Free public bicycles will become available in Tokyo this fall, according to a recent announcement by the Environment Ministry. Following the example of free bike systems in European and American cities, the ministry, in conjunction with the Tokyo metropolitan government and a tour agency, will make several hundred bicycles available at five parking ports in the Marunouchi district. A similar pilot program will be carried out in Sapporo, too. Though problems will surely arise, this tentative step, or rather push of the pedal, toward reducing greenhouse-gas emissions should be welcomed.

Turning Tokyo into an eco-minded bike-using city may not be that hard. The ministry said if the pilot program is well received, it plans to expand the program to cover more areas. The initial experiment, which takes place from October to December, is perhaps too small-scale. In two years, the "Velib" free bike system in Paris grew to 20,000 bikes with 1,500 parking spots every 300 meters around central Paris. The city now reports 2 million journeys a month.

Japan is estimated to have some 86 million bicycles, nearly two for every three people in the country, so bicycles are not exactly a new concept here. With Tokyo Station's 380,000 passengers a day, not to mention the other stations in the Marunouchi area, potential riders will not be hard to find, but at least the program is a start.

Other problems, too, may be more easily resolved here in Tokyo. The largest problem in European cities has been repairs and replacement of lost or stolen bicycles. Though bike theft is one of the most common crimes in Japan, Tokyo has relatively low overall crime rate compared with other world cities.

The ministry's requirement of a ¥1,000 registration fee and additional charges of ¥100 for every five minutes after the first free half-hour should cover some of the costs. If the bicycle is missing for 24 hours, the user's credit card will be charged. Advertising, too, can provide funds. Since an affiliate company of a major travel agency, JTB, is participating, the system would not need to run at a large financial loss.

Other problems of logistics, though, need to be solved. Paris quickly discovered that riders borrowed bicycles for downhill journeys, but not for uphill ones. So, bicycles had to be hauled back to the highest parts of the city to even out distribution. Tokyo is a bit flatter overall, but the flow of bicycles must be carefully monitored to find the optimum placement for hubs and usage routes. Tokyo riders are also likely to go to and from one central train station, as they do walking, so allocating space near stations for bike hubs must be accomplished as soon as possible.

More difficult perhaps will be establishing bicycle lanes in crowded downtown areas. Yet, other cities have solved many of these problems, and Tokyo would do well to learn from other progressive cities' experience.

Even with these problems, bicycles will help reduce over-dependence on fuel-based transportation. Whatever the short-range problems with economics and logistics, the long-range benefits of increased bicycle use are clear. Greenhouse-gas emissions will be reduced once significant usage levels are reached. And what office worker could not use a healthy 30-minute ride during the day? Reducing the number of broken, stolen and abandoned bicycles, too, would be a significant improvement in the urban environment. An estimated 6 million bicycles were abandoned in Japan in a survey in 2002.

Bicycles may not contain as many hazardous pollutants as electronic goods although their parts do contain mercury, lead, cadmium and other hazardous substances. Free bicycles will reduce these environmental costs.

Companies can help with the shift toward bicycles by supporting workers who bicycle and encouraging a commitment to the environment. Business associations in downtown areas should understand that human traffic means better business. However, business must be encouraged with practical incentives. If eco-points work with electronic goods, they can also work with bicycles. A system of points for bicycle usage could be a simple, practical incentive. It took quite a few years to establish a trash disposal consciousness, but a bicycle consciousness should take fewer years, considering the number of bicycles already in the country.

Other less material benefits must also be considered. As bicycles become an even more common, not to mention free, means of getting around, attitudes toward the city may begin to change as well. Bicycles are not only transportation but a way of seeing the city. They help people feel more connected to where they work, live and visit. In that sense, bicycles are urban renewal at a very human level. The autumn bicycle experiment should be welcomed. It would require time and patience for it to become part of the daily life of a healthier Tokyo.