都市發展固然帶動了經濟成長、生活舒適、交通便利等諸多正面效益，但隨著都市不斷向外發展之成果，卻也帶來了都市內的空間擁擠、交通壅塞、空氣汙染、生活環境惡化等現象，以及都市外的分散、無秩序蔓延發展等環境問題。為解決這些問題，都市規劃者提出大眾運輸導向發展理念。從都市化之觀點來看，發展大眾運輸導向能降低都市蔓延，提昇都市內之使用密度，減少私人運具之使用，進而降低能源消耗、改善空氣品質。然而，運輸建設具有改變土地使用模式與活動區位，進而帶動人口、產業在空間上重新分布的特性；當運輸建設的興建促使周邊都市活動頻繁時，少有研究探討到大眾運輸導向帶來的效益，是否會隨著人口、產業往捷運沿線聚集，反而使交通流量增加，進而造成空氣品質愈加惡化之問題。因此，本研究從捷運營運前後台北市空氣品質變化之觀點，以台北市433個里之1995年至2006年為研究範圍，以懸浮微粒為汙染變數，運用空間分析法和長期追蹤資料實證分析法，探討捷運、人口及產業三者對空氣品質之影響程度。 / 研究結果顯示，人口密度和就業密度對懸浮微粒濃度有顯著正向影響，因此，政府在推廣大眾運輸導向理念，鼓勵人口和產業往捷運沿線發展時，需有完善配套措施，否則將導致反效果－空氣品質的惡化。而有捷運經過之村里對懸浮微粒濃度有顯著正相關；但是分析各年度懸浮微粒可發現，台北市年平均懸浮微粒濃度下降，且隨捷運路網愈加完善，空氣品質愈好。因此，捷運建設雖造成沿線懸浮微粒濃度的上升，但卻降低了整體懸浮微粒濃度，提昇台北市空氣品質。 / Urban development is driven by economic growth, comfortable living, convenient transportation and other positive benefits. However, the results of urban development also brought crowdedness, traffic congestion, air pollution, environment degradation inside the city, and sprawl development out of the city. To solve these problems, urban planners proposed mass transit-oriented development (TOD) concept. From the perspective of urbanization, developing TOD can reduce urban sprawl, enhance the use of space inside the city, and reduce the use of cars. Further, these can decrease energy consumption and improve air quality. However, a transportation system can change the land-use patterns and redistribute the population and industries. Few studies have discussed whether the benefits of TOD will gather people and industries along the mass rapid transit (MRT), where results in the increase in traffic and more deterioration of air quality are inconclusive. Therefore, from the perspective of air quality varies over time in Taipei before and after the operation of MRT, this study uses spatial analysis and panel data analysis to investigate the impact of MRT, population and industry on air quality in 433 villages of Taipei City from 1995 to 2006. / The results show that population density and employment density have significant positive effects on the concentrations of PM10. Thus, when promoting the concept of TOD and encouraging the development of population and industry along the rapid transit, the Government should plan and implement the proper procedure; otherwise they will result in rising air pollution. The villages along the rapid transit have significant positive effects on the concentrations of PM10. However, analysis of the annual PM10 concentration can be found that the annual average has declined in Taipei City; the air quality will be better with a more extensive rapid transit network. Although the construction of transit system will cause the increase in the concentration of PM10 along the rapid transit, it has decreases the overall concentration of PM10 in Taipei City.

