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Motivated by criticism of the new infrastructure planning process, the paper considers the role of the Infrastructure Planning Commission and National Policy Statements. Drawing upon lessons learnt from other jurisdictions where similar legislation, structures and procedures have been operational for some time, emerging issues regarding policy, practice and the role of participants are considered through an empirical investigation, in the context of professional ethics, legitimacy and evidence-based decision making. Remedies are suggested to potential operational problems and issues of structural concern are identified which have ramifications for wider planning practice.

The new edition of this infrastructure planning and management resource has been fully updated and streamlined to improve ease of use for instructors, students, and professionals alike. It features global case studies and includes a new chapter on sustainability for design, construction, and maintenance.

Due to the climate crisis, the importance of reducing greenhouse gas (GHG) has been recognized by governments, private companies and the general public alike. Yet carbon capturing-based approaches are difficult to integrate with transportation, which is one of the largest GHG producing sectors, Therefore, electrification is the only viable approach to reduce emissions from transportation, by greatly increasing the market share of electric vehicles (EVs). However, the mass adoption of either (or both) of battery EVs (BEVs) and fuel cell EVs (FCEVs) require a large amount of supporting infrastructures, particularly the construction of EV charging stations (EVCSs) for BEVs and hydrogen refuelling stations (HRSs) for FCEVs. The goal of this study is to provide effective approaches for the sizing and sitting of EVCSs and HRSs to facilitate the deployment of BEVs and FCEVs. The background and an overview of the thesis are provided in Chapter 1, where the gaps in the current research are pointed out and the objectives of the thesis are formulated. Chapter 2 reviewed the current state of technologies regarding the hydrogen life cycle as well as the popular planning models for EVCSs and HRSs. In Chapter 3, to achieve a competitive strategy from the perspective of private companies, a market-based framework is proposed for the problem of EVCS planning by leveraging Graph Convolutional Network (GCN) and game theory. In Chapter 4, a multi-objective planning model is developed for EVCSs and the expansion of distribution network with significant renewable components while considering uncertainties in EV charging behaviour. Additionally, in Chapter 5, a planning model of HRS maximises the long-term profit while considering different practical constraints. The HRS planning model also addresses short-term demand uncertainty via redistribution. The models that are developed in this study are validated using either synthetic or real-world case studies, and the simulation results showed the effectiveness of the proposed models. ...

Front Cover -- Title Page -- Half Title -- Copyright -- Contents -- Foreword by Graham Haughton -- Preface -- Acknowledgements -- Chapter 1 -- Introduction: Why Do We Need Green Infrastructure? -- Chapter 2 -- What Does Green Infrastructure Do for Us? Connectivity, Access to Nature and Establishing Multi-functionality -- Chapter 3 -- How Do People Interact with Landscapes? Understanding the Value of Green Infrastructure -- Chapter 4 -- What Does Green Infrastructure Look Like? -- Chapter 5 -- Bigger, Bolder and Better: Innovation in Green Infrastructure Practice -- Chapter 6 -- How Do We Plan for Green Infrastructure? Linking Policy, Guidance and Practice -- Chapter 7 -- What Next for Green Infrastructure? -- Abbreviations -- Bibliography -- Index

Governments in many countries have sought to accelerate the time taken to make decisions on major infrastructure projects, citing problems of 'delay'. Despite this, rarely has the time variable been given careful empirical or conceptual attention in decision-making generally, or in infrastructure decision-making specifically. This paper addresses this deficit by analysing decision-making on two categories of major infrastructure in the UK – transport and electricity generation – seeking both to generate better evidence of the changes to decision times in recent decades, and to generate insights from treating time as resource and tracking its (re)allocation. We find that reforms introduced since 2008 have done relatively little to alter overall decision times, but that there are marked and revealing changes to the allocation of time between decision-making stages. While public planning processes have their time frames tightly regulated, aspects led by developers (e.g. pre-application discussion) are not; arranging finance can have a bigger effect on project time frames, and central government retains much flexibility to manage the flow of time. Speed-up reforms are also sectorally uneven in their reach. This indicates how arguments for time discipline falter in the face of infrastructure projects that remain profoundly politicised.

Governments in many countries have sought to accelerate the time taken to make decisions on major infrastructure projects, citing problems of 'delay'. Despite this, rarely has the time variable been given careful empirical or conceptual attention in decision-making generally, or in infrastructure decision-making specifically. This paper addresses this deficit by analysing decision-making on two categories of major infrastructure in the UK – transport and electricity generation – seeking both to generate better evidence of the changes to decision times in recent decades, and to generate insights from treating time as resource and tracking its (re)allocation. We find that reforms introduced since 2008 have done relatively little to alter overall decision times, but that there are marked and revealing changes to the allocation of time between decision-making stages. While public planning processes have their time frames tightly regulated, aspects led by developers (e.g. pre-application discussion) are not; arranging finance can have a bigger effect on project time frames, and central government retains much flexibility to manage the flow of time. Speed-up reforms are also sectorally uneven in their reach. This indicates how arguments for time discipline falter in the face of infrastructure projects that remain profoundly politicised.