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目 錄Content

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高雄市是台灣最重要的重工業城市，近年來積極推動城市轉

型，以「綠色生態」作為城市發展的主要核心，經過多方的努力與蛻

變，城市的綠色風貌已逐漸形成，近二年均獲評為全台灣環境力表現

第一名，其中交通運輸模式的轉型，是高雄市邁向綠色生態城市的重

要關鍵之一。

高雄市這幾年在綠色運輸方面投注不少心力；2008年捷運紅、

橘線全面通車，25條捷運接駁公車同時加入營運；全台首設公共自

行車租賃系統也在2008年底完成，共設置50個租賃站，提供4500輛自行車，民眾可24小時在租賃站租用「甲地借乙地還」；已完成建

置230公里自行車道，甫獲得國際媒體CNN評為亞洲五大適合騎乘單

車城市之一；2009年全面汰換350輛舊公車，以低底盤、低污染公車

投入服務，提昇公車服務品質；2010年5艘亞洲最大太陽能船加入愛

河營運，創造零污染觀光形象；另也打造「高雄生態廊道」包括援中

港溼地、半屏湖溼地、左營洲仔溼地、內惟埤美術館溼地公園、中都

溼地公園等等，串連成綿密的人文生態網絡。

年底高雄市縣即將合併，高雄市面積將增加18倍，為改善大高

雄區域間之交通隔閡，將發展以「轉運」為主之運輸方式來突破空間

限制，並規劃建置兩主四次的「6大區域轉運中心」，透過捷運系統

及快捷公車串聯各轉運中心，打造30分鐘生活圈。為追求城市永續

發展，將持續推廣使用乾淨節能運具，包括：擴充公共自行車系統、

推廣電動機車及電動車、加速輕軌建設，以乾淨能源車輛，達到節能

減碳之效，並以共享交通(Share/Transport)理念，推動私人運具公共

化，加倍其成效。

2010年第一屆共享綠色交通國際研討會在高雄市舉行，奠定了

高雄市成為世界「共享綠色交通國際研討會」發起城市之地位，也藉

由與國際著名的專家學者進行經驗分享與研討，學習推動共享交通之

模式，將高雄市推向全球首屈一指的綠色生態城市之列。期待在這一

次研討會當中，來自全世界的貴賓、專家學者多體會高雄市河港城市

的魅力及高雄市民的熱情，也預祝研討會成果豐碩，大家有一個愉

快、驚奇的高雄之旅。

打造高雄綠色生態城

高雄市長

市長歡迎詞

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Kaohsiung City has been the most important city of heavy industries in Taiwan. In recent years, we have been actively advocating city re-development and the core concept of this movement is a "green ecology.” Through tremendous efforts, the city's green environment has been gradually formed and because of this change, Kaohsiung City has been rated as the best in Taiwan for environmental competitiveness in the past two years; in particular, transformation in the city's transportation system has become the key to Kaohsiung's development into a green city.

Over the past few years, Kaohsiung City has put tremendous efforts into the development of green transportation. In 2008, the Red and Orange lines of the Kaohsiung MRT system were launched into full operation, along with the 25 KMRT shuttle bus lines. In addition, the first public bicycle rental system was launched at the end of 2008. A total of 50 rental stations were set up to provide 4,500 bicycles. The bicycles are available to the public 24 hours a day, every day and the rental stations enable remote bicycle return service. To date, we have completed 230km of bicycle lanes, which makes Kaohsiung one of the top five cities in Asia most suited for bicycle riding, as rated by CNN. In 2009, Kaohsiung City replaced 350 old buses with low chassis and low-pollution buses to improve the quality of Kaohsiung City's bus service. In 2010, five of Asia's largest solar boats were launched on Love River, creating a tourism activity that produces zero pollution. Also, the "Kaohsiung Ecology Corridor" links the major cultural and natural sites, such as the Jhonggang Wetland, Banping Lake Wet land, Jhuoying Wetland, Neiweipi Kaohsiung Museum of Fine Arts Wetland Park and Jhongdu Wetland Park, into a network.

At the end of the year 2010, the merging of Kaohsiung County and City will increase the land area of Kaohsiung City by 18times Therefore, to improve inter-district transportation, a transfer-based system will be developed to break the space barriers in the Greater Kaohsiung Area. For this system, we have planned a system of "Six regional transit centers,”", which areas composed of "two major and four subsidiary" transit stations, linking the KMRT and shuttle bus terminals in Kaohsiung into a 30-minute access metropolitan circle. In pursuit of sustainable development, we will continue to promote the use of clean energy transportation, which will include expansion of the public bicycle system, promotion of electrical motorcycles and cars and the development of the light rail system. With vehicles that use clean energy, we will effectively achieve the goal of energy savings and carbon emission reduction, and with the idea of Share/Transport and promote of private transportation sharing, double the effect above mentioned .

The First (2010) World Share/Transport Forum in Kaohsiung City makes Kaohsiung the initiating city of experience sharing on the subject of green transportation. Through experience sharing and discussions with internationally renowned experts and scholars, we will definitely learn to promote the "shared transport" mode and develop Kaohsiung into a model green city. I am looking forward to sharing the charm of the harbor and river of Kaohsiung City and the warm hospitality of Kaohsiung residents with our distinguished guests and scholars from around the world. I wish the conference great success and hope everyone has a fantastic and pleasant trip to Kaohsiung.

Chu Chen MayorKaohsiung City Government

Building Kaohsiung into a Green City

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共享交通是一股無形但卻非常重要的世界潮流，共享交通的理

念已經開始重新塑造我們城市的風貌。雖然在許多世界知名的宜居且

富裕城市中，該理念已經成為一種重要的運動，但在大部分的城市對

於共享的概念仍然處於萌芽階段。中華民國政府正積極推動節能減碳

的相關重要政策，而共享交通的願景與行動方案正是符合此一永續發

展方向

在台灣高雄舉辦這類型的首次國際會議，將聚集來自台灣、亞

洲及全世界具有領導地位的學者、專家、推動者、主管機關，從全球

與在地的多方角度研商共享交通的觀念與實踐方法。

共享交通，是一項既新且舊、既正式也非典型的永續交通觀

念，且正在快速成長中。有些重要的觀念正持續在全球發展，而台灣

/高雄也非常地關注此議題，希望能夠透過本次研討會提供更廣泛的

策略基礎，使共享交通不再僅是個人行為，而是一種可以達到更全面

的永續發展目標。

本次會議將在這一連串的議題中，研究最新的共享交通觀念及

相關應用領域。議題中也包含了多種不同形式的討論，包括汽車共

享、乘客共乘、公共自行車、計程車共乘、街道共享、共乘巴士的觀

念，我們也將關注在具發展潛力的資通訊技術在共享交通方面的運

用，這也是台灣產業特有的強項。從世界各地如法國、德國、英國、

意大利、中國、日本、新加坡、以及美國等地前來的頂尖學者專家，

都將在這場會議中分享其研究成果與應用經驗。

由張學孔教授研究團隊籌辦的青年學人/未來領袖計畫，與本次

會議同時舉行，我們期待這些青年學人們提出的創新思維能對大會有

所貢獻。

共同召集人

世界無車日活動發起人 Eric Britton 台灣大學教授 張學孔

2010年共享綠色交通國際研討會在高雄

大會簡介 Summary

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Transport sharing is an important if almost invisible worldwide trend, one that is already starting to reshape at least parts of some of our cities. It is a movement at the leading edge of our most successful (and wealthiest and livable) cities, but one which as yet is poorly understood. Energy saving and emission reduction has been a national policy of the Republic of China in Taiwan while vision of transport sharing and its action plans will help of achieving the goal of sustainability.

The World Share/Transport Forum in Kaohsiung - the first of its kind – is bringing together leading thinkers and share/transport practitioners and authorities from across Taiwan, Asia and the world, to examine the concept of shared transport (as opposed to individual ownership) from a multi-disciplinary perspective, with a strong international and Chinese-speaking contingent.

The concept of shared transport is at once old and new, formal and informal, and one that is growing very fast. Something important is clearly going on, and the Kaohsiung event look at this carefully, in the hope of providing a broader strategic base for advancing not just the individual shared modes, but the sustainable transport agenda more broadly.

The conference will delve into leading edge trends and accomplishments of specific shared transport modes and their applications in a series of workshop sessions, covering various forms of carsharing, ridesharing, bikesharing, taxisharing, street sharing and shared employer transport systems. Attention will be paid to the potential for important ICT applications for Share/Transport. Leading international experts are coming to Kaohsiung to contribute to the conference, from public agencies, universities, research teams, public service groups and operators from China, France, Germany, Hong Kong, Italy, Japan, Singapore, the UK and the USA.

A young Scholars/Future Leaders Program, of Jason Chang Fellows is running as a parallel event, we expect these brilliant young minds to contribute greatly to this event.

Co-chairDr. Eric Britton Founder of World Car Free Day Activity

Dr. S.K. Jason Chang, Professor of National Taiwan UniversityExecutive Director

2010 World Share Transport Forum at Kaohsiung

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議程表Program

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議程表Program

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議程表Program

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議程表Program

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議程表Program

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與會者介紹Moderator / Speaker

主辦單位 Organizers

陳菊 高雄市市長 / 台灣

為高雄市首位民選女性市長，為了讓高雄市成為一個永續綠色城市，陳市長推動一

連串的公共交通建設，如高雄市捷運、接駁巴士系統、高速鐵路，淘汰舊式公車採

用新式公車，並規劃完整的單車路線網。陳市長同時積極推動國際無車日，在今年

7月獲得台灣地區2010年無車日執行長。

Chu Chen. Mayor of Kaohsiung. Kaohsiung, TaiwanMs. Chen is the first elected female mayor of Kaohsiung. In order to develop Kaohsiung City as a livable and sustainable city, Mayor Chen has adopted the policy of linking mainline and shuttle buses for the Kaohsiung MRT and the High Speed Rail, purchasing new buses and weeding out old ones, adjusting bus routes, and establishing a public bicycle traffic network. She has been a strong supporter of the city's widely acclaimed annual Car Free Day celebration. In July of this year, Mayor Chen was awarded the first ranking in Taiwan's 2010 Chief Executive Satisfaction Survey.

Eric Britton / 法國

國際無車日發起人，為多國政府與企業規劃社會科學發展等各種具遠瞻性的政策與

議題。曾獲得2002年斯德哥爾摩國際環境獎章的殊榮，也是本次國際研討會的主要

推動者。

Managing Director of EcoPlan International, an independent advisory group in Paris specializing in providing counsel for government and business on policy and decision issues involving social-technical innovation and sustainable development, Eric Britton is serving Kaohsiung 2010 as Program Chairman, with responsibility for content development and international outreach and coordination.

王國材 高雄市政府交通局 局長 / 台灣

2007年上任的王國材局長，以創新的交通政策解決高雄最重要的交通與環保議題，

如提升高雄市大眾運輸的使用率，並且有效降低個人載具的成長率與溫室效應。王

國材局長在運輸領域的研究擁有長達20年的經驗，專精在運輸能源與控制、智慧型

運輸系統、公共運輸管理等。

Dr. Wang is Director General of Kaohsiung Transportation Bureau since 2007, leading operational reform policies to improve the utilization rate of Kaohsiung public transit, and reduce the growth of private transport and greenhouse gas emissions, the most important environmental and traffic issues in Kaohsiung. Kent has more than 20 years of experience in transportation field, specializing in traffic engineering & control, intelligent transportation system, public transit management, and is also a registered traffic engineer in Taiwan.

張學孔 國立台灣大學土木系教授 / 台灣

中國交通科學研究運輸客座教授以及中華民國運輸學會董事，1994年起擔任台北市

政顧問，大力推動永續交通。2006年4月發起中國首次無車日活動。張教授目前致

力於推廣他的綠色交通理論：BBMW(Bike單車+Bus巴士+Metro捷運+Walk步行)

Jason S. K. Chang.Professor ,Civil Engineering in National Taiwan UniversityDr.Chang has served as Executive Director of Transportation Institute in Taiwan. Advisor to the Mayor and Taipei City Government since 1994. In April 2006, he created a program to train representatives from more than 80 cities for the first Car Free Day activities in China. He is now hard at work on and widely sharing his green transport theory of BBMW (Bike + Bus + Metro + Walk) in many cities across Asia.

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主講人、主持人、與談人Speaker,Moderator,Expert Panel

張桂林 行政院經建會都市及住宅發展處 處長 / 台灣

美國賓夕法尼亞大學 都市及區域規劃碩士，亞洲理工學院 系統工程碩士，

專長：國土空間規劃、都市規劃。

Chang, Kuei-Lin (Taiwan), Director General, Department ofUrban and HousingDevelopment, Council for Economic Planning & Development,Executive YuanMaster of Urban & Regional Planning, University of Pennsylvania, USA.Master of Transportation Engineering, Asian Institute of Technology Thailand. Specialty:：National Spatial Planning, Urban Planning

Eric Britton / 法國

國際無車日發起人，為多國政府與企業規劃社會科學發展等各種具遠瞻性的政策與

議題。曾獲得2002年斯德哥爾摩國際環境獎章的殊榮，也是本次國際研討會的主要

推動者。

Managing Director of EcoPlan International, an independent advisory group in Paris specializing in providing counsel for government and business on policy and decision issues involving social-technical innovation and sustainable development, Eric Britton is serving Kaohsiung 2010 as Program Chairman, with responsibility for content development and international outreach and coordination.

張學孔 國立台灣大學土木系教授 / 台灣

中國交通科學研究運輸客座教授以及中華民國運輸學會董事，1994年起擔任台北市

政顧問，大力推動永續交通。2006年4月發起中國首次無車日活動。張教授目前致

力於推廣他的綠色交通理論：BBMW(Bike單車+Bus巴士+Metro捷運+Walk步行)

Jason S. K. Chang.Professor ,Civil Engineering in National Taiwan UniversityDr.Chang has served as Executive Director of Transportation Institute in Taiwan. Advisor to the Mayor and Taipei City Government since 1994. In April 2006, he created a program to train representatives from more than 80 cities for the first Car Free Day activities in China. He is now hard at work on and widely sharing his green transport theory of BBMW (Bike + Bus + Metro + Walk) in many cities across Asia.

Lewis Chen INVERS Asia 總經理 / 新加坡

目前在大陸、台灣、韓國、日本等地積極推廣汽車共享服務。

Lewis Chen, General Manager,INVERS Asia, SingaporeLewis Chen is helping interested parties in Asian cities to setup and introduce car-sharing service to their community. He is now working on carsharing projects in China, Taiwan, Korea and Japan.

Michael Glotz-Richter 永續動計畫資深經理 / 德國

歐洲主要交通策略、城市發展、生活等事務主要議題推動者。

Michael Glotz-Richter, Senior manager,Sustainable Mobility, GermanyMichael Glotz-Richter responsible for the involvement in International pilot projects on sustainable transport and environmentally friendly mobility.

與會貴賓 Guest

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與會貴賓 Guest

Ali Clabburn <共享生活>汽車共乘網站 創立者 / 英國

知名汽車共乘網站系統發明人， 2009年此網站會員人數達30萬人，每日減少4萬

次車程。

Ali Clabburn ,Founder Managing Director, liftshare,UKHe set up liftshare.com - a clever website which helps people find others travelling the same way as them so they can share their journey.

