法律學院: 法律學研究所指導教授: 林明鏘藍雅筠Lan, Ya-YunYa-YunLan2017-03-032018-07-052017-03-032018-07-052014http://ntur.lib.ntu.edu.tw//handle/246246/273510大眾捷運聯合開發制度為公、私部門相互合作將大眾捷運系統連結其毗鄰路線、場站或土地一併統合開發使用，為了打造兼具交通便捷與商業繁榮之運輸帶，提高民眾搭乘大眾捷運系統意願並帶動附近地區商業興盛。大眾捷運聯合開發制度之當事人間法律關係，應以民國(下同)93年5月12日大眾捷運法第7條第1項規定修正前後為分界點，立法者為考量簡化開發流程及縮短時程之目的，大眾捷運系統土地開發改由主管機關以有償撥用、協議價購、市地重劃或區段徵收方式將開發用地先行變更為公有土地，以利主管機關主導辦理土地開發事宜，遂於93年間修正大眾捷運法第7條第1項規定，主管機關為取得開發用地所有權後，經徵求評選投資人，由投資人出資興建開發不動產，待開發不動產興建完畢後，再由主管機關、投資人、土地所有權人共同享有開發後不動產之權益分配。 立法者將開發用地先收歸為公有之此一修正，係為加速大眾捷運聯合開發時程之目的，實質上已弱化土地所有權人身為大眾捷運聯合開發參與主體之地位，理由在於93年修法前土地所有權人與主管機關締結「00都會區大眾捷運系統土地聯合開發契約書」，以地主身分全程參與大眾捷運聯合開發過程，直至開發完畢後三方依約進行權益分配。然在93年修法後主管機關為取得開發用地所有權以協議價購或徵收等方式取得土地所有權，土地所有權人並非開發用地所有權人自當無法全程參與大眾捷運聯合開發過程，對於大眾捷運聯合開發過程俱無表達意見機會，土地所有權人將私有土地提供予大眾捷運聯合開發之用，除了領取土地徵收款項外，若欲參與聯合開發之土地所有權人僅得領取協議價購款或在權益分配階段分得開發後不動產，立法者明顯將土地所有權人剔除在大眾捷運聯合開發參與主體之外，本文認為，大眾捷運聯合開發應為主管機關、投資人、土地所有權人之三方當事人共同參與之，尤其在現今不動產市場行情高漲的情況下，土地所有權人參與大眾捷運聯合開發之權利應被重視，現行大眾捷運法第7條第1項規定容有再行修法之必要。 由於大眾捷運聯合開發過程中涉及涉及公、私部門間利益流動、鉅額投資計畫、參與主體間交錯的法律關係、主管機關取得開發用地手段方式、徵求評選投資人之相關機制、次優投資申請人遞補請求權、權益分配以及主管機關締結各類契約性質和救濟途徑，本文耙梳前開問題作探討分析，並舉大眾捷運法第7條第1項規定93年修法前之台北捷運新店機廠聯合開發案為例加以說明，並就大眾捷運聯合開發制度給予修法建議。The system of joint development of Mass Rapid Transit (MRT) is identified as the development of land for routes, depots, stations, and land adjacent to the MRT by the public and private partnership. The purpose of joint development provides the great convenience of transportation and enhances prosperous commercial activities which increases public''s willingness to use MRT and to boost business prosperity in nearby area. The process of joint development of MRT, in the first of all, the competent authority secures lands via purchase agreements or zone expropriations. Secondly, the competent authority seeks investors who supply funds to build the real estate, and the competent authority, the investor and land owners share the valuation of equity allocation together. Legislators amend the law about taking private lands to public property which accelerates the process of joint development of MRT. Actually, this amending of the law decreases the rights of land owners because land owners make contracts with the competent authority as the main participants and land owners take part in the whole process of the joint development of MRT until the valuation of equity allocation before the amending in 2004 . The competent authority secures lands via purchase agreements or zone expropriations that land owners lose the ownership of lands. Land owners don''t have the rights to take part in the whole process of joint development of MRT and no opportunities to express opinions after the amending in 2004 . In my point of view, the joint development of MRT should have three parties including the competent authority, the investor, land owners, and the rights of land owners must be pay more attention. Besides, I suggest on the amending of Article 7 of The Mass Rapid Transit Act. The process of joint development involves many issues about the interests between public and private, the project of investment, complex legal relations with the concerned parties, the competent authority obtains lands by means of different methods, the institution of seeking the investor, the second best applicant replaces the best applicant, the valuation of equity allocation, the legal nature of various types of contracts made by the competent authority. The Research analyses and discusses those questions as stated above in relation to the case study on MRT of Xindian Depot. To sum up, the research proposes some recommendations for the system of joint development of MRT.2202592 bytesapplication/pdf論文公開時間: 2015/1/27論文使用權限: 同意有償授權(權利金給回饋本人)大眾捷運系統聯合開發協議價購徵收權益分配MRTjoint developmentpurchase agreementzone expropriationthe valuation of equity allocationthesishttp://ntur.lib.ntu.edu.tw/bitstream/246246/273510/1/ntu-103-R99a21034-1.pdf