To investigate the passive force-displacement relationships provided by a transitional zoned backfill consisting of cement treated aggregate (CTA) and compacted gravel, a series of full-scale lateral abutment load tests were performed. The transitional zoned backfill was designed to minimize differential settlement adjacent to bridge abutments for the California High Speed Rail project. Tests were performed with a 2-D or plane strain backfill geometry to simulate a wide abutment. To investigate the effect of skew angle on the passive force, lateral abutment load tests were also performed with a simulated abutment with skew angles of 30º and 45º. The peak passive force developed was about 2.5 times higher than that predicted with the California HSR design method for granular backfill material with a comparable backwall height and width. The displacement required to develop the peak passive force decreased with skew angle and was somewhat less than for conventional granular backfills. Peak passive force developed with displacements of 3 to 1.8% of the wall height, H in comparison to 3 to 5% of H for conventional granular backfills.The skew angle had less effect on the peak passive force for the transitional backfill than for conventional granular backfills. For example, the passive force reduction factor, Rskew, was only 0.83 and 0.51 for the 30º and 45º skew abutments in comparison to 0.51 and 0.37 for conventional granular backfills. Field measurements suggest that the CTA backfill largely moves with the abutment and does not experience significant heave while shear failure and heaving largely occurs in the granular backfill behind the CTA backfill zone.

The following doctoral thesis, sponsored by Autostrada del Brennero S.p.A. (an Italian highway concession company in charge of managing toll roads) consists on empirical essays at the crossroad between transport and regional economics. They focus on different aspects that directly involve motorways (i.e, safety, intermodality, and commuting dynamics) and they are aimed at providing further evidences that transport institutions and policy makers could take into account throughout their decision-making processes. The first chapter presents a research article that seeks to determine the impact of an average speed enforcement system in reducing highway accidents. Indeed, at the end of 2005, Autostrade per l'Italia (ASPI) and the Italian traffic police progressively deployed along the Italian tolled motorway network an average speed enforcement system, named Safety Tutor, able to determine the average speed of vehicles over a long section to encourage drivers to comply with speed limits and improve safety. To empirically test the extent to which Safety Tutor led to a reduction in both total and fatal accidents on Italian highways during the period of 2001-2017, we carried out a generalized difference-in-differences estimation using a unique panel dataset that exploits the heterogeneous accident data within all tolled motorway sectors in a quasi-experimental setting. To deal with the potential endogeneity of the non-random placement of Safety Tutor sites, we utilized an instrumental variable strategy by using the network of motorway sectors managed by ASPI and its controlled concessionaires from 2005 onwards (i.e., when the technology was available) as an instrument to predict Safety Tutor adoption. We found that a 10% increase in Safety Tutor coverage led to an average reduction in total accidents of 3.9%, whereas there is no evidence of a significant causal effect of Safety Tutor in reducing fatal accidents. The second chapter presents a research article that seeks to investigate the inter-modal competition between motorway and high-speed rail (HSR) services, as the extent to which HSR demand could be the result of a modal shift from motorways is a relevant issue in any cost-benefit analysis of HSR investments. Indeed, the development of HSR has had a notable impact on modal market shares on the routes on which its services have been implemented. To analyse whether the HSR expansion in Italy has led to a modal shift from motorway to HSR, we empirically test i) whether HSR openings adjacent to motorway sectors have reduced the total km travelled by light vehicles on these sectors during the period 2001-2017; and ii) whether this reduction has been persistent or even more evident after the opening of on-track competition between two HSR operators. To do so, we carried out a generalized difference-in-differences estimation, using a unique panel dataset that exploits the heterogeneous traffic data within all tolled motorway sectors in a quasi-experimental setting. Our findings reveal that neither HSR openings nor the opening of on-track competition led to a modal shift from motorway to HSR services, as the two transport modes are non-competing. Conversely, HSR expansion had a slightly positive impact on motorway traffic. The third chapter presents a data article in a “data in brief” format that describes a dataset on municipality-to-municipality commuting patterns in Italy over the 1991, 2001, and 2011 censuses aimed at investigating the role of transport infrastructures and the structural transformation of the economy on worker mobility. At this purpose, a core origin-destination dataset on the number of workers moving between municipalities, or within the same municipality, has been linked with further municipality covariates on jobs location, population, and the distances in meters and journey times in minutes between all municipalities. Even though these data are freely available online, they require some tedious work to organize. Therefore, this data article brings the necessary information together and makes the dataset available on request. The dataset offers applied researchers an alternative source of information to shed new lights on the changing shape of urban systems by analysing i) the impact of infrastructural endowment in providing better job accessibility, or ii) the connection between increasing commuting patterns and the structural transformation of the economy due to the tertiarization process from 1991 to 2011.