Jittichai Rudjanakanoknad Chulalongkorn大學助理教授 / 泰國

加州柏克萊大學運輸工程學博士。並協助泰國當局進行許多交通安全與運用共乘減

緩交通問題等計畫。

Jittichai Rudjanakanoknad. Chulalongkorn University. ThailandHe received his Doctoral Degree in Civil Engineering, majoring in Transportation Engineering, from the University of California at Berkeley, USA. He also assists several Thai authorities by conducting research projects regarding traffic safety and traffic mitigations involving ridesharing programs

Paul Minett 旅遊聚集公司執行長 / 紐西蘭

Paul Minett 對於汽車共乘提出更多的共乘據點比建立資料庫重要的主張，並在美

國西雅圖市著手建立一個共乘轉運站，整個完整的共乘系統，命名為：Raspberry快線。

Paul Minett Co-Founder and CEO,Trip Convergence Ltd, New ZeelandArguing that for more carpooling we need meeting places rather than databases, Mr. Minett has been making steady progress towards testing of this alternative mode. A recent report by the UC Davis Energy Efficiency Center estimated the energy saving potential and explored barriers to implementation. He is currently carrying out a feasibility study of flexible carpooling to transit stations in Seattle WA. The system of express carpooling will be launched under the brand name Raspberry Rideshare, and the service will be called the Raspberry Express.

馬立銘 南半球新動管理顧問 / 英國

提供專業訓練與顧問服務給通勤計畫規劃者，同時也服務於多個相關國際組織。擔

任本次大會規劃執行，同時也事青年學人計畫的主要推動者之一

Rory McMullan, Global South Mobility Management Consultant, UKRory provides training and advice to professionals working in the workplace travel plan and travel behavior change fields. Rory is assisting Kaohsiung conference as Project Administrator, as well as leading the working group on Travel behavior/ Employer Shared Transport (EST) and the key contact for the Young Researchers program.

Takayuki Morikawa 名古屋大學國際永續運輸與城市研究中心教授 / 日本

致力研究運輸系統、運輸行為分析、永續運輸。Morikawa教授也是名古屋無車日活

動參與策劃與推動者。

His fields of international expertise covers transportation systems analysis, travel behavior analysis, and environmentally sustainable transport. He also planned the Car Day Free in Nagoya.

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張馨文 中華大學休閒遊憩規劃與管理學系系主任 / 台灣

張馨文教授致力於觀光旅遊發展，特別是自行車在運輸與休閒的運用方面，並在台

灣的大學校園內建立的第一個智慧型公共自行車系統。

Dr. Hsin-Wen Chang, Associate Professor in College of Tourism, Chung-Hua University, TaiwanChang has been engaged for many years in researching tourism development and especially in bicycles as a mean of transportation and tourism. She established the first Smart Public Bike System (PBS) in university campus in Taiwan.

Dorothy Chan 香港大學專業進修學院副院長 / 香港

於2007年接受香港政府委任為環境顧問委員會委員，此委員會主要監視香港環境，

並提供政府建議。

She was appointed by the Hong Kong Government as a Member of the Advisory Council on Environment in 2007. The Council is to keep under review the state of the environment in Hong Kong; and advise the Government.

Bradley Schroeder ITDP 計畫經理 / 中國

在自行車業界擁有10年的經驗，並在近兩年Schroeder更集中焦點在自行車共享推

動事務上。完成廣州公共自行車共享計畫。

Bradley Schroeder, Project manager, ITDP ChinaMr. Schroeder has 10 years experience in the bicycle industry with the last 2 years focused specifically on bicycle sharing. He implemented a public bike sharing program in Guangzhou, China.

Paul Barter 新加坡國立大學助理教授 / 新加坡

於近年來研究範圍聚集在馬來西亞、新加坡城市交通政策與城市發展之間的交互影

響與作用。同時協助亞洲開發銀行完成亞太都會停車問題之跨國比較研究。

Paul Barter, Assistant Professor, LKY School of Public Policy at the National University of Singapore,SingaporeHis published research has focused on various dimensions of the interactions between urban transport policy and urban policy more widely. Geographically the work has focused on eastern Asia with a particular focus on Malaysia and Singapore.

Yutaka Matsubayashi KKG Geospatial Information 專案計畫主持人 / 日本

擁有14年道路規劃的經驗，目前專研於GIS以及ITS研究

Yutaka Matsubayashi, Team Leader of Geospatial Information Project Team specializing in GIS and Road Management Project ,JapanHe has been involved in road projects for 14 years. He has issued research papers regarding application of GIS and digital mapping information for road management and ITS on some professional publications.

蕭偉政 資拓科技公司副總經理 / 台灣

蕭偉政博士在ITS領域之研究已有20年經驗，特別專精於先進交通管理系統、先進

大眾運輸系統與資通訊技術於ITS之應用。

Mark Hsiao, Vice president of Infoexplorer Co. Taiwan For the past 20 years, Mark Hsiao has been engaged with many large-scale ITS projects in Taiwan, APTS of Highway Bureau, and ICT applications research. By using advanced information and communication technologies, these systems significantly improve the efficiency of traffic operation and energy consumption.

與會貴賓 Guest

Faizan Jawed 建築師與南半球永續協調發展研究者 / 印度

Faizan Jawed, (India) Architect-researcher-activist

Enrico Bonfatti Bergamo 新動計畫共同發起人與主筆 / 義大利

Enrico Bonfatti (Italy) Managing Editor, Nuova Mobilità, Bergamo

CarlosFelipe Pardo 心理學家暨都市永續運輸發展專家 / 哥倫比亞

2002年開始致力於亞洲與拉丁美洲的交通議題，並自2005年開始參與籌劃執行亞

洲開發銀行與國際能源環境機構共同推動之種子教師培訓計畫。

CarlosFelipe Pardo, Urban transport strategies ,Colombia He has worked in urban transport issues in Asia and Latin America since 2002 in work that has involved organizational, advocacy and policy-related activities.

洪鈞澤　季鈞顧問公司執行董事 / 台灣

J.J. Hong, Executive Director ,The Third Approach Corporation Taiwan.

葉致中 統立開發公司總經理 / 台灣

Chi-chung, General manager ,Tung Li,Development Co,.Ltd, Taiwan

林麗玉 台北市交通局副局長 / 台灣

Lee-Yu Lin, Deputy Commissioner, Taipei Transportation Commission, Taipei City Government,Taiwan

濮大威 浩通國際股份有限公司董事長 / 台灣

David Ta-Wei Poo, (Taiwan)Chairman ,Mega Trans

孫以濬 鼎漢國際工程顧問公司董事長 / 台灣

John Sun, Chairman, THI Consultants,Inc, Taiwan

王國材 高雄市政府交通局長 / 台灣

Kent Wang , Director General, Transportation Bureau of Kaohsiung City (Taiwan)

馮正民 國立交通大學交通運輸研究所教授 / 台灣

Cheng-Ming Feng (Taiwan) Professor , Institute of Traffic and Transportation, NTCU

張華 蘭州大學 博士候選人 / 中國

Angela Zhang Hua (China). Ph.D candidate , Lanzhou University

劉世芳 高雄市市政顧問 / 台灣

Shy-Fang Liu ,(Taiwan)Adviser, Kaohsiung City Government

林繼國 交通部運輸研究所主任秘書 / 台灣

Guo Ji Lin, (Taiwan)Chief Secretary, Institute of Transportation. MOTC

Katherine Freund ITNAmerica董事 / 美國

Katherine Freund,(USA)Founder and President ,ITN America

賀陳旦 台灣生態工法發展基金會董事 / 台灣

Tan Ho-Chen (Taiwan),Chairman, Taiwan Ecological Engineering Development Foundation.

吳益政 高雄市議員 / 台灣　

Gene Wu, (Taiwan)Cou ncilors ,Kaohsiung City

22

劉俊一 高雄市政府環保局副局長 / 台灣

Jun-Yi Liu, (Taiwan) Deputy chief, Environmental Protection Bureau Kaohsiung City Government

Jane Voodikon 成都雜誌、gochengdoo網站創辦人 美國/中國

Jane Voodikon ,(China)Co-founded, Chengdoo-magazine, website (www.gochengdoo.com),

林岱樺 高雄市市政顧問 / 台灣

Tai-Hua Lin, (Taiwan),Adviser, Kaohsiung City Government

黃國平 國立成功大學交通管理系副教授 / 台灣

Kevin Hwang (Taiwan), Associate professor, Department of Transportation & Communication Management Science, NCKU

李克聰 逢甲大學運輸科技與管理系副教授 / 台灣

Ker-Tsung Lee, (Taiwan)Associate professor, Department of Transportation Technology and Management ,Feng Chia University

吳濟華 高雄捷運公司董事長 / 台灣

Jih-Hwa Wu, Chairman, Kaohsiung Rapid Transit Corporation,Taiwan

鄭永祥 成功大學交通管理科學系助理教授 / 台灣

Yung Hsiang Cheng, (Taiwan) Assistant professor, Department of Transportation and Communication Management Science, NCKU

Sandeep Gandhi 公共運輸與非機動車專家 印度

Sandeep Gandhi ,(India)public transport and NMT infrastructure expert

魏健宏 成功大學交通管理科學系教授 / 台灣

Louis Wei,(Taiwan)Professor, Department of Transportation & Communication Management Science,NCKU

倪孟正 鼎漢國際工程顧問公司經理 / 台灣

Jason Ni, (Taiwan). Manager,THI Consultants

鄒難 山東大學控制科學與工程學院教授 / 中國

Nan Zou ,(China)Professor ,School of Control Science and Engineering ,Shandong University

Tonny Setiono 印尼交通部都市運輸發展局 / 印尼

Tonny Setiono, (Indonesia)

吳英明 高雄市立空中大學校長 / 台灣

Ying-Ming Wu, (Taiwan).President ,The Open University of Kaohsiung

王在莒 公共運輸發展計畫推動辦公室副主任 / 台灣

Joe Wang (Taiwan)Deputy Account Manager,National Transit Program Office

23

24

Eric Britton法國 / 全球共享／運輸論壇共同主席

小行星的共享策略我們有所抉擇。我們可以觀察、學習與使用新策略，或是沿襲舊規。 然而，這只是選擇，而非改變

很高興有機會和各位討論今天的主題，我將會概

述為何我認為「促進各種稀有資源的分享」對身處狹

小且逐漸萎縮的行星上的你我，是生活品質與社會和

平上的一大重要概念。我將簡略說明運輸部門提供我

們眾多選擇以落實大量分享-並了解身為人類喜歡或

不喜歡分享觀念的原因。讓我們一起進入今天的主

題…

關於喜愛的看法：

當我們擁有車輛之後(腳踏車、場地車、船等)，

就會開始對它產生喜愛。因為我們擁有它，所以開始

喜歡它所帶來的隱私、便利及自由的選擇。我們可以

隨時出發前往想要的目的地，而且往往可以用我們期

許的速度馳騁。然而，這一切的一切，都源自我們對

於……自我的喜愛。

接下來，我用人和車的範例來說明：一提到擁有

與駕駛我們自己的車輛，許多人便表現出一種態度，

像是在說我們擁有一、兩台以幾噸重的橡膠、玻璃及

鋼鐵製成且絕對專屬的車子，等會兒就要開出去拉風

一下。

若您問美國人、法國人、甚至是這個行星上的任

何人，如果他曾經擁有車輛並體驗過駕車停車的經

驗，他所領略到的效益可能只佔總支付成本的一小部

分……若您問他們是否考慮以共享概念取代實際的車

輛擁有，他們會耐心的回答您說，因為美國人 (或法

國人或中國人或……) 熱愛車輛，而且車子是絕對私

有、無法分享的資產。我長年來在超過30個國家研究

這些議題，卻從未從這些非專家口中得到有別於上述

的合理陳述，我終於體認到上述回答的怪異所在。歸

根究底，一切都因為我們喜愛擁有隱私及自由自在的

選擇。

身處這樣的世界，運輸共享的觀點無論怎麼看，

似乎都難以說服他人。然而，我們當前所居住的世界

真的是如此嗎？當然，在所有基本習慣與價值觀初步

成形之際，絕對有可能存在不同及全新角度的既有觀

念。事實上，只要我們仔細思考，便能模擬出21世紀

即將面臨的挑戰，儘管思考內容仍然受到20世紀心態

的深入影響。您不妨和我們一起用心想想。

2010年的世界-數字遊戲

先讓我們從字面上的一些數字來腦力激盪一下。

這些數字分別為：7、1、20、5及(大略是) 1。且看

這些數字究竟有什麼用意。

•第一個數字是7。事實上，它其實是70億的簡

稱。意指這個星球在明年下半年的預估人口數。這是

有事實依據的推論。我向您保證，這個巨大數字每天

都會鉅量增長 。

•第二個數字是簡單的1。它等於我們所居住行

星的總數目。不同於人口數的爆量增長，這是個不會

變化的數字，至少不可能有正向增加的機會。事實

上，在這個狹小而固定的行星上，許多我們生活及生

活品質所仰賴的重要事物，供應量都正在逐漸縮減之

中：例如飲水量、保存化石燃料與天然資源、當然還

有其他更多事物。我們持續增長的人口數、加上我們

使用資源及和環境互動的作法，都讓這個星球在前述

眾多事物上遭受嚴峻的壓力。

簡單來說，倘若我們將這兩個數字加總，將可以

得出星球上每個人「應得的」可用資源。以我個人今

天早上可分到的資源為例，這個數字預估將為：行星

總供應資源的0.00000000014285%。雖然我沒辦法

立即計算出個人應得資源的精確數量，但至少可以確

定這些在我應得資源數量前的眾多個零推算起來應該

不是個大數字，尤其是在許多資源都已瀕臨稀有並遭

受環境衝擊的當下。

當我們將這兩個數字加總，便可以推論出我們勢

必得在數字上有所調整。這並非單純的作出抉擇，而

是我們必須在某些事情上有所改變。現在您應該下定

決心推動變革，您或可採取策略，並抱持著打造更快

樂與健康的行星、讓所有生物享有更美好生活的理

念，否則您就只能追隨先前的步伐，盲目前行、建築

高聳城牆、綿延階梯、並繼續一事無成的過下去……

同時遙望即將發生在我們身上的未來。

總之，我們必須在艱困的抉擇中求其一，不用這

個做法，就應該想出其他的因應之道。

25

I appreciate this opportunity to share with you all a few words on why I think that the concept of more and better sharing of scarce resources of all kinds is an important concept for quality of life and social peace for everyone on this small and shrinking planet. And to talk with you as well briefly on why the transport sector gives us a great place to start both to do a lot more sharing -- and to learn about why we human beings like, or don't like, the idea of sharing things. Let's start with . . . ourselves.

A love affair:

If we have them we love our cars (bicycles, tracks, boats, etc.). And if we have them we love the privacy they give us too. And our convenience. Our freedom of choice, to go where we want, when we want, and most of the time as fast as we want. But above all, we love . . . ourselves.

Let's take the example of people and cars: the attitudes that many of us express when it comes to the idea of owning and operating our own car, that is to say our very own one or two personal tons of rubber, glass and steel which we will then drive on a public road.

If you ask an American, Frenchman or pretty much anyone on this planet who may have a shot at owning a car and driving and parking it, while paying only a fraction of its total cost . . . And if you ask them what they think about our concept of sharing instead of owning cars for instance, they will explain to us patiently that Americans (or French or Chinese or . . . ) love their cars and that they are too individualistic to share. What is strange about this is that after working on these issues in more than thirty countries for as many years I have never had a response from reasonable non-specialists on this subject other than the above. We love our cars. We love our privacy. We love our freedom of choice.

In such a world the idea of sharing transport in many ways looks like it is going to be a very hard

sell. But what exactly is the world in which we live today? Certainly a rather different one from that which was in place when all these basic habits and values originally took shape. In fact if we think about it, we have here a situation in which we have 21st century challenges, but are thus far stuck with 20th century mindsets. Let's think about that.

The world in 2010 – The number game

Let me start by give you my best thoughts on a literal handful of numbers. They go like this: 7, 1, 20, 5, and (something like) 1. Let's have a look.

