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How bike-friendly „slow streets' are changing cities
19th November 2020.
Moving around Bogotá can be a bit of a Jekyll-or-Hyde experience. On one hand, the city is infamous for having the world‟s worst traffic. Yet, on the other, its cycling infrastructure is considered an exemplary model of sustainable urban mobility, according to the Copenhagenize Index, which ranks bike-friendly cities. The Colombian capital even spawned a now-international movement in the 1970s called Ciclovía, which sees 1.5 million people pedal across 128km (80 miles) of car-free streets each Sunday morning.
So, when the pandemic reached its shores in mid-March, Bogotá Mayor Claudia López, an avid cyclist herself, enacted one of the world‟s first plans to encourage bike travel, using traffic cones to create 76km of temporary lanes.
“Everyone started using a bicycle, and they already knew how to get around on one because we have this bike culture thanks to the Ciclovía,” says Carlos Pardo, a local cycling advocate at the New Urban Mobility Alliance. He got involved at the outset of the pandemic by partnering with a local bikeshare company to provide 400 free e-bikes to health workers. He‟s busy persuading the public that the government‟s new bike lanes should become permanent fixtures in Bogotá.
Biking has enjoyed a renaissance around the world as urbanites shun public transport for the relative safety of a two-wheeled commute. Now, many advocates are working with local governments in the hope of turning these pandemic-response measures into lasting changes – ones that are more plausible now than ever after lockdowns provided an unprecedented opportunity to fast-track infrastructure trials.
Tabitha Combs, a lecturer at the University of North Carolina, has been crowdsourcing data on local actions affecting walking and cycling during the pandemic. She‟s identified at least 365 global cities that have allocated new street space for these activities since March. “This was clearly a phenomenon that was taking place in cities all around the world at roughly the same time,” she recalls of her decision to document the movement. “It was like a simultaneous global brainwave.”
Some cities created pop-up bike lanes. Others implemented „slow streets‟ by erecting makeshift barriers and reducing speed limits so that walkers and bikers could safely share the road with necessary vehicles. In Europe, Paris fast-tracked a plan to create 650km of temporary and permanent bikeways, while Rome introduced 150km of its own.
New biking infrastructure has played a key role in incentivising distanced open-air travel. At the outset of the pandemic, sales for bikes were up 75% in the US and 63% in the UK. Advocates have long touted biking‟s ability to increase public health and reduce automobile traffic. Of course, getting urbanites on bikes is an easy sell in the current climate. Next comes the question of how cities can keep them in the saddle once the coronavirus passes, particularly as enthusiasm has already waned in places such as the UK, where a new report shows having access to a car is more important than ever.
There are signs that governments around the world are actively capitalising on this moment. Some are rolling out experimental pilot programmes that, in normal times, could take a decade of meticulous planning. “During the pandemic, cities tried to shrink that process down to a couple of months or a couple of weeks in some places,” says Tabitha Combs. “I can‟t stress how revolutionary this is in the field of transportation planning.”
Disponível em: https://www.bbc.com/worklife/article/20201112-how-bike-friendly-slow-streets-are-changing-cities. Por Mark Johanson. Acesso em: 08 jul. 2021. Texto adaptado.
De acordo com o texto, é CORRETO afirmar que
How bike-friendly „slow streets' are changing cities
19th November 2020.
Moving around Bogotá can be a bit of a Jekyll-or-Hyde experience. On one hand, the city is infamous for having the world‟s worst traffic. Yet, on the other, its cycling infrastructure is considered an exemplary model of sustainable urban mobility, according to the Copenhagenize Index, which ranks bike-friendly cities. The Colombian capital even spawned a now-international movement in the 1970s called Ciclovía, which sees 1.5 million people pedal across 128km (80 miles) of car-free streets each Sunday morning.
So, when the pandemic reached its shores in mid-March, Bogotá Mayor Claudia López, an avid cyclist herself, enacted one of the world‟s first plans to encourage bike travel, using traffic cones to create 76km of temporary lanes.
“Everyone started using a bicycle, and they already knew how to get around on one because we have this bike culture thanks to the Ciclovía,” says Carlos Pardo, a local cycling advocate at the New Urban Mobility Alliance. He got involved at the outset of the pandemic by partnering with a local bikeshare company to provide 400 free e-bikes to health workers. He‟s busy persuading the public that the government‟s new bike lanes should become permanent fixtures in Bogotá.
Biking has enjoyed a renaissance around the world as urbanites shun public transport for the relative safety of a two-wheeled commute. Now, many advocates are working with local governments in the hope of turning these pandemic-response measures into lasting changes – ones that are more plausible now than ever after lockdowns provided an unprecedented opportunity to fast-track infrastructure trials.
Tabitha Combs, a lecturer at the University of North Carolina, has been crowdsourcing data on local actions affecting walking and cycling during the pandemic. She‟s identified at least 365 global cities that have allocated new street space for these activities since March. “This was clearly a phenomenon that was taking place in cities all around the world at roughly the same time,” she recalls of her decision to document the movement. “It was like a simultaneous global brainwave.”
