新竹科技城自行車使用者之偏好研究

Abstract

臺灣經濟高度成長、國民所得增加、汽機車普及，人口約2300萬人，擁有570萬輛汽車、1200萬輛機車。其中由於機車具有機動、便捷、停車方便等特性，因此成為台灣最普遍的短程代步及個人交通工具。面對氣候變遷、環境暖化、能源衰竭的問題，全球環境意識覺醒，為朝向永續發展的未來，再加上健康與健身的新趨勢，自行車成為二十一世紀休閒遊憩、觀光旅遊及通勤通學的重要綠色運具。

自行車不只是一種交通工具，更是遊憩的供給，自行車遊憩在台灣已成為新興旅遊與健康活動的代名詞。相對於汽機車的污染，自行車具有安靜、無污染、與環境友善的綠色環保特性，雖然自行車通勤在台灣尚未成為氣候，但利用自行車結合旅遊地區的發展，已成為頗受歡迎的戶外遊憩活動。

面對知識經濟的時代，各國政府為了提升城市競爭力，無不努力營造吸引高科技人才的環境，除了設置科學園區外，更強調生活品質與休閒環境，以健全高科技城市(Technopolis)的內涵。而高科技人士偏好戶外遊憩活動，近年來騎乘自行車的數量成長驚人，其原因為具有創意精神、可以獲得放鬆與探索、並與自然對話，高科技人士也視騎乘自行車為一種社交技能。建構完善的自行車環境已成為創意城市的必要條件；而自行車遊憩在高科技城市的發展與需求也值得探討。

新竹科學城活動人口約100萬人、新竹科學園區就業人口達13萬人，園區年產值超過400億美元。新竹科學城擁有11萬輛汽車、22萬輛機車，汽機車高度普及，也伴隨環境污染與交通擁擠的議題。新竹科學園區所在的新竹縣市，為全台汽車擁有率最高的城市(每千人342台)，新竹科學城在發展過程中為了增加高科技人士的通勤效率，不斷增加道路面積與停車供給，造成更大的環境問題。

另一方面，中央與地方政府積極建設自行車道與週邊設施，將有限的資源投入自行車遊憩發展，符合時代潮流。惟政府部門多著眼於實質環境，強調土木與道路建設、或景觀工程，但是未從使用者的角度瞭解自行車騎士的環境偏好與環境設施的適宜性。

因此本研究先從國家級的自行車道與新竹科學城地方級自行車道探討自行車觀光客與自行車遊客環境偏好的差異；再進一步聚焦於新竹科學城，探討高科技人士與非高科技人士對自行車騎乘環境的偏好與評價之差異，上述研究以Ridit模式進行分析。最後擴大自行車之研究方向，利用Rasch模式進行新竹科學城自行車通學騎乘難度之研究，以建構自行車友善環境之發展模式，並建立高科技人士環境偏好的衡量模式，以提供高科技城市環境規劃之參考。

Climate change and energy consumption, together with the rise of environmentalism and increasing awareness of sustainable development practices, are permanent issues in all political agendas of the new century to both national and international levels. In this context bicycle usage has become a popular travel mode of transportation worldwide.

Taiwan has gained awareness in cycling and is experiencing increasing investment in, and popularity of, recreational cycling and bicycle tourism. Both central and local governments have been trying to stimulate the development of recreational cycling and bicycle tourism. National trends emerged recently to include green mode planning that regards bicycling as an environmentally desirable option for outdoor recreation and as a tourism transportation mode.

While recent development of bicycle lanes in Taiwan merely considers the civil engineering work or landscape design; very little interest has been shown in studying the preferences of cyclists’. Therefore, by applying Ridit and Rasch model, this research focuses on Hsinchu Technopolis to explore cyclists’ environmental preferences and to evaluate and analyze the development of recreational cycling and cycling to school in the Technopolis.

This research reflects, from the geographical point of view, the preference and satisfaction of cyclists in two compared levels: National (Taiwan) and local (Hsinchu Technopolis). By using surveys collected in these two levels Ridit analysis is applied to get conclusions about the differences between bicycle tourists in one of the national scenic bikeways and recreational cyclists in one of the local Hsinchu Technopolis’ bike lanes.

Regarding the same variable (the preference and satisfaction of cyclists) Ridit analysis is also applied by focusing specifically in the Hsinchu Technopolis area. In this case two different groups of users are compared: High-Tech workers of the Hsinchu Science-Based Industrial Park (HSIP) and Non-High Tech workers.

This study keeps on researching Hsinchu Technopolis area by adding further elements to the study: the obstacles suffered by students cycling to school and the Rasch analysis as measurement method to get conclusions.

This research conclusions including as follows: (1) investigated environmental preferences for, and satisfactions with, cycling facilities for cyclists in Hsinchu Technopolis (2) established a measurement model by appling Ridit and Rasch analysis. (3) examined the efficiency of government resource allocation and provided suggestions for a reasonable cycling policy for cycling facilities in general, and for technopolises in particular. (4) suggested planning and policy implications.