•The first number is 7. In fact it's actually 7 billion. The population of this planet sometime in the latter half of next year. That's a fact. You can count on it. A big number which is getting a lot bigger every day.

•The second number is simply 1, unity. That is the total number of planets we have to live on. Unlike the population explosion, this is a number that is not going to change, at least not in a positive sense. In fact many important things that we depend on for both life and quality of life are in diminishing supply on this small fixed planet: the quantity of fresh water, reserves of fossil fuel and natural resources, and of course many more. Moreover as a result of the combination of our ever-growing population and the ways in which we use these resources and interact with our environment, the planet is coming under severe pressures on many fronts.

At its simplest if we put these two numbers together, we get a feel for the "fair share" of each person on the planet of the available resources. For me this morning, for example, this number would be something in the area of : .00000000014285 % of the planet's total offerings. Since I cannot really put my mind around the exact size of my share, I can at least understand from all those zeroes that my fair share is probably not being to be a very big one when it comes to many of these scarce resources and environmental impacts.

Sharing Strategy for a Small PlanetWe have a choice. We can look, learn and use it. Or we can continue as before. But it is a choiceEric BrittonFrance / Co-Chair of the World Share/Transport Forum

26

看起來我們似乎碰到了困難。但是別灰心，先讓

我們從為數不多的因應方案中設法尋求一些協助。

•第三個數字是20……然而它其實代表的是百分

之20。約略等於運輸或行動部門在整個大我之中的相

對重要性。倘若您沒有具體作為，這個數字將會不斷

出現：提醒您該兩大部門的溫室氣體排放與石化燃料

消耗。整體資源的消耗需要搭配投資計畫，以及冗長

且持續的建設作業。

另外，這百分之20的比例真的令人相當困擾，因

為我們可以預見前述部門的活動量正以驚人的成長速

率不斷擴增。包括車子的數量、行駛的里程數、需要

及掩埋的鉅量化石燃料、交通往返所損失的時間、增

加的成本、健康的危害等等。我們目前的所作所為已

經在狹隘行星症候群中佔有重要分量，然而，所有不

利條件的快速惡化卻有可能讓整個結果愈加嚴重。

在我們介紹真正造成導致交通堵塞的數字之前，

先為各位帶來一點好消息，也就是有關運輸部門的驚

人發現。這些發現似乎躲過了專家與政策制定人員的

法眼，其驚人發現之一在於運輸部門擁有解決方案的

金鑰。它不僅對運輸部門本身有益 － 如果我們可以

妥善利用，那麼，其他部門在建構另外百分之80的生

命時，它也能提供一些寶貴的經驗。我們等會兒再繼

續深入地探討。

•至於5，事實上是代表五……兆以上的數字。

而它真正的意義究竟為何？我個人概略推論，這數字

代表的是每年每位民眾外出行程的數字 － 像是工作

出差、到醫院看病、出外添購飲用水與柴火、熱愛足

球的老媽帶著小孩參加新舉辦的運動大會等等。這些

行程每年發生的次數絕對超過五兆以上 － 也讓我們

意識到即將面臨的挑戰規模。

大多數的外出行程都可以靠步行或使用非動力運

輸的方式完成。這不經讓人想起目前行駛於道路上的

十億輛汽車，我們可以預見這些車輛將在各方面造成

重大挑戰。

有趣的是，這些行程幾乎都由多元民主社會中的

每個人決定與執行，民眾都可依各自的理由及個人方

便的時間 (如果他們運氣好的話) 行事。想要改善這

些部門在多元民主社會施行政策的關鍵，便是在於提

供領導者的協助，讓大家有方法了解與影響每位民眾

與團體。這些民眾與團體可作出數十億大致微小且個

人的決定，而且，對於日常外出的作法也有著全然不

同的意見 (距離宣導購買「未受汙染的燃料」所製成

的垃圾車或巴士還有一段長遠的路)。

•最後談談末位數字1。事實上，它的效果有點

超過一。您可以試試。您只要走出大門，前往鄰近高

雄、紐約、德里、巴黎或您所居住城市的熱鬧街道或

公路，然後找個舒適的位置，開始計算您所看到的每

部通行車輛所乘載的人數。假使是私家轎車、計程車

或卡車，乘載的平均人數通常不會超過一位。如果是

巴士，多數地方的巴士經過您大半天的觀察後，通常

會發現留有許多空位 (當然也有許多你我都知道的例

外情況。)

這雖然只是眼見的線索，但我們也知道統計數據

同樣呼應上述的結果。

這堂課您學到什麼？我們需要努力制定高規格的

行動標準，而唯一的落實方法則在於更有效率地使用

基礎建設與車輛。這正是共享／運輸概念的推廣重

點……

27

When we put these two numbers together, we can see that we are going to be forced one way or another to make a number of changes. And it is not going to be a matter of choice. One way or another things are going to change. Now these may either be changes that we decide to make, hopefully with a strategy and view of creating a happier and healthier planet and better lives for all. Or we can do what we have done thus far – namely, continue to push blindly ahead, building higher walls, pulling up the ladders, changing nothing for as long as we can...and waiting for the future to happen to us.

In sum, we have some hard choices to make. One way or the other.

It looks like we have a problem here. But first let's continue to make our way down our little list to see if we can get some help.

•The third number is 20... but in this case it's actually twenty percent. This is approximately the relative importance of the transport or mobility sector in this greater whole. One way or another this number keeps cropping up: the sector's share of GHG emissions, fossil fuel consumption. overall resource take, investment requirements, and the long list goes on.

Moreover, this is an especially troubling twenty percent because we can see that the amount of activity in our sector is expanding at sharply growing rates. The number of cars. The number of kilometers driven. The enormous quantities of fossil fuels needed and burned. Lost time in traffic. Increasing costs. Health impacts, and more. So we have what is already in itself an important slice of our too-small planet syndrome, but it is made worse yet by the fact that all of these down-sides are deteriorating at an accelerating rate.

Some good news though before we come to our real traffic stopper number: There is one surprising thing about the transport sector that seems to have escaped the attention of the experts and the policy makers, one that it also holds out the key to the solution. And not only for the transport sector itself, but also – if only we can get good at it -- it holds out some excellent lessons for the other sectors that make up our lives, that other eighty percent. We will have a look at this shortly

•The 5 is, in fact, more than five...trillion. What exactly is that? That is my personal rough threshold estimate of the number of major trips that are made

by individual citizens each year – think of a work trip, medical visit, trip to find and carry water and firewood, soccer mom's taking the kids to their next organized sport session, and the like. There are more than five trillion of these taking place each year – which gives us a feel for the dimensions of our challenge.

A huge proportion of these trips are executed by people who are walking or using non-motorized transport. But if we recall that there are about one billion motor vehicles on the road, we can see that there are major challenges on all sides.

Now what is interesting about these trips is that virtually all of them are decided and carried out in our pluralistic democratic societies by individuals, citizens acting on for their own reasons and in their own (if they are lucky) good time. The crux of the remedial policies in this sector in our pluralistic democratic societies is that they require of our leaders that they and we find ways of understanding and influencing many billions of mainly minute and personal decisions made by individual citizens and groups with very different views on the topic of how they are to get around in their daily lives. (This is a long way from, say, buying "clean fuel" garbage trucks or buses.)

•And finally that last 1. In fact in this case it's a bit more than one. You can see it for yourself. All you have to do is to walk out your door and find a spot next to a busy street or highway in Kaohsiung, LA, Delhi, Paris or your own city. Get comfortable and start to count the number of people you see in each passing vehicle. If it's a car, taxi, or truck the average is not much above one. If it's a bus, most buses in most places anyway, you will see that during much of the day there is lots of spare room (with of course the huge exceptions that you and we know about.)

That of course is just a visual clue, but we also know that the statistics bear this out.

What's the lesson? We need to get better at providing high standards of mobility, but the only way to do this is to use the infrastructure and the vehicles more effectively. And this is where the concept of share/transport comes in. . .

*The remainder of this paper will be found in the Abstracts/Working paper section of the Kaohsiung 2010 website at www.kaohsiung.sharetransport.org

28

張學孔台灣 / 台灣大學土木系教授

共享和永續綠色運輸政策

都市化和機動化已經帶來空氣污染、擁擠、噪音、能耗、安全以及公共健康的

具大挑戰，亞洲城市多樣的機動化發展以及超大都會形成及快速都市化，都加劇上

述的挑戰。面對都市化和機動化的挑戰，各國政府都極力發展公共運輸，而過去

二十年也期盼藉由自行車、公車、捷運以及步行的BBMW整合政策，來達到永續運輸

發展目標。

然而，在複雜運輸基礎設施的發展過程中，市長及相關決策者面對都市交通管

理組織不健全以及缺乏完整資訊的情況下，很難有導向永續發展的積極與持續性作

為。因而，我們的民眾只能尋求個人機動力的滿足而產生更大外部成本，政府則往

往短視的為滿足個人機動力需求，而做出背離永續發展的基礎建設投資，而公共運

輸更陷入乘客流失、降低服務、增加票價的惡性循環，對於上述BBMW政策大部

份的城市也僅有片段提出，例如建造成本極高的軌道捷運、無法真正通勤的自行車

道、不夠連貫的人行步道等，只有非常少數城市真正推動BBMW的整合。這些現象在

開發中國家更是嚴重。雖然很多亞洲城市打著自由化旗幟，而發展非典型公共運輸

及小型巴士的服務，但其安全、效率、票價、以及可靠度，仍為乘客與主管機構所

關切的重要議題。

共享交通的理念應是包含時間、空間與運輸工具的分享，在步行與各類公共運

輸已經是落實共享的理念了，而在小汽車與摩托車的共享則是讓個人機動力所可能

產生的環境與能耗成本能透過合理分配機制而予以內部化，個人機動力不再只是為

滿足「私人目的」，其透過共享有可能成為符合永續思維的旅運方式。此外，共享

交通涉及不僅只是運輸工具本身的運營管理與有效利用，更涉及都市計畫與土地使

用的整體政策。換言之，由上層都市設計到執行面的交通及停車管理策略均將會因

共享理念落實而改變。

為塑造成功的共享交通環境，有必要思考下列重要的研究與規劃課題：

(1)共享交通外部效益內部化之合理機制。

(2)私人機動車輛共享之經濟規模。

(3)共享交通之財務稅費誘因及其對旅運行為的影響。

(4)運用資通訊技術來提升運作效率與服務可靠度。

(5)共享交通與各類公共運輸整合。

(6)共享交通對於都市計畫與土地使用相關法規之影響。

過去在亞洲城市推動「自行車-公車-捷運-步行」BBMW綠色交通政策，現在

可以進一步將此失落一塊(Missing Piece)的共享理念納入，而形成「自行車-公車-

捷運-步行-共享」BBMWS的完整永續運輸政策﹗

29

Why NOT? Share/Transport: a missing piece for smart travel and sustainable mobility

It has been recognized that motorization is expanding, while urbanization is taking place at a dramatically rapid pace in developing regions, particularly in Asia.

We all know that getting more travelers onto public transport is the way to face the challenges caused by urbanization and motorization.

It has also been recognized that cities would not be able to achieve green and sustainable mobility without an integration of bicycle, bus, metro and walking (BBMW). This BBMW policy is the main essence provided for our decision makers over the past 20 years.

However, due to the complexity of urban infrastructure development, travelers normally have no choice, and are being forced to provide for their personal mobility by using private motorized vehicles. And, decision makers find it very difficult to make consistent decisions and take continuous action to achieve an integrated transport system with institutional barriers and incomplete information.

Although various informal public transport and paratransit services have been provided in our Asian cities based on a deregulation trend, their safety, security, affordability, efficiency and reliability are still big concerns for passengers and public authorities.

It is expected that sharing of time, space, and modes is also a way to internalize the external effects of all modes. Walking and all kinds of public transport are already implemented based on sharing. And, with an appropriate scheme, personal mobility is no longer just for private use, but would be shared with others in terms of emission reduction and energy efficiency.

Sharing transport will have influence on not only the operation of all transport modes, but also urban planning and land use. When the sharing transport concept is implemented, policies and management schemes for the upper level of urban design to the bottom level of traffic and parking management will be significantly different from the current practices. Therefore, public sector involvement is crucial for the success of share/transport.

There are necessary and important research and planning subjects for success of share/transport, such as internalization of external benefits generated by sharing, economic scales for sharing transport in different cities, instrumental incentives and behavior change for sharing transport, applications of ICT to enhance service reliability and efficiency, integration of share/transport with other public transport services and revisions of land use and urban planning for sharing transport.

Now, it is necessary to bring in this missing piece, Share/Transport, and become a Bike Bus Metro Walk and Sharing (BBMWS) policy.

Why Share/Transport in Taiwan and Asia?S.K. Jason ChangTaiwan / Professor, National Taiwan University

Lewis Chen新加坡 / INVERS Asia Pte. Ltd. 總經理

共享汽車

許多人為了享受便利性與駕車樂趣而購車，殊不

知此種心態已成為實踐現代化都市的阻礙。隨著汽車

持有率的增加，且道路壅塞和停車位一位難求的問題

日益嚴重，開車便成為了一種麻煩，這是許多亞洲都

市常見的問題。

雖然我們的都市極力改善大眾運輸系統，以降低

自行駕車的通勤需求，但是我們也必須承認，自行開

車有時候的確是較好的交通選擇。不過，如果為了偶

爾需要駕車的需求而購車，就經濟與環保層面而言均

不合理。

許多都市已藉由實際的汽車共享服務來弭平大眾

與私人運輸模式之間的落差，汽車共享服務可與既有

的大眾運輸系統相輔相成，使公司企業與大眾享有另

一種運輸選擇。

何謂「汽車共享服務」？如何運行？

汽車共享屬於許多現代化都市所採用的「駕駛付

費」運輸服務，以達到建立永續環保都會社區的目

標。辦公區、住宅區與大眾運輸轉運站中，均可看見

汽車共享服務的車輛。透過自動化的自助服務系統，

民眾可隨時用車，24小時全年無休。此類服務善用現

代化科技，能夠與大眾運輸系統相輔相成，同時顧及

民眾生活習慣的需求。

汽車共享服務的優點

1.對公司企業而言

能夠更有效地運用資產。

基於以下幾點，能產生更高的工作效率：

․自助式服務營運方式-24小時全年無休的

系統，能全面管理保留集合車輛與還車作業。

․系統可控制用車授權作業。

․可自動擷取及處理行車資料。

․能藉由策略性的規劃方式，將車輛置放於便於

使用者使用的地點。

․資產運用透明化（可確切追蹤）。

․可與既有的車隊相輔相成。

2.對大眾而言

優良的運輸選擇，可弭平大眾運輸與私人汽車之

間的落差。

․可降低增設更多停車位的壓力，進而擴充更多

的綠化空間。

․研究顯示，每一輛共享服務的汽車，可減少

5-13輛汽車的使用率。

能鼓勵民眾使用大眾運輸系統—與擁有私人汽車

的車主不同的是，汽車共享服務使用者較能繼續運用

大眾運輸系統通勤，假使面臨較適合駕駛私人汽車的

情況，即可租用汽車共享服務的車輛；但是，當民眾

開始購車後，自行駕車率即很有可能高於大眾運輸搭

乘率。

汽車共享服務的潛在優點，通常與市政府最希望

達成的目標一致：

1.鼓勵民眾善用大眾運輸系統。

2.發展能符合不同社群需求的完善運輸系統。

3.將私人汽車通勤模式轉型為大眾運輸通勤

模式。

汽車共享服務最終能使民眾重新思考交通工具的

使用方式，實現不需購車亦能享有駕車樂趣的優點。

30

Many people want to own a car to enjoy the convenience and the joy of driving but such benefits are becoming hard to realize in modern cities. As car ownership increases, driving is becoming a hassle when the roads are congested most of the time and people is spending lots of time to find parking spaces. This is becoming a common problem as many cities in Asiagrow and develop.

