我國高速公路自通車以來，即有最高速限度９０公里，最低６０公里之限制，雖迭有 駕駛人反應希望放寬速限，卻因缺乏具體數據支持，遂無疾而疾。究竟速限帶給社會 的經濟效益如何？現行規定是否合理？若不合理，應如何訂定最適之速限？茲此第二 高速公路開工在即，實有必要深入探討，衡量速限對社會造成的利益與成本，據此客 觀地對速度規定上下限，以增進社會總體之福利。 本文擬就速限的成本面及效益面加以分析，成本面主要是速限造成的時間損失，效益 面則包括汽油的節省、意外事件減少所節約的人命、傷害損失，由於主要變數乃缺乏 具體市場價值的時間價值、生命價值，所以本文要旨即在於尋找較答觀的衡量標準， 再用成本效益分析評估速限政策的必要性。所採取資料係美國國家公路安全局的報告 ，以及各國學者對於時間、生命價值研究的實證，並由國內高速公路局的統計資料加 以分析，擬提出若干建議以供決策之參考。

我國國道高速公路每天約有一百萬車次往返，再者近年來歹徒犯罪型態呈現集團性、連續性及跨縣、市性，犯罪者常利用高速公路為犯案行駛途徑、接應等，且由於國道公路警察的工作性質特殊，管轄線長，面對特殊職場—高速車輛，一旦發生重大事故，往往造成死傷慘重，因此國道公路警察人員所面對的危險性以及壓力不同於一般，一但員警面臨其他感情、健康、財務等因素，可能使其心理沮喪、緊張、無助等，甚而自殺等情況。若警察人員無法適當的紓解工作壓力，往往造成無法彌補的缺憾與莫大的社會成本。若想要知道如何紓解工作壓力，則必須先瞭解警察人員所面對的壓力來源，因此，本研究主要目的在於瞭解現今國道公路警察人員工作壓力之來源為何？進而探討國道公路警察個人背景對工作壓力與工作滿足的影響情形，並分析國道公路警察人員工作壓力與工作滿足之間的關係，從而提出改善警察工作壓力的措施，提供國道公路警察局做為勤（業）務規劃、員警訓練、諮商等參考，以舒緩員警生理、心理、行為方面的壓力威脅，藉以提升國道公路警察之工作滿足，進而強化組織競爭力、提高服務效能。 研究結果發現，雖然整體而言，工作滿足與工作壓力之間並無顯著的相關，但若將工作壓力與工作滿足拆解為不同構面，則部份構面的工作壓力與工作滿足間具有正相關或負相關，而部份構面的工作滿足亦與工作壓力間存在顯著的正相關或負相關。 此外，本研究亦發現，國道公路警察人員的工作壓力，主要的差異是來自於主管領導、人際關係，以及社會壓力等，而造成個別員警工作壓力有所差異的原因，為年齡、配偶有無收入、服務年資、工作性質、進修狀況、健康狀況、睡眠品質，以及服務單位等因素。而警察人員的工作滿足，主要的差異是在於長官認同、工作認同與成長、工作投入等三個構面，而造成個別員警工作滿足有所差異的原因，則有年齡、配偶有無收入、服務年資、工作性質、健康狀況、睡眠品質，以及服務單位等因素。

「安全」與「流暢」為高速公路的最高指導原則，而高速公路屬「封閉型」特質，在道路拓寬有限，車輛成長無法有效控制，治安問題瞬息萬變及民眾守法精神有待提昇之情況下，如何就工程、執法、教育、環境等諸多相互交錯面向進行分析並對症下藥，使高速公路的功能回歸「安全」、「順暢」的真實面，乃各界所關切的重點。 「國道公路警察」可稱為高速公路交通「安全」與「流暢」的守護神，本研究以角色理論來檢視國道公路警察人員在高速公路安全管理中扮演何種角色，並以功能理論的觀點評析國道公路警察所具之功能為何，而警察行為與警察工作特性如何影響其專業化過程，有無展現其有別於一般交通警察的專業特性，這些問題引起筆者之研究興趣。 本次研究希望達成三項目的：一、瞭解國道公路警察在高速公路安全維護管理的角色定位為何？探討其發揮何種功能？藉以瞭解其未來取向及專業面；二、探討國道公路警察可否藉由專業化過程達到其專業角色與發揮專業功能；三、依據研究結果之建議，提供國道公路警察局相關交通專業措施與執法策略之參考，藉以有效達成其法定任務。 本研究以文獻分析法、深度訪談法及參與觀察法從多方角度及觀點加以探討，以國道公路警察局及國道公路警察隊 人員為訪談對象，並將訪談資料進行交叉分析。研究發現：國道公路警察的角色定位認知清楚、功能取向符合專業性、透過專業化形成能達到其專業角色與發揮專業功能、警察行為與工作特性確實影響專業化過程、藉由其專業角色與功能有效提出交通執法策略。在研究建議方面：落實專業化過程以發揮國道公路警察專業角色與功能，並提出交通專業措施或制度及交通警察執法策略之具體建議，企盼藉此研究結果能提供有關單位之參考，以期對我國高速公路安全維護管理有所助益。

University of Macau / Faculty of Social Sciences and Humanities / Department of Government and Public Administration

