{"id":7015,"date":"2024-12-02T15:03:44","date_gmt":"2024-12-02T14:03:44","guid":{"rendered":"https:\/\/blog.structuralia.com\/colaboracion-publico-privada-infraestructuras-transporte"},"modified":"2026-03-27T13:51:28","modified_gmt":"2026-03-27T12:51:28","slug":"colaboracion-publico-privada-infraestructuras-transporte","status":"publish","type":"post","link":"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte","title":{"rendered":"Public-Private Partnerships in the European Union: Existing Models and the Situation in Spain Regarding Transportation Infrastructure"},"content":{"rendered":"<div id=\"ez-toc-container\" class=\"ez-toc-v2_0_84 counter-hierarchy ez-toc-counter ez-toc-white ez-toc-container-direction\">\n<div class=\"ez-toc-title-container\">\n<p class=\"ez-toc-title\" style=\"cursor:inherit\"><\/p>\n<span class=\"ez-toc-title-toggle\"><a href=\"#\" class=\"ez-toc-pull-right ez-toc-btn ez-toc-btn-xs ez-toc-btn-default ez-toc-toggle\" aria-label=\"Toggle Table of Contents\"><span class=\"ez-toc-js-icon-con\"><span class=\"\"><span class=\"eztoc-hide\" style=\"display:none;\">Toggle<\/span><span class=\"ez-toc-icon-toggle-span\"><svg style=\"fill: #999;color:#999\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" class=\"list-377408\" width=\"20px\" height=\"20px\" viewbox=\"0 0 24 24\" fill=\"none\"><path d=\"M6 6H4v2h2V6zm14 0H8v2h12V6zM4 11h2v2H4v-2zm16 0H8v2h12v-2zM4 16h2v2H4v-2zm16 0H8v2h12v-2z\" fill=\"currentColor\"><\/path><\/svg><svg style=\"fill: #999;color:#999\" class=\"arrow-unsorted-368013\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" width=\"10px\" height=\"10px\" viewbox=\"0 0 24 24\" version=\"1.2\" baseprofile=\"tiny\"><path d=\"M18.2 9.3l-6.2-6.3-6.2 6.3c-.2.2-.3.4-.3.7s.1.5.3.7c.2.2.4.3.7.3h11c.3 0 .5-.1.7-.3.2-.2.3-.5.3-.7s-.1-.5-.3-.7zM5.8 14.7l6.2 6.3 6.2-6.3c.2-.2.3-.5.3-.7s-.1-.5-.3-.7c-.2-.2-.4-.3-.7-.3h-11c-.3 0-.5.1-.7.3-.2.2-.3.5-.3.7s.1.5.3.7z\"\/><\/svg><\/span><\/span><\/span><\/a><\/span><\/div>\n<nav><ul class='ez-toc-list ez-toc-list-level-1' ><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-1\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#El_modelo_de_colaboracion_publico_privada_en_las_autopistas_espanolas\" >The Public-Private Partnership Model for Spanish Highways<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-2\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#El_debate_del_modelo_espanol\" >The Debate Over the Spanish Model<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-3\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#%C2%BFCual_es_el_modelo_de_nuestros_vecinos\" >What is our neighbors' model?<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-4\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Alemania_la_evolucion_constante\" >Germany: Constant Evolution<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-5\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Las_autopistas_alemanas_a_toda_velocidad_hacia_la_privatizacion\" >German highways: Full speed ahead toward privatization<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-6\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#El_modelo_F_el_primero\" >Model F, the first one<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-7\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Modelo_A_el_siguiente_lote_de_proyectos\" >Model A, the next batch of projects<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-8\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Modelo_V_el_segundo_lote_de_proyectos\" >Model V, the second batch of projects<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-9\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Francia_nuevo_marco_legal\" >France, New Legal Framework<\/a><ul class='ez-toc-list-level-3' ><li class='ez-toc-heading-level-3'><a class=\"ez-toc-link ez-toc-heading-10\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Evolucion_del_modelo_de_financiacion_de_las_autopistas_en_Francia\" >Evolution of the Highway Financing Model in France<\/a><\/li><\/ul><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-11\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Desde_2000_privatizacion_de_concesionarias\" >Since 2000: Privatization of dealerships<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-12\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Inglaterra\" >England<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-13\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#PF2_un_nuevo_modelo\" >PF2, a new model<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-14\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Posibles_alternativas_en_nuestro_modelo\" >Possible alternatives in our model<\/a><\/li><li class='ez-toc-page-1 ez-toc-heading-level-2'><a class=\"ez-toc-link ez-toc-heading-15\" href=\"https:\/\/blog.structuralia.com\/en\/colaboracion-publico-privada-infraestructuras-transporte\/#Conclusion\" >Conclusion<\/a><\/li><\/ul><\/nav><\/div>\n<div id=\"hs_cos_wrapper_post_body\">\n<p style=\"text-align: justify;\">That the <span style=\"font-weight: bold;\">The current infrastructure financing model is a problem in our country; almost no one doubts that.