This paper proposes a floating-interest-rate infrastructure bond, where the interest of a government bond is paid to investors during the period of construction and the early period of operation. Unlike the usual government bond, which provides a fixed interest rate, the proposed floating-interest-rate infrastructure bond pays a floating interest, the rate of which depends on spillover tax revenues. Effective infrastructure projects have a positive effect on the economic growth of a region, known as the spillover effect. When user charges and the return from spillover tax revenues are below the fixed rate of the government bond, the interest rate will equal to the fixed rate of the government bond. In this case, investors in the infrastructure will receive interest on the government bond at the minimum rate. As the spillover effect of the infrastructure increases, the rate of return for infrastructure investment will become greater than the fixed rate of the government bond. The success of the floating-interest-rate infrastructure bond depends on the spillover effect and on transparency and accountability. Policy recommendations are provided in this paper on how to increase the spillover effect and improve transparency and accountability.
This paper examines the social life and sociality of urban infrastructure. Drawing on a case study of land occupations and informal settlements in the city of Belo Horizonte in Brazil, where the staples of life such as water, electricity, shelter and sanitation are co-constructed by the poor, the paper argues that infrastructures – visible and invisible – are deeply implicated in not only the making and unmaking of individual lives, but also in the experience of community, solidarity and struggle for recognition. Infrastructure is proposed as a gathering force and political intermediary of considerable significance in shaping the rights of the poor to the city and their capacity to claim those rights. ; This is the author's accepted manuscript. The final version is published by Sage in Theory, Culture and Society here: http://tcs.sagepub.com/content/early/2014/10/06/0263276414548490.abstract.
"The City Implant is an urban design project that can be used to strengthen an existing center or create a new one. It is a spatial and programmatic upgrade that gives an area the status of a center or increases the density of an existing center. Rather than intervening in undeveloped land, a City Implant should be a transformer of empty land and even under-exploited traffic junctions. A City Implant should describe the quality of centrality itself." Alex Wall "Boomtown v. Regiocity: Thinking and designing or the Networked City Region." (Almy, 286) Transportation infrastructures across the United States create issues with urban planning and design and the general operations of life that occur around them. As much as they sponsor movement and transport, they impede the ability to perceive cohesive identities of urban landscape. Rusted, decaying, impassable walls of infrastructure are imbedded all across the nation's landscape. The availability and necessity of transportation and increased mobility in the times of planners such as Robert Moses, gave transportation infrastructure the title of progress and innovation. In the wake of this progress, the impact that the infrastructure has on the landscape that supports it has often been ignored. This gives rise to divided and undesirable landscapes that too often are inhabited by un-mediating programs and wastelands of uninhabitable space. Communities outside thriving civic centers are often divided into regions of un-integrated commercial, residential and industrial land that has developed haphazardly around the large systems of infrastructure as opposed to around a thriving city center. Areas of "frozen-space" arise in "in-between" places, and it is the crucial role of architecture to re-connect and give value to these places through the creation of vital paths and public spaces. Architecture has the potential to intervene (to be "implanted") within pre-existing infrastructural elements in such a way as to create valuable space. In doing so, it can regenerate and strengthen an otherwise derelict urban environment by providing scalar mediation and new programming. The resulting condition could support the creation of public space while allowing for future growth and development in creating vital links between public spaces and programs otherwise divided by the infrastructure. In 1893, a railroad network was put in place in Massachusetts, stemming from the center of Boston and radiating to major metropolitan areas to the South and to the West. The Massachusetts government wanted to be at the forefront of those trying to take hold of the power and potential of the steam locomotive, harnessing it to allow for maximum travel and importation of goods. In 1950, the SouthEast Expressway was built. These two elements have had limitless impact upon the communities which they invade (Kennedy, 34). Setting up a framework that mediates the edge where the city meets transportation fabric, creates possibilities of new opportunities, where once there was a barrier. The site of Dorchester, Massachusetts is a place that is a manifestation of the divide that has been created by the infrastructure. On the one side of the train tracks and highway infrastructure is a dense neighborhood void of green space and significant identity. On the other, is a peninsula that juts out into the Atlantic called Harbor Point. Located on Harbor Point are the UMASS, Boston campus, the John F. Kennedy Memorial Library, a mixed use housing development with walkable amenities and a diverse coastline. As is typical with much of the Boston terrain, Harbor point was added as infill in 1930. Though physically connected to the mainland of the Dorchester neighborhood, it maintains this identity of separate part and piece. I want to attach onto that which has divided the area, the infrastructure. I want to use the idea of the train, the way in which it facilitates accessibility and mobility and use it to spur future growth of the area. The nature of the infrastructure that has created an environment for the train and automobile that is out of scale with the human body that utilizes it on a regular basis. I want to use this infrastructure to create an intervention that reclaims areas divided by impassable barriers.