都市土地遠距連接概念在國際間提出，核心概念為一地之土地使用變遷可能來自於遠距地區之影響，與過去認為土地使用變遷係受周遭地區之影響有所差異。國際上探討其相關主題的文章有日漸增加的趨勢，且多數文章皆提到交通設施於都市土地遠距連接扮演重要角色。然而目前對於都市土地遠距連接多處於概念性探討階段，國內外並未曾出現實證研究來對此概念進行驗證，因此本研究嘗試從交通與土地使用的概念切入，針對都市土地遠距連接進行實證分析。 本研究選擇台灣本島地區349個鄉鎮市區作為研究對象，應用多階層線性模型（Hierarchical Linear Modeling, HLM）分析民國95年至105間高速公路與都市土地遠距連接的關係。模型變數包含建成地面積變化、可及性相關指標及吸引力相關指標。 實證模型顯示，高速公路興建增加之可及性與都市土地遠距連接間呈現負向關係，但其係數趨近於0，表示影響極小，而地方吸引力與都市土地遠距連接間呈現正向關係，且係數大於0。根據模型得到以下結論，高速公路的興建對於都市土地遠距連接之影響程度有限，而地方吸引力對於都市土地遠距連接具有較大的影響。 / The concept of urban land teleconnection has been proposed internationally, and the core concept is that land use change may come from the impact of remote areas, which is different from the existing theory that land use change results from the influence of surrounding areas. There is an increasing amount of articles talking about urban land teleconnection in recent years and most of these articles refer to the important role of transport facilities in urban land teleconnection. However, at present, there are no empirical studies to verify the urban land teleconnection. Therefore, the purpose of this paper is to conduct an empirical research to analyze the urban land teleconnection from the transportation and land use point of view. In this study, hierarchical linear modeling (HLM), which uses the dataset collected in Taiwan’s 349 townships from 2006 to 2016, is applied to analyze the relationship between the highway and urban land teleconnection. In hierarchical linear modeling, the variables include the variation of the built environment, the variation of accessibility caused by the highway construction and the attraction factors. The empirical model shows that the variation of accessibility caused by the highway construction has a negative relationship with the urban land teleconnection, but the influence is negligible. Nevertheless, there is an obvious positive relationship between the attraction factors and the urban land teleconnection. According to the model, the construction of highways has a limited influence on the urban land teleconnection, but the attraction factors have a great influence on the urban land teleconnection.

