跟讀練習: How to design streets for everyone (Universal Design) - 通過影片學習英語口語
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124 句
如果句子過短或過長，請點選 Edit 進行調整。
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This video is sponsored by Brilliant.
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As someone not living with a disability, it's pretty easy for me to get around city streets, even with ones with less than stellar pedestrian infrastructure.
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But put a stroller in my hands
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and an otherwise uneventful walk becomes an exercise in frustration as I have to navigate these tall curbs.
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All of a sudden, I'm having to use driveways as curb ramps to avoid getting the kid up
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and down the curb every time.
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The truth is not all pedestrian infrastructure is created equal.
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In fact, some of it's so annoying, it's like a toddler who just learned how to say no. Do you want to ride in the stroller?
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Yeah.
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Can you please ride in the stroller?
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Now, the obvious solution in my case would be to install curb ramps so people pushing strollers, people in wheelchairs or motorized scooters,
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or people who can't make that step can cross the street safely.
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But curb ramps won't solve every problem out there.
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Is it possible to design the perfect street?
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One where all users can feel comfortable and navigate it without safety concerns?
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This is the goal of universal design and we'll learn about it more after the bike bell.
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Now I started this video talking about my experiences pushing a stroller
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because one of the key tenets of universal design is that when you make these changes it's great for everyone,
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not just for people who you think of as having traditional disabilities.
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This isn't just a discussion aimed at improving the lives of the 1 .3 billion blind
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or low vision people in the world, or the 75 million who need a wheelchair, or the nearly 500 million people with a hearing disability.
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It's for everyone because we will all likely have experiences that will make us need a better design pedestrian network.
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Maybe you'll push a stroller like me one day, or break a leg, or get old.
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In the bad old days, universal design was not a consideration in many cities.
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In 1990, the Americans with Disability Act passed
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Congress and was signed by President Bush.
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It aimed to change that.
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Broadly speaking, it prohibits discrimination based on disability, particularly in the workplace.
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But Title II of the Act focuses on public entities.
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It requires public transportation and public spaces to accommodate people with disabilities. Since 1992, the federal government has published the ADA Standards for Accessible Design
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to help communities know how to design streets for people with disabilities.
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Other Other organizations have also published best practices for universal design, and these techniques and pieces of infrastructure continue to evolve and improve.
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So what are some of the best practices in universal design?
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Let's start with a simple city street.
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Sidewalks are the obvious piece of infrastructure here.
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How wide should they be?
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At minimum, suburban residential sidewalks should be 5 feet or 1 .5 meters wide,
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and downtown sidewalks should be at least 14 feet or 4 .2 meters wide.
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The wider the better is the rule of thumb to better accommodate users of all abilities and needs.
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For example, 7 or 8 feet of width is needed to accommodate two people signing a conversation while walking.
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Wider sidewalks also allow for people to move more slowly while faster walkers can pass by comfortably.
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Good streets also have places to sit.
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Everyone has experienced a moment on a walk where a bench would be really nice.
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Maybe you need to tie your shoe, take a rest, or do some people watching.
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Ideally, these places to sit would have arms to help people sit
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and stand more easily and have shade to protect them from the elements.
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Streets can be loud and busy and full of stimulus.
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It's important to have the occasional small, quiet, and closed area for stimulus -sensitive folks, such as neurodivergent people.
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It helps them take a break.
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Street trees and groups of benches can give people that respite.
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Lighting is critically important for most people, especially for those scared of the dark work.
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More seriously, lighting can help people with low vision see where they are going and help deaf people sign clearly.
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This is a classic universal design example because while those with disabilities benefit, so too does basically everyone else.
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If you want a further discussion of street design, go check out a new video at PBS Terra.
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They profiled Atlanta, a place where there are not as many universal design streets as there needs to be.
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As a bonus, I make a cameo talking about how to design a car -centric street.
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I'll leave a link in the description.
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Okay, with streets covered, let's cross over to intersections.
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Intersections are one of the most dangerous areas in a city for people of all abilities
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because they're the primary conflict point between pedestrians and cars.
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People with disabilities are at an even greater risk.
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I've left links in the description of videos of blind people navigating intersections.
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It makes me so nervous just to watch them.
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How can intersections be made safer for everyone, especially those who cannot always see what they're stepping out into?
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Let's start simply and get more intensive as we go.
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First, you could add curb cuts, also called curb ramps.
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They help people make the transition from sidewalk height to road height and back again.
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But not all curb ramps are created equal.
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Diagonal curb ramps are better than nothing, but ejecting pedestrians directly into the center of the intersection isn't super safe.
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Perpendicular curb ramps are far superior as they point pedestrians in the correct direction.
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Detectable warning surfaces are not required in most cases, but can offer another piece of tactile feedback.
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Now that we have pedestrians easing out into the intersection using a ramp, the next thing we can do for them is to reduce crossing distances.
