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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Joint Development as a Value Capture Strategy in Transportation Finance</title>
      <link>https://trid.trb.org/View/2507215</link>
      <description><![CDATA[Synthesizing relevant experiences in US and some Asian countries, this article reviews joint development as a value capture strategy for funding public transit. The review starts from the concept of joint development in transportation, its rationale, and the extent of use. The authors then provide a classification of joint development models with respect to ownerships and transaction methods. These models are illustrated with case examples from multiple countries. After that, they assess the efficacy of joint development with a set of criteria for transportation finance evaluation, including economic efficiency, social equity, revenue adequacy & sustainability, and political & administrative feasibility. Finally, the authors conclude and provide recommendations for policy consideration.]]></description>
      <pubDate>Thu, 13 Mar 2025 17:03:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2507215</guid>
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    <item>
      <title>Optimization of Joint Decision of Transport Mode and Path in Multi-Mode Freight Transportation Network</title>
      <link>https://trid.trb.org/View/1992642</link>
      <description><![CDATA[This paper mainly studies the joint decision of transportation mode and path in the multi-mode transportation network to provide the optimal plan for freights. This paper constructs a multi-mode transportation network system by setting virtual connections between networks with different transportation modes. The Dijkstra and multi-objective optimization algorithms are used to select the path in the network. After determining the optimal path, the paths’ time, cost, and risk functions are established. The multi-objective function is converted into a single objective function by setting constraint conditions through the analytic hierarchy process. Then, the function is optimized by using the gradient descent method. Finally, the transportation plan for the case of chemical freights is formulated by using the above algorithms. The results show that the proposed algorithm can successfully find the solution for the joint decision of transportation mode and path in the complex network. After a quantitative analysis of the planned effect, the optimization actions of changing the initial transportation time and adjusting the upper limit of resources are proposed. The study findings provide a theoretical basis for improving the efficiency of the comprehensive transportation network.]]></description>
      <pubDate>Thu, 21 Jul 2022 13:39:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1992642</guid>
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      <title>Joint Development Agreements Using FTA Funds or FTA-Funded Assets</title>
      <link>https://trid.trb.org/View/1875158</link>
      <description><![CDATA[This legal research digest is intended to assist transit agencies with navigating the Federal Transit Administration (FTA) assisted joint development (JD) process for transit-oriented development (TOD). It addresses legal challenges or complications that may arise during that process. The digest also provides a catalog of best JD/TOD practices, and model agreements that transit agencies can tailor to their own specific needs and situations. This digest serves as an update to TCRP LRD 12: The Zoning and Real Estate Implications of Transit-Oriented Development and TCRP LRD 36: Transit Oriented and Joint Development: Case Studies and Legal Issues. It identifies the legislative, regulatory, and legal changes that have occurred at the federal level since the publication of TCRP LRD 36. The research concludes that the majority of the challenges and complications encountered by transit agencies during the joint development process are largely procedural in nature, and are related to public misconception of the FTA's requirements for FTA-assisted JD, rather than specific legal or regulatory challenges. Thus far, there have been relatively few documented legal challenges for transit agencies engaging in JD projects, nor is there federal case law directly impacting public transit agencies engaging in JD partnerships with private entities. The digest addresses the lack of clarity of the steps, rules, and requirements of the FTA-assisted JD process by regional transit agencies/authorities; public misperception; lack of public engagement/community buy-in; and the private development sector.]]></description>
      <pubDate>Mon, 04 Oct 2021 17:19:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1875158</guid>
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    <item>
      <title>TCRP Research Report 224: Guide to Joint Development for Public Transportation Agencies</title>
      <link>https://trid.trb.org/View/1874614</link>
      <description><![CDATA[Transit-oriented development (TOD) is at the center of virtually every discussion about smart growth, equitable development, and climate change. In that light, it’s no surprise that joint development— that is, TOD in which a transit agency is a participant—is a topic of growing interest not only to transit agencies themselves but also to developers, local governments, and community stakeholders. In 2018, the Transportation Research Board, through the Transit Cooperative Research Program (TCRP) and with the support of the Federal Transit Administration (FTA), launched an effort to create a practical, experience-based guidebook. This brief article discusses the development of the Guide and key findings.]]></description>
      <pubDate>Mon, 30 Aug 2021 14:46:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874614</guid>
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    <item>
      <title>Guide to Joint Development for Public Transportation Agencies: Appendices</title>
      <link>https://trid.trb.org/View/1855143</link>
