Đề thi thử THPT Quốc gia môn tiếng Anh (đợt 7) trường THPT Chu Văn An, Hà Nội năm 2015

The killer bee is a combination of the very mild European strain of honeybee and the considerably more aggressive African bee, which was created when the African strain was imported into Brazil in 1955. The African bees were brought into Brazil because their aggression was considered an advantage: they were far more productive than their European counterparts in that they spent a higher percentage of their time working and continued working longer in inclement weather than did the European bees. 

These killer bees have been known to attack humans and animals, and some fatalities have occurred. Experts point out, however, that the mixed breed known as the killer bee is actually not at all as aggressive as the pure African bee. They also point out that the attacks have a chemical cause. A killer bee stings only when it has been disturbed; it is not aggressive by nature. However, after a disturbed bee stings and flies away; it leaves its stinger embedded in the victim. In the vicera attached to the embedded stinger is the chemical isoamyl acetate, which has an odor that attracts other bees. As other bees approach the victim of the original sting, the victim tends to panic, thus disturbing other bees and causing them to sting. The new stings create more of the chemical isoamylacetate which attracts more bees and increases the panic level of the victim. Killer bees tend to travel in large clusters or swarms and thus respond in large numbers to the production of isoamyl acetate.

How much time do you spend stuck in traffic, breathing in diesel fumes as you commute to work or to college every day? Traffic congestion in the big cities is one of the key issues facing city planners these days. It has only continued to get worse, despite the attempts to solve these problems. Expensive solutions such as new flyovers, bus-only lanes, and park-and-ride options are all under consideration in many big cities. 

Cycling is a key way of reducing traffic congestion and has other benefits as well. It saves fuel, is healthier for the cyclists, and reduces air pollution for all other commuters. It provides a more cost-effective and efficient use of city space by reducing the need of enormous parking buildings and inner-city motorways. Another point is that cycling is a cheaper alternative than car ownership with its registration fees, fuel costs, and regular mechanical expenses. 

Take a moment to think about those who risk the dangers of busy city roads on a bicycle. Cyclists are the most vulnerable people in heavy traffic. They move fast, they are balanced on two wheels, and they have no outer metal shell to protect them. If they are on their way to work, they may well be carrying work-related documents in a backpack or pannier, which increases the balance problem. As cyclists are much smaller than vehicles, drivers frequently do not even notice them and accidents are common. Often, especially in hot weather, cyclists only wear light clothing, which means the injuries they suffer are likely to be serious, even with helmets. 

What needs to happen for cyclists to feel comfortable cycling to work? The first major requirement is changing our ideas so that cycling becomes a sensible transport choice and cyclists are safe on the roads. Public education is an essential part of this to ensure that other road users are more considerate to cyclists and learn how to drive safely when bicycles are sharing the roads. Employers also need to be aware of cyclists’ needs. These usually range from secure cycle tracks to prevent theft to the provision of showers and lockers so people can change from cycling to business clothes once they arrive at work. The second major necessity is the development of a safe, convenient network of cycling pathways that link different parts of the city, but ideally are separate from the regular road system. These cycle paths should also allow for some separation of cyclists and pedestrians, as people walking can be badly injured or even killed if a cyclist collides with them. In areas where this is not possible, city streets should have clearly marked cycle lanes with restrictions to prevent drivers from using them. 

Some cities, for example, Copenhagen and Amsterdam, have made a particular effort to achieve this. They have developed areas that are either car-free (only for pedestrians and cyclists) or ‘pedestrian priority’, where pedestrians and cyclists have the right-of-way and cars are only permitted to move at low speeds. Planners believe that the presence of cyclists at all hours of the day and evening keeps the city safer. Since 1995, there has been a city bike system in Copenhagen which allows anyone to borrow a bike from one of 110 bike stands around the city for a small deposit. Once the bike is returned to the same or another stand, this money is refunded. There has also been an active policy of establishing bike lanes, adding bike crossings to intersections, and reducing the number of car parks to discourage cars in the central city. Currently, about 34% of commuters in Copenhagen cycle to work. 

Cycling is clearly a healthy and effective alternative to the private car in our congested cities. The greater the proportion of cyclists to other vehicles, the safer cycling becomes. As some forward-thinking cities have demonstrated, there are many ways in which local city governments can actively encourage and subsidise cycling as a positive option for commuters. The most important of these requires some brave decisions to curb the dominance of the private car, and the gridlock experienced in all major cities shows that such action has become essential.