企業流程再造自1990年代被提出，由於國際貿易頻繁，加劇全球廠商競爭壓力，遂開始提出企業必須進行根本性重新思考其工作設計，以達到顯著性的營運改善，譬如成本、速度、品質…等，進而提供客戶更佳的產品服務，且隨著電腦設備、機械等資訊科技快速發展，其中又以製造產業最先開始熱切關注，如何將資訊科技導入其日常生產營運流程，以降低其生產與管理成本。 然而，隨著時代發展，現在服務產業已成為台灣的第三大產業，且由於製造廠商面對諸多同業低成本競爭壓力下，遂紛紛開始推行製造業服務化，開始強調其價值是自於優質且可靠的服務，可見製造產業與服務產業間的邊界已越來越模糊，以及服務產業對於未來之重要。 且拜賜現代科技發展，諸多服務廠商為了滿足顧客更多的需求和期望，開始嘗試透過新科技導入，改善舊有服務模式，以優化或重新建構服務流程，進而提供顧客更佳之服務，不過服務業的關鍵仍是顧客，由於顧客同時參與服務生產過程中，故必須將顧客的聲音同時納入改造規劃之中，並非以廠商利益作為前提，而是以顧客觀點為核心思考，才可設計出兼顧顧客與企業需求之新服務流程，故本研究目的欲探討服務系統運用顧客觀點規劃與發展新服務流程之重要性。 對此，本研究採用個案研究法，首先透過文獻探討整理出研究的分析步驟，再配合桃園國際機場的客運服務作為研究個案，以進行調查。其中分析將經歷六大步驟「準備動員與辨識願景」、「診斷現行流程與資源」、「定義與辨識關鍵流程」、「重新規劃設計新服務藍圖」、「執行辦法建議」和「擬定監督與衡量指標」，並運用服務藍圖工具劃分出顧客各階段行動，以顧客行動變化來劃分服務流程，以及運用顧客評估客運服務六大指標於其中，以將顧客導向精神落實。 本研究發現，於「準備動員與辨識願景」階段，有別於過往大多仰賴企業內部高層意識到改革之需要，在服務系統中，亦可透過洽詢顧客得到想法回饋，作為改革之契機；此外，在「診斷現行流程與資源」時，透過服務藍圖劃分旅客動作流程，並藉由旅客評估客運服務之六大因素—舒適度、便利性、安全性、資訊可及性、服務反應性與人員服務，融合檢驗各環節之失誤點，可充分將顧客觀點納入企業流程改造中，而本個案中，又以「資訊可及性」和「服務反應性」表現最不佳，進而找出本個案之關鍵流程，並做為後續規劃流程改造和擬定控制指標之主體。 並透過實際案例探討，了解到服務系統在推行企業流程再造時，顧客想法可劃分為六大指標納入其中考量，並使用服務藍圖工具以顧客觀點來劃分內部流程，其結果不但擴充了“企業流程再造”的理論探討，同時也能夠提供給未來相關領域的研究者和其他相關企業發展作為參考。 / The concept of Business Process Reengineering (BPR) has been expanded since the 1990s when the globalization boosted the competition in various industries. Therefore, companies were longed to fundamentally rethink how they do their work in order to significantly improve production speed, service quality or operational costs. Especially, with the development of Information Technology, the manufacturing industry adapts new technology in daily operation to save the production and management cost. As the progress of time, the service industry plays a critical role to Taiwan’s economy. This in turn drives the manufacturing industry to servitize with the low-cost pressure. A growing number of manufacturing companies now emphasize their value not only production but also good and reliable service. The boundary between manufacturing industries and service industry is getting more and more unclear. With the development of technology, service companies try to implement new technology to improve service process and satisfy customer needs. Since service tends to have customers’ involvement in the delivering process, customer orientation plays a more important role in service firms. This study thus argues that customers’ thoughts should be included in the BPR process to redesign a process that meets customers and companies’ needs. This study utilizes the case study methodology, with in-depth interviews of bus service providers in Taoyuan International Airport. In this research, the BPR analysis steps are divided into 6 steps, which are identifying the vision and compose BPR team, diagnosing process and resources, defining and identifying the key process, re-designing new service blueprint, and designing control index system. This paper also utilizes the service blueprint as a tool to display the process functions above and below the line of visibility to the customer. The research results indicate that service system could utilize customer feedbacks to identify specific problems instead of only from the top-management team awareness in the first step to identify the vision and build the BPR team. Furthermore, in the next step to diagnose process and resources, it can be analyzed by the six indices concerned by customers to check fail points. These indices are comfort, convenience, safety, information accessibility, service reaction and service personals. In the Taoyuan International Airport case, “information accessibility” and “service reaction” were the worst among those that are defined and identified as key process and set as control index. This research reveals the importance of customers’ role in the BPR process. It also illustrates how to use service blueprint as a tool to divide operational process from customer’s perspective. The result not only contributes to the academic research of BPR but also provides valuable insight for service industry with further expansion on BPR.

