In order for a city to maintain keep continuous development, it must have a convenient public transportation system. Of all the public transportation, the MRT is one of the most important transportation because it is not affected by any traffic jams and it even saves you the trouble of looking for a parking space. Therefore, the convenience of the MRT will make it the choice of residents in general. In this research, it appears that the population in Kaohsiung is rapidly increasing. According to the statistics, the population from 1991 to 2006 has increased from 100,000 to 118,281. Tsoying District appears to have increased the most from 70,000 to 74,847. However, the data shows that the other districts remain stable. So that the traditional area shows moving out due to the limitation of land. Because of the land plan anew still have a land not to develop around Tsoying District, therefore the surrounding suburb and district has people moving into the area. That¡¦s why this area is targeted among as a Kaohsiung MRT Exit area. (R13) The MRT will run business from the end of 2007. The consumer behavior of purchasing house around the MRT exit area and the real estate agency face and handle the changes to promote the product itself. To combine the theory and the practicality of this marketing. We use the 4Ps: Product, Place, Promotion and the Price. This research shows that real estate is a high involvement purchasing behavior, this is deal with million to billion, different consumers have their different needs and request. First-time buyer will be concerned with the total price, bank loan and bank interest. People who already have a house or they want to trade into a bigger house will be concerned with the functionality of this living area, the standard of life, the environment and schools. For the Mansion Group, people will be concerned with the location and uniqueness. Therefore, real estate agents need to focus on their Target Market in order to create niches.

Since Taiwan became a member of the World Trade Organization (WTO), the government has opened the market for foreign contractors to tender for major public works within the country. Some of the international construction companies from Germany, Japan, Malaysia, Holland, Korea, Singapore etc had set up their branch office in Taiwan to compete ambitiously with the local construction companies . Many exclusive investment projects in Taiwan was implemented in bigger scale since 1998. For instance , among the 11 packages of the Kaohsiung Metropolitan Mass Rapid Transit (KMRT) Project, the smallest package is worth NTD 500 million while the biggest package amounting to NTD 900 million. Such projects characterized by its large size, huge capital injection, high technical expertise requirement, sophisticated system consolidation as well as multiple interfacing works which is beyond the capabilities of the local traditional construction companies . Partnership especially joint venture with foreign construction companies has became a better resolution for local construction companies . Although joint venture has the advantages of risk sharing, technology transfer , professional advice and profit sharing, however the differences in culture of the joint venture companies, management style, financial strength, expertise and size of related companies has caused a number of problems and uncertainties. This dissertation was an in-depth study on risk assessment of international contractor in a joint venture company implementing one of the packages of KMRT projects. Based on the information collected, interviews with the executives and various analysis, it can be summarized as below : - External risk factors: Foreign contractors should evaluate the possibility on change of related laws and strategies by the local government in order to formulate a versatile contingency plan. They should be more selective while choosing a local partner. This partner should have the first hand information with respect to the local resources, good relationship with local community and politician to reduce the non-professional risk. They should be more conservative on the evaluation of the local government administrative performance. Project risk factors: There should be ample time allocated to discuss the Main Contract Agreement . It is suggested to be carried out in two stages : Firstly, a simplified main contract to be drafted. Secondly, a more define and explicit addendum to main contract to be appended progressively so that every aspect of the contractual issues can be studied and discussed in great detail . This will provide a fair basic for interpretation of the main contract for client and the main contractor ( JV). The right and liabilities on land acquisition, demolition of landed properties , compensation to the owners, construction period, delay and various contractual claim issues should be scrutinize thoroughly. Internal risk factors : The project execution strategies should be prepared and accepted collectively to avoid misunderstanding on technology transfer, safety & quality assurance, progress control and profit distribution among the members of the Joint Venture during the course of the works.

