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    <title>Transport Research International Documentation (TRID)</title>
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Transit-oriented development and land value capture in China: a public–private partnership perspective</title>
      <link>https://trid.trb.org/View/2643296</link>
      <description><![CDATA[Transit-oriented development (TOD) has become a central strategy of local governments to reshape land-use planning and spatial structure. However, cooperations on effectively implementing TOD between state-owned enterprise and private sector still lack little attention. This case study of TOD in Ningbo, China, illustrates planning practice by an innovative institutional hybrid: a public–private partnership (PPP). Key findings include: 1) the PPP-driven TOD was of mutual benefit to both private developers and municipal government; 2) land value capture (LVC) provided significant municipal revenue by leveraging the synergies and exploiting the capacities for innovation; 3) four factors are essential for an equitable distribution of LVC: realistic expectations of land value appreciation, the potential for market volatility, risk management policy, and cost-benefit sharing formulas; and 4) distribution of LVC under the PPP has some deficiencies. These findings contribute to best practice in TOD planning and enhanced cooperation between PPP stakeholders.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643296</guid>
    </item>
    <item>
      <title>Assessing the Impact of Rail Accessibility on Land Value Dynamics: The Case Study of Metro Manila Light Rail Transit Line 2</title>
      <link>https://trid.trb.org/View/2646031</link>
      <description><![CDATA[Several rail investments have been proposed to improve mass transportation in the Philippines. the government should consider alternative sources, such as land-based tools like land value capture (LVC), which capitalize increases in land values due to improved rail accessibility. This study assessess the impact of Metro Manila's Light Rail Transit Line 2 (LRT-2) on residential and commercial land values across key project phases using two econometric approaches: difference-in-difference (DID) to estimate the causal impact of rail station accessibility, and the hedonic pricing model (HPM) to evaluate how transport and neighborhood characteristics affect land value changes. The DID results indicate a positive treatment effect on commercial land values from 2018 to 2024, enough to cover project costs within at least a 0.5 km radius of market area. Meanwhile, HPM results show the highest assessed residential land value increases between 251 and 500 meters from rail stations, and the highest commercial value increases within 250 meters of stations, highlighting key areas for potential LVC implementation.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:20:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646031</guid>
    </item>
    <item>
      <title>Optimizing Transit-Oriented Development Strategies Integrating Land Value Capture in Chennai’s Metro Corridor</title>
      <link>https://trid.trb.org/View/2648495</link>
      <description><![CDATA[Cities face challenges such as pollution, traffic congestion, and rising land costs resulting from rapid urbanization. Transit-Oriented Development (TOD), an integrated approach to land use and transportation, has emerged as a promising solution to create walkable communities with high-density developments near transit hubs. At the same time, it is also important to assess the redevelopment potential and value gains from such developments. In this regard, the study formulates a framework to identify the potential land parcels for redevelopment and amalgamation, along with a suitable value capture mechanisms in the case of Chennai, India. Indicators were identified in accordance with international best practices. Residents’ perspectives on TOD awareness, willingness to redevelop, and suitable Land Value Capture (LVC) mechanisms were recorded. Findings reveal limited public awareness about TOD and associated value capture mechanisms, as well as fragmented land ownership that limits redevelopment potential. Interviews with developers and decision-makers revealed challenges such as developers’ reluctance toward TOD due to inadequate incentives and financial constraints that hinder further development. To address these issues, a spatial index is developed and refined through a Principal Component Analysis (PCA) to evaluate land transformation potential using factors such as building height, plot size, accessibility, and ownership patterns. The index can be used to identify and rank plots suitable for redevelopment and amalgamation, and can be replicable for other cities. Based on the index outputs, policy variables such as Floor Area Ratio (FAR) and the LVC mechanism combinations can be tested to optimize development in TOD zones.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648495</guid>
    </item>
    <item>
      <title>A Protocol for Evaluating the Impact of Transit-Oriented Development Strategies in Indian Metropolitan Areas</title>
      <link>https://trid.trb.org/View/2647795</link>