Opponents of states and capital must be prepared to defend ourselves. To understand the nature of the state is to know that it will attack to kill when and where it feels a threat to its authority and power. But the struggles against exploitation, oppression, and repression must also move to the offensive. With the emboldening of reactionary forces on the far Right, there has been a renewed focus on issues of community self-defense, not only against the violence of the state but against organized fascists and Right-wing vigilantes alike. There has also been a developing seriousness, particularly among anarchist and antifascist, or antifa, activists. The goal of all anarchism is not to eliminate violence in social struggle (a futile and impossible pursuit given the nature of the state), but to limit the amount, degree, and extent of violence and harm inflicted by state agents, and their vigilante supporters, on the poor, oppressed, and exploited. And this is part of the emphasis on insurrectionary infrastructures. Non-material (emotional) and material resources and spaces are necessary to defend communities and workplaces under attack, but also to organize possible, and necessary, offensives. Insurrectionary Infrastructures reflects on strategies and tactics of rebellion and resistance and offers suggestions for fighting to win
The darkness that came from the Mediterranean Sea covered the city hated by the procurator. М. Bulgakov. The Master and MargaritaThe seventh airfield subzone covered our beloved city. Construction was stopped, and engineering was frozen. Now we have as much free time as we need. And while Irkutsk is struggling with the mistakes of previous administrations, let's see how new air terminals are opened one by one in the regional capitals of the country: Kemerovo, Saratov, Perm. The first one we saw was LEONOV in Kemerovo. And we saw it not online, but live, when we arrived at the Festival "Zodchestvo in Siberia".The object of the issue is not a frequent section in PB. This issue contains several significant infrastructure facilities by Moscow authors. Airport terminals in three Russian regional capitals (41) and the Nizhegorodskaya transport hub in Moscow (63).The main Siberian festival of this autumn is a regular festival "Zodchestvo in Siberia" held in the first decade of September in Kemerovo (15-36). It is noteworthy that the main focus of the work of the key speakers of this festival, Nikolay Shumakov and Timur Bashkaev, is on transport infrastructure facilities. So the stars are aligned for us to talk about it, about INFRASTRUCTURE.The infrastructural crisis has hit fully half of the inhabited world. The gigantic transport, energy and information systems created in the middle of the last century have exhausted their resources. Mikhail Mishustin's government is adopting an ambitious plan to invest tens of trillions of rubles into the country's infrastructures. Joe Biden's government is discussing a similar plan that costs trillions of dollars. Meanwhile, it turns out that both the philosophy and methodology of infrastructure design have fundamentally changed and now require a deep rethinking. Along with the burning issues, however, we do not forget about anniversaries. The new issue of PB opens with a diptych devoted to the 80th anniversary of our regular author Alexander Rappaport. ; Тьма, пришедшая со Средиземного моря, накрыла ненавидимый прокуратором город…М. Булгаков «Мастер и Маргарита»Седьмая аэродромная подзона накрыла любимый нами город. Остановилось строительство, замерло проектирование. Свободного времени стало столько, сколько надобно. И пока Иркутск борется с ошибками предыдущих администраций, посмотрим, как один за другим открываются новые, поименованные, аэровокзалы региональных столиц страны – Кемерова, Саратова, Перми… Первым мы увидели кемеровский ЛЕОНОВ, причем увидели не он-лайн, а живьем, прилетев на фестиваль ЗВС.Объект номера – не частая рубрика в пб. В этом номере сразу несколько значительных объектов инфраструктуры московских авторов. Аэровокзалы трех российских региональных столиц (41) и столичный транспортно-пересадочный узел «Нижегородская» (63).Главный сибирский праздник этой осени – очередной фестиваль ЗВС, прошедший в первой декаде сентября в Кемерове (15–36). Интересно, что ключевые спикеры этого фестиваля – Николай Шумаков и Тимур Башкаев – в своем творчестве сосредоточены на объектах транспортной инфраструктуры. Так звезды встали, указывая нам, что самое время поговорить о ней, об ИНФРАСТРУКТУРЕ.Инфраструктурный кризис накрыл добрую половину обитаемого мира. Гигантские транспортные, энергетические, информационные системы, созданные в середине прошлого века, выработали свой ресурс. Правительство Михаила Мишустина принимает амбициозный план вложений десятков триллионов рублей в инфраструктуры страны. Правительство Джо Байдена обсуждает аналогичный план стоимостью в триллионы долларов. Тем временем выясняется, что и философия, и методология проектирования инфраструктуры кардинально поменялись и требуют глубокого переосмысления.Впрочем, за злобой дня мы не забываем и о юбилеях. Новый номер пб открывается диптихом, посвященным 80-летнему юбилею нашего постоянного автора Александра Раппапорта.
