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English Regents
Regents Review Quiz

Directions: Read the text and study the chart on the following pages, then answer the multiple-choice questions.

Text

…About thirteen percent of all the people who died in traffic accidents
during 1997-1998 were pedestrians. But this only begins to describe the scope of
the problem. Pedestrians also pay a heavy toll in injuries. Data from the National
Highway Traffic Safety Administration (NHTSA) reveal that in 1997 and 1998,
(line 5)
for every pedestrian killed by a car, approximately fourteen more were injured.
Government estimates show that in 1998 alone, 69,000 pedestrians were hit by
cars and injured. However, this number may be low because of underreporting….
Who Is at Risk?
Children deserve particular attention when considering pedestrian safety,
(line 10)
because they rely more heavily than adults on walking to get where they need to
go. In 1997 - 1998, sixteen percent of pedestrian deaths were people under 18
years old. Challenging street crossings that involve high speeds and many lanes of
traffic can be particularly hard for young children….
In addition, elderly people face a higher risk of death as pedestrians. Twenty - two
(line 15)
percent of all pedestrians killed were over 65, even though only 13 percent
of the population is elderly. Many pedestrian facilities, particularly walk signals,
are timed for use by young adults in good health, and don’t give elderly people
enough time to cross in safety.
Some ethnic groups may also be at higher risk. While national statistics are
(line 20)
not available, several local studies point to a problem. An STPP study of
California pedestrian safety found that a high proportion of pedestrian deaths and
injuries in those under 20 years old were young Latinos or African Americans. In
1996, Latino children represented 38.5 percent of the total population of
children in California, but they were involved in 47.9 percent of all child
(line 25)
pedestrian incidents (fatalities and injuries). In 1996, African American children
comprised 7.8 percent of the total population of children in California, but were
involved in 14.2 percent of all child-related pedestrian incidents. The Latino
Issues Forum attributed the discrepancy to the higher level of walking among
Latinos, even though they often live and go to school in areas where walking is
(line 30)
difficult and dangerous. The Centers for Disease Control reported recently that
in Atlanta, Latinos had pedestrian fatality rates six times that of whites. Latino
groups in Atlanta are pushing for better pedestrian facilities along a major sevenlane
road where many pedestrians have died. A survey in suburban Washington,
DC also found that Latinos were disproportionately represented in pedestrian
(line 35) deaths….
The Decline in Walking
Americans are walking much less than they used to. The number of trips
people take on foot has dropped by 42 percent in the last 20 years. The
Nationwide Personal Transportation Survey, conducted by the U.S. Department
of Transportation, documents the decline in the amount Americans walk.
(line 40) 
Walking dropped from 9.3 percent of all trips in 1977 to just 5.4 percent in 1995.
Yet more than one-quarter of all trips are still one mile or less, and by one
calculation at least 123 million car trips made each day in the United States were
short enough to have been made on foot.
Much of the decline in walking can be attributed to the increase in
(line 45 )
neighborhoods designed so that it is not safe or convenient to travel by foot.
Residential areas with no sidewalks and wide streets have been built with highspeed
car travel in mind. The nearest store, school, or workplace is often far
beyond the quarter- to half-mile radius that is most convenient for foot travel.
Workplaces are often located in office parks accessible only by car, and isolated
(line 50 )
from any other services.
There is ample evidence from dozens of studies that compact communities
that mix housing, workplaces, and shopping are places where people take more
trips on foot. But such “traditional” neighborhoods are often in the older part of
town, and newer developments tend to be more automobile oriented. One recent
(line 55) 
study of Seattle neighborhoods found that the newer the development, the less
likely it is that residents will walk, bicycle, or take transit….
.The influence of community design on the decision of whether or not to walk
is made clear by looking at the trend in the number of children who walk to
school. Schools are increasingly isolated from the communities they serve. New
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schools may be placed on the edge of communities, and wide, busy thoroughfares
prevent children from biking or walking to school. Even schools that back up on
subdivisions are often inaccessible by foot because there is no path to them: the
only link is a circuitous street network. Many communities experience traffic jams
around schools as parents deliver children to the door. Increasingly, mothers (and
(line 65)
some fathers) are becoming the bus drivers of the new millennium. Women with
school-aged children now make more car trips each day than any other
population group, and on average spend more than an hour a day in the car….


