May 16, 2016 |
8:00 PM
|
Tokyo, Yokohama and Osaka, Japan
Technical Deep Dive on Transit Oriented Development (TOD) / Land Value Capture (LVC) Management
May 16-20, 2016, Tokyo, Yokohama and Osaka, Japan
World Bank Tokyo Development Learning Center (TDLC), Global Practice for Social, Urban, Rural & Resilience (GSURR)
In collaboration with World Bank TOD Community of Practice (CoP), Transport, Information and Communication Technology Global Practice (TICT)
Introduction
The Technical Deep-Dive for TOD/Land Value Capture is the first complete deep-dive program of a knowledge series bringing together experts and practitioners to share good practice and experience on specific technical subjects.
The Deep-Dive Program for TOD/Land Value Capture draws on consultations between the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), as well as the World Bank Project Mangers (PMs), Task Team Leaders (TTLs) and Global Lead under the auspices of the Community of Practice (CoP) TOD. The Tokyo Development Learning Center (TDLC), which organizes city partnership program collaborates, on the program modalities.
TDDs offer first-hand knowledge exchange opportunities for developing countries to deepen their knowledge through intensive study tours and peer learning. They are part of TDLC’s mission to link demand for knowledge and expertise from Bank clients with relevant Japanese expertise. Client demand is identified through a demand survey conducted by the World Bank.
TDDs are demand-driven programs focused on specific client objectives. Client demand is met utilizing structured learning before participants arrive in Japan, while providing ongoing support to connect to technical experts and best practices in close collaboration with the Bank’s CoP.
The participants of the TOD/LVC TDD are selected through selection by management team.
Three Building Blocks of TOD & LVC
Development-based LVC is a complex operation where various public and private stakeholders jointly maximize and share increments in land value around transit station areas, exploring the accessibility and agglomeration benefits of transit investment. It requires favorable macro conditions, a strategic vision, a supportive regulatory and institutional framework, and considerable expertise. Its adoption and implementation depend on the conditions and needs of each city. The roadmap for development-based LVC implementation shows the critical decisions and steps for governments and their transit agencies in designing and implementing development-based LVC—and the factors related to their decisions and actions.
Adapting and implementing development-based LVC requires consistent policies, a strong institutional framework, a clear and transparent regulatory framework, strong planning and financial management, effective design, and efficient property management. Many policymakers and practitioners likely feel that what Hong Kong SAR, China’s, MTR Corporation and Japanese railway companies have done is unmanageable in developing countries. But both organizations developed expertise over many years, through trial and error. Other policymakers and practitioners might hesitate to adopt development-based LVC schemes because of the lack of available lands or the difficulty in acquiring them. Even in these situations, however, transit agencies can explore the possibilities for their own land, such as underground or above-station areas or depots, just as Nanchang Metro and Hyderabad Metro are doing.
On land under their control, municipalities or transit agencies could start with a simple development-based LVC property development such as a single tower office building above a transit station. They could next develop a mixed-use complex, possibly with private developers and eventually apply land readjustment or urban redevelopment schemes to develop areas adjacent to transit stations owned by private owners.
To do this, the national or any upper-level government may need to adjust the regulations for railway properties to allow their commercial development. The key is to take incremental steps that make sense for each municipality and to leverage internal and local assets.
The unearned increment arising from growth of the community, public improvements, enterprise and exertions of the individual residents etc. is a ‘social question’ – it is a question of equity and fairness. Since society bears the costs and efforts to increase land value, it should benefit proportionately. The question is its mechanism. While international practices of LVC range from taxation to planning conditions/ obligations, the methodology that Japan had unique success in is its land readjustment scheme, or more broadly speaking land rights conversion. Combining competitive public transport services with land redevelopment along major public transport corridors enabled Japan to meet infrastructure needs of its rapidly growing population and economy without significant upfront cost for the public. This approach is indeed applicable to cities in developing nations which are rapidly growing and undergoing massive changes unparalleled in history. Some notable examples from Japan include Shinjyuku Station, Shibuya Station Redevelopment, and Roppongi Hills through collaboration between Tokyo Metropolitan Government and private sectors, Yokohama City (Minatomirai, Denentoshi Line including Tama Plaza Station Area as an example of private-sector-led TOD), Osaka City (Umeda North Exit redevelopment through collaboration between City of Osaka and private sectors), and Senri Newtown development under the auspices of Prefecture of Osaka.
