Street-smarts, gumption and a dollop of luck are part of the basic arsenal for bicycle-commuting in Taipei.
在臺北騎自行車上下班的路途上，基本上就像在軍火庫中，需要擁有街頭智慧、勇氣和運氣。
For expatriate Adam Graudus, his daily commute is a 30-minute endurance event involving boorish scooter and bus drivers, as well as obtuse general motorists.
對於外籍人士Adam Graudus來說，他的每日通勤是一項30分鐘的耐力活動，可能會利用騎機車，開車，甚至搭公車通勤。
“Drivers, scooter riders in particular, don’t indicate or look before switching lanes, or backing out of parking spaces. And buses cut in sharply to make a stop even though it means obstructing my lane,” says the video producer, who’s been bike-commuting in the capital for three years.
“司機，尤其是機車騎士，在換車道前，或者在停車的地方，都不需要指出或查看。”而公車切道也變多時間停留，即使這意味著會擋到我的車道。”在台北騎自行車持續三年的視頻製作人說。
“In 2016, I was sideswiped by a driver who changed lane without indicating whilst exiting a bridge off Bade Road. We agreed not to file a police report because I wasn’t seriously injured,” says Graudus, adding: “Last year I was knocked over by scooter driver who made a sudden left turn.”
2016年，我被一名司機擦身而過，司機在駛出一座橋的時候，沒有指示車道(打燈)，直接改變車道。我們同意不去警察局報案，因為我沒有嚴重受傷，”Graudus說，並補充道:“去年我被摩托車騎士撞倒，因為他突然左轉。”
And that's just the physical danger – the city’s air pollution also made Graudus fall ill a couple of times.
以上的情況是身體的危險—而這個城市的空氣污染也使得Graudus生病幾次。
On the flipside, the 27-year-old lauds the city’s river bikeway network, which provides well-maintained and congestion-free routes to Taipei’s nooks and corners.
另一方面，這位27歲的先生稱讚了城市裡的“自行車道”網路，該網路為臺北的角落和角落提供了良好的維護和擁擠的線路。
“Also, people here are quite encouraging of cyclists, giving you the thumbs up or a jiayou (加油) [literally "give it gas"] – just for making the effort to cycle on the road. It’s quite a contrast with my bike-commuting experience in the UK,” he adds.
”這裡的人也非常鼓勵騎自行車,給你豎起大拇指或加油(加油)(字面上的“給氣體”)——只是讓努力週期在路上。這與我在英國的自行車通勤經歷形成了鮮明的對比。
Taipei’s transport vision
台北行車願景
Two years ago, more than 1,000 mobility experts, urban planners, activists and academics from 43 countries descended on Taipei to present case studies and bounce around ideas at the Taipei Velo-city Global conference.
兩年前，來自43個國家的1000多名移動專家、城市規劃人員、活動人士和學者來到臺北，在臺北舉行的全球會議上展示了案例研究和想法。
Initiated by the European Cyclists’ Federation (ECF) in 1980, the Velo-city Global conference series is designed to plug cycling as a sustainable mode of transport for a livable city. Previous host cities have included London, Vienna, Barcelona, Vancouver and Adelaide. Taipei holds the honor of being the first Asian city to host the conference.
由歐洲自行車手聯合會(ECF)於1980年發起的全球會議系列，旨在將自行車作為宜居城市的可持續交通方式。之前的主辦城市包括倫敦、維也納、巴賽隆納、溫哥華和阿德萊德。臺北是第一個主辦這次會議的亞洲城市。
ECF cited Taipei as “a great example of cities who put people at the centre of their development plans.” It helps that Mayor Ko Wen-je (柯文哲) is a passionate cycling advocate and completed a round-island bike tour, covering 380 km in 20 hours, to kick off the conference.
ECF認為臺北是“城市的典範，他們把人們放在發展計畫的中心。”這番話幫助市長柯文哲成了一位充滿熱情的腳踏車提倡者和完成了一趟自行車環島之旅，20小時中騎過380公里，開始了會議。
Taipei’s public bike-share system is referenced by other Asian cities, from Singapore and Beijing to Shanghai and Seoul, who have sought to set up similar bike-share programs. With a daily turnover rate of 8.3 trips per bike and 200,000 users per month, usage figure for YouBike matches the world’s best.
從新加坡、北京到上海和首爾，其他亞洲城市都在借鑒臺北的公共自行車共用系統，他們也試圖建立類似的自行車共用項目。每天每輛自行車的周轉率為8.3，每個月有20萬用戶，YouBike 使用數字也是全球獨一無二的。
And women make up 50 percent of the cycling population – a gauge of the city’s cycle-friendliness.
