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A quick look at roads of the past and bridges of the present : 99% invisible -- Infrastructure and its supporting institutions must both be redesigned / Thaddeus R. Miller -- Infrastructure suffers because not everyone pays a fair share of taxes / Chuck Collins -- US infrastructure must be improved and maintained / The White House -- Will contamination of water by lead pipes be stopped? / Julia Franz -- How many deaths from collapsed bridges will occur before the infrastructure is repaired? / Dave Schaper -- Overall, infrastructure is not crumbling / Jeffrey Harding -- Latin America must modernize its infrastructure / Marisol Argueta de Barillas -- Bipartisan bickering stalls infrastructure improvements / Heidi Crebo-Rediker -- Multiple factors influence infrastructure improvement / Douglas C. Smith & Kevin L. Kliesen -- Efficiency and private-sector innovation will improve infrastructure / James Pethokoukis -- Urban planning, digital technology, and smart cities' the future is near / Michel Sudarskis -- Local control of infrastructure can make a big difference / Charles Marohn -- Compared to other developed countries, us infrastructure is outdated / Hiba Baroud -- Similar economic benefits in the historical railroad development of US and India / Dave Donaldson -- What are the costs of underinvestment in infrastructure? / Samuel Sherraden and Shayne Henry -- Organizations to contact -- Bibliography -- Index

Intro -- NATIONAL INFRASTRUCTURE BANK CONCEPT AND PROPOSALS -- NATIONAL INFRASTRUCTURE BANK CONCEPT AND PROPOSALS -- CONTENTS -- PREFACE -- Chapter 1 NATIONAL INFRASTRUCTURE BANK: OVERVIEW AND CURRENT LEGISLATION -- SUMMARY -- INTRODUCTION -- WHAT IS AN INFRASTRUCTURE BANK? -- NATIONAL INFRASTRUCTURE BANK BILLS -- S. 652 "Building and Upgrading Infrastructure for Long-Term Development" -- Structure -- Eligible Projects -- Project Selection Criteria -- Financing Packages -- Funding of AIFA -- S. 936 "American Infrastructure Investment Fund Act of 2011" -- Structure -- Eligible Projects and Types of Financing -- AIIF Project Selection Criteria -- Financing Packages -- Funding of AIIF -- H.R. 402 "National Infrastructure Development Bank Act of 2011" -- Structure -- Eligible Projects -- Project Selection Criteria -- Financing Packages -- Funding of NIDB -- ISSUES FOR CONGRESS -- Will a Bank Increase Infrastructure Investment? -- Will an Infrastructure Bank Duplicate Existing Programs? -- Will a National Infrastructure Bank Accelerate Investment? -- What Are the Federal Budgetary Implications? -- Can a National Infrastructure Bank Be Financially Self-Sustaining? -- How Will Projects Be Selected? -- How Might an Infrastructure Bank Be Structured? -- How Might an Infrastructure Bank Be Governed? -- APPENDIX A. BACKGROUND ON INFRASTRUCTURE FINANCING -- The Federal Role -- Federal Credit Assistance Programs -- Tax-Favored Infrastructure Bonds -- Public-Private Partnerships -- APPENDIX B. PROJECTS ELIGIBLE FOR FINANCING UNDER LEGISLATIVE PROPOSALS -- End Notes -- Chapter 2 WASTEWATER INFRASTRUCTURE FINANCING: STAKEHOLDER VIEWS ON A NATIONAL INFRASTRUCTURE BANK AND PUBLIC-PRIVATE PARTNERSHIPS -- WHY GAO DID THIS STUDY -- WHAT GAO FOUND -- ABBREVIATIONS -- BACKGROUND -- Federal Laws Applying to Wastewater Treatment