High-speed rail (HSR) is commonly assumed to cause fewer specific greenhouse gas emissions than alternative transportation systems such as aviation or road transport. Therefore, HSR projects leading to a mode shift from these modes to HSR are supposed to be beneficial to the environment by mitigating climate change. HSR can also provide new and speedy connections between peripheral regions and economic centers. It is thought that by providing peripheral regions with easier access to goods and service only available in large urban centers, HSR improves the economic competitiveness of these regions as well as spatial equity. To investigate the current state of research regarding these issues, I first systematize accessibility and environmental impacts from transportation in general and HSR specifically. I then carry out a systematic literature review across three scientific databases, using two search strings, resulting in a literature corpus of 79 unique sources. Results from these sources are analyzed and summarized in five research fields: spatial equity, carbon intensity, mode shift to HSR, induced HSR demand and complementary effects. I find that HSR improves accessibility of all regions, even those that have no direct access to HSR service. However, the impact on economic growth and spatial equity can be negative or positive depending on case characteristics. Carbon intensity of HSR is highly variable, in some cases even exceeding that of air transport. I find extreme cases of 10 and 283 gCO2/pkm. High ridership, a low share of tunnel and bridge sections, as well as a green electricity mix are crucial to ensure that HSR exhibits lower specific carbon emissions than alternative modes and has the potential to reduce overall GHG emissions. Mode shift and induced demand are also highly dependent on the individual project’s case, with induced demand typically being between 10 and 20 % of the total HSR demand. Concrete values of complementary effects, which is the additional demand in modes competing with HSR, are the least extensively studied. Especially air transport appears not only to compete with HSR, but also to exhibit several complementary relationships such as price competition and an increased attractiveness of long-haul flights. I conclude that, assuming no additional policy measures being taken, expanding HSR does not lead to a reduction of overall greenhouse gas emissions from air transport. The environmental impact of a HSR project can be estimated through a vigorous project appraisal process only. Important policy implications include the enhancement of appraisal processes as well as the overall need for deploying HSR projects in push-and-pull packages with other, supply-restricting policies. Future research should direct more attention towards HSR and airfares. I propose study designs for a national flight emission study and including passengers’ destination choice in existing research approaches. I also suggest using the results of this student research paper to carry out a Monte Carlo simulation on HSR projects’ recuperation periods.:1 Introduction 1 2 Definition and Systematization 3 2.1 High-Speed Rail 3 2.2 Impact 4 2.3 Systematization of Accessibility Impacts 4 2.4 Systematization of Environmental Impacts 7 2.5 Causal Chains and Relevance 10 3 Methodology 14 4 Results 16 4.1 Descriptive Statistics 16 4.2 Field 1: Spatial Equity 22 4.2.1 Studies 22 4.2.2 Methodological Remarks 28 4.2.3 Interim Conclusions 29 4.3 Field 2: Carbon Intensity 30 4.3.1 Operation 30 4.3.2 