Walking Less: A Threat to Health


…The American Medical Association (AMA) recently declared obesity an
epidemic and a major public health concern. The AMA blames the epidemic on
(line70)
people eating more, and on the fact that “opportunities in daily life to burn
energy have diminished.” In an editorial in its journal, the AMA noted that car
trips have replaced trips that used to be made on foot or by bicycle, and says
helping people get back to walking or bicycling should be a first target in
combating the obesity epidemic. But it also noted, “Reliance on physical activity
(line75)
as an alternative to car use is less likely to occur in many cities and towns unless
they are designed or retro-fitted to permit walking or bicycling.”
Obesity is just one of the health problems associated with a sedentary
lifestyle. The Centers for Disease Control estimates that 300,000 Americans die
each year from diseases associated with physical inactivity. Even modest physical
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activity, such as walking, can decrease the risk of coronary heart disease, high
blood pressure, colon cancer, diabetes, and even depression….

Retrofitting Streets: More than Crosswalks

Since so many of our streets have been designed exclusively with automobiles
in mind, it takes more than a crosswalk and a walk signal to make them safe and
inviting for pedestrians. Many communities across the country are making streets
(line85)
safer with traffic calming techniques. Traffic calming redesigns streets to reduce
vehicle speeds and give more space and priority to cyclists and pedestrians.
Traffic calming includes a variety of changes that slow or divert vehicle traffic,
separate pedestrian pathways from vehicle traffic, and make the road corridor
more pleasant. Common traffic calming measures include landscaped traffic
 (line90)
study of seattle neighborhoods found that newer development the less circles medians or extended sidewalks that narrow the roadway, and partial closures to divert through traffic. Many communities are slowing traffic with speed humps, but the most successful projects integrate a variety of techniques that make the street more attractive and inviting for people on foot and bicycle. The Institute of Traffic Engineers has published a manual on traffic calming; to
(line95)
see it visit http://www.ite.org/traffic/index.html….

Designing for Pedestrians

Traffic calming is but one part of a broader attempt to fundamentally refocus
the design of both streets and communities so that walking is safe and convenient.
Encouraging pedestrian travel means designing communities so that people
have somewhere to walk to. That means developing neighborhoods where
(line100)
residents are within a reasonable walking distance of shops, offices, schools,
libraries, and transit stops. According to the American Planning Association’s Best
Development Practices, the best neighborhoods for walking are developed in
small clusters, with well-defined centers and edges, and compact commercial
centers. The street network in these neighborhoods should include multiple
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connections and direct routes that allow pedestrians to choose the shortest
distance to a destination. Schools should also be placed so children can walk and
bicycle without having to cross high-speed streets….

Investing In Pedestrian Safety

Making pedestrian safety a priority means investing transportation funds in
pedestrian facilities and safer streets. Each state should attempt to align
(line110)
pedestrian safety funding to pedestrian safety needs, as indicated by rates of
fatalities and injuries: if 25 percent of a state’s traffic deaths are pedestrians, it
should consider allocating a similar share of safety funding to making walking
safer. State Departments of Transportation should target such funding by using a
systematic approach for identifying problem areas for pedestrians, similar to the
(line115)
systems now used to identify high accident areas for vehicles. When it comes to
funding, dangerous pedestrian areas should be considered on an equal footing
with dangerous locations for motor vehicles.…

— Barbara McCann and Bianca DeLille
excerpted from “Mean Streets 2000”
www.transact.org

Technique
Description
Advantages
Disadvantages
Speed bumps, humps,
and tables

Raise pavement three to
four inches. Bumps are
narrow and abrupt.
Humps and speed tables are more gradual, often
22 feet long, usually with
a flat top.

Make drivers think
about the roadway
Effective in cutting
  down speed
• Self-enforcing
• Relatively inexpensive

• Noisy
• Annoying to drivers
• Slows down
   emergency vehicles

Chicanes, bends, and
deviations

Roadway designs that
make motorists drive
around fixed objects,
usually curbs extending
alternately from
opposite sides to form a
serpentine pathway.
Visually pleasing
Satisfactory for
emergency vehicles
Expensive

Neckdowns, chokers,
and bulbs

Various forms of
narrowing the road at
midroad or intersections,
usually by protruding
sidewalks into the street
from one or more sides.



