Innovation in Public Transport Finance: Property Value Capture

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Recycling LVC revenues back into mass rapid transit allows cities to continually expand their transportation networks, rather than worrying about how each new addition will be funded. But what is in it for the private developers and landholders? The answer is they benefit from participation in LVC because they gain more in value added to their property from improved accessibility than the contribution asked of them.

Despite the potential for LVC in rapidly growing and urbanizing Asia, many cities still lack the conditions required for successful LVC implementation. As the new report points out, LVC can be achieved in several ways — strengthening the legal, regulatory and institutional frameworks; learning from successful models elsewhere; and developing institutional capacity.

Successful developed cities such as Tokyo, Osaka, Nagoya, Singapore, Hong Kong and Seoul have all previously made the transition from developing city status into the top league of economic performance, all with a strong focus on MRT investment that rested on value-capture concepts.

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The report recommends five mechanisms to pursue LVC, each intended to be complementary and mutually supportive. First, the mainstream tax system — this is one of the most important points.


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Improving land valuations to increase property-related tax revenues close to transit stations is core to sustaining investment and growth in MRT. Second, special fees and levies — these target specifically defined beneficiaries, for example, those benefiting from a major transit upgrade. It can also take the shape of charging connection fees to property owners for physically integrating their property to a transit station.

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Third, auction of development rights — this involves putting a development opportunity associated with a new transit facility or line up for sale, via open auction. Fourth, an urban renewal agency with value-capture capabilities — a comprehensive authority would work to generate new property value, with access enhancements and delivery of needed transit infrastructure to generate value capture.

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Fifth, rail agency as developer — this involves a transit operator developing and trading property associated with stations and their precincts on a commercial basis. Some of the profit from these activities would be channeled to transit infrastructure.

This model is widely used in East Asian cities, including Japan and Singapore. Some features of WorldCat will not be available.


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    Please create a new list with a new name; move some items to a new or existing list; or delete some items. Innovation in public transport finance : property value capture. Chau, and Xiaoling Chu. Paul, Minnesota? A data-driven methodology for equitable value-capture financing of public transit operations and maintenance , John C. The impact of metro accessibility on residential property values: An empirical analysis , Zheng Li.

    Does residential property price benefit from light rail in Sydney? Can land value capture make PPP's competitive in fares? Does urban rail increase land value in emerging cities? Wang, and Xin Ning. Two-phase stochastic program for transit network design under demand uncertainty , Kun An and Hong K.