<\/span>. Many experts have been calling for an open, broad-minded debate based on precise analysis, so that we can arrive at a system that, on the one hand, ensures the maintenance of the magnificent infrastructure we have in our country and, on the other hand, facilitates investment in new infrastructure or the renovation of existing infrastructure. In contrast to the Spanish model, questions arise regarding how our neighbors are approaching this issue, the unique characteristics of our country, and what possible alternatives we might find to move toward a more sustainable model in the long term. <span style=\"font-weight: bold;\">In this article, we will review the models used in other countries in our region and gather the opinions of<\/span> <a style=\"font-weight: bold; text-decoration: none;\" href=\"https:\/\/www.linkedin.com\/in\/carlosmartinezgarcialoygorri\/\" rel=\"noopener\">Carlos Mart\u00ednez Garc\u00eda-Loyg<\/a><span style=\"font-weight: normal;\"><span style=\"text-decoration: none;\"><span style=\"font-weight: bold;\"><a href=\"https:\/\/www.linkedin.com\/in\/carlosmartinezgarcialoygorri\/\" rel=\"noopener\">orr<\/a><a href=\"https:\/\/www.linkedin.com\/in\/carlosmartinezgarcialoygorri\/\" rel=\"noopener\">i<\/a>, Civil Engineer and Director of Corporate Finance at the CYOPSA Group, as well as Director of Master's Programs at Structuralia <\/span><\/span>(MBA in Business Administration and Management of Engineering and Construction Projects; International Master's Degree in Public-Private Partnership Projects; and MBA in Infrastructure Management and Financing and Financial Models)<\/span>.<\/p>\n<h2 style=\"font-weight: bold;\"><span class=\"ez-toc-section\" id=\"El_modelo_de_colaboracion_publico_privada_en_las_autopistas_espanolas\"><\/span><span style=\"color: #f6aa4a;\">The Public-Private Partnership Model for Spanish Highways<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>By \"Public-Private Partnership\" (PPP), we mean any form of contract that allows the private sector\u2014either on its own or in conjunction with the public sector\u2014to manage a project involving the construction and\/or maintenance of public infrastructure. <span style=\"font-weight: bold;\">Its purpose is to undertake projects that the public sector would not otherwise have been able to carry out at that time<\/span>, as well as providing better service to citizens based on the greater efficiency that the private sector is expected to bring to the comprehensive management of infrastructure throughout its entire life cycle.<\/p>\n<p><span style=\"font-weight: bold;\">In our country, we have a long and rich history of CPP that dates back several centuries, to the Middle Ages<\/span>, when road tolls (tolls, bridge tolls, gate tolls, roadblocks, etc.) and taxes on the movement of goods (until the 18th century) were widespread, with the aim of financing road maintenance, including compensation for the nobles who financed their construction. Since then\u2014setting aside the regulations used as a legal framework\u2014all types of infrastructure have been addressed, of which more than half (56%) pertain to roads.<\/p>\n<h2 style=\"font-size: 20px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"El_debate_del_modelo_espanol\"><\/span><span style=\"color: #2d8bff;\">The Debate Over the Spanish Model<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>There is a significant public debate over whether the PPP model in Spain has helped foster competitiveness and growth, two of the most important benefits of this form of collaboration.<\/p>\n<p>It's obvious that this model has<span style=\"font-weight: bold;\"> It has made it possible to undertake infrastructure projects that could not have been carried out otherwise, in addition to providing a high quality of service (especially on roads, but also in hospitals, government buildings, sports facilities, etc.)<\/span> which would otherwise not have been possible for citizens. However, some argue that this model has not been used to its full potential.<\/p>\n<p>Jos\u00e9 Manuel Vassallo mentions<span style=\"font-weight: bold;\"> three problems in his extensive analysis \u201c<em>Challenges in Improving the Public-Private Partnership Model in Spain<\/em>\u201d (2015)<\/span>:<\/p>\n<ol>\n<li aria-level=\"1\">The use of the CPP as a mere tool to defer the allocation of investments to the national public deficit.<\/li>\n<li aria-level=\"1\">The lack of transparency in the numerous contract renegotiations that have taken place.<\/li>\n<li aria-level=\"1\">Inadequate contract terms, particularly with regard to the allocation of risks.