ABSTRACT The operation of urban mass rapid transit system has paid great attention on the customer degree of satisfaction, emphasizes ¡§the service oriented¡¨. This paper attempts to bracelet the traditional model, from the angle of ¡§profit oriented¡¨ discusses the urban mass rapid transit system business, and take the Kaohsiung Rapid Transit System (KRTS) as the example, draws up the related profit strategy. In the research analysis, this paper analyzes the Kaohsiung Rapid Transit System by five forces analyses to be able in the area transportation industry to compete for the profit in Kaohsiung the match and profit ability. By all the resources, the competitive advantage and the value chain analysis, establishes the Kaohsiung Rapid Transit Corp.(KRTC) core competitiveness. Moreover, by the SWOT analysis, discovers the KRTC's strengths, the weaknesses, the opportunities and the threats. Then, elaborated that this research core problems, according to the content of SWOT analysis, makes the strategy pair by the TOWS analytic method, draws up the KRTC's pursue profit strategy. The synthesis entire profit strategy, evaluated by the ¡§validity¡¨ and the ¡§feasibility¡¨, and take the ¡§feasibility¡¨ score to classify as the short, middle and long term profit strategy. According to this paper's discussion, the profit oriented KRTS divides into the short, middle and long term three broad headings of strategy. The short-term strategy according to the feasibility and the validity height, divides into three stages . The first stage is the most feasible, and the most effective strategy, should carry out immediately, altogether six items. The second stage has five items. The third stage has five items. The middle term strategy altogether has six items. The long-term strategy divides into two stages. The first stage has nine items. The second stage has three items. This paper by way of five forces analyses, in competes five forces with KRTC, its main profit competitor is ¡§the substitute threat¡¨, i.e. ¡§the motorcycle¡¨. This transport mode is the biggest profit spoliator of KRTC. Moreover, establishes the KRTC's core competitive ability from this paper, altogether eight items. At the end of this paper, we suggest that the KRTC should be at present the profit first, the proper attention to both cost, seeks government's substantive assistance, establishes a healthy financial physique, then besides the profit oriented, should give dual attention to the enterprise community responsibility gradually, then becomes a financial and the social sustainability.

abstract: The sustainability impacts of the extension of the Mass Rapid Transit (MRT) system in suburban Beijing are explored. The research focuses on the neighborhood level, assessing sustainability impacts in terms of greenhouse gas emissions, air pollution, and energy consumption. By emphasizing suburban neighborhoods, the research targets the longest commuting trips, which have the most potential to generate significant sustainability benefits. The methodology triangulates analyses of urban and transportation plans, secondary data, time series spatial imagery, household surveys, and field observation. Three suburban neighborhoods were selected as case studies. Findings include the fact that MRT access stimulates residential development significantly, while having limited impact in terms of commercial or mixed-use (transit-oriented development) property development. While large-scale changes in land use and urban form attributable to MRT access are rare once an area is built up, adaptation occurs in the functions of buildings and areas near MRT stations, such as the emergence of first floor commercial uses in residential buildings. However, station precincts also attract street vendors, tricycles, illegal taxis and unregulated car parking, often impeding access and making immediate surroundings of MRT stations unattractive, perhaps accounting for the lack of significant accessibility premiums (identified by the researcher) near MRT stations in suburban Beijing. Household-based travel behavior surveys reveal that public transport, i.e., MRT and buses, accounts for over half of all commuting trips in the three case study suburban neighborhoods. Over 30% of the residents spend over an hour commuting to work, reflecting the prevalence of long-distance commutes, associated with a dearth of workplaces in suburban Beijing. Non-commuting trips surprisingly tell a different story, a large portion of the residents choose to drive because they are less restrained by travel time. The observed increase of the share of MRT trips to work generates significant benefits in terms of lowered energy consumption, reduced greenhouse gas and traditional air pollution emissions. But such savings could be easily offset if the share of driving trips increases with growing affluence, given the high emission intensities of cars. Bus use is found to be responsible for high local conventional air pollution, indicating that the current bus fleet in Beijing should be phased out and replaced by cleaner buses. Policy implications are put forward based on these findings. The Intellectual Merit of this study centers on increased understanding of the relationship between mass transit provision and sustainability outcomes in suburban metropolitan China. Despite its importance, little research of this genre has been undertaken in China. This study is unique because it focuses on the intermediate meso scale, where adaptation occurs more quickly and dramatically, and is easier to identify. / Dissertation/Thesis / Ph.D. Sustainability 2012

This study employs the data from real estate transactions provided by the Department of Land Administration. This study uses the Hedonic Price method and the Difference-in-Difference method to analyze the impact of indoor and outdoor properties on housing prices. In our study, the properties of floor space, stories, age, proximity to MRT stations, and proximity to elementary schools are important factors affecting the housing prices. The results estimated by Difference-in-Difference method show that the coefficient on homes within 500 meters distance of the MRT stations and the coefficient after MRT operating are both significantly positive on housing prices. Although the coefficient on the interaction term is positive, it is not statistically significant.

