都市特性及旅次特性與大眾運輸系統型式選擇之關連性研究

Abstract

以往都市在規劃大眾運輸系統型式之選用時，皆是透過都市規模與都市特性的方式進行評估，然而，此一方式尚無法精確的掌握兩者之間的關連性，並且無法精準的評斷都市適宜之大眾運輸系統型式。對此，本研究認為應納入旅次特性之因素加以考量，進一步的探討都市特性、旅次特性與大眾運輸系統型式之間的關連性。

透過關連性假說之檢定的顯示，都市人口數與都市二、三級產業及業人口數之間具有正相關的關連性；二、三級產業及業人口數與家戶年平均所得之間亦具有正相關的關連性。都市特性與旅次特性之關連性中，都市可發展區域面積與旅次長度之間具有正相關的關連性，二、三級產業及業人口數與家工作旅次數之間具有正相關的關連性，三級產業及業人口數與家其他、非家旅次數之間亦具有正相關的關連性。旅次特性與大眾運輸系統運量之關連性中，家工作旅次數與大眾運輸系統運量之間具有正相關的關連性；且家其他、非家旅次數與大眾運輸系統運量之間亦具有正相關的關連性。都市運輸政策與大眾運輸系統運量之關連性中，都市的道路里程密度與大眾運輸系統運量之間具有正相關的關連性；都市的大眾運輸系統之延車公里數與大眾運輸系統運量同樣具有正相關的關連性。

最後，本研究根據臺灣各都市之現況，假設臺北市選用捷運系統(MRT)為合理之系統型式，高雄市選用輕軌運輸系統(LRT)為合理 系統型式，臺中市選用公車捷運系統(BRT)為合理之系統型式，並依照都市之特性以及都市特性與大眾運輸系統運量之關連，探索都市適宜之大眾運輸系統型式。即當都市的大眾運輸系統運量高於臺北時，適用大眾捷運系統；當大眾運輸運量介於臺北與高雄時，以使用輕軌運輸系統為宜；當大眾運輸運量介於高雄與臺中時，應考慮使用公車捷運系統；若大眾運輸運量不及於臺中時，以一般公車系統服務即可。透過都市特性與大眾運輸系統運量之關連性的檢測，桃園縣適宜之大眾運輸系統為公車捷運系統(BRT)。

In the past, the seletions of the urban planning of mass transit system type selection come from the assessment of urban size and its characteristics. However, the approach can’t grasp the association of both and judge whether the city’s public transportation system is suitable for the type accurately. Therefore, this study suggests that the factors of trip be considered, to further explore the association among urban characteristics, trip characteristics and mode choice of mass transit systems.

From the test hypotheses of the display, the association between urban population and employment of secondary as well as tertiary industries is positive; the association between employment of secondart as well as tertiary industries and average incomeof households is also positive. In the association between urban characteristics and trip characteristics, the association between developable area of the city and trips length is positive, the association between employment of secondary as well as tertiary industries and home-based work trips is positive, the association between employment of secondary industries and home-based others with non-home based trips is positive. In the association between trip characteristics and the ridership of mass transit systems, it is positive for the association between home-based work trips and the ridership of mass transit systems, between home-based others with non-home based trips and the ridership of mass transit systems. In the association between urban transportation policy and the ridership of mass transit systems, it is also the association between urban road mileage density and the ridership of mass transit systems and between vehile-kilometer of urban mass transit systems and the ridership of mass transit systems.

Finally, in this study, based on the present situation of Taiwan, assuming it is reasonable that Taipei city chooses mass rapid transit system (MRT), Kaohsiung city choosing light rail transit system (LRT), Taichung city choosing bus rapid transit (BRT). Furthermore, if we explore the suitable choice of urban mass transit system, according to the urban scale and the association between urban characteristics and the ridership of mass transit systems. We can find if the ridership of mass transit system is higher than Taipei, the urban is suitable for choice mass rapid transit system (MRT), if the ridership of mass transit system lies between Taipei and Kaohsiung, the urban is suitable for choice light rail transit system (LRT), if the ridership of mass transit system sits between Kaohsiung and Taichung, the urban is suitable to choice bus rapid transit (BRT). Through the exploration of the association between urban characteristics and the ridership of mass transit systems, Taoyuan county is suitable for choice bus rapid transit (BRT).