台灣高速鐵路於2006年年底完工啟用，屆時，台北到高雄只需90分鐘，未來勢必會深切地影響台灣各區的發展。然而，國內外研究對於高速鐵路是否能造成區域發展的均衡並無一致的看法，所以，本研究欲針對此議題繼續作探討，並將區域發展定義為「各生活圈之居住人口與產業人口的變動」。 於實證分析方面，本研究建立一個包括人口、產業、土地使用與交通等部門的計量模型，並輸出居住人口與二、三級產業人口作為衡量區域發展的指標，其實證結果如下： 1. 對於居住人口有顯著關係的變數包括當期二級產業人口數、當期三級產業人口數、前期住宅區劃設面積與當期可及性。 2. 對於二級產業人口有顯著關係的變數包括前期二級產業人口數、與當期可及性。 3. 對於三級產業人口有顯著關係的變數包括前期三級產業人口數、前期商業區劃設面積與當期可及性。 最後再藉由模擬分析得到以下的結論：於民國100年有高速鐵路營運的情況下，高速鐵路對於台灣本島西部地區各生活圈的發展確實有達到均衡的作用，既有的都會區之優勢明顯降低，而其他原屬發展較落後的生活圈依自身條件有不同程度的成長，無疑是拉近了彼此間發展的差距。然而高速鐵路對於東部地區則幾乎沒有影響，若要解決東部地區與西部地區發展的隔閡，仍待其他的政策配合。 / The THSR (Taiwan High-Speed Railway) system is about to commence service by the end of 2006, it will not only reduce the travel time to 90 minutes between Taipei and Kaohsiung, but also have impacts on the regional development around the island. However, according to the relative researches, the issue that whether the HSR system improves the equilibrium development among regions or not still lacks consensus. Therefore, the purpose of this research is to discuss this issue, and defines the regional development as the increment of population and labors of each city. This research established a multi-equation model including demography, labor, land use, and transportation, the output were next stage’s population, and manufacturing and service industry labors to evaluate regional development. The results are as follows: 1. the significant factors to the population are manufacturing industry labors, service industry labors, lagged size of habitant area and accessibility. 2. the significant factors to the manufacturing industry labors are lagged manufacturing industry labors and accessibility. 3. the significant factors to the service industry labors are lagged service industry labors, lagged size of commercial area and accessibility. The simulation approach gives the result of the following: five years from now, with the continuous operation of the THSR system, it indeed narrows the development gap among regions in west Taiwan, while the well-developed cities transfer its resources to the less-developed cities. However, the THSR has no influence on the east side of the island. To solve the inequality problem between both sides, it still needs additional efforts from the government.

於都市計畫中，容積率的訂定或容積移入區的劃定及其上限規範，其擬訂過程所需考慮的因素以及訂定方式，似乎未有明確客觀標準或指導規範；且甚少將不動產市場需求層面納入考量，而影響土地使用的經濟效率。因此，本研究目的為探討區位可及性（規劃供給面）與區位的市場需求兩者對於容積率訂定之理論關係，並提供一套容積率「分派」之方法。研究方法包括特徵價格模式與模擬分析，實證案例為2001年台北市的住宅交易資料，其來源包含台北市稅捐資料與不動產交易資料庫。模擬分析結果顯示出模擬範圍內住宅使用之預測容積率的空間分佈，可據以作為容積率訂定的標準；而預測容積與法定容積的差異於空間上的分佈情形，可分析可能作為容積移入區的劃定區位，以促進土地容積更有效率的配置。

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.

