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Purpose – The chapter studies methods of integrating the connection between land use and traffic surrounding rail transit stations. It offers guidance to urban planners about how to arrange transfer facilities scientifically and promote more efficient use of land nearby.

Methodology – The chapter describes studies of station type, station positioning, recommended building floor area ratio (FAR), traffic connection and land use functional demand for five stations on No. 2 Metro Line in Nanjing, determining the traffic connections and layout for the land use surrounding the five stations.

Findings – This study of the integrated connection between land use and transport surrounding rail transit stations will act as a guide to help arrange the building of essential transfer facilities scientifically and help cities to make better use of the scarce amount of urban land available for development. This study also shows that the transport system plays an important part in adjusting the functional layout of land use surrounding rail transit stations.

Social implications – The results of this study will be particularly significant in the integration of urban planning management and transport management. Furthermore, the coordinated interaction between land-use planning, traffic planning and urban design will benefit Chinese cities as they continue to grow throughout the 21st century and beyond.

Community rail is a grassroots movement that spans Britain, made up of hundreds of community groups and partnerships that engage people with their railways and stations and provide a bridge between the rail industry and the public at a local level. The movement has grown up from the grassroots, but it has also been increasingly supported and nurtured by the rail industry, with train operators proactively encouraging its spread and development. They, and national and devolved governments, recognise the value of community rail, and its contribution to social inclusion, sustainable development and the railway’s ability to prosper and serve passengers and communities well, now and in the future. This idea is supported by passenger data showing that railway lines with community rail partnerships – working to enhance, promote and aid access to those lines – outperform comparable lines. A swathe of qualitative evidence shows community rail partnerships and station groups having a demonstrable impact on their localities and people’s lives, and appreciation of this role by industry leaders. The many examples of community rail volunteers and practitioners bringing about positive change resonate with academic research exploring how civic engagement and local efficacy and communications can support change, particularly with regard to sustainable behaviours and development. A range of researchers argue that localised, interactive engagement and communications may be the key, when it comes to bringing about the major shifts in behaviour needed to address the global, existential threat posed by the climate crisis, which unsustainable behaviours and policies have brought about. In this way, evidence suggests that engaging communities with their railways, and local transport networks generally, is critical, both to these networks operating in a truly sustainable manner and to achieving inter- and intra-generational equity within the communities they serve.

The purpose of the chapter is twofold. First, it discusses the causes and characteristics of the current proliferation of rail station area redevelopment megaprojects around the globe, revealing them to be an important subset of the new generation of megaprojects discussed in this volume. Second, it offers a detailed and timely account of recent struggles surrounding “Stuttgart 21,” a massive, hugely controversial rail station redevelopment megaproject in Southern Germany, drawing lessons from the controversy over Stuttgart 21 for urban megaprojects more generally. This study is a qualitative case study analysis that involved interviews and document analysis. The experience of “Stuttgart 21” validates previous criticisms of megaprojects regarding transparency and public accountability in decision-making, environmental challenges, and cost-overruns. The political conflicts over “Stuttgart 21” are intimately tied to fundamental disagreements over future urban development and transportation policy, the costs and benefits of multibillion Euro megaprojects, and related democratic decision-making procedures. Rail stations emerge as an important, as-of-yet underexplored subset of urban megaprojects. Rail stations, especially those serving new high-speed rail corridors, are crucial development nodes within complex postindustrial urban–regional restructuring processes. But they also have a distinct character and historical identity. As the mass protests in Stuttgart show, they also clearly serve important identification functions in citizens’ lives.

The purpose of this paper is to explore the potential of transit-oriented development (TOD), the perceptions of buyers and the establishment of the comfortable walking distance. The literature indicates the requirement of TOD with increasing population in major cities.

In this study, exploratory sequential mixed methods research approach was adopted. Semi-structured interviews were conducted followed by questionnaire survey. The respondents were categorised based on their generation cohorts to further understand their acuities on TOD.

The key consideration factors when buying houses in the TOD area are as follows: amenities related to jobs and family for Baby Boomers; time saving for Generation Y; and location for Generation X, i.e. house should be conveniently located in relation to working place, school, etc. Communities in Malaysia are willing to walk for five to ten minutes (approximately 400 to 800 m).

Future studies can be enlarged to include other major cities in Malaysia and draw comparisons with neighbouring ASEAN countries.

This paper provides insights to property developers, consultants and government agencies for product development. Ultimately, TOD is the innovative sustainable solution for high-density urban planning and development.

TOD is a sustainable development concept that encourages the use of public transportation system in order to reduce private motor vehicles usage.

This paper emphasises the potential of TOD, explores the perceptions of different generation cohorts in relation to TOD and establishes the comfortable walking distance for Malaysian communities. It also highlights the key factors of conveniences for TOD.

This study examines the effectiveness of passive value capture mechanisms as an effective form of mechanisms in funding infrastructure from an Australian perspective. The lukewarm response of active value capture mechanisms such as betterment levies in Australia is also discussed.

A case study of the Sydney Metro City and Southwest (SMCSW) project in Sydney is used to illustrate passive value capture mechanisms.

Unlike many developed countries, passive value capture mechanisms have been adopted in Australia. This approach is an effective form of value capture mechanisms to capture the value uplift to offset the total development cost of the SMCSW project. However, this approach is highly sensitive to property transaction activities that could be affected by the general economic conditions and unprecedented events such as the COVID-19 pandemic. Further, there is a widespread discussion of the efficiency of land tax in New South Wales (NSW) in capturing all properties subject to the value uplift. Consequently, a shift towards a broad-based land tax is recommended in which it would provide a more efficient way of infrastructure funding.

Policymakers should consider a broad-based land tax for residential and commercial properties in order to improve the efficiency of passive value capture mechanisms. This also highlights property valuers should play a greater role in the development of broad-based land tax system.

Previous studies have extensively demonstrated property value impacts of transit investments; very little research assesses the growth of value capture funding mechanisms, particularly passive value capture mechanisms. Specifically, this paper is the first paper to assess the effectiveness of passive value capture mechanisms.