<\/li>\n<\/ol>\n<p>In addition to these problems, Carlos Mart\u00ednez Garc\u00eda-Loygorri points out a few more:<\/p>\n<ol>\n<li aria-level=\"1\">The rigidity of legislation and public-private partnership contracts, which sometimes leads to unsustainable situations in the face of certain unforeseeable events.<\/li>\n<li aria-level=\"1\">The public administration\u2019s frequent failure to view these contracts and their contractors appropriately, regarding them as \u201cenemies\u201d rather than \u201cpartners.\u201d.<\/li>\n<li aria-level=\"1\">The short-sightedness often displayed by both the private and public sectors in these contracts, both during the bidding phase and in their management.<\/li>\n<li aria-level=\"1\">The politicization of the debate over the use of CPP.<\/li>\n<li aria-level=\"1\">The lack of a prior analysis of the type <em>value for money<\/em> or similar, so that the decision regarding the infrastructure financing model is not arbitrary.<\/li>\n<li aria-level=\"1\">The lack of a knowledge base on this type of contract within the public administration\u2014including its successes (of which there are many), its failures, its problems, the solutions found, and which of these have been effective to a greater or lesser extent.<\/li>\n<\/ol>\n<p>&nbsp;<\/p>\n<p><img decoding=\"async\" class=\"aligncenter\" style=\"width: 467px; margin-left: auto; margin-right: auto; display: block;\" src=\"https:\/\/blog.structuralia.com\/wp-content\/uploads\/2024\/12\/Carreteraesp_n340.png\" alt=\"Carreteraesp_n340\" width=\"467\" \/><\/p>\n<p style=\"font-size: 8px;\"><span style=\"font-size: 12px;\">N-340, the longest national highway in all of Spain, is 1,248 kilometers long and runs from C\u00e1diz to Barcelona.<\/span><\/p>\n<h2 style=\"font-weight: bold;\"><span class=\"ez-toc-section\" id=\"%C2%BFCual_es_el_modelo_de_nuestros_vecinos\"><\/span><span style=\"color: #f6aa4a;\">What is our neighbors' model?<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>In Europe, it is common practice for users to fund the maintenance and improvement of infrastructure\u2014especially road infrastructure\u2014thereby relieving the public budget of the need to allocate public funds for this purpose and freeing up resources to address growing social spending and encourage innovation. Let\u2019s take a look at some examples closest to our borders.<\/p>\n<h2 style=\"font-weight: bold; font-size: 20px;\"><span class=\"ez-toc-section\" id=\"Alemania_la_evolucion_constante\"><\/span><span style=\"color: #2d8bff;\">Germany: Constant Evolution<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>CPP projects can be structured in many different ways in Germany.<\/p>\n<p>For the construction of public buildings (hospitals, schools, or administrative buildings), public authorities, in <span style=\"font-weight: bold;\">In most cases, they want to retain ownership rights to the real estate and simply transfer the right to construct and operate or manage a building used for public purposes to a private investor<\/span>.<\/p>\n<p>From a legal perspective, it is also possible for the private investor to acquire title to the property and either be required to transfer the property back to the public authority or remain the owner at the end of the fixed term.<\/p>\n<p>Public authorities may also grant concessions to a private investor. The main difference between a public contract and a concession is the type of consideration granted to the contractor.<\/p>\n<p>While a contractor under a public contract typically receives compensation, a concessionaire obtains the right to use or market the service or good provided (for example, to market the service to third parties).<\/p>\n<p>These types of contracts are common, for example, in the transfer and operation of electricity and gas networks in municipalities and cities, with approximately 20,000 such agreements in Germany.<\/p>\n<h3 style=\"font-size: 20px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Las_autopistas_alemanas_a_toda_velocidad_hacia_la_privatizacion\"><\/span><span style=\"color: #2d8bff;\">German highways: Full speed ahead toward privatization<\/span><span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p>Public-private partnerships in the road sector in Germany have undergone a fundamental change in recent years.<\/p>\n<p>Since the first batch of pilot projects reached financial close between 2007 and 2009, PPPs have become a preferred method of acquiring and financing toll roads in Germany.<\/p>\n<p>Currently, several new-generation projects are either out for bid or in the planning stage, with the goal of attracting even more private investment to the road sector.<\/p>\n<p>Projects that have already been completed or are currently out for bid cover design, construction (road improvement), routine and structural maintenance, as well as operational aspects, and generally have a duration of 30 years. Compared to conventional construction projects, this covers the entire lifecycle.