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Transportation Engineering Midterms > Definitions and Everything Else > Flashcards

Definitions and Everything Else Flashcards

1
Q

refers to measures and
practices to reduce hazards. It includes strategies, regulations,
technologies, and education

A

Transportation safety

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2
Q

intended to provide transportation
planners and practitioners with adequate safety knowledge
and opportunities to incorporate safety into all phases of the
planning process

A

Transportation safety

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3
Q
  • To promote safe and healthy transportation options and environments, and to address transportation-related health issues.
  • Provide safety data and analysis skills insights
  • Lessons learned from other public health efforts
  • Public health approaches to transportation concerns
A

HEALTH DEPARTMENT PERSONNEL

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4
Q

individuals or groups who work to promote and improve safety in various areas of life, such as transportation, workplace, public spaces, and consumer products. They may work as advocates, lobbyists, or activists to raise awareness, influence policy, and enact change to prevent accidents, injuries, and deaths.

A

Safety Advocates

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5
Q
  • Identify existing and future short- and long-range needs
  • Identify projects and programs
  • Help in establishing priorities
  • Evaluate outcome
A

Transportation Planners

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6
Q
  • Enacting and enforcing traffic safety laws
  • Setting transportation policy
  • Providing funding for safety initiatives
  • Advocating for safety initiatives
  • Providing leadership on safety issues
A

Elected Officials

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7
Q

The study of the movement of people and goods over space and time. It is a branch of economics that deals with the allocation of resources within the transport sector

A

TRANSPORTATION ECONOMICS

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8
Q

The importance of transportation
for a whole economy

A

MACROECONOMIC LEVEL

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9
Q

The outcome of improved capacity
and efficiency where transport
provides employment, added value,
larger markets, as well as time and
cost improvements.

A

DIRECT IMPACT

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10
Q

The outcome of the economic
multiplier effects is where the
price of commodities, goods,
or services drops and their
variety increases

A

INDUCED IMPACT

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11
Q

Transport activities are
responsible for a wide range
of indirect value-added and
employment effects, through
the linkages of transport with
other economic sectors

A

INDIRECT IMPACT

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12
Q

increased their importance in
supporting international trade and global supply
chains

A

Seaports

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13
Q

This permitted the development of rudimentary
and constrained inland distribution systems

A

Rivers and Canals

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14
Q

This opened substantial economic and social
opportunities through the extraction of
resources.

A

Railways

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15
Q

service industrial and commercial markets
with reliable door-to-door deliveries

A

Roads

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16
Q

support the accelerated mobility of passengers,
specialized cargoes, and their associated
information flows

A

Airways and information technology

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17
Q

focuses on the public provision and financing
of transportation assets, particularly roads and public transit
systems

A

TRANSPORTATION PLANNING

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18
Q

usually addresses specific problems or broad transport concerns at a local level and has been traditionally a preoccupation of lowertier governments (state, country, municipal).

A

Transport planning

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19
Q

process of looking at the current state of transportation in the region, designing for future transportation needs, and combining all of that with the elements of budgets, goals and policies. It helps shape how a community or city grows by evaluating everything from streets and highways to cargo ships, public transit, and bike lanes. It can influence everything from business to recreation to quality of life.

A

TRANSPORTATION PLANNING

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20
Q

Review matters that can be completed within
three years and involved high cost

A

SHORT TERM (ACTION PLAN)

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21
Q

This type of planning is more structured and
more complicated and it must be designed
better than short term planning
Urban transportation planning process involves
planning the next 20 to 25 yea

A

LONG TERM (≥ 5 YEARS)

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22
Q

Provide for transportation system
connections to areas of employment density and key activity
centers, with an emphasis on connecting to areas of high poverty
rates

A

Access to Employment:

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23
Q

Enhance freight corridors and intermodal connections to facilitate goods movement into, within and out of the region.

A

Freight Mobility

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24
Q

Provide for transportation improvements that
increase safety and security for system users.

A

Safety & Security

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25
Q

Implement technologies and programs to
improve travel times and support the ease of travel throughout the region.

A

System Reliability

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26
Q

Support transportation system
improvements that address existing and expected future traffic
congestion.

A

Congestion Mitigation

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27
Q

Provide for project alternatives that
protect and enhance the region’s natural resources.

A

Environment & Air Quality

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28
Q

Improve accessibility and interconnectivity
of various transportation modes for all systems users.