Infrastructure 32 4.3.3 Comprehensive Studies 34 4.3.4 Methodological Remarks 39 4.3.5 Interim Conclusions 41 4.4 Field 3: Mode Shift to HSR 45 4.4.1 Theoretical Models 46 4.4.2 Ex-Ante Project Demand Evaluations 46 4.4.3 Ex-Post Project Demand Evaluations 47 4.4.4 Regression Studies 49 4.4.5 Methodological Remarks 53 4.4.6 Interim Conclusions 55 4.5 Field 4: Induced HSR Demand 58 4.5.1 Theoretical Models 58 4.5.2 Ex-Ante Demand Evaluations 58 4.5.3 Ex-Post Demand Evaluations 59 4.5.4 Methodological Remarks 60 4.5.5 Interim Conclusions 60 4.6 Field 5: Complementary Effects 61 4.6.1 Competition between HSR and Airlines 62 4.6.2 Competition between Airports 63 4.6.3 Integration of HSR and Air Transport 64 4.6.4 Short-Haul Substitution under Capacity Constraints 65 4.6.5 Economic Stimulation 65 4.6.6 Methodological Remarks 66 4.6.7 Interim Conclusions 66 5 Discussion 69 5.1 Methodology and Delimitations 69 5.2 Overall Impact of HSR on Spatial Equity 71 5.3 Overall Impact of HSR on the Environment 71 5.4 Policy Implications 73 5.5 Further Research Needs 74 Bibliography 76 List of Laws 85

多年來，交通運輸與土地使用之交互影響關係受學界所廣泛討論，本研究主要探討高速鐵路與土地使用之交互影響關係。關於高鐵對土地使用影響之研究，分為兩大類別，分別為建立模式預測未來地區發展狀況，以及實證分析高鐵通車後對地區的影響效果。過去研究指出，高鐵營運後，可能對土地使用產生之影響包括：無顯著之土地使用改變、地區間互動改變、聚集效果（Cluster effect）、離散效果(Disparties)以及「隧道效果(Tunnel effect)」或「廊道效果(Corridor effect) 」。 　　本研究為以階層線性模型分析高鐵通車後對台灣土地使用影響之實證研究。根據實證，高鐵站之有無以及高鐵站所在區位對鄉鎮市區土地使用有顯著影響，且相較其他控制變數，為影響鄉鎮市區土地使用之重要變數。有高鐵站之鄉鎮市區與無高鐵站之鄉鎮市區相比，土地使用可能成長較多，而位於高鐵一定服務範圍內之鄉鎮市區之土地使用，亦受高鐵所影響。另外，不同區位之高鐵站對土地使用之效果有所不同，而該區位效果隨產業特性可能有所差異。人口、及業人口以及三級產業及業人口可能因市中心區位之高鐵站聚集，但二級產業及業人口未有因市中心區位高鐵站而聚集的現象；郊區區位之高鐵站鄉鎮市區或縣市，則有人口、及業人口或三級產業及業人口流失的現象。由上述結果可驗證，高鐵服務範圍內有聚集效果之發生，而不同區位之高鐵站，聚集之效果並不同。 / For many years, the interactive relationship between transportation and land use has been widely discussed by scholars. This study is trying to assess the short-term impact of high-speed rail (HSR) on land use. There are two types of studies on the impact of high-speed rail on land use. One is establishing models to predict future land use development; the other is evaluating the effect of HSR empirically. Past studies have shown that possible impacts on land use after the operation of HSR include: no significant land use change, inter-regional interaction change, cluster effect, disparities, and "tunnel effect" or "corridor effect." 　　In this empirical study, the results of hierarchical linear model show that the existence of the HSR station and the location of the HSR station have a significant effect on the land use in the city. Controlling for other control variables, the existence and location of the HSR station are important factors influencing the land use in the city. Land use development in cities with the HSR station may be more evident than those without the HSR station. Cities within the HSR service area are also effected by HSR. In addition, there may be different land use effects due to different locations of the HSR stations, and these location effects may be different due to different industrial characteristics of the area. Population, employment, and employment of tertiary industrial sectors in a city may cluster due to the HSR station in central area location, but employment of secondary industrial sectors doesn’t. Otherwise, population, employment, and employment of tertiary industrial sectors in a city or county may lose due to the HSR station in rural area location. In conclusion, there is a cluster effect within the HSR service area, and this effect varies according to the location of the HSR station.