<\/p>\n<h2 style=\"font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"El_modelo_F_el_primero\"><\/span><span style=\"color: #f6aa4a;\">Model F, the first one<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>The first projects in the highway sector were the underground crossings of the Warnow and Trave rivers, which were completed in 2003 and 2005, respectively. These are classic toll models that allow the concessionaire to charge a toll to users of the respective crossings (the \u00abF model\u00bb). The toll rate is subject to approval by the competent public authority. Therefore, the concessionaire bears the traffic risk.<\/p>\n<h2 style=\"font-weight: bold; font-size: 30px;\"><span class=\"ez-toc-section\" id=\"Modelo_A_el_siguiente_lote_de_proyectos\"><\/span><span style=\"color: #f6aa4a;\">Model A, the next batch of projects<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>The next generation of projects consisted of four pilot projects. They were structured based on a model for upgrading roads at risk due to traffic volume (the <em>Expansion Model<\/em> or \u00abModel A\u00bb).<\/p>\n<p>Under this mechanism, the concessionaire was to receive compensation from the public authority based on traffic volumes calculated using the actual toll revenue from heavy-duty vehicles attributable to the corresponding section of the highway.<\/p>\n<p>Unlike Model F, the concessionaire for Model A received its compensation from the public authority and did not collect tolls directly. However, due to its dependence on actual toll revenue, the concessionaire\u2019s compensation was still subject to volatile traffic volumes, changing toll rates, and the composition of toll classes. Furthermore, when maintenance costs exceeded certain defined limits, the concessionaire\u2019s compensation was reduced by the so-called \u00ab<em>Traffic Disruption Costs<\/em>\u201dcalculated in accordance with the underlying project agreement.\".<\/p>\n<h2 style=\"font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Modelo_V_el_segundo_lote_de_proyectos\"><\/span><span style=\"color: #f6aa4a;\">Model V, the second batch of projects<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p>The so-called \u00absecond batch\u00bb of projects consists of nine federal highway projects, six of which are currently under construction.<\/p>\n<p>With the exception of the first project in this batch, the rest have been based on a new concept of an availability model (the <em>Availability Model<\/em> or \u00abModel V\u00bb). The Model V approach is based on a modified, quality-focused approach and no longer exposes the contractor to traffic volume risks. Instead, the contractor\u2019s compensation is based on the availability of the relevant road section and the quality of the contractual services provided.<\/p>\n<p>It is worth noting that since the launch of the first V-model project, it has been continuously refined\u2014not only to reflect the experience gained from implementing previous projects, but also to address market requirements.<\/p>\n<h2 style=\"font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Francia_nuevo_marco_legal\"><\/span><span style=\"color: #f6aa4a;\">France, New Legal Framework<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">The network of <span style=\"font-weight: bold;\">The French highway system, which accounts for about 1% of the road network, carries 25% of national traffic.<\/span><\/p>\n<p style=\"text-align: justify;\">In the case of France, it has been...<span style=\"font-weight: bold;\">has experimented with both toll-based and non-toll-based financing<\/span>, as well as publicly and privately owned toll roads.<\/p>\n<p style=\"text-align: justify;\">The construction, maintenance, and operation of the national highway network are funded through the national budget (25% of total resources), grants from the regional budget to the national network (20%), and funds from toll highway concessionaires (50%).<\/p>\n<p style=\"text-align: justify;\"><img decoding=\"async\" style=\"width: 613px; margin-left: auto; margin-right: auto; display: block;\" src=\"https:\/\/blog.structuralia.com\/wp-content\/uploads\/2024\/12\/184-mapa-carreteras-francia.jpg\" alt=\"184-mapa-carreteras-francia\" width=\"613\" \/><\/p>\n<h3 style=\"text-align: justify; font-size: 20px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Evolucion_del_modelo_de_financiacion_de_las_autopistas_en_Francia\"><\/span><span style=\"color: #2d8bff;\">Evolution of the Highway Financing Model in France<\/span><span class=\"ez-toc-section-end\"><\/span><\/h3>\n<p style=\"text-align: justify;\">In 1982, a new government agency, Autoroutes de France (ADF), was created.