In this Technical Deep Dive (TDD), the program is designed around 3 key questions – Plan, Institutions and Methods:
1. Plan: Planning Scheme and Process integrating transit and land development, through TOD
2. Institutions: Regulatory and Institutional Framework to deliver TOD
3. Methods: Instruments for integrated transit and land development, land readjustment, urban redevelopment and financing schemes, including land value capture
Photo: WB TDLC
b. TDD#2 on Transit Oriented Development Land Value Capture Management, 16-21 May 2016
Calendar » Technical Deep Dive on Transit Oriented Development (TOD) / Land Value Capture (LVC) Management
Technical Deep Dive on Transit Oriented Development (TOD) / Land Value Capture (LVC) Management
Technical Deep Dive on Transit Oriented Development (TOD) / Land Value Capture (LVC) Management
May 16-20, 2016, Tokyo, Yokohama and Osaka, Japan
World Bank Tokyo Development Learning Center (TDLC), Global Practice for Social, Urban, Rural & Resilience (GSURR)
In collaboration with World Bank TOD Community of Practice (CoP), Transport, Information and Communication Technology Global Practice (TICT)
Introduction
The Technical Deep-Dive for TOD/Land Value Capture is the first complete deep-dive program of a knowledge series bringing together experts and practitioners to share good practice and experience on specific technical subjects.
The Deep-Dive Program for TOD/Land Value Capture draws on consultations between the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), as well as the World Bank Project Mangers (PMs), Task Team Leaders (TTLs) and Global Lead under the auspices of the Community of Practice (CoP) TOD. The Tokyo Development Learning Center (TDLC), which organizes city partnership program collaborates, on the program modalities.
TDDs offer first-hand knowledge exchange opportunities for developing countries to deepen their knowledge through intensive study tours and peer learning. They are part of TDLC’s mission to link demand for knowledge and expertise from Bank clients with relevant Japanese expertise. Client demand is identified through a demand survey conducted by the World Bank.
TDDs are demand-driven programs focused on specific client objectives. Client demand is met utilizing structured learning before participants arrive in Japan, while providing ongoing support to connect to technical experts and best practices in close collaboration with the Bank’s CoP.
The participants of the TOD/LVC TDD are selected through selection by management team.
Three Building Blocks of TOD & LVC
Development-based LVC is a complex operation where various public and private stakeholders jointly maximize and share increments in land value around transit station areas, exploring the accessibility and agglomeration benefits of transit investment. It requires favorable macro conditions, a strategic vision, a supportive regulatory and institutional framework, and considerable expertise. Its adoption and implementation depend on the conditions and needs of each city. The roadmap for development-based LVC implementation shows the critical decisions and steps for governments and their transit agencies in designing and implementing development-based LVC—and the factors related to their decisions and actions.
Adapting and implementing development-based LVC requires consistent policies, a strong institutional framework, a clear and transparent regulatory framework, strong planning and financial management, effective design, and efficient property management. Many policymakers and practitioners likely feel that what Hong Kong SAR, China’s, MTR Corporation and Japanese railway companies have done is unmanageable in developing countries. But both organizations developed expertise over many years, through trial and error. Other policymakers and practitioners might hesitate to adopt development-based LVC schemes because of the lack of available lands or the difficulty in acquiring them. Even in these situations, however, transit agencies can explore the possibilities for their own land, such as underground or above-station areas or depots, just as Nanchang Metro and Hyderabad Metro are doing.
On land under their control, municipalities or transit agencies could start with a simple development-based LVC property development such as a single tower office building above a transit station. They could next develop a mixed-use complex, possibly with private developers and eventually apply land readjustment or urban redevelopment schemes to develop areas adjacent to transit stations owned by private owners.
To do this, the national or any upper-level government may need to adjust the regulations for railway properties to allow their commercial development. The key is to take incremental steps that make sense for each municipality and to leverage internal and local assets.
The unearned increment arising from growth of the community, public improvements, enterprise and exertions of the individual residents etc. is a ‘social question’ – it is a question of equity and fairness. Since society bears the costs and efforts to increase land value, it should benefit proportionately. The question is its mechanism. While international practices of LVC range from taxation to planning conditions/ obligations, the methodology that Japan had unique success in is its land readjustment scheme, or more broadly speaking land rights conversion. Combining competitive public transport services with land redevelopment along major public transport corridors enabled Japan to meet infrastructure needs of its rapidly growing population and economy without significant upfront cost for the public. This approach is indeed applicable to cities in developing nations which are rapidly growing and undergoing massive changes unparalleled in history. Some notable examples from Japan include Shinjyuku Station, Shibuya Station
Redevelopment, and Roppongi Hills through collaboration between Tokyo Metropolitan Government and private sectors, Yokohama City (Minatomirai, Denentoshi Line including Tama Plaza Station Area as an example of private-sector-led TOD), Osaka City (Umeda North Exit redevelopment through collaboration between City of Osaka and private sectors), and Senri Newtown development under the auspices of Prefecture of Osaka.
In this Technical Deep Dive (TDD), the program is designed around 3 key questions – Plan, Institutions and Methods:
1. Plan: Planning Scheme and Process integrating transit and land development, through TOD
2. Institutions: Regulatory and Institutional Framework to deliver TOD
3. Methods: Instruments for integrated transit and land development, land readjustment, urban redevelopment and financing schemes, including land value capture
Photo: WB TDLC