A

Multimodal Connectivity

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29
Q

Ensure that existing transportation
infrastructure and facilities achieve a constant state of good repair

A

Preservation & Maintenance

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30
Q

computer model used to estimate travel behavior and travel demand for a specific future time frame, based on a number of assumptions that aims to establish the spatial distribution of travel explicitly by means of an appropriate system of zones. Modeling of demand thus implies a procedure for predicting what travel decisions people would like to make given the generalized travel cost of each alternatives

A

Travel demand modeling

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31
Q

number of trips to be made

A

trip generation

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32
Q

number of trips to be made

A

trip generation

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33
Q

where those trips go

4 basic phases

A

trip distribution

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34
Q

how the trips will be divided among the available modes of travel

A

modal split

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35
Q

predicting the route trips will take

A

trip assignment

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36
Q

This study show the pattern and nature of daily trips.
made by the residents.

A

Origin and Destination

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37
Q

are conducted to determine
the number, movements,
and classifications of
roadway vehicles at a given
location.

A

Traffic volume studies

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38
Q

Conducted to estimate the distribution of speeds of
vehicles in a stream of traffic at particular location.
Carried out by recording the speed of a sample of
vehicles at specific location
These data helps to identify
critical flow time periods,
determining the influence of
large vehicles or pedestrians
on vehicular traffic flow

A

Spot speed studies

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39
Q

determines the
amount of time
required to travel
from one point to
another on a given
route.

A

A travel time study

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40
Q

The need of parking spaces is usually very great
in the areas where land uses including business,
residential and commercial activities.

A

Parking Studies

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41
Q

Deals with developing a set of constructs
and propositions that are established to
achieve specific objectives relating to
social, economic, and environmental
conditions, and the functioning and
performance of the transport system.

A

Transportation Policy

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42
Q

Developing a set of constructs
and propositions that are
established to achieve specific
objective

A

policy

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43
Q

Deals with the preparation and
implementation of actions
designed to address specific
problems

A

planning

44
Q

During the -,
transportation policies were primarily
focused on maintaining control and
facilitating trade between the Philippines
and Spain. The construction of roads, bridges, and
ports was mainly driven by economic and
military considerations.

A

Spanish colonial period

45
Q

The - introduced significant
changes to transportation infrastructure in
the Philippines.
The development of railways and the
expansion of ports played a crucial role in
facilitating trade and improving connectivity
within the archipelago.

A

United States

46
Q

In the - , the Philippine government
continued to invest in transportation infrastructure.
However, the focus shifted from developing a national
system to improving urban transportation. This was due
to the rapid growth of cities, which led to increased traffic
congestion and pollution

A

post-war period

47
Q

became the
Philippine National Railways on June 20, 1964, by virtue
of Republic Act No. 4156.

A

Manila Railroad Company (MRR)

48
Q

was created
under Presidential Decree No. 505 which was
subsequently amended by P.D. No. 857 in December
1975

A

Philippine Ports Authority(PPA)

49
Q

was established in 1975 to
address transport and traffic management issues
in Metro Manila.
The construction of major highways, such as the
North Luzon Expressway (NLEX) and South
Luzon Expressway (SLEX), began during this
period.

A

Metropolitan Manila Development
Authority (MMDA)

50
Q

In - , the government
pursued policies to liberalize and deregulate the
transportation sector

A

the late 1980s and early 1990s

51
Q

was created in 1987 to regulate public
land transportation and issue franchises.

A

Land Transportation Franchising and Regulatory
Board (LTFRB)

52
Q

by virtue of Executive Order No. 124, dated
January 30, 1987, the DPH is now known as the

A

Department of Public Works and Highways (DPWH)

53
Q

by virtue of Executive Order No. 124, dated
January 30, 1987, the DPH is now known as the

A

Department of Public Works and Highways (DPWH)

54
Q

was established in 2016, consolidating various
transport-related agencies under one
department

A

Department of Transportation (DOTr)

55
Q

as embodied in
NEDA Board Resolution No. 5 series of
2017, “Approving the National Transport
Policy”, was adopted by the NEDA Board on
27 June 2017.
It was published in general circulation on 14
February 2018

A

National Transport Policy

56
Q

Pursuant to Section 11 of the NEDA
Board Resolution No. 5 s. 2017, - AND -, was
tasked to formulate and issue the
accompanying IRR to effectively carry
out the provisions of the NTP

A

INFRACOM AND IATCTP

57
Q

during its 14 December 2018
meeting, approved and adopted the NTP IRR
(INFRACOM Resolution No. 01-2018, “Approving the
Implementing Rules and Regulations of the National
Transport Policy”).
The IRR was published in general circulation on 30
December 2019.