This entry has been realised in the framework of the H2020-MSCA-RISE-2018 project "LoGov - Local Government and the Changing Urban-Rural Interplay". LoGov aims to provide solutions for local governments that address the fundamental challenges resulting from urbanisation. To address this complex issue, 18 partners from 17 countries and six continents share their expertise and knowledge in the realms of public law, political science, and public administration. LoGov identifies, evaluates, compares, and shares innovative practices that cope with the impact of changing urban-rural relations in five major local government areas: (1) local responsibilities and public services, (2) local financial arrangements, (3) structure of local government, (4) intergovernmental relations of local governments, and (5) people's participation in local decision-making. The present entry addresses the structure of local government in Germany. The entry forms part of the LoGov Report on Germany. To access the full version of the report on Germany, other practices regarding the structure of local government and to receive more information about the project, please visit: https://www.logov-rise.eu/. This project has received funding from the European Union's Horizon 2020 research and innovation programme under the Marie Skłodowska-Curie grant agreement No 823961.
OpenAIRE is an open service infrastructure whose assets may vary during its lifetime in order to add/update functionalities or add/provide content. Examples are the additions of re3data, OpenDOAR, DOAJ or funder databases to collect content or the interoperation with SYGMA Cordis Portal and other databases and registries to deliver content. If such dynamicity is one of the most powerful features of the OpenAIRE infrastructure, to achieve its full potential, sustainability, and in respect of European legislation, it has to be constrained by precise rules and an established vision. The OpenAIRE Infrastructure Policy Board (IPB) is a body in charge of establishing the policies ruling the infrastructure ecosystem over time in terms of: (i) terms required by extra services to be included in the infrastructure ecosystem (e.g. QoS), (ii) terms required by new content providers to be aggregated in the information space (e.g. OpenAIRE guidelines, SLAs), (iii) OpenAIRE content acquisition policies defining the range/typology of content that will be included in the information space and relative Terms of Agreement, (iv) Service Level Agreements, and (iv) the IPR issues related with reuse of OpenAIRE data and services (e.g. license, "credit and citation policy").
OpenAIRE is an open service infrastructure whose assets may vary during its lifetime in order to add/update functionalities or add/provide content. Examples are the additions of re3data, OpenDOAR, DOAJ or funder databases to collect content or the interoperation with SYGMA Cordis Portal and other databases and registries to deliver content. If such dynamicity is one of the most powerful features of the OpenAIRE infrastructure, to achieve its full potential, sustainability, and in respect of European legislation, it has to be constrained by precise rules and an established vision. The OpenAIRE Infrastructure Policy Board (IPB) is a body in charge of establishing the policies ruling the infrastructure ecosystem over time in terms of: (i) terms required by extra services to be included in the infrastructure ecosystem (e.g. QoS), (ii) terms required by new content providers to be aggregated in the information space (e.g. OpenAIRE guidelines, SLAs), (iii) OpenAIRE content acquisition policies defining the range/typology of content that will be included in the information space and relative Terms of Agreement, (iv) Service Level Agreements, and (iv) the IPR issues related with reuse of OpenAIRE data and services (e.g. license, "credit and citation policy").