• Can be visually
pleasing
• Helps pedestrians
cross

Can present problems
for bicyclists, snow
removal

Narrow roads
Use sidewalks,
landscaping, or striping
to narrow lanes to about
10 feet.
• Drivers slow
instinctively
• Pedestrian-friendly
• Creates neighborly
scene

Can present problems
for bicyclists
• Eliminates on-street
parking

Raised intersections
and changes in road
texture

Use grooved asphalt,
colored paving stones,
brick, or cobblestones.

Gets drivers’ attention
• Good for pedestrians

Noisy for neighbors
Can be bumpy for
bicyclists

Direction changes
Accomplished by
“diverters” that
diagonally bisect an
intersection or barriers
that force cars to turn
one direction.

• Effective in stopping
short-cut and cutthrough
traffic

Can be costly
Confusing to strangers
Adds to commutes
and emergency
response times

: Select the best suggested answer to each question and write its number in the space
provided

1)  The authors indicate that elderly pedestrians are
at greater risk than younger adults because the
elderly tend to

a) underestimate the speed of the traffic.
b) walk slowly when crossing streets
c) ignore signals at crosswalks
d) walk with friends or pets

2) According to the text, Americans walk less than
they used to because
 
a) neighborhoods often lack sidewalks
b) cars have become more affordable
c) bicycle riding has replaced walking
d) offices are located in residential areas

3) The authors indicate that older neighborhoods
are better for walking because, in those neighborhoods,

a) speed limits are strictly enforced
b) cars are parked in driveways
c) homes and stores are close together
d) children and elderly people are supervised

4)  The authors imply that the decision of whether or
not a child walks to school is based largely on the

a)age of the child
b) starting time of the school day
c) income level of the parents
d) location of the school

5)  According to the text, the main purpose of traffic
calming is to

a) conserve energy
b) save money
c) slow automobiles
d) reduce crime

6)  The text implies that community designers can best
encourage walking by providing pedestrians with

a) shelters
b) destinations
c) rules
d) vehicles

7)  According to the text, the amount of money a
state spends on pedestrian safety needs should be
based on the number of

a) pedestrian accidents
b) traffic lights
c) automobiles
d) crosswalks

8)  According to the chart, in the description of the
pathway formed by chicanes, bends, or
deviations, the word “serpentine” most nearly
means

a) wide
b) bumpy
c) winding
d) slippery

9)  Which technique in the chart is cited as presenting
a difficulty for maintaining the roadway in winter?

a) speed bumps, humps, and tables
b) neckdowns, chokers, and bulbs
c) narrow roads
d) raised intersections and changes in road texture

10 From the information in the chart, what
conclusion may be drawn regarding the use of
traffic calming techniques in community design?

a) Most techniques are too expensive to be used
often.
b)  Few techniques are appropriate for commercial
areas.
c) The least expensive techniques are also the
least effective.
(d) No single technique is correct for all situations.

 Passage I

           He was a manufacturer’s agent in New Orleans and sold printers’ ink. The
       storeroom where he kept his supplies was in the old city, near the Museum and
       the old Cathedral. It is delightful to walk in that part of the old city, just as
       evening comes, when the light is uncertain.
 5         I used to see him at work in the dark storehouse under an electric lamp and
       one evening I went in.
           He was  making a  wooden  model of  an American clipper ship  and   it  was
       lovely.
           I asked him about it. This is the tale he told me. He was fifty-five. His wife
10     was dead and his children were married. He had never been a great success in
       business. Once he made considerable money—but later.
           He had got an agency—selling printers’ ink in New Orleans. In his younger
       years he lived in a Northern city where men hustled more. In New Orleans he
       could take things easier. Rents were lower. He knew a good many small printers.
15     They bought ink from him. Why not? He sold good ink. The price was all right.
       One day he was in the Museum where there are a good many rather fine
       models of old ships. New Orleans is a seafaring town. In the old days of sailing
       ships a good many sailors used to carve such models of ships during long voyages.
           In the Museum there was a man from the state university of an interior state.
20     He had come to New Orleans to buy models of old ships but there were none to
       be found. Nowadays they are picked up by curio dealers who buy them at a high
       price. The rich want them to put on library shelves above the books. They are no
       doubt made now in some factory.
           The man from the interior was puzzled. Could a man be found who would
25     carve from models in the museum a few such ships?
           The wholesale dealer in ink stepped forward.  “I’ll do it,” he said. He had
       never carved anything but when he was a boy in Philadelphia he spent a great
       deal of time in the shipping [area]. At night, as a boy, he dreamed of ships.
           The man seeking ship models asked him how much he would charge. “Thirty
30     dollars each. It will take me a long time. I won’t ask you to pay me anything down.
       When I have completed the models, if you do not like them, it will be all right.”
           The whole affair, the old man  told me, had been  foolish enough.He had
       never used tools. Books concerning ships had to be bought. His hands had to be
       trained.
35         When I saw him he was completing the first model that satisfied him. It was
       the fourth one he had attempted and the first three had been burned.
           “Will you do others?” I asked. “Surely,” he said. He worked every evening
       from six until nearly midnight. He had never been so well, so contented. “The
       whole foolish business has cost me nearly two hundred dollars. It is the only thing
40    I ever did that gave me any real satisfaction,” he said.

