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This study examines the effects of subway extension on housing prices in affluent urban neighborhoods, focusing on the Q-line extension in Manhattan, New York City. Utilizing synthetic controls and treatment effects estimators, distinct pricing trends across property types are revealed, particularly condominiums. The observed pricing dynamics deviate from the assumption that increasing supplies are associated with price discounts. Moreover, the connection between price discounts and noise complaints is not observed, highlighting the significant role of demand-side factors, especially neighborhood characteristics, in shaping housing prices. An unexpected demographic shift is observed, suggesting that the Q-line extension may disproportionately benefit non-white and low-income groups, challenging the prevailing gentrification narrative. We use the term "inverse premiumization" to denote the phenomenon where anticipated price increases in affluent neighborhoods due to transit improvements fail to materialize. Furthermore, our analysis of speculative behavior reveals a spike in short-term growth during the public notice period, gradually slowing down during construction and operation phases. These findings offer the nuanced adverse effects of subway extension on housing prices, contributing to our understanding of short-to medium-term price premiums and discounts. These insights are key considerations for city planners and policymakers navigating urban development, housing market, and speculative behavior dynamics. • Examines the short-to medium-term impact of the Q-line extension on housing prices in affluent urban neighborhoods. • Reveals that increases in supply not necessarily lead to price discounts. • Uncovers unintended benefits of subway extension for non-whites and low-income groups. • Introduces the concept of "inverse premiumization" related to gentrification and speculative behavior. • Provides a comprehensive analysis of the relationship between subway extension and property values. [ABSTRACT FROM AUTHOR]

Highlights • People choose LCT provided high population density and sufficient access to public transit. • Land-use diversity alone was not found to be significant in affecting LCT mode choice. • The proliferation of gated communities reduces connectivity and has a negative effect on LCT. Abstract Developing less auto-dependent urban forms and promoting low-carbon transportation (LCT) are challenges facing our cities. Previous literature has supported the association between neighborhood form and low-carbon travel behaviour. Several studies have attempted to measure neighborhood forms focusing on physical built-environment factors such as population and employment density and socio-economic conditions such as income and race. We find that these characteristics may not be sufficiently fine-grained to differentiate between neighborhoods in Chinese cities. This research assesses characteristics of neighborhood spatial configuration that may influence the choice of LCT modes in the context of dense Chinese cities. Urban-form data from 40 neighborhoods in Chengdu, China, along with a travel behaviour survey of households conducted in 2016, were used to generate several measures of land use diversity and accessibility for each neighborhood. We use principle component analysis (PCA) to group these variables into dimensions that could be used to classify the neighborhoods. We then estimate regression models of low-carbon mode choices such as walking, bicycling, and transit to better understand the significance of these built-environment differences at the neighbourhood level. We find that, first, members of households do choose to walk or bike or take transit to work provided there is relatively high population density and sufficient access to public transit and jobs. Second, land-use diversity alone was not found to be significant in affecting LCT mode choice. Third, the proliferation of gated communities was found to reduce overall spatial connectivity within neighborhoods and had a negative effect on choice of LCT. [ABSTRACT FROM AUTHOR]

• The traditional mixed-use neighborhoods are in need of intensified urban retrofitting projects. • The work-unit could benefit from comprehensive plans rather than patching individual pieces. • The most pressing issue for gated communities is their obsolete spatial functions. • Resettlement housing should provide more opportunities to connect with the rest of the city. Rapid urban expansion in China has created both opportunities and challenges for promoting active transport in urban residential communities. Previous studies have shown that the urban form at the city scale has affected active transport in Chinese cities. However, there is less agreement about how the physical and social variations of neighborhood types should be addressed. This research investigates the four most representative neighborhood types found in Chinese cities: traditional mixed-use, slab block work-unit, gated community, and resettlement housing. Household travel diaries conducted in Chengdu in 2016 were analyzed using binary logistic regressions, supplemented by informal onsite interviews. The findings indicate significant variations in the use and accessibility of active transport in each neighborhood type for non-work trips. This suggests that each neighborhood type may need different strategies for promoting active transport: (1) the traditional mixed-use neighborhoods are in need of intensified urban retrofitting projects to reclaim public open space; (2) the work-unit could benefit from comprehensive plans rather than a patchwork of projects; (3) while opening up gated communities can improve porosity across neighborhoods and promote active transport, the more pressing issue may be their inability to keep up with the transportation needs of the residents; and (4) residents of resettlement housing should have better access to employment using transit and non-motorized modes. [ABSTRACT FROM AUTHOR]