捷運內湖線細說從頭

我們虛心接受 捷運內湖線通車以來的責難與質疑
請給內湖線改善的時間與空間 以提供便捷之旅運服務

(文/余玉蘭等 圖/謝傳儒等 英譯/沈淑華 楊麗華 何美英)

98年7月4日木柵內湖線通車以來,對於大直、松山、內湖及南港地區民眾進出臺北地區提供了另一交通工具選擇。內湖的好山好水,也因為她的通車營運,讓臺北都會區的民眾,得以有更親近的機會。惟這段期間因系統敏銳產生的誤訊號、停駛、卡門等事件造成民眾的搭乘困擾,我們深感抱歉,也懇請社會大眾一本過去對臺北捷運的支持,給我們改善的時間與空間。

捷運內湖線營運通車以來,成為媒體報導的焦點,很多關於內湖線的輿論眾說紛紜,確實帶給社會大眾許多的疑惑。針對輿論的質疑,讓民眾能真實了解內湖線規劃興建的始末是我們的責任,我們願責無旁貸的藉捷運報導的篇幅,澄清社會各界對於內湖線的相關疑慮。

全斷面防洪閘門現況圖
捷運內湖線路線示意圖

Everything You Need to Know About the Neihu Line

We have humbly accepted all the criticism and doubts from the public that have come up since the opening of the Neihu line.

Please allow us some time and the opportunity to improve the Neihu line so as to provide the public with convenient and comfortable transportation.

Since its commercial service began on July 4, 2009, the Neihu line has provided a transportation alternative for the residents in Dazhi, Songshan, Neihu, and Nangang districts traveling to and from downtown Taipei. The opening of the Neihu line makes it easier for Taipei citizens to visit the scenic Neihu District and admire its beautiful mountain and lake scenery. However, during the initial operation period, an overly sensitive system has resulted in several malfunctions such as erroneous signals, door glitches, and service suspension, causing great inconvenience to the traveling public. We’d like to express our deepest apologies to all passengers. We sincerely hope to gain the public’s constant support and hope we will be allowed the time and space to make improvements.

Since it began operation, the Neihu line has become the focus of attention from the media. News and public opinions about the Neihu line have been spread from various perspectives causing concerns and doubts for the public. Therefore, DORTS feels it has an unshirkable responsibility to give the public a clear explanation of the planning and construction history of the Neihu line in the August issue of Taipei Newsletter.

內湖線系統規劃與核定歷程

捷運木柵延伸內湖(內湖)線為臺北都會區大眾捷運系統初期路網之一部分,係為服務臺北市內湖地區進出臺北市之運輸走廊所劃設,路線由木柵線中山國中站往北延伸地下穿越松山機場、經大直至內湖、東湖地區,基於工程、營運維修、系統相容性、路線營運規模及使用者便利性等考量,且受限於路線長度及營運規模不足以容納兩套不同中運量系統,因此建議採用與木柵線相容之系統,以達一車到底之便利性。行政院於82年8月7日核定在案,並核示如有追加預算,中央不再補助。

由於內湖地區道路較曲折、寬度較窄(均在30公尺以下),且沿內湖路、成功路地下均設有最大尺寸達12.5公尺寬、4.1公尺高的地下箱涵結構體,如採用高運量地下方式,因系統轉彎半徑需200公尺以 上(中運量最小可到35公尺左右),會有民房拆遷、用地取得困難等問題,且對景觀之影響更甚於中運量系統;另將面臨路線穿越民宅下方、施作地下車站時管線遷移困難、機廠用地不易取得及建設經費劇增等問題。中運量系統如採地下化方式時,亦同樣面臨地下車站施工時管線遷移困難及建設經費劇增等問題。

82年間因木柵線系統測試期間發生兩起意外事件,致使內湖線系統及建造型式受質疑,本局依據臺北市議會決議於民國82年至89年間進行高運量替選方案評析,評估期間多次召開民眾說明會、公聽會,蒐集學者專家及民眾意見,並向市議會報告。

本局依據大眾捷運法規定辦理內湖線規劃案公聽會,進行各方案評比分析,就多項評估項目評析結果顯示原核定之內湖線具有許多優勢,而內湖線如變更建造型式或系統,將面臨更大工程課題之挑戰及多出之經費無著落,且須重新報行政院核定,整體完工時程將延後。歷經多年之後,在內湖區多位里長反映民眾期望儘速興建內湖捷運系統,相較下行政院原核定案應為唯一能早日提供民眾較為快捷、便利,且能與已完成之捷運路網相銜接之大眾運輸系統。

