It’s not a clampdown, but the beginnings of a
finding some way forward on bike-sharing, at least in one part of Nanjing.
Today’s edition of Nanjing Daily [南京日报] carries the news that Xinjiekou [新街口]--the center of Nanjing and its main
shopping district--has begun to institute changes to the ways in which share-bikes
are distributed and parked there. According to the
report, spaces to leave share-bikes for use will now be limited, and after
30 minutes, the affiliated company must remove share-bikes that are not being
used.
These measures are clearly stopgaps to deal
with the growing problem of bike-sharing in localities here—one which the
account states, at least in Nanjing’s central shopping area, “has become more strained”
[更加紧张].
The Xinjiekou Administrative Management
Committee—one of the many departments and bureaus here that oversee zones
(instead of having a specific policy portfolio, such as transportation in
general)—stated that since January, six separate bike-sharing companies have
appeared in Nanjing, and that while the local government isn’t out to prohibit
their activities, “there are 0.37 square kilometers of the Xinjiekou core area,
and the non-motorized parking area [that is, anything that isn’t a car or a
delivery truck] can only accommodate 2500 to 3000 non-motor vehicles.” The
problem, according to Director Lu Minmin [陆敏敏], is that “a lot of people after the end of shopping, often
choose subway, bus, taxi and other ways to leave,” and the resulting pedestrian
traffic is often heavy. The sudden influx of shared-bikes competing for already
tight space has made sidewalks more difficult to park on and to navigate.
One parking attendant quoted in the article
estimated that recently there are hundreds of shared bicycles competing with
electric bikes, motorcycles, and other vehicles for parking spots, many of the
latter piloted by people employed in the area and forced to find spaces away
from their workplaces. “The local operators are trying to maintain the order of
parking,” Lu noted, “but because of the lack of manpower, it’s only a drop of
water in the ocean [杯水车薪].” Something had to be done, has to be done, or at least tried.
This is not some draconian
directive being announced that Nanjing city authorities will implement from
above without further consideration or consultation. Nanjing doesn’t work that way. In fact,
the report noted that “Qinhuai District parking facilities management center
director Fang Xiaojun [方晓俊] suggested that the various operators should establish an
autonomous coalition…to coordinate ways in which to allocate and maintain order
for bike-share parking.” So there's room for discussion and options.
Interestingly, Nanjing Daily—in what is surely an effort to convey the sentiment
that options other than outright bans exist—has a
lengthy article a few pages later, extolling the bike-sharing programs
currently operating abroad, with nary a critical word to say about any of them.
That positive presentation signals that there’s still a strong chance that
whatever is done here to deal with the challenges of bike-sharing can still be
brokered locally in Nanjing, instead of being imposed by Beijing in its usual Our Size Fits All approach.
Which doesn’t mean that coming up with a new
approach for Nanjing is going to be straightforward. Indeed, there were signs of incoordination from the start.
Nanjing authorities didn't do their best job
of announcing this new policy—which is striking in a small way at least because
they're usually as proactive in soliciting views and notifying the public as they
are in policymaking itself. But here word of the new restrictions first appeared on
social media here as bike-share riders reported being told to park elsewhere; the
aforementioned Xinjiekou Administrative Management Committee gathered local
reporters together to announce what they were up to after those reports started
causing concern. Somewhere there was a communications breakdown, probably
because it was a Monday when all government officials are tied up in meetings
to greet and plan the new week. It’s also possible the delay was
intentional, to test local reaction, and go with what various officials could agree on for the time being.
The larger point to be made here is that this
is yet another case of local issues in China—the ones that really matter to
residents far more than what’s too often reported on (non-existent environmental
or feminist movements, widespread outrage at Seoul, and so on). While the narrative told
by more than a few observers bound to the Beijing-Shanghai Beltway is about the
potential for problems--too much expansion too fast, too much credit, and
another bubble in China that’s also set to burst, leading to citizen outrage and cries for democracy--actual inhabitants here see
matters rather differently. This is not rulers and ruled fighting against each other,
but each struggling to make ways without making too many bumps. What’s happening is not easy,
but nor is it violent or unstable. From a local perspective, it’s people trying yet
again to find ways to share the various roads they have to ride and walk on.
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