Suchergebnisse

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.