英語(yǔ)聽(tīng)力頻道為大家整理的可可英語(yǔ)聽(tīng)力網(wǎng)海外文化篇：拉美國(guó)家的城市交通，供大家參考:)
THOSE Latin Americans who can afford one are just as wedded to the car as their counterparts north of the Rio Grande. And thanks to the region’s long boom, more and more have bought vehicles. That is leading both to terrible traffic jams in many of the region’s cities—and to the swift spread of efforts to promote urban cycling.
拉美洲人和與他們對(duì)等的 Rio Grande 人一樣，都愛(ài)車(chē)如命。由于拉丁美洲經(jīng)濟(jì)的持續(xù)增長(zhǎng)，越來(lái)越多的人擁有車(chē)，這也導(dǎo)致了該地區(qū)許多城市都有嚴(yán)重的交通堵塞問(wèn)題，進(jìn)而人們開(kāi)始廣泛提倡在城市以自行車(chē)代步。
Following in the tyre-tracks of Bogotá and Mexico City, the regional pioneers, the latest capital to boost the bike is Buenos Aires. In January, while sitting on one of the city’s bright-yellow public bicycles the mayor, Mauricio Macri, announced the completion of the 100th kilometre (62nd mile) of protected bike lanes. Launched barely two years ago, the city’s Mejor en Bici (Better by Bike) scheme has also involved interest-free loans to promote cycle-buying, as well as the lanes and 1,000 free public bikes at 28 stations.
繼波哥大和墨西哥城帶頭之后，布宜諾斯艾利斯也效仿開(kāi)始了首都的自行車(chē)推行活動(dòng)。1月，騎在亮黃色的城市公共自行車(chē)上的市長(zhǎng)宣布長(zhǎng)第100公里的自行車(chē)專(zhuān)用車(chē)道完工。兩年前推出的”騎車(chē)更好計(jì)劃”還包括無(wú)利率貸款以促進(jìn)自行車(chē)購(gòu)買(mǎi)以及分放在28個(gè)站的1000輛免費(fèi)公共自行車(chē)和自行車(chē)道。
At first this was unpopular, especially among car drivers. “Bikes were seen solely as tools for exercise and recreation, and people thought we were completely mad to encourage them as a means of commuting,” says Guillermo Dietrich, the official in charge of the scheme.
一開(kāi)始這一活動(dòng)幾乎無(wú)人問(wèn)津，開(kāi)車(chē)的人尤其沒(méi)有興趣?！白孕熊?chē)一向被當(dāng)作健身和娛樂(lè)的工具，人們認(rèn)為我們提倡把自行車(chē)當(dāng)做交通工具簡(jiǎn)直就是瘋了。”負(fù)責(zé)項(xiàng)目的官員 Guillermo Dietrich如是說(shuō)。
Public opinion now seems to be warming to the idea, partly because cycling is a quicker way to get about Argentina’s capital, or at least its inner core, which Mr Macri governs. La Nación, a newspaper, found that a 7km journey to or from the city centre at rush hour took nearly twice as long by bus or car as by bike. Mr Dietrich has allayed fears about safety by erecting barriers between most cycle lanes and the traffic.
公眾開(kāi)始漸漸接受這個(gè)想法，一部分原因是在阿根廷的首都騎車(chē)去哪兒更快，至少在 Macri領(lǐng)導(dǎo)的中心城區(qū)是這樣的。 當(dāng)?shù)貓?bào)紙La Nación報(bào)道從市中心出發(fā)或者到市中心的七公里在高峰時(shí)段騎車(chē)比公交或者開(kāi)車(chē)要快幾乎兩倍。 Dietrich先生通過(guò)在絕大多數(shù)自行車(chē)道和機(jī)動(dòng)車(chē)道之間建立隔離欄桿讓人們減少對(duì)騎車(chē)安全的擔(dān)心。
Cyclists are still a tiny minority of commuters, accounting for just 2% of journeys, but that proportion has quintupled since the scheme began. This year the city plans to add 30km of cycle lanes, to double the number of public bikes and add another 72 docking stations. In relation to its size, Buenos Aires will by then have the densest cycling infrastructure in the region. Even less excuse for porteños, as the city’s residents are called, not to get on their bikes.
騎自行車(chē)上下班的仍只是極少數(shù)人，占總數(shù)的2%，但這一數(shù)字自項(xiàng)目開(kāi)始已經(jīng)翻了五倍。今年，項(xiàng)目打算增加30千米的自行車(chē)道，再增加一倍的公共自行車(chē)和72個(gè)存車(chē)點(diǎn)。從大小上來(lái)講，布宜諾斯艾利斯將會(huì)在完工時(shí)擁有區(qū)域內(nèi)最密集的自行車(chē)基礎(chǔ)設(shè)施。對(duì)于被稱(chēng)作港口人（ porteños）的當(dāng)?shù)鼐用駚?lái)說(shuō)，就更沒(méi)有理由不騎自行車(chē)了。
THOSE Latin Americans who can afford one are just as wedded to the car as their counterparts north of the Rio Grande. And thanks to the region’s long boom, more and more have bought vehicles. That is leading both to terrible traffic jams in many of the region’s cities—and to the swift spread of efforts to promote urban cycling.
