Does the current rail economy really help us form a better developed urban city? ( Part One )
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前言
Preface
從近幾年的報章雜誌當中我們不難發現，新建軌道交通建設很常帶動周邊地價、房價上漲。然而，我們也可以注意到新車站周邊的土地規劃大部分是重複地興建住宅、商辦、飯店、購物中心，都市的面貌並沒有什麼太大的改變。一成不變的產品規劃除了會讓原本土地價值的翻轉與提升受到限制，也會因城市重劃區樣貌重複性過高，而沒有彰顯其功能特色，跟成熟的商圈相比較，只是個「比較新」的替代品，造成同類型不動產產品供給過多，面臨價格上的競爭、產品規劃沒有差異化，以及新舊都市發展失衡等問題……
In recent years, according to reports from newspapers and magazines, we have learnt that new rail development often drives up the surrounding land and housing prices. Such phenomenon can be attributed to the land planning around the new rail station involving mixed developments including residential, commercial office, and retail developments such as shopping centers. That is to say, cities have developed a similar feasible pattern of land development for governments and private developers when it comes to the new rail and adjacent land development. However, such development pattern depicts its unchanging and yet boring product planning which not only restricts better use of land, but also fails to demonstrate the functional and local characteristics of real estate properties where located. There is a high repetition of such product positioning in the content of urban rezoning among many urban areas of Taiwan. When compared with the mature business district, the urban rezoning district is merely a “newer” substitute of the former, later causing an oversupply of the same type of real estate products in the market, leading to some problems such as price competition, lack of differentiation in product planning, causing imbalance in the development of new and old city districts...
雖然軌道經濟可以帶動車站周遭土地的地價、房價，但上述的現況讓我們不禁思考，台灣現況對軌道週遭土地的規劃，真的有為我們城市帶來更好的發展嗎？土地真的有被有效利用嗎？在這篇文章當中，我們將與您一起探討：
1. 從車站周遭產業經濟、生活型態發展的角度來瞭解軌道經濟現況、挑戰與未來的發展趨勢
2. 從國外的經驗了解台灣軌道周遭土地不動產產品規劃還具備哪些可能性，將如何平衡並豐富我們的都市生活發展
Although the current rail economy can have a positive economic impact on the land and housing value around the station, the above-mentioned problems make us wonder whether the current land planning around the new rail station in Taiwan today really help us form a better urban environment? And whether the land is really being used effectively. In this article, we are going to explore the below topics:
1. Understand the current situation, challenges, and future development trends of the rail economy in the perspective of fostering industry clusters and nearby supporting amenities for the local communities and its end users.
2. Borrowed from foreign experience about the possibilities of the land development and real estate product planning around the rail development, how can Taiwan learn from those experiences and enrich and balance the development of its urban life.
什麼是軌道經濟?
What is rail economy?
本篇引述聯合新聞網報導（2021/9/29，註1）根據內容指出，光是今年前三季，上市櫃法人投資桃園土地總金額就已經達到174億元，創下五年來新高。其中桃園機捷A7、A20捷運沿線地區土地交易火熱，吸引興富發、潤隆建設、華建等多家建商前來搶地。而青埔高鐵特定區擺脫「偏僻地區」形象，各種企業品牌如華泰名品城、XPARK、和逸飯店等相繼進駐，使商業、生活機能陸續到位—從這篇文章我們能了解到，在都市相對偏遠地區投資規劃新建軌道交通建設，可以吸引開發商前來投資並為周遭土地價值翻轉與提升，期待能夠促進土地被更有效率地利用。
It is quoted in a report from the United Daily News (2021/9/29) that in the first three quarters of year 2021 alone, the total amount of recorded private investment in Taoyuan land development has reached 17.4 billion NTD, a five-year record high. Among those investments, land transactions in the areas along the A7 and A20 MRT routes of Taoyuan Airport particularly have attracted some local developers like Xingfufa, Runlong Construction, and Huajian to acquire those lands. Hence, the stereotype of “city fringe area” is no longer seen in The Qingpu High Speed Railway Special Zone , with various corporate brands service amenities such as Huatai Premium City, XPARK, and Heyi Hotel moving into this area, equipping the area with more commercial and living amenities for the communities. So, from the article, it is learnt that the investment and planning of new rail development in urban remote areas can attract developers to invest and are likely to increase the value of the surrounding land. By doing so, it is expected that the land can be utilized more efficiently.
