外文文獻(xiàn)
提升自行車使用的設(shè)計(jì)策略研究
1.介紹
自行車，一種純粹依靠人力運(yùn)轉(zhuǎn)的機(jī)器，最早是被發(fā)明用來(lái)作為轉(zhuǎn)移和運(yùn)輸?shù)墓ぞ?它一直持續(xù)不斷地在結(jié)構(gòu)上被改進(jìn)以至于現(xiàn)在自行車不僅僅是用來(lái)作為有效的交通工具更是一種物理鍛煉工具和休閑活動(dòng)。[2]騎自行車可以讓騎車者在 25KM/H 的狀態(tài)下消耗 780 千卡路里，讓它變成了一種比其他物理鍛煉更有效的有氧運(yùn)動(dòng)。除此之外，考慮到國(guó)家每年在交通堵塞上付出的總數(shù)達(dá)到了 228 億元的花費(fèi)，增加 1%的自行車交通會(huì)產(chǎn)生經(jīng)濟(jì)的效果遠(yuǎn)比分解交通堵塞所引起的效果大，節(jié)省能源，并且也具有環(huán)境效益。并且，一千米自行車騎行可以減少167KG 二氧化碳的排放。因此，自行車是一種非常具有環(huán)境效益的交通工具。[1]然而，現(xiàn)今在南韓的自行車使用率仍然低于發(fā)達(dá)國(guó)家。道路結(jié)構(gòu)以及政府交通政策將機(jī)動(dòng)車放在了首要位置,讓本來(lái)就不利的自行車使用狀況更為糟糕。自行車交通換乘在南韓只有 1.2%，遠(yuǎn)遠(yuǎn)低于日本的 14%以及荷蘭的 27%.同時(shí)，南韓的自行車量產(chǎn)工業(yè)基礎(chǔ)也被削弱了，將第一占有率的市場(chǎng)轉(zhuǎn)向了中國(guó)生產(chǎn)的自行車。結(jié)果，貿(mào)易逆差大幅惡化以至于現(xiàn)今出口了需求中 99.8%的自行車。[4]這樣一種對(duì)自行車使用的漠不關(guān)心已經(jīng)導(dǎo)致了自行車使用率的降低和相關(guān)產(chǎn)業(yè)的削減。這份研究檢視了自行車設(shè)計(jì)的功能，作為一種自行車使用流行化的重要因素。根據(jù)調(diào)研，這份研究報(bào)告建議結(jié)構(gòu)靠攏那些物質(zhì)基礎(chǔ), 社會(huì)基礎(chǔ), 和自行車工業(yè). 最終，它檢驗(yàn)了自行車設(shè)計(jì)的功能可以在此類的結(jié)構(gòu)內(nèi)容中有所表現(xiàn)。
A Study On The Design Strategy For Promotion Of Bicycle Use
1. Introduction
Since a bicycle, an instrument operated only by human physical power, was originally invented as the device for transport and conveyance, it has been continuously developed in the structure and function for a long period of time so much so that nowadays bicycles are used not only as an effective transportation instrument but also as a tool for physical exercise and leisure-time activity[2] Bicycle riding enables the rider to consume 780kcal on 25km/h, which makes it a still more effective aerobic exercise than other types of physical exercise. Besides, considering that the national annual expenses required by traffic congestions amount to 22 billion 800 million won, the increase of bicycles' transportation allotment rate by 1% will generate the economic effect of more than 1 billion won by causing the dissolution of traffic congestion, energy saving, and environmental benefits. Also, the one-kilometer bicycle riding is equivalent to the reduction of CO2 by 167kg. Therefore, a bicycle is a pro-environmental means of transportation [1] However, the current rate of bicycle use in South Korea is still lower than other advanced countries. The road structures and governmental traffic policies which give first importance to automobiles, have aggravated the already disadvantageous condition for bicycle use, which had in turn led to the decrease in the rate of bicycle use. Bicycles' transportation allotment rate is 1.2% in South Korea, which is far behind in comparison to Japan (14%) and Netherlands (27%). In the mean time, South Korea's industrial foundation of bicycle production has been weakened, turning the market initiative over to the bicycles made in China. As a result, the adverse balance of trade has been so much exacerbated that currently imported products account for 99.8% of the demand for bicycle[4] Such an indifference to bicycle use has brought about the decrease in the rate of bicycle use and the decline of the related industries. This study examines the function of bicycle design as an important factor for the popularization of bicycle use. It uses as research methodology the investigation of the context surrounding bicycle use and of the problems that obstruct the invigoration of bicycle use. Based on the researches, this study proposes the structural approaches to the matters pertaining to material infrastructure, social infrastructure, and bicycle industry. Lastly, it examines the function that bicycle design may perform in such structural contexts.