重庆星宸医学的地址
时间:2019年10月17日 20:45:26

TAIPEI, Taiwan — Across Asia, motorized two-wheeled vehicles provide mobility for the masses, but emissions from hundreds of millions of scooters and motorcycles are responsible for more than half of traffic pollution in many cities, choking the air with hazardous levels of benzene and particulate matter, in addition to greenhouse gases.台湾台北——在亚洲,二轮机动车辆是民众普遍的代步工具。不过这些难以计数的机车所排放的气体,也得为许多城市的交通污染负上大半责任。这些废气使得空气中除了温室气体,还布满了苯与微粒物质,高达有害人体的程度。This year, a Taiwan-based startup called Gogoro has been using the scooter-filled streets of Taipei to test its Smartscooter, an electric scooter with an efficient all-electric drive train, sleek design and Internet of Things ingenuity. But Gogoro doesn’t want to be called a scooter company. It sees itself as an energy services company at heart.台湾起家的新创公司“睿能新动力(Gogoro)”自今年开始,在台北这个满街机车的城市测试他们的智慧双轮电动车。这是一种使用高效能全电力传动系统的电机车,造型时髦,还是一个智慧型物联网载具。不过Gogoro不甘于机车制造商的角色,他们自许为一间以能源务为本的公司。“What technology has done to content, it can also do to energy,” said Horace Luke, Gogoro’s chief executive. The company operates a 4G-connected network of 90 battery-swapping stations around metropolitan Taipei serving a fleet of 2,000-plus smartscooters that are challenging their gasoline-powered rivals in performance — zero to 30 in just over 4 seconds — convenience, and environmental impact.“科技改变了我们吸收内容的方式,这种影响力也可以发挥在能源上,”Gogoro的执行长陆学森(Horace Luke)说。Gogoro在大台北都会区设有90座电池交换站,全都有4G网路连线,为两千多辆智慧型电机车务。这些机车在性能(从0加速到时速30公里只需4秒)、便利性、环境影响等方面,都在挑战市面上与之竞争的汽油动力型机车。The Smartscooter is quickly gaining market share. As of late November, Gogoro’s flagship vehicle accounted for 95 percent of Taipei’s electric vehicles and 5 percent of scooters overall, Mr. Luke said.目前这些智慧型电机车正在快速抢攻市占率。陆学森表示,至十一月下旬,Gogoro的主力车款已占台北市电动型机车的95%,以及总机车数量的5%。Gogoro scooters are powered by two lithium-ion batteries that use the same Panasonic cells as Tesla batteries, with one charge enabling travel of up to 60 miles. When it’s time to swap in fresh batteries, a smartphone app offers directions to the closest station with available batteries (one is a 7-eleven convenience store). In seconds, the user replaces used batteries — which send vehicle diagnostics to the Gogoro network via Bluetooth — with the newest and most-charged batteries at the station.Gogoro机车使用的两个锂电池组由松下电器(Panasonic)生产的电池芯构成,和特斯拉(Tesla)电动车的电池芯是一样的。每次充满电后,最远行驶距离可达100km。需要更新电池的时候,车主可通过手机应用程序得知能取得有效电池且距离最近的交换站(其中一间还是7-11便利商店)。在这些站点上,数秒内就能取下旧电池,换上最新、电量最饱满的电池组,而那些旧电池会将车体分析资料经由蓝牙技术传送至Gogoro务网。Panasonic has bought into Gogoro’s vision. In November, Gogoro announced that the Japanese company had joined the Taiwan government and the billionaire Samuel Yin as Series B, or second round, investors in Gogoro, making it the second electric vehicle maker to attract Panasonic capital, the other being Tesla. Shortly after raising 0 million in Series B funding, Gogoro announced that it would expand into Europe, beginning with Amsterdam.松下电器与Gogoro是英雄所见略同。Gogoro在十一月时宣布,这家日本公司已经加入台湾政府与百万富豪尹衍梁(Samuel Yin)的行列,成为他们的B轮(第二轮)投资者。他们也是继特斯拉之后,第二个吸引松下投入资金的电力运输工具制造商。在B轮融资筹得一亿三千万美金后,Gogoro很快就宣布他们将自阿姆斯特丹开始,进军欧洲市场。