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For many students, the classroom is not the central focus of school. The school's corridors and doorways are areas largely given over to student control, and it is here that they negotiate their cultural identities and status among their peer groups. The flavor of this “corridor culture” tends to reflect the values and culture of the surrounding community. Based on participant observation in a racially segregated high school in New York City, Corridor Cultures examines the ways in which school spaces are culturally produced, offering insight into how urban students engage their schooling. Focusing on the tension between the student-dominated halls and the teacher-dominated classrooms and drawing on insights from critical geographers and anthropology, it provides new perspectives on the complex relationships between Black students and schools to better explain the persistence of urban school failure and to imagine ways of resolving the contradictions that undermine the educational prospects of too many of the nations' children. Dickar explores competing discourses about who students are, what the purpose of schooling should be, and what knowledge is valuable as they become spatialized in daily school life. This spatial analysis calls attention to the contradictions inherent in official school discourses and those generated by students and teachers more locally. By examining the form and substance of student/school engagement, Corridor Cultures argues for a more nuanced and broader framework that reads multiple forms of resistance and recognizes the ways students themselves are conflicted about schooling.
On July 1, 2003, legislation went into effect that established a highway safety corridor (HSC) program for Virginia. The intent of the HSC program is to address safety concerns through a combination of law enforcement, education, and engineering countermeasures. Fines for violations in the highway safety corridors are doubled, subject to a $200 minimum for criminal infractions and a $500 maximum for traffic offenses. The Code of Virginia required the Commonwealth Transportation Commissioner, in conjunction with the Commissioner of the Department of Motor Vehicles and the Superintendent of the Virginia State Police, to develop criteria for designating and evaluating highway safety corridors. The legislation required that this process include a review of "crash data, accident reports, type and volume of vehicular traffic, and engineering and traffic studies." This report documents the results of a study to develop a method to designate HSCs on Virginia's interstate and primary systems. The impacts of the HSC program on interstate crashes and speeds are also presented. The framework for the interstate program described was adopted and applied by the Virginia Department of Transportation, resulting in the installation of three HSCs around the state. The results of an evaluation of the data for 2004 indicate that the program did not produce a benefit in terms of safety or speed reduction, although the results were based on only 1 year of data. Preliminary crash data for 2005 indicate that a positive safety benefit may have occurred at the I-81 and I-95 Richmond HSCs. A rigorous analysis of the 2005 data could not be performed since comparison site data were not yet available, but the preliminary data seem promising. The HSC program currently does not have any dedicated resources with which countermeasures may be implemented; this may limit the potential effectiveness of the program. Additional effects might be observed if dedicated resources were available to allow a more systematic approach to enforcement, education, and engineering within the designated HSCs. Further analysis of the HSCs using at least two more years of data should be performed to gain a more accurate picture of whether the HSCs have had a positive safety benefit.
This paper explores Arizona's ability to adopt the FHWA Corridor Safety Improvement Program (CSIP) model and adapt it to work within the institutional, jurisdictional, resource, and funding framework of Arizona. The results of the project indicate that: 1) ADOT is only one of several state agencies that have a hand in promoting and providing highway safety; 2) All agencies that endeavor to improve highway safety should collaborate and focus on high-risk corridors to effectively develop multi-objective action plans and implement the most appropriate countermeasures; 3) The identification of high risk spots and corridors can be greatly assisted using contemporary Geographic Information Systems (GIS) spatial analysis tools and the Accident Location Identification Surveillance System (ALISS) crash database; and 4) The ADOT photo log and Global Positioning System (GPS)-derived corridor centerline files add a unique level of comprehension of safety problems by showing signing/striping/guardrail conditions in plan and profile views overlain with the ALISS crash history and a link to a photo log image of the roadway.