<\/p>\n<p style=\"text-align: justify;\">In 1987, the French government announced its intention to strengthen this agency with a capital injection of approximately 300 million euros. This capital injection, made using funds generated by the privatization of public companies, strengthened the central government\u2019s control. In the late 1980s, both local and national governments began evaluating the possibility of new private concessions without recourse, especially in urban areas, and in fact, some projects were implemented, such as the Prado-Car\u00e9nage Tunnel in Marseille.<\/p>\n<p style=\"text-align: justify;\">Since 1994, various multi-year investment contracts have been implemented. These contracts strike a balance between investment and toll increases.<\/p>\n<p style=\"text-align: justify;\">The French legal framework was reformed a few years ago through the transposition of the European directives on public procurement and concession contracts.<\/p>\n<p style=\"text-align: justify;\">Although the transposition of European directives and the implementation of ordinances and decrees were intended to clarify and modernize the French legal framework, the legal provisions governing public contracts (including partnership contracts) and concession contracts remained scattered across some 30 different texts. Consequently, in 2018, it was decided to adopt a Public Procurement and Contracts Code. The main objective of this project is to consolidate all regulations related to public procurement and concession contracts into a single document to provide better access for all businesses, with a focus on small and medium-sized enterprises.<\/p>\n<h2 style=\"text-align: justify; font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Desde_2000_privatizacion_de_concesionarias\"><\/span><span style=\"color: #f6aa4a;\">Since 2000: Privatization of dealerships<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">In the early 2000s, toll highway policy underwent significant changes to improve efficiency, in line with general European guidelines. First, from now on, concessions are awarded following a public bidding process and are no longer directly backed by guarantees. Second, the accounting treatment of existing concessions has been brought more into line with generally accepted accounting principles (the key issue was the depreciation process), and the government waived its guarantee of liabilities for existing concessions; in return, the duration of the concessions was extended; this state aid was approved by the European Commission (State Aid No. N540\/2000). As a result (straight-line depreciation over a longer period), the companies\u2014without any change in their cash flows\u2014have posted profits, paid income tax, and distributed dividends.<\/p>\n<p style=\"text-align: justify;\">In France, public-private partnerships are implemented in many economic sectors (such as transportation, health care, the justice system, education, the environment, energy efficiency, telecommunications, and culture), representing more than 100,000 million euros in economic activity each year.<\/p>\n<h2 style=\"font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Inglaterra\"><\/span><span style=\"font-size: 30px; color: #f6aa4a;\">England<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">Since 1989, English law has designated tolls as the basis for promoting the expansion of the highway network through public-private partnerships.<\/p>\n<p style=\"text-align: justify;\">That law (\u201cNew Roads and Street Works Act 1991\u201d) made it possible to establish concession agreements between the government and a private entity to design, build, and manage \u201cspecial roads.\u201d.<\/p>\n<p style=\"text-align: justify;\">In the case of England, it is worth noting that the term \u201cCPP\u201d is neither exclusive nor specific, and that there is a wide range of models that fall under this term.<\/p>\n<p style=\"text-align: justify;\">In 2012, the United Kingdom had 717 CPP projects on its roads, of which 648 are already in operation.<\/p>\n<p style=\"text-align: justify;\">Since 1994, the country has had a Highway Agency whose goal is to promote the involvement of the private sector, transferring many of the risks to it and fostering innovation in a variety of areas, including technical, operational, commercial, and financial.<\/p>\n<p style=\"text-align: justify;\">The United Kingdom was a pioneer not only in introducing innovations in new PPI models, but also in adapting the PPI framework to new market needs and trends.<\/p>\n<h2 style=\"font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"PF2_un_nuevo_modelo\"><\/span><span style=\"color: #f6aa4a;\">PF2, a new model<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">Over the years, the English model has undergone various changes as a result of its adaptability to market realities.