As our cities are working hard to improve the public transport system to reduce the need of having a car for daily commuting, we also need to recognize that there will be occasions that driving a car is a better transport option. However owning a car for those moments of need do not make sense economically and environmentally.

Carsharing services are introduced in many cities as a practical approach to bridge the gap between public and private transport. Carsharing can be implemented to complement the existing public transport system and give organizations and the public another transportation choice.

What is Carsharing and how it works?

Carsharing is "Pay-As-You-Drive" transportation service introduced in many modern cities to build a sustainable and environmental friendly urban community. The carsharing cars are distributed throughout the city in the office areas, housing estates and public transportation hubs. Through an automated self-service system, people can have access to a car when they need one 24 hours a day, 7 days a week. It leverages on modern technology to complement the public transport system and enhances people's lifestyle needs.

Benefits of Carsharing1. For Organizations •To have better utilization of assets. •To have a higher efficiency in the work processes because of: •Self-service operations - from reservation to vehicle collection and return is all managed by the system and it works 24 hours •Authorization of usage can be controlled by the system

•Trip data are captured and processed automatically •Vehicle can be placed in strategic locations that is convenient for the users •To have transparency in the usage of assets (proper tracking) •Can be used to supplement the existing fleet

2. For the Community •Good transport options that bridges the gaps between public transport and private vehicles •Reduces the pressure to have more parking spaces and to have more "green" space.

Studies have shown that every 1 carsharing vehicle can help to reduce 5 to 13 vehicles.

Encourages usages of public transport - unlike car owners when carsharing users are likely to continue to use public transport for their daily commuting. On occasions

where using a private vehicle is more suitable they will drive a vehicle from carsharing service. When people starts to own a car, they are likely to use their own car more than public transport.

The potential benefits that carsharing brings is usually in line with what most of the city government wants to achieve:

•1. Encourage more people to use public transport •2. Develop a comprehensive transport system that meets the different needs of the community •3. To move daily commuting from private cars to public transport

Ultimately, carsharing empowers people to rethink vehicle usage and helps to change the way to realize the benefits of driving without owning a car.

Car/sharingLewis ChenSingapore / General Manager of INVERS Asia

31

32

Michael Glotz-Richter德國 / 永續動計畫資深經理

不來梅(Bremen)自治運輸策略採行汽車共享概念之概況

不來梅市是德國北部的傳統海港城市，素以施行

永續運輸計畫而聞名。不來梅市民以步行、自行車或

集體運輸系統代步的情況約佔60%。不來梅市的都會

發展概念、運輸策略以及氣候保護計畫，均呼應了加

強環保運輸模式的策略性目的。

不來梅市亦試圖解決車輛過多而消耗有限街道空

間的問題。汽車持有率過高，造成運輸機能以及公共

空間的生態與社會機能無法和諧共存。汽車共享是一

種以市場為基礎的創新聰明概念，能讓民眾享有用車

福利，卻不需要自我持有車輛，如此能使運輸模式更

具有效率。以消費者的角度而言，汽車共享是一套

「依需求用車」的簡易可靠系統。使用汽車共享服務

的顧客，可透過網路或電話來訂車（24小時全年無

休），並可隨時使用智慧型卡片與密碼在市內各地站

點取車，租車時間至少一小時且無上限。

商用汽車共享服務業者Cambio，於不來梅市設置

了40處的汽車共享站點，並且提供眾多交通工具選

擇，包括小客車至箱型車與迷你巴士。體型較小的車

款租用費用低於大型車款，收費標準採計時以及計算

里程數，目的在於鼓勵民眾少開車及選用小型車款。

整體而言，汽車共享服務使用者可達到以下目的：

․減少自有汽車的使用率

․提升大眾運輸系統的使用率（當地、地區性與長

途旅行）

․增加使用循環週期

․能依據每趟旅程選擇租用適當大小的車款

․可降低車輛持有率

擁有55萬居民的不來梅市，是備受國際肯定的汽

車共享服務模範城市。不來梅的汽車共享服務業者

Cambio於1990年以小型俱樂部之姿成立，如今已擁有

將近6,000名顧客。此外，不來梅也是在政治層面採

納汽車共享自治策略計畫的第一座城市；不來梅將汽

車共享服務列入都會發展及運輸策略之中，並且制定

了預計於2020年達到至少20,000名汽車共享服務使用

者的目標。

我們可以明顯看見不來梅運輸模式的改變—大眾

運輸使用率增加，儘管人口小幅成長，統計數據仍首

次顯示出車輛數目下滑的結果。

由於汽車共享服務可以善加運用每一部車輛，因

此能降低停車場的需求。不來梅市的160部汽車共享

車隊，已取代了1,000-1,500輛的私人汽車。若與建

設可容納1,000輛私人汽車的地下停車場費用相較，

汽車共享服務至少節省了1,500萬-2,000萬歐元的經

費（等同於6億至8億台幣）。

不來梅市自治汽車共享措施計畫的策略要點如下：

․進一步提高沿街汽車共享站點的數量，尤其是人

口稠密的市中心地區。

․透過聯合推廣與提升大眾運輸使用者對於汽車共

享的認知，加強大眾運輸與汽車共享服務的整合

程度。

․透過推廣活動和媒體宣導來改善大眾對於汽車共

享的認知。

․告知企業團體，將汽車共享服務納入公司有效車

隊管理程序的潛力。

․整合汽車共享服務與嶄新的發展計畫，作為減少

停車需求的措施。

不來梅市被評選為「都會最佳實務」的模範，並

於2010年上海世博會展出；世博會展出內容包括不來

梅市提升大眾認知的無數宣導計畫，而此次座談會中

亦將呈現該等計畫的內容。

33

The city of Bremen is a traditional harbour city in the north of Germany that has become well known for implementing sustainable transport plans. About 60% of all trips made by Bremen's citizens are made on foot, by bike or on collective transport. The city's urban development concept, its transport strategy and its Climate Protection Plan all share the strategic objective of further strengthening the environmentally friendly modes of transport.

Bremen is also attempting to solve the problem of too many cars consuming its very limited street space. High levels of car ownership tend to create disharmony between the transport function on one hand and the ecological and social functions of public space on the other. Car-Sharing is an innovative, intelligent and market-based approach that allows access to a car without requiring ownership - leading to much more efficient transport patterns. From the customer's perspective, Car-Sharing is a simple and reliable system of having a "car on demand". Car-Sharing customers book cars by Internet or by telephone (24/7) and can access the cars at stations located all over the city at any time with a smart card and PIN. Cars can be booked for as little as one hour at a time or for as long as you want.

The commercial Car-Sharing operator cambio has a variety of vehicles available at Bremen's approximately 40 Car-Sharing stations, ranging from smalls car up to vans and minibuses. As smaller cars are less expensive than larger ones and customers pay for their use both by time and by mileage, there is an incentive to drive less and to select smaller cars. Overall, Car-Sharing users:

․reduce their car use ․increase their use of Public Transport (local, regional and long-distance) ․cycle much more ․choose an appropriate-sized car for each journey ․have lower rates of car ownership

Bremen, with its 550,000 inhabitants, is an internationally recognised showcase of Car-Sharing. Since its inception as a small club in 1990, Bremen's Car-Sharing service, cambio, has grown to approximately 6,000 customers. Bremen is the first city to have a politically-adopted municipal strategic plan on Car-Sharing; it incorporates Car-Sharing into urban development and transport strategies and has an established target of at least 20,000 Car-Sharing users by the year 2020.

And there is evidence of revised mobility patterns in Bremen. The use of Public Transport has increased whereas statistics show a decline in the number of cars for the first time ever despite a small increase in population.

As Car-Sharing optimises the use of every car, the need for parking spaces is reduced. In Bremen, a fleet of 160 Car-Sharing vehicles has replaced between 1,000 and 1,500 private cars. When compared to the cost of building underground parking spaces for 1,000 private cars, Car-Sharing has saved at least 15 -20 million Euros (or 600 - 800 million Taiwan Dollar).

The strategic elements of the municipal Car-Sharing Action Plan of Bremen are: ․to further increase the number of on-street Car- Sharing stations, especially in densely populated inner city areas ․to strengthen the integration of Public Transport and Car-Sharing through joint offers and awareness raising about Car-Sharing among Public Transport users ․to improve public awareness of Car-Sharing in general through promotional activities and media campaigns ․to inform the business community about the potential of Car-Sharing as part of efficient fleet management in companies and administrations ․to integrate Car-Sharing in new developments from the outset as a measure to reduce the need for parking

Bremen was selected as an 'Urban Best Practice' showcase to be presented at EXPO 2010 in Shanghai. The EXPO presentation is backed by a number of awareness-raising measures in Bremen, which will also be presented at the conference.

Car-Sharing in Bremen its incorporation into municipal transport strategiesMichael Glotz-RichterGermary / Senior manager of Sustainable Mobility.

34

Jittichai Rudjanakanoknad泰國 / Chulalongkorn 大學助理教授

共乘+企業共享交通運輸系統

本論文旨在探討曼谷共乘服務的現況與阻礙，並

藉由所提出的策略來成功推廣及解決問題。本論文將

曼谷日常通勤的共乘情況劃分為三大共乘類別：1）

汽車共乘：由個人汽車駕駛與一或多名乘客共乘通

勤；2）公車／箱型車共乘：由某組織團體的一群員

工共乘公車或箱型車；3）校車：由特定學校的學生

共乘有組織的校車服務。

我們針對共乘使用者、規劃單位、政策制定者、

政府官員以及其他相關利益關係人，透過市調、深入

訪談、實驗、問卷等眾多研究方法來收集各個共乘組

別的資料。

資料顯示，某些政策的制定目的均在於鼓勵推廣

更多實際的共乘計畫。最後，本論文將摘要說明鼓勵

曼谷各種共乘計畫類型永續進行的策略計畫。

簡介

本論文審視了曼谷的共乘計畫現況、研究計畫施

行的阻礙，並提出能成功實施計畫的策略。所謂「共

乘」的定義在於由駕駛與一或多名乘客共同使用同一

輛交通工具，通常是指應用於日常通勤的部分。我們

透過鼓勵來回地點相同或行經路段相同的通勤族，共

組搭乘相同交通工具來通勤的族群，以落實共乘計

畫。

如今，共乘概念已是全球都會區推廣永續運輸模

式的熱門計畫之一。共乘計畫能減少旅費與建設停車

場的需求、減緩交通尖峰時段的壅塞情況，並且節省

不具效率的能源使用方式以及減少溫室氣體排放量。

然而，此類計畫必須有政府的支持，而企業團體與當

地社群也必須給予肯定。

雖然曼谷已設置及推廣數項共乘計畫，但仍缺乏

相關研究論文以更全面的角度來評估現況。因此，本

研究旨在以建議政策的方式，建構更完善的計畫藍

圖。我們可依據特性而將曼谷常見的共乘計畫分為三

大類別：1.汽車共乘：由個人汽車駕駛與一或多名乘

客共乘通勤；2.公車／箱型車共乘：由某組織團體的

一群員工共乘公車或箱型車；3.校車：由特定學校的

學生共乘有組織的校車服務。

由於這三大類別在通勤性質和管制方面具有形式

與行為上的差異，因此我們將討論重點區分為三大部

分。

本論文其餘內容歸類方式如下：

第2至4節說明曼谷的汽車共乘、公車／箱型車共

乘以及校車共乘的各自情況與阻礙。每個單元均依據

各個共乘類別來審視現況、研究及分析資料以及提出

建議事項。第5節和最後一節則列出結論備註，以及

進一步研究的範疇。

35

Ride/sharing + EmployerShare/Transport

This paper presents the situation and obstacles of ridesharing in Bangkok with the proposed strategies to make these programs successful. In this paper, ridesharing in Bangkok for daily commuting were separated into three main pooling groups, i.e., 1) carpool, the shared use of a personal car by the driver and one or more passengers to commute together, 2) buspool/vanpool, the shared use of a bus or a van by a large group of working community in an organization, and 3) school bus, a share use of an organized bus or a van for students in a particular school.

The data for each pool group were collected through several methodologies such as surveys, in-depth interviews, experiments, questionnaires, etc. from pooling participants, organizers, policy makers, government officials, and other relevant stakeholders.

These data suggest that some policies would be developed to encourage more actual ridesharing programs. Lastly, the paper summarizes strategic plans to encourage sustainable r idesharing programs for each type of ridesharing programs in Bangkok.

Introduction

This paper reviews the situation of ridesharing programs in Bangkok, investigates their obstacles in implementation, and proposed the strategies to make these programs successful. Ridesharing is defined as the shared use of a vehicle by the driver and one or more passengers, usually for daily commuting. Ridesharing programs are done through encouraging commuters who simultaneously have the same trip origin-anddestination pairs, or share the same trip paths, to form a group and share the same vehicle for commuting.

Today, ridesharing is considered to be one of popular programs to promote sustainable transportation in most urban areas around the world. Ridesharing programs would reduce travel costs and the need to build parking spaces, alleviate traffic congestion during peak hours, and save inefficient energy usage and reduce greenhouse

gas emissions. However, the government needs to support the programs along with the recognition from the business organizations and local community.

Although there have been several ongoing ridesharing programs in Bangkok and some attempts to promote them, no research papers have reviewed current situations in a comprehensive manner. This study herein is thus putting the whole pictures together with some policy recommendations. In Bangkok, common ridesharing programs can be classified by their distinct characteristics into three categories, i.e., 1) carpool, the informal shared use of a personal car by the driver and one or more passengers to commute together, 2) buspool or vanpool, the formal shared use of a bus or a van by a large group of working community in an organization, and 3) school bus, a share use of an organized bus or a van for students in a particular school.

Since the forms and travel behaviors of these three categories are different by its nature and regulation, the following discussions are separated into three main sections.

The remainder of the paper is organized as follows

Sections 2 to 4 describe the situations and obstacles of carpool, buspool or vanpool, and school bus in Bangkok, respectively. In each section, the reviews of current situations, research and analysis of data, and recommendations, are presented accordingly. Then, the fifth and final section contains concluding remarks as well as areas of further research.