而女性佔了騎自行車總人數的50%——這是衡量城市自行車友好度的一個指標。
A 2014 ECF report shows cycling mode share (percentage of total trips done by bicycle) in Taipei stands at 5.5 percent. In comparison, mode share figures for American cities with populations over 1 million hovers below 2 percent (2016 American Community Survey Data Report), and at a mere 2 percent in London (Travel in London Report 10). But bikes account for more than 50 percent of trips in cycling utopias like Copenhagen and Amsterdam.
一份2014年的ECF報告顯示，在臺北騎自行車的比例(騎自行車出行的比例)為5.5%。相比之下，美國人口超過100萬的城市的模式共用資料低於2%(2016年美國社區調查資料報告)，倫敦僅為2%(倫敦旅遊報告10)。儘管如此，腳踏車在自行車烏托邦的旅程中佔據了超過50%的路程，比如哥本哈根和阿姆斯特丹。
At Velo-city 2016, Taipei Deputy Mayor Charles Lin (林欽榮) pledged that by 2020, commutes via green transport should account for 70 percent of all trips in Taipei, with cycling accounting for 12 percent.
Velo-city 2016臺北副市長林欽榮承諾，到2020年，通勤者藉由綠色交通通勤的比例應該會達70%，其中公共自行車佔12%。
“Taipei’s transport vision is driven by the integration of bicycles with buses, the Metro and walking to boost mobility; transport is about moving people, not cars,” he added.
“臺北的交通願景是由自行車與公車、捷運和步行的整合推動的，交通是關於移動的人，而不是汽車。”他補充道。
As Velo-city buzz fades, how has Taipei fared?
隨著Velo-city buzz的消失，臺北的情況如何?
For starters, the city’s mobility vision isn’t about creating a bike-commuting capital. Cycling is part of a whole ecosystem that shapes a liveable, safe and inclusive city, Taipei City Government’s Department of Transportation (DOT) Commissioner Tiger Chen (陳學台) tells The News Lens.
首先，這座城市的流動性願景並不是要創造一個自行車通勤的資本。騎自行車的整個生態系統的一部分的樣貌是一個宜居、安全、包容的城市，臺北市政府交通部(DOT)局長陳學台告訴The News Lens.。
“I used to think we should just construct bike lanes to promote cycling,” says Chen, who bike-commuted for four years at his previous office. But on a recent work trip to the Netherlands, Chen changed his rationale.
“我過去認為，我們應該建造自行車道來提倡騎腳踏車，”陳說，他在他的之前的工作地點，騎腳踏車騎了4年。但在最近一次去荷蘭的工作之旅中，陳改變了自己原有的想法。
“Taipei’s environment and context are so different from Holland’s. Their population density is low, the country’s terrain is flat and the temperate climate is conducive for cycling, even in winter or summer,” he elaborates.
陳說明，“臺北的自然環境和文化背景和荷蘭不同。荷蘭的人口密度低，國家地勢平坦，適宜的氣候有利於騎行，即使是在冬天或夏天。"
“What we need to push is not long-distance bike commuting but to cycle the first or last miles of a commuter’s journey, and the ability to transfer seamlessly between the various modes of public transport.”
“我們需要推動的不是長距離的自行車通勤，而是能讓騎腳踏車變成通勤族的第一個或最後幾英里路的好選擇，以及在不同的公共交通模式之間實現無縫銜接的能力。”
By design, Taipei adopts a multi-pronged approach: from improving cycling infrastructure and upping bus rapid transit service to carving out more pedestrian-friendly streets and subsidizing users’ public transport expenses.
通過設計，臺北採取了多管齊下的方法:從改善自行車基礎設施和快速的公車服務，到開闢更多的行人專用街道，並補貼用戶的公共交通費用。
From 214 stations and 7,000 bikes in 2016, YouBike now has 400 stations with 13,000 bicycles. Taipei’s bike lane network currently totals 502.7 km (from 498.4 km in 2016); including 86.4 km of designated bike lanes, 304.3 km of dual-use sidewalks and the 112 km-river bikeway. In 2016, the city announced plans to build an additional 192.9 km of bike lanes by 2019.
2016年，從214個車站到7000輛自行車，YouBike現在有400個車站，擁有13,000輛自行車。臺北的自行車道網路目前總長502.7公里(2016年為498.4公里)，包括86.4公里的指定自行車道、304.3公里的兩用人行道和112公里長的公路自行車道。在2016年，政府也宣佈計畫到2019年再修建192.9公里的自行車道。
From April 2, MRT passengers are allowed to board with full-sized bikes during weekday off-peak hours (10 a.m. to 4 p.m.) with the exception of busy stations like Taipei Main Station and Zhongxiao Fuxing. Previously, full-sized bikes were only allowed on board on weekends and public holidays.