The aim of this paper is to find the relationship among government and private capital formation in Pakistan during the period 1981 to 2018. This study employs Auto Regressive Distributive Lag (ARDL) bound test. The results show that government infrastructure investment negatively effects on private infrastructure capital formation in long run and short run, indicating that government infrastructure investment crowds out private infrastructure investment. In determining the role of the government in investment and liberalization policies, the results of this paper have important policy implications.
A recent report from the UN makes the case for "global data literacy" in order to realise the opportunities afforded by the "data revolution". Here and in many other contexts, data literacy is characterised in terms of a combination of numerical, statistical and technical capacities. In this article, we argue for an expansion of the concept to include not just competencies in reading and working with datasets but also the ability to account for, intervene around and participate in the wider socio-technical infrastructures through which data is created, stored and analysed - which we call "data infrastructure literacy". We illustrate this notion with examples of "inventive data practice" from previous and ongoing research on open data, online platforms, data journalism and data activism. Drawing on these perspectives, we argue that data literacy initiatives might cultivate sensibilities not only for data science but also for data sociology, data politics as well as wider public engagement with digital data infrastructures. The proposed notion of data infrastructure literacy is intended to make space for collective inquiry, experimentation, imagination and intervention around data in educational programmes and beyond, including how data infrastructures can be challenged, contested, reshaped and repurposed to align with interests and publics other than those originally intended.
Tunisia's has made significant investments in infrastructure, which has contributed to economic growth. The investments have enabled reasonably good access to basic infrastructure services. While access rates are high, the relative quality of Tunisia's infrastructure has deteriorated significantly over the last ten years. State-owned enterprises (SOEs), which dominate the infrastructure sector, receive considerable subsidies and incur notable financial losses. Overall, there is a heavy reliance on external borrowing to fund infrastructure investment, which creates contingent liabilities, and enhances foreign exchange and macro-economic risk. Chapter one provides an overview of Tunisia's infrastructure performance; chapter two discusses each sub-sector in more detail in terms of achievements and challenges; chapter three looks at historical trends in spending followed by a scenario analysis of investment needs with anecdotal examples, and discusses the present macro-economic and fiscal constraints; and chapter four presents possible action items for further discussion with the Tunisian government.
There is still much progress to make concerning the French and the European railway networks, both from governance and competitiveness standpoints. This is the conclusion this work lead to. The results from the Enerdata-LET research consortium (2014) illustrate that, considering factor 4 for horizon 2050, the modal shift of demand in transport towards railway could be massive. Regarding this, the situation of Paris-Lyon high-speed line, already up to its saturation level, addresses the issue of the capacity a system possesses to bear new traffics. Two schools oppose there. On one side, the supporters of the SNIT suggest a quasi-doubling of the high-speed railway network, in order to cope with futures needs, whereas on the other side, the "Mobilité 21" commission gives priority to the search of increasing returns from the existing infrastructure. Without claiming to solve the issue, this work attempts to bring up comprehension elements on the interaction between demand and offer in the railway sector.Studying the accordance between an increase in railway demand and offer leads us to question performance. It means being able to define capacity of the railway infrastructure, first. But it also means questioning its limits, which addresses the phenomenon of saturation, also called congestion. Eventually, this all inevitably leads to put into perspective the relativeness of these limits and to question the ways to overcome them. The objective of this research is to apply this issue to the railway system, accounting its specificities. We consider its constitution as a network industry and as a natural monopoly, when considering the infrastructure (infrastructure manager). Without pretending to conclude the debate on governance, we consider that this particularity might influence actors and, thus, performance. We also consider the legal framework at the European scale. One can't question performance without framing the railway sector within its legal context. Then, the main purpose of the analysis stands in the study ...