      <description><![CDATA[The appendices published herein are the appendices to TCRP Research Report 224, Guide to Joint Development for Public Transportation Agencies, which is designed to advance the successful use of joint development projects in North American transit systems—addressing the volume and variety of projects undertaken, the diversity of transit agencies participating, and the quality of outcomes achieved. The guide rests on a research effort including in-depth surveys with transit agencies, local or regional government entities, and private sector companies. The research team also undertook an extensive survey of relevant literature from both academic and practical sources. These appendices present the research findings.]]></description>
      <pubDate>Tue, 01 Jun 2021 13:12:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1855143</guid>
    </item>
    <item>
      <title>FHWA Joint Development Study</title>
      <link>https://trid.trb.org/View/1763568</link>
      <description><![CDATA[The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) has brought about sweeping changes in the way transportation improvements of all kinds are funded. These changes have occurred at both the federal and state levels. Coupled with the funding changes wrought by ISTEA are other factors that have brought renewed interest in identifying new sources of funds and creative financing for transportation improvements. These factors include the development of new transit systems, the need to link highways and transit systems in multi-modal exchange points, and the desire to increase ridership through adjacent development, encourage redevelopment of specific urban areas, maximize the use and value of public property, and capture some of the land value created (or positively influenced) by investments in transportation infrastructure. The study focuses on the use of creative financing and funding through joint development and public/private partnerships. The study features case studies that explore several different facets of joint development.]]></description>
      <pubDate>Mon, 08 Feb 2021 20:56:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1763568</guid>
    </item>
    <item>
      <title>Guide to Joint Development for Public Transportation Agencies</title>
      <link>https://trid.trb.org/View/1762601</link>
      <description><![CDATA[This report is designed to advance the successful use of joint development projects in North American transit systems—addressing the volume and variety of projects undertaken, the diversity of transit agencies participating, and the quality of outcomes achieved.  The guide rests on a research effort including in-depth surveys with transit agencies, local or regional government entities, and private sector companies. The research team also undertook an extensive survey of relevant literature from both academic and practical sources. The research findings are presented in a series of nine appendices available in TCRP Web-Only Document 73.  The contents are divided into two main sections. The first section addresses the sequential stages of the joint development process, from program development through site planning, developer selection, and project execution. At each stage, there is a focus on best practices.  The second section addresses strategic issues that cut across the sequential stages of the process.  Here, too, best practices are an organizing framework. This section also describes the role of FTA and addresses the critical need to coordinate with local governments, from planning through execution, to secure favorable zoning, timely approvals, and appropriate development incentives. There are extended discussions of the economics of joint development projects, particularly the tradeoffs that a transit agency faces in defining and evaluating its financial return and the critical role that two issues—affordable housing and parking—have come to play in the economics and policy parameters of many joint development projects. Emerging business models are described which serve to expand the horizon of joint development practices. These include development of hub stations and transit centers; opportunities to partner with off-site developers and sister land-owning agencies; value capture districts that fund transit improvements; planning new and extended corridors with an intentional focus on joint development opportunities; and development of non-station assets. Transit agencies undertake joint development for three primary reasons: to monetize a real estate asset; to generate increased ridership; and to influence sustainability, equitable development, and transit-oriented place-making in station areas and corridors. The conclusion of the guide addresses how transit agencies can turn these goals into metrics that help define the desired outcomes of their joint development activities and evaluate actual outcomes.]]></description>
      <pubDate>Mon, 11 Jan 2021 17:00:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1762601</guid>
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    <item>
      <title>Explaining (non-)cooperation on disputed maritime resources: joint development agreements, disputed territory, and lessons from the Falkland Islands</title>
      <link>https://trid.trb.org/View/1509493</link>
      <description><![CDATA[In maritime disputes such as the South China Sea conflict, Joint Development Agreements (JDAs) are increasingly discussed as settlement mechanisms that can ensure the cooperative use of contested marine energy resources. However, to this day little is known about why only some states with competing claims opt to negotiate JDAs. This paper first proposes a theory that explains under which conditions states are willing to conclude JDAs and then investigates whether such resource-sharing agreements are a viable solution to the intractable maritime conflicts that involve disputed islands. The main argument is that where disputed territory is present, the political will to cooperate on sharing maritime resources is unlikely to materialise due the nationalist rhetoric employed by the claimant states, which frequently constitutes a lasting obstacle to compromise. To lend empirical support to this argument, an in-depth case study of the 1995 JDA between Argentina and the United Kingdom is presented.]]></description>