                                                                           — Sherwood Anderson
                                                                                           “Note 29”
                                                   from Sherwood Anderson’s Notebook, 1926
                                                                                  Boni & Liveright
                             [3]                                                         [OVER]


 Passage II

                                              Assembler

      My twentieth summer I got a job in Door Locks
      at the Ford plant where my father has worked
      for twenty years. Five in the morning
      we’d stand tired in the glare and old heat
 5    of the kitchen, my father fiddling with
      the radio dial, looking for a clear station.

      There weren’t any women in my department.
      At first the men would ask me to lift
      what I couldn’t, would speed up the turntable,
10    juggling the greasy washers and bolts,
      winking at each other, grinning at me.
      In the break room they would buy me coffee,
      study my check to see if I got shorted.
      They were glad I was in school and told me
15    to finish, they said I’d never regret it.
      Once I got loaned to Air Conditioners,
      worked three days in a special enclosure,
      quiet and cool and my hands stayed clean.
      Out the window I could see Door Locks,
20    the men taking salt pills, 110 degrees.

      In rest rooms there were women sleeping
      on orange vinyl couches, oven timers ticking
      next to their heads.

      At lunch I’d take the long walk to my father.
25   I’d see him from a distance, wearing safety glasses
      like mine, and earphones, bright slivers of brass
      in his hair—him standing alone in strange sulfur light
      amidst machines the size of small buildings.
      Every twenty minutes he worked a tumbler,
30   in between he read from his grocery bag of paperbacks.
      He would pour us coffee from a hidden pot,
      toast sandwiches on a furnace. We sat
      on crates, shouting a few things and laughing
      over the roar and banging of presses.

35    Mostly I remember the back-to-back heat waves,
      coffee in paper cups that said Safety First,
      my father and I hurrying away from the time clocks,
      proud of each other. And my last day, moving shy past
      their Good Lucks, out into 5:00, shading my eyes.
                                                                                — Debra Allbery
                                                                  from Walking Distance, 1991
                                                                 University of Pittsburgh Press
                           [4]

11)  The narrator most probably entered “the dark
storehouse” (line 5) in order to

a) demonstrate courage
b) examine a ship
c) purchase ink
d) satisfy his curiosity

12)  The manufacturer’s agent moved from a
Northern city because he preferred New Orleans
for its

a) business climate
b) coastal location
c) cheap labor
d)  mild winter

13) The manufacturing agent characterizes his
decision to undertake ship carving as “foolish”
(line 32) because he

a) feared failure
b) disliked the work.
c) lacked experience
d) hated change

14)  What personal quality does the agent
demonstrate by completing the fourth ship?

a) flexibility
b) dedication
c) efficiency
d) cleverness

15)  What was the agent’s reward for working until
midnight each night on his ships?
 
a) fame
b) fulfillment
c) profit
d) knowledge

16)  The purpose of lines 1 through 3 is to introduce a
 
a) symbol
b) rhyme
c) setting
d) metaphor

17) The narrator is challenged by her

a) male coworkers
b) self-doubt
c) supervisor
d) poor work ethic

18) The description of the actions of the men in the
break room (lines 12 and 13) suggests their

a) financial inexperience
b) concerned attitude
c) job satisfaction
d) unfriendly personalities

19) In lines 16 through 20, the nature of the work
done in Door Locks is established through the use of

a) personification
b) chronology
c) simile
d) contrast

20) Lines 24 through 30 are used to emphasize the

a) alienation of the daughter
b) value of reading
c) isolation of the father
d) variety of equipment

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