舉例來說，新軌道車站為周遭地區帶來更多人流，也驅使著車站新建築朝向高層化、複合功能式發展。例如，與南港車站共構的CITYLINK南港店有商辦、酒店、商場、影城進駐，能夠同時滿足民眾工作、住宿、觀光、娛樂的需求，在不同時段吸引到不同的客群；又如捷運內湖站與住宅「潤泰京采」、購物中心CITYLINK內湖店共構，漸漸以車站為核心發展成一座「微型車站城市」，使該地居民一下樓就有捷運可以搭乘，一出門就有購物中心可以逛。
Using the example of building a new railway station, it can attract more people to the surrounding area by putting up high-rise buildings with multiple use on top of the station. For instance, the CITYLINK Nangang store which sits on top of Nangang Station in Taipei city has commercial offices, hotels, shopping malls, and cinemas. It has been built to meet the needs of people for work, accommodation, business travel, and entertainment, attracting different groups of customers at different times; The residential building "Runtai Jingcai" and the shopping center CITYLINK Neihu is another example that is built on the MRT Neihu Station, which gradually evolves into a "mini station city" that is self-contained with the railway station serving as the core, so that local residents living in the building can easily access to the MRT or go shopping within walking distance.
不可否認的，新軌道交通建設有助於推動車站周邊土地的特定產業規劃。在機場捷運A9林口站正式啟用後，新北市林口被視為從桃園進入大台北地區的樞紐站。隨著生活機能逐步到位、且具備房價相對低廉等優勢，林口成功吸引了來自大台北地區的移居人口。根據全國人口資料庫最新統計(2021，註2)，林口近三年人口從十萬六千人成長到十二萬一千人，漲幅高達14.22%，為全台人口成長最快速的行政區。龐大的移入人口也成功吸引更多資金的投入當地的「新北影視城計畫」。例如，國際媒體區吸引東森國際、三立集團、三井等企業開發進駐，斥資240億打造世界級影視娛樂園區，期待成為國內及國際觀光客必訪的新潮景點。因此，在軌道經濟的加持下，林口商業圈的興起將為林口注入多樣、創新的氛圍，有利當地產業、經濟發展。
It goes without saying that new rail development will help to promote certain industry clustering through proper land planning around the railway station. For example, after the official operation of the Airport MRT A9 Linkou Station, Linkou has been regarded as a hub station from Taoyuan to the greater Taipei area. Hence, it can be seen that Linkou has successfully attracted migrants outflowing from other parts of the greater Taipei area. According to the latest statistics from the National Population Database (2021), Linkou's population has grown from 106,000 to 121,000 in the past three years, with an increase of 14.22%, making it the fastest-growing administrative region in Taiwan. With such an increase in population, Linkuo has also successfully attracted more investment to the local government designated special planning zone named "New Taipei Film and Television City Project" next to the MRT station. This project includes the development of an International Media Zone which has attracted Dongsen International, Sanli Group, Mitsui and other private investors to develop the area, by making a 24 billion investment to build a world-class film and television entertainment park. The park is expected to become a trendy destination for domestic and international tourists. Thanks to the rail economy, the rise of Linkou's major development zone will help to further nourish Linkuo’s diverse and innovative atmosphere, which can ultimately be beneficial to the clustering of local industry and economic development.