The main purpose of this thesis is to study the emergency power-supply system analysis for red and orange lines of Kaohsiung Mass Rapid Transit(KMRT). First of all, the configurations of KMRT power-supply were introduced. Then the traction power required and station substation demand were analyzed by computer program. The suitability of planning and the power-supply system were examined by considering their target year requirements based on the headways of both 2 and 3 minutes. The dispatch strategic is investigated when one of Bulk Supply Substation(BSS) was outaged. To analyze the system transient stability for the islanding operation of KMRT system when all 161kV circuits tripped, the mathematical models of the standby diesel generators with excitation system and governor system as well as the loads are considered in the computer simulation. The Ferranti effect due to 22.8kV cables for the transmission of energy backup power to send the critical loads in the train station is investigated, it is found that the shunt reactors is required for the mitigation of over voltage problem introduced by the Ferranti effect.

Abstract The objective of this thesis is to perform the AC/DC load flow and harmonic analysis for the power supply system of mass rapid transit (MRT) system. According to the computer simulation of stochastic harmonic load flow analysis, the mean value and standard deviation of voltage harmonic distortion are derived. The mitigation of harmonic distortion has been proposed by the proper design of harmonic filter. The mathematical model of 12 pulse uncontrolled rectifiers without interphase transformers is derived and applied in the AC/DC load flow analysis. The system voltage profiles and power consumption are obtained by computer simulation with the models derived. The Taipei MRT system is selected for simulation to solve the peak and off peak load of target year, bus voltage and power demand, and the harmonic current injection of traction substation. The voltage harmonic distortion is then calculated for each time snapshot according to the operation modes of all train sets on the main lines. According to the dynamic load behavior of train sets, the stochastic harmonic load flow analysis is executed to find the variation of harmonic distortion. To improve the power quality of MRT power systems, the proposed hybrid filter, which consists of both passive filter and active filter, is considered in the simulation. It is found that better distortion mitigation can be obtained with the hybrid filter by taking into account the stochastic harmonic current injection at the traction substations.

高雄捷運為國內第二條捷運系統，承繼了台北捷運的經驗，在日新月異的交通需求中，也肩負開啟國內其他地區興建捷運學習的榜樣。2008年紅橘雙線通車，捷運開始逐步改變高雄民眾的交通習性。捷運的建造是政策也是挑戰，向其他政府進行學習也是必經的過程。因此研究者希望透過高雄捷運個案來分享其政策學習過程，藉由描述及資料的分析來做實際案例的呈現。 研究者利用次級資料分析法探究理論及相關研究，再透過滾雪球抽樣及深度訪談法，與曾經參與政策學習的捷運相關人員進行訪談，探討高雄捷運的政策學習過程。最後以三角交叉驗證法來比對文獻與訪談內容，提升理論與研究的對照性。研究發現，高雄捷運的地區條件、兩大組織高雄市政府捷運工程局及高雄捷運公司的定位與台北捷運有所差別，互相學習之外也發展出了各自特色。在政策學習上，台北及國外經驗皆具參考價值，在參訪、座談、考察、聘請顧問等方式向外學習之外，內部也透過小組會議、技術交流發表會來做資訊互通，同時也藉由外派或顧問的角色來與自身所學相輔相成。學習內容也由基礎內容、困境學習來深化人員掌握政策資訊的程度；另外，高雄捷運也將實用性與創意性結合，成為其他單位觀摩的範例。研究者於文末也提出建議：加強專業訓練提升人員學習動力、建立學習分享平台、培養多元視角並持續吸收國內外相關知識技術、設立獎勵及檢討機制等，希望對高雄捷運組織及人員的整體學習有所幫助。