從4月2日起，旅客可以在工作日的非高峰時段(上午10點至下午4點)乘坐全尺寸的自行車，但臺北車站和忠孝復興等繁忙的車站除外。以前，全尺寸自行車只在週末和公眾假期使用。
But do more bike lanes attract more cyclists? A common gripe among cyclists using sidewalk-placed bike lanes is the risk of running down pedestrians. Either from ignorance apathy or the innate human impulse to walk between white lines, some pedestrians tend to gravitate towards the bike lanes.
但是，更多的自行車道會吸引更多人成為騎車者嗎?一個共同的埋怨是騎自行車的人使用人行道當腳踏車道，這樣會有撞到行人的危險。無論是出於無知的冷漠，還是由於人類天生的衝動，想要在白線之間行走，有些行人傾向于轉向自行車道。
Yet bike lanes serve a purpose for inexperienced bike commuters, according to Chan Kai-Sheng (詹凱盛) of cycling advocacy group Taiwan Urban Bicycle Alliance (TUBA).
然而自行車道的目的就是為了服務不熟悉的腳踏車通勤族，根據騎自行車宣傳組織台灣城市單車聯盟(TUBA)詹凱盛說。
“Segregated bike lanes give commuters a sense of security and they serve as a gateway for the regular bike-commuting,” says Chan, one of TUBA’s founders. Debuting at Velo-city 2016, TUBA was formed by a band of zealous cycle commuters to make cycling more visible in the city. To date, they’ve organized a series of cycling-related events like Bike2Work, Critical Mass, Ride of Silence and the Criterium Bike Race.
TUBA的創始人之一的詹說:“分隔的自行車道給了通勤者一種安全感，他們成為了普通自行車上下班的通道。”在2016年的Velo-city首次亮相，TUBA是由一群熱情的騎車通勤者組成的，他們讓騎行在城市中更加可能。到目前為止，他們已經組織了一系列與騎自行車的相關的活動，如Bike2Work, Critical Mass, Ride of Silence和Criterium Bike Race。
TUBA brings cyclists together within an organized platform to hash ideas, initiate projects, engage the government and make cyclists’ voices heard. For example, Chan represented TUBA in the Livable and Sustainable City Autonomy Regulations Draft public hearing and raised the point that bicycle traffic was not listed in the plan.
TUBA將騎車者聚集在一個有組織的平臺中，以散列想法，發起專案，與政府互動，讓自行車手的聲音被聽到。例如，詹代表TUBA在Livable and Sustainable City Autonomy Regulations Draft的公聽會上聆聽，並提出了自行車交通沒有列入計畫的觀點。
Grassroots movement
草根運動
One of their most successful initiatives is the Bike2Work campaign. Founded by TUBA member Pu Chen (陳濮), Bike2Work set up coffee booths at various strategic locations in the city center every Friday morning. Volunteers make and give out free coffee to bike commuters, gather cycling data and propagate road safety. From one location in February 2016, the campaign had expanded to 12 locations by December 2017 when the Taipei City government stepped in to fund the project.
他們最成功的項目之一就是Bike2Work運動。由TUBA 成員陳濮發起，Bike2Work是在每周五早上的市中心附近的好位置，設置咖啡停靠站，讓志工們給騎腳踏車通勤的人免費提供咖啡，收集自行車資料，宣傳道路安全。從2016年2月的一個地點開始，到2017年12月，這活動已擴展到12個地點，那時臺北市政府介入，為該項目提供資金。
“We see more and more people making the effort to bike-commute on Fridays just to be part of Bike2Work,” says commissioner Chen. “We would love to work more with and support NGOs like TUBA.”
“我們看到越來越多的人為了成為Bike2Work的一分子，而在週五騎腳踏車上班，”陳說。“我們多付出一點，也希望能有更多人支持像是TUBA這樣的非政府組織。”
From the Bike2Work surveys, TUBA identified areas with high bike-commuting frequencies like Zhishan, Neihu (內湖陽光) and 城中 (the intersection of Wuchang St. and Zhonghua Road and the neighborhood of Ximen) and proposed ideas to improve cycling infrastructure. The number of Taipei bike commuters has increased steadily. For example, data from December 2016 and December 2017 shows an increase of 10 percent of commuters in Xinyi area and 34 percent at City Hall.