A

INFRACOM

58
Q

DEPARTMENT OF WAR AND PUBLIC WORKS
From the Organic Decree issued by Gen. Emilio Aquinaldo
establishing the Philippine Revolutionary Government.

A

1898

59
Q

DEPARTMENT OF COMMERCE AND POLICE
By virtue of Act No. 83 passed by the Philippine Commission on
February 6, 1901, public works and projects were placed under the
“Provincial Supervisions”

A

1902

60
Q

Bureau of Public Works was created and placed under Department of Commerce and Police

A

1905

60
Q

Bureau of Public Works was created and placed under Department of Commerce and Police

A

1905

61
Q

DEPARTMENT OF COMMERCE AND COMMUNICATIONS
The Department of Commerce and Police was transformed into the
Department of Commerce and Communications under
Reorganization Act No. 2666

A

1916

62
Q

DEPARTMENT OF PUBLIC WORKS AND COMMUNICATIONS
More development for the Department took place in 1931 when the Philippine Legislature passed on May 1 of that year Act No. 4007, renaming the Department of Commerce and Communications as Department of Public Works and Communications.

A

1931

63
Q

DEPARTMENT OF PUBLIC WORKS, TRANSPORTATION AND
COMMUNICATIONS
Under Executive Order No. 392 in 1951, the DPWC was again
reconstituted to Department of Public Works, Transportation and Communications (DPWTC) to include the Bureaus of Public Works, Posts, Telecommunications, Motor Vehicles Office, Irrigation Council, Flood Control Commission, Radio Control Board, National Transportation Board and Government Quarters Committee.

A

1951

64
Q

THE DEPARTMENT OF PUBLIC HIGHWAYS
The former Bureau of Public Highways was expanded and
restructured into the Department of Public Highways (DPH) for a more
effective administration of the country’s highway system through
Administrative Order No. 2, dated July 1, 1974.

A

1974

65
Q

THE MINISTRIES
With the shift in the form of government, national agencies were renamed from Departments to Ministries. In 1976, DPWTC became Ministry of Public Works, Transportation and Communications (MPWTC) & DPH as Ministry of Public Highways (MPH)

A

1976

66
Q

THE MINISTRY OF PUBLIC WORKS
On July 23, 1979 under Executive Order No. 546, MPWTC was again restructured into two (2) Ministries – the Ministry of Public Works (MPW) and the Ministry of Transportation and
Communications (MOTC), integrating all bureaus and offices
concerned with public works functions and activities under the Ministry of Public Works. The same went true with all offices involved in transportation and communications which were placed under the supervision and administration of the Ministry of Transportation and Communications

A

1979

67
Q

THE MINISTRY OF PUBLIC WORKS AND HIGHWAYS
Under Executive Order No. 710 dated July 27, 1981, the
Ministries of Public Works and Public Highways were merged for a more effective and sustained implementation of infrastructure projects. Under the restructured set-up, the agency was known as the Ministry of Public Works and Highways (MPWH) with 14 regional offices, 94 districts and 60 city engineering offices, five (5) bureaus and six (6) service offices, in addition to corporations and councils attached to the Ministry for administrative supervision

A

1981

68
Q

THE DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
Finally, by virtue of Executive Order No. 124, dated January 30, 1987, the agency is now known as the Department of Public Works and Highways (DPWH). As the primary engineering and construction arm of the government, the DPWH is responsible for the planning, design, construction and maintenance of infrastructures such as roads and bridges, flood control systems, water resource development projects and other public works in accordance with national objectives

A

1987

69
Q

refers to the process of creating mathematical or computer-based representations of transportation networks,
infrastructure, and associated factors to study their
behavior, analyze performance, and make informed
decisions.

A

Modeling transportation systems

70
Q

Modeling the physical infrastructure,
including roads, highways, railways, airports, ports, and
their connections.

A

Network Structure

71
Q

Estimating the travel patterns and volumes of people or goods moving through the transportation system helps understand the demand placed on the infrastructure

A

Traffic Demand

72
Q

Analyzing the choices and decisionmaking processes of individuals or businesses when
selecting routes, modes of transportation, departure times,
and other related factors.

A

Travel Behavior

73
Q

Simulating the movement and interactions of
vehicles within the transportation network, considering
factors like congestion, speed, capacity, and traffic signals.

A

Traffic Flow

74
Q

Integrating different modes of transportation, such as cars, buses, trains, bicycles, and pedestrians, to assess their interactions, connectivity, and