The work deals with two problems of mass rapid transit system operation: The development of flexible timetables and the realisation of flexible timetables. In both cases, genetic algorithms are used. In the process of (flexible) timetabling in suburban railways, a transport offer perfectly adapted to demand is searched for (temporal and spatial adaptation of demand as well as adaptation of capacity of the trains). After determination of the number of train runs per line and hour and their capacity, optimal departure times have to be found (with a precision of a minute down to 10 s), which fulfil criterias of the passengers (short waiting times) as well as of the operator (small number of vehicles needed). Two different codings for use with genetic algorithms have therefore been developed. They are tested on several case studies of the Dresden suburban railway network, assuming different degrees of flexibilisation. In the process of realising a flexible timetable, transitions between train headways as well as running time and dwell time reserves (margins in the order of a few seconds) are slightly modified in order to coordinate braking and accelerating trains and thereby reduce energy costs of a system of trains. Genetic algorithms can be applied for this problem as well, the proposed methods are tested on several case studies (S-Bahn Berlin, Metro Lille). / Die Arbeit behandelt zwei Probleme der Betriebsplanung von Stadtschnellbahnen: Die Erstellung flexibler Fahrpläne und die Umsetzung flexibler Fahrpläne. In beiden Fällen werden zur Lösung Genetische Algorithmen verwendet. Bei der Ermittlung flexibler Fahrpläne von S-Bahnen wird ein bestmöglich an die Verkehrsnachfrage angepasstes Verkehrsangebot gesucht (zeitlich, räumlich und bezüglich der Kapazität der einzelnen Züge angepasst). Nach stundenfeiner Festlegung der Fahrtenhäufigkeiten und Kapazitäten der einzelnen, sich überlagernden Linien werden deren Abfahrtszeiten gesucht (mit einer Genauigkeit von Minuten bis etwa 10 s), so dass sowohl die Wünsche der Fahrgäste nach gleichmäßigen Zugfolgezeiten als auch Betreiberwünsche (geringe Fahrzeuganzahl) erfüllt werden. Hierzu werden zwei verschiedene Kodierungen für die Verwendung mit Genetischen Algorithmen vorgestellt und das geschaffene Verfahren an verschiedenen Flexibilisierungsszenarien für die S-Bahn Dresden erprobt. Bei der Umsetzung flexibler Fahrpläne, die sich im Bereich weniger Sekunden abspielt, werden Übergänge zwischen Zugfolgezeiten, Fahr- und Haltezeitreserven geringfügig modifiziert, so dass durch bestmögliche Koordination von Anfahr- und Bremsvorgängen eines Systems von Zügen die Energiekosten minimal werden. Methodisch werden wiederum Genetische Algorithmen verwendet, die Erprobung des Verfahrens erfolgt anhand von Linien der S-Bahn Berlin und der Metro in Lille.

Im bisherigen Auslegungsprozess wird ein Bahnsystem in der Regel in Teilsysteme zerlegt, die nacheinander und für sich betrachtet entworfen werden. Das Verhalten des Gesamtsystems im geplanten täglichen Betrieb wird nur für wenige Varianten mittels Simulation überprüft. In dieser Arbeit wird der Ansatz vorgestellt, ein elektrisches Bahnsystem als Optimierungsaufgabe zu modellieren und diese mit einem geeigneten mathematischen Suchverfahren zu lösen, um Wechselwirkungen im Gesamtsystem bereits während der Dimensionierung berücksichtigen zu können. Zu diesem Zweck wird ein mehrkriterieller genetischer Algorithmus mit Zugfahrtsimulation und Netzberechnung gekoppelt, um ein für elektrische Bahnen entwickeltes Optimierungsmodell zu lösen. Am Beispiel einer realen Metrostrecke wird das Verfahren auf seine Eignung getestet und die erzielten Ergebnisse bewertet. / In the previous design process the electric railway system was subdivided into subsystems that are conceived one after the other and independent of each other. The performance of the complete railway system under realistic operation conditions can only be verified for some very few variants using simulation tools. The paper presents an approach to formulate an electric railway system as a self-contained optimization problem solved by means of a mathematical optimization method in order to consider interactions within the system in the early stage of the design process. Therefore a multi-objective genetic algorithm is coupled with both train simulation and electrical network calculation solving an optimization model specially designed for electrical railway systems. The proposed method is tested on an actual metro system. The results of this case study are presented and evaluated.