This study uses the MRT (mass rapid transit system) Banqiao Station as an example to explore residents' satisfaction toward transit-oriented development (TOD) living environment characteristics around the Banqiao MRT station. The study uses descriptive statistics, reliability analysis, the factor analysis method and multiple regression analysis to verify the data, and one should expect the study to serve as a reference basis for the government, academia and businesses to formulate urban development and transportation policies. This study shows that residents are mostly satisfied with a 10-minute walk distance to convenience stores. Furthermore, this study uses the factor analysis method and thus brings forth five major TOD factors. With stepwise regression analysis, we discovered that Factors 1 and 2 represent land use and transportation, respectively, while Factor 5 represents high-density development, all of which are significantly related to resident satisfaction. Additionally, gender, age, career, educational background and incomes are individual characteristics that should be forcibly entered into the regression equation. Only Factors 1 and 5 achieve statistical significance. Finally, the study suggests improvements to the surrounding environments of Banqiao Station by focusing on the TOD characteristics of design and density, which can increase TOD residential satisfaction and the public health of residents surrounding the MRT Banqiao Station.

To see whether the surrounding real estate price after soil and groundwater pollution remediation will revert to the level before the risk of implicit pollution, this paper uses research methods, such as the hedonic price method and contingent valuation method for analysis. The results of empirical analysis reveal that the hedonic price method will be restricted by trade cases around pollution sites. In view of this, it proposes using the contingent valuation method and consumers' viewpoints for the analysis. Empirical results show that after pollution remediation the respondents are willing to pay an average of $1168 per square meter, which is slightly higher than the current price of $1059 per square meter with an increase of about 10%. Therefore, prices will recover after remediation at least to the level of the surrounding area.

Abstract:Under the circumstances of limited government funds, the future pollution remediation policies and practical implementation may need contemplation from the perspective of maximized efficacy, in order to pursue the most effective resource allocation. In fact, different pollution sources and types affect the value of surrounding properties differently in significance and scope. Therefore, benefits from the remediation may vary depending on the polluted locations. Currently, however, decision-making on the location-based priority of pollution remediation still seems to be in need of a clear index system to evaluate the post-remediation benefits. Therefore, this article discusses the use of the fuzzy Delphi method to determine factors of the location-based priority of soil and groundwater pollution remediation and an analytic network process to determine the weights of each factor. The empirical results show that the top 3 priority indicators are resident population, land value and natural resources. Hopefully, this finding can be used in future decision-making on the priority of pollution remediation to maximize the effect of limited funds.

In the last two decades, Taipei metropolitan area has undergone a spatial development pattern – some areas appear to show a sprawling development trend, while others show a compact development trend. With a multinomial logit model, this paper discusses the causes behind the discrepant urban development trends; covering social economy, institutional change of land use, spatial location, transportation and public infrastructure plans. Moreover, the study has discovered that the continued population migration to the Taipei metropolitan area has made habitation in the urban centre so costly that people choose to live in suburban areas. This is how the sprawling development pattern has come into shape. In summary, the impact factors on the urban development discrepancy come from the (a) institutional change: the diversified land use has contributed to the sprawling development; (b) transportation: the mass rapid transport system has brought in the compact development, while the expressway and highway systems have lifted the urban sprawling development; and (c) public infrastructures: major governmental construction projects have made the spatial development patterns fractional and scattered.

Transportation and land-use development are closely connected and make the different urban forms we know. Globally, there are many large cities whose forms were shaped by transportation and land use. However, there is neither a systematic discussion nor empirical analysis to prove which kinds of transportation factor will connect land use and which kinds of land-use factor will connect transportation. Therefore, this paper aims at reviewing the literature, using empirical analysis and study of 36 cities worldwide to develop quantitative and qualitative definitions of connections. Finally, this paper uses an empirical analysis to demonstrate connections of transportation and land-use.