“The fundamentals of how people live changed in a decade with the smartphone,” Mr. Luke said. “If we put the same effort into how energy is consumed, how much can we change things in 10 years?”“过去十年来,人们的基本生活方式因为智慧型手机起了很大变化。”陆学森表示,“如果我们也对能源的使用投入同样心力,接下来十年,又能造成怎样的改变呢?”Mr. Luke speaks from experience. He was chief innovation officer at the Taiwan-based smartphone maker HTC from 2006 to 2011, helping transform the company from one that made products for other companies to a global brand. While at HTC, Mr. Luke and a colleague, Matt Taylor, began discussing their vision for a new company that would leverage technology for social impact. Being based in Taiwan — where 14 million scooters serve a population of 23 million — scooters seemed like a good place to start.陆学森的发言源自他工作的经验。他曾在2006至2011年间,担任台湾智慧型手机公司宏达电(HTC)的创意长,协助这间公司从代工厂转型成全球品牌。当陆学森还任职于HTC的时候,他和同事麦特泰勒(Matt Taylor)就开始讨论他们的共同愿景,也就是借由打造一间新创公司,使科技发挥社会影响力。由于他们身在台湾,一个有两千三百万人口骑着一千四百万辆机车的地方,所以这种交通工具似乎是个不错的起点。“The scooter hasn’t seen much evolution in the last 20 years,” Mr. Taylor said. “We asked ourselves if we could apply modern technology to something we see buzzing in the streets every day and make a better product in the process.”“机车自过去二十年来似乎没有多大的进展,”泰勒说,“我们自问,是不是能把现代科技运用在这种满街跑的东西上,并且从中创造出更好的产品来。”In 2011, the two men co-founded Gogoro, with Taylor as chief technology officer. They decided to rebuild the scooter from the ground up. Their initial focus was on performance and innovation, but minimizing environmental impact quickly became important.2011年,两人共同成立Gogoro,泰勒担任首席技术官。他们决定从头开始,重新设计机车。他们最初的重点在性能和创新上,但很快,把对环境的影响降低到最少变得重要起来。In Taiwan, pollution from scooter exhaust is a public health concern. Studies have found correlations between higher measurements of the fine particulate matter classified as PM2.5 in the air and increased cases of chronic obstructive pulmonary disease in local hospitals.在台湾,机车废气污染是一个公共卫生问题。研究发现,空气中被划分为PM2.5的微小颗粒物的测量数值升高,和当地医院慢性阻塞性肺病病例增加存在相关性。During peak traffic hours, exhaust hangs heavy on the city’s scooter lanes, also affecting air quality for nearby pedestrians. The amount of pollutants found in emissions from a new gas scooter exceeds the pollution found in new car emissions by a factor of 100 to 1,000, said André Prév琀 of the Switzerland-based Paul Scherrer Institut. Scooters using two-stroke engines are the worst culprits, he said.交通高峰期间,浓重的废气笼罩着这座城市的机车道,并影响到了附近行人的空气质量。瑞士保罗·谢尔研究所(Paul Scherrer Institut)的安德烈·普雷沃(André Prév琀)称,一辆新汽油机车的排放物中污染物的含量,是一辆新汽车的100到1000倍。他说最糟糕的是使用二冲程发动机的机车。“The two-stroke engine scooter is the first vehicle to think about in terms of going all-electric, even before larger vehicles, because the pollution is much worse,” said Mr. Prév琀, who researched scooter emissions from 2010 through 2014. “It’s the logical next step in reducing traffic pollution in many Asian cities.”“如果要使用全电力,首先要考虑的甚至不是大型车辆,而是使用二冲程发动机的机车,因为它的污染要严重得多,”在2010到2014年间曾研究机车排放物的普雷沃说。“这是很多亚洲城市减少交通污染接下来应该采取的合理步骤。”The Taipei government agrees, and is actively promoting electric scooter purchases. The city’s Department of Environmental Protection offers replacement subsidies of around for residents who retire their two-stroke scooters. A subsidy of up to 0 is available to those who replace their gas motorcycles with electric scooters. Gogoro Smartscooters currently cost between ,200 and ,375.