前言 第一章 鐵路、公路交通政策、組織機構暨發展情況。 第二章 鐵路、公路交通運輸在其整個國民經濟發展中的作用。 第三章 鐵路、公路運輸能力之評析。 第四章 機車（火車頭）車輛工業與汽車工業。 第五章 經濟面的探討與評析。 第六章 鐵路、公路建設與國父孫中山先生實業計劃中鐵路、公路建設計劃之比較。 第七章 鐵路、公路建設未來的發展趨勢。 第八章 結論

戰後台灣中小企業的歷史源頭為何?其跟戰前台人資本存在什麼辯證關係?可以說是本土化研究興起以來台灣經濟史主要課題之一，已有不少學者嘗試從中小工廠領域切入，一方面跟矢內原忠雄與凃照彥等兩位重量級學者對話，一方面則試圖挖掘出五大家族以來之一般中小地主或商人在資本主義化的脈絡之下資本積累的過程。不過，也並非所有研究者都同意戰後台灣中小企業能夠蓬勃發展，乃是以戰前台人資本之積累為基礎。 　　本文同樣以此問題意識出發，但有別於既有研究成果主要以中小工廠為作為分析對象，從而強調台人資本積累過程「自主性」的一面，並普遍以政權遞嬗為研究斷限。本文則擬以較具經營規模且位於近代部門的交通業為個案，就台人資本積累過程如何跟國家權力連結展開論述，並側重於台人資本如何學習殖民者所引進的資本主義制度、特別是以資本核算(盈餘保留跟固定資產折舊)為主軸之近代企業經營概念。同時，本文還將採取跨政權研究途徑(approach)，就戰前台人資本所進行之資本積累與養成之近代企業經營能力，如何成為渡過戰後接收期乃至投入中小企業的重要憑藉提出一理論性分析。 本文首先發現所謂台/日資或殖民者/被殖民者等二元對立框架，不足以解釋戰前台灣經濟結構，台人資本積累過程乃存在跟殖民者有所連結的一面。此一跟國家權力的連結，也延續到戰後。 基本上，交通業作為特許行業本應由國家經營以避免被獨佔壟斷，但作為後進資本主義國之日本，從明治維新以降即在國家力量不足的前提下，透過強烈監督與保護手段讓民間資本代行國家發展交通，官方與交通業者間存在特殊互動模式。日本領有殖民地台灣後更由於本國資本主義尚未確立，因此持續仰賴民間資本經營作為地方交通主力的民營鐵道與公路運輸，不過此時被仰賴的對象主要為台人資本，該業台人資本也就在台灣總督府協助之下進行資本積累。 台人資本透過交通業也廣泛運用了殖民者所引進的近代企業制度。由於交通業本來就具有資本密集性(capital-intensive)與固定資本(fixed capital)比重高之特徵，必須採行較具規模的經營型態，台人資本在交通業乃高比例的運用股份有限公司(日文稱株式會社)，從而交通業跟既有前人研究成果主要關懷之中小民營工廠(主要業種為農業、農產加工業與輕工業)就存在本質上的差異。 在交通業台人資本高比例運用近代企業制度的前提之下，本文進一步發現單純從文化面角度來檢討台人資本為何存在優異企業經營能力恐怕有所不足。也就是說，移民社會特質與發達的合股組織固然是台人資本參與資本主義的基礎，但能否落實以資本核算(盈餘保留跟固定資產折舊)為主軸之近代企業制度，或許具備更關鍵的地位。因為移民社會特質雖然能讓台人企業展現出冒險、進取的一面，清代以降發達的合股組織則讓台人資本較容易習慣近代市場經濟的運作，但台人企業要能展現出「永續經營」的特質，還是必須建構出建全的資產結構與財務狀況。 最後，本文主張戰後台灣中小企業仍然是以戰前台人資本為基礎。雖然既有研究成果亦多持一學術見解，但他們未能充分論證台人資本如何渡過1937年中日戰爭以降至1949年國民政府遷台為止這段政經局勢激烈動盪的時期。相較於此，交通業台人資本則能一定程度填補此一空白。首先，台人資本在該業不僅未全面從屬於日資或被其消滅，反而基於交通統制讓原本散落各地的台人資本獲得整合、經營規模獲得擴張，從而增強其資本力量。這些以州廳為單位並仍由台人資本所主導的交通統制企業，在戰後更直接轉型為地方客貨運業，從而存在非常直接而明確的延續性。 其次，近代企業制度落實乃至交通業關聯產業開啟，都在這一階段獲得實現。就前者而言，即如上述，日本乃是後進資本主義國，資本核算制度發展腳步緩慢，這導致戰時體制成為其確立的關鍵階段，亦即國家利用各種統制手段強迫企業採行標準的商業會計(特別是固定資產折舊的計算)。尤其，交通業作為重點統制產業之一，該業資本核算制度是否確立也就更受到殖民政府重視。再就後者而言，交通業本質上跟傳統部門不同已如上述，在歐美與日本皆扮演著推動產業革命的重要角色，台人資本也就有可能透過該業往近代部門移動，這一方面表現在機械動力的接觸；另一方面則是以該業為媒介，往工業部門邁進，特別是伴隨戰時體制與軍需工業化所開啟的車輛維護、修繕產業等關聯產業更具指標性意義。 總而言之，戰前到戰後台人資本積累過程乃存在一連鎖機制，即「非機械力的輕便鐵道→嘗試蒸氣動力與電力(並投入電力部門) →機械力的汽車運輸→新興機械製造與化學→地方客貨運業→中小企業」。這中間當然不會是一線性發展姿態，毋寧經歷諸多波折，但基本繼承關係仍然可以被尋得。 / What were the historical sources of the small and medium-sized enterprises in Taiwan after the war? What was the dialectical relationship between them and the capital existence in Taiwan before the war? It has been one of the main topics in Taiwanese economy history since the rise of the research of localization, and a few scholars tried to cut in through the small and medium-sized factories. On one hand, they opened the conversation with two key prominent scholars, Yanaihara Tadao and Chao-Yen Tu, and on the other hand, they tried to dig out the capital accumulation process from the general small and medium landlords or businessmen under the sequence of ideas of capitalism after Taiwanese five key families. However, not all of the researchers agreed that the reason why the small and medium-sized enterprises in Taiwan could be rising and flourishing after the war was because of the foundation of the capital accumulated by Taiwanese people before the war. This research started with the same question concepts, but with different object of the study from the past research results, which was only used small and medium-sized factories as the study object, and emphasized the “independence” side of Taiwanese capital accumulation process; they generally cut the time of the research period when there was any