拉美國(guó)家的城市交通：在城市騎車吧！

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 regions long boom， more and more have bought vehicles. That is leading both to terrible traffic jams in many of the regions cities—and to the swift spread of efforts to promote urban cycling.

拉丁美洲人和與他們對(duì)等的Rio Grande人一樣，都愛(ài)車如命。而多虧該地區(qū)經(jīng)濟(jì)的持續(xù)增長(zhǎng)，越來(lái)越多的人擁有汽車。這導(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. Recently， while sitting on one of the citys bright-yellow public bicycles， the mayor， Mauricio Macri， announced the completion of the 100th kilometer of protected bike lanes. Launched barely two years ago， the citys Mejor en Bici （Better by Bike） scheme has also involved interest-free loans to promote cycle-buying， as well as 1，000 free public bikes at 28 stations and the lanes.

繼波哥大和墨西哥城帶頭之后，最近的自行車推行活動(dòng)的首都是布宜諾斯艾利斯。最近，騎在亮黃色的城市公共自行車上的市長(zhǎng)Mauricio Macri宣布第100千米的自行車專用車道完工。兩年前推出的“騎車更好”計(jì)劃還包括無(wú)利率貸款以促進(jìn)自行車購(gòu)買(mǎi)以及分放在28個(gè)站點(diǎn)的1，000輛免費(fèi)公共自行車和自行車道。

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)車的人尤其沒(méi)有興趣?！白孕熊囈幌虮划?dāng)作健身和娛樂(lè)的工具，人們認(rèn)為我們鼓勵(lì)把自行車當(dāng)作交通工具簡(jiǎn)直就是瘋了?！必?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 Argentinas 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 center 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.

公眾現(xiàn)在開(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去哪兒都更快，或者至少在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7000米在高峰時(shí)段騎車比乘公交車或者開(kāi)車要快幾乎兩倍。 Dietrich先生通過(guò)在絕大多數(shù)自行車道和機(jī)動(dòng)車道之間建立隔離欄桿已讓人們減少對(duì)騎車安全的擔(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 porte?os， as the citys residents are called， not to get on their bikes.

騎自行車上下班的人仍只是極少數(shù)，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，該市打算增加30千米的自行車道，再增加一倍的公共自行車和72個(gè)存車點(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)最密集的自行車基礎(chǔ)設(shè)施。對(duì)于被稱作港口人（porte?os）的當(dāng)?shù)鼐用駚?lái)說(shuō)，就更沒(méi)有理由不騎自行車了。