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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>Research of Guanxi in Transport Supply Chain and Value Chain Issues</title>
      <link>https://trid.trb.org/View/2666445</link>
      <description><![CDATA[The article assesses the complexity of logistics features and transport management in the context of the scientific literature and discusses the possibilities of ensuring effective transport management within the value chain. It aims to explain the implications of piloting empirical ANOVA using the guanxi (Chinese interpersonal relationships) principles in transport logistics supply chain and value chain issues in loads transportation in deciding to cooperate internationally, and to analyse and empirically substantiate the behaviour characteristics expressed while managing negotiations with business partners in the logistics market. Analytical, descriptive, quantitative and statistical research methods were applied. A quantitative research strategy was used in the case of China (𝘯 = 100) to clarify the behaviour characteristics expressed in negotiation management towards business partners in the logistics supply chain. The research revealed a holistic picture of how transport management improvements can positively affect the overall efficiency of the entire value chain. Besides, it used the assessments of the research participants to ascertain possible ways to ensure transport management in the value chain. The data analysis showed that it is relevant to change habitual behaviour towards business partners during negotiations to predict the possibilities of ensuring transport management in the value chain and secure a competitive advantage in the logistics market. The study found that the focus is on building and maintaining formal relationships with business partners and creating long-term, close relationships. Self-interest is the least desired characteristic in negotiation management. Based on statistical data analysis, the behaviour of respondents towards business partners during negotiations in the logistics market is similar, i.e. it does not differ statistically significantly by gender, age, work experience and education. The strategies applied in negotiation management are statistically significantly related to the positions held by the respondents. A correlation analysis found negative statistically significant relationships between the indicator of the subscale for creating long-term close relationships, the indicator of the subscale for strategies applied for negotiation management, and the indicator of the subscale for creating formal relationships during negotiations. The study results provided valuable insights into the operation and dynamics of the Chinese supply chain, especially emphasising the importance of logistics characteristics. It will have lasting value in the scientific discussion by providing guidelines for implementing transportation management in the value chain. Furthermore, the study’s results can be easily extrapolated to other contexts to optimally predict the possibilities of transportation management in the value chain by applying the practices in the logistics supply chain based on the Chinese case.]]></description>
      <pubDate>Tue, 26 May 2026 09:41:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666445</guid>
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    <item>
      <title>The classification model of reverse logistics for halal chicken meat</title>
      <link>https://trid.trb.org/View/2624100</link>
      <description><![CDATA[The study aims to propose the business process model (BPM) and the classification rules to recapture more halal value from returned halal chicken meat (HCM) for deciding the appropriate product recovery of returned halal chicken meat. The actors involved in reverse logistics activities of halal chicken meat are quality assurance staff, cold storage staff, collection centre staff, management of the slaughtering company, the truck driver of the logistics service provider (transporter), and the customer. The ranking of the class product recovery of returned halal chicken meat obtained consecutively are feed products (56.7%), disposal (33.4%), halal food products (8.8%) and repacking (1.1%). The three quality attributes of halal chicken meat that most affect the decision of product recovery option are odour (putrid), handling of halal product, and visual (physical) appearance. The decision tree generates 11 classification rules to support management in deciding the best product recovery of returned halal chicken meat.]]></description>
      <pubDate>Tue, 17 Feb 2026 13:12:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624100</guid>
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    <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>
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    <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>Property value capture for development of mass rapid transit: Case study from Hanoi</title>
      <link>https://trid.trb.org/View/2548494</link>
      <description><![CDATA[Property value capture is expected to financially support investments in mass rapid transit (MRT) in many developing countries where conventional public funding is insufficient to meet the local demand. This study presents a case study to examine the financial feasibility of developing and operating a new metro line through property value capture and land-use control in Hanoi. First, property prices are estimated with local data for both residential and office properties, using hedonic price models. Next, a travel demand model, including trip generation and attraction, trip distribution, and travel mode choice sub-models, is estimated with person trip survey data, following a conventional four-step model framework. Subsequently, multiple scenarios are built for a hypothetical investment in an MRT line in Hanoi. The scenarios are assumed considering socio-demographics and transportation infrastructure in the context of new taxation levied on local properties near MRT stations and land-use controls with respect to population and employment to increase their densities near MRT stations. The estimated models are applied to each scenario to estimate the expected financial viability of MRT development and operation. The results reveal that the property value capture and land-use control could significantly improve the operator's profitability.]]></description>