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This can happen using curb extensions, sometimes called bulb outs.
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They really only work where there are parking lanes because they take
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that space and reduce the crossing distance to just the car travel lanes.
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Everyone benefits from this, but in particular it helps people who need longer to cross an intersection.
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Curb extensions are also great because they prevent cars from parking too close to the crosswalk, improving visibility.
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And narrowing the intersection can naturally slow down cars, improving safety for everyone.
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What about space in between the curb extensions?
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Crosswalks.
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Regular old crosswalks help drivers see the shared space in intersections, but they don't do much else.
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Raised crosswalks take crosswalks to the next level.
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They eliminate the need for curb ramps entirely, slow traffic, and make it crystal clear to everyone, particularly blind pedestrians, where the crosswalk is.
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Cities can take this concept even further and raise the entire intersection.
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This signals to drivers that they are intruding on a pedestrian realm.
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It sort of reverses the balance of power in an intersection.
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Typically, pedestrians have to sink to the level of cars to pass through, but a raised intersection forces cars to slow down to pedestrian -friendly speeds.
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Finally, we can't forget about the traffic signals.
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Pedestrian countdowns are recommended to help people judge the time they have to cross.
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For blind pedestrians, audible walk indicators help them know when it's time to get moving across the intersection.
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There are a variety of sounds used in the U .S., but the recommendation is a rapid tick sound.
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Speech walk indicators can be used where it's otherwise unclear about which street's walk sign is on.
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The push button to activate the walk sign must have a raised directional arrow
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so blind pedestrians can feel the direction of the crosswalk.
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The tactile arrow should vibrate to help blind and deaf pedestrians know when it is time to cross.
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One common thread that connects these changes, both on streets and in intersections, is that they are in response to cars.
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It's no secret that they're noisy, fast, and take up a lot of space.
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They make it harder for everyone to be a pedestrian.
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Cars are sort of the universal foil to universal design.
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And some streets go beyond what we've talked about so far to eliminate the car.
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Of course, they can be removed entirely, and I've made a video or two about that scenario.
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But shared street concepts like the Dutch Woonerf prioritize people over cars and can be safer for people of all abilities.
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Cars aren't eliminated, but are made to feel like guests in a space designed at a human scale.
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Now it's probably impossible to design the perfect street, even if you follow all the advice in this video.
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But all streets can be made better.
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Better for people in wheelchairs, better for people on the autism spectrum, better for people with hearing disabilities.
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And certainly better for people like me who push a stroller on a daily basis.
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When we design streets for everyone, everyone wins.
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A lot of what we talked about in this video is in the realm of civil and traffic engineering.
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If you're someone who loves engineering and problem solving, then you're going to love the challenges over at Brilliant.
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They have these weirdly addicting courses on topics like engineering, logic, math, and scientific principles.
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They can help you level up your critical thinking and observation skills and make you better observers of the urban environment.
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And they have this great daily challenge feature so you can learn wherever you are.
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Each daily challenge provides you with the context and framework
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that you need to tackle it so that you'll learn the concepts by applying them.
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And if you choose the wrong answer to the challenge, like I did right here,
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there's a really handy explanation that tells you how to get to the correct answer.
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This is the kind of thing you can do during your commute on transit
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or even during a walk on a universal design sidewalk.
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To take your problem solving and observation skills to the next level and learn more about Brilliant,
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go to brilliant .org slash city beautiful and sign up for free.
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And also the first 200 people that go to the link will get 20 % off the annual premium subscription.
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So go check it out.
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Thank you.
