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共享單車行動計劃在全球範圍內的增長
荷蘭工程師 Luud Schimmelpennink 如何協助設計城市裡的共享單車行動計劃
A The original idea for an urban bike-sharing scheme dates back to a summer’s day in Amsterdam in 1965. Provo, the organisation that came up with the idea, was a group of Dutch activists who wanted to change society. They believed the scheme, which was known as the Witte Fietsenplan, was an answer to the perceived threats of air pollution and consumerism. In the centre of Amsterdam, they painted a small number of used bikes white. They also distributed leaflets describing the dangers of cars and inviting people to use the white bikes. The bikes were then left unlocked at various locations around the city, to be used by anyone in need of transport.
A 城市共享單車行動計劃的最初創意可以追溯到 1965 年阿姆斯特丹的一個夏日。想出這 個點子的組織，Provo，是荷蘭的一群希冀改變社會的積極行動分子。他們相信這一行動計 劃，稱為 Witte Fietsenplan，是對空氣汙染和消費主義所帶來的威脅的一個解決辦法。在阿姆斯特丹市中心，他們把少量舊自行車塗成了白色。他們還分發小冊子來描繪汽車帶來的 危險並邀請人們使用那些白色自行車。這些自行車接下來就被留在城裡四下不同的地點，沒 有上鎖，由任何需要使用交通工具的人們自取。
B Luud Schimmelpennink, a Dutch industrial engineer who still lives and cycles in Amsterdam, was heavily involved in the original scheme. He recalls how the scheme succeeded in attracting a great deal of attention - particularly when it came to publicising Provo’s aims - but struggled to get off the ground. The police were opposed to Provo 』 s initiatives and almost as soon as the white bikes were distributed around the city, they removed them. However, for Schimmelpennink and for bike-sharing schemes in general, this was just the beginning. The first Witte Fietsenplan was just a symbolic thing,』he says.『We painted a few bikes white, that was all. Things got more serious when I became a member of the Amsterdam city council two years later.』
B Luud Schimmelpennink 是一位荷蘭工業工程師，目前仍居住在阿姆斯特丹並騎著自行車到處轉悠，他曾緊密參與了最初的行動計劃。他回憶起這項計劃如何成功吸引到了大批註意力——特別是在將 Provo 的目標廣而告之這個方面——但在起步執行時卻舉步維艱。警方並不認同 Provo 的主張，幾乎是白色自行車一放置在城市各處，他們就會把這些車清走。不過，對於 Schimmelpennink 本人和共享單車行動計劃這個總體概念來說，這不過只是開始。「第一次的 Witte Fietsenplan 只不過是象徵意義上的，」他說。「我們把幾輛自行車刷成了白色，僅此而已。兩年後當我成為了阿姆斯特丹市議會成員的時候，一切才變得更加鄭重其事起來。
C Schimmelpennink seized this opportunity to present a more elaborate Witte Fietsenplan to the city council. 『My idea was that the municipality of Amsterdam would distribute 10,000 white bikes over the city, for everyone to use,』 he explains. 『I made serious calculations. It turned out that a white bicycle - per person, per kilometre - would cost the municipality only 10% of what it contributed to public transport per person per kilometre. 』 Nevertheless, the council unanimously rejected the plan. 『They said that the bicycle belongs to the past. They saw a glorious future for the car,』 says Schimmelpennink. But he was not in the least discouraged.
C Schimmelpennink抓住了這個機會，向市議會呈上了一份更加詳細周密的Witte Fietsenplan計劃。「我的看法是，阿姆斯特丹可以在全城投放10,000輛白色自行車，讓所有人使用，」他解釋說。「我做了認真嚴謹的計算。結果發現一輛白色自行車——每人，每公裡——需要市政當局花費的投入只是它在每人每公裡能為公共運輸所做貢獻的刊物。」然而，市議會全體一致地否決了這個計劃。「他們說自行車屬於過去。他們看到的是汽車所擁有的輝煌未來，」Schimmelpennink這樣說。但他完全沒有感到氣餒。
D Schimmelpennink never stopped believing in bike-sharing, and in the mid-90s, two Danes asked for his help to set up a system in Copenhagen. The result was the world’s first large-scale bike-share programme. It worked on a deposit: 『You dropped a coin in the bike and when you returned it, you got your money back.』After setting up the Danish system, Schimmelpennink decided to try his luck again in the Netherlands - and this time he succeeded in arousing the interest of the Dutch Ministry of Transport. 『Times had changed,』 he recalls. 『People had become more environmentally conscious, and the Danish experiment had proved that bike-sharing was a real possibility.』 A new Witte Fietsenplan was launched in 1999 in Amsterdam.However, riding a white bike was no longer free; it cost one guilder per trip and payment was made with a chip card developed by the Dutch bank Postbank. Schimmelpennink designed conspicuous, sturdy white bikes locked in special racks which could be opened with the chip card - the plan started with 250 bikes, distributed over five stations.
D Schimmelpennink從來沒有放棄過對共享單車的信念，在20世紀90年代中期，兩個丹麥人找他幫忙在哥本哈根建立一個這樣的系統。結果這成為世界上第一個大規模的共享單車項目。它依賴一份押金來運作：「你在自行車裡投入一枚硬幣，而等你把車還回來時，就能拿回自己的錢。」在建立起丹麥那個系統以後，Schimmelpennink決定在荷蘭再碰一次運氣，而這一次，他成功喚起了荷蘭交通部的興趣。「時代已經變了，」他回憶道。「人們已變得更加關注環境問題，並且在丹麥的嘗試也己證明了共享單車是完全有可能的。」一項新的Witte Fietsenplan計劃於1999年在阿姆斯特丹推出。不過，騎一輛白色自行車不再是免費的了;每趟騎行需要花費一盾(以前的荷蘭貨幣單位)，使用一張由荷蘭銀行Postbank開發出來的晶片卡進行付費。Schimmelpennink設計了醒目堅固的白色自行車，鎖在特殊的車架上，用晶片卡可以開鎖——計劃開始時共有250輛自行車，分別布置在五個站點。
E Theo Molenaar, who was a system designer for the project, worked alongside Schimmelpennink. 『 I remember when we were testing the bike racks, he announced that he had already designed better ones. But of course, we had to go through with the ones we had.』 The system, however, was prone to vandalism and theft. 『After every weekend there would always be a couple of bikes missing,』Molenaar says. 『I really have no idea what people did with them, because they could instantly be recognised as white bikes.』 But the biggest blow came when Postbank decided to abolish the chip card, because it wasn’t profitable. 『That chip card was pivotal to the system,』 Molenaar says. 『To continue the project we would have needed to set up another system, but the business partner had lost interest.』
E Theo Molenaar 是項目的一位系統設計師，與 Schimmelpennink 並肩工作。「我記得就在我們進行車架測試時，他宣布他已經設計出了更好的產品。但是當然了，我們只能用已有的那些來繼續推進。」不過，這個系統容易招來故意破壞和偷竊。「每個周末過去以後，總會有幾輛自行車不見了，」Molenaar 說。「我實在想不通人們能拿它們幹什麼，因為它們立刻就會被認出來是白色自行車呀。」然而最大的打擊來臨，是在 Postba 做出決定撤銷晶片卡的時候，因為它不能營利。「那張晶片卡是整個系統的核心，」Molenaar 這樣說。「如果要把項目繼續進行下去，我們就需要建立另外一個系統，但是商業夥伴已經失去了興趣。」
F Schimmelpennink was disappointed, but - characteristically - not for long. In 2002 he got a call from the French advertising corporation JC Decaux, who wanted to set up his bike-sharing scheme in Vienna. 『That went really well. After Vienna, they set up a system in Lyon. Then in 2007, Paris followed. That was a decisive moment in the history of bike-sharing.』 The huge and unexpected success of the Parisian bike-sharing programme, which now boasts more than 20,000 bicycles, inspired cities all over the world to set up their own schemes, all modelled on Schimmelpennink’s. 『It’s wonderful that this happened,』 he says. 『But financially I didn’t really benefit from it, because I never filed for a patent.』
F Schimmelpennink 感到失望，但是——出於他本人的性格特點——並沒有失望很久。在 2002 年，他接到一家法國廣告公司 JC Decaux 的電話，這家公司想在維也納設立一套他的共享單車系統。「那個系統運行得非常順利。在維也納之後，他們又在裡昂創辦了一個系統。接下來在 2007 年，巴黎也跟進了。那在共享單車的發展史上是個決定性的時刻。」巴黎共享單車項目現在擁有 20,000 多輛自行車，它巨大而出乎意料的成功引發了世界各地的城市紛紛開始建立自己的類似系統，全部以 Schimmelpennink 的設計為藍本。「發生的這一切真是太妙了，」他說道。「但是從財務角度來說，我並沒有真正從中獲利，因為我始終沒有申請過專利權。
G In Amsterdam today, 38% of all trips are made by bike and, along with Copenhagen, it is regarded as one of the two most cycle-friendly capitals in the world - but the city never got another Witte Fietsenplan. Molenaar believes this may be because everybody in Amsterdam already has a bike. Schimmelpennink, however, cannot see that this changes Amsterdam 』 s need for a bike-sharing scheme. 『People who travel on the underground don’t carry their bikes around. he thinks it is strange that a city like Amsterdam does not have a successful bike-sharing scheme, he is optimistic about the future. 『In the 『60s we didn’t stand a chance because people were prepared to give their lives to keep cars in the city. But that mentality has totally changed. Today everybody longs for cities that are not dominated by cars.』
G 在阿姆斯特丹，全部交通行為的 38%是用自行車完成的，而它與哥本哈根一起，被視為全球最適直自行車出行的兩個首都城市之一——然而這座城市再未設立過另一個 Witte Fietsenplan 計劃。Molenaar 相信這也許是因為阿姆斯特丹的每個居民都已經有一輛自行車了。但是，Schimmelpennink 並不認為這一點就改變了阿姆斯特丹對一項共享單車行動計劃的需求。「乘坐地鐵的人們不能扛著自己的自行車走來走去。但是他們經常需要一些額外的交通工具來抵達自己最終的目的地。」雖然他覺得像阿姆斯特丹這樣一座城市居然沒有一項成功的共享單車計劃這件事很奇怪，但他對將來持樂觀態度。「在20世紀60年代我們
沒有機會，因為人們隨時準備為了把汽車留在城裡而不惜一切代價。但是那樣的思維已經完全改變了。今天，每個人都渴望擁有未被汽車所統治的城市。