拉美洲人和與他們對(duì)等的 Rio Grande 人一樣，都愛(ài)車(chē)如命。由于拉丁美洲經(jīng)濟(jì)的持續(xù)增長(zhǎng)，越來(lái)越多的人擁有車(chē)，這也導(dǎo)致了該地區(qū)許多城市都有嚴(yán)重的交通堵塞問(wèn)題，進(jìn)而人們開(kāi)始廣泛提倡在城市以自行車(chē)代步。
Following in the tyre-tracks of Bogotá and Mexico City, the regional pioneers, the latest capital to boost the bike is Buenos Aires. In January, while sitting on one of the city’s bright-yellow public bicycles the mayor, Mauricio Macri, announced the completion of the 100th kilometre (62nd mile) of protected bike lanes. Launched barely two years ago, the city’s Mejor en Bici (Better by Bike) scheme has also involved interest-free loans to promote cycle-buying, as well as the lanes and 1,000 free public bikes at 28 stations.
繼波哥大和墨西哥城帶頭之后，布宜諾斯艾利斯也效仿開(kāi)始了首都的自行車(chē)推行活動(dòng)。1月，騎在亮黃色的城市公共自行車(chē)上的市長(zhǎng)宣布長(zhǎng)第100公里的自行車(chē)專(zhuān)用車(chē)道完工。兩年前推出的”騎車(chē)更好計(jì)劃”還包括無(wú)利率貸款以促進(jìn)自行車(chē)購(gòu)買(mǎi)以及分放在28個(gè)站的1000輛免費(fèi)公共自行車(chē)和自行車(chē)道。
At first this was unpopular, especially among car drivers. “Bikes were seen solely as tools for exercise and recreation, and people thought we were completely mad to encourage them as a means of commuting,” says Guillermo Dietrich, the official in charge of the scheme.
一開(kāi)始這一活動(dòng)幾乎無(wú)人問(wèn)津，開(kāi)車(chē)的人尤其沒(méi)有興趣?！白孕熊?chē)一向被當(dāng)作健身和娛樂(lè)的工具，人們認(rèn)為我們提倡把自行車(chē)當(dāng)做交通工具簡(jiǎn)直就是瘋了。”負(fù)責(zé)項(xiàng)目的官員 Guillermo Dietrich如是說(shuō)。
Public opinion now seems to be warming to the idea, partly because cycling is a quicker way to get about Argentina’s capital, or at least its inner core, which Mr Macri governs. La Nación, a newspaper, found that a 7km journey to or from the city centre at rush hour took nearly twice as long by bus or car as by bike. Mr Dietrich has allayed fears about safety by erecting barriers between most cycle lanes and the traffic.
公眾開(kāi)始漸漸接受這個(gè)想法，一部分原因是在阿根廷的首都騎車(chē)去哪兒更快，至少在 Macri領(lǐng)導(dǎo)的中心城區(qū)是這樣的。 當(dāng)?shù)貓?bào)紙La Nación報(bào)道從市中心出發(fā)或者到市中心的七公里在高峰時(shí)段騎車(chē)比公交或者開(kāi)車(chē)要快幾乎兩倍。 Dietrich先生通過(guò)在絕大多數(shù)自行車(chē)道和機(jī)動(dòng)車(chē)道之間建立隔離欄桿讓人們減少對(duì)騎車(chē)安全的擔(dān)心。
Cyclists are still a tiny minority of commuters, accounting for just 2% of journeys, but that proportion has quintupled since the scheme began. This year the city plans to add 30km of cycle lanes, to double the number of public bikes and add another 72 docking stations. In relation to its size, Buenos Aires will by then have the densest cycling infrastructure in the region. Even less excuse for porteños, as the city’s residents are called, not to get on their bikes.
騎自行車(chē)上下班的仍只是極少數(shù)人，占總數(shù)的2%，但這一數(shù)字自項(xiàng)目開(kāi)始已經(jīng)翻了五倍。今年，項(xiàng)目打算增加30千米的自行車(chē)道，再增加一倍的公共自行車(chē)和72個(gè)存車(chē)點(diǎn)。從大小上來(lái)講，布宜諾斯艾利斯將會(huì)在完工時(shí)擁有區(qū)域內(nèi)最密集的自行車(chē)基礎(chǔ)設(shè)施。對(duì)于被稱(chēng)作港口人（ porteños）的當(dāng)?shù)鼐用駚?lái)說(shuō)，就更沒(méi)有理由不騎自行車(chē)了。