There is still much progress to make concerning the French and the European railway networks, both from governance and competitiveness standpoints. This is the conclusion this work lead to. The results from the Enerdata-LET research consortium (2014) illustrate that, considering factor 4 for horizon 2050, the modal shift of demand in transport towards railway could be massive. Regarding this, the situation of Paris-Lyon high-speed line, already up to its saturation level, addresses the issue of the capacity a system possesses to bear new traffics. Two schools oppose there. On one side, the supporters of the SNIT suggest a quasi-doubling of the high-speed railway network, in order to cope with futures needs, whereas on the other side, the "Mobilité 21" commission gives priority to the search of increasing returns from the existing infrastructure. Without claiming to solve the issue, this work attempts to bring up comprehension elements on the interaction between demand and offer in the railway sector.Studying the accordance between an increase in railway demand and offer leads us to question performance. It means being able to define capacity of the railway infrastructure, first. But it also means questioning its limits, which addresses the phenomenon of saturation, also called congestion. Eventually, this all inevitably leads to put into perspective the relativeness of these limits and to question the ways to overcome them. The objective of this research is to apply this issue to the railway system, accounting its specificities. We consider its constitution as a network industry and as a natural monopoly, when considering the infrastructure (infrastructure manager). Without pretending to conclude the debate on governance, we consider that this particularity might influence actors and, thus, performance. We also consider the legal framework at the European scale. One can't question performance without framing the railway sector within its legal context. Then, the main purpose of the analysis stands in the study of saturation of the Paris-Lyon high-speed line. We consider the line as representative of the expected performance level of the whole French railway network. It challenges both technical and economic capacities that are in the core of our rationale on performance, its requirements and the opportunities of the French network. ; Les marges de progression pour le système ferroviaire français et européen restent nombreuses tant du point de vue de la gouvernance que de la compétitivité. C'est la conclusion à laquelle tend ce travail. Les résultats du consortium de recherche Enerdata-LET (2014) montrent que dans le respect du facteur 4 à horizon 2050, le report de la demande en transport vers le ferroviaire pourrait être massif. Face à cela, la situation de la LGV Paris-Lyon, déjà à la limite de la saturation, interroge sur la capacité du système à accueillir de nouveaux trafics. Deux écoles s'affrontent sur cette question. D'un côté, les tenants du SNIT proposent un quasi doublement du réseau LGV pour répondre aux futurs besoins tandis que la commission « Mobilité 21 » privilégie la recherche de rendements croissants à partir de l'existant. Sans prétendre résoudre le débat, ce travail tente d'apporter des éléments de compréhension sur l'interaction entre demande et offre dans le ferroviaire.L'étude de la concordance entre augmentation de la demande et offre ferroviaire nous mène à poser la question de la performance. Elle sous-entend d'être en premier lieu capable de définir la capacité d'une infrastructure ferroviaire. En second lieu, la mise en évidence de limites conduit à interroger le phénomène de saturation ou congestion. Enfin, interroger la notion de saturation mène inévitablement à mettre en perspective la relativité des limites et à poser la question de leur dépassement.L'objectif de cette recherche est d'appliquer cette problématique au système ferroviaire en tenant compte de ses spécificités. On tient compte de sa constitution en tant qu'industrie de réseau et de monopole naturel dans le cas de l'infrastructure (gestionnaire d'infrastructure). Sans prétendre trancher le débat sur le mode de gouvernance, on considère que cette particularité peut influencer le comportement des acteurs et indirectement la performance du système. On considère également l'évolution législative du système au niveau européen. On ne peut aborder la question de la performance sans resituer le secteur dans son contexte juridique. Enfin, l'essentiel de l'analyse repose sur l'étude de la saturation de la LGV Paris-Lyon. On considère cette LGV représentative de la performance souhaitée pour le réseau ferroviaire français. Elle concentre à la fois les défis techniques et économiques de la capacité qui constituent le cœur de notre réflexion sur la performance, ses conditions et les marges de progression du réseau français.
