一進展區，我被早期來臺白冷會會士在原本臺東市福建路會院的大合照及「何謂白冷會精神？」看板深深吸引住，尤其是當歐修士在這些看板前，親自為我們講述白冷會各樣歷史時，更能體會到白冷會神父和修士們在臺東的歷史事蹟，在這片土地上所付出的努力，如：教育、醫療、環境…，到神父、修士名人看板時，也看得出歐修士對於這些人和事情的想法與感覺。走進拐彎處，臺東地圖恆亙在看板上，各樣顏色、大小的圓點對應臺東各地名稱呼，顯示臺東白冷會各教會分堂由誰管理。有別於展區其他地方，這部份展覽更多呈現神父與修士的生活照片，例如：艾格里神父（Rev. Hans Egli, 1929-2013）拿起相機攝影，且歐修士告訴我們其實大部分白冷會現有的照片皆是艾格里神父所攝。或是神父們到部落或村子的交通工具，一開始只能騎著腳踏車，到從歐洲德國、瑞士、義大利等地進口重機，像是孫惠眾神父騎重機渡河到另一村子的帥氣照片；再到1960、1970年代起進口日本的裕隆汽車，歐修士也向我們講述那時只能三年買一輛，推測當時因處於戒嚴時期，物資和出入境有所管制。（註二）

　　Stepping right into the exhibition area, I was deeply attracted by the large group photo of the early missionaries of the SMB in the original monastery on Fujian Road in Taitung City and the board titled “Bethlehem Spirituality.” Especially when Br. Augustin personally narrated the various histories of the SMB in front of these boards, I could better appreciate the historical deeds of the priests and the brothers of the SMB, and the efforts they had made on this land, such as in education, medical care, and the environment. When we reached the boards of famous priests and brothers, it was also evident how Br. Augustin felt about these people and events. As we turned the corner, a map of Taitung was prominently displayed on the board. Various colored and sized dots corresponded to the names of different places in Taitung, showing which churches of the SMB were managed by whom. Unlike other parts of the exhibition area, this section presented more photos of the daily lives of the priests and brothers. For example, there was a photo of Rev. Hans Egli (1929-2013) holding a camera, and Br. Augustin told us that most of the existing photos of the SMB were actually taken by Rev. Hans Egli. There were also photos of the means of transportation for the priests to the tribes or villages. Originally they had ridden bicycles, and later, they imported heavy motorcycles from Germany, Switzerland, Italy, and other European countries. There was a cool photo of Rev. Franz Senn riding a heavy motorcycle across the river to another village. From the 1960s and 1970s, they began importing Yulon automobiles from Japan. Br. Augustin also told us that at that time, they could only purchase one car every three years presumably due to the martial law era, which imposed restrictions on supplies and entry and exit [2].

註解

Notes

• 註二：民國49年（1960年），裕隆開始生產青鳥轎車後，政府便管制同型車進口。民國52年（1963年），政府宣布禁止三噸半以下小客車進口以保護裕隆產品。因此，想要進口海外的車種，只能靠美軍，二是自備外匯。那個年代有能力自備外匯的幾乎都是華僑，且還得與政府關係不錯，符合條件的人本來就很少；二來政府每年只核發200張牌照（當然不包含美軍用車，但此說法仍有存疑，因為數據太少），當時的市場氣氛根本容不下代理商的生存空間。然而臺灣買得起車、但跟美軍沒關係以及沒有自備外匯的人還是大有人在，於是出現一個新的角色：汽車掮客。汽車掮客是把美軍的車轉售到需要汽車的本島人士手中。因為供不應求，當時掮客的佣金甚至喊到一台1000元美金。由於實在太好賺，也有不少自備外匯的人購買，所以當時臺灣的二手車行情非常恐怖，偶爾會出現比新車進口價還高的怪現象。有鑑於此，政府在民國56年（1967年）全面禁止個人自備外匯辦理進口車，並在民國57年（1968年）6月宣布暫停外國人進口汽車。此政策一出，又是一片譁然。市面上大鬧車荒，應該也是臺灣汽車史上第一次車荒。甚至裕隆汽車創辦人嚴慶齡都信心喊話說：裕隆的產品供應充足，品質優良，足敷本地所需。但事實上裕隆的品質一直沒有提升，產量也是龜速攀升，售價居高不下，是以各界紛紛要求政府開放小汽車進口。政府受到來自各界壓力，於是行政院在同年9月12日做成決議，宣布首度正式開放外國小汽車進口，由中信局統籌辦理。參考自CELSIOR.C@ME（2012年11月3日）。臺灣汽車歷史：從第一台車到首度正式開放進口，痞客邦。取自https://celsior.pixnet.net/blog/post/35156761

• [2] In 1960, after Yulon Motor began to produce the Bluebird sedan, the government started regulating the import of similar cars. In 1963, the government announced a ban on the import of sedans under 3.5 tons to protect the products of Yulon. Therefore, those who wanted to import automobiles from overseas had to rely on the U.S. military or have their own foreign exchange. In that era, almost all those who could afford their own foreign exchange were overseas Chinese, and they also needed to have good relationships with the government, so there were very few people who met the criteria. Additionally, the government issued only 200 licenses per year (excluding U.S. military vehicles, though this claim was still in doubt because of insufficient data), leaving no room for agents to survive in the market. However, there were still many people in Taiwan who could afford cars but had no connection with the U.S. military and did not have their own foreign exchange. Thus, a new role emerged: the car broker. Car brokers resold U.S. military cars to local residents who needed them. Due to high demand, brokers’ commissions were as high as 1000 U.S. dollars per car. Because it was so profitable, many people with their own foreign exchange also bought cars, leading to a terrifying second-hand car market in Taiwan, where prices occasionally exceeded the import price of new cars. In response, the government completely banned individuals from using their own foreign exchange to import cars in 1967 and announced a suspension of foreign cars in June 1968. The policy caused an uproar, leading to a severe car shortage, likely the first in Taiwan’s automotive history. Even the founder of Yulon Motor Corporation, Ching-Ling Yen, confidently stated that the products of Yulon were sufficient in supply, of high quality, and met local needs. However, the quality of Yulon did not improve, production climbed slowly, and prices remained high, prompting widespread calls for the government to open up car imports. Under pressure from various sectors, the Executive Yuan made a decision on September 12 of the same year to officially open the import of foreign small cars for the first time, managed by the Central Trust Bureau.

  Reference: CELSIOR.C@ME. “The Automotive History in Taiwan: From the First Car to the First Official Opening of Imports.” CELSIOR’s Automotive Saloon, Pixnet, 3 November 2012. https://celsior.pixnet.net/blog/post/35156761.

原文刊登於《人社東華》，第37期(2023)。經授權後翻譯轉載。｜
The article was initially published in Dong Hwa Journal of Humanities and Social Sciences, vol. 37, 2023, and has been translated and reprinted on DUET with permission.

作者｜Author：華文文學系 陳嬿亘｜Yan-Xuan Chen, Department of Sinophone Literatures

譯者｜Translator：英美語文學系 楊禹婕｜Kate Yang, Department of English