本局於民國89年6月21日向臺北市議會進行「捷運系統內湖線替選方案報告」時,議員要求研擬內湖線各方案說明資料予內湖住戶,並進行民意調查;本局於民國89年7月底至8月初委託民間專業的民意調查機構進行民意調查,該結果顯示有74.1%的民眾可接受原行政院核定之高架中運量系統。本府彙整內湖線系統技術選擇及建造型式方案評估結果、地方民意的反映及民意調查等具體內容,在馬前市長的帶領下,再與地方上里長與意見領袖溝通協調,89年8月24日本局將此民意調查結果及建請市議會同意捷運內湖線依原行政院核定案儘速展開興建作業乙案提請市議會審議,經臺北市議會於民國90年1月9日第八屆 第十七次臨時大會第三次會議投票表決同意,以原行政院核定之中運量高架路線興建。

大湖公園美景 南港展覽館站
大湖公園美景 南港展覽館站
南港展覽館華燈初上
南港展覽館華燈初上
捷運內湖線小轉彎半徑軌道
捷運內湖線小轉彎半徑軌道
依山傍水的內湖線
依山傍水的內湖線

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

How was the Neihu line planned and how did it receive approval in its current form?

The Neihu line, an extension of the Muzha line, is part of the Taipei MRT initial network and a vital transportation corridor into and out of Taipei City. The line starts from Zhongshan Junior High School Station (BR2) and travels north before passing beneath Songshan Airport and then goes through Neihu and Donghu areas via Dazhi. After taking many factors into consideration, such as: engineering feasibility, maintenance issues, system compatibility, passenger capacity, passenger convenience as well as the impossibility of adopting two different medium-capacity systems on a route of insufficient route length and commercial volume, DORTS suggested that the Neihu line adopt a system compatible with the Muzha line allowing one trip through the length of the two lines without transfer.

Most of the roads in the Neihu District are narrow and curvy with a width less than 30 meters. In addition, with a high-capacity underground system requiring a minimum turning radius of 200 meters, a medium-capacity system with a minimum radius of 35 meters was the only feasible option for the Neihu line. If an elevated high-capacity system was adopted, it would cause many problems such as the need for demolition of residential buildings, land acquisition difficulties, and a much greater negative impact on the city landscape than a medium-capacity system. On the other hand, if the Neihu line was built as a high-capacity underground system, a host of problems and difficulties would arise such as the need to pass beneath existing residences, relocation of utility pipelines, acquisition of land for a maintenance depot, and a huge increase in construction costs, etc. Additionally, if the Neihu line was constructed as a medium-capacity system running underground, it would encounter many of the same problems such as the need to relocate utility pipes, additional construction costs, etc.

According to a resolution of Taipei City Council, DORTS was requested to conduct an alternative high-capacity system analysis between 1993 and 2000. During that period, DORTS held many planning discussion meetings with local residents, public hearings, and collected opinions and suggestions from experts, scholars, and the public. In the 8th Session 17th Assembly 3rd Meeting held on Jan. 9, 2001, Taipei City Council approved a resolution that the Neihu line would be built in elevated form as approved by the Executive Yuan.

300億?600億?蓋內湖線經費到底花多少?有灌水嘸?

內湖線經市議會審定之法定預算數為637.14億(含準備金),為辦理內湖線CB410標、CB420標、CB430標、CB423B標、CB423A標、CB421A標、CB426B標等共計26標工程(含用地及細設費用)。

內湖線CB410區段標含劍南路站至南港展覽館站及內湖機廠之土建工程與內湖線全線機電系統及木柵線系統更新工程,係由工信工程股份有限公司得標承攬,該區段標原契約金額328億元,後因基於安全顧慮、地下物埋設情況變異、增設第二出入口及配合都審結果、機電與土建系統介面、增設通訊系統設備等等契約變更及物價指數調整之追加金額計約49億元(其中機電系統約16.67億元),追加後契約總金額約為377億元,並非內湖線全線之法定預算數,無所謂內湖線追加預算由得標的328億餘元追加到593億餘元之情事!

對於每公里平均造價問題,捷運內湖線全長含高架及地下段共計14.8公里,其直接工程費(不含用地取得及間接工程費用)每公里平均造價約32.36億元,其經費尚包括木柵線系統更新及物價指數調漲等。本局對預算之執行亦本於職權合理控管,不致有爆增情事。

How much did the construction of the Neihu line actually cost, NT$30 billion or 60 billion? Was the cost over budget?

The allocated budget approved by Taipei City Council for constructing the whole Neihu line was NT$63.714 billion.

