Public-private partnerships are generally found in municipal or green transport and infrastructure, as well as in public service housing. Public-private partnerships are typically found in transport infrastructure such as motorways, airports, railways, bridges and tunnels. Examples of municipal and ecological infrastructure are water and wastewater treatment plants. Public housing includes school buildings, prisons, student residences, and entertainment or sports facilities. The private partner may be exposed to particular risks if it enters into a public-private partnership. Physical infrastructure such as roads or railways is associated with construction risks. If the product is not delivered on time, exceeds cost estimates or has technical defects, the private partner usually bears the burden. In addition, the private partner is exposed to a risk of availability if it is not able to provide the promised service. A company may not meet safety standards or other relevant quality standards, for example. B if it operates a prison, hospital or school. Demand risk occurs when there are fewer users than expected for the service or infrastructure, e.B toll roads, bridges or tunnels.

However, this risk can be transferred to the public partner if the latter agrees to pay a minimum fee, regardless of the request. PPP Audit Manual 2009, PPP toolkits (in documents only) are completely ignored in large PPP projects in India. Phase IV of the National Highway Authority of India (NHDP-IV) from widening two-lane roads (7m road) to two-lane roads with paved shoulders (10m road) is the most corrupt project in the history of PPPs in India. Such a small widening from 7 m to 10 m for the extortion of the toll amounting to 70% of the 4-lane highway requires 1/3 compared to a 4-lane road, but the toll is 70% of the 4-lane road. It is the looting of public funds in the name of a violent PPP. An example is NH-11 and the 50 km road from Dungergarh to Ratangarh has very little traffic. On the other hand, the part of 35 km with high traffic was not made to 4 lanes and only widened to 10 m. (Fatehpur to Sikar NH-11).

There are several of these corrupt activities aimed at favouring large investors by plundering the public in the name of the PPP. www.youtube.com/watch?v=wnVsUE7f1EM PPp audit manual requires control over the total cost, the duration of the concession (which should not normally exceed a decade), etc., which are completely ignored. In the NHDP-IV, roads with little traffic are forcibly put into PPP mode by exaggerating the traffic figures at 8000 PKU (minimum required for PPP). The strategic objective of the Asset Monetization Program is to unlock the value of investments in public assets for future developments while leveraging private sector financing and efficiency to deliver infrastructure services. Infrastructure in India is poor compared to similar developed countries. [3] The Indian government has identified public-private partnerships (PPPs) as a way to develop the country`s infrastructure. In the 1990s, during India`s first wave of liberalization, various attempts were made to promote PPPs. However, in some sectors, such as water supply and sanitation, it has failed. India was perceived as too risky and private sector participation was very resilient.

It was only in the first half of the 2000s that the first PPPs were signed and implemented. Building infrastructure in India requires significant capital expenditure and there is a supply deficit. More than fifty percent of major infrastructure development projects in the state of Maharashtra are based on 3P. Projects using the 3P model have also been carried out in Karnataka, Madhya Pradesh, Gujarat and the states of Tamil Nadu. The NSP serves as a medium-term roadmap for financing opportunities and fosters the willingness of the public developer as well as the private sector and institutional investors to finance the infrastructure gap. The objective is to provide a platform for departments to track asset developments and increase efficiency and transparency in the management of public assets. According to the PPI database, PPI investments in India declined for the fifth consecutive year in 2015, reaching their lowest level in 10 years of $3.9 billion. While the global economic slowdown has played a role in slowing infrastructure investment through PPPs in India, other important issues have also contributed. On the government side, PPPs have been negatively affected by factors such as delays in land acquisition and eviction, relocation of public services, rights-of-way issues that have led to time and cost overruns. In addition, on the private sector side, insufficient due diligence on the part of project promoters and project finance banks has led to the issuance of many bank loans as non-performing. Infrastructure lending has contributed significantly to the increase in non-performing assets (NPAs) in the country, particularly those approved by public public sector enterprise (PSU) banks. Financial markets are underdeveloped and dominated by a safe asset class of quasi-governmental entities that have virtually no appetite for infrastructure projects perceived as risky assets.

RelaunchING PPPs in India The time has come to revive PPPs in India, and if you look back and apply the lessons of the past two decades, the country will be able to accelerate its infrastructure program by leveraging private financing. The Kelkar Committee has already made strong recommendations to revive the PPP architecture in India, which, if implemented, will give India the opportunity not only to regain its former glory in the PPP field, but also to ensure its long-term viability. Some of the recent government initiatives directly address the biggest challenges and show the commitment of different government agencies, for example: NITI Aayog has developed a draft model concession contract for the development of cable car projects in PPP mode, a copy of which can be found on the NITI Aayog website under the Publications section. NITI Aayog had commissioned pre-feasibility studies for the development of cable car-based public transport systems in Gangtok and Aizawl in PPP mode. The scarcity of land in urban centres in hilly areas, as well as the steep slopes of roads that limit road development, are a major obstacle to the development of public transport infrastructure. This puts pressure on the public transport system, as most commuters depend on taxis or private vehicles. A need for a planned public transport system has arisen for cities such as Gangtok and Aizawl. Citing this need, NITI Aayog conducted pre-feasibility studies to assess the feasibility and initial feasibility of the PPP mode. As part of these efforts, the Gangtok project will be structured in PPP mode. The private sector does not provide a service that is not expressly specified in the PPP contract. It is therefore crucial that key performance indicators are clearly defined in the contract and that the government closely monitors the work of its private partner.

Public-private partnerships involve collaboration between a government agency and a private sector company that can be used to finance, build and operate projects such as public transport networks, parks and convention centres. Funding a project through a public-private partnership can allow a project to be completed earlier or make it possible in the first place. .