Jittichai RudjanakanoknadThailand / assistant professor in the Department of Civil Engineering, Faculty Engineering,Chulalongkorn University

36

Ali Clabburn英國 / <共享生活>汽車共乘網站 創長

共乘+企業共享交通運輸系統

在我讀大學的時候，唯一負擔得起的回家方式就

是與他人共乘一部車。我在學生會中設立了一個布告

欄，藉此尋找搭便車回家的機會，這個布告欄因此而

大受歡迎，每個週末都有人提供及獲得共乘的機會。

1998年時，在Google誕生的前兩週、Facebook等社群網站則尚未誕生的年代，我成立了www.liftshare.com網站，這個聰明好用的網站能夠幫大家

找到旅途相同而可一起共乘車輛的夥伴。原本只是大

學時期的突發奇想，現在已穩步發展，成為我們為

英國各大社群事業體提供超過600種國內汽車共乘方

案的網站，會員人數更達39萬人，系統每天儲存約

55000次的行程紀錄，進而成為全球最成功的汽車共

乘系統。

我對於「共享」的概念充滿了熱忱，我相信，假

使我們能更加善用既有資源，就能大幅減少所需的資

源。Liftshare網站的成就，讓我擁有你我都能改變行

為的希望，而低成本的簡易解決方案不僅能觸發共享

概念的實踐，同時也能在減少浪費問題方面扮演極為

重要的角色。

定義：

汽車共乘(ride-sharing)意指兩人以上的乘客，全

程或於部分路段搭乘同一部

汽車。（注意：汽車共乘具有許多定義，亦有其

他同義詞（以英文來說，即為car-pool、lift-share、car-share（英國說法））。

理論：

道路壅塞的原因來自於車輛，而非民眾。英國道

路上的多數汽車內僅有駕駛一人，而這等同有上

百萬無人座位穿梭匯聚於街道上。

研究顯示，有50%的駕駛人表示，若能找到適合

同行的對象，就會願意考慮汽車共享的方式，但是多

數民眾並不認識在同一時段前往同一地點的對象。

汽車通常是所有壅塞與汙染問題的成因，不可否

認，僅有駕駛一人的汽車確實不合乎效率。然而，當

有2~4人共乘一部車輛時，就能相對降低費用與排氣

量，使行程來往的方式更具有效率—汽車滿載甚至比

搭乘公車更具有效率。

過去50年來，英國每年的汽車行駛距離均有增

無減，但是每部車的平均乘車人數，卻從2.3人的峰

值降至1.56人。原因不外乎是收入增加、汽車價格降

低、雙薪家庭以及人類行為開始朝個人主義趨勢發展

的綜合結果。

汽車平均乘用人數需視行程而有所差異。假期與

教育訓練方面的乘用人數最高，（2 ppc（每部車內

人數）），而通勤與商務差旅方面的乘用人數則最低

（1.2 ppc）。

實踐理論在於，藉由設置有效的汽車共乘系統以

及向大眾推廣的方式，鼓勵更多民眾尋求行程相同的

他人同行，進而使民眾們開始實踐共享汽車的觀念。

37

Ride/sharing + Employer Share/Transport

When I was at university the only way I could afford to get home was to share a car with someone. I set up a notice board in the student union to help me find a lift home. The notice board quickly became popular and every weekend there were lots of people offering and seeking lifts.

In 1998, 2 weeks before Google was born and several years before many other social networking sites such as Facebook were launched, I set up the www.liftshare.com - a clever website which helps people find others travelling the same way as them so they can share their journey. What started in a university bedsit has grown steadily and we now run the UK's national network of over 600 ride-share schemes for communities and businesses. Membership just reached 390,000 and the system saves around 55,000 car trips every day - making it the most successful ride-share system in the world.

I am passionate about sharing and believe that if we make better use of what we have then we can make huge reductions in the resources we need. Seeing the success of liftshare has given me hope that we can change behaviours and some simple, low cost solutions can enable sharing and play a very important part in minimising waste.

Definition: Ride-sharing is when two or more people travel

together by car for all or part of a journey. (N.B. There are many definitions of ride-sharing

and other words used to describe the same or similar activity (car-pool, lift-share, car-share (UK)).

The Theory: Our roads are congested. But they are congested

with cars and not people. Most cars on the UK roads have just one person in them and there are millions of empty seats being driven around our roads.

Research has shown that around 50% of drivers would consider sharing their car journey if they could find someone suitable to travel with. But most people do not know anyone who makes the same journey at the same time.

Cars are often portrayed as the cause of all the congestion and pollution and it is true that a typical car with one person in it is very inefficient. However, as soon as a car has 2,3 or 4 people in it, it becomes a relatively low cost, low emitting and efficient way to travel. It can be more efficient to travel in a full car than by bus.

Every year, for the last 50 years, the distance travelled by car has increased and the average number of people in each car in the UK fell. It fell from a peak of 2.30 to 1.56 people per car. This was caused by combination of rising incomes, falling motoring costs, more 2 income households and a general trend in human behaviour away from sharing towards individualism.

The average car occupancy varies depending upon the type of trip being taken. Occupancy is highest (~2ppc)(People Per Car) for Holidays and Educational Travel and lowest for Commuting and business travel (1.2ppc).

The theory is that by setting up an effective ride-share system and promoting it to the population it will be possible to encourage and enable many more people to find others travelling the same way as them so they can start sharing cars.

Ali ClabburnUK / Founder Managing Director of liftshare

38

馬立銘英國 / 南半球新動管理顧問經理

您的公司為「免費停車場」付出多少成本？

「交通」往往是企業最大的開銷項目之一，但是

真正的總成本卻難以察覺。

員工停車場正是易於衡量的成本區塊之一。以英

國而言，企業主為員工提供的免費停車場，每年的平

均直接成本為400英鎊，而對於許多企業主來說，此

筆費用可說是相當龐大。（交通部：2002年聰明有效

的交通選擇）

此項成本費用包括維護、保全與照明設備，如果

也納入購地／租賃費用的話，則每座停車場每年費用

可能增加為1000英鎊。

如果企業主不提供充足的停車場，員工要如何來

公司上班？

即使是極為偏遠的工作地點，其他通勤選擇仍優

於讓每位員工每天自行駕車前往公司。「企業主綠色

共享交通計畫」能確認適合您公司業務營運的解決方

案，同時協助您施行計畫。

為員工提供一起通勤的服務方式稱為「共乘服

務」，這是一種極受歡迎且具有效率的解決方案。

如果大多數的員工均居住於公司附近幾英里內的

範圍，適合鼓勵員工騎單車與步行上班；如果大部分

員工均為辦公內勤人員，即可採用有效的居家就業方

式。

上述所有運輸解決方案均可節省營運開支，同時

員工也具有極高的接受度。員工身心越健康愉快，工

作效率就會越高。

國際實行經驗顯示，全面的企業主綠色共享交通

計畫能讓公司營運更具有效率，幫助公司呈現出具有

環保概念與社會責任的優良形象，亦能吸引與留任優

秀的員工。

高雄2010年企業主運輸共享計畫

高雄市將於9月16日舉辦第一屆綠色共享交通國

際研討會，其中ㄧ項主要討論議題即為「共乘服務—

企業主綠色共享交通計畫」。

企業主綠色共享交通計畫是否能於台灣成功實

行？需要因應台灣國情而套用哪些主要條件？台灣各

都市的停車場成本為何？台灣公司企業是否與英國、

美國及歐洲一樣面臨類似的交通課題？

上述即為將於研討會探討的部分問題，我們希望

台灣企業主能加入我們的行列，與我們一同熱烈討

論。

工作場所交通共享計畫可協助您的公司企業達成以下

目標：

․節省提供及維護停車場的成本支出。

․解決停車需求日益增加所造成的問題。

․精減差旅報帳費用與其他差旅成本。

․減少員工因差旅而耗費的時間。

․減少維持自用車隊的運作成本。

․解決公司周圍交通壅塞所造成的配送與顧客進出

不便的問題。

․改善顧客與鄰近社區對公司的印象。

․改善員工健康並減少缺席率。

․協助徵才與留任員工（舉例來說，可幫助員工以

更輕鬆省錢的方式上班，並且加強負責任的企業

主形象，以符合股東對於改善企業社會責任的要

求，包括達成環保目標）。

對於員工而言，交通共享計畫可達成以下目標：

․從依據資深程度發放車馬費的方式，轉變為任一

員工採用永續交通方式即給予獎勵金的方式，讓

更多員工受惠，包括沒有自汽車的員工在內。

確保最需要用車的員工享有停車服務（例如：於

非一般營業時段工作、遠距通勤或是行動不變的

員工）。

․提供較無壓力的工作通勤選擇。

․讓員工有機會藉由日常生活而健康運動。

․減少通勤時間。

․減少通勤的車馬費，或避免購車需求。

․透過彈性化的工作方式與減少差旅需求的方式，

更能在工作與生活之間取得平衡。

39

How much does 'free parking' cost your business

Transport is often one of the biggest costs for businesses, but the full costs are often hidden.

Parking provision for staff is one of the easier costs to measure, and in the UK the average direct cost to an employer of providing a free car-parking space is ?00 per year, but for many employers this cost is considerably higher. (Department for Transport - Making Smarter Choices Work 2002)

This includes, maintenance, security, and lighting - and if land purchase / lease values are included this rises to about ?000 per-space per year.

How would my staff get to work if I don't provide enough parking?

Even for the most remote workplaces there are far better alternatives than for each member of staff driving alone to the workplace every day, and Employer Share/Transport plans identify which solutions will work for your business and help to implement them.

Providing a matching service for staff to share their car for the commute, called ride-sharing, is one of the most popular and effective solutions.

Encouraging cycling and walking is suitable for businesses where a large percentage of staff live within a few miles of the workplace, and offering effective tele-working options are ideal for businesses with large numbers of office based staff.

All of these transport solutions will save your business money, and they are also popular with staff, and a happier, healthier employee is a more productive employee.

Internat ional exper ience shows us that a comprehensive share/transport plan will help make your business more efficient, help project an environmentally and socially responsible image, and help businesses attract and retain the best staff.

Employer Share/Transport in Kaohsiung 2010 On September 16th the first World Share/Transport

Forum will take place in Kaohsiung City, and one of the core topics will be Rideshare - Employer Share/Transport plans.

Can Employer Share/Transpor t p lans be successful in Taiwan? What are the key elements

that can be applied to the Taiwanese context? What is the cost of parking in Taiwanese cities? Do businesses in Taiwan have similar transport issues as in the UK, USA and Europe?

These are just some of the quest ions we will discuss, and we are looking for Taiwanese employers to join us to debate them.

For your business a workplace Share/Transport plan can:

•save money on the cost of providing and maintaining parking spaces

•solve problems caused by the ever-growing demand for parking

•cut mileage claims and other business travel costs •reduce staff downtime spent travelling on business •reduce the costs of running a fleet •solve delivery and customer access problems caused by traffic congestion on and around your site •improve your image with both customers and neighbours •improve staff health and reduce absenteeism •assist with recruitment and retention, for example by making staff journeys to work easier and cheaper and enhancing the image of your business as a responsible employer help meet shareholder demand for corporate social responsibility improvements, including meeting environmental targets.

For your staff a share/transport plan can: •provide benefits to a wider range of people by shifting from travel perks based on seniority to incentives for sustainable travel available to all staff, including those without access to a car •ensure parking for those with most need of a vehicle such as those working out of hours, commuting from distance, or staff who are mobility impaired. •help provide less stressful options for travel to work •give opportunities to build healthy exercise into daily life •reduce journey times to work •reduce the cost of travel to work, or avoid the need to buy a car •provide a better work-life balance through flexible working and less need to travel on business

Rory McMullanUK / Sustainable Transport activist

40

張馨文台灣 / 中華大學休閒遊憩規劃與管理學系系主任

台灣公共腳踏車發展可行性研究

過去幾年以來，公共腳踏車計畫(PBS)受歡迎的程度與日俱增。歐洲許多主要

大城都廣泛落實這項計畫，其中包括巴黎和里昂的Velib、巴塞隆納的Bicing、慕尼

黑和柏林的「Call A Bike」及奧斯陸、斯德哥爾摩和華盛頓特區的SmartBike，以

及蒙特婁的BIXI。這些計畫有助於賦予單車行一番全新的定義，使主流的城市短距

離大眾運輸改頭換面，並能吸引觀光客。

台灣國內經濟和國民生產總額持續成長，以致於家庭普遍擁有汽機車。台灣人

口有兩千三百萬人，共有570萬輛汽車和1400萬台摩托車。根據這些數據，我們可

以瞭解騎機車是台灣最受歡迎的短程交通方式，因為它既便於停車，機動性也強。

值得慶幸的是，台灣對單車的投資與受歡迎程度持續成長。2002年以來，中

央和地方政府不斷刺激騎單車活動和休閒單車的發展。2010年時，將完成2600公里長的戶外單車路線。此外，台北、台南和高雄在2009年都推動了市內公共腳踏

車活動。

在公共腳踏車的需求和設施方面，大眾騎腳踏車的習性是項重要議題。即將於

台灣啟動的PBS公共腳踏車計畫應將台灣使用者的特質（需求方）和PBS的設置點

和數量（供應方）納入考量。

公共腳踏車可行性的研究重心在於管理策略：

一、公共腳踏車票價的差異

二、公共腳踏車的靈活度

筆者在中華大學建立公共腳踏車實驗室，本校是第一所於校園提供公共腳踏車

的大學。未來這個實驗室將研究腳踏車使用時的能源效率和二氧化碳排放量以及公

共腳踏車計畫，不同領域的研究則在新竹科技城內進行，地點包括高鐵站區（休閒

單車和通勤單車）、舊市中心（休閒單車）以及科學工業園區（通勤單車）。

本研究結果將可提供珍貴資料，便於我們評估政府分配資源的效率並擬定合適

的公共腳踏車設施建設方針。本研究的總目標是針對台灣休閒單車、通勤單車和市

場區隔進行研究，以期提出妥當的公共腳踏車發展方針。

41

Feasibility study of Public Bike Development ~ Taiwan Communities

Public Bike Schemes (PBS) have grown significantly in popularity over the last few years. Many major European cities including Velib in Paris, Lyon, Bicing in Barcelona, Call a bike in Munich, Berlin, SmartBike in Oslo, Stockholm, and Washington D.C. and BIXI in Montreal have launched extensive schemes that are helping to redefine the perception of cycling and create a new form of mainstream public transport for short distance urban journeys, and also become an tourist attraction.

As Taiwan's national economy is growing and the GNP is increasing, the ownership of cars and motorcycles is popular in every household. There are 23 million people in the population, and 5.7 million cars and 14 million motorcycles. These figures demonstrate that motorcycles, owing to their convenience in parking and traveling, are the most favored travel mode for short distance trips in Taiwan.

Fortunately, Taiwan is experiencing an increasing investment in, and popularity of cycling. Both central and local governments have been trying to stimulate the development of bicycle activities and recreational cycling since year 2002. By year 2010, 2600 km bike routes will be reached. Furthermore, Taipei, Tainan, and Kaohsiung have tried to develop city-wide public bicycle activities in year 2009.

There is an important issue of cycling behavior in terms of public cycling demand and cycling facilities. The forthcoming Public Bike Schemes in Taiwan should consider the characteristics of users (demand side) and the PBS's location and quantities (supply side).

The feasibility study is focus on the management strategies:

1. Fare differential of public bike 2. Flexibility of public bike layout

The author has set up a public bike experimental lab in Chung-Hua University which is the first university to provide public bikes in campus. The lab will have an experimental study to investigate the energy efficiency and carbon dioxide emissions of bicycle usage and public bike scheme in the future. Different types of study areas are implied in Hsinchu Technopolis including High Speed Rail Station area (recreational cycling and cycling commuting), old town city center (leisure cycling), and Science Industrial Park (cycling commuting).

The research results will provide a set of valuable information for evaluating the efficiency of government resource allocation and an appropriate public bike policy for constructing public cycling facilities. The overall goal of this research is to provide suggestions of a reasonable public cycling policy for recreational cycling, cycling commuting and market segmentation in Taiwan.

Hsin-Wen ChangTaiwan / Chair and Associate Professor, Department of Leisure and Recreation Management, CHU

42

葉致中台灣 / 統立開發公司總經理

高雄市公共腳踏車

環保意識抬頭，健康的生活形態使的國人騎乘自行車蔚為風潮，為了鼓勵大

眾騎乘自行車作環保，以國外公共腳踏車政策的成功案例為範本，推動全國第一

個「都會網絡型」公共腳踏車租賃系統，全系統有50個租賃站及4,500輛腳踏車提

供服務，只需要於自動租賃站插入會員卡及信用卡，即可甲地借乙地還，兼具運

動休閒與城市景觀功能，是高度文明城市的象徵。

高雄市公共腳踏車服務範圍涵蓋高雄面積之70%，因民眾可及性、便利性大

增、加上媒體宣傳的加持，租賃騎乘經營狀況漸入佳境；也因此吸引了日本、荷

蘭、新加坡等國家及國內各縣市政府機構陸續來台訪問研究高雄市公共腳踏車租

賃系統。

若估計一輛公共腳踏車一天如果出租三小時，以十二公里時速計算對照高雄

市汽機車比例預估，可以減少相當多的二氧化碳排放量，一年大約種四十四萬棵

樹的功能。

43

Kaohsiung City Public Bicycle

The rise of environmental awareness and healthy lifestyles has brought about growth in the trend of riding bicycles in Taiwan. In order to advocate bicycle riding and environmental protection, Kaohsiung City borrowed from the successful experiences of foreign countries and launched the nation's first "metropolitan network" based public bicycle leasing system. The system is composed of 50 stations and 4,500 bicycles. To use the bicycle rental service, a user only needs to insert an automatic bicycle rental membership card and a credit card to get a bicycle and return of the bicycle can be done at any of the 50 stations. The combined leisure and urban environmental care functions are a highlight of a city's advanced civic development.