因此軌道經濟是透過大眾運輸導向(TOD)作為都會區發展的主軸，以大眾運輸樞紐和車站為核心，再加上高效率的周遭土地開發利用，經由商業、辦公、旅館、長照、公共住宅等及其所衍生之觀光旅遊與因應高齡化社會需求，並進一步帶動經濟成長（軌道經濟與舊市區更新，2019/6/20，莊孟翰，註3）。它也是現在政府在促進城市經濟發展時的一個政策工具，用來有效地緩解城市交通，並同時更有力地帶動當地或區域經濟的發展。然而，軌道周遭土地的開發與建設可以為當地發展帶來資金與人潮，同時也可能造成城市發展的失衡，新的商圈興起伴隨著舊的商圈商業活動逐漸減少或沒落。
Therefore, the rail economy is built based on Transit-oriented development (TOD) as the main axle of the metropolitan area development, with mass transportation hubs and stations acting as the core, coupling with efficient development and utilization of surrounding land through commercial uses, offices, hotels, long-term care, public residences, and tourism. The metropolitan area development will then be able to further drive economic growth (Rail Economy and Old Urban Renewal, 2019/6/20, Zhuang Menghan). The rail economy is also a policy tool leveraged by the government, which is used to effectively alleviate urban traffic and at the same time more effectively drive local or regional economic development. However, while the development and construction of the land around the railway can bring in more flow of funds and people for local communities, it may also be argued that such development has caused an imbalance within urban development.That is to say, the rise of new business districts may be accompanied by the gradual decline of business activities in old business districts.
現行的軌道經濟在台灣發展現況面臨什麼樣的困境與挑戰？
What kind of difficulties and challenges does the development of the current rail economy face in Taiwan?
如果我們將視角拉遠一點看，就會發現現行軌道經濟帶給都市發展一些問題。雖說軌道經濟能加速城市發展，但制度上的盲點或規劃上的欠缺考量會使土地價值的提升受到限制、都市土地不動產規劃同質性過高。以下幾點都是以車站對周遭產業經濟、生活型態發展的角度作為切入點，來看待一些現行存在的問題，並且希望能和讀者一同思索：現行的軌道經濟真的有為我們城市帶來更好的發展嗎？土地真的有被最有效利用嗎？如果沒有，可以如何做改變？
If we look in a bigger picture, it seems that the rail economy has brought some problems to urban development in the long run. Although the rail economy can accelerate urban development, there are some deficiencies in the mechanism or appear to have the lack of considerations during the planning process that will ultimately limit the increase in land value and cause a high homogeneity in the urban land real estate planning. The following points are highlighted from the perspective of the surrounding area development concerning the acceleration of industry clustering and supporting amenities for the local communities . Has the current rail economy really brought a better development to our city? Has the land been utilized in the most effective way? If not, how can the situation be improved?
問題一、都市車站周遭不動產規劃同質性過高
Problem 1: Real estate planning around urban stations is too homogeneous.
