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城市发起无车运动[City steering car-free campaign”>
导读：众多欧洲城市相继发起“无车”运动，虽然全球气候变暖和油价上升都说明应减少对汽车的使用，但要做到这一点绝非易事。法国城市南特在这方面树立了典范，它将重点放在发展汽车的替代方式上，着力完善公共交通系统，在城郊接合处建设免费停车场，从而抑制了城市交通流量的增长。它还计划通过鼓励合伙用车等方式，进一步减少市内的汽车数量，让南特成为一座适合居住的城市。
City steering car-free campaign
城市发起无车运动
It takes a while, as you walk around the streets of Nantes, a city of half a million people on the banks of the Loire River, to realize just what it is that is odd. Then you get it: There are empty parking slots. That is highly unusual in big French towns, normally clogged with traffic crawling along ancient thoroughfares. But here, as one policeman said, "caroulait bien" — cars were rolling.
Two decades of effort to make life more livable by dissuading people from driving into town has made Nantes a beacon for other European cities seeking to shake dependence on the automobile. "We are not anti-car," says Francois de Rugy, deputy mayor in charge of transport. "But we send people a lot of signals: If they come into town on buses, on foot, by train or by bike, we will help them. If they come in cars, we won’t."
The effects were clear recently during Mobility Week, a campaign sponsored by the European Union that prompted more than 1,000 towns across the Continent to test ways of making their streets, if not car-free, at least manageable. "That is an awfully difficult problem," acknowledges Joel Crawford, an author and leader of the "car free" movement picking up adherents all over Europe. "You can’t take cars out of cities until there is some sort of alternative in place. But there are a lot of forces pointing in the direction of a major reduction in car use, like the rise in fuel prices, and concerns about global warming."
Last week, proclaiming the slogan "In Town, Without my Car!" hundreds of cities closed off whole chunks of their centers to all but essential traffic. Nantes closed just a few streets, preferring to focus on alternatives to driving so as to promote "Clever Commuting," the theme of this year’s EU campaign. Volunteers pedaled rickshaws along the cobbled streets, charging passengers $1.20 an hour; bikes were available for free; and city workers encouraged children to walk to school along routes supervised by adults acting as Pied Pipers and picking up kids at arranged stops.
Some critics dismissed the idea as a gimmick. "We live in a society that is organized, like it or not, in such a way that we cannot do without cars," Christian Gerondeau, president of the French Federation of Auto Clubs, told French radio. "Stigmatizing the car is the wrong battle." Authorities in Nantes, though, are trying to show that there might be another way.
The centerpiece of their efforts is a state-of-the-art tramway providing service to much of the town, and a network of free, multistory parking lots to encourage commuters to "park and ride."Rene Vincendo, a retired hospital worker waiting at one such parking lot for his wife to return from the city center, is sold. "To go into town, this is brilliant," he says. "I never take my car in now."
It is not cheap, though. Beyond the construction costs, City Hall subsidizes fares to the tune of 60 million euros ($72 million) a year, making passengers pay only 40 percent of operating costs.
That is the only way to draw people onto trams and buses, says de Rugy, since Nantes, like many European cities, is expanding, and commuters find themselves with ever-longer distances to travel.It’s a chicken-and-egg problem, says John Adams, a professor of geography at University College in London. There is no longer room in European cities for cars to park, so drivers must live farther from work, and the traffic increases oblige urban planners to devote more room to roads and parking, which worsens urban sprawl.The danger, he warns, is that "the further you go down the route of car dependence, the harder it is to return, because so many shops, schools and other services are built beyond the reach of any financially feasible public-transport network." This, adds de Rugy, means that "transport policy is only half the answer. Urban planners and transport authorities have to work hand in hand to ensure that services are provided close to transport links."
The carrot-and-stick approach that Nantes has taken — cutting back on parking in the town center and making it expensive, while improving public transport — has not reduced the number of cars on the road. But it has "put a brake on the increase we would have seen otherwise" and that other European cities have seen, says Dominique Godineau, head of the city’s "mobility department."
City Hall has other plans to keep up the pressure. Last week it launched a Web site to connect potential carpoolers. It has put out tenders for a car-sharing system that would allow city dwellers to rent a car for a few hours from curbside locations with the swipe of a magnetic card. The authorities are also encouraging big employers to match up to 15 percent of workers’ monthly bus and tram passes.