來自Bike2Work調查結果發現，TUBA 研究發現像芝山、內湖陽光和城中(武昌聖的交集和中華路和西門站的附近)都是騎自行車高的地區，以及提議想法來改善自行車基礎設施。臺北騎自行車的人數穩步增長。例如，2016年12月和2017年12月的資料顯示，信義地區的通勤者增加了10%，而在市政廳則增加了34%。
“We received lots of positive feedback from the public and identified three main reasons why Taipei folks bike-commute: out of habit, for exercise and convenience,” says Chan, a 38-year-old software engineer. Bike2Work has garnered more than 1.3 million Facebook and over 850,000 Instagram hits.
38歲的軟體工程師Chan說:“我們從民眾那裡得到了很多積極的回饋，並指出了臺北人騎車出行的三個主要原因:出於習慣，為了運動和方便。”Bike2Work在臉書上已經獲得了超過130萬的粉絲數和超過85萬的Instagram點擊量。
“We want to show city folks there are many modes of transport, not just cycling,” adds Chan. “If a motorist tries bike-commuting even for just one day in a year, he can see a cyclist’s perspective. It’s about cultivating mutual respect among road users.”
“我們希望向市民展示，有多種交通方式，不只有交通運輸，”陳說。“如果一個汽車駕駛願意嘗試一年內騎腳踏車通勤，他就能看到騎車者的視角。這是為了培養道路使用者之間的相互尊重。"
Not all cyclists are rule-abiding, courteous citizens either. In a survey by DOT on cycling safety, nearly 40 percent of pedestrians complained about cyclists who ride on arcades or sidewalks, and 20 percent of respondents abhor cyclists who weave in and out of traffic or ride outside of designated cycling lanes.
並非所有的騎自行車的人都是遵守規則、有禮貌的公民。在一項關於自行車安全的調查中，近40%的行人抱怨騎自行車的人騎在騎樓或人行道上，而20%的受訪者討厭騎自行車的人，他們在交通或自行車道外亂穿梭。
But more importantly, the city government is increasingly engaging cyclists and treating cycling as a rightful mode of transport.
但更重要的是，在政府努力下逐漸吸引越多的人成為騎自行車的通勤族，把自行車當作一種合法的交通工具。
“City Hall is starting to clarify traffic sign rules and introduce regulations about riding on sidewalks, how cyclists should behave and trying to push for child bike seat regulations,” Chan says.
陳說:“市政府開始明確交通標誌規則，並介紹人行道上的騎行規則，騎自行車的人應該如何行動，並努力推動兒童自行車座椅的規定。”
Plugging green mobility
宣傳綠色出行
TUBA’s survey revealed that a common commuting mode for Taipei residents is a combo of YouBike, MRT and bus. In line with the city’s transport vision, City Hall runs campaigns like Green Transportation Day (綠色運輸日) to push green mobility.
TUBA的調查顯示，對臺北居民來說，一種常見的通勤模式是騎自行車、搭捷運和公車。符合城市交通願景，市政廳舉辦的活動像是綠色運輸日推動綠色出行。
In 2017, Taipei rolled out five new “Main Line” buses that connect the city’s arterial roads. These buses run at four-to-six-minute frequency with an average waiting time of five minutes. This April, an additional 11 bus lines will be rolled out.
在2017年，臺北推出了五輛連接城市主幹道的“主線”公車。這些公共汽車以4 - 6分鐘的頻率運行，平均等待時間為5分鐘。今年4月，還將推出11條公車線路。
Starting April 16, commuters can purchase a 30-day “All Pass Ticket,” at NT$1,280 (US$44) for unlimited rides on MRT and buses, and free use of YouBike for the first 30 minutes. Commuters can enjoy discounted fares when they transfer between Youbike, MRT and bus. Under the city’s Neighborhood Environment Enhancement program, 324.2 km of green pedestrian lanes have been carved out in secondary streets.
從4月16日起，通勤者可以購買30天的“月票”，搭捷運和公車不限次數的票價為1280元(44美元)，在前30分鐘免費使用自行車。通勤者在你的自行車、捷運和公車之間轉換時可以享受折扣票價。在該城市的社區環境改善計畫下，在二級街道上開拓了324.2公里的綠色人行道。
In 2016, the percentage of public transit user stands at 42.8 percent, and 60.4 percent including cyclists and pedestrians, according to DOT.
根據交通部的資料，2016年公共交通用戶的比例為42.8%，其中包括騎自行車和步行者的比例為60.4%。
Policy and education
政策與教育
Post Velo-city, the Taipei City government added “safety” into their main transportation policy slogans: “green,” “share,” “intelligent/smart.” Although 2017 traffic fatality statistics shows the lowest figure – 65 deaths, in the last 10 years; 90 percent of the fatalities involved those aged between 18 to 25. And as of 2016, motorcycles accounted for 58 percent of traffic fatalities within Taipei city. In Taipei and the metropolitan areas, motorcycles outnumber cars by more than two to one (there were 3.14 million motorcycles versus 1.47 million cars in 2017).
