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The paper is devoted to new scientific approaches to the formation of the transport and logistics infrastructure in major cities of the country. The paper considers solving the problem of transport cost reducing, as a significant part of the production cost in an industrial sector of the economy and enterprises, by implementing a complex of logistics operations in the field of transport services. The purpose of the theoretical paper is a mathematical formalization of the solution of the particular problems of optimizing the traffic control on the basic network of transport highways with varying degrees of detail of municipal facilities. There is a set of mathematical models developed to adequately describe the temporal characteristics of developing the transport and logistics complexes of the cities with the possibility of their optimization at any time according to a given set of parameters. [ABSTRACT FROM AUTHOR]

In the era of the Fourth Industrial Revolution (Industry 4.0), the issues of timely delivery of raw materials and goods are becoming the main factor in the efficiency of formed transport and logistics chains. The acceleration of the process of cargo transportation in international traffic has an impact on the economic and political interaction of the participating countries. Today, transit transportation of goods and containers should be carried out according to the principles of "seamless" logistics. Such transportation is possible only with the development and implementation of digital technologies and the creation of a single information platform with the connection of all participants in the transport market. The state of the terminal and transport infrastructure of border checkpoints is a limiting element in the movement and processing of foreign trade cargo flows. The purpose of this article is to study the problems of functioning of border checkpoints on the territory of the Far Eastern District of Russia and to consider the criteria for the formation of terminal and logistics infrastructure for the effective passage of projected cargo volumes. The paper presents and describes two groups of criteria – basic and additional. At the end of the article, the existing technological problems in the passage of goods across the state border are considered and tools for improving the efficiency of the organization and promotion of international goods are proposed. [ABSTRACT FROM AUTHOR]

The relevance of improving inter-level cooperation in the management of rural areas in modern conditions, in view of the intersectoral and interterritorial affiliation of infrastructure systems, determined the goals and objectives of this paper. The purpose of the study is to determine the guidelines for organizing inter-level cooperation in managing the infrastructure of rural areas on the basis of studying scientific sources, analyzing statistical information, identifying patterns of modern development. The authors considered trends in the development of rural infrastructure on the example of the entities of the Ural macroregion of Russia. Among the results of the study, the role of infrastructure as a material basis is noted, which forms relationships and interactions in rural areas, leading to a qualitatively new integration of participants in reproductive processes associated in a specific location. To overcome negative trends and improve the quality of cooperation in infrastructure management, it is proposed to introduce the institute of agro-industrial territorial economic systems, which allows developing the logic of management processes while respecting the interests of business, population and management. The results of the study confirmed that inter-level cooperation is the most important element of management activities in achieving sustainable development of rural areas. [ABSTRACT FROM AUTHOR]

The Russian market of transport and logistics infrastructure developed rather slowly in 2019. By the way, there was nowhere to expect breakthrough indicators – the growth of the world economy is slowing down, and therefore the decline trends are inherent in many industries around the world. Delivery volumes gradually gained momentum, but in early 2020 there was a crisis – the COVID-19 pandemic, which swept the whole world and changed the lives of not only millions of people, but also the situation in the international and regional markets. The closure of borders between countries and the introduction of a self-isolation regime has led to a significant reduction in the volume of production capacities. The COVID-19 pandemic, having disrupted the established ties between producers and consumers around the world, has made serious adjustments to the business processes of transport and logistics organizations. The paper analyzes the features of the formation and functioning of logistics chains for Russia and the world. Global trends in the development of transport and logistics infrastructure in the modern conditions of transformation of economic relations were identified. [ABSTRACT FROM AUTHOR]

The paper deals with the issues of response to abnormal and emergency situations, including threats of and acts of unlawful interference on vehicles and transport infrastructure facilities of the railways of the Russian Federation. The response process is considered in terms of the regulations of interaction between the units in charge of the response and transfer of information about an accident. Based on the results of the analysis of regulatory documents, the data on the response processes in the event of threats, acts of unlawful interference and other abnormal and emergency situations were structured. An algorithmic model of the response process of the structural units of the railway, forces and units responsible for transport safety on the transport infrastructure facilities and vehicles and other safety authorities under threats, acts of unlawful interference and other abnormal and emergency situations have been developed. [ABSTRACT FROM AUTHOR]