伴隨著永續發展思潮之興起，「大眾運輸導向發展（Transit-oriented development, TOD）」已成為都市規劃之重要理念。相關研究雖曾就TOD緊密、混合使用發展帶來之永續效益進行探討，然高密度之發展模式亦會加速都市內資源消耗，並影響生活環境品質。為解決前述課題，相關文獻因而提出「綠色大眾運輸導向發展（Green transit-oriented development, Green TOD）」理念，以期待在TOD與綠色都市主義（Green urbanism）之結合下，形塑更為友善環境發展之都市型態。國內外雖有相關研究對Green TOD之規劃理念進行探討，並建立評估架構與準則，然規劃上仍未以該理念建構土地使用規劃模式，以協助規劃者研擬規劃方案；此外傳統土地使用規劃模式建構亦較少將土地使用配置現況與變更限制納入考量，規劃模式因而無法反映實際之規劃問題，並使其應用受到限制。 　　基此，本研究係由通盤檢討面向切入建構「綠色大眾運輸導向土地使用規劃模式」，規劃上並以高密度發展、混合使用配置、親生物開放空間追求、非機動運具可及性提升、停車需求抑制、資源配置效益追求、都市機能健全發展為追求目標建構多目標規劃模式；模式考量限制則包含通盤檢討變更可行性、配置區位限制、規模與容量限制、預算限制、運輸場站自明性、自行車道連續性等；模式求解則修正最小偏差法，並設定不同之權重組合尋求非劣解集合；最後則模擬實例情境設計假想例，以測試模式之可用性，並透過敏感度分析探討規劃模式之應用特性。 　　研究結果發現，規劃模式部分目標因追求方向相同而不具有償付關係，然各目標規劃理念、衡量面向與決策內容皆有不同，規劃上因而有保留之必要性，規劃模式並可依據此特性追求整合性之規劃效益，且著重高密度發展策略之應用。而敏感度分析則顯示，預算額度多寡將影響模式之規劃彈性與償付關係之表現程度，規劃前應妥善分析土地使用配置現況後編列適當之預算資源，以確保規劃偏好達成。本研究建構之土地使用規劃模式可於Green TOD 理念下研提不同之替選方案，並輔助規劃單位進行土地使用、自行車路網、水資源配置之規劃作業。 / Transit-oriented development (TOD) has become a main concept of urban planning as the advocacy of sustainable development. Previous studies, though, have explored the benefit of TOD which features of compact development and mixed land use, excessive density would also accelerate the resources consumption in inner city and decrease the quality of living environment. To solve the aforementioned problems, studies have proposed the concept of “Green transit-oriented development (Green TOD)”, which combines the concepts of “TOD” and “Green Urbanism” in anticipation of shaping an environmentally friendly urban form. However, most of the studies about Green TOD mainly focus on defining the planning concept or establishing the evaluation framework and criteria of it, it still lacks a land use planning model for Green TOD which aims to generate planning alternatives objectively for planners. With regard to the land use planning model, prior studies seldom took the current zoning and rezoning restriction into consideration during the model formulation, which not only made the formulated model fail to represent the real planning problem but also decrease the application value. This study, therefore, develops a multi-objective land use planning model for Green TOD from the aspect of overall review of urban planning. The objectives of the model include “maximizing the development density”, “maximizing the mixed land use degree”, “maximizing the biophilic open space”, “maximizing the accessibility of non-motorized vehicle”, “minimizing the parking demand”, “maximizing the benefit of resource allocation” and “minimizing the rezoning scale of available land”. The constrains of the model include “the rezoning feasibility of overall review”, “the restriction of allocated location”, “the allocated restriction of minimum scale and maximum volume”, “budget limitation”, “identification of transit station area” and “connectivity of bikeway network”. The revised minimum deviation method with different weight settings was used to search the non-inferior solutions set for the simulated case to verify the applicability of the developed model. Besides, sensitivity analysis was used to explore the model characteristic. The result found that some of the objectives, which cannot be integrated due to the difference of planning concept, assessing aspect and decision contents, feature of non-trade-off relationship due to the same pursuing direction. The application of the model can therefore apply this characteristic to pursue the integrated benefit accordingly and focus on the planning approach of high density development. Besides, the sensitivity analysis showed that budget amount influences the planning flexibility and trade-off degree significantly. Budgeting should therefore be dealt appropriately after analyzing the current zoning to ensure the achievement of planning preference. The land use planning model developed by this study can be applied to generate planning alternatives under the planning concept of Green TOD and support the authorities for land use allocation, bikeway design and water resource allocation.

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.