Kaohsiung city's public bicycle service covers 70% of the city's total area. Due to high public accessibility, convenience and media support, operations of the bicycle rental service have moved to a stage of stable growth. This success has also attracted cities from Japan, the Netherlands and Singapore to visit Taiwan and study Kaohsiung's public bicycle rental system.

If a public bicycle is rented out for an estimated three hours per day and each bicycle runs 12 km per hour, the amount of carbon dioxide emissions reduced in a year is equal to the effect of approximately 440,000 trees per year.

Yeh Chi-chungTaiwan / General manager of Tung Li Development Co,.Ltd.

44

林麗玉台灣 / 台北市交通局副局長

臺北市公共自行車租賃系統

YouBike微笑單車

為推廣公共自行車作為民眾短程接駁運具，搭配市區自行車道路網，提供最

後一哩之運輸服務，民國97年臺北市政府交通局推動「臺北市接駁型公共自行車

租賃系統建置及營運管理試辦計畫」，於台北市政府、捷運市政府站、捷運國父

紀念館站、信義商圈及住宅區等周邊地區建置11處自行車租借站及500輛自行車。

經費由本府環保局空氣汙染防治基金補助，並授予廣告權以挹注營運管理所需資

金。

YouBike公共自行車採人性化、one size fits all設計，具前後燈自動發亮、低

跨點、三段變速、防盜、防鏽耐候等特色，結合悠遊卡及信用卡等電子式無人化

收費管理，提供甲地租車、乙地還車服務，租借站採點多、量少方式設置，提供

自動化管理之取還車設備。

自98年3月10日啟用至99年8月31日總租借車次計199,484次，平均每月租借

車次為11,270次。

為賡續推動公共自行車租賃系統之建置，台北市政府計劃於全市採分年分區

方式建置至少150處自行車租賃站及5,000輛公共自行車，預定三年內完成。

45

Taipei City Public Commuter Bicycle Rental System

In order to encourage the use of public bicycles as a short-distance mode of transport accordance with the dedicated bike paths in Xinyi District to provide a last-mile transportation service, Taipei City Department of Transportation (DOT) began implementing the trial project of Taipei City Public Commuter Bicycle Rental System which is also called YouBike System in 2008. YouBike system was set up mainly in Xinyi District comprising of 500 public bicycles and 11 rental stations which surrounding Taipei City Hall, MRT Sun Yat-sen Memorial Hall station and nearby residential area. The funds were partly supported by the Air Pollution Prevention Fund which is managed by Taipei City Department of Environmental Protection and partly come from the advertising income of the system during the operation period.

YouBike system enjoys a number of excellent features, which are following:

1.RFID Technology: Each public bicycle has its own RFID tag. The entire rental process is managed using the RFID reader on the Parking Meter records the use and return of each bicycle.

2.One Size Fits All: The ingenious "one size fits all" design of this bicycle makes it easy for people of all ages and genders to ride. The step-through design is not only convenient but also safer as well.

3.Smart and Eco-Friendly Hub Generator: The hub-driven generator automatically lights up the front and rear lights when the bicycle is in motion. The rear light can even store up generated power to remain blinking even while you are stopped at a traffic light!

4.Safe and Convenient Integrated Bicycle Lock: The patented integrated bicycle lock cleverly stores the cable lock out of sight in the carry basket when not in use. Its ease of use helps you take care of the public bicycle.

There are totally 199,484 rentals from its launched on March 11th 2009 to the end of August 2010. It means that on the average of 11,270 rentals per month. After almost one and half year operation, there is no bicycle stolen happened.

Because of the success of this trial project, DOT plans to extension the system to other district of Taipei City and establish at least 150 rental stations and 5000 public bicycles in the next 3 years.

Lee-Yu LinTaiwan / Deputy Commissioner, Taipei Transportation Commission, Taipei City Government

46

Dorothy Chan香港 / 香港大學專業進修學院副院長

計程車共享、需求反應公共運輸與準副大眾運輸

各大主要都市有20%-60%的碳排放量均來自於交通運輸層面，對於多數亞洲

都市而言，雖然人口稠密帶來了發展大眾運輸的絕佳機會，卻也潛伏著交通壅塞

的缺點。

香港是一個面積約1100平方公里的小都市，人口卻多達700萬人，平均每平方

公里即有6349人，交通工具密度更居亞洲都市之冠；此外，共2050公里長的道路

範圍以及58400輛有照交通工具，更形成每公里路段即有285輛交通工具的驚人數

據。在政府實施私人轎車成長率的政策管制之下，平均每1000人中有57人擁有私

人轎車；政府透過高額的首次登記稅以及牌照年費的購車限制，嚴格限制了香港

私人轎車的成長率。

因此，主要的交通往來成長率均落在大眾運輸的部分。香港有90%的通勤族

都是藉由地鐵與公車等大眾運輸系統作為主要的代步工具，也因此，香港的特色

之一就是擁有4350輛16座位設計的小巴士車隊。

我要探討的主題在於此類都市共享運輸模式的潛在運用方式，這是一種以共

享與通勤族導向為概念的彈性化運輸服務。公共小巴士駕駛沿街行駛，乘客可於

沿途任何站點上下車，沒有硬性規定的路線、車資與時刻表，小巴士駕駛可自行

決定收費標準與行駛地點。也由於路線十分彈性，因此駕駛可以變更路線以避開

交通壅塞的路段，這是香港所盛行的運輸模式。小巴士一天的載客量可達180萬人，佔16%的運輸市佔率。不過，此種運輸模式的潛在風險在於小巴士不定時接

送的方式，亦可能造成交通壅塞的問題。

整合式的都會運輸規劃方式，不僅能協助避免旅遊需求，並可降低民眾自行

駕車的依賴程度。香港設有無車社區的特定區域，此類區域猶如具有自給自足環

境的低密度住宅區雛形。社區內設有渡輪與公車等主要聯外交通工具，前往各住

宅的對內交通工具則為高爾夫球車。此類社區的未來發展方向潛力在於有助於釋

出新的空間，包括為了永續發展所著想的道路空間重劃。

顯而易見的是，都市已從商業工作中心轉變為接觸面更廣泛的形式。透過運

輸形態轉換以及有效的共享運輸模式，就能開拓減少廢氣排放量的機會。而大眾

對於永續運輸政策的支持，將能協助發展符合未來趨勢的嶄新都市。香港的小巴

士共享模式，即為都市共享運輸潛力的最佳示範。

運輸規劃所面臨的主要挑戰，在於著重使用便利性的層面，也就是必須加強

運輸形態的轉換，制定以人行步道、自行車道優於汽車道路的規劃策略，同時與

其他運輸模式進行高度的整合。

47

Taxi/Sharing, DRTS and Paratransit

Transportation is responsible for 20-60% of carbon emissions in major cities. For most Asian cities, the dense population offers an excellent opportunity for mass transit but also provides the worse potential for traffic congestion.

Hong Kong is a small city with an area of about 1 100 sq. km. It has a population of 7 million, about 6 349 persons per sq. km. Vehicle density is highest in Asian cities. There are 2 050 km of roads and 584 000 licensed vehicles which gives the city a daunting figure of 285 vehicles per km of road. Under the government policy to control the growth in private cars, private car ownership is about 57 per 1000 population. Ownership restraint through high first registration tax and annual licence fees have served to restrict the growth of private cars in Hong Kong.

The major growth in trips is on public transport. 90 % of the daily commuter trips in Hong Kong are made on public transport with railways and buses being the major carriers. A mode unique to Hong Kong is the fleet of 4 350 16-seater public light buses.

My topic explores the potential utilization of this mode for share transport in the city. It is a flexible, commuter- led transport service based on share use. A public light bus operator runs his vehicle along the streets and passengers will get on and off the small bus at any destinations along the route. There is no pre-determined routes, fares and timetable and the small bus operator can decide what to charge and where to operate. As routeing is flexible, the driver can change his route to avoid traffic congestion. It is a popular mode in Hong Kong and the small buses are carrying 1.8 million passengers a day, 16% market share. The potential risk with this mode of operation is that the small buses contribute to congestion with their irregular picking up and setting down activities.

Integrated urban and transport planning helps to avoid the need to travel and reduce levels of car dependence. Hong Kong has distinct pockets of car free communities. These communities are conceived at the planning stage to provide low density housing with self-contained facilities. The main external transport links are provided by ferries and buses and within the community, golf carts provide internal transport to individual household. The potential for the future is that such developments may help to free up new space and including such measures as reallocation of road space in favour of sustainability.

It is evident that cities are changing from centres of work and business to have a wider role. There are opportunities to reduce emissions through modal shift and effective mode sharing. Public support on sustainable transport policies will help to develop new cities for the future. The sharing of small buses in Hong Kong provides an illustration on the potential for share transport in the city.

A key challenge for transportation planning is to give accessibility more emphasis. This requires a shift in emphasis, with strategies focused on providing livable streets with walking, cycling given priority over cars and with high level of integration with other modes.

Dorothy ChanHong Kong / Deputy Director, School of Professional and Continuing Education, University of Hong Kong

48

洪鈞澤台灣 / 季鈞顧問公司執行董事 前台灣大車隊總經理

計程車共享、需求反應公共運輸與準副大眾運輸

計程車、計程車共乘、需求反應式運輸系統（DRTS）等肯定都是具有競爭力

的共用運輸模式。DRTS涵蓋傳統公車與計程車中間的各種可能的服務模式，接受

使用者訂製的公共運輸服務。

許多城市已經擁有的計程車與DRTS的潛在服務容量可能還高於傳統公車與捷

運系統。以高雄地區為例，現有超過八千部計程車可以輕易載運超過24萬名乘

客，是目前高雄捷運運量的兩倍。計程車有可能提供更高的品質與更低的成本，

來載運同樣數量的乘客。

計程車與DRTS近年來已經有很大的變化，資通訊技術、大量客製化、使用者

參與等三個新技術與觀念的導入，預計還會在未來產生革命性的改變。資通訊技

術的導入建立的新平台，讓更多創新服務與商業模式得以蓬勃展開。也使得客製

化服務的作業更有效且更節省成本。更進一步讓使用者能全方位的參與到各階段

的服務流程。

過去十年間，我們在台灣的探索遭遇過許多的挑戰，也累積不少寶貴實戰經

驗。如何整合現有公共運輸經營業者，以及如何有效行銷這些新服務，仍將是最

關鍵的兩項挑戰。我們還有更多需要學習。

49

Taxi/Sharing, DRTS and Paratransit

Taxi, Taxi/Sharing, and DRTS definitely will be competitive modes of Share/Transport. DRTS is an intermediate form of transport, somewhere between bus and taxi which covers a wide range of transport services, they provide transport “on demand” from passengers using fleets of vehicles scheduled to pick up and drop off people in accordance with their needs.

The potential capacity of the existing Taxi, Taxi/Sharing, and DRTS could be bigger than the traditional bus and MRT in most major cities in Taiwan. Kaohsiung, for example, has more than 8,000 taxis in operation; they can easily carry 240,000 passengers per day, which is the double of MRT ridership. They could carry the same ridership in much better quality with lower cost.

Taxi and DRTS are now quite different from it used to be, and are expected to be dramatically changed in the coming years due to the introduction of three new technologies and concepts, Telematics, mass customization, user participation. Telematics-based taxi or DRT establish the platform for a lot of new possibilities, innovative services as well as new business models. It then greatly enhanced the practice of mass customization in a much lower cost. User participations are also made possible in all stages of the service procedure.

There are dozens of challenges in the development of the new Taxi and DRT services. We have learned a lot from the exploration here in the last 10 years. Integration of the existing operators and marketing of the new services will be the two most critical issues. We still have more to learn.

J.J. HongTaiwan / Executive Director ,The Third Approach Corporation of Sustainable Mobility.

50

Paul Barter新加坡 / 新加坡國際大學助理教授

街道共享：整合個人、公共運輸與共享交通的移動方式

一、以低速限區域創造公共空間

為規劃街道和公共空間而發明的「共享空間」設

計已經造成轟動，且改變了人們對於街道及道路安全

本質的想法。截至目前為止，這項作法清楚證明了我

們能夠擴張都市的「公共區域」，使其從原本的行人

空間延伸至被劃分給機動車輛的交通區域。

換句話說，我們可以透過車輛減速的作法，將部

分交通空間重新納為公共區域。令許多人感到驚訝的

是，不減損街道的機動性也能達成這項目標，如此可

實現真正的共享空間，但是還有許多其他方法，包

括：規劃時速30公里區（或時速20公里區）、採用宜

人的交通寧靜技術、完善地整理街道以及開拓多車道

的大道。

然而，某些熱衷於共享空間設計的人士可能會更

進一步地提升這項概念。擴大公共領域具有其侷限

性，我們必須承認這一點。許多道路將繼續扮演真正

的高速交通空間，所以使紅綠燈完全消失是絕無可能

的事情！在速限無法降至時速30公里以下的交通空

間之中，我們仍然需要規劃將行人（以及低速單車騎

士）與車輛相互隔離的設計。

誠然，關於應當在何處劃定分隔交通空間與低速

公共區域的適當界線，仍存在著許多討論空間，因為

這不僅是技術面的問題，也是優先性和價值性的問

題，也因此必須審慎考慮。許多城市的社區都正極力

爭取索回街道，以便重新納為公共區域的共享區域；

在這些公共區域之中，道路不僅可供一般車輛通行，

也有其他用途，並且實施低速限制。

二、結合共乘服務與大眾運輸，創造最佳效益。

大眾運輸及車輛共享系統（例如，汽車共享和自

行車共享），是自然形成的聯盟，能夠服務擁有較少

車輛或完全不購車的家庭。以蘇黎世和德國不來梅市

為例，這兩個率先執行創新計畫的歐洲城市證實，共

乘聯盟服務能使大眾運輸及汽車共享產業同時受益

（例如，可將大眾運輸工具季票與汽車共享會員制相

互結合）。

有鑒於這些成功，我們期望世界各國出現更多的

共乘同盟；遺憾的是，目前這樣的聯盟仍然為數不

多。

本報告是以此項觀察為出發點，將探討此類共乘

聯盟的體制背景。大眾運輸和車輛共享產業之間的合

作，不必然為「自然地」或自發性地發生；事實上，

即使有合作意願，假若缺乏有利的體制環境，也將難

以達成這項目標。

我們可以說，這與雙方的制度、規範及產業結構

都有關係。有些大眾運輸的制度有利於結盟，有些則

否；同樣地，對汽車共享產業結構及規範來說也是如

此。本人在此方面的研究尚在進行之中，但本份報告

會將最具前景以及不可行的安排進行確認，同時也將

試圖提出一些初步的結構重組建議。

51

Paul BarterSingapore / Assistant Professor LKY School of Public Policy at the National University of Singapore (NUS)

Street/sharing. Integrating private/public/share mobility

1.Public space dividend from slow-speed spaces

The innovation of 'shared space' design for streets and public space has created great excitement and changed thinking about the nature of streets and of road safety. Implementations so far have clearly demonstrated that we CAN expand our urban 'public realm' beyond older pedestrian spaces into space that was previously segregated and devoted to motorised traffic.

