| 摘要: | 臺灣地狹人稠，「捷運土地聯合開發」係在建設捷運系統之城市，為順利取得捷運系統用地，提供地主在徵收外之另一選擇，聯合開發用地囿於民眾抗爭、民意壓力致取得不易或受限於建設期程致面積未達理想亦需決定，且聯合開發相關法令並無訂定開發用地劃定基準，台北都會區捷運土地聯合開發用地劃設實際面積差異甚大，致有相當數量基地惜未能趁勢於大眾捷運發展之機，健全城市永續發展，為彌爭議或遺憾，開發用地劃設評估允宜有一模式，作為兼顧捷運建設及發展良好城市之輔助。
本研究以大眾運輸導向之開發（Transit-Oriented Development, TOD）及永續發展之規劃理念，運用價值工程分析之顧客導向系統化機能分析技術（Customer-Oriented Functional Analysis Systematic Technique）等研究方法，就捷運土地聯合開發所欲達成的機能，經分析主要機能為「順暢捷運建設」、「提升營運效能」、「發展良好都市」及「吸引投資人」及輔助機能為「滿足使用者」、「吸引使用者」、「創造形象」、「確保方便性」及「確保可靠性」，並驗證捷運土地聯合開發用地評估指標確認實際可行，繼而進行價值工程整合粹思理論(TRIZ)研析之創意、判斷、發展、建議捷運土地聯合開發用地劃設評估模式。
捷運土地聯合開發用地劃設評估模式以分級分類辦理，分為A1至A6級如下：(一)A1級：用地規模做為聯合開發用地劃設最小基準，(二)A2級：具有基本腳踏車轉乘功能，僅較A1級別面積增加28.6%，其價值迅速增高而成本增加極少，(三)A3級：面積較A2級僅增加13.4%，具完整之轉乘功能，(四)A4級：具完整之轉乘功能且提供計程車內部化，具有良好公益設施功能，可相當增加外部效益之整體價值，(五)A5級：用地又分以提供/不提供計程車內部化規劃分兩類，兩者所增劃設面積均僅較前一級別面積增33.3%，可減少行政轄區公共設施投入成本，並達成節能、減碳、大眾運輸效能等，(六)A6級：街廓型開發，即配合街廓開發，結合都更，促進城市再生，而捷運機廠面臨計畫道路及環型服務道路，機廠辦理開發歸類此類型。
上述捷運土地聯合開發用地劃設評估模式再進行實證，就案例運用評估模式進行比較，確認評估模式效果可行，有助於兼顧捷運建設及發展良好城市。
Under the dense population in Taiwan, the Joint Development (JD) of land adjacent to the Mass Rapid Transit System (MRT) is becoming a significant concern. Except for the land expropriation, the JD provided a new alternative for the landowner. Furthermore, the JD provides a favorable channel to obtain the needed land. However, due to the lack of an evaluation system, limitation of land use planning, widespread protests, bureaucracy, and insufficient government decree, some of the JD with MRT are not well developed in the past years. Usually, the differences between the planning and execution of Taipei MRT JD are significantly huge, so that the sustainable development in Taipei City is inadequate. Establishing a new model to evaluate the MRT JD and City development is a pressing issue to make up for such regrets.
In this research, the author employs the Transit-Oriented Development (TOD) with adopting the Customer-Oriented Functional Analysis Systematic Technique (FAST) to establish a sustainable development model for the lands near the MRT system. According to the research analysis results, we find the smoothness of MRT construction, raising MRT operation efficiency, well development of city, and attraction to the investors are the central topic of the JD. Moreover, the satisfaction of users, attraction to the users, creation of a good image, verification of convenience, and reliability, are becoming significant concerns. This research achieves a suitable, applicable, functional, and reliable evaluation model for the Joint Development of land adjacent to the Mass Rapid Transit System. In addition, the author applies the “Value Engineering (VE)” and “Theory of Inventive Problem Solving (TRIZ)” to enhance the creativity, determination, development, and constructiveness, of the evaluation model for Taipei MRT JD.
There are six scales, A1 till A6, presented in the proposed evaluation model for Taipei MRT JD. A1: The minimum developing land ratio as the JD baseline. A2: Extention for the bycicle transit function. It performs a minor land extension of 28.6% with A1 scale but increases the high additional developing value. A3: It has a 13.4% of land developing ratio and obtains a whole transit function. A4: In addition to A3, this scale provides the internal-station taxi function, public welfare facilities, and the whole transit function. High external value is achieved in this scale. A5: Divide into two significant parts of land planning, with and without the internal-taxi function. It performs a land extension of 33.3% with the A4 scale. It decreases public investment costs and increases the efficiency of energy-saving, carbon emission reduction, and the entire transportation. A6: Combining street development and urban renewal to promote urban regeneration. The planning for the depot connection road and ring loop are typical examples of this scale.
In this research, the author proposed a new model to evaluate the MRT JD achievements. Moreover, the Taipei MRT JD projects are discussed and evaluated as case studies to verify the applicability of the proposed model. |