近年來，國內有許多研究提倡大眾運輸導向發展 (Transit Oriented Development)的理念，政府也大力推動大眾運輸系統的建設，其中最為重要的是捷運的建設，在台北都會區，捷運路網的建設正逐步完成，與捷運建設息息相關的捷運聯合開發(Transit Jointed Development)也隨之蓬勃發展，同時，捷運聯合開發亦是我國推動大眾運輸導向發展普遍的作法之一。目前台北都會區目前共有82處聯合開發基地，已完工基地有35處，可容納6,317個家戶，以及755,773.69帄方公尺樓地板面積，對於減緩日益嚴重的都市住宅問題，有一定程度的幫助。但在規劃聯合開發住宅時，聯合開發住宅在不同類型、特性之捷運場站中，將面臨到許多問題，如：純住宅型態或住商混合型態較能符合民眾之需求？哪些家戶會選擇聯合開發住宅？又其家戶類型以及選擇原因為何？這些問題如何解決，係本研究欲探討之內容，因此，本研究以台北捷運聯合開發已完工且辦理租售作業之開發基地作為研究對象，並篩選出9處聯合開發基地進行實證研究，透過問卷調查的方式，瞭解民眾之聯合開發住宅選擇行為與旅運行為，並透過二項與多項羅吉特模型，探討影響民眾聯合開發住宅選擇行為之影響因素。 實證結果發現，在旅運行為方面，聯合開發住宅住戶之大眾運輸使用率大幅增加，在通勤時間與花費方面，通勤時間與花費均減少。除此之外，聯合開發住宅住戶之汽車持有率與使用頻率均大幅減少。在家戶特性方面，捷運聯合開發住宅住戶之家戶規模普遍較小，且家計負責人之年紀普遍較為年輕，進一步形成其他特性，如：就學人口比例較低、家戶月收入較低等。在影響因素方面，家戶規模、住宅帄均單價、住宅規模對民眾選擇不同類型之聯合開發住宅有顯著影響。最後依據實證結果，建議未來聯合開發住宅之規劃應加入TOD的規劃原則，對於聯合開發住宅之坪數、商業面積，應依捷運場站之類型進行調整，使聯合開發住宅之效益達到最大。 / In recent years, there are many researches promote the idea of the transit-oriented development. The government also vigorously promotes this infrastructure projects. One of the most important projects is the development of the MRT system. In Taipei metropolitan area, while the construction of the MRT network is gradually completed, the transit jointed dvelopment is also flourishing. Moreover, transit jointed development is the most common way in order to promote TOD. Currently, there are 82 Transit Jointed Development bases in Taipei metropolitan area. 35 of the bases have already completed, which can accommodate 6,317 household with 75,577,369 square meters of floor area. It certainly will help to alleviate the problem of urban housing. However, in planning of the Jointed Residential Development, it will face many problems due to the different types of characteristics of the MRT station. For example, which households will choose a jointed development dewilling? What is the reason of choosing jointed development dewilling? How to solve these problems? These are the contents of the study. Therefore, in this study, we target the bases that have already been completed and applied for rental operations in transit jointed development as the research object, and select 9 of them for the empirical research. In order to understand people’s choice behavior in jointed development dewilling, we use survey as a method, and explore the factors that affect people’s choice behavior by applying Binary Logit and Multinomial Logit Models. The results of empirical research show that households in the jointed development dewilling increase their public transport usage and reduce their commuting time and costs. In addition, their car ownership rate and frequency of use are significantly reduced. In the aspect of household characteristics, the households in the jointed development in the household scale are generally small and relatively young age of the householder. Those characteristics are going to further the formation of the other features, such as: the lower the proportion of student population and lower income households. Impact factors, such as the size of the household, the average residential price, residential scale on the people choose different types of joint development dewilling have a significant effect. Finally, according to the empirical results, it is recommended that the TOD should be added to the planning principle of the future Joint Residential Development. For the Jointed Residential Development, the size of house and commercial area should be adjusted along with the MRT in order to maximize the efficiency.