There is still much progress to make concerning the French and the European railway networks, both from governance and competitiveness standpoints. This is the conclusion this work lead to. The results from the Enerdata-LET research consortium (2014) illustrate that, considering factor 4 for horizon 2050, the modal shift of demand in transport towards railway could be massive. Regarding this, the situation of Paris-Lyon high-speed line, already up to its saturation level, addresses the issue of the capacity a system possesses to bear new traffics. Two schools oppose there. On one side, the supporters of the SNIT suggest a quasi-doubling of the high-speed railway network, in order to cope with futures needs, whereas on the other side, the "Mobilité 21" commission gives priority to the search of increasing returns from the existing infrastructure. Without claiming to solve the issue, this work attempts to bring up comprehension elements on the interaction between demand and offer in the railway sector.Studying the accordance between an increase in railway demand and offer leads us to question performance. It means being able to define capacity of the railway infrastructure, first. But it also means questioning its limits, which addresses the phenomenon of saturation, also called congestion. Eventually, this all inevitably leads to put into perspective the relativeness of these limits and to question the ways to overcome them. The objective of this research is to apply this issue to the railway system, accounting its specificities. We consider its constitution as a network industry and as a natural monopoly, when considering the infrastructure (infrastructure manager). Without pretending to conclude the debate on governance, we consider that this particularity might influence actors and, thus, performance. We also consider the legal framework at the European scale. One can't question performance without framing the railway sector within its legal context. Then, the main purpose of the analysis stands in the study of saturation of the Paris-Lyon high-speed line. We consider the line as representative of the expected performance level of the whole French railway network. It challenges both technical and economic capacities that are in the core of our rationale on performance, its requirements and the opportunities of the French network. ; Les marges de progression pour le système ferroviaire français et européen restent nombreuses tant du point de vue de la gouvernance que de la compétitivité. C'est la conclusion à laquelle tend ce travail. Les résultats du consortium de recherche Enerdata-LET (2014) montrent que dans le respect du facteur 4 à horizon 2050, le report de la demande en transport vers le ferroviaire pourrait être massif. Face à cela, la situation de la LGV Paris-Lyon, déjà à la limite de la saturation, interroge sur la capacité du système à accueillir de nouveaux trafics. Deux écoles s'affrontent sur cette question. D'un côté, les tenants du SNIT proposent un quasi doublement du réseau LGV pour répondre aux futurs besoins tandis que la commission « Mobilité 21 » privilégie la recherche de rendements croissants à partir de l'existant. Sans prétendre résoudre le débat, ce travail tente d'apporter des éléments de compréhension sur l'interaction entre demande et offre dans le ferroviaire.L'étude de la concordance entre augmentation de la demande et offre ferroviaire nous mène à poser la question de la performance. Elle sous-entend d'être en premier lieu capable de définir la capacité d'une infrastructure ferroviaire. En second lieu, la mise en évidence de limites conduit à interroger le phénomène de saturation ou congestion. Enfin, interroger la notion de saturation mène inévitablement à mettre en perspective la relativité des limites et à poser la question de leur dépassement.L'objectif de cette recherche est d'appliquer cette problématique au système ferroviaire en tenant compte de ses spécificités. On tient compte de sa constitution en tant qu'industrie de réseau et de monopole naturel dans le cas de l'infrastructure (gestionnaire d'infrastructure). Sans prétendre trancher le débat sur le mode de gouvernance, on considère que cette particularité peut influencer le comportement des acteurs et indirectement la performance du système. On considère également l'évolution législative du système au niveau européen. On ne peut aborder la question de la performance sans resituer le secteur dans son contexte juridique. Enfin, l'essentiel de l'analyse repose sur l'étude de la saturation de la LGV Paris-Lyon. On considère cette LGV représentative de la performance souhaitée pour le réseau ferroviaire français. Elle concentre à la fois les défis techniques et économiques de la capacité qui constituent le cœur de notre réflexion sur la performance, ses conditions et les marges de progression du réseau français.
