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.
公众开始渐渐接受这个想法，一部分原因是在阿根廷的首都骑车去哪儿更快，至少在 Macri领导的中心城区是这样的。 当地报纸La Nación报道从市中心出发或者到市中心的七公里在高峰时段骑车比公交或者开车要快几乎两倍。 Dietrich先生通过在绝大多数自行车道和机动车道之间建立隔离栏杆让人们减少对骑车安全的担心。
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.
骑自行车上下班的仍只是极少数人，占总数的2%，但这一数字自项目开始已经翻了五倍。今年，项目打算增加30千米的自行车道，再增加一倍的公共自行车和72个存车点。从大小上来讲，布宜诺斯艾利斯将会在完工时拥有区域内最密集的自行车基础设施。对于被称作港口人（ porteños）的当地居民来说，就更没有理由不骑自行车了。