近年來，在新設軌道車站的周遭土地重劃區興建許多住宅、商場、商辦等建築。這樣的市場主流產品規劃固然可以給予民眾、企業更多同類型產品的選擇，提升生活及工作環境的品質，卻也面臨這樣發展所帶來的負面效益，例如同質性產品供給量過多，間接造成成熟商圈或舊商圈因企業或居民慢慢移出而商業活動逐漸減少。企業對於舊商圈商辦的需求下降、商圈周邊住宅因企業搬遷而員工住宿剛性需求不再，將造成租金、房價下降；企業搬遷後減少對於該商圈的生活及休閒消費，商圈收入減少，甚至逐漸沒落。比方說，台北市傳統南京東路商圈，敦北松江商圈皆為商業活動發達地區，為許多本土企業總部、金融產業設址處。而隨著南港車站周遭漸漸發展為台北市副都心，興建更多的商辦，購物中心，住宅與飯店（南港在五年內會新增超過28萬坪商辦供給）而可能吸引許多企業因較具競爭力的租金以及全新設備的大樓從舊商圈舊大樓遷址到南港，因為同質性高，未來可能無法避免會產生都市商圈發展的取代效果。又如繁華一時的新竹火車站，曾經為大新竹地區的人潮聚集地。然而，隨著高鐵新竹站周邊商圈的興起，最近又因竹北輕軌的話題而逐漸吸引產業、商場進駐，使竹北成為大新竹地區的新興商業核心。雖然新商圈成功為竹北帶來許多人潮，但也因為車站周邊土地規劃與新竹火車站商圈類似，同樣都建造購物中心、商辦、酒店，造成商圈人潮、產業發展的取代效應而使新竹火車站商圈面臨逐漸衰退的危機。
In recent years, many residential buildings, shopping malls, commercial offices and other buildings have been built in the rezoning area around the newly established rail stations which usually sits at the city fringe with little properties. Although following the market mainstream of product planning can give people and enterprises more choices of the same type of products and improve the quality of living and working environment in such rezoning area, it also faces drawbacks such as the excessive supply of homogeneous products, which indirectly leads to the decrease of commercial activities in mature business districts or old business districts due to the gradual migration of local enterprises or residents to the rezoning area . The decline of companies’ demand for commercial offices in the old business district resulting the decrease of that for employees’ accommodations in the business district will have implications in rental and house prices; Consequently after businesses relocate, the living and leisure consumptions in the mature business district will drop, which can have a further impact on the local residents’ income and lead to the business area becoming obsolete. For example, the traditional Nanjing East Road business district and the Songjiang-Dunbei business district are both well developed commercial areas, and are ideal locations for many local corporate headquarters and financial institutions. However, as the surrounding area of Nangang Station gradually develops into the sub-center of Taipei City next to Xinyi district, with more commercial offices, shopping centers, residences and restaurants being built (Nangang will add more than 280,000 ping of commercial and office supply in five years), which may attract many companies concerning competitive rents and brand-new building amenity and specifications to move in. Because of the high homogeneity between the old and new business areas, it is inevitable to see the likely replacement effect to take place in the near future. Another example is the bustling Hsinchu Railway Station, which was once a gathering place for people in the greater Hsinchu area. However, with the rise of the commercial district around Hsinchu High Speed Railway Station, as well as the upcoming construction of Zhubei Light Rail which have gradually attracted different clusters of industry and shopping malls, Zhubei has become the emerging commercial core of the greater Hsinchu area. Although the new commercial district has successfully attracted a lot of people moving to Zhubei, the repetitive land planning measure around the station — building shopping malls, commercial offices, and hotels — has put The Hsinchu Railway Station business district at the expense of losing more commercial activities to Zhubei.
反過來說，新舊城市之間同質性太高，也可能使新重劃區沒有什麼特點，在供給量大的情況下，容易產生價格競爭的問題。這絕對不是讓不動產價值最大化的長期做法，價格競爭只能讓我們看到產品未能妥善規劃所帶來的後果。當一個地方發展起來的背後，卻要犧牲其他舊商圈的發展，這樣有為我們的生活帶來更好的轉變嗎？當新重劃區無法帶給我們新的不一樣的選擇，而只是成為其他地區的新替代品，這樣真的有為我們的城市帶來實質的正面影響嗎？
On the other hand, the high homogeneity between the new and the old city districts may also deprive the characteristics of newly rezoned areas. In the case of an over supply real estate market, the old city areas are prone to price competition from the new city district – rezoning area. This is definitely not a long-term approach to maximize the value of real estate. Price competition indicates the consequences of taking an improper product planning approach. When an urban area develops, it seems that it has to sacrifice the development of other old business districts for the new area. The newly rezoned districts have not brought us any new and different choices, but instead have become a new substitute for other old business districts. Under such circumstance, does the rail economy really bring better changes to our urban environment? Does the rail economy really make a positive impact on our city?