The research of some features of the population distribution in the North of Russia has been presented in the paper. The aim of the research is to reveal systemic and prospective problems of population density estimating in Russia’s northern regions. The objects of the research were the subjects of the Russian Federation, fully or partially located in the Zone of the North. The population density in the North of Russia has been analyzed in the paper. The information concerning the area of the Russian Federation’s subjects, fully or partially located in the Zone of the North, has been presented as well. The Zone of the North is characterized by harsh natural and climatic conditions and insufficiently developed social infrastructure. At the same time, the Russian North is rich in mineral resources, including power ones. The presence of the population in the northern territories is the basis of their economic development, therefore, a number of questions concerning population accommodation in the northern territories are of high relevance. The paper identifies the objective and subjective factors affecting the resettlement of the population in the North. A number of main problems concerning the indigenous peoples of the North have been presented. [ABSTRACT FROM AUTHOR]

The aim of the paper is to assess the millionaire cities attractiveness for residents in the Russian Federation in the period from 2011 to 2015. Ranking is made using 20 indices combined in five groups. As a result, authors find out that the best positions among millionaire cities in their attractiveness for living are taken by Ekaterinburg, Novosibirsk and Chelyabinsk. They are characterized by a high standard of living, the state of the economy, and the provision of social infrastructure. A little lower attractiveness is shown by Nizhny Novgorod, Kazan and Krasnoyarsk. In the middle of ranking are cities Perm, Omsk, Volgograd and Samara, showing the minimal difference between each other in the integral index. Rostov-on-Don, Ufa and Voronezh are citiesoutsiders in context of their attractiveness for living. [ABSTRACT FROM AUTHOR]

The paper examines the impact of public-political factors on the regional sustainable development in the light of the historical experience of the Siberian cities during the Russo-Japanese war (1904-1905). Based on the analysis of archival materials and publications in the Siberian printed press at the beginning of the 20th century, the authors have identified the reasons why the sustainable development of the largest Siberian cities was hindered at that period. The construction of the railway eliminated the problem of transport links with Siberian cities; however it made them dependent on external supply of goods. Local Siberian production declined with the advent of cheap imported goods; warehouse infrastructure reduced due to the uselessness; the alternative modes of transport could not compete with the railroad and left the main traffic directions. The Russo-Japanese war began in 1904 and left Tomsk, Krasnoyarsk and Irkutsk without transport service for nearly eighteen months, since cargo railway transportation which was not related to the supply of the army, was discontinued. Siberian cities were in catastrophic conditions: food prices increased several times, hospitals worked without pharmaceuticals, urban construction was stopped. Historical examples of unsatisfactory supply of cities under the influence of intense public and political factors demonstrate that sustainable urban development is impossible without the diversification of the sources and means of subsistence. Diversification is proved to be necessary, it can guarantee the use of the transport and economic infrastructure in the interests of the city in unexpected situations. [ABSTRACT FROM AUTHOR]

Developments surrounding the media in post-Soviet countries highlight a nagging issue facing theorists and proponents of civil society and social capital. On the one hand, analysts argue that a strong civil society and ample supplies of social capital provide the free flows of information and trust necessary to both stimulate economic development and promote good governance. On the other hand, little guidance exists as to how these institutions develop; particularly in countries evolving from socialist regimes where former state structures essentially crowded out the so-called third sector. Analysts like Robert Putnam point to the existence of virtuous circles, a reciprocating and mutually reinforcing effect between civil society and economic development – but few analysts have indicated how these circular relationships are first set in motion. If students of democratic and market transitions are to understand how civil society develops in relation to the economy and state, they must identify the points of origins of key, tangible, social institutions like a free media. In this paper, the author brings a wealth of cases to the examination of this issue by examining the relationship between media freedom and a set of demographic, economic and political variables drawn from each of the 88 (minus the Chechen Republic) regions of the Russian Federation. Given the marked variation on key indicators across Russia’s regions, a subnational analysis of this issue allows one to isolate the socioeconomic, demographic and political variables of interest while controlling for a host of cultural factors which might otherwise hinder a cross-national study. Furthermore, the study benefits from a rather sophisticated media freedom measure developed by the organization "Obshchestvennaia Ekspertiza" (Social Expertise) which draws upon a complex set of measures related to information access and the production and distribution of media products for all of Russia’s federal subunits. The author concludes that, while economic diversification and development are key prerequisites for a free media, other factors, like a more liberal political culture and the nature of Russia’s asymmetrical federal structures, have a small role to play. The results indicate that levels of media freedom were mostly determined by economic development and the diversification of local economic structures during the 1990s. Nonetheless, the models also hint at some role for a latent liberal political culture existing in some regions as well as a measure signifying whether or not the region is an "ethnic" republic. Together these outcomes indicate that, while economic development appears to be a necessary prior condition for the development of a strong Post-Soviet media, certain regions appear to exhibit a preexisting liberal political culture that can at least enhance the development of regional media freedom. Furthermore, the significance of the ethnic republic measure supports the assertions of other authors (Kahn 2003) that the special status of these units has promoted the growth of regional authoritarianism. [ABSTRACT FROM AUTHOR]