The work scope of the largest single Section Contract CB410 consists of the civil engineering work from Jiannan Rd. Station to Taipei Nangang Exhibition Center Station, and Neihu Depot, plus Neihu line’s electrical & mechanical system (E&M), and all Muzha line system renewal work. After this contract was awarded, NT$4.9 billion (including NT$1.667 billion for E&M systems) was added to the original allocated budget of NT$32.8 billion to make a total of NT$37.7 billion due to the construction of additional exits which met the requirements of urban reviews, interface integration between E&M and civil engineering work, change order for purchasing additional communication system facilities, and price index adjustment, etc. However, 26 other section contracts made up the rest of the approved budget. At the end of June 2009, the construction of the Neihu line was still well within the approved budget NT$63.714 billion.

CBTC無線通訊系統是啥? 搭內湖線打手機會影行車安全?

通訊式行車控制(CBTC,Communication Based Train Control)系統之技術係目前世界上軌道運輸非常成熟的技術,國際上如IEEE等相關組織均有詳細標準規範,故CBTC並非世上獨有的無線通訊技術,目前歐美先進國家及各國新建軌道系統均採此項行車控制技術。另為確保號誌系統無線通訊之設計不致受到電磁波之干擾,內湖捷運系統亦請工研院(第三公正單位)進行系統穩定性及安全等驗證,結果均合契約規範需求,且無導致訊號易受干擾之現象,系統於測試期間及目前通車營運後,亦均無訊號受干擾之事件發生,並無安全疑慮,可以安心打手機。

What is Communication Based Train Control (CBTC)? Does cell phone use affect operational safety while taking the Neihu line?

Currently, CBTC is a mature technology in the track transportation industry. Many international related organizations, such as IEEE—the world’s leading professional association for the advancement of technology, have established detailed standard specifications for CBTC. That means CBTC is no longer a unique wireless communication system. Instead, CBTC has become a very popular train control technology adopted by advanced countries in Europe and the US, and other countries. Furthermore, to confirm that the stability of the signal system would not be disturbed by electromagnetic waves, the Industrial Technology Research Institute (ITRI), a trusted third party, was commissioned to conduct verification tests on the stability and safety of the CBTC system. The final results revealed that the system is completely qualified for the specifications of the contract, and no electromagnetic interference occurred during the tests. Since commencement of the trial run period of the Neihu line, no electromagnetic interference has come about and passenger safety can be assured. Likewise, passengers can feel at ease making a cell phone call while taking the Neihu line.

為何要增加松山機場站這一站?對民眾有比較便利嗎?

捷運松山機場站
捷運松山機場站
松山機場站電動步道
松山機場站電動步道

捷運內湖線原規劃路線為銜接木柵線中山國中站尾軌,於復興北路與復北車行地下道南引道共構進入地下並穿越松山機場、基隆河後,行至大直、內湖地區,然當時因復興北路地區民意強烈反對復北車行地下道佔用復興北路路幅配置南引道開口,在民意長期抗爭之下,致使復北車行地下道南引道工程延宕多時,捷運內湖線共構部分亦受影響,無法直接穿越松山機場。

為使捷運內湖線能順利推動,本局於八十九年二月十五日拜訪交通部,並獲得交通部建議研究路線於松山機場增設捷運車站之可行性,經本局評估分析,認為調整路線行經松山機場增設車站是為可行方案且可符合復興北路地區民意之期待,在與各方進行意見溝通並獲共識後,正式報請交通部核轉行政院核定;目前復北車行地下道南引道開口已北移至復興北路/民族東路口,而捷運內湖線亦調整路線行經松山機場,不僅確保復興北路、五常街一帶民眾通行之權益,同時藉此將將臺北都會區陸、空運輸進行結合。

國外許多城市的機場均有捷運服務,松山機場為國內相當重要的機場,若始終無捷運服務,將會是一憾事,因此增加松山機場一站路線增長1.9公里,其工程經費經當時行政院公共公程委員會審議核定為62億元,受惠的豈止是內湖線沿線的民眾與廠商,對於臺北都會區的民眾欲至松山機場搭機的乘客而言,也提供一項相當便利的大眾運輸系統服務。

Why was Songshan Airport Station added? Does the addition of the station bring more convenience to the public?

Having completed a meticulous route evaluation, DORTS decided that it would be feasible and would meet the expectations of residents along Fuxing N. Road to have the Neihu line pass beneath Songshan Airport and added the airport station. After multi-party communication, winning a consensus as well as receiving the mayor’s approval, DORTS submitted documentation to the Executive Yuan via the Ministry of Transportation and Communications for approval. The route used by the Neihu line to pass beneath Songshan Airport has connected land services with air flights in the Taipei metropolitan area. Plus, the added Songshan Airport Station provides great convenience for passengers bound for Songshan Airport.