臺北市政府將“安全”增加進主要交通政策口號:“綠色”、“共用”、“智能”。“儘管2017年的交通事故死亡率統計資料顯示，在過去10年裡，死亡人數是最低的65人;其中90%的死者年齡在18到25歲之間。截至2016年，臺北市的交通事故死亡人數中，機車占58%。在臺北和大都市區，機車的數量比汽車的多了約兩倍(在2017年有314萬輛摩托車和147萬輛汽車)。
“Our most pressing issues are traffic congestion, air pollution and road safety,” admits Commissioner Chen. “There are just too many private vehicles on the road.”
“我們最緊迫的問題是交通堵塞、空氣污染和道路安全問題，”陳說。“路上有太多的私家車。”
Emissions from motorized vehicles (dubbed “mobile pollution sources") are the main source of air contaminants in urban areas, severely impacting air quality and public health, according to a reportfrom Taiwan’s Environmental Protection Administration (EPA). Advocating bike lanes and subsidizing the purchase of electric auxiliary bicycles are some of the measures proposed by the EPA to control “mobile sources of air pollution”
根據臺灣環境保護署(EPA)的一份報告，機動車排放的廢氣(被稱為“移動污染源”)主要來自城市空氣污染物，嚴重影響了空氣品質和公共衛生。提倡自行車道和補貼購買電動自行車是EPA提出的控制“空氣污染的流動污染源”的措施之一。
In recent years, the city has reduced parking spaces for motorcycles, eradicated free parking for cars and introduced parking fees for motorcycles.
近年來，該市已減少了機車車位，取消了汽車免費停車，並引入機車停車費。
Pushing for active mobility and public transport is not enough, according to Professor S.K. Jason Chang (張學孔), the director of Advanced Public Transport Research Center at National Taiwan University.
推動積極的流動性和公共交通工具是不夠的,來自台大教授張學孔說。
“The city government needs to come up with a clear policy to manage private cars and motorcycles, and provide incentives to promote the use of green energy,” says Chang, also an adviser to the Taipei City government on the policy and planning of urban development and mobility.
“市政府需要制定一個明確的政策來管理汽車和機車，並提供激勵措施來促進綠色能源的使用，”張說，他同時也是臺北市政府關於城市發展和交通的政策和規劃的顧問。
“Smart City equals livable city. Unless your population, the elderly and kids can safely walk across the street and your kids can enjoy the alleys or sidewalks without worrying about safety, and our traffic fatality rate is reduced by 50 percent, we are not qualified to be called a Smart City.”
智慧城市相當於宜居城市。除非你的人口、老人和孩子可以安全地穿過街道，孩子們可以放心走在大街或人行道，而不用擔心安全問題，以及我們的交通事故死亡率降低了50%，否則我們沒有資格被稱為智慧城市。
Educate, educate, educate
教育，教育，教育
From the various initiatives and projects implemented since Velo-city taipei, the city government seems to be on the right track, but Chang thinks more resources should be spent on education and awareness campaigns for road users.
從臺北市政府開始實施的各種計畫和專案，市政府似乎走上了正確的道路，但張認為，應該把更多的資源投入到道路使用者的教育和宣傳活動中。
“Education is daily work – you can’t take one shower every three months and stay clean. It’s a behavioral and cultural change,” he adds. “We need to run a series of programs to educate on appropriate interaction and manners among road users and manage the conflicts between cars, motorcyclists, bicycles and pedestrians.”
“教育是日常工作——你不能每三個月就洗一次澡，還能保持乾淨。”這是一種行為和文化上的改變。”他補充道。“我們需要開展一系列的專案來教育道路使用者之間的適當互動方式和禮儀，並處理好汽車、機車、自行車和行人之間的衝突。”
As bike-commuter Graudus sums up: “In the UK, the biggest issue I had with motorists was people deliberately trying to run you off the road because you are a cyclist. Here, it’s a lot less malicious and more about people just not thinking about what they are doing on the road.”
就像自行車通勤者Graudus總結說:“在英國，我和汽車駕駛們最大的問題是，人們故意讓你離開馬路，因為你是一個騎自行車的人。”在這裡，不會面臨太多的惡意，更多的是人們沒有想過他們正在路上做什麼。
*練習翻譯，不可盡信翻譯的中文*
原文網址: https://goo.gl/gbnWyh
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