視覺障礙者主要透過聲音來記錄生活與體驗世界，如同明眼人以文字或相片記憶重要時刻一般。然而觀察現有錄音裝置與軟體，皆尚未能提供適合視障者使用的完善錄音流程；即使是有語音功能的輔助裝置，不僅其價格、軟體更新、硬體維修等因市場小眾較為不易，也因為只是單純的錄音工具而無法流暢的銜接後續的檔案整理與分享。直到近幾年智慧型手機的興起，藉著其為市場主流產品、有豐富的軟體支援、隨時可連上網路等條件，逐漸成為視障者更好的輔助裝置的選擇。 為使視障者也能順利的操作觸控式介面，過往研究者針對Eyes-free情境提出了相關設計原則，而現今手機作業系統也大多內建螢幕報讀機制，讓視障者能自在與自信的與手機互動。雖然手機的可及性與通用性越來越受重視，專門為視障者設計的軟體卻並不多，輔助功能的開發資源和準則也待進一步的發展。本研究於初期的使用者觀察與訪談中，先深入了解視障者利用聲音記事的習慣與遇到的困難，並再進行初步設計方案的功能需求訪談，以切合使用者實際錄音的情境。 綜上所述，本研究為以視覺障礙者為目標使用族群，於觸控式手機設計錄音輔助軟體「HearMe」，解決視障者日常生活中聲音記錄的問題，並嘗試以手勢和語音設計，探索視障者操作觸控式介面的可能性。本系統原型有幾項重要特點：（1）快捷手勢可開始或結束錄音、（2）標記與播放重點段落、（3）即時編輯與歸類檔案、（4）以分類清單快速搜尋、（5）行動通訊立即分享；其他特色功能包括語音檔名、快轉與倒轉手勢、自訂群組和地標等。本系統原型開發時運用迭代設計流程共實作三次週期，每個版本皆經過設計、測試、分析、和調整功能等過程，逐步驗證系統的可行性與實用性。 經過三次的設計循環與共計18位視障者參與測試，本研究於第三版系統原型完成能實際應用在生活中的錄音軟體。受測者認為HearMe操作簡單、容易學習，快速播放重點段落省時省力、分類清楚而方便尋找檔案；同時它能夠以完善的語音提示和整合的錄音流程彌補現有裝置不足的部分，讓手機成為生活中記錄聲音的最佳輔助工具。最後，本研究以Google Analysis分析HearMe實際使用數據，並搭配訪談回饋總結系統設計的成果與互動設計之建議，提供HearMe或其他開發者做為日後設計的參考。 / The auditory sense is the primary channel for the visually impaired to experience the world, just as sighted people using words and photos to capture important moment. However, current recording devices mostly don’t have compact recording flows for the visually impaired. The devices with voice feedback are very expensive, nearly no softwares updated, and lack of maintenance supports due to the minority of the market. Also, these devices only can record and play but not organizing and sharing files with others. In recent years, smartphone’s popularity has been rising. It is the mainstream product with variety softwares and can be always online, showing the potential to become alternative accessible device for the visually impaired. In order to allow the visually impaired to use the touch screens, researchers have presented several design principles under eyes-free situations. Moreover, screen readers are embedded into smartphone operating systems like iOS and Android, which enable the visually impaired to freely and comfortably interact with smartphones. While the accessibility and universality of smartphones have been noticed, there are few applications tailored for their use, and the accessibility resources and principles need to be developed. In the first phase of user interview, we investigated their behaviors and difficulties when recording. After the design strategy has been made, we planned a second interview to verify if the functions we defined are suitable for their actual needs. This study focus on the visually impaired and tries to resolve the recording and memorizing problems they faced everyday by developing an accessible recording application on smartphone. The prototype, HearMe, provides specialized gestures and voice feedback. Followings are the highlight features of HearMe: (1) Short-cut gesture to start and finish recording, (2) marking and playing important parts, (3) editing and grouping files on device, (4) rapid searching by classified lists, and (5) real-time sharing. Other features include audio file name, gestures to play forward or backward, and custom groups and landmarks. While developing, this prototype applied iterative design process and repeated the flow cycle for three times. Every generation has been through steps of design, testing, analyzing, and modifying; by this approach, system’s usabilities can be gradually improved. After three cycles of design process which involved total 18 participants, we present a recording application that can use in real life. Participants command that HearMe is easy to operate and learn, playing by parts saving a lot of effort, and structured grouping helps file searching. Additionally, it provides well-defined audio feedbacks and integrated recording flow, complementing the shortcomings current devices have. These advantages make HearMe become the best tool to assist them for recording sounds during everyday life. This study finally concludes design considerations and suggestions by discussing usage data from Google Analytics and interview feedbacks, provides references for other assistive developers.