Intro -- CRITICAL INFRASTRUCTURE -- CRITICAL INFRASTRUCTURE -- CONTENTS -- PREFACE -- Chapter 1 CRITICAL INFRASTRUCTURES: BACKGROUND, POLICY, AND IMPLEMENTATION -- SUMMARY -- LATEST UPDATE INFORMATION -- INTRODUCTION -- FEDERAL CRITICAL INFRASTRUCTURE PROTECTION POLICY: IN BRIEF -- THE PRESIDENT'S COMMISSION ON CRITICAL INFRASTRUCTURE PROTECTION -- PRESIDENTIAL DECISION DIRECTIVE NO. 63 -- RESTRUCTURING BY THE BUSH ADMINISTRATION -- Pre-September 11 -- Post-September 11 -- THE OBAMA ADMINISTRATION -- DEPARTMENT OF HOMELAND SECURITY -- Initial Establishment -- Second Stage Review Reorganization -- Post-Katrina Emergency Management Reform Act of 2006 -- POLICY IMPLEMENTATION -- Government-Sector Coordination -- Appointment of the National Infrastructure Advisory Council -- Internal Agency Plans -- National Critical Infrastructure Plan -- Information Sharing and Analysis Center (ISAC) -- Identifying Critical Assets, Assessing Vulnerability and Risk, and Prioritizing Protective Measures -- ISSUES AND DISCUSSION -- Identifying Critical Assets, Functions, and Systems -- Assessing Vulnerabilities and Risk -- Allocating Resources -- Information Sharing -- Regulation -- APPENDIX -- Federal Funding for Critical Infrastructure Protection -- FY2011 DHS Budget Request and Prior Year Appropriations for Infrastructure Protection and Information Security Program and Other Relevant DHS Budget Activities -- IPIS -- Other Infrastructure Related Programs -- End Notes -- Chapter 2 DHS EFFORTS TO ASSESS AND PROMOTE RESILIENCY ARE EVOLVING BUT PROGRAM MANAGEMENT COULD BE STRENGTHENED -- WHY GAO DID THIS STUDY -- WHAT GAO RECOMMENDS -- WHAT GAO FOUND -- BACKGROUND -- Critical Infrastructure and the Concept of Resiliency

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 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.

Abstract
This essay interprets a 1714 petition by five Black Bostonians as a challenge to the role infrastructure played in racial capitalism's development in colonial New England. It theorizes this petition as an "ante-commons," or a collective action at once before, alongside, and apposite to colonial modes of possession. It further shows how commons in early America did not simply oppose racial capitalism; they often supplemented enclosure, dispossession, and accumulation. Infra this whole story—underneath the extant archives and subsequent settler narratives of colonial New England's racial infrastructure—are intimately intertwined Black and Native lives and lands that unsettled possession in both its individuated and common forms.

"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.

Executive SummaryInfrastructure investment can substantially increase a nation's capital stock and thereby boost productive, or supply-side, potential. It can also be useful as a tool in macroeconomic stabilisation, while public spending on quality infrastructure projects has been shown to have significantly greater multiplier effects than tax cuts – so the case for an increasing spend is not undermined by a country's overall debt level.These arguments are especially apposite for post-Brexit UK. Britain's investment performance in general has been especially poor since the 2016 EU referendum. Fixed capital formation as a proportion of GDP is low by international standards, while the government's share of fixed capital formation, at 2.5 per cent, is also below average. It would make sense to target an increase in public and private infrastructure spend to 3.5 per cent of GDP which is the OECD's recommended level.While major infrastructure projects continue to generate controversy on grounds of cost overruns and other issues, UK policy-makers have recently taken a more constructive approach to infrastructure development, notably with the creation of an independent National Infrastructure Commission.But the UK's infrastructure remains unsatisfactory, with significant parts of its energy, water, transport and communications networks in need of renewal or replacement, and infrastructure project delivery remains poor. In summary, much of Britain continues to operate well into the 21st century largely with 20th century, sometimes 19th century, infrastructure assets that are creating bottlenecks, crimping productivity, putting off potential foreign investors, undermining the economy's competitiveness, increasing inequality, and leaving the economy ill-equipped to face future challenges such as Brexit and climate change.The government needs to be bolder, setting out a more ambitious set of priorities including energy projects, regional spending, and fostering capital recycling and private sector investment. A still more ambitious, but eminently feasible, proposal would be to establish a National Investment Bank to offer project guarantees, recommend user fees, lend to projects with the proceeds of National Investment Bonds and simplify planning among other tasks. In a serious downturn, with monetary policy exhausted, the NIB could also help to co-ordinate and finance a response.

Based on the authors' long-term field research on low-skilled labor migration from China and Indonesia, this article establishes that more than ever labor migration is intensively mediated. Migration infrastructure – the systematically interlinked technologies, institutions, and actors that facilitate and condition mobility – serves as a concept to unpack the process of mediation. Migration can be more clearly conceptualized through a focus on infrastructure rather than on state policies, the labor market, or migrant social networks alone. The article also points to a trend of "infrastructural involution," in which the interplay between different dimensions of migration infrastructure make it self-perpetuating and self-serving, and impedes rather than enhances people's migratory capability. This explains why labor migration has become both more accessible and more cumbersome in many parts of Asia since the late 1990s. The notion of migration infrastructure calls for research that is less fixated on migration as behavior or migrants as the primary subject, and more concerned with broader societal transformations.

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

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