<\/p>\n<p style=\"text-align: justify;\">For example, the \u201cPF2\u201d model differs from the previous one in terms of financial measures, risk allocation (greater risk retention by the public sector), procurement (new standard documentation and timeline), transparency (annual government report and greater oversight, as well as return on equity), and services.<\/p>\n<p style=\"text-align: justify;\">Broadly speaking, the British government intends to reduce its involvement in future projects, attract long-term investors, implement new measures aimed at limiting investors\u2019 ability to generate excessive profits from the sale of their shares, and facilitate access to alternative debt providers.<\/p>\n<p style=\"text-align: justify;\">It is worth noting that a new model called the \u201cnonprofit distribution model\u201d was also developed in Scotland; it was conceived as an alternative and is being used to fund projects in three main sectors: higher education, health care, and transportation.<\/p>\n<p style=\"text-align: justify;\">According to the Scottish government, the perceived benefits of this model are: a \u201ccap\u201d to ensure a \u201cnormal\u201d level of return for the private sector; improved transparency; operating surpluses are reinvested in the public sector; and the involvement of stakeholders in the model facilitates a more proactive and stable partnership.<\/p>\n<p style=\"text-align: justify;\">This model is already being used for a package of highway projects in Scotland worth approximately 1 billion pounds. The first of these is the M8 highway. By the end of March 2015, the total value of projects under this model currently under construction had reached 1.8 billion pounds.<\/p>\n<h2 style=\"text-align: justify; font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Posibles_alternativas_en_nuestro_modelo\"><\/span><span style=\"color: #f6aa4a;\">Possible alternatives in our model<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">There are two options for financing a country\u2019s infrastructure, both in terms of new investments and the maintenance and upgrading of existing infrastructure:<\/p>\n<ol>\n<li aria-level=\"1\">Payment by all citizens: through public budgets, whose funds may in turn come from various sources.<\/li>\n<li aria-level=\"1\">User fees: based on the European principles of \u201cuser pays\u201d and \u201cpolluter pays.\u201d.<\/li>\n<\/ol>\n<p style=\"text-align: justify;\">To make the right choice\u2014it is not a matter of ruling out one of the options, but rather of selecting the most appropriate one in each specific case\u2014it is necessary to analyze the project from every angle, taking into account all its externalities, both positive and negative. It is important not to overlook a very significant constraint: the scarcity of resources, which often\u2014and increasingly\u2014can dictate the financing model so that the public budget can cover other social spending categories\u2014such as education, healthcare, etc.\u2014without diverting resources from projects that can be paid for by their users.<\/p>\n<h2 style=\"font-size: 30px; font-weight: bold;\"><span class=\"ez-toc-section\" id=\"Conclusion\"><\/span><span style=\"color: #f6aa4a;\">Conclusion<\/span><span class=\"ez-toc-section-end\"><\/span><\/h2>\n<p style=\"text-align: justify;\">The current infrastructure financing model in Spain is not sustainable in the long term, as the infrastructure stock continues to deteriorate year after year without this model being able to address the problem. It is essential that we engage in a calm, open-minded discussion\u2014free from political bias\u2014about the model that we not only consider most appropriate but can also afford, and that, based on the conclusions reached, we all act in accordance with that model and with a unified approach.<\/p>\n<\/div>","protected":false},"excerpt":{"rendered":"<p>Que el modelo de financiaci\u00f3n actual de infraestructuras es un problema en nuestro pa\u00eds, casi nadie lo pone en duda. No son pocos los expertos que llevan solicitando un debate abierto, con amplitud de miras y precisi\u00f3n en el an\u00e1lisis, de manera que se pueda concluir en un sistema que garantice por un lado el [&hellip;]<\/p>\n","protected":false},"author":9,"featured_media":5337,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_ayudawp_aiss_exclude":false,"_ayudawp_aiss_summary":"","_ayudawp_aiss_summary_provider":"","_ayudawp_aiss_summary_hash":"","footnotes":""},"categories":[267],"tags":[],"class_list":["post-7015","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-educacion-stem-ingenieria"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.8 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>La colaboraci\u00f3n Uni\u00f3n Europea en las autopistas espa\u00f1olas<\/title>\n<meta name=\"description\" content=\"La colaboraci\u00f3n p\u00fablico privada en 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