      <description><![CDATA[Transit-oriented development (TOD) is a comprehensive urban planning approach that strategically integrates land use and transportation systems to optimize urban growth. TOD approach attempts to integrate the complex interplay between transportation infrastructure, land use management, real estate market dynamics, and utility infrastructure systems. Regulations regarding Floor Area Ratio (FAR), ground coverage, plot size, and land use are focused on guiding the development of an area. However, in the case of TOD zones, these development decisions could lead to further implications such as gentrification, increased land prices, location choice variations, and reduced infrastructure carrying capacity, eventually impacting the quality of life. Although the policies and guidelines supporting TOD in India are in place, there is no established method to evaluate the effect of various policies related to FAR, housing, land use mix, development schemes, and land value capture mechanisms at a station area level. In this regard, this study intends to develop a protocol based on the System Dynamics (SD) approach to determine the optimal FAR and associated development regulations for a TOD influence zone based on key control variables such as optimal ridership, real estate market dynamics, LVC mechanisms, developers’ decisions, and infrastructure availability. The protocol can be used to test various policies and arrive at an optimal combination of policies and development regulations that are best suited for a specific station area. The proposed protocol can act as a robust decision-support tool for urban planners, policymakers, and developers, facilitating optimal TOD strategies and enhancing the sustainability of urban growth.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647795</guid>
    </item>
    <item>
      <title>Evolving land value effects of BRT and MRT: Evidence from Jakarta’s mobility transition</title>
      <link>https://trid.trb.org/View/2630609</link>
      <description><![CDATA[Bus rapid transit (BRT) has been widely adopted in emerging economies for its affordability and incremental implementation potential. Yet, many cities are now starting to implement urban rail as a higher-quality mass-transit alternative. This raises the question of the role of existing BRT networks once rail arrives, particularly regarding their land-value effects. This paper examines how BRT-related land value uplift (LVU) evolves after rail begins operation, using Jakarta as a case study. The study analyses residential land values around Transjakarta BRT and MRT Jakarta stations for 2017 (pre-rail) and 2021 (post-rail) using Ordinary Least Squares (OLS) and Geographically Weighted Regression (GWR). The findings reveal that (1) proximity to Transjakarta stations was associated with uplift in 2017, particularly in South Jakarta; (2) by 2021, BRT proximity penalties were reported citywide, especially in the north and east, but also in Central Jakarta; and (3) proximity to MRT Jakarta stations was associated with consistent uplift in 2021, with strongest effects at upgraded interchange nodes in South Jakarta. The timing and spatial coherence of these patterns are consistent with a rail-led substitution mechanism in which urban policy attention and developer actions concentrate willingness-to-pay near rail, while stand-alone BRT corridors increasingly reflect proximity penalties in prices. Policy recommendations include strategic co-location and integration of BRT-MRT stations, mitigating BRT proximity effects with context-sensitive station design, and timely transit-oriented development (TOD) and land value capture (LVC) at integrated hubs to harness value where market signals are strongest.]]></description>
      <pubDate>Mon, 22 Dec 2025 13:35:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630609</guid>
    </item>
    <item>
      <title>Exploring factors affecting how transit service level influences house prices by individual transit mode</title>
      <link>https://trid.trb.org/View/2593804</link>
      <description><![CDATA[This paper investigates how the provisions of different types of public transportation modes affect the housing value by adopting an index that represents both ‘to-transit’ (accessibility) and ‘by-transit’ (level of service) accessibility. Our findings provide empirical evidence to support the value capture of public transportation infrastructure that the investment in public transportation, especially in rail and bus, lead to increases in housing value. Further, this paper contributes to the literature by showing the importance of regional income consideration when assessing the impact of transport provision. We find that the housing prices in low-income areas benefit more from the provision of rail and buses compared to the high-income areas, while increasing provision of light rail leads to a reduction in housing value in areas with lower income-level. These moderating effects of income level are found significant in metropolitan areas only. Further, heterogeneity analysis finds that the provision of light rail and rail benefits the value of houses, but not units’ value. Finally, the income level moderates the impact of light rail negatively for houses, but positively for the unit sub-market.]]></description>
      <pubDate>Tue, 18 Nov 2025 11:04:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593804</guid>
    </item>
    <item>
