生態足跡理論應用於運輸規劃之研究

Abstract

運輸效率的提升帶動經濟發展與成長，然而私人運具大量使用將產生空氣污染、能源過度消耗、溫室效應、交通擁擠等問題。人類在追求經濟效益同時，常忽略對自然與生態的侵略，導致資源過度消耗，影響人類以外之其他物種，威脅其生存空間與資源。為了降低交通對自然與環境之衝擊，本研究將以「生態」的角度重新思考運輸規劃之程序。 生態足跡理論之概念以累加環境衝擊的方式，估算供養人類所需之生物物理資源，以及吸收廢棄物所需之儲存地面積。本研究將應用生態足跡理論結合逐次分派法建構生態足跡交通分派模式，探討人們在從事運輸行為時，對環境所產生的負荷。分別針對公車、計程車、小汽車、機車等運具估算其生態足跡，主要分為延滯之生態足跡與單位距離之生態足跡，藉此可推估各運具之路網生態足跡與路段生態足跡。 在旅行時間法與生態足跡法之交通分派模式比較部份，旅行時間法之整體路網總生態足跡較小，但此法將會造成特定路段生態足跡集中之現象，考慮各路段生態足跡之公平分配性，生態足跡法將有較佳之結果。此外在不同政策下，公車運量分配比例愈高，其路網總生態足跡愈低，因此鼓勵民眾使用大眾運輸之政策有助於減少運輸行為對環境之負面衝擊。在台北市路網生態足跡部分，各運具所佔比例分別為小汽車(58.1%)、機車(22.4%)、公車(10.2%)、計程車(9.3%)，最大為最小之6.25倍；在各路段總生態足跡部份，以大同－中正－重慶北路最大，內湖－南港－成功路最小，最大為最小之8.75倍。在單位旅次使用各運具所產生之生態足跡中，最大的小汽車為最小的公車之5.07倍，因此相較於小汽車之高生態足跡運具，公車等大眾運輸工具對於邁向永續運輸將會有較佳之效果。

Promotion of transportation efficiency brings economic development. However, heavy private mode use will cause some problems like air pollution, energy overuse, greenhouse effect and traffic jam. As people pursuing economic benefit, they always ignore the aggression that will cause resource overuse upon nature and ecology. The aggression will affect other species and threaten their lebensraum and resource. In order to reduce the shock from traffic to natural environment, this research will rethink the procedure of transportation planning in terms of “ecology”. The concept of ecological footprint(EF) theory is the sum of resource consumption and waste absorption transformed on the basis of the biologically productive land area required by a defined population. This paper will apply ecological footprint theory integrating incremental assignment method to constructing Ecological Footprint Traffic Assignment Model(EFTAM). And use the model to discuss the impact of people who are traveling on environment. Moreover, the network EF and roadway EF of bus, taxi, car and motorcycle were calculated and analyzed based on delay EF and unit distance EF. In comparison of travel time method and EF method traffic assignment, the whole network EF of travel time method is smaller than EF method. However, travel time method will make a phenomenon of EF concentrating on specific roadway. In consideration of fairly distributing EF over each roadway, EF method will have a better effect. Besides, in different policies, the higher proportion of mode split of bus, the lower whole network EF. Hence, it will be helpful to reduce shock from traffic to natural environment by encouraging people to use public transit like bus. Regarding the whole network EF in Taipei, it was found that the percentage of car is 58.1%, motorcycle is 22.4%k, bus is 10.2% and taxi is 9.3%. The car is 6.25 times of the bus in the percentage of whole network EF. Concerning the roadway EF in Taipei, the ChongQing N.Rd. connecting Datong District and Zhongzheng District is 8.75 times of the Chenggong Rd. connecting Neihu District and Nangang District. About EF of each mode per trip, the car biggest one is 5.07 times of the bus smallest one. Accordingly, comparing the car being a high EF mode, the public transit like bus will have a better effect on reaching the goal of sustainable transport.