目前區段徵收乃是政府進行土地開發的方式之一，多用來取得所需之公共設施用地或特定目的事業用地，高鐵桃園車站特定區即採區段徵收方式進行開發，以取得高鐵所需之車站用地。由於現行區段徵收為抵價地式制度，被徵收之地主有領取抵價地與領取現金補償兩種選擇，因此，政府實施區段徵收時，將受到地主不同選擇行為之影響而有不同的辦理成效，使得區段徵收地主選擇行為在徵收辦理過程中，具有決定性的影響力。 　　本研究自土地開發之觀點探討區段徵收地主選擇行為，並著重於選擇行為影響因素之分析。由於相關文獻針對此部分的研究甚少，因此，首先歸納區段徵收地主選擇行為之影響因素，共分為地主屬性因素、政策管制因素及未來期望因素三類，並以高鐵桃園特定區為實證案例，透過問卷調查與Logit模型之建立，分析各項因素對特定區地主選擇行為的影響程度；其次則分析選擇行為的影響效果，以了解區段徵收地主選擇行為之前因後果，並進一步提出政策建議。 　　經由高鐵桃園車站特定區之實證分析，本研究得出以下六點結論： 　　1.大地主傾向領取抵價地，小地主與共有地主傾向領取現金補償，可藉由土地屬性之掌握，預知地主可能的選擇行為。 　　2.公告現值調漲時機關係徵收補償費之支出，並左右地價與市場景氣對選擇行為的影響，政府應先公告實施區段徵收後才發布都市計畫，以減少徵收補償費，提高財務可行性。 　　3.區段徵收地主選擇行為受價值觀之影響大，應考量地主保有祖產價值觀等個人屬性之影響，以預知選擇行為。 　　4.建築基地最小開發規模攸關小地主配地權益與土地開發型態，政府應考量土地規模與使用，訂定合理的建築基地最小開發規模。 　　5.抵價地領回比例與分配區位受公共設施用地規劃之影響，為領地地主改領現金補償的主要原因，可藉由抵價地相關規定誘導地主選擇行為之改變。 　　6.政府辦理區段徵收時，普遍未充分告知計畫內容與相關規定，影響地主權益。 / Zone expropriation is one kind of land development methods through which government can obtain the land for public facilities or specific uses. For example, the development of Taoyuan High Speed Rail station special zone is of this kind. According to zone expropriation system, there are two compensatory choices for landowners. One is by cash and the other is by pay-for-land. Therefore, landowner's choice behavior would play an important role in the process of zone expropriation. 　　With the view of land development, this paper discusses landowner's choice behavior in the process of zone expropriation and focuses on the factors of choice behavior. Here we sum up three kinds of factors that will affect landowner's choice behavior: they are landowner attributes, government regulations, and landowner expectations. According to the empirical study of zone expropriation in Taoyuan High Speed Rail station special zone, this paper has six conclusions: 　　1.Large landowners prefer to choose pay-for-land. On the contrary, small and common landowners prefer cash compensation. 　　2.To reduce the amount of cash compensation, the government should announce zone expropriation more early than urban plan. 　　3.The concept of keeping ancestral estate would influence landowner's choice behavior very much in the process of zone expropriation. 　　4.The development scale would affect the right of small landowners and the form of land development. The government should set a suitable development scale by considering the scale and use of land. 　　5.The assigned proportion and location of pay-for-land is the main reason why landowners with pay-for-land change to choose cash compensation. 　　6.The government seldom informed landowners of the whole plan and the relevant regulations in the process of zone expropriation.