內湖線標案為何以土建廠商為主?

俯瞰內湖線
俯瞰內湖線

因各中運量系統均有其專屬控制技術,以致有意願參與競標的廠商家數不多,因土建廠商家數較多且具有較強之競標力,為培養國內營建廠商之土機整合能力,故將土建工程及機電工程一併辦理公開招標,由土建廠商自行選擇原木柵線馬特拉系統或其他中運量機電系統分包廠商,如此對於降低捷運內湖線之建造成本較有助益,同時可減少施工介面及相關爭議。本局依政府採購法規定及前述原則辦理內湖線CB410標公開招標,得標廠商為工信公司,而工信公司將其機電系統分包予龐巴迪公司,此為採用龐巴迪系統之緣由。

龐巴迪公司係為具有優良實績之國際交通產業廠商,該公司目前採用膠輪電聯車在歐洲、美國、及新加坡等地,均有多條營運之經驗,例如新加坡801捷運自1990年營運迄今,另美國舊金山機場捷運自2003年營運迄今,其營運經驗及績效,均獲得世界極佳之評價,並非沒有生產膠輪電聯車之經驗。

Why were the civil engineering providers the main bidders for the tendering of the Neihu line?

Since the existing medium-capacity rapid transit system possesses specific control technology, only a limited number of E&M companies were willing to participate in the tendering. With the number of the civil engineering companies larger than that of the E&M providers, keen competition among the former in an open tender was unavoidable. In order to cultivate the ability of domestic construction companies to integrate civil engineering and E&M work, DORTS conducted an open joint-tendering for the civil engineering and E&M work. The strategy allowed the civil engineering contractor to select an E&M partner using either the Muzha line’s existing MATRA system or another medium-capacity E&M system sub-contractor so as to not only cut construction costs but also reduce construction interface and related disputes. In the end, Kung Sing Engineering Corporation, the awarded contractor of Section Contract 410B, chose to cooperate with Bombardier Inc., who supplied the E&M system.

臺北捷運各路線通車營運的條件為何(以內湖線為例)

       運行中的內湖線
運行中的內湖線內湖線履勘
                                                                               內湖線履勘

依據大眾捷運法第十五條第二項規定:「路網全部或一部工程完竣,應報請中央主管機關履勘;非經核准,不得營運。」據此,交通部為因應臺北捷運系統陸續完工以及營運通車之需求,遂頒訂「大眾捷運系統履勘作業要點」,以為國內捷運系統完工通車前初勘與履勘檢查之法源依據。依該要點第二點第二項規定:「大眾捷運系統之建設,由地方主管機關辦理者,於地方主管機關報請交通部履勘前,應由工程建設暨營運機構報請地方主管機關辦理初勘。」及第六點規定:「經初勘合格後,即可函送初勘紀錄報請交通部履勘。」市府始據以辦理臺北捷運各路線初勘及報請交通部履勘作業。

內湖線通車營運民眾搭乘情形
內湖線通車營運民眾搭乘情形

為配合內湖線工程陸續完工以及營運通車需求,本局自97年7月起即開始辦理該路段工程檢查,並由本局東區工程處及機電系統工程處分別就土木水環、軌道及機電系統等工程進行自主檢查,並於98年3月底完成工程檢查及報告書後,由本局與臺北捷運公司依履勘作業要點第三點規定,於確認擬通車營運路段已完成「(一)各項土木建築、軌道及機電工程完竣。(二)營運必需之人員均已進駐,並完成各項模擬演練之準備。(三)各項必要之營運規章及列車運行計畫已訂定完成。(四)緊急逃生設施、安全防護措施及有關安全標示均已具備。(五)票務系統測試正常。」等營運要件,且經整合測試,無營運安全之虞後,於98年4月29日正式會銜報請市府辦理內湖線初勘。

內湖線通車後提供民眾休憩空間
內湖線通車後提供民眾休憩空間

市府於98年5月7日及9日正式辦理內湖線初勘,檢查方式分為資料文件檢視、現場實地勘查、系統測試及狀況模擬處置等。交通部於98年6月6日及7日正式辦理內湖線履勘,檢查方式分別為資料文件檢視、現場實地勘查、系統測試及狀況模擬處置等。市府於98年6月12日報請交通部核備。

交通部於98年6月15日核覆同意備查,並授權由市府自行決定適當之營運通車日期。市府於98年6月16日第1530次市政會議決定內湖線於98年7月4日正式營運通車。

 

What are the criteria that must be met before a Taipei MRT line can be opened for commercial service?