认同这一观点的台北政府正在积极鼓励购买电动机车。该市环境保护局向弃用二冲程机车的民众发放约45美元的换车补贴。而用电动机车替代汽油托车的人,最高可获得800美元的补贴。Gogoro智慧型电动机车目前售价在2200美元到2375美元之间。In Gogoro’s most recent round of funding, the government also invested million via its Taiwan Development Fund. The company appeals to a government concerned by the vulnerability of its semiconductor industry, an economic pillar that faces increasing competition from China. “They see Gogoro as a huge opportunity for furthering the tech sector,” Mr. Luke said.在Gogoro最近的一轮融资中,政府也通过台湾发展基金投资了3000万美元。作为台湾经济柱的半导体行业面临着大陆日益激烈的竞争,其脆弱性让政府担忧,这家公司因此就有了吸引力。“他们认为Gogoro是进一步推动科技业的巨大机遇,”陆学森说。Taiwanese themselves have welcomed Gogoro. Elaine Kuan, a 29-year-old corporate accountant in Taipei, said she bought her Smartscooter in late July for its ease of riding and convenient technology, but also for its low environmental impact.台湾人自己也对Gogoro持欢迎态度。29岁的台北公司会计伊莲·关(Elaine Kuan)说自己在7月末买了一辆智慧型电动机车,因为它好骑,技术方便,对环境的影响也小。“I have asthma, so air pollution is a big deal to me,” Ms. Kuan said. “I hope that starting with myself I can slowly influence others and make the planet a place without vehicle emission pollution.”“我有哮喘,所以空气污染对我来说是大问题,”她说。“我希望从自己做起,再能慢慢影响其他人,让地球成为一个没有机动车尾气污染的地方。”Performance and convenience were the two main reasons Darren Liu, a 31-year-old pastry chef, bought his Smartscooter. “The riding experience and acceleration are much better than my previous gas-powered bike,” Mr. Liu said. “It’s the first electric scooter I’ve seen that can get up into the hills.” The battery swap model was also a big selling point. His previous experience using a relative’s electric scooter required hours of charging, compared with 30 seconds to swap his Gogoro batteries.性能和方便是31岁的糕点师达伦·刘(Darren Liu)买智慧型电动机车的两大原因。“骑行体验和加速都比我之前那辆汽油机车好很多,”他说。“这是我看到的第一辆能上山的电动机车。”电池交换模式也是一大卖点。他之前用亲戚的电动机车时,充电要好几个小时,而现在他的Gogoro电池只用30秒便可完成交换。As it expands beyond greater Taipei to Taoyuan — where it is headquartered — and the tech hub Hsinchu, Gogoro is exploring the possibilities offered by a growing network of battery stations.随着从大台北地区扩展到其总部所在地桃源和科技中心新竹,Gogoro正在探索一个不断扩大的电池交换站网络所带来的可能性。“At our core, we’re an energy company,” Mr. Taylor said. “Once the mix is actually working, it’s ily scalable.” The stations cost less than ,000, have a small footprint and require only an outlet and Internet access, he said.“本质上,我们是一家能源公司,”泰勒说。“一旦二者的结合真的起作用了,就容易拓展了。”他表示,电池交换站的成本不到1万美元,碳足迹小,只需要一个插座和互联网接入。Mr. Luke said his company envisions an open system in which other companies develop products that can use Gogoro’s batteries.陆学森表示,公司设想的是一个开放的系统。在这个系统中,其他公司也能开发使用Gogoro电池的产品。Many companies — in fields as diverse as robotics, logistics and appliances — have inquired, he said. But he added that Gogoro’s longer-term vision was focused on “how to take energy and give it back to the grid when it needs it most.”他说,很多公司都来打听过。这些公司所处的领域多种多样,如机器人、物流和电器。但他接着表示,Gogoro的长远侧重点在“如何取电用电,并在电网最需要的时候把电回馈给电网。”