解決之道：賦予不動產整體產業生態聚集功能的規劃
Solution: A plan to give real estate an industrial gathering function.
為解決區域功能重複性過高的問題，規劃者必須思考如何讓都市之間做出功能定位上的差異化，根據不同內外在條件建造適合的產品。舉例來說，南港車站周遭著重發展的產業如為音樂文創產業、生技產業，商辦定位可以朝向這些產業的上下游做企業總部招商，並在不動產規劃上設計迎合這些產業特性的設施功能，協助地方形成產業聚集生態圈，讓車站周遭商辦在產品規劃上就朝著吸引這類產業公司進駐。規劃者若能夠真正促進產業生態聚集，為每個重劃區分配各自能提供的功能特色，就可以展現各個區域存在的價值，而不會落入價格競爭的泥淖中，去吸引到一般追求低租金成本的企業進駐。
To solve the problem of high level urban functional duplication across different city districts, governments must differentiate the positioning of each district, and incentivize developers to build suitable products according to the local district’s different characteristics. For example, if the enterprises around Nangang Station in Taipei city are targeted mainly at music, cultural and creative industry, as well as the biotechnology industry, then commercial office development can be positioned to attract companies of these industries, and can design facilities and functions that cater to the needs of those companies during the phase of development, so as to help to nourish the formation of industrial ecosystem in the area. If the clustering of industries can be successfully achieved, it would help to exhibit the important functional characteristics of the local area, in which the value of each district can be presented, while price competition can be avoided and companies from other industries that pursue competitive rental prices will not be attracted.
以流行音樂及文創產業為例，規劃者可以引進相關設施以扶持文化產業規劃區。參考日本的案例，東京六本木新城為東京的新文化中心，擁有大量藝術文化與休閒設施如美術館、劇院、博物館，其中森大廈的森藝術中心提供現代藝術的展覽與館藏服務，為都市文藝旅行的最佳去處。因此，站在整體車站週遭土地規劃策略以及開發可行性的角度來看，興建音樂表演舞台、博物館、音樂文創市集等一定比例功能之主要建築，可以協助音樂及文創產業聚集，進而真正扶植相關產業。例如，該區產品的規畫上可以招商上中下游如學院、音樂燈光設備廠商、錄音、人才培訓、表演經紀、場地招商管理、周邊商品販賣、餐廳酒吧場所結合音樂等公司或廠商進駐，並定期舉辦音樂文化節慶活動。這樣做可以朔造真正的音樂文化中心，成為民眾對於音樂文化需求的第一印象，和其他城市的商圈做出差異化，並成為城市觀光景點並刺激區域消費。
Take music, cultural and creative industries as examples, developers can be incentivized to introduce related facilities to support the industries. Referring to the case of Japan, Tokyo Roppongi Hills is the new cultural center of Tokyo. It is home to a large number of artistic, cultural and leisure amenities such as art galleries, theaters, and museums in Tokyo. Among them, the Mori Art Center in Mori Building provides modern art exhibitions and art collection services. Therefore, viewing from the perspective of overall land planning strategy around the station, the construction of buildings with certain functions, such as music performance stages, museums, and music and cultural and creative markets, can help form a music and cultural and creative industry’s ecosystem, for example, companies of the cultural and creative industries such as academics, equipment vendors, recording studios, talent training classes, performance brokers, venue management, merchandise sales, restaurants, bars and venues. In addition, music and cultural festivals can be held regularly. In this way, a true music cultural center can be created, differentiating itself from other cities' commercial district, and transforming into a city popular sightseeing spot.