state power changed or transferred. Instead of that, this study planned to use transportation industry as the study case, discussed from how Taiwanese capital accumulation process linked to national power, and then laid special emphasis on how Taiwanese capital accumulation process learnt from capitalism that the colonialists brought in; especially, the operation concept of the modern enterprises which gave priority to capital accounting (retained earnings and assets depreciation). Furthermore, the study adopted cross-political power research approach and discussed how Taiwanese capital accumulation before the war and the management capacity development of the modern enterprises became the important basis of passing through the take-over period to throw into the small and medium-sized enterprises. A theoretical analysis was addressed here. The study first found the binary opposition framework of so-called Taiwanese investment/ Japanese investment or colonialists / natives was not sufficient to explain economy structure in Taiwan before the war. Taiwanese capital accumulation process was existed on one aspect which linked to the colonialists, and this linkage to national power lasted to postwar. Basically speaking, transportation industry as a franchising sector should be run by the nation to avoid monopoly; Japan, as a later emerging capitalism country, allowed private capital to develop the nation’s transportation industry though intense supervision and protection by the government because the insufficient national power after Meiji restoration; there was a special interaction model between the official and transportation dealers. After occupying Taiwan, Japan continued relying on private capital to develop local transportation such as privately-run railway and road transportation due to it hadn’t established its capitalism firmly. Nothing but Taiwanese capital was the subject which was dependent on at that moment, the capital accumulation of the Taiwanese capital for this industry proceeded under the assistance of Taiwanese Governor General’s Office. Through transportation industry, Taiwanese capital widely applied modern enterprise system brought into by the colonialists. Transportation industry featured high proportion of capital-intensive and fixed capital, and it needed to run in large-scaled operation types. Taiwanese capital used high-proportion of limited liability companies ((ka bu si ki gai sya in Japanese), and it showed the essential difference from the small and medium-sized factories (mainly agriculture, agriculture product processing and light industry) that pervious research focused on. Under the precondition that Taiwanese capital highly used modern enterprise system in transportation industry, the study further revealed that it was not enough to only examine why Taiwanese capital existed excellent enterprise management capacity from cultural aspect. That was to say, the social characteristic of immigration and the prosperous cooperated organizations were the foundation of Taiwanese capital joining capitalism, but whether it could fulfill modern enterprise system which gave priority to capital accounting (retained earnings and assets depreciation) played an even more significant role. Although the social characteristic of immigration presented the adventure and aggressiveness of Taiwanese enterprises, the prosperous