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Cambridge IELTS 14 test 1 – Passage 2: The growth of bike-sharing schemes around the world dịch chi tiết:

The growth of bike-sharing schemes around the world

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A The original idea for an urban bike-sharing scheme dates back to a summer’s day in Amsterdam in 1965. Provo, the organisation that came up with the idea, was a group of Dutch activists who wanted to change society. They believed the scheme, which was known as the Witte Fietsenplan, was an answer to the perceived threats of air pollution & consumerism. In the centre of Amsterdam, they painted a small number of used bikes white. They also distributed leaflets describing the dangers of cars và inviting people lớn use the trắng bikes. The bikes were then left unlocked at various locations around the city, khổng lồ be used by anyone in need of transport.

B Luud Schimmelpennink, a Dutch industrial engineer who still lives và cycles in Amsterdam, was heavily involved in the original scheme. He recalls how the scheme succeeded in attracting a great deal of attention – particularly when it came lớn publicising Provo’s aims – but struggled to get off the ground. The police were opposed to lớn Provo’s initiatives và almost as soon as the trắng bikes were distributed around the city, they removed them. However, for Schimmelpennink and for bike-sharing schemes in general, this was just the beginning. The first Witte Fietsenplan was just a symbolic thing,’ he says. ‘We painted a few bikes white, that was all. Things got more serious when I became a thành viên of the Amsterdam thành phố council two years later.’

C Schimmelpennink seized this opportunity khổng lồ present a more elaborate Witte Fietsenplan khổng lồ the đô thị council. ‘My idea was that the municipality of Amsterdam would distribute 10,000 trắng bikes over the city, for everyone lớn use,’ he explains. ‘I made serious calculations. It turned out that a trắng bicycle – per person, per kilometre – would cost the municipality only 10% of what it contributed khổng lồ public transport per person per kilometre.’ Nevertheless, the council unanimously rejected the plan. They said that the bicycle belongs lớn the past. They saw a glorious future for the car,’ says Schimmelpennink. But he was not in the least discouraged.

D Schimmelpennink never stopped believing in bike-sharing, và in the mid-90s, two Danes asked for his help lớn set up a system in Copenhagen. The result was the world’s first large-scale bike-share programme. It worked on a deposit: ‘You dropped a coin in the bike và when you returned it, you got your money back.’ After setting up the Danish system, Schimmelpennink decided to try his luck again in the Netherlands – và this time he succeeded in arousing the interest of the Dutch Ministry of Transport. Times had changed,’ he recalls. ‘People had become more environmentally conscious, & the Danish experiment had proved that bike-sharing was a real possibility.’A new Witte Fietsenplan was launched in 1999 in Amsterdam. However, riding a white bike was no longer free; it cost one guilder per trip and payment was made with a chip card developed by the Dutch ngân hàng Postbank. Schimmelpennink designed conspicuous, sturdy trắng bikes locked in special racks which could be opened with the chip card – the plan started with 250 bikes, distributed over five stations.

E Theo Molenaar, who was a system designer for the project, worked alongside Schimmelpennink. ‘I remember when we were testing the bike racks, he announced that he had already designed better ones. But of course, we had lớn go through with the ones we had.’ The system, however, was prone to lớn vandalism & theft. ‘After every weekend there would always be a couple of bikes missing,’ Molenaar says. ‘I really have no idea what people did with them, because they could instantly be recognised as trắng bikes.’ But the biggest blow came when Postbank decided to abolish the cpu card, because it wasn’t profitable. That chip card was pivotal khổng lồ the system,’ Molenaar says. Lớn continue the project we would have needed khổng lồ set up another system, but the business partner had lost interest.’

F Schimmelpennink was disappointed, but – characteristically – not for long. In 2002 he got a gọi from the French advertising corporation JC Decaux, who wanted lớn set up his bike-sharing scheme in Vienna. That went really well. After Vienna, they mix up a system in Lyon. Then in 2007, Paris followed. That was a decisive moment in the history of bike-sharing.’ The huge và unexpected success of the Parisian bike-sharing programme, which now boasts more than 20,000 bicycles, inspired cities all over the world lớn set up their own schemes, all modelled on Schimmelpennink’s. ‘It’s wonderful that this happened,’ he says. ‘But financially I didn’t really benefit from it, because I never filed for a patent.’

G In Amsterdam today, 38% of all trips are made by bike and, along with Copenhagen, it is regarded as one of the two most cycle-friendly capitals in the world – but the city never got another Witte Fietsenplan. Molenaar believes this may be because everybody in Amsterdam already has a bike. Schimmelpennink, however, cannot see that this changes Amsterdam’s need for a bike-sharing scheme. ‘People who travel on the underground don’t carry their bikes around. But often they need additional transport to lớn reach their final destination.’Although he thinks it is strange that a city lượt thích Amsterdam does not have a successful bike¬sharing scheme, he is optimistic about the future. ‘In the ’60s we didn’t stand a chance because people were prepared khổng lồ give their lives lớn keep cars in the city. But that mentality has totally changed. Today everybody longs for cities that are not dominated by cars.’

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