International experience shows that public-private partnerships can harness the financial and managerial resources of private business to implement infrastructure projects and related services. In Russia, however, such partnerships have run up against significant obstacles. Based on the experiences of the Western High-Speed Diameter highway public-private partnership project in Saint Petersburg, this paper scrutinises the investment attractiveness of Russian infrastructure projects generally and discusses critical steps to implementing further public-private partnerships in the country. [ABSTRACT FROM AUTHOR]

Purpose. To attract investments in the economy of the country is very important. Rise in the standard of living of the population, the increase in the scale of the real sector and other effects of investments in the region result in improving regional infrastructure, which, in turn, improves the investment attractiveness of the region. The paper will present the results of empirical research of described regularities. So purpose of this article is research of correlation between the investment attractiveness of Russian regions and the dynamics of development of the real sector in these regions. Methods. To evaluate the performance results of enterprises of the real sector of Russia the method used by the author earlier for the study of the economy of Northwestern Federal District has been adapted. Integral values for each activity of the regions are calculated. According to the results of calculations the regions are divided into 6 groups. And then this results compared with the numerical values of the investment potential and investment risk of regions. Results. The data only partially evidence on the direct dependence of the successful work of the real sector on the level of investment attractiveness of the region in the years preceding the period in question. Consideration of backflow, i.e. influence of successful work of the real sector on the increase of the investment attractiveness of the region, gave results similar to the previous case. Conclusions. It can be said that the hypotheses advanced in the beginning of the article have been confirmed, although not in full. Most regions that had unfavorable investment climate at the beginning of the years 2000 showed low integral indices of the real sector performance in subsequent years. The conclusion is clear - the absence of attractive environment for investors, deprives the real sector of opportunity to obtain funds for the development and, accordingly, there is no development. Without the development of the real sector the region has neither the funds nor the incentives to improve their investment climate. [ABSTRACT FROM AUTHOR]

Improvement of transport infrastructure in Europe is often characterized as a precedent for further integration of economies and regions in an enlarged Europe. In the early 1990s this process was institutionalized in the development of pan-European transport corridors. Extension of three pan-European transport corridors to Russia was a logical continuation of the EU's efforts in engaging Russia with Europe. Taking this as a loose starting point, the paper focuses on reasoning embedded in Russian policies on development of its transport infrastructure. The shift from conceptualization of infrastructure development in Russia as a part of pan-European corridor policy to that of international transport corridors provides an example to inquire transition from one logic of reasoning to another. The notion of different game forms is introduced and linked with analytical application of 'practical inference' scheme. ..PAT.-Unpublished Manuscript [ABSTRACT FROM AUTHOR]

High on the list of the Russian government's "Strategic Enterprises and Strategic Stock Companies" that was first made public in August 2004 are a number of companies that are specialized in infrastructure development.Taking control of Russia's premier infrastructure construction and management firms is the central plank in Moscow's effort to develop a new strategy of influence in the countries to Russia's south. During the past two years the Russian government has sought to extend its influence over the countries of the region through gaining management responsibility or substantial equity in energy and transportation systems in Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Turkmenistan, and Tajikistan. Russia's neo-mercantilist expansion into the region is driven primarily by political rather than economic considerations. The Kremlin is determined to counter American and European influence in the region while also building a bulwark against Chinese encroachment. Harnessing Russia's comparative advantage in energy and power appears to use business in order to advance strategic purpose. However if commercial risks are not carefully managed, the Russian government may find itself shouldering unexpected burdens as the Central Asian enterprises continue to produce losses, demand subsidies, and provide only minimal strategic political advantage. ..PAT.-Unpublished Manuscript [ABSTRACT FROM AUTHOR]