cooperated organizations after Ching Dynasty helped Taiwanese capital get used to the operation of modern market economy easily. However, only when constructing sound assets structure and financial status, Taiwanese enterprises could show the quality of “sustainable operation”. In the end, the study claimed that the small and medium-sized enterprises in Taiwan after the war were still based on the Taiwanese capital before the war. Though the current research results mostly held the same academic view, they couldn’t fully approve how Taiwanese capital passed through the war of resistance against the Japanese in 1937 to National Government retrieved to Taiwan in 1949, the intensive political turbulent period of time. Compared to this, Taiwanese capital in transportation industry could fill the gap in a certain level. First, Taiwanese capital in transportation industry instead of subordinating to or being eliminated by Japanese investment, it integrated the Taiwanese capital spread out in different places and expanded the operation scale on the basis of transportation governing system; its capital strength increased as a result. The transportation governing enterprises which were managed by states but guided by Taiwanese capital directly transformed into local transportation carriers, and it showed extremely direct and clear continuity. Second, the fulfillment of the modern enterprise system and the starting of the relevant industries of transportation industry were implemented during this stage. In terms of the former, as what mentioned above, Japan was a later emerging capitalism country, and its development of capital accounting was slow; this led the system used during the war become the key stage of the development establishment, which meant that government used different governing methods to force the enterprises followed the standard business accounting (especially the calculation of assets depreciation). Moreover, transportation industry was one of the important governing enterprises, and it drew more colonialist government’s attention on whether the capital accounting system had been established in the industry. As for the latter, we talked about the essential difference between transportation industry and other traditional industries, and the transportation industry played an important role in pushing industry revolution in Europe, America, and Japan so that it was with great possibility that Taiwanese capital moved towards modern industries through transportation industry. This could be seen on the contact with mechanical kinetics on one side, and on the other side, it marched towards industry. The indicative meaning of this was presented on the relevant enterprises, especially the vehicle maintenance and repair incident to the system during the war and the industrialization for Army. In conclusion, the chain mechanism existed in the Taiwanese capital accumulation process from prewar to postwar, and it was “non-machinery light railway the attempt on steam powered and electricity (also invested electricity industry) machinery vehicle transportation new and developing machinery manufacture and chemistry local transportation carriers small and medium-sized enterprises”. Of course, the development was not a straight line process, and there were some obstacles in the way; however, the basic successive relationship could still be tracked.