Gogoro’s entrance into the market this year comes as car companies including General Motors, Ford and Daimler-Benz are beginning to view themselves as service providers rather than manufacturers.Gogoro今年进入这个市场之际,正值通用汽车(General Motors)、福特(Ford)和戴姆勒-奔驰(Daimler-Benz)等车企开始把自己当做务供应商而非制造商。“There’s a transformation in the market where companies are being expected to expand into energy services,” said John Gartner of the consultancy Navigant Research. Companies that get involved in electric-powered mobility will naturally move toward stationary storage, he said.“市场发生了变革,企业被寄予了进入能源务的期望,”咨询公司Navigant Research的约翰·加特纳(John Gartner)说。他表示,进入电动车领域的公司自然会向静态储存的方向发展。“They’re looking to expand both markets by getting to economies of scale faster,” Mr. Gartner added.“他们希望通过更快形成规模经济来开拓这两个市场,”加特纳说。Mr. Luke said that taking the scooter to Amsterdam in the first half of 2016 would provide a platform for demonstrating the role of Gogoro’s scooters and battery stations to new markets.陆学森表示,智慧型电动机车将在2016年上半年进入阿姆斯特丹,这会提供一个向新市场展示Gogoro电动机车和电池站所扮演角色的平台。“If you think about smart cities in the world today, Amsterdam comes up in the top three, if not the top one,” he said. “We’ve seen a lot of success in Taipei. We’re taking that momentum and building on that to move into Europe quickly.”“想到当今世界的智慧型城市,阿姆斯特丹即便不是第一,至少也是前三,”他说。“我们在台北看到了巨大成功。我们正借着这股势头,希望以此为基础迅速进入欧洲。” /201512/415136

While I flew to Barcelona last week to speak at a conference, my iPad was at breakfast at a restaurant in Cambridge. That, at least, is what I deduced from the device’s location, transmitted to me after I activated the Find My iPhone app on my mobile phone.最近,当我飞往巴塞罗那出席一个会议并发言的时候,我的iPad正在剑桥的一家餐厅里用早餐。至少,这是我根据手机上“查找我的iPhone”应用传给我的设备位置信息推断出来的。I was relieved: the tablet was neither lost nor stolen; it had been accidentally picked up by the organisers of a meeting I had attended the previous day. If, however, another app had found me at the airport and started to badger me with offers, based on my movements, prior purchases and reputation as a loyal or fickle customer, I might have felt a little uneasy.令我宽慰的是:我的平板电脑既没丢也没被偷;我前一天参加的会议的主办方偶然捡到了它。但是,如果另一款手机应用发现我在机场,并根据我的移动路线、之前的消费记录以及客户忠诚度高低等信息频频向我推销,我可能会觉得有些不舒。Here is a question companies increasingly need to answer: what is the creepiness ient of your product, or marketing campaign, and how would you know? The problem is no secret. Public examples abound. They include embarrassing personalised marketing gaffes — encapsulated in the popular, but possibly apocryphal, tale of the retailer Target, which outed a pregnant teenager to her parents by pitching certain products to her — and the more recent suspension of sales of Google Glass, amid queasiness about the device’s potential misuse. “Problem” may even be a misnomer. While Julia Angwin’s recent book Dragnet Nation describes the dark side of surveillance by companies and governments, a new book by Michael Fertik, founder of Reputation.com, which offers ways of enhancing online reputations, sees it as a simple fact of modern life, which we can exploit for advantage.如今有个问题越来越需要企业来回答:你们的产品或者营销有多令人恐惧不安?你们又如何知道?这个问题已经不再是秘密。公开的例子比比皆是,包括令人难堪的个性化营销失误——一个广为流传但可能不足为信的故事把这一点体现得淋漓尽致:零售商Target由于给未成年少女推销相关产品,向其父母暴露了她怀的事实;还有最近暂停销售的谷歌眼镜(Google Glass),人们担忧该设备可能遭到滥用。用“问题”这个词甚至都可能不恰当。