臺北都會區的土地利用，受到周圍環境變遷的影響，造成都市迅速擴張，產生許多邊緣城市的問題，面對都市成長所造成的外部性，為了解決都市蔓延與都市再生的問題，國內有許多研究提倡大眾運輸導向發展 (Transit Oriented Development, TOD)的理念，依據交通部的統計資料，捷運的使用率逐年提高，而臺北都會區大眾捷運系統路網，自西元1988年起陸續全面動工，分別於1996年3月至2013年11月完工通車，屬於發展成熟的交通路網，TOD的發展模式與場站周邊土地使用息息相關，因此，本研究參考國內外相關文獻關於TOD規劃設計的要素，以臺北捷運系統已通車路網103個捷運場站周邊500公尺為範圍，界定出與TOD規劃相關聯的指標，依捷運場站特性區分出不同的場站類型，就各個不同類型的場站分別提出TOD規劃的策略。 依實證結果，本研究提出核心商業型捷運站應強調都市設計，降低建蔽率，以增加開放空間；轉運中心型捷運站建議加寬人行道寬度，進行土地整合，提供外部公共空間和步行系統的連通設施，周邊地區利用公有土地，開闢公共設施；行政服務型捷運站可以朝多元化休閒、公益、商業的需求方向規劃；鄰近都市型捷運站可以藉由都市計畫調整商業區的劃設比例，增加公共設施的開闢率，提高都市服務設施；地區服務型捷運站可著重於遊憩規劃，強調良好的都市環境設計、街道與公共設施，提供具質量的自然環境、行人連結道，改善鄰里社區轉乘或步行至車站的便利性與連結性；產業發展型捷運站應透過都市計畫調整土地使用分區，增加住宅、商業、公園、廣場、綠地等土地使用類型，對於老舊之工業區並運用市地重劃等方式轉型為住、商、休憩均可使用之土地發展型態。每種類型的場站都能發展成為TOD捷運場站，但是，必須運用TOD的發展特性，進行場站及周邊土地使用之調整規劃。本研究提供TOD的關聯指標，以這些指標，可以評估各類型捷運場站的TOD如何發展，另外，提供一個經驗性的檢證，探討採用TOD的運作方式，如何形塑不同車站區域的長期發展策略。 / The land usage within the metropolitan areas of Taipei has promoted the rapid expansion of the city due to environmental changes and causing problems for the neighboring satellite cities. In order to solve the question of city expansion and renovation, many within the nation have set forth the concept of Transit Oriented Development (TOD). According to statistical data from the Ministry of Transportation, usage of mass rapid transit has increased annually and since the start of the Taipei Metropolitan Rapid Transit System in 1988 with lines finished and operating respectively from March of 1996 to November of 2013, it has become a mature and steadily growing traffic network. The framework behind TOD and the land usage along the stations are tightly linked, hence this paper taking into account both national and international related research on TOD related factors, focuses on the surrounding 500 meters alongside each of the 103 stations within the Taipei Metropolitan Rapid Transit highlighting TOD planning related markers according to station types and setting forth strategies for TOD planning. According to results, this research suggests that core business stations should emphasize city planning in order to lower building obstructions hence increasing open spaces; transit stations are suggested to increase the width of pedestrian walks providing open access to public areas; public service stations can follow a multi-directional approach based on recreation, philanthropy, and business; suburban stations can adjust business sector ratios to increase the area of public facilities with the application of city planning; local area stations can focus on leisure with emphasis on city environmental planning in regards to streets and public facilities providing a quality natural environment and pedestrian walkways improving the convenience of transfers and traffic to or from stations; industrial development stations should adjust land allocation through city planning increasing the number of residential dwellings, businesses, parks, squares, green areas, and so forth, but older industrial areas can be transformed for residential, business, or leisure purposes via methods such as rezoning to become land development models. Every type of station has the potential to become a TOD transit station, but measures must take into account the developmental characteristic of TOD to carry out station or adjoining land usage planning. This research provides TOD related markers to evaluate future development of transit stations and additionally first-hand verification of how the appliance of TOD can shape long term development strategy for different forms of transit areas.