In other words, some traff ic space can be reintegrated into the public realm via speed reductions. Many have been amazed to find that this can often be done without sacrificing the efficiency of the street in its mobility role. True shared spaces are one way to do this but there are several others, including 30 km per hour zones (or '20s plenty' zones), familiar traffic calming techniques, road diets, complete street treatments and parts of multi-way boulevards.

However, some enthusiasts for shared space design may have taken this idea a little further than it will stretch. We still need to recognise the limits of expanding the public realm. Many roads will remain true traffic spaces with high traffic speeds. It will not be possible or wise to abolish traffic lights altogether! Traffic space in which speeds cannot be reduced to about 30 km/h or less will still need to be designed with careful segregation of pedestrians (and low-speed cyclists) from traffic.

Nevertheless, there is much room for debate over where the proper boundary should be between traffic space and low-speed public realm. This is not just a technical question but a question of priorities and values, and hence of politics. Communities in many cities are busy pushing to reclaim more streets to be included in the new shared parts of the public realm in which traffic and other uses of the street coexist at low speeds.

2. Getting the most from alliances between shared-vehicle services and public transport.

Public transport and vehicle sharing systems, such as car-sharing and bicycle-sharing, are natural allies in serving households that choose to own fewer car or no cars. Pioneering initiatives in European cities such as Zurich and Bremen have demonstrated that both public transport and car-sharing industries can benefit from alliances, such as the bundling of season tickets for public transport with car-share memberships.

In light of these successes, we might have expected many more such all iances to have emerged internationally. Unfortunately, the numbers remain rather small.

Motivated by this observation, this presentation will discuss the institutional context for such alliances. Cooperation between public transport and shared vehicle industries does not necessarily happen 'naturally' or spontaneously. In fact, even with the desire to cooperate, it is difficult to achieve without a conducive institutional context.

Arguably, the institutions, regulatory arrangements and industry structures on both sides matter. There are public transport arrangements which are conducive to alliances and those which are not. Similarly for car-sharing industry structures and regulatory arrangements. My investigation of this is a work in progress but the presentation will try to identify which arrangements are most promising, which are hopeless, and will try to offer some preliminary suggestions for reform.

52

Yutaka Matsubayashi日本 / KKG Geospatial Information 專案計畫主持人

落實「綠色通勤社會」的理想實現綠色通勤—著眼現在，展望未來

國際集團（Kokusai Kogyo Group，簡稱「KKG」）是日本科技工程產業中的

領導者，並且自1947年以來在該產業中扮演了先鋒者的角色，全球業務範圍遍及

亞洲與歐洲。KKG矢志實現低碳社會，憑藉著本身在可再生能源方面的地理空間

技術知識與專業證明，目前在綠色基礎設施產業方面扮演了極為重要的角色。

KKG目前也正參與了日本國內中多項與「綠色通勤」概念相關的計畫，為協

助政府建立綠色環保社區，KKG利用了本身在地理空間技術方面的獨家知識與經

驗；在本次的研討會中，我們希望能分享一些與綠色通勤有關的計畫：

（一）利用偵測資訊系統實施「交通需求管理」（沖繩縣）

․個案研究：利用即時交通資訊支援TDM交通需求管理，如此不僅可處理繁

忙的交通情況，也能促進觀光業的發展。

․車上配置GPS全球定位系統，以記錄駕車行經地點的路況即時數據。

․利用GIS地理資訊系統來計算移行所需的速度與時間，並將結果轉化為交通

資訊，傳送至使用者的手持中端裝置，以促進道路用途的多樣化，進而解

除交通壅塞的問題。

（二）在觀光區實施綠色生態通勤（奈良縣）

․奈良縣目前正在推動「觀光電動腳踏車」服務。

․電動腳踏車安裝了GPS軌跡記錄器，可記錄使用者的騎車路線，而這些數據

將用於分析道路使用狀況，分析結果有助於提升道路基礎設施的品質。

․此外，電動腳踏車充電站將利用太陽能發電，可進一步提升環保概念的價值。

（三）透過綠色ITS服務打造綠色低碳社會

新ITS服務：這是一項全新的概念，可實現「綠色通勤」的概念

利用我們的地理空間數據製作3D道路地圖網絡，在地圖中加上人、車和充電站

的位置，並且以GIS地理資訊系統進行模擬，如此便可建立提供綠色動能ITS服務的系統，例如：

․顯示環保油電混合Hybrid汽車的充電建議資訊，包括充電站位置和剩餘電量。

․Eco-route環保路徑模式，可減少二氧化碳排放量。

․設計以實際3D道路地圖（路口或斜坡）為基礎控制的油電混合引擎（充電

vs 能源供應）資訊共享。

․利用車輛移行數據來估計二氧化碳排放量及減少量（針對物流企業）。

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Yutaka MatsubayashiJapan / Team Leader of Geospatial Information Project Team specializing in GIS and Road Management Project

Making Eco-Mobility Community Come TrueImplementation of the Eco-Mobility–Now and Future

Kokusai Kogyo Group (“KKG”) is a leading technical engineering company in Japan, and also the pioneer of the industry since 1947, with global presence in Asia and Europe. With a strong commitment to the materialization of low-carbon society, we are playing a significant role in green infrastructure business by leveraging its geospatial technology know-how and credentials in renewable energy.

In Japan, KKG is participating in various projects regarding eco-mobility. We are utilizing our know-how and experience in geospatial technologies to help the government to build a green community. In the forum, we would like to share some projects regarding eco-mobility :

(I) Traffic Demand Management by utilizing probe information (Okinawa Prefecture)•A case study of using real time traffic information to support the TDM for dealing with heavy traffics and also promoting tourism•By driving a car with GPS, real time data of the road situation of the driving location is recorded. •Through the calculation by GIS, speed and time required for travelling are obtained. The result will be then delivered to users’ handheld terminals in form of traffic information to facilitate the diversifying road usage to solve heavy traffic problem.

(II) Implementation of Eco-Mobility in Sightseeing area (Nara Prefecture)•In Nara Prefecture, it is being promoted to use electric bicycle as a mean for sight-seeing. •There is GPS logger installed to the bicycle, and the GPS logger will record the route of user. The data will then be used for analysis of road usage and the result will become input for road infrastructure improvement. •In addition, the charging facilities for the electric bicycle are using solar power which adds further value to the ECO concept.

(III) Green ITS Service for Low-carbon SocietyA new concept to make Eco-Mobility Community come true – New ITS Service •Utilizing our own geospatial data to create a 3D road map network. By adding the position of people and car and charging facilities, and simulation by GIS, it is possible to create a system which offers eco-drive ITS services such as :•Advice information for charging for hybrid cars with consideration of charging facility location and remaining battery the car•Eco-route which minimize CO2 emission•Design of control for hybrid-engine (charging vs power feeding) information sharing based on the actual 3D road map (intersection or slope)•Estimation of CO2 emission and reduction by the vehicle moving data (for logistic companies)

54

CarlosFelipe Pardo哥倫比亞 / GTZ—波哥大永續都會運輸專案 (SUTP)

如何說服民眾接受共享概念？

運輸共享的概念面臨了眾多挑戰，其中ㄧ項挑戰就是說服民眾接受「共享」

優於「持有」的觀念。尤其是在開發中國家，「持有」的概念似乎極其重要，特

別是在於擁有汽車這個層面。許多都市認為，擁有汽車是一種社會地位的象徵，

甚至可能還有其他我們幾十年前所不曾思考過的車輛持有人的特質。

我的簡報將說明上述議題，以心理層面的角度來分析可能的成因，藉此瞭解

許多市民認為持有觀念具有強大正面形象的原因。我們也許需要深入探討此議

題，因為持有觀念很有可能是一種源自於難解的深層人格議題的彌補心態。

我將分析共享概念在運輸產業及其他不同產業中成功實行的方式，試圖找出

規律的特性模式，以便有助於加強自行車、汽車與其他交通工具的共享潛力。此

外，我也會分析一般共享概念各種不同的正面優點，以便作為倡導都會運輸共享

概念的論點。

我會根據上述議題，提供如何提倡一般都會運輸概念的架構，尤其是強調都

會運輸共享概念的部分，包括：界定對象、診斷現況以及制定有助於提倡共享概

念的一系列宣導訊息（理性、渲染力、動力）；另外，我也會提出關於共享概念

提倡方法的一般法則。

我的最後感想與我們在不取得其他產業協助下而提倡共享優於持有觀念的程

度有關，也就是我們應該解決都市與民眾的共享／持有觀念問題，同時概述都會

運輸共享觀念所可能面臨的阻礙。

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CarlosFelipe PardoColombia / Urban transport strategies

How to convince people to share?

There are various challenges to transport sharing, one of them being the challenge to overcome people's perception of sharing as opposed to ownership. Especially in developing countries, ownership seems to be of great importance, and this is somehow specifically emphasized when owning cars. Owning an automobile now embodies in many cities a sense of status, power and possibly other characteristics of its owner that were not even dreamt of some decades ago.

My presentation addresses these issues, analyzes its causes and possible reasons from a psychological perspective, looking forward to understand why ownership seems to have a stronger and more positive image than owning for many citizens. There may be a need to dig deeper on this issue since it may well be that ownership is actually compensating for deep personality issues of citizens which are not easily solved.

I will also analyze whether and how sharing does work in other sectors different from transport and within transport itself, to find a pattern of those characteristics which may be useful to enhance the potential of sharing bicycles, cars and other modes of transport. I will also analyze different positive aspects of sharing in general that can be used as arguments to promote sharing in urban transport.

Based on these issues, I will provide a general framework of how one can promote urban transport in general and, more specifically, sharing in urban transport. This will include defining an audience, having a diagnosis of the situation and then developing a series of messages (rational, affective, motor) that will be useful when promoting sharing. I will also present some general rules of how sharing should be promoted.

My final reflection relates to the issue of the extent to which we can promote sharing as opposed to ownership without getting help from other sectors which should address the sharing/ownership problem in cities and in people, while outlining some of the potential "enemies" of urban transport sharing.

Enrico Bonfatti義大利 / Bergamo 新動計畫共同發起人與主筆

從舊有事物中尋找類比

56

車輛共乘制度可以說是一項舊有的概念，也可以說是創新的概念，因為它使

我想起中世紀時期的某些公有地管理慣例，而其中有許多仍延用至今。

在北義大利，有一個被稱之為「ASUC」（ASsociazioni per gli Usi Civici，公

用土地協會）的組織負責管理面積廣闊的土地，我們可以在其中發現一些公有制

度的遺風。ASUC在阿爾卑斯山東面地區（原奧匈帝國領土）相當普遍盛行，一切

位於ASUC所屬土地上的事物，都歸他們管理，因此他們有權決定樹木、泉水、森

林備用土地以及放牧地等的相關事務。

ASUC的制度可以直接追溯至處理領主土地所有權爭端的中世紀農民組織。或

許無需特別強調這點，但是當土地作為領主的私有財產時，通常無法獲得有效的

利用，而且往往會處於長期閒置的狀態，或是使所有原本可持續供應村莊多年的

資源在突然之間消耗殆盡（舉例來說，如果為了製造建材而砍伐一整片樹林，農

民將度過沒有暖氣的嚴寒冬季）。

另一方面，土地若是由regole（就字面上來說，意義為「規定」，亦即農民依

規定可利用開墾共享的資源）制度掌控，將更有可能適時提供給適當的對象，進

行妥善的利用。即使到了現代，ASUC仍行之不墜，村民往往能夠從中獲得相當大

的效益；譬如說，為了取得取暖的燃燒材料，他們有機會以極低的價格購得砍伐

權，或甚至能享受木材直接運送到府的服務。

二十一世紀的共乘方式與這些古老的制度有所相同，但也互有差異，而研究

這些異同點或許將可對我們的研究有所幫助。

相似點：相較於單純的私有制度，regole可更為有效地利用資源。同樣地，

比起以車輛私有為基礎的通勤模式，汽車共乘制也能大幅提升交通的機動性。

－相較於私人車輛，共乘系統的車輛更可能長時間使用（同樣道理可見於土

地共享制度，其使用方式更具一致性，比起由地主獨占的土地，較無可能面臨無

人照料的狀態）。

－以私人汽車為基礎的交通機動系統僅能使部分人口受益，即使在我的國

家之中，人們高度依賴車輛（0.62輛／人），我也懷疑這些人並不屬於大部分的

人。年輕人、老年人、殘障人士、窮人和許許多多其他族群的駕車機動性，都強

烈受阻；然而截然不同的共享式交通運輸設計，卻可以使他們受益良多。回顧中

世紀時期，相較於領主私有制，regole也更能滿足農民們的需求。

－車輛共享及公共空間可更有效符合非運輸面的需求。同理可見於僅在固定

時節供人們砍伐常綠樹木的共享森林：A）夏天有樹蔭，冬天有陽光；B）提供便

於小型植物（黑莓、草莓和藍莓等）生長的優質草地；C）有時能提供品質良好的

草原；D）提供相當多可用於燃燒取暖用的木材來源。城市有如私有森林，除了常

綠樹木外，每一顆樹都被砍伐用於燃燒取暖或其他用途（亦即，每一小片公共空

間都被私人機動車輛占用），沒有人關心草莓、草地和草原。

－以共享為基礎的通勤系統，將不會造成停車用地的浪費，或是至少能大幅

減少這方面的浪費。我們不必再為駕車族勞心費神，不必再為交通浪費大量資

金，不必再浪費時間賺錢然後花費在汽車上。同樣地，農民生活在運行穩健的

regole制度中時，無須再互相爭奪利益，或是在爭奪中耗去許多金錢與時間—通常

是與對立的領主彼此爭奪—他們能夠以其他方式輕鬆取得這些資源。

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Looking for analogies from the pastEnrico BonfattiItaly / Managing Editor, Nuova Mobilità, Bergamo

The concepts of Share/Transport is something both old and new, since it makes me think to some middle-age customs to manage commons, some of them surviving in our era.

In Northern Italy you can find some clues of those habits in what are known as ASUC (acronym for ASsociazioni per gli Usi Civici, Civic Use ASsociations) who are in charge for the management of often wide portions of land. Asuc are quite common in eastern Alps (legacy of Austro - Hungarian empire) and they are accountable for management of everything located on the land they own. So they decide what to do with trees and springs, how much land reserve to forest, and how much to graze and so on.

ASUC are straight descendants of middle-age peasant associations that coped against their lords for land ownership. It is maybe useless to stress the point that where the land was privately owned by a lord its use was far from being efficient, being often left unexploited for a long time or suddenly stripped off of every resource that could serve the village for many years to come (i.e. cutting a whole forest to turn it into building raw materials and so leaving peasants without heating for the cold season).

On the other hand lands subject to "regole" (litterally "rules" that peasants gave themselves to exploit what in this case was a shared resource) were more likely to be used at the right time for the right people. Even nowadays, where ASUC are alive and kicking, people living in villages often have considerable benefits such as the chance to buy at a very low price the right to cut trees to heat their home or even to have the chopped wood from the forest delivered straight on their doorstep.

Sharing in transport in the 21st century has some analogies with these old waya. And some differences. It could be useful to explore both.

Analogies: like "regole" allowed a far more efficient use of resources than the sheer private ownership, sharing in transport is more likely to exploit our mobility systems in a far better way than the current private car based model:

- Shared vehicles are more likely to be used for a larger amount of time than the private-owned ones (in the same way a shared land was more likely to be used in a more consistent way and less likely to be left unattended than a land owned by a single lord)

- Private car based mobility systems benefit just a part of the population, which I suspect not to be the majority even in my highly car-dependent (0.62 cars/inhabitant) country. The youngest, the oldest, the impaired, the poorest and many other people are strongly hindered in their mobility by this way of doing things while they could benefit a lot from a different, more sharing-based, transport design. In the same way the needs of peasants in the middle age were far better met by "regole" than by land's lord ownership.

