic paradigm.
Further research on the subject requires development and implementation of the concept of technological transformation in Ukraine, which will affect the upgrade of transport policy in Ukraine and integration of transport and industrial policies.

Keywords: transport infrastructure, reconstruction of economy, techno-economic paradigm

The article systematizes the hierarchical levels of the institutional environment for the introduction of PPPs in Ukraine in terms of megaeconomics, macroeconomics, mesoeconomics and microeconomics. The authors reveal the participants of the institutional environment, which are represented by the regulatory institutions determining the standards of relations, rights and obligations of the participants, and the constructive and investment institutions. At the level of megaeconomy, regulatory institutes are represented by: principles and standards of international law in relation to PPPs, international agreements, the market of international PPP projects; and the Sustainable Development Strategy 2030. The constructive institutions of that level include the integration of national infrastructure networks, and institutions of international infrastructure projects (for example, the Great Silk Road). The investment institutes include international financial institutions, international investment banks, the global stock market, infrastructure banks, etc.
Regulatory institutions of the macroeconomic level are the Constitution of Ukraine, government programs, laws, and regulations on the PPPs and concessions, the Strategy of Sustainable Development of Ukraine 2030, the market of domestic infrastructural projects, the institution of public procurement. The constructive institutions include Ministry of Economic Development and Trade, Ministry of Infrastructure, Ministry of Regional Development and Construction, project offices, the institution of public program-target planning, the institution of interaction between public authorities. The investment institutes include budget funds, targeted financing, subsidies, private investments, and project funding.
The authors analyze data on the number and quality of PPP projects in Ukraine and abroad. A comparison between the data on the implementation of PPP projects in Ukraine according to the World Bank and domestic sources has been performed, and the fragmentation of data accounting for PPP contracts and concession agreements has been identified. The conclusion is made about the necessity of systematization and unification of relevant data at different levels of the hierarchical structure of the institutional environment for the implementation of PPPs in Ukraine, that is, on the levels of megaeconomy and macroeconomy, and macroeconomy and mesoeconomy.
It is noted that the presence of institutional traps causes intensification of further scientific research and development of recommendations in the field of introduction and development of PPP mechanisms for financing the development and modernization of infrastructure within various guidelines. Such guidelines include the regulatory and legal framework for the development of PPPs in Ukraine via further specification of the provisions of the Law of Ukraine "On Public-Private Partnership"; studying the feasibility and effectiveness of various forms of PPP implementation (concessions, renting, leasing, etc.) in financing large national projects, including projects on the development of Ukraine's economic infrastructure, as well as scientific substantiation of their use; studying the regional peculiarities of the use of PPP mechanisms in this country for financing strategic investment projects, in particular large infrastructural projects, and social and humanitarian projects in the framework of the implementation of the new regional policy; and additional studies of advanced international experience in the implementation and development of PPP mechanisms for financing national projects, in particular, for involving the IFIs and other non-governmental organizations.

Keywords: public-private partnership, institutional environment, infrastructure, transport, projects, investments

The article investigates the experience of optimizing the institution of RIA in developed OECD countries and the European Commission, which allows to distinguish two main approaches to regulatory impact assessment, namely, using the full (classical) or simplified RIA models. The authors give particular attention to the principle of proportionality introduced in developed countries, whose essence is that the depth of analysis and evaluations should be proportional to the degree of the regulatory act’s impact on economy, on individual stakeholders, and on public interests. Considered the importance of selecting "economically significant" regulatory acts.
The authors carry out an analysis of the introduction of specific filters for the selection of regulatory acts for RIA in developed countries, namely: 1) definition of types of regulatory acts or spheres of regulation, which are subject to RIA; 2) classification and selection of acts according to the degree of significance; 3) and the existence of exceptions in the field of RIA in accordance with current legislation.
To establish the second filter, namely to select regulatory acts based on their importance, the authors propose to use, in Ukraine, first, the introduction of the principle of proportionality, which will introduce into the practice of the assessment of regulatory acts the simplified and complete RIA models; secondly, to introduce combined (quantitative and qualitative) criteria for assessing the significance of draft regulatory acts with determining possible economic consequences of their adoption and in compliance with the criteria of priority of public interests (support for economic growth by optimizing costs and corresponding increase in value added, in the state and local budgets and others); and third, a step-by-step algorithm for implementing the world's best RIA practices into the practice of state regulation in Ukraine.

Keywords:regulatory impact analysis (RIA), principle of proportionality, degree of regulatory impact, simplified RIA model

The article features results of the assessment of the multiplier effects for the national economy from the implementation of construction project of the first stage of production facility of the Dniester HPP for the period 2010-2019. For this purpose, macroeconomic statistics were processes, on whose basis an information system of primary and calculated indicators was created using the data from the project documentation, which became the basis for calculations. A methodological approach was developed to assess multiplier effects at the macroeconomic level using the input-output balance, which is reflected in the symmetrical "input-output" table. The authors highlight the main indicators, through which the impact of the implementation of the construction project of the Dniester HPP on Ukraine’s economy is manifested, and which allow assessing its socio-economic significance: the multiplier of the output growth of the economic activity "Construction" at the expense of project investments, the GVA multiplier for all economic activities from project investments, and the GDP multiplier (public expenditure multiplier). According to the implemented approach, multiplier effects for the economy are calculated via additional output growth, additional value added growth, and GDP growth on project investments.
Based on the obtained results, it is proved that: 1) the implementation of the construction project of the first stage of the production facility of the Dniester HPP had made it possible to accumulate a multiplier effect for Ukraine’s economy, confirming in practice the theory of multiplier effects and proving the efficiency of public capital investments; 2) to the greatest extent, the multiplier effect from the additional investment growth in this project is generated within the economic activity "Construction", which is explained by increased demand for domestically produced construction products.

Keywords:multiplier effect, multiplier, investments, input-output tables, input-output balance, infrastructure project