此外，規劃者可以在重要軌道車站周遭建造指標型的大型裝置藝術建築，成為地區指標。例如The Vessel為美國Hudson Yards車站新地標，其結合建築、美學、觀景、體驗等功能，供民眾進入探索建築奧妙。民眾可以登高遠眺哈德遜河和紐約市的風采，除了達到城市行銷的效果之外，也能在高樓林立的都市計畫區中展現獨特的藝術氣息，帶動地方觀光活動發展。總之，規劃者必須為每個城市做妥善安排，找到各個城市的區域消費習性、適合產品，賦予不同定位，解決同質性太高所造成不同商圈發展失衡的問題。
In addition, building iconic large-scale art buildings around important railway stations can help to become a regional scenic spot. For example, The Vessel is a new landmark of Hudson Yards Station in New York city. It serves multiple functions such as architecture, aesthetics, and sightseeing, providing the public an opportunity to explore the beauty of the architecture. People can climb up and overlook the Hudson River at New York City. By doing so, it helps to market the city regionally and internationally, creates unique atmosphere around the landmark and promote tourism to the area. In short, finding a proper positioning for each city district, identifying the local consumption pattern and suitable products can help solve the problem of imbalanced development of different business districts caused by the homogeneous urban landscape.
問題二、軌道公司受限於法規限制無法扮演開發主體導致都市土地開發欠缺整體策略
Problem 2: The rail company is not allowed to play the main lead role of development project due to regulations, resulting in a lack of overall consideration about urban development around rail station and its adjacent land.
根據「正視軌道經濟的崛起」作者張政源 (2021/03/09，註4)指出台灣軌道建設受制於政府法規的過多管制，使得臺鐵類似的國營公司無法作為開發項目主體，從整體開發策略角度去充分有效利用軌道車站週遭土地，我們可以從其運輸以及附業收入得知一二。舉例來說，2019年台鐵全年的運輸本業收入是184億，但其附業收入還不到3%；高鐵是461億，其附業收入在這個項目中有比較好的表現。反觀以香港港鐵為例，2019年香港港鐵的票箱收入為199億港幣，車站商業收益和不動產開發收入達119億港幣。這種收益結構使得港鐵的票箱收入只占整體營收的37.6%。張政源進一步指出港鐵最重要的資產，是不動產開發的收益，因為香港政府賦予港鐵具有場站和鐵路沿線的土地開發權利，使得香港地鐵、東鐵、西鐵、和機場快線沿線的商場和住宅，有許多都是港鐵公司開發的，至今也還有許多物業的所有權和控制權是在港鐵公司手上。
According to Zhang Zhengyuan, author of "Face the Rise of the Rail Economy" (2021/03/09), Taiwan's railway construction is subject to government regulations, which prevent state-owned companies like Taiwan Railways from being the owner of development projects. We can learn from the statistics of the transportation and subsidiary income of the importance of the overall development strategy to make full and effective use of the land around the rail station. For example, in 2019, Taiwan Railway's annual transportation industry revenue was 18.4 billion, but its subsidiary industry income was less than 3%; Taiwan High Speed Railway's annual transportation industry revenue was 46.1 billion, and its subsidiary industry income had a relatively good performance. In contrast, take the Hong Kong MTR as an example, in 2019 Hong Kong MTR’s ticket box revenue was 19.9 billion Hong Kong dollars, and the station commercial revenue and real estate development income reached 11.9 billion Hong Kong dollars. The MTR's ballot box revenue only accounted for 37.6% of the overall revenue. Zhang Zhengyuan further pointed out that the most important asset of the MTR is the income of real estate development, because the Hong Kong government has granted the MTR the right to develop the land along the railway stations and railway lines, making the shopping malls and residential properties along the Hong Kong MTR, East Rail, West Rail, and Airport Express lines part of MTR’s properties and rights.