差異點在regole制度誕生的時期，人們普遍認為自己在社會上扮演著出生時所命定的

角色，而領主與農民各據一方，為了不同的特定利益，他們都極力地爭取資源的

掌控權。

在今日，這樣的社會角色變得更為鮮明，我們自身至少都成為了領主，但是

（幾乎）所有人也都同時成為（或繼續扮演）農民，且在一定程度上甚至可說是

奴隸，因為我們經常深受目前社會結構的荼毒，但是卻又能從中獲益。

運輸規劃的設計能給人帶來啟發：因為路上太危險，我的小孩不能獨自走路

上學？所以我開車送他去學校。在那一刻，我的身分既是農民（目前的通勤系統

降低了我的生活品質，而我完成的任務只是兒子自己應履行的責任；他年紀不小

了，應該有能力自己往返學校）也是領主（我進一步剝奪了孩子走路上學的機

會，更普遍地妨害無意或無法以車代步的人的自主權）。

因此，到了現代，中世紀時不同社會族群間的利益衝突變得更為深刻，每個

人都必須在彼此之間尋找自己認為適當的平衡點。遺憾的是，一百年以來，汽車

設計使得這種平衡過度趨近於「領主平衡點」，「常識」經常使人們在面對自身

利益時擺出中世紀領主的架子。我們必須使這種平衡偏向「農民平衡點」，而這

將是嚴苛的溝通挑戰。

共乘制度與regole另一項最大的不同點在於，regole為集體使用公共資源制定

了規則，而二十一世紀的共乘制度則使我們能夠集體使用私人資源（例如：私人

車輛共享的經營者），這是近年來ITC發展的貢獻。觀照後現代和中世紀，法國大

革命是不是顯得諷刺呢？

或者就像義大利俗話說的，我們正試圖要拯救「被革命汙水沖走的新生

兒」。

58

- A shared use of vehicles and public spaces would allow needs different from transport to be better fulfilled in the same way in a shared forest cutting just evergreen trees provided at the same time: a) shadow during summer and sun during winter, b) an high quality turf where small plants (blackberries, strawberries, bluberries etc) could easily grow c) sometime a good grassfield d) a fairly good amount of wood for heating. Cities are like private owned forests where every tree, not just evergreens, has been cut for heating or other purposes (=every small portion of public space is devoted to private motorized traffic) and no one is concerned about strawberries, turf and grassfield.

- In a sharing-based mobility system there would be no or at least greatly reduced need to waste all that real estate in parking lots, no need to cope with other motorists to find a bay, no need to waste great gobs of money in transport, no need to waste all that time to earn the money you need to pay your car, in the same way peasants living under strong "regole" systems did not have either to cope one against each other or to devote a big share of their money (if any) or of their time to get something - often from the lord they fought - they could easily put their hands on in another way.

Differences "Regole" were born in a period in which people could not conceive themselves

as having a role in society different from the one they were stuck in at their birth. The lord was on one side; on the other one there were peasants, all of them bringing specific, different interests in the fight for resource's control.

Today the roles are all but clear, we all became lords at least of ourselves -- but at the same time (almost) all of us became (or continued to be) peasants and indeed to an extent slaves, since we often both suffer and benefit from our social framework.

Transport design can be enlightening: my son can't walk alone to school because traffic is too dangerous for him? So I drive him to school. In that moment I am both a peasant (I suffer the impacts of the current mobility system on the quality of my life fulfilling a task that would be just my son's responsibility since he is old enough to find his way to and from school) and a lord (I add my share of hinders to other children walking to school and more generally to the autonomy of other people that do not want / cannot get around by car).

So middle age's conflicting interests of different social groups have been displaced to a more intimate dimension and everyone must find what he thinks to be the right point of balance between them. Unfortunately one century of car design brought this balance too close to the "lord tip", common sense often makes people think their interests match with the middle age lord's ones. Tilting that balance toward the "peasant tip" is a major communication challenge.

Another big difference between share/transport and "regole" is that "regole" set the rules for collective use of public resources while in the 21st century share/transport we often have a collective use of private resources (i.e. private car sharing operator) made possible by recent ITC development. Are post-modernity and middle age joining to mock French Revolution?

Or maybe we are trying, as we say in Italy, to rescue "the newborn that the Revolution got rid of with the dirty water"?

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60

Faizan Jawed印度 / 建築師與南半球永續協調發展研究者

交通計畫的常識、民主和永續性：印度觀點

印度的發展故事無須重述。20年來，「新印度」

建設持續加快腳步－將印度打造成玻璃幕牆摩天大

樓、購物中心、綜合影城、汽車、高速公路及高架公

路等浮誇建築組成的世界。

雖然在這個國家，每兩個兒童就有一個營養不

良，國家仍浪費大量的公共財富將資源集中於只能暫

時使少數人受益的基礎建設 *。印度人口11.3億，只

有1300萬人擁有汽車，也就是每1000人中有13人開

車。雖然印度國民收入不斷成長，汽車數量迅速增加

（2009至2010年的私人汽車成長率，印度位居世界第

二，僅次於中國），然而印度的交通機動性並非我們

表面上看到的那麼簡單。

印度的城市發展特色是不囿於形式。

過去20年以來，在嶄露光芒的「新印度」建設背

景下，印度城市中的非正式部門增長數倍。我們可說

非正式共享系統是場人類的鬥智遊戲，因為它需要使

有限資源發揮最大價值。資源有限導致非正式共享系

統將其重複利用、回收並相互分享，因此出現極具創

意的非正式共享交通，路線、車費和行車速度等都是

依循非正式的規則。

此類共享方式有其成效－在非正式運輸共享中，

人們共乘小型貨車和機動三輪車（基本上所有可穿梭

於狹窄街道的小型車輛都能以理想的速度移動），在

印度中小型城市內，步行和騎腳踏車形成運輸系統的

核心。

在正式公共交通普及的較大型都會中，這種共享

方式也對交通系統至關重要。這些服務是具有創意的

共享交通範例，而且最重要的是需要服務供應方和顧

客彼此的高度配合。

對於佔印度多數的窮人和社會的非正式部門來

說，非正式共享運輸、步行和騎腳踏車恰巧是最具重

要性的日常交通方式。諷刺的是，「新印度」的發展

方針對這些作法嗤之以鼻。實際上，遵循這些新方針

的發展計畫傾向於忽略大環境需求，意圖推行一致化

的制度。

除了為汽車開拓道路以外，人們普遍認為具有一

定規模的城市，都應該發展大眾運輸（地鐵或高載客

量巴士捷運），同時禁止並有系統阻撓或消除原本的

共享運輸方式，這既非明智的做法，也與民主精神相

違背。

除非沒有其他選擇，否則我無意反對發展大眾運

輸。我的論點是人們並未充分認識非正式共享運輸的

重要性，而這方面的研究可為我們指出正確做法，有

助於規劃可持續、合宜和民主的都市運輸。

這並不代表印度的非正式共享運輸無懈可擊，其

中存在人口擁擠問題，而且汙染未受控制，也缺乏安

全規範等等，但是這些問題都能著手改善。

改正此問題的前提是讓大眾瞭解，這些系統是因

應需求而生，本質上是適當做法，可提供大眾基本的

運輸服務。我認為這是受到忽略的問題，現代印度的

建設計畫著眼於未來的城市運輸，結果反而忽視本應

焚膏繼晷研究和改善的問題。

顯然的，許多專業城市建設人士、學者和行動主

義者需要從他人的經驗中學習，因此2010年我們才聚

集在高雄參加綠色共享交通國際研討會。

共享是很棒的事，但是我想要將它發揚光大－共

享對交通的永續發展不可或缺。

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Common Sense, Democracy & Sustainability in Transport Planning:Perspectives from India Faizan JawedIndia / Architect-researcher-activist

India's growth story need not be reiterated. Since two decades, a 'New India' is being built at an accelerated pace - the India of glass-clad skyscrapers, malls & multiplexes, automobiles, highways, flyovers and many monstrosities of similar pomp.

While one in every two children in the country is malnourished, great public wealth is being squandered at bu i ld ing resource in tens ive infrastructure that is of temporary* benefit for few. Out of the 1.13 billion people in India, only 13 million own cars, i.e. 13 in every 1000. While incomes in India are increasing and the number of cars growing rapidly (India was second only to China in the world tally of the rate of growth in the private automobile sector in the year 2009-10), there is more to mobility in India than what catches the eye.

Informality is the defining feature of urban development in India.

In the last two decades of building of a gleaming 'New India', the informal sector in urban India has grown manifold. Informal systems in developing contexts can be seen as people's play at being ingenious - one has limited resources, how does one make best use of them. The limitation of resources results in informal systems employing reuse, recycle and sharing. Thus we see very creative ways of informal shared transit whose route, fare, frequency, etc. are all decided informally.

And it works - a panoply of shared informal transit in the form of shared minivans and shared motorized 3-wheelers (all essentially compact vehicles that can reach narrow streets and run at desirable frequency) along with walking and cycling form the pith and core of transport system in mid- and small-sized cities in urban India.

These also form an important part of the transport system in the larger metros where formal public transit is prevalent. These services are creative examples of people-planned shared transi t and, most importantly, involve a high degree of cooperation between service providers and customers.

Informal shared transit, walking and cycling also happen to be the most important modes fulfilling the day-to-day transport needs of the poor and informal sections of society - the majority in India. Ironically, these practices are under attack in policies guiding development in the 'New India'. Development guided by these new policies, in practice, tends to formalize and universalize without considering context.

Apart from building for the car, the prevailing idea that mass transit (in the form of Metro rail or High Capacity Bus Rapid Transit) is the way forward for all cities above a certain size, while banning, capping, systematically discouraging or extirpating indigenous forms of shared transport is neither prudent nor democratic.

I do not want to come across as anti-public transport. That is the last position I could take. My contention is that the importance of the informal modes of shared transit is poorly understood and their study could shed important light on the correct approach to planning transport for a city that is sustainable, appropriate and democratic.

It is not that the informal shared transport in India is unexceptionable. There are issues of overcrowding, lack of pollution control, absence of safety standards, etc. but these are issues that can be worked on and rectified.

A precondition to rectification is taking cognizance that these systems are demand-driven, intrinsically appropriate and provide essential transport service needed by the masses. This is one issue that I think is overlooked while modern India plans its future urban transport despite being something that we should be burning midnight oil on understanding and improving.

C lea r l y, t he re i s a l o t t ha t c i t y -bu i l d ing professionals, academics and activists need to learn from one another's experiences. This is what makes the World Share/Transport Forum: Kaohsiung 2010 special.

Sharing is cool but I'd not just stop at that - it is indispensable for developing sustainable transport.

青年學人計畫Young researcher/Future Leader cooperative program

為何未來意見領袖會如此重要，因為現在大部分推動交通策略專家與主事者

學習的多是20世紀的理論與專業訓練，無法確切符合目前的交通運輸現況。有鑑

於此，這次會議的目標之一，就是引入新一代的年輕學者、從業人員與研究生的

觀點，提供給主事者參考，拉近在制定交通政策、推動者與實際使用者的世代差

異。

There is, as it happens, often a significant "generational difference" concerning new thinking about transport policy and practice, and in most places decisions are still taken by those somewhat older professionals and politicians whose training and thinking were largely shaped in the suddenly far distant 20th century.

With this in view, one of our goals in Kaohsiung 2010 is to bring in a select group of young professionals and graduate students, including those already working in the sector as well as those who are advancing their own training and research, in order to help close the significant generation gap in transport policy and practice.

In addition to the usual transport, environment and sustainable transport interests and skills, we are eager to bring in some young people with backgrounds in the behavioral sciences, public health, community relations, the volunteer sector, government and media. This is important since one of the main causes of poor projects and policy in the sector in the past has been precisely because decisions were being taken from a far too narrow perspective and understanding of the fundamental issues and factors for success.

未來意見領袖的重要性

Why this is important

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1. Charina Cabrido 環境保護研究者、作家 / 尼泊爾 加德滿都

Charina Cabrido. Environmental researcher, writer. Kathmandu, Nepal

2. 鄭永祥 成功大學交通管理科學系 助理教授 / 台灣

Yung-Hsiang Cheng. Kaohsiung Mass Rapid Transit. Taiwan

3. Sandeep Gandhi / 印度

Sandeep Gandhi. India.

4. Faizan Jawed 建築師、研究者 / 印度

Faizan Jawed. Architect-researcher-activist. India

5. 林芝旭 研究助理 / 台灣

Chih-Hsu Lin. Research Assistant. Taipei Taiwan

6. 倪孟正 博士 / 台灣

Jason Ni. Taiwan.

7. Pallavi Pant 永續生活推動者 / 印度

Pallavi Pant, Sustainability activist, India

8. Jittichai Rudjanakanoknad Chulalongkorn大學助理教授 / 泰國

Jittichai Rudjanakanoknad. Chulalongkorn University. Thailand 9. Jane Voodikon 關心共享議題者 洛杉磯 / 成都

Jane Voodikon. Concerned person and editor. Los Angeles and Chengdu, China.

10.張華 蘭州大學博士候選人 / 中華人民共和國

Hua Zhang, Lanzhou University, PR.China

11.黃錦虹 桃園市政府交通局 / 台灣

Chin-Hung Huang ,Associate Technical Specialist, Taoyuan County Government,Taiwan

12.葉昭甫 交通部公路總局公路公共運輸發展辦公室 / 台灣

Chao-Fu Yeh Highway Public Transportation Development Office at the MOTC

13.王偉哲 高雄市政府交通局 / 台灣

Milton Wang,Traffic Bureau, Kaohsiung City Government,Taiwan

14.洪英偉 高雄市政府交通局 / 台灣

Ray Y.W Hung, Dept. of Transportation, Kaohsiung City Government ,Taiwan

15.許乃文 高雄市政府交通局 / 台灣

Casper Hsu,Dept. of Transportation, Kaohsiung City Government ,Taiwan

16. Andi Putra 交通部城市運輸計畫師 / 印尼

Andi Putra, Urban transport planners in Ministry of Transportation, Republic of Indonesia.

17.Ashim Ratna 加德滿都工程大學 / 尼泊爾

Ashim Ratna ,Kathmandu Engineering College, Kalimati, Kathmandu, Nepal

青年學人介紹 profile

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主辦單位、贊助廠商介紹Host、Sponsors

主辦單位/Host:高雄市政府 Kaohsiung City Government 中華民國運輸學會 Chinese Institute Transportation

協辦單位/Co-organizer:國立台灣大學土木工程學系 Civil Engineering ,National Taiwan University國立中山大學國家政策研究中心 National Policy Research Center NSYSUNSTP-Energy能源國家型科技計畫 National Science and Technology Program-Energy

承辦單位/Organizers:城市紀憶公關公司 City Image PR Consulatnts Co., Ltd.

感謝以下贊助單位/Thanks for Sponsors:

ISO 9001

(以筆劃多寡排序)

中華民國遊覽車客運商業同業公會全國聯合會

公共汽車客運業全國聯合會

台北市遊覽車客運商業同業公會

台北縣遊覽車客運商業同業公會

台灣省遊覽車客運商業同業公會聯合會

交通部公路總局

交通部鐵路改建工程局南部工程處

亞聯工程顧問股份有限公司

佳豐機械設計工業股份有限公司

季鈞管理顧問股份有限公司

財團法人中華顧問工程司

高雄市遊覽車客運商業同業公會

高雄捷運公司

統立開發股份有限公司

鼎漢國際工程顧問股份有限公司