The Mass Rapid Transit Act Article 15 Item 2 stipulates that“No matter whether a system is fully or partially completed, MRT lines should not begin commercial operation without prior inspection and approval.” Accordingly, the “Procedures for Final Inspection and Operation of an MRT System” was promulgated by the Ministry of Transportation and Communications to serve as a guideline for the initial and final inspections of an MRT system prior to commercial service. According to Article 2 Item 2, the procedures clearly indicate that the organizations responsible for MRT construction and operation should submit a request to the local government authority for an initial inspection prior to the local government authority making a submission for final inspection by the central government. In addition, Article 6 stipulates that after approval of the initial inspection, the local government authority must submit its report to the Ministry of Transportation and Communications for final inspection.

臺北捷運驗收方式(以內湖線為例)

遠眺內湖線
遠眺內湖線

一般的土木建築等公共工程,於完成設備檢驗或取得使用執照,即可辦理竣工、使用及驗收作業。而捷運工程除土木建築外,尚有水電環控、供電、號誌、通訊、電聯車、數位無線電、軌道等機電系統工程,其各子系統間界面環環相扣,經安裝整合驗證測試等程序,達安全無虞之實質完工階段,移交捷運公司進駐熟悉營運操作及進行營運模擬演練後,報請市政府、交通部辦理初、履勘作業合格後,始可同意營運通車,惟因機電系統在營運通車後,尚須依契約規定執行可用度驗證作業,故其竣工時程較一般的土木建築等公共工程約晚一年。

從內湖線電聯車上遠望
從內湖線電聯車上遠望

依上述捷運工程驗收條件及程序與一般公共工程之驗收程序有所不同,為此本局已依據政府採購法、臺北市政府所屬各機關工程施工及驗收基準、臺北市臺北都會區大眾捷運系統工程設施設備點移交作業要點及各工程契約等規定訂定相關程序,並據以辦理。

綜合以上說明,內湖線機電系統工程契約規定須於營運階段執行可用度驗證,係為確保內湖線機電系統達到營運需要之穩定度,保障通車後系統之服務品質,雖目前尚有不穩定之情形而影響正常營運水準,本局已強烈要求廠商加速系統軟硬體調整,儘早讓系統穩定,並於木柵線車輛更新完成加入營運,且依照契約規定正式啟動可用度驗證測試時可順利達到可用度99%的目標,方能符合工程竣工條件,並開始辦理驗收。

內湖線大湖公園站公共藝術
內湖線大湖公園站公共藝術

Final Acceptance Inspection of Taipei MRT Construction

Starting from the Muzha line and the Danshui line until the recently opened Neihu line, Taipei MRT construction has continuously adopted final acceptance inspection procedures that precisely conform to standard operating E&M system tests. Namely, the E&M contractor should implement all necessary system test items under non-service conditions as stipulated in the contract. Only when all safety tests are confirmed to have met substantial completion criteria, can Taipei City Department of Rapid Transit Systems (DORTS) and Taipei Rapid Transit Corporation (TRTC) follow the “Procedures for Final Inspection and Operation of an MRT System,”—to submit a request to the Taipei City government for an initial inspection of the Neihu line, then submit the approved initial inspection report to the Ministry of Transportation and Communications for a final inspection to be performed so as to launch the line’s formal operation. Furthermore, with a view to ensuring system stability, a critical factor in operation, the E&M contractor was strictly demanded to complete procedures regarding system stability during commercial service. Only after system stability has met contract specifications will a final acceptance inspection be conducted. That is the mode followed by all MRT systems around the world.

相關檢收程序,請參考下圖

驗收程序

對於本柵內湖線通車營運以來,因系統不穩定而造成民眾搭乘之困擾,本局深感抱歉。本府非常重視民眾權益,針對每日影響營運之項目,均加以檢討及管控,並責成廠商龐巴迪公司配合加速改善,務必使內湖線捷運系統儘早達到穩定的目標,早日提供便捷舒適的旅運服務,重拾民眾對於臺北捷運的信任與支持。

We deeply apologize for the service interruptions that have caused inconvenience and perplexities as a result of system instability since the Neihu line began commercial service on July 4, 2009. To continue to put great emphasis on the rights of the public, Taipei City government established a task force to handle an overall review of daily operation defects and has requested that the E&M contractor Bombardier Inc. speed up improvements of all the related system malfunctions. Accordingly, the task force will conduct regular follow-up and control inspections until system functions have achieved the necessary level of stability. Having taken the unshirkable responsibility, currently DORTS is making a concerted effort to assure the public of a safe and stable system and provide passengers with convenient and comfortable transportation, and hopes to restore confidence and support from the public.

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