Some cities created pop-up bike lanes. Others implemented „slow streets‟ by erecting makeshift barriers and reducing speed limits so that walkers and bikers could safely share the road with necessary vehicles. In Europe, Paris fast-tracked a plan to create 650km of temporary and permanent bikeways, while Rome introduced 150km of its own.
New biking infrastructure has played a key role in incentivising distanced open-air travel. At the outset of the pandemic, sales for bikes were up 75% in the US and 63% in the UK. Advocates have long touted biking‟s ability to increase public health and reduce automobile traffic. Of course, getting urbanites on bikes is an easy sell in the current climate. Next comes the question of how cities can keep them in the saddle once the coronavirus passes, particularly as enthusiasm has already waned in places such as the UK, where a new report shows having access to a car is more important than ever.
There are signs that governments around the world are actively capitalising on this moment. Some are rolling out experimental pilot programmes that, in normal times, could take a decade of meticulous planning. “During the pandemic, cities tried to shrink that process down to a couple of months or a couple of weeks in some places,” says Tabitha Combs. “I can‟t stress how revolutionary this is in the field of transportation planning.”
Disponível em: https://www.bbc.com/worklife/article/20201112-how-bike-friendly-slow-streets-are-changing-cities. Por Mark Johanson. Acesso em: 08 jul. 2021. Texto adaptado.
Considerando a ideia central de cada parágrafo citado, marque a alternativa CORRETA.
How bike-friendly „slow streets' are changing cities
19th November 2020.
Moving around Bogotá can be a bit of a Jekyll-or-Hyde experience. On one hand, the city is infamous for having the world‟s worst traffic. Yet, on the other, its cycling infrastructure is considered an exemplary model of sustainable urban mobility, according to the Copenhagenize Index, which ranks bike-friendly cities. The Colombian capital even spawned a now-international movement in the 1970s called Ciclovía, which sees 1.5 million people pedal across 128km (80 miles) of car-free streets each Sunday morning.
So, when the pandemic reached its shores in mid-March, Bogotá Mayor Claudia López, an avid cyclist herself, enacted one of the world‟s first plans to encourage bike travel, using traffic cones to create 76km of temporary lanes.
“Everyone started using a bicycle, and they already knew how to get around on one because we have this bike culture thanks to the Ciclovía,” says Carlos Pardo, a local cycling advocate at the New Urban Mobility Alliance. He got involved at the outset of the pandemic by partnering with a local bikeshare company to provide 400 free e-bikes to health workers. He‟s busy persuading the public that the government‟s new bike lanes should become permanent fixtures in Bogotá.
Biking has enjoyed a renaissance around the world as urbanites shun public transport for the relative safety of a two-wheeled commute. Now, many advocates are working with local governments in the hope of turning these pandemic-response measures into lasting changes – ones that are more plausible now than ever after lockdowns provided an unprecedented opportunity to fast-track infrastructure trials.
Tabitha Combs, a lecturer at the University of North Carolina, has been crowdsourcing data on local actions affecting walking and cycling during the pandemic. She‟s identified at least 365 global cities that have allocated new street space for these activities since March. “This was clearly a phenomenon that was taking place in cities all around the world at roughly the same time,” she recalls of her decision to document the movement. “It was like a simultaneous global brainwave.”
Some cities created pop-up bike lanes. Others implemented „slow streets‟ by erecting makeshift barriers and reducing speed limits so that walkers and bikers could safely share the road with necessary vehicles. In Europe, Paris fast-tracked a plan to create 650km of temporary and permanent bikeways, while Rome introduced 150km of its own.
New biking infrastructure has played a key role in incentivising distanced open-air travel. At the outset of the pandemic, sales for bikes were up 75% in the US and 63% in the UK. Advocates have long touted biking‟s ability to increase public health and reduce automobile traffic. Of course, getting urbanites on bikes is an easy sell in the current climate. Next comes the question of how cities can keep them in the saddle once the coronavirus passes, particularly as enthusiasm has already waned in places such as the UK, where a new report shows having access to a car is more important than ever.
There are signs that governments around the world are actively capitalising on this moment. Some are rolling out experimental pilot programmes that, in normal times, could take a decade of meticulous planning. “During the pandemic, cities tried to shrink that process down to a couple of months or a couple of weeks in some places,” says Tabitha Combs. “I can‟t stress how revolutionary this is in the field of transportation planning.”
Disponível em: https://www.bbc.com/worklife/article/20201112-how-bike-friendly-slow-streets-are-changing-cities. Por Mark Johanson. Acesso em: 08 jul. 2021. Texto adaptado.
Assinale a alternativa CORRETA.
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Disponível em: https://portal educacao .go.gov brfundamental dois/auta-2 Jingua-inglesa-70-ano/ Acesso em: 20 jul. 2021.
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