Using multiple REACH strategies is most promising for maximizing response rates and minimizing attrition of children in cross-sectional, longitudinal, and behavioral intervention studies in community settings such as schools, child care centers, and other youth-related organizations. Researchers can select the most suitable strategies based on their specific study design and requirements.

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Public transport investment is normally targeted at increasing accessibility which land rent theory identifies will in turn increase land values. There is clear policy interest in how much land values increase following a new transport investment so as to establish if there is sufficient land value uplift to capture to help pay or contribute to investment plans. Identifying uplift for residential land has been well studied in the context of new light rail systems and bus rapid transit (BRT) systems in developing countries but there is little evidence for BRT in developed countries. This paper has two objectives. First, to examine long term impact of BRT in a developed world context in Brisbane, Australia as studies in Sydney, Australia. This provides an addition to the BRT literature in developed countries where the only other suggests little uplift in comparison to developing world contexts. Second, to consider the spatial distribution of uplift which is an essential prerequisite to understanding the distributional impact if uplift is used to contribute to infrastructure provision. Spatial modelling is used to examine the accessibility impacts of the BRT and this is followed by Geographical Weighted Regression, used to examine the spatial distribution of accessibility. The results show there is greater uplift in Brisbane, as compared to Sydney, Australia which is likely due to the greater network coverage of BRT in Brisbane and a relative lack of rail based competition. Land value uplift is also spatially distributed over the network giving higher uplift in some areas than others and lower values than typically found with rail based systems in developed countries. Highlights • Being close to BRT adds a premium to the housing price • The price premiums varies over space • High-frequency feeder bus network appears to be the key for the capitalization effects • GWR improves spatial models by accounting for spatial non-nonstationarity

This paper examines the timing of the increases in land value on residential housing following the delivery of the Light Rail Transit (LRT) system in the Gold Coast, Queensland, Australia.This paper thus addresses one of the most pertinent questions for policy and practice around the timing, shape and conditions for increases in land value or value uplift. Increasingly governments face funding constraints in the implementation of new infrastructure and so are keen to understand if capturing this land value uplift is a practical proposition to augment or provide funding for new transport infrastructure. This in turn depends on knowing how much uplift is generated, when it occurs, the size of the catchment effect, and the contours of the effects with increasing distance from the public transport facility. This paper uses a Difference-in-Differences model to show differences in impacts for properties, as measured by property prices, in catchment areas versus those in control areas across time. The results show property prices in the catchment areas start to increase after announcement with the highest increment of increase being found after solid financial commitment is made by government. Property prices then slow during construction and the operation period. These results provide an evidence base for operators, planners and government sectors in their planning for future LRT systems and for quantifying the potential funding that can be achieved through capturing the increases in land value.

Bicycle infrastructure is being constructed in Australia to encourage safer and faster cycling trips. However, there has been limited evaluation of the impact of infrastructure investments. This study examined the behavioural impact of a new segment of a dedicated bikeway (Veloway 1 [V1] Stage C) that links southern suburbs with Brisbane city centre. The V1 Stage C opened in June, 2013. Cyclists who used a pre-existing shared path that links southern suburbs with the city centre completed an intercept survey pre-and post-V1 Stage C opening. Cyclists who used the V1 Stage C after it opened completed the same survey at the same time post-V1 Stage C opening. Survey data were complemented by GPS bicycle count data from cyclists riding on the main cycle routes into the city centre from southern suburbs:the V1 Stage C, the pre-existing shared path and a major arterial road. Survey data showed that pre-to post-V1 Stage C opening, average bicycle trip distance of cyclists using the shared path decreased (p=0.002), and the main catchment area of that path narrowed to suburbs to the west of it (p<0.001). Compared to cyclists using the shared path post-V1 Stage C opening, those using the V1 were travelling longer distances (p=0.02) and were more committed to making their trip by bicycle (p=0.001). The GPS bicycle counts increased monthly on the V1 Stage C after it opened (p<0.002). GPS bicycle counts on the alternative routes did not change (p=0.84). There were greater increases in monthly counts of cyclists approaching Brisbane from the south post-V1 Stage C opening than pre-opening. The findings suggest that veloways like the V1 can attract cyclists travelling from outer suburbs into a city centre.