位于卢瓦尔河畔的南特，是个拥有50万人口的城市。漫步街头，你可能一时意识不到，它的奇怪之处在哪里。接着你就明白了：这里有空着的停车位。在法国的大城市，这种现象非常少见。通常，古老的大街上，排成长龙的汽车像蜗牛一般缓缓前行。可是在南特，正如一名警察所言：“汽车可以开起来。”
为了让这里变得更适合居住，劝说人们不要开车进城的努力20年来从未终止过。对于力求摆脱对汽车依赖的其他欧洲城市来说，南特不啻为一盏指路明灯。主管交通事务的副市长弗朗索瓦·德吕吉说：“我们并不反对使用汽车，但我们向人们发出许多信号：如果他们坐公交车、步行、乘火车或骑自行车进城，我们会帮助他们。如果他们开车来，我们就不会提供任何帮助。”
最近由欧盟发起的“易行周”运动的影响显而易见。在欧洲大陆1000多个城市开展的这一运动旨在鼓励它们尝试一些办法，让街道即便做不到无车，至少也要变得可以控制。“无车”运动在整个欧洲得到很多人的拥护。不过该运动的发起人和牵头者乔尔·克劳福德也承认：“这是一大难题。如果没有某种合适的替代方式，就无法让汽车远离城市。不过也有许多因素共同驱使人们大幅减少汽车的使用，诸如燃油价格的上涨以及对全球气候变暖的忧虑等等。”
上周，数百个城市打出“在城市，我不开车！”的口号，市中心的众多街道除一些基本交通工具外，一概不准其他车辆通行。南特只有少数几条街道禁止车辆通行，它更愿意把重点放在开车的替代方式上，以此来宣传今年欧盟“易行周”运动的主题：聪明通勤。志愿者们蹬着人力车行驶在用大卵石铺就的街道上，坐这样的车１小时收费1.2美元；自行车免费供人使用；市政人员鼓励儿童走路上学，路上有成年人负责照看他们，这些成年人装扮成花衣魔笛手的样子，在一些设定好的站点接送孩子们。
一些批评人士称这种想法不过是哗众取宠的把戏。法国汽车俱乐部联合会主席克里斯蒂安·热龙多对法国一家电台说：“我们生活在一个组织有序的社会里，不管你喜欢与否，我们都离不开汽车。”他说：“把问题归咎于汽车是一场错误的斗争。”不过，南特当局正试图证明，也许还有别的办法。
他们行动的核心是修建一套最先进的、可以到达城市大部分地方的公共电车运输系统，并建设免费的多层停车场网络，以鼓励在城郊间往返上下班的人们“停车转乘”。已退休的医务工作者勒内·万桑东对这一措施很是欢迎，他此刻正在这样一处停车场等待妻子从市中心返回。“这样进城太棒了，”他说，“我现在再也不开车进城了。”
不过这样做的费用并不便宜。除了建设费用，市政府每年在车费上提供的补贴就高达6000万欧元（合7200万美元），而乘客只需支付车辆运营成本费的40％。
德吕吉说，这是引导人们乘坐电车或公共汽车的惟一办法，因为南特和许多欧洲城市一样，规模在不断扩大，在城郊间往返上下班的人们随之发现自己的行程越来越长。伦敦大学学院地理学教授约翰·亚当斯说，这是一个鸡生蛋还是蛋生鸡的问题。欧洲城市不再有停车的地方，所以开车的人必须住得离上班地点更远，而交通流量的增加迫使城市规划人员拿出更多的地方用来修建道路和停车场，这样一来，城市无计划扩展的问题就变得愈发严重。他告诫说，其危害在于“对汽车的依赖越大，就越难以回头，因为许多商店、学校和其他服务设施都建在财力上可行的公共交通网络难以企及的地方”。德吕吉还补充说，这意味着“交通政策只能解决一半的问题。城市规划人员和交通主管部门必须携起手来，确保各种服务设施靠近交通连接线”。
南特采取的这种软硬兼施的办法——一方面减少市中心的停车位并提高停车费用，另一方面改善公共交通设施——并没有减少公路上行驶的汽车的数量。不过这却“抑制了交通流量的增加，那是南特原本会出现的情形”，也是其他欧洲城市已然出现了的，南特市“易行部”的负责人多米尼克·戈迪诺说。
市政府还打算通过其他方式来进一步促使人们减少对汽车的使用。上周，它设立了一个网站，为可能合伙用车的人士牵线搭桥。它还对外招标，以设立一套汽车合用系统，使城市居民可通过刷磁卡在路边租车使用几个小时。市政当局还鼓励一些大的雇主，每月为雇员报销多达15％的公共汽车和电车票费。