由此可知，透過主導軌道項目和結合當地政府將週遭土地做整體開發策略，最終開發的整體利益可以回歸到臺鐵或高鐵增加其附業收入，也可以避免軌道車站週遭土地被分散的標租或標售給開發商各自依其開發利益考量興建，間接墊高開發成本，轉嫁給購買住宅或商業的消費者。於此同時，也避免開發用途變成同質性主流市場產品過度興建導致供給過量。也能讓政府將軌道車站以及週遭土地開發做因地制宜有特色的規劃，符合在地需求的產品並且做出差異化，達到雙贏局面，兼顧城市的平衡發展。
Thus it can be concluded that by leading the real estate development project and collaborating with the local government to implement the overall development strategy, the additional revenue acquired from the development can be reimbursed to the Taiwan Railway or the Taiwan High Speed Railway as its affiliate income, and the implementation of the strategy can also prevent the land around the rail station from being sold or rented separately to developers who would build properties based on their business interest, indirectly pushing up development costs, and ultimately passing those costs on to end users who purchase or rent residential or commercial properties. At the same time, allowing the state-owned Taiwan Railway to have the legitimate project ownership can avoid more homogeneous mainstream products being built and sold in the market causing an oversupply issue. In addition, it can also allow the government to make distinctive plans for the development of railway stations and surrounding land in accordance with local conditions, and differentiate products to meet local needs, achieving a win-win situation and a balanced development within the city districts.
解決之道：法規上對軌道公司角色的鬆綁
Solution: The deregulation of the rail company's role in project development.
根據先前《國有財產法》第28條規定，國營鐵路機構不能自由運用不動產資產，因此就算台鐵擁有很多精華地段、鐵路沿線的土地，也都不能自主開發利用，這使得台灣的鐵路機構只能將車站周邊土地以BOT的形式外包給開發商。除了BOT之外，鐵路機構也可以採用都市更新的方式活化車站周邊資產。不過，將鐵路機構名下的鐵路用地變更為可開發的商業區，需要靠都市計畫變更來達成。但光是變更案從地方傳達給中央可能就要花兩年的時間，作業程序相當繁冗。
According to the previous Article 28 of the State-owned Property Law, state-owned railway institutions cannot freely utilize self-owned real estate assets. Therefore, even if Taiwan Railways owns many lands along the railway, it cannot develop them independently. Taiwan’s railway institutions have to invite local developers to develop the land around the station in the form of Build Operation Tranfer (BOT). In addition to BOT, railway institutions can also apply the urban renewal method to utilize its assets around the station. However, Taiwan Railways has to convert the railway land to a developable business blocks through modification to its urban planning policy. But it may take at least two years for the administration process to be completed, and the operating procedures are usually quite tedious.
值得慶幸的是，今年九月行政院通過《鐵路法》修正草案，其中第21條之1針對國營鐵路機構對於其財產的開發利用規定做鬆綁。如果該案未來正式通過的話，台鐵就可以自主開發、或是與建商合作開發其管理之鐵路路線、車站等國有不動產，成為建案的開發主體，有助於城市之間的全盤規劃。另外，也因為鐵路機構相較於需要競標土地、付租金的開發商來說開發成本較低，利潤壓力較小，在規劃產品時可以用整體開發策略的角度來規劃更加多元化、地方特色化的不動產，且有助於緩解不斷上升的不動產價格問題。
Fortunately, in September, the Executive Yuan passed the draft amendment to the "Railway Law", in which Article 21-1 of the regulations on the development and utilization of the property of the state-owned railway organization was loosened. If the amendment is officially passed in the future, Taiwan Railways can own the project ownership over its self-owned real estate assets and independently develop or cooperate with the developers to develop the railway routes, stations and other state-owned real estate under its own management, which will help the overall planning of urban areas to its better use. In addition, compared with developers who need to bid for land and pay rent, railway institutions have lower development costs and lower profit pressure. Therefore, when planning products, they can form a comprehensive development strategy to develop real estate with more diversified and local characteristics, and to help alleviate the problem of rising real estate prices.
照片來源：今周刊報導資料（註5）
# 軌道經濟 # 都市規劃 # 不動產開發
# 不動產產品定位 # 資產價值最大化
# 諾締不動產
# CreateBestAssetValue
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