      <title>Untangling proximity and accessibility effects of transit on property prices</title>
      <link>https://trid.trb.org/View/2611737</link>
      <description><![CDATA[Most research interested in understanding the causal impacts of transit investments on property prices approach the topic through the lens of proximity. However, recent research highlights the networked nature of accessibility impacts. This presents challenges in causal research, particularly in mapping accessibility impacts, defining treatment and control groups, and estimating property price effects. Using the Evergreen Extension in Metro Vancouver, this research examines how proximity to new stations and changes in accessibility over time are capitalized into property prices, disentangling their distinct and combined effects. As commonly applied in the literature, the proximity-based measures identify treated properties based on their distance to the nearest station. For the accessibility-based approach, we measure changes in gravity-based scores over time to capture regional accessibility effects and treatment intensities along an ordered continuum, identifying areas experiencing accessibility gains, losses or stability. Results show that the spatial distribution of accessibility-based effects extend beyond conventionally-defined proximity catchments, suggesting an accessibility-based approach can better capture potential treatment effects associated with network spillovers. Next, fixed-effects models, using repeat sales, are then estimated to causally identify price premiums associated with both the proximity-based and accessibility-based measures. First, we find that, in line with urban economic theory, 1) proximity to new stations is positively valued, 2) increases in network access and regional connectivity to employment yield larger positive price effects, and 3) there is a combined premium placed on both proximity-based and accessibility-based benefits. Second, while proximity effects align with expectations, where treatment properties closer to the new stations command higher price premiums than those farther away, accessibility-based price effects do not. Specifically, higher treatment levels in the accessibility-based models do not consistently yield the highest premiums. This prompts an important perceptual question on whether homebuyers view proximity as a more intuitive signal of accessibility than broader regional network connectivity, which may be more intangible. We contribute knowledge through a dynamic approach that captures accessibility impacts for causal estimations, moving beyond the limitations of proximity-based measures in transit impact research.]]></description>
      <pubDate>Tue, 11 Nov 2025 09:25:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611737</guid>
    </item>
    <item>
      <title>Unlocking the Potential of the LA Riverway: TOD and Land Value Capture Strategies</title>
      <link>https://trid.trb.org/View/2606649</link>
      <description><![CDATA[This policy brief examines the potential for land value capture (LVC) strategies to fund the completion of the Los Angeles River Bikeway (LARiverWay) through the San Fernando Valley, a critical gap in the city’s active transportation network. Despite strong regional momentum around river revitalization, several segments remain unfunded. This report analyzes three incomplete segments—4, 5, and 7—through a one-mile radius land use, demographic, and zoning study. Findings reveal divergent development patterns north and south of the river. The north side exhibits more flexible zoning, higher renter-occupancy rates, and stronger housing demand, suggesting greater LVC feasibility. In contrast, the south side is constrained by single-family zoning and lower growth. The report recommends tailoring LVC tools, such as commercial linkage fees, to fit neighborhood conditions. It also proposes reclassifying the bikeway as a transit corridor to unlock Transit-Oriented Communities (TOC) incentives and revising outdated overlays to support higher-density development. Additionally, the report advocates for expanding or supplementing the existing Project Impact Assessment (PIA) fee and forming public-private partnerships with commercial stakeholders. If implemented, these strategies could equitably finance the bikeway while fostering mixed-use growth and improved access to transit, recreation, and housing.]]></description>
      <pubDate>Thu, 23 Oct 2025 09:23:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606649</guid>
    </item>
    <item>
      <title>The Market Value Assessment of the Land Plots Encumbered with Mortgage Debt</title>
      <link>https://trid.trb.org/View/2407891</link>