朱莉娅#8226;安格温(Julia Angwin)的新书《天罗地网》(Dragnet Nation)描写了企业和政府的监视活动的黑暗面。告诉客户如何提高网络信誉的Reputation.com,其创始人迈克尔#8226;费蒂克(Michael Fertik)的新书更提出,监视是现代生活中的一个基本事实,我们可以加以利用。In The Reputation Economy, he and co-author David Thompson lay out plenty of examples that I find creepy. They include Facedeals, which aimed to combine facial recognition and your Facebook profile to push special offers to you when you arrive at a shop. Another is Moven, a mobile payment app, which originally set out to score customers’ social media credibility alongside traditional credit measures.在《信誉经济学》(The Reputation Economy)一书中,费蒂克与合著者戴维#8226;汤普森(David Thompson)阐述了许多在我看来令人毛骨悚然的案例。比如Facedeals,旨在将面部识别和Facebook上的个人资料结合起来,这样当你去商店的时候,可以向你推送特别优惠活动。再如手机付应用Moven,该应用最初打算给用户的社交媒体可信度评分,与传统信用衡量标准一同作为参考。“Future legal cases will have to decide at what point digital stalking gets just too creepy,” Mr Fertik and Mr Thompson write. They recommend, instead, that you publicise recent job promotions on social networks, tweet about your forthcoming purchases (“Looking for new SUV, considering @BMWUSA or @MBUSA, any experiences?”), and reconcile with bitter ex-partners who have badmouthed you online — all in the interests of making algorithms think you are a successful, luxury-car-loving, perfect date.“将来的法律诉讼案将不得不断定,数字化追踪在什么程度上会变得过于可怕,”费蒂克和汤普森在书中写道。然而,他俩仍推荐人们在社交网络上公开自己最近的工作晋升,为你想购买的东西发条tweet(“想买辆新SUV,正犹豫是买@BMWUSA还是@MBUSA,有什么建议么?”),与在网上说你坏话、与你怨恨颇深的前任和解——这一切都是为了让算法认定你是一个事业有成、热爱豪车的完美约会对象。Research used to show personalised marketing was persuasive and well received. But Lisa Barnard, who once worked in advertising and is now assistant professor at Ithaca College, ran some experiments aimed at identifying the creepiness ient (she calls it the “creepiness factor”) in ad campaigns. Tailoring online advertising to individual behaviour still works, she found, but “perceived creepiness” makes customers 5 per cent less likely to make the purchase. That is 5 per cent of the budget that could be spent elsewhere, if a campaign’s CQ could be cut to zero.过去的研究常常认为,个性化营销既有说力又容易被接受。但是曾在广告界任职,现任伊萨卡学院(Ithaca College)副教授的莉萨#8226;巴纳德(Lisa Barnard)进行了几项试验,旨在确定广告宣传的可怕程度(她称之为“可怕因子”)。她发现根据个人行为进行定制的网络广告依然有效,但是“觉得可怕”会让顾客购买的几率降低5%。这意味着,如果广告的可怕程度可以降低到零,就可以将消费者可能花到别处的5%消费预算赚回来。Even pioneers recognise personalisation has its limits. Facedeals has become Taonii, an app which still offers tailored deals, without face recognition. “Consumers were just not quite y,” a spokeswoman said via email. “They wanted the benefits but in a slightly friendlier [way].”甚至那些最先试水的商家也意识到个性化营销的局限性。Facedeals现在变成了Taonii,该应用依然提供定制推送务,但是去除了面部识别功能。“消费者还没怎么准备好,”一位女发言人在电子邮件中说,“他们想要优惠,但是要以一种更友好的(方式)。”Keith Weed, chief marketing officer of Unilever, the consumer products company, says digital personalised marketing is “a bit like when you to go to your local shop and they know you and perhaps even have what you want waiting for you”. But cosy as that sounds, he concedes that getting the online and mobile version right is “a fine balance”. For now, giving customers an easy opt-out and ensuring they know what will be shared, where and with whom, are the keys to not creeping them out, he says.