從台北鐵道、台鐵到台北捷運「新店線」之交通地景變遷

Abstract

交通帶動著區域的發展，交通運具的出現會產生點、線、面各種的地景樣態。本研究以台北鐵道、台鐵新店線及台北捷運新店線，三個不同時期的新店線為主軸，加上延續台鐵新店線任務的台鐵中和線與北新公路，探討台北─新店間相同交通廊道中，不同時期所發展出的交通路線選擇及交通地景變遷。本研究先以歷史部分爬梳各路線的發展脈絡，從日本時代民營鐵道興起之背景開始探討，可知新店輕便軌道的良好營運成績，促使民營企業投資，因而造成台北鐵道的誕生。台北鐵道在1921年通車後，受到昭和金融危機與經濟大恐慌的影響，致使其經營狀況不佳，台灣總督府對其補助的停止與最終未收購的結果，使其經營上出現了困難。後續台北鐵道在官方修法延長補助下得以持續經營，但其體質仍不佳，至戰後改組為台北鐵路股份有限公司後仍未改善，最終於1949年被台鐵收購成為旗下支線─新店線。台鐵新店線的客運量在公路興起後逐漸降低，為配合台北鐵路遷建計劃與北新公路拓寬工程下決議拆除，然而為解決新店地區仍有運輸煤礦之需求，台鐵和煤礦業者的協商下另闢新路線─台鐵中和線，以接替台鐵新店線運煤的任務。後續北新公路的拓寬完成，在都市發展下台北─新店間發展為大台北地區其中一條大型運輸走廊，待1999年捷運新店線完工後，新店再次快速發展。從本研究對於三個不同時期新店線的分析中，可看出其造就不同的交通地景；儘管台鐵新店線已拆除許久，站體建築已不復存在，但交通影響的地景樣貌卻仍有部分保留下來，與現今仍運作的捷運，持續著影響當地的地景。「新店線」作為台北城南至新店發展的重要廊帶，研究中對於其歷史的描述，補足了台北─新店廊道間的發展脈絡，且研究各站體位置與周邊聚落，可理解交通運輸對於沿線的影響。再者，對於台鐵新店線各站點之歷史考證與地理空間定位，可彌補過往研究中無法確切定位車站位置的不足，及文獻散落各處的不統整性，進而理解其發展軌跡。最後本研究比較台鐵與捷運新店線路線選擇與設站差異，透過交通地景角度切入，以兩路線同站名之古亭站和新店站為例，去探究此路廊交通場站移轉變遷，及聚落和交通的交互影響。本文以「新店線」做為研究對象，探討不同時代交通與區域間的交互影響，透過相同及相異的路廊，對於其站點選址之設置背景、路線沿線聚落變化、交通地景的改變、路線變化的驅動力等相關因素探討，提供交通路線歷史發展的梳理方式，及交通地景變遷所帶出的區域發展框架。Traffic drives the development of the region. The appearance of the transportation creates various landscape patterns of points, lines and planes. This research focuses on the three “Xindian Lines” in different periods: the Taihoku Railway, the Taiwan Railway (here after, TRA) Xindian Line, and the Taipei MRT Xindian Line. In addition to “Xindian Lines”, the research also discusses two routes which continue the mission of the TRA Xindian Line: the TRA Zhonghe Line and the Beixin Highway. The study explores the choice of traffic routes and changes in the traffic landscape developed in different periods in the same traffic corridor between Taipei and Xindian.This research first sorts out the development context of each Xindian line based on the history and starts from the background of the evolution of private railways in the Japanese colonial period. It can be seen that the good operating performance of the Xindian push car railway has prompted private enterprises to invest. Thus, it conduces to the establishment of the Taihoku Railway. After the Taihoku Railway was resumed in 1921, it was affected by the Showa Financial Crisis and the Great Economic Panic, resulting in its poor operating conditions. The Government of Taiwan stopped subsidizing it and ultimately did not acquire it, making the railway difficult to operate. Subsequently, Taihoku Railway continued to operate under the government’s extended subsidy for the revision of the law, but its finantial condition was still not good, and it remained unimproved after it was reorganized into Taipei Railway Co., Ltd. after the World War II. It was finally acquired by TRA in 1949 and became its branch line—Xindian Line. The passenger volume of the TRA Xindian Line has gradually decreased due to the highway improvement. In order to cooperate with the relocation plan of the railway in Taipei metropolitan area and the expansion project of the Beixin Highway, it was decided to dismantle it. However, in order to solve the demand for transporting coal mines in the Xindian area, the TRA and the coal miners negotiated. A new route, the TRA Zhonghe Line, was established to replace the coal transportation task of the TRA Xindian Line. Subsequent expansion of the Beixin Highway was completed, and Taipei-Xindian developed into one of the large transportation corridors in Taipei metropolitan area under the urban development. After the completion of the MRT Xindian Line in 1999, Xindain developed rapidly again.From the analysis of the Xindian Line in three different periods, it can be seen that it has created different traffic landscapes. Although the TRA Xindian Line has been demolished for a long time and the station buildings has no longer existed, some parts of the landscape appearance which was affected by the traffic still remained. Besides, the MRT Xindian Line, which is still in operation, also continues to affect the local landscape."Xindian Line" is an important corridor for the development of South Taipei City to Xindian. The description of its history in the study complements the development context between the Taipei-Xindian corridor. Additionally, the description of the location of each station and surrounding settlements can explain the impact of transportation on the route. Furthermore, the historical research and geospatial positioning of each station on the TRA Xindian Line can make up the inability of accurate station location in previous studies, and the inconsistency from the scattered references, to help for understanding its development route. Finally, this research compares the differences in line selection and station setup between TRA and MRT Xindian Line. Through the perspective of traffic landscape, the two lines have been extracted Guting Station and Xindian Station with the same station name as examples to explore the relocation of stations and the interaction between settlements and traffic in this corridor.This study takes the"Xindian Line" as the main research object, and discusses the interaction between traffic and regions in different eras. The background of the site selection, the changes of settlements along the route, the change of traffic landscape, the driving force of route changes, and other related factors are discussed by comparing the same and different corridors. The study provides a way of sorting out the historical development of traffic routes and a regional development framework brought by the change of in traffic landscapes.