      <description><![CDATA[The valuation issues of land plots, passed as a subject of mortgage, are considered. It is indicated that in modern publications on assessing the market value, sufficient attention is not paid to the specifics of calculating these land plots. It is noted that land plots are assessed by two approaches - profitable and costly, in each of their constituent methods, the presence of a mortgage debt should be taken into account. The limited application of the cost approach is noted. The methods of accounting for outstanding borrowed funds in direct capitalization and cash flow discounting, using the comparative approach methods are shown. Calculation schemes and formulas are given. Difficulties in determining the discount rate are noted; it is proposed to apply the method of boundary estimates, which makes it possible to overcome the uncertainty of information when estimating the discount value. In conclusion, it is noted that the recommended methods for assessing mortgaged land plots give an opportunity to take into account the theoretical position, according to which the market value of real estate, including land plots, decreases when various kinds of encumbrances are imposed. At the same time, as soon as the mortgage loan is paid off, the market value of land plots is increased.]]></description>
      <pubDate>Mon, 28 Jul 2025 13:51:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407891</guid>
    </item>
    <item>
      <title>Land-Value Capture in Bogotá: Case Studies on the Valorization Levy</title>
      <link>https://trid.trb.org/View/2569560</link>
      <description><![CDATA[This note presents a comprehensive analysis of Bogotá’s experience with the betterment levy—contribución de valorización (CV)—as a land value capture (LVC) instrument to finance urban transport infrastructure. Focusing on five major programs implemented in 1995, 2005, 2010, 2013, and 2018, the note draws critical lessons for cities in the developing world seeking sustainable, equitable, and locally anchored financing mechanisms. Unlike much of the existing literature that isolates the betterment levy from broader fiscal dynamics, this note situates the levy within Bogotá’s evolving tax ecosystem, including property and sales taxes, and highlights the pivotal role of a modernized cadaster. It shows that while the betterment levy has never fully financed transport projects on its own, it has consistently contributed to closing funding gaps, especially when paired with improved tax collection and strategic debt use. The note concludes with ten actionable lessons for other cities, emphasizing the importance of enabling legislation, affordability assessments, city-wide standards, and citizen participation. It also underscores the need to consider the total tax burden on residents and the political economy of earmarked revenues. Sound financing sources generate significantly more revenue than the cost of collecting it. Bogotá’s experience demonstrates that even partial revenue from betterment levies can be transformative when embedded in a robust fiscal and institutional framework.]]></description>
      <pubDate>Mon, 14 Jul 2025 12:53:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569560</guid>
    </item>
    <item>
      <title>Non-linear and heterogeneous relationship between proximity to high-speed rail stations and land value in China: Analysis using XGBoost-SHAP modelling</title>
      <link>https://trid.trb.org/View/2548080</link>
      <description><![CDATA[High-speed rail (HSR) stations serve as pivotal nodes in transportation networks and are widely recognized as catalysts in shaping surrounding land use. This study investigates the relationship between proximity to HSR stations and land value in China from 2008 to 2022, using XGBoost-SHAP modeling. The findings highlight that proximity to HSR stations plays a significant role in predicting land value, exhibiting a non-linear relationship: land values are higher for land parcels within a specific distance threshold to HSR stations, although this effect has weakened over time. The influence on predicting land value is particularly pronounced for special-class and intra-city HSR stations in mega-cities, while proximity thresholds vary depending on the station grade, city type, and spatial context. Notably, proximity to HSR stations contributes more to commercial land value predictions in mega-cities and very large cities, and to industrial land value predictions in small-to-medium and large cities. These insights provide valuable guidance for policymakers and urban planners seeking to optimize land development strategies around HSR stations, and offers tailored recommendations to address diverse regional and contextual needs.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548080</guid>
    </item>
    <item>
      <title>Transit-oriented development strategy in Taiwan: An application of land value capture</title>
      <link>https://trid.trb.org/View/2548497</link>
      <description><![CDATA[Transit-oriented development (TOD) has been widely used in many countries to create more sustainable cities. In 1983, the “Taipei City Self-Ordinance for Land Use Zoning Regulation” was introduced to implement a TOD-equivalent design concept even though the term “TOD” was not yet used worldwide. The regulation specifically allowed any new development within a 500 m radius catchment area of a main public transport station which followed Taipei City's urban planning strategies to have a floor area ratio (FAR) reward up to 30% more than the original FAR (Rule No. 80-4). To strategically plan for TOD, Taipei City has developed a comprehensive TOD strategy with four development aspects, ten development strategies and 32 planning principles. The motivation for private developers to follow Taipei City's TOD strategy is the TOD FAR reward. Value capture, an important funding mechanism for public transport infrastructure, has been implemented in Taipei City's TOD strategy to provide a sustainable public transport system. In order to investigate the impacts of TOD strategy in the form of property value uplift at micro and macro levels, trend analysis and difference in differences modelling are constructed. Model results confirm a significant property value uplift at the micro-level. This review has two strong policy uses. First, it can be a starting point to help cities without a TOD strategy to develop a plan. Second, it can help cities, particularly high population density cities, with an existing TOD plan to review their own TOD plan.]]></description>