The growth of population and business during the rapid urbanization process in the twentieth century has generated significant demand for transportation. As the demands have grown, road and air transportation are suffering from significant congestion and delays. Continuing expansion of highways and airports has become both expensive and difficult, along with not being able to provide adequate solutions to the growing congestion. One alternative, which is being pursued by many countries, is to invest in efficient high-speed rail networks to meet the pressing demand for mass passenger transportation. This alternative is also one that may have beneficial impacts by reducing energy consumption and alleviating some of the environmental concerns. But to make these infrastructure investments, governments need to make difficult decisions due to the complexity of the industry and technologies involved. This thesis examines decision making by government for such investments. In order to carefully study the industry, we use a two part approach. First, we examine the HSR industry supply-chain. We create a detailed taxonomy of the industry supply-chain and highlight various aspects of the advanced technologies being used, the sophisticated multiproduct nature of the firms, and the diverse international location of the companies. Second, we gather information on all the international HSR contracts between 2001-2011. These contracts enable us to examine business strategies pursued by the major HSR trainset suppliers and component manufacturers, insights into the size of the orders and type of trainsets being delivered, and the formation of partnerships and collaborations to meet the complex demands imposed by Governments when they invite bids for these expensive projects. A detailed examination of the supply-chain shows that the core technologies and competencies are highly concentrated in those countries which historically have had high demand for high-speed rail. Germany, Japan, France, for example, have the highest number of trainset and component suppliers. In more recent years, South Korea and China have emerged as the new frontiers of trainset and components suppliers. This implies that countries who are outside of this group are highly dependent on either importing these technologies and investments or make a concerted effort to develop them via partnerships and technology transfer agreements. Our examination of contracts shows that the size of HSR investment order is important for both business and government strategy. The order size determines the extent of domestic content and production. While many components will inevitably be imported, a larger order size may allow for various components to be manufactured domestically. Order size also appears to influence the nature of partnerships among the firms in the industry. We observe a growing number of HSR investment partnerships among trainset suppliers over time, possibly due to the need to pool risk in these highly complex and uncertain investments, as well as the changing competitive dynamic of HSR markets.

政府辦理區段徵收希望帶動新社區的繁榮，達成都市整體發展，取得公共設施用地及節省龐大建設經費支出等之目標，而地主希望藉由政府的開發行為，享有土地利用價值提高、公共設施完善等好處，然而所謂的公私互蒙其利，共創政府與民眾雙贏的開發方式，卻仍常產生地主為了財產權保障抗爭之情形而導致區段徵收作業延宕，因此，本研究以高鐵新竹車站特定區區段徵收案為例，針對地主選擇行為進行探討，透過群落分析歸類地主選配抵價地的型態，經由因子分析找出影響選配抵價地行為之因子，最後藉由羅吉特建立地主選配抵價地模型，希望可以提供政府部門及地主在選配抵價地之參考。研究結果如下： 一、 透過群落分析，予以歸類分析，劃分易於解釋的分配類型，可獲得二個群組四個方案，由此可瞭解地主選配抵價地型態。 二、 參與抵價地配地作業以男性地主居多，以年齡層多集中於中年左右，受訪地主多為已婚；受訪地主針對各項選配抵價地之影響因素均表示影響程度上都是以影響很大為居多，其中受訪地主多數認為使用分區類別、面前街道寬度、鄰近嫌惡設施程度、坵塊形狀、街廓評議地價高低等因素對於選配抵價地影響很大，又以鄰近嫌惡設施程度為居高。 三、 經由研究得知目前政府提供予地主之資訊管道不足或宣傳不周，對於整體區段徵收作業仍需加強與地主資訊的傳遞，以及充分公開整體計畫內容。 四、 部份地主不太滿意先抽籤再選配街廓的抵價地配地作業方式，其原因有主要為因籤號先後導致無法選配期望街廓佔多數，其次為權利價值較小者可能無法選配街廓，而需再與他人合併分配。 五、 建構八種類型之二項羅吉特模式，並透過AIC及SC值找出能力較佳的群組方案，由方案中得知地主多數還是以居住適宜性及小規模開發為主要。 六、 由二項羅吉特模式實證結果顯示，模型共通變數為土地變數的使用分區類別、基地最小開發規模訂定、鄰近嫌惡設施程度、緊臨遊憩設施狀況、坵塊座向，以及地主行為變數面前街道寬度影響程度、鄰近嫌惡設施影響程度、區段徵收前土地座落位置影響程度、性別、學歷、職業等等，均顯著影響地主選配抵價地之行為。 / Zone-expropriation by government hopes to achieve these targets like exciting new community's prosperity, achieving the overall development of the new city, accessing the public facilities and saving huge expenditures. By the government's development activities, the landlords enjoy the benefits of increased value of land and good public facilities. Handling Zone expropriation creates a win-win situation between the Government and the landlords. However, in the process of Zone-expropriation often generate opposition of landowners to protect their property rights which led to delays in Zone-expropriation operations. Therefore, this study of THSR (Taiwan High Speed Rail) Hsinchu Station Zone- expropriation as an example and discuss the landowner’s choice behavior. Through cluster analysis classified the landowner’s choice behavior. And by factor analysis to identify the major factors of landlord’s choice behavior. Finally by Logit modeling the landlord model hopes to provide some valuable suggestions for government. The study results are as follows: 1. Through cluster analysis, the study classified and divided into two groups that are easy to explain. The two groups contain four plans each and they can explain the landlord’s choice behavior. 2. Landlords of participation of Zone-expropriation are mostly male with age around 40 to 60 years old. These mostly married landlords think these are the major factors, the use of zoning category, the street width, the neighboring facilities, the shape of street block, the value of street blocks. The neighboring facilities rank the top 1 factor. 3. Through the research shows that government lacks of information or promotional channels. Government should improve the communication with landlords and fully disclosed the contents of the overall Zone-expropriation plan. 4. Landowners are not satisfied by the flow of ballot at first and then land choosing. The major reason is landlords can not choose the expected lands after ballot. And the second reason is the land loads with smaller land value can not choose street blocks unless they combine with other landlords’ land value and choose the expected land. 5. In the study, construction of eight types of models from two of Logit modeling, through the AIC and SC values come out the better group and plan. It shows the better plan is the small-scale residential development and good environment for the most landlords. 6. By the empirical results from Logit model show that model common variables are the land use zoning category, the base size of the minimum development, near the level of aversion facilities, recreational facilities close to the zone, street block location, the width of the street, the impact of land location before zone expropriation, gender, education, occupation, etc. They are significantly affected the selection behavior of land choice.

傳統對援助的認知是兩方互動中有著「施與受的單向關係」，但今日轉變為兩方透過援助為名來進行發展之需要的「夥伴關係」。本研究採用印尼雅萬高鐵的個案來探討究竟是何種考量促使印尼做出選擇，所以才促成雅萬高鐵建設與中國進行合作。在方法上藉由文獻分析探討中國以及印尼彼此的合作意圖，並透過相關資料的蒐集、整理與分析，找出適當的證據來支撐並解釋印尼雅萬高鐵的建設為什麼是與中國合作的原因，最後從對於該項個案的分析延伸探討中國的援助在東南亞是否展現了一種援助上的新殖民主義行為。 中國的高鐵外交主要特色在於政府主導、商業取向以及戰略性選擇，而高鐵建設也成為現階段中國實力的展現，以及對外關係合作上的優先手段與工具。本文對中國的探討，發現雅萬高鐵並不能單純視之為援助國與受援國「求雙贏」的商業投資合作案，反倒是個充滿著援助國為「求所得」的政經援助合作案。 佐科威的施政願景需要大量基礎建設來帶動國家發展，而中國能夠以划算的方式提供印尼發展所需的技術，專業知識和資金。同時，中國所提出的方案其建設所需時間較日本短，工程期間將經歷印尼總統選舉，所以若能如期完工，將對佐科威的連任帶來助益。本文透過對印尼的討論足見雅萬高鐵的合作成案是建基在受援國本身的政治經濟想望中，而不單是援助國單方面的決定。 透過本研究之考察可以發現中國對印尼的援助並未具有獨佔或壟斷的權力，印尼擁有援助中的自主權來與中國進行協商並議價雅萬高鐵的合作方向。從這些面向觀之，中國和印尼間並不存在著殖民式關係，印尼在雅萬高鐵中的角色也不是被剝削或依賴的關係，反倒擁有左右中國的能力，因此很難將中印(尼)在雅萬高鐵合作的關係貼上新殖民主義的標籤。最後，本文認為透過對援助知識的探討，對於我國未來的國際參與將有所助益。 / A great deal of previous research into foreign aid has focused on ‘Aid Dependency’. However, there has been increasing attention paid to ‘Partnership’ between Donors and Recipients. This paper presents an analysis of cooperative interaction within the politics of aid, with a particular focus on Jakarta-Bandung High Speed Rail. By means of textual analysis and case studies, the study has collected rich data which enable descriptions of the critical reasons of cooperative interaction between China and Indonesia in Jakarta-Bandung High Speed Rail project. Besides, in terms of case, the correlations between China’s aid intention and Indonesia’s development goal were calculated to determine the relationship of Neo-colonialism between these two variables. The results obtained confirm that China’s High Speed Rail Diplomacy shows three characteristics¬─State-led、Business-driven and Strategic choice. Using High Speed Rail to foster infrastructure assistance becomes a major tool in China’s foreign aid technique. These findings shed light on Jakarta-Bandung High Speed Rail project is not only a commercial contract but also a political deal. Additionally, results of this study revealed that President Jokowi pursue a macro Indonesia’s national development vision, infrastructures stand for a priority position in his thought. Because China’s aid is more cost-effective than Japan’s program, and China’s program suits Jokowi’s political intention, it facilitates Jakarta-Bandung High Speed Rail is the China-Indonesia cooperation project. It means Recipients can grip ownership in development assistance, the politics of aid shows a new image that recipients can bargain their goal with donors. It can be concluded that China's aid to Indonesia does not have exclusive or monopoly power. Indonesia has the ownership to negotiate with China and bargain for the cooperation of the Jakarta-Bandung High Speed Rail. From these perspectives, there is no colonial relationship between China and Indonesia. In the case, Indonesia is not exploited or dependent on China. Instead, it has the ability to influence China. Therefore, it cannot be seen as a Neo-colonialism. Finally, based on these findings, this study suggests that we need to strengthen the discussions about Foreign Aid or Development Assistance. These findings have important implications for the Republic of China (Taiwan), it will make a useful contribution to Taiwan’s international participation.

This Master's Thesis deals with high-speed rail in the Czech Republic. The theoretical part describes the history, the evolution and the present of high-speed rail and presents the successful foreign high-speed rail systems. Furthermore this part presents the high-speed railway tracks which are planned in the Czech Republic. The practical part researches the perception of high-speed rail by passengers. Based on the result of the survey, which was realized via the questionnaire, it analyses the criteria that passengers consider important in the choice of means of transport and it looks into passenger willingness to accept higher fare for shorten of travel time. With using the result of the survey it also deals with competitiveness of high-speed rail compared with other modes of transport. The aim of the Thesis is determine whether high-speed rail is attractive from the perspective of passengers and whether it is able to compete with other modes of transport.

The aim of this thesis is to define in more detail a safety factor, a factor of passage of time and an ecological behaviour factor influencing the mode choice on the Prague-Munich route in relation to railway as a reference mode, and to estimate the change in mode choice after HSR completion with emphasis on defined factors. The work qualitatively analyzes the sets of ideas and understandings of selected factors, which in turn affect the travel behavior and the mode choice. Defining these factors creates space for estimating and proposing perspectives for the development of expected travel behavior in the context of the planned HSR system on the Prague-Munich route. The presented thesis discusses and interprets the comparison of selected factors between existing modes of transport. The significance of the thesis lies in the understanding and definition of selected factors that are important for HSR planning strategies between Prague and Munich. Keywords: high-speed rail, travel behaviour, transport safety perception, perception of time, grounded theory, theory of planned behavior