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During COVID’s first wave, the streets of New York and other major cities became empty. The sound of cars decreased, but urban citizens heard something new: an abundance of birdsong. During walks outside, they breathed cleaner air. Lockdowns had meant fewer cars on the roads, and the effects were unmissable. Levels of nitrogen dioxide-a by-product of fossil fuels burned in cars and in electricity generation—were 30 percent lower along the road from Washington D. C. to Boston in March 2020 compared with previous years. Summer coming, people sat at outdoor extensions of restaurants built in parking zones and moved around on newly added bike lanes. These incidental adaptations to the pandemic allowed citizens to experience the benefits of moving away from the “car is king“ situation in a way that policies for climate-friendly equipment never could, explains Christian Brand, an environmental scientist with the Transport Studies Unit at the University of Oxford. Now, he says, “they know what’s possible.”

Some fought to keep it that way. Paris has been a leader of this conversion. The French capital already had plans to press down car use and encourage cycling before COVID appeared, but in late spring 2020 some 50 kilometers of pop-up bike lanes, called coronapistes, were added almost overnight. They are now a permanent part of Paris’s cycling network, with more in the works.

These measures, Brand says, came in no small part because of political will. Paris Mayor Anne Hidalgo made climate change a focus of her reelection campaign. Besides providing subsidies(补贴)for purchasing and repairing bicycles, she emphasized the health benefits of reducing car emissions. In other cities, like New York, changes were more modest or temporary. Shutdowns may have presented the possibility of safer, healthier streets-but it was often a fleeting(飞逝的)vision.