      <pubDate>Fri, 30 May 2025 14:40:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548497</guid>
    </item>
    <item>
      <title>The impact of railway networks on residential land values within transit-oriented development areas</title>
      <link>https://trid.trb.org/View/2548218</link>
      <description><![CDATA[The transit-oriented development (TOD) is expected to bring externalities, one of which is indirectly affecting the residential land values within the area. In Tokyo and its suburbs where people are heavily dependent on train networks, some station-area neighborhoods and railway lines operated by different railway companies may have intrinsic values, caused by either the quality and service of each neighborhood and line or other, unobservable traits. In this paper, the effects of TOD characteristics and different railway lines on residential land values are analyzed by utilizing the multiple membership multilevel model. The empirical result emphasizes three things. First, several TOD factors significantly affect residential land value. Second, differences across railway lines are responsible for creating a large share of land value variations. Third, the effects are the largest for the lines serving areas south to west of Tokyo in comparison with other selected railway lines.]]></description>
      <pubDate>Fri, 16 May 2025 09:33:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548218</guid>
    </item>
    <item>
      <title>A comparative study of the economic effects of the built and under construction metro stations on the surrounding environment</title>
      <link>https://trid.trb.org/View/2549242</link>
      <description><![CDATA[With the development of cities, the need for transportation also increases; Public rapid transportation is one of the important criteria in urban life. Metro, as one of the modes of public transportation, in addition to affecting the urban transportation sector, can affect other different aspects of the city. The present study evaluates the effects of metro stations in Tabriz city on the value of surrounding residential lands. For this purpose, the value of residential land is evaluated as a research variable. The collection of information is library and field type. To analyze data, Pre/Post, Linear trend line analysis (LTL), and Difference in Difference techniques have been used. According to the results of the analyses carried out in the present research, it can be acknowledged that in general, the trend of land value increase in the area around the stations has been positive during different years, but the intensity of the effects of each of the stations on the area around them is different. So that the effects of the operated metro stations on the value of the surrounding lands are positive, but it is negative in the area of the stations under construction.]]></description>
      <pubDate>Thu, 15 May 2025 10:12:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2549242</guid>
    </item>
    <item>
      <title>Restudy of Changes in Land Value, Land Use, and Business Activity Along a Section of Interstate Highway 35, Austin, Texas</title>
      <link>https://trid.trb.org/View/2543294</link>
      <description><![CDATA[The original study was an analysis of the economic impact on local areas of the Interstate Highway System in Austin, Texas. The specific objectives were to measure the changes in land value, land use, business activity, travel habits, and general community development that could be associated with this new highway facility. At the time the study was authorized, very little of the Interstate System had been constructed within the state. There were, however, several sections of expressway-type roadway which had already been constructed and which, with minimum alterations, would meet the Interstate construction standards. It was decided to select three sections of expressway-type roadway which had been completed for a minimum of two years as the starting point for this study. This would allow a "before-and-after" study to be conducted within these areas while basic data were being accumulated from other sites. With the advice of the Project Advisory Committee, three such sites were selected: one each in or near the cities of Austin and Temple, and one in Rockwall County. Field work was initiated immediately in order to establish base period land value, land use, and business activity information as soon as possible. This report presents the results of the restudy of the Austin, Texas study area.]]></description>
      <pubDate>Mon, 12 May 2025 12:02:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543294</guid>
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