      <pubDate>Fri, 29 Jun 2018 10:33:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1509493</guid>
    </item>
    <item>
      <title>Federal Environmental Compliance for Projects Utilizing Alternative Funding Models</title>
      <link>https://trid.trb.org/View/1515613</link>
      <description><![CDATA[The purpose of NCHRP 25-25, Task 81 is to conduct a review of federal environmental and regulatory processes and outcomes for projects funded through public-private partnerships (e.g., highway, bridge, and tunnel concessions, as well as other types of operating arrangements) and other alternative funding mechanisms (e.g., joint development agreements). This project-level review is summarized in a compendium of project templates that structure the research findings in a consistent and comparable format providing insight into the role of the private sector in the environmental and regulatory processes and how it may affect the state/federal role. The templates are designed to reveal: Specific factors that determine the roles the public and private sectors play; Outcomes from the role the private sector plays in the public process; Trends or a lack thereof, as projects are generally unique; and Best practices or lessons learned applicable to the environmental and regulatory clearance of future projects While the primary purpose of the research conducted for NCHRP 25-25, Task 81 is to prepare a series of templates demonstrating different models for gaining environmental clearance for projects utilizing alternative funding approaches, the project oversight panel directed the research team to investigate the following issues: What is different with the environmental review and compliance processes when the private sector is involved on a joint development or P3 basis? What factors should project sponsors consider during the environmental review or compliance phases of project development in order for these types of projects to succeed? and How are environmental commitments tracked and enforced with design-build contracts and who is tracking them and confirming follow through?]]></description>
      <pubDate>Mon, 18 Jun 2018 12:26:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515613</guid>
    </item>
    <item>
      <title>Legal Aspects of Transit and Intermodal Transportation Programs. Topic 18-04. Joint Development Agreements Using FTA Funds or FTA-Funded Assets</title>
      <link>https://trid.trb.org/View/1500961</link>
      <description><![CDATA[The objective of this research is to produce a digest that addresses both FTA requirements for JD projects with FTA assistance or FTA-funded assets, and develops model provisions to include in JD agreements. As background, the report should discuss the essential requirements of the Circular referenced above - including definitions of JD and TOD, eligibility for a JD project, and the JD process - in order to help FTA grantees navigate the process. For example, what role does the FTA play in the process, and to what timelines should grantees adhere to receive any necessary FTA guidance or approvals? If there are other federal and state agencies providing funding, what role should they play (e.g., in the environmental process), and to what extent will the FTA accept their decisions? 
In determining appropriate provisions to be contained in a JD agreement, the author should consider the structure of the agreement (e.g., lease or sale), model provisions to ensure satisfactorily continuing to control and protect the federal interest, and assignment of risk. The author should identify and interview agencies that have undertaken JD projects to determine issues that have arisen in the solicitation of proposals and the negotiation of the agreement. In addition, the author should discuss lessons learned, including issues that became apparent post development that were not adequately addressed in the agreement (e.g., bankruptcy, enforcement, contamination, liens, foreclosures, insurance, maintenance, management). The report should include sample agreements, with special emphasis on transit-specific provisions that transit agencies have successfully negotiated to protect adjacent or future transit uses. ]]></description>
      <pubDate>Mon, 05 Feb 2018 17:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1500961</guid>
    </item>
    <item>
      <title>Encouraging Transit Oriented Development: Case Studies that Work</title>
      <link>https://trid.trb.org/View/1372402</link>
      <description><![CDATA[This document presents an overview of the benefits associated with transit-oriented development and provides illustrative case studies. Case study topics include: affordable housing, station area planning, community development corporations, parking, aesthetic zoning, public-private partnerships, joint development, land assembly, and housing trust funds.]]></description>
      <pubDate>Mon, 26 Oct 2015 09:12:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372402</guid>
    </item>
    <item>
      <title>Joint Development and How it Motivates the Development of Urban Subways</title>
      <link>https://trid.trb.org/View/1362561</link>
      <description><![CDATA[Urban subway has great social efficiency, but its construction and operation costs are very expensive. Joint development is a product of cooperation between the public and private sectors. It can integrate planning and construction of urban subway with land development. The concept of joint development was introduced on the basis of expounding the relationship between urban subway and land development. The effects and mechanism of joint development were studied from two aspects: subway stations and subway impact areas. For the subway stations, the authors focused on the selection of station locations and the joint development of subway site business model. For the subway impact areas, the authors evaluated the influence of subway on land value of surrounding areas.The related area mode and the mechanism of joint development in the subway site areas were specifically analyzed.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:26:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1362561</guid>