消费品企业联合利华(Unilever)的首席营销官基思#8226;威德(Keith Weed)说,数字化个性营销“有点像你到当地的商店买东西,店家认识你并且可能还准备好了你要买的东西”。虽然那听起来很暖心,但他也承认,在网络和移动端做好这一点,是很难把握的“微妙平衡”。他说,就目前而言,让顾客可以方便地退出,并确保他们了解哪些信息将被共享、将在何处共享以及和谁共享,才是不把顾客吓跑的关键。Going back to William Lever, Unilever’s founder and early adopter of persuasive advertising, marketing has a history of constant experimentation, in which you and I are the guinea-pigs. Rapid evolution is inevitable, because the line between creepy and friendly is always shifting. A user may willingly give up information for one purpose, only to react with disgust when it is used for another. But companies owe it to their customers to come up with a better way of defining their creepiness ient. Otherwise, deciding where “cool” becomes “eeugh” will continue to be a matter of trial and uncomfortable error.回溯到威廉#8226;利弗(William Lever)——联合利华的创始人和劝说性广告的早期采用者,营销的历史就是持续不断的试验,而你我就是其中的小白鼠。迅猛的转变是不可避免的,因为可怕和可爱之间的界线总是摇摆不定。用户可能情愿为了某个目的共享信息,而在信息被挪作他用时却满心厌恶。但是,企业要想找出一种更好的办法来确定广告的“可怕程度”,还需要求助于它们的客户。否则,确定“爽”何时变成“不爽”依然将是一个不断试验和令人难堪的错误反复出现的过程。 /201504/370429

Didi Kuaidi, China’s largest internet car hailing company, has named Yahoo co-founder Jerry Yang as a senior adviser and a board observer, adding another internet celebrity to its team in its increasingly global fight against US rival Uber.中国最大网络叫车公司滴滴快的(Didi Kuaidi)已任命雅虎(Yahoo!)联合创始人杨致远(Jerry Yang)担任高级顾问兼董事会观察员。由此,在与美国竞争对手优步(Uber)展开的日益激烈的全球竞争中,滴滴快的又将一位互联网名人网罗到自己的团队里。With its position in China secure for the time being, Didi Kuaidi has been turning its focus abroad. It bought a stake in US-based Lyft last summer and launched a global alliance with India’s Ola, Singapore’s GrabTaxi, and Lyft aimed at fending off further Uber encroachment.鉴于目前在国内的地位比较稳固,滴滴快的正将注意力转向海外。去年夏天,该公司入股了总部位于美国的Lyft,并与印度的Ola、新加坡的GrabTaxi以及Lyft组建了全球联盟,以抵御优步的进一步“入侵”。Taiwan-born Mr Yang has a wealth of experience with China’s internet sector, having been an early investor and board member of Alibaba, the Chinese ecommerce giant that is an investor in Didi Kuaidi. He is also an independent director on Lenovo’s board.生于台湾的杨致远对中国大陆互联网行业有着丰富的经验,他是中国电商巨擘阿里巴巴(Alibaba)的早期投资者和董事会成员。阿里巴巴是滴滴快的的投资者之一。他还是联想(Lenovo)董事会的独立董事。The web of relationships that Mr Yang brings to Didi will probably be useful to the company in upcoming fundraisings. Mr Yang sits on Alibaba’s board alongside founder and chairman Jack Ma, and Masayoshi Son, chief executive officer of Japan’s SoftBank. Mr Son was also an early investor in both Yahoo and Alibaba, and has stakes in Didi Kuaidi, GrabTaxi, and Ola.杨致远给滴滴快的带来的人脉很可能会有助于该公司未来的融资。他与阿里巴巴创始人兼主席马云以及日本软银(SoftBank)首席执行官孙正义(Masayoshi Son)同为阿里巴巴董事。孙正义也是雅虎和阿里巴巴的早期投资者,并在滴滴快的、GrabTaxi和Ola均有持股。Didi claims 250m users in 360 Chinese cities, with services ranging from taxis and private car hailing to chauffeurs and even buses. It says it has 80 per cent of the domestic private car service market, while rival Uber claims 30-35 per cent. Uber predicts that by the end of the year China will outpace the US to be its largest market.滴滴快的声称,它在中国360个城市拥有2.50亿用户,提供的务包括出租车、专车、代驾乃至巴士。滴滴快的表示它目前占据国内专车市场的80%,而它的对手优步声称市场占有率为30%至35%。优步预测,到今年年底,中国将超过美国,成为其最大的市场。 /201512/415167


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