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本課的詞彙與口語要點
這節口語課以影片“How to design streets for everyone”為素材。 影片中反覆出現的詞有：pedestrian, design, intersection, curb, universal。 這段影片共有 39 個句子、1704 個單詞可供跟讀。 講話部分時長為 9:11。 說話人語速較快，每分鐘約 186 個詞，會出現較多連讀和弱讀。 只有 81% 的單詞屬於英語最常用的 3,000 詞，詞彙難度較高。 全部 39 個句子中有 9 個是問句，適合練習疑問語調和簡短回答。
影片中的重點詞彙
影片中 15 個值得學習的單詞，附發音和釋義：
| 單詞 | 發音 | 釋義 |
|---|---|---|
| pedestrian 名詞 | /pəˈdɛstɹiən/ | 行人, 行者 |
| intersection 名詞 | /ˈɪntəɹˌsɛkʃən/ | 路口, 交叉 |
| curb 名詞 | /kɝb/ | 路緣 /路緣 |
| universal 形容詞 | /ˌjunəˈvɜɹs(ə)l/ | 宇宙的 |
| disability 名詞 | /dɪsəˈbɪlɪti/ | 殘廢 /殘廢, 殘疾 /殘疾 |
| sidewalk 名詞 | /ˈsaɪdwɔk/ | 人行道, 步道 |
| infrastructure 名詞 | /ˈɪnfɹəˌstɹʌkt͡ʃə/ | 基礎設施 /基礎設施 |
| solve 動詞 | /sɒlv/ | 解決 /解決 |
| eliminate 動詞 | /ɪˈlɪm.ɪ.neɪt/ | 消滅 /消滅, 消除 |
| accommodate 動詞 | /əˈkɑməˌdeɪt/ | 容納 |
| wheelchair 名詞 | /ˈ(h)wilt͡ʃɛɹ/ | 輪椅 /輪椅 |
| bench 名詞 | /ˈbɛnt͡ʃ/ | 長椅 /長椅 |
| arrow 名詞 | /ˈæɹəʊ/ | җян, 箭 |
| observation 名詞 | /ˌɑbzɚˈveɪʃn̩/ | 觀察 /觀察 |
| meter 名詞 | /ˈmitəɹ/ | 計量表 /計量表 |
影片中出現的短語動詞
| 單詞 | 釋義 |
|---|---|
| check out 動詞 | 退房 |
| slow down 動詞 | 減速 /減速, 放慢 |
值得反覆跟讀的句子
影片中簡短而完整的句子，可以直接用在日常對話裡：
- Let's start with a simple city street.
- I'll leave a link in the description.
- Finally we can't forget about the traffic signals.
影片中的語法
說話人最常用的結構，並附上影片中的原話：
| 結構 | 影片中的用法 |
|---|---|
| 被動語態 be + 過去分詞 — 強調發生了什麼，而不是誰做的 | is sponsored · is created · was signed |
| 現在完成時 have/has + 過去分詞 — 過去發生但與現在仍有關聯的事 | has published · have also published · has experienced |
| 定語從句 who / which + 從句 — 補充說明人或事物 | people who can · people who you · those who cannot |
需要注意的發音
說話人用了 21 次縮略和弱讀形式，例如 they're, can't, I've。請按聽到的簡短形式來說。
- “th” 音: thread /ˈθɹɛd/, mathematics /mæθ(.ə)ˈmæt.ɪks/, width /ˈwɪtθ/, thumb /ˈθʌm/
- “sh” 和 “zh” 音: intersection /ˈɪntəɹˌsɛkʃən/, extension /ɪkˈstɛnʃən/, observation /ˌɑbzɚˈveɪʃn̩/, transition /tɹænˈzɪʃ.ən/, explanation /ˌɛkspləˈneɪʃən/
- 長單詞——注意重音位置: intersection /ˈɪntəɹˌsɛkʃən/, universal /ˌjunəˈvɜɹs(ə)l/, disability /dɪsəˈbɪlɪti/, infrastructure /ˈɪnfɹəˌstɹʌkt͡ʃə/, eliminate /ɪˈlɪm.ɪ.neɪt/
中文母語者容易讀錯的音：
- /v/ — 不要讀成 /w/，上齒輕觸下唇: universal /ˌjunəˈvɜɹs(ə)l/, solve /sɒlv/, navigate /ˈnæv.ɪ.ɡeɪt/, observation /ˌɑbzɚˈveɪʃn̩/, sensitive /ˈsɛn.sɪt.ɪv/
- 詞尾子音 — 要讀清楚，後面不要加母音: curb /kɝb/, sidewalk /ˈsaɪdwɔk/, solve /sɒlv/, eliminate /ɪˈlɪm.ɪ.neɪt/, accommodate /əˈkɑməˌdeɪt/
- /r/ 和 /l/ 的區別: universal /ˌjunəˈvɜɹs(ə)l/, wheelchair /ˈ(h)wilt͡ʃɛɹ/, naturally /ˈnæt͡ʃ.(ə.)ɹə.li/, crystal /ˈkɹɪstəl/, principle /ˈpɹɪn.sɪ.pəl/
如何用這段影片練習
- 先完整聽一遍影片，不要開口，記下不認識的單詞。
- 先用 0.75 倍速逐句跟讀，熟練之後再回到正常速度。
- 錄下自己的聲音並與原聲對比，特別注意 pedestrian, intersection, curb 這類單詞。
什麼是跟讀法？
跟讀法 (Shadowing) 是一種有科學依據的語言學習技巧，最初開發用於專業口譯員的培訓，並由多語言者Alexander Arguelles博士普及。這個方法簡單而強大：您在聽英語母語原聲的同時立即大聲重複——就像是一個延遲1-2秒緊跟說話者的影子。與被動聽力或語法練習不同，跟讀法強迫您的大腦和口腔肌肉同時處理並模模擬實的講話模式。研究表明它能顯著提高發音準確性，語調，節奏，連讀，聽力理解和口語流利度——使其成為雅思口語備考和真實英語交流最有效的方法之一。