    </item>
    <item>
      <title>Promoting Rail &amp; Intermodal Trips in Southeast Europe</title>
      <link>https://trid.trb.org/View/1340572</link>
      <description><![CDATA[South East Europe (SEE) is an area undergoing radical changes the last years; its countries, although fragile from the recurrent effects of economic crisis, are timidly moving on a recovery path and are trying to catch up with the rest of European countries. A flagship field that needs improvement so as to provide better living conditions to citizens is this of transportation. Mobility is vital for the area, both for the growth of city hubs and for the revitalization and stimulation of transnational trips that will give rise to a virtuous cycle in SEE countries’ economies. Tackling the low use of PuT in SEE, from the one hand through supporting high speed and long distance connections among the hubs (transnational level) and from the other hand through developing a coherent and stable intermodal PuT network (urban and national level) although sounding ambitious, it is however, attainable. Based on a dedicated examination of 11 city hubs in SEE (Bologna, Venice, Trieste, Ljubljana, Vienna, Bratislava, Budapest, Thessaloniki, Sofia, Zagreb and Bucharest) and on the early results of “Rail4SEE – Rail Hub Cities for South East Europe” project (South East Europe programme, Regional Policy's Territorial Cooperation, EU), this paper tries to develop clusters of cities that present similar characteristics and to conclude in key messages for those clusters that can feed future policy actions aiming to strengthen intermodality in the area. Albeit not trying to force a “one-size-fits-all” strategy, best practices exchange among hubs belonging in the same cluster and possible synergies between hubs presenting competitive rail connections rank among the targets of the clustering procedure that represents the core axis of the current paper. Clusters of hubs are defined as sub groups of the examined hubs which in current status substantiate a synergetic operational scheme for green & seamless transportation of passenger in SEE and/or groups of hubs which in accordance to their future investments plans are compatible in scope, priorities and time schedule of their future investments and can create the basis for joint development of new, modern intermodal rail based PuT services of high penetration to passengers. The collection of data and the brief analysis of the involved hubs is the preliminary step before the clustering. The clustering of the 11 hubs, taking into account issues such as currently provided transportation services, additional provisions to passengers (ICT and non ICT provision, timetables harmonization, ticket integration), existing governance and financial schemes and potential future improvements brought by the realization of ongoing and future plans, is made on a three level approach; urban (city hub integration), national (city hub accessibility) and international level (city hub interconnectivity). The gaps in offering seamless intermodal rail based transportation in the study area highlighted vividly the areas that need further enhancement. The paper closes with key messages derived from the whole analysis as regards the future needs of each hub and the necessary investments that can contribute to the development of a seamless passengers’ intermodal public transport network rail based in SEE.]]></description>
      <pubDate>Mon, 02 Feb 2015 10:27:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340572</guid>
    </item>
    <item>
      <title>Innovation in Public Transport Finance: Property Value Capture</title>
      <link>https://trid.trb.org/View/1323903</link>
      <description><![CDATA[This book evaluates the performance of value capture (VC) mechanism by focusing on such aspects as equity, revenue-generating potential, stakeholder support, and the legal and policy environment.  The book reviews four major VC mechanisms: joint development projects; special assessment districts; impact fees; and tax increment financing; all of which are currently used in the United States (US) to fund public transit. These mechanisms involve the identification and capture of a public infrastructure-led increase in property value. Through the study of prominent examples of these VC mechanisms, the book conducts a comparative assessment of VC mechanisms to help policy makers and practitioners to choose one, or a combination of VC mechanisms. Although the book focuses on the US, the use of the VC mechanisms and the urgent need for additional revenue to fund public transportation are world-wide concerns. An overview of the VC mechanisms currently in use around the world is also provided. With all levels of governments currently under significant fiscal stress, any new transit funding mechanisms are of interest.]]></description>
      <pubDate>Wed, 01 Oct 2014 14:20:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323903</guid>
    </item>
    <item>
      <title>Value Capture for Transportation Finance</title>
      <link>https://trid.trb.org/View/1255153</link>
      <description><![CDATA[Value capture seeks to generate revenue by extracting a portion of the gains in the value of land that result from improvements to transportation networks. In this paper the authors identify value capture strategies, including land value taxes, tax increment financing, special assessments, transportation utility fees, development impact fees, negotiated exactions, joint development, and air rights. The authors evaluate each of the policies according to four criteria: efficiency, equity, sustainability, and feasibility. The value capture concept is placed within a more general framework of transportation finance that emphasizes the relationship between different types of charges and groups of beneficiaries from transportation investments.]]></description>
      <pubDate>Mon, 22 Jul 2013 14:53:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1255153</guid>
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