環境影響評估制度是一種決策程序上的改良，它本身具有程序上的優先性，企圖透過儘早評估與整全評估，將環境因素與其他無法量化的環境適性、人文價值能妥善考量、公平對待，同時透過資訊公開、替代方案的調查研析、各方意見的討論與協商等過程，以獲取對環境衝擊最小之最佳決策。 台灣引進此項制度，除了基於環境保護的目的外，也希望透過此一制度解決長久以來經濟發展與環境保護間無法兩全的問題。然而，國內《環境影響評估法》施行至今已滿十年，我們仍可見到層出不窮的環境保護衝突，尤其是近幾年來地方民眾甚至以公民投票的方式表達捍衛地方環境、生存權益的自主權，這也突顯出地方民眾的意見往往與環境影響評估結論差距甚遠，以及地方民眾缺乏實質參與權力的狀況。 本研究透過政治經濟學中關於權力的探討，以及規劃理論思潮中對於權力的詮釋，說明現行環境影響評估制度受到政治與經濟勢力不當操控、以及民眾部門被排拒於公共政策決策過程以外的事實。接著，本研究以權力的觀點作出發，提出環境影響評估制度得與公民投票進行整合；並主張透過賦權與社區居民，使其擁有創制與複決權，而能以公民投票方式進行決策，而提升其決策地位，以獲取其他決策主體的尊重與重視，並且突破有權力者在決策制訂、議程設定、意識型態掌控上的宰制。 最後本研究以「北宜高速公路坪林交流道開放爭議」之研究個案，說明公民投票確實可為地方民眾爭取意見表達、贏得更多政策選項、與協商空間的工具。然而，公民投票也決非萬靈藥，在實際運作上，應謹慎面對諸如：議題如何設定、選區如何劃定等問題，以避免多數暴力的問題。另外，健全國內的公民投票制度也是必須的。

高速公路系統建設可提升區域與區域之間的可及性與易行性，同時達到節省旅行時間和成本、高速公路交流道沿線地區土地價值上升等效果。此外，高速公路系統建設對於周圍地區人口、產業可產生相當程度之影響，例如大量的人口遷移、區域交通影響衝擊、社會和經濟層面產生重大變化等，進而改變國家及區域發展方向。於此情況下，合宜地評估及分析高速公路系統建設開發對國家及區域發展之影響，將有助於其推展並降低對地區之不利影響。 本研究希望以我國從1976至2010年來，共九條高速公路系統 建設為研究主軸，利用台灣城際運輸系統需求模式(TMD2008)之旅行時間資料、內政部戶口普查及工商普查資料為基礎，並運用事前事後比較(before and after analysis)與空間自相關分析(Spatial Autocorrelation analysis)等分析方法對高速公路系統建設所造成區域人口、產業之空間變動進行評估，分析高速公路系統建設對於區域人口、產業及交通可及性之空間分布變化影響。最後則建構高速公路可及性對區域人口及產業空間影響模型，並針對歷年來高速公路系統建設對國家及區域發展的影響進行實證分析。 / The benefits of highway infrastructure investments include promoted inter-regional accessibility and mobility, saved travel time and cost and increased land value in freeway interchange areas. In sum, highway infrastructure investments play an important role in national and regional development. It contributes to the population re-distribution, the growth of economic activities, and more importantly, the land use change. Therefore, how to effectively evaluate the impact of highway investments on national and regional development is an important research topic. The analytical results in this study can be applied to increase the accuracy of population and economic projection, and to manage transportation policy decisions. Between 1976 and 2010, there were nine highway systems had been built in Taiwan. This study emphasizes on the impact of highway investments on the spatial distribution of population and industry, and regional accessibility change. In this paper, we utilize before and after analysis and Spatial Autocorrelation analysis with Geographic Information System to analyze demographic data, economic data and TDM2008 database in order to perform the spatial analysis of population and industry re-distribution along highway constructions. Finally, a spatial gravity model is built to verify and describe the related spatial impacts so that several influential factors can be identified by this empirical study.