      <pubDate>Thu, 29 May 2025 17:25:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548494</guid>
    </item>
    <item>
      <title>Joint value creation and individual value capture in automotive innovation ecosystems</title>
      <link>https://trid.trb.org/View/2511220</link>
      <description><![CDATA[Innovation ecosystems allow companies to develop new technologies without large investments. Therefore, these structural alignments of a multilateral set of partners are gaining importance, especially among capital-intensive automotive companies. However, the risk of losing competence is high. This is why innovation ecosystems are still rare, especially in the automotive industry, although much research has been done on how the partners can jointly create value and individually capture parts of it. Therefore, the authors investigate which of the factors influencing joint value creation and individual value capture in innovation ecosystems managers of automotive companies see and what influence the two have on success. With exploratory structural equation modelling on the basis of a survey of 286 automotive companies, the authors show that governance mechanisms are most important to automotive managers, while value drivers have not yet been used in innovation ecosystems.]]></description>
      <pubDate>Wed, 19 Mar 2025 10:12:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511220</guid>
    </item>
    <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>
    </item>
    <item>
      <title>Access-based cost-benefit analysis</title>
      <link>https://trid.trb.org/View/2410978</link>
      <description><![CDATA[Current methods of cost-benefit analysis (CBA) for transport investments rely on travel-time savings for potential users. This approach presents a consistent and significant historical trend of forecast inaccuracy, and thus has been questioned and criticized. Access, or the ease of reaching valued destinations, can be used as an alternative. Access features a strong correlation with land value which can be measured through hedonic analysis, and subsequently, access gains offered by a transport initiative can be monetised via property uplift. The authors test this hypothesis and evaluate Sydney's South West Metro Link (SWML).They first develop linear and semi-log ordinary least square hedonic pricing models for house sales in the Sydney region. The models are set up with structural and neighbourhood attributes in addition to access measures, and result in a statistically significant fit.Next, they model changes to job access induced by the SWML. Benefits are then quantified by land value uplift and are estimated at $1.87 Billion in 2031 and between $1.53–$3.08 Billion in 2061, which reflect base and transit-oriented development (TOD) scenarios. The project is thus feasible should certain land use and economic conditions be met, including TOD to occur about station localities by 2061 and if project costs are minimal. Although limitations are noted, access-based CBA exhibits significant promise as an alternative approach to appraisal and has direct application in value capture strategy.]]></description>
      <pubDate>Tue, 20 Aug 2024 16:17:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2410978</guid>
    </item>
    <item>
      <title>Land value capture as breakthrough of financing scheme in urban railway development in Indonesia</title>
      <link>https://trid.trb.org/View/2329659</link>
      <description><![CDATA[This study aims at examining whether or not the LVC can be used as an alternative financing instrument in urban railway infrastructure in Indonesia. The results confirmed that the LVC can be a breakthrough scheme in financing the development of urban railway infrastructure in Indonesia. The most urgent aspect to be prepared by the government to implement the LVC scheme in financing the urban railway infrastructure is the availability of regulations. Also, the approach to developing and executing the plan of LVC needs to be based on an assessment of the cost of the benefit analysis, the land value, the market condition of the location, sustainability, and people's participation in urban railway development. Further detailed research to examine the full potential and the benefits of applying the LVC in financing urban railway infrastructure development is needed as Indonesia faces budget constraints and as we move into a post-pandemic recovery.]]></description>
      <pubDate>Mon, 01 Apr 2024 09:18:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2329659</guid>
    </item>
    <item>
      <title>Developing business model framework for companies operating in the second life batteries market</title>
      <link>https://trid.trb.org/View/2296450</link>
      <description><![CDATA[The rapid growth of the electric vehicle (EV) market has led to an increased demand for batteries, necessitating sustainable solutions for their entire lifecycle. This paper presents a conceptual framework addressing the second life stage of EV batteries. The framework comprises three primary elements: Value Proposition, Value Creation and Delivery, and Value Capture, each further divided into sub-elements encompassing various aspects of second life batteries. Developed through a literature review and validated through workshops with partnering companies, the framework provides a holistic view of second life batteries management. The study's findings identify distinct product/service offerings, target customer differentiation, key activities, ownership options, channels and customer relationships, resources and capabilities, partners and suppliers, cost structures, and revenue models for second life batteries. The paper's theoretical contribution lies in offering a framework that guides researchers and practitioners in developing sustainable strategies for battery production, use, and recycling. Practical implications include providing a tool for companies to evaluate and improve their practices in terms of sustainability and value. By fostering sustainable and profitable strategies, this paper contributes to the literature on sustainable battery production and the circular economy, while also benefiting the EV industry and society.]]></description>
