在國內用路人過度依賴國道高速公路、國道容量漸趨飽和，而大眾運輸系統則漸趨完整的今日，如何引導用路人使用習慣以有效發揮公路系統之整體效率實為一重要課題。雖然長期以來政府試圖透過興建高速公路與拓寬道路工程來增加城際公路系統之容量，但仍難有效減緩路況惡化的情況。根據世界各國推動道路收費之經驗顯示，藉由差別收費策略不但可改變車輛的交通行為、紓緩交通擁擠情況，且可回收道路興建成本，而且亦符合使用者付費原則；因此，採取交通管理策略來抑制需求，為近年來日益受到重視的改善高速公路使用效率的核心課題。有鑑於此，本研究試圖探討實施差別費率收費方式之可行性，了解其是否可有效導引車流，增加道路系統使用效率。本研究透過差別費率方案研擬與整體運輸需求模式模擬，瞭解實施差別費率前後路網交通量變化情形，並進一步探討差別費率方案策略之實施對於交通量分布之影響，評估衡量其是否能提高社會效益，增加交通建設基金收入。
本研究研擬之差別費率原則有三，包括原則一擁擠路線價格提高(增加國道1號通行費)、原則二非擁擠路線價格降低(減少國道3號通行費)及原則三擁擠路線價格提高且非擁擠路線價格降低(增加國道1號且減少國道3號通行費)，經交通量指派作業之評估顯示，其中以原則一調高國道1號小型車大客貨聯結車費率為每次6075100元之交通量移轉效果最為顯著，能提升國道1行平均行駛速率為81.58km/hr，且國道3號平均行駛速率仍可維持高速行駛。此外，原則一運輸效益 (旅行時間、旅行成本)及外部效益(肇事成本、空氣污染成本)之總效益，不論含通行費增加或不含通行費增加均為最高，惟通行費收入增加事實上亦即用路人付費之增加，故不計算在效益內時總效益並不大。

Owing to the over-dependence utilization on the National Freeway its capacity is getting saturated gradually. Even though our central government tried to increase the capacity of highway and mass transportation systems by way of setting up more highways and broadening more roadways, they still can’t mitigate the aggravation of road condition effectively. Therefore, the main objective for this study is to find a way to adjust the user’s behavior in order to develop the efficiency of highway system.

According to the experience of the toll policy from other countries in the world, the division fee strategy has not only improved the transportation comportment that mitigated the congestion traffic, but also recovered the construction cost of the roadway that matched the user-charge principle. Therefore, the improvement strategy of freeway efficiency, which adopts a transportation management strategy to repress the user demand in nowadays, has become a core issue. Thus, for this study I will try to confer the feasibility of the differential rate charges policy and understand whether it can lead the car flow effectively and increase the usage efficiency of the road system or not. After simulating the Comprehensive Transportation Demand Model through the Differential Rate Program, this study will examine the variation of the roadway network traffic volume in order to determine whether it can increase the social benefit/ the income of the transportation construction fund or not.

Hence, three main criteria in this Differential Rate Program are 1) to raise the congestion route toll fee (increase the National Freeway No.1 toll fee), 2) to reduce the non-congestion route toll fee (reduce the National Freeway No.3 toll charges); 3) and to raise the toll fee of the congestion route and reduce the non-congestion route’s (increase the National Freeway No.1 toll fee and reduce the National Freeway No.3 toll charges). After the evaluation of traffic volume assignment, the result shows that the first criterion, which raises the National Freeway No.1 passenger ruckcoupling carfare rate f up to 6075100 dollars, has the most notable outcome. It can increase the average speed of National Freeway NO.1 to 81.58 km/hr, and hold the average speed of National Freeway NO.3 on high-speed level. Additionally, the total beneficial result of first criterion, which includes the transportation benefits (trip time, trip cost) and exterior benefits (cause cost, air pollution cost), is the highest one whether we increase the toll charges or not. In short, the increment of toll charges income is increasing the User Pay; thus, the total beneficial result is not so much if we don’t count it in.

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