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  劍14Test1雅思閱讀Passage2原文-The growth of bike-sharing schemes around the world

  How Dutch engineer Luud Schimmelpennink helped to devise urban bike-sharing schemes

  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.

  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.'

  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.

  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.

  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.'

  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.'

  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. But often they need additional transport to reach their final destination.' Although he thinks it is strange that a city like Amsterdam does not have a successful bikesharing 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.'

  劍14Test1雅思閱讀Passage2原文翻譯-全球共享單車計劃的發(fā)展

荷蘭工程師Luud Schimmelpennink如何幫助設(shè)計城市共享單車計劃

  A 城市共享單車計劃的最初構(gòu)想可以追溯到1965年阿姆斯特丹的一個夏日。提出這一想法的Povo是由一群想要改變社會的荷蘭積極分子創(chuàng)建的一個組織。他們認為,這個被稱為“白色單車計劃”的方案是解決潛在的空氣污染和消費主義的辦法。在阿姆斯特丹市中心,他們將少量的二手自行車漆成了白色。他們還散發(fā)傳單,宣傳汽車的危險,并邀請人們使用這些白色單車。隨后,他們將這些不上鎖的自行車投放在城市各處,供有交通需要的人使用。

  B 荷蘭工業(yè)工程師 Luud Schimmelpennink如今仍在阿姆斯特丹生活并騎行,他曾經(jīng)深度參與過這項初始計劃。他仍然記得該計劃是如何威功地吸引了大量關(guān)注——尤其是在宣傳 Provo的目標時——但卻難以落實。警方反對 Provo的倡議,這些白色單車剛被授放在城市各處,馬上就被警方拖走。然而,對 Schimmelpennink和共享單車計劃來說這僅僅是個開始。“最初的白色單車計劃只是一個象征性的東西,”他說道。“我們把幾輛自行車漆成了白色,僅此而已。兩年后,當我成為阿姆斯特丹市議會的一員時,該計劃就變得認真多了。

  C 他抓住機會向市議會提出了一個更為詳盡的白色單車計劃。“我的想法是,阿姆斯特丹市政府在全市范國內(nèi)投放100輛色單車,供所有人使用,他解釋道。“我做過精蜜的計算,市政府對白色單車每人每公里的規(guī)入,只占其對公共文通每人每公里投的10%。然而,市議會一致否決了這一計劃。他說:“他們說自行車屬于過去,而汽車的美好未來就在眼前。”但他一點也不氣餒。

  D Schimmelpennink從未懷疑過共享單車(計劃)。90年代中期,兩個丹麥人請他幫忙在哥本哈根建立一個單車系統(tǒng)。這是世界上第一個大型的共享單車項目。這個系統(tǒng)靠押金機制運行:“你授入一枚硬幣使用單車,當你還車時,硬幣會退還。”在丹麥單車系統(tǒng)建立后,他決定再回荷蘭碰碰運氣——這次他成功引起了荷蘭交通部的興趣。“時饣變了,”他回憶說。“人們的環(huán)保意識越來越強,而丹麥的試驗證明了共享單車確實可行。”1999年,一項新的白色單車計劃在阿姆斯特丹啟動了。然而,白色單車不再免費;毎趟行程花費1荷蘭盾,并且需要通過荷蘭郵政銀行( Postbank)開發(fā)的芯片付費。 Schimmelpennink設(shè)計了一款醒目且堅固的白色單車,這些車鎖在特殊的停車架上,可以用芯片卡打開。該計劃起先在5個站點投放了250輛白色單車。

  E 該項目的系統(tǒng)設(shè)計師 Theo Molenaar曾與 Schimmelpennink一起工作。“我記得我們測試停車架時,他說他已經(jīng)有了更好的設(shè)計。但顯然,當時我們必須一一試驗這些設(shè)計。”然而,這套系統(tǒng)很容易遭到破壞和盜竊。“每個周末過后,總會有幾輛自行車不見,”Molenaar說道“我真的不知道人們要它來做什么,因為人們很容易認出來這是白色單車。”但最大的打擊是郵政銀行因沒有利潤而決定取消芯片卡服務(wù)。“芯片卡對這個系統(tǒng)至關(guān)重要,”Molenaar說道。“要繼續(xù)這個項目,我們就需要建立另一個系統(tǒng)但我們的商業(yè)伙伴已經(jīng)失去了興趣。

  F Schimmelpennink當時很失望,但是像往常一樣,失望并沒有持續(xù)很久。2002年,他接到法國廣告公司JC Decaux的電話, JC Decaux想在維也納實施他的共享單車計劃切都很順利。維也納之后,他們還在里昂建立了系統(tǒng)。2007年,巴黎緊隨其后(也建立了系統(tǒng))。那是共享單車歷史上的決定性階段。”巴黎共享單車計劃取得了意想不到的巨大成功,它目前擁有超過2000輛自行車,這激勵了世界各地的城市紛紛效仿Schimmelpennink的方案,建立自己的共享單車計劃。“發(fā)生這樣的事真是太好了,”他說道。“但我并沒有真正從中獲得利潤,因為我從未申請過專利。”

  G 如今在阿姆斯特丹,38%的出行是靠自行車完成的。它與哥本哈根一起被視為兩個最支持自行車的首都城市。但阿姆斯特丹從沒有實施另一個白色單車計劃。Molenaar認為,這可能是因為在阿姆斯特丹,每個人都已經(jīng)擁有自行車。然而, Schimmelpennink認為這不影響阿姆斯特丹對共享單車計劃的需求。“乘坐地鐵的人不會隨身攜帶自車。但是他們經(jīng)常需要其他交通工具才能抵達最終目的地。”雖然他認為像阿姆斯特丹這樣的城市沒有成功的共享單車計劃很奇怪,但他依然對未來保持樂觀。“在60年代我們沒有希望,那是因為人人都拼命想在城里開汽車。但大家的心態(tài)已經(jīng)完全改變了,如今所有人都希望城市不要被汽車占據(jù)。

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