      <pubDate>Mon, 18 Dec 2023 21:25:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2296450</guid>
    </item>
    <item>
      <title>FDOT Research Program Overview Analysis and Value Capture</title>
      <link>https://trid.trb.org/View/2175609</link>
      <description><![CDATA[This project will review the research program and generate an overview of and a roadmap for enhancing these meta-service opportunities. The goal is to help the research program get a fully view of "non-traditional" research activities so they can sequence and leverage work orders more deliberately and meaningfully. The review will look at how the defined services and program engagements are carried out, where there are informal but regular meta-activities, underutilized or missed opportunities, and make recommendations for capturing, tracking, and organizing these activities.]]></description>
      <pubDate>Tue, 23 May 2023 13:32:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2175609</guid>
    </item>
    <item>
      <title>Financing cleaner transportation: understanding changing trends in capturing developer contributions towards sustainable transport infrastructure</title>
      <link>https://trid.trb.org/View/2138394</link>
      <description><![CDATA[Transportation and accessibility remain an important consideration in land use planning decision-making if modal shifts towards sustainable forms of transport are to be encouraged. Land value capture (LVC) mechanisms which gather developer contributions can provide new transport infrastructure which supports such a shift. Within England, this has traditionally been pursued through negotiated section 106 agreements, yet data suggest a significant decline in the value of these contributions for transport measures since 2010. This paper investigates the reduction to understand the reasons behind it and then considers the resulting implications for policy and LVC practices using a qualitative synthesis.]]></description>
      <pubDate>Tue, 23 May 2023 10:12:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2138394</guid>
    </item>
    <item>
      <title>Value Capture Finance: An Innovative Tool for Financing Urban Rail Transit Projects</title>
      <link>https://trid.trb.org/View/2113296</link>
      <description><![CDATA[The present study identifies the appropriate options of Value Capture Finance (VCF) that can be implemented in Nagpur Metro Phase II. The proposed corridors of Nagpur Metro Ph II are passing through urban fringes and expecting low ridership. The estimated fare box revenue came out to be very low, which impacted the financial internal rate of return (FIRR). Thus, the various options of VCF such as premium on floor space index (FSI), surcharge on property transactions, increase in development charge, and property development were explored to generate non-fare box revenue. The maximum realizable revenue was estimated from all the identified VCF sources for both the scenarios of supply and demand. The revenue figures were included in financial analysis to see the impact in FIRR of the project. The study concluded that the VCF proved to be an important source for generating non-fare box revenue and funding the project.]]></description>
      <pubDate>Tue, 28 Mar 2023 09:56:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2113296</guid>
    </item>
    <item>
      <title>When and Where Do Home Values Increase in Response to Planned Light Rail Construction?</title>
      <link>https://trid.trb.org/View/2118495</link>
      <description><![CDATA[This paper examines the effects of an investment in light rail transit on single-family property values in Montgomery County, Maryland, with a focus on when and where such capitalization takes place and with intent to inform efforts to promote equitable transit-oriented development. We employ both hedonic price and repeat-sales estimation techniques to assure the results are robust. The findings indicate that housing prices, after the light rail transit went into the engineering phase, rose with proximity to anticipated new rail stations but not with proximity to existing metro stations. For planners and policymakers and advocates in Montgomery County, the results provide critical information about where and when value capture and anti-displacement policies are most needed and potentially effective.]]></description>
      <pubDate>Thu, 23 Mar 2023 10:20:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2118495</guid>
    </item>
    <item>
      <title>Quantifying the Impact of Light Rail Transit on Commercial Property Values: New Evidence From Greater Kuala Lumpur, Malaysia</title>
      <link>https://trid.trb.org/View/2107936</link>
      <description><![CDATA[Evidence shows that improving accessibility through investment in public transport, such as urban rail transit, can have a positive impact on land values and subsequently on property values. This paper, therefore, presents empirical results on the impact of proximity to the nearest Kelana Jaya light rail transit (LRT) station on commercial property values in Greater Kuala Lumpur, Malaysia. Using the hedonic pricing model, the paper attempts to quantify these effects. The sample consists of 399 office transaction data for the years 2014 and 2018, marking more than a decade of Kelana Jaya LRT line operation in the region. The results show that an office unit located within a 400?m radius of the nearest Kelana Jaya LRT station enjoys the highest premium, reaching about 0.637%, which, at the mean, is MYR802,620 (USD200,655). However, the premium appears to decrease rapidly for an office unit located within a radius of 401–800?m from the nearest Kelana Jaya LRT station, reaching 0.232% (MYR292,320 or USD73,080 of the mean office price). From the results of this study, it can be concluded that this paper contributes to the growing literature on the positive relationship between urban rail transit and commercial property values. More importantly, this paper provides the necessary evidence for the potential implementation of a land value capture policy as an alternative source of revenue to fund or partially fund urban rail transit in Greater Kuala Lumpur, which is presently absent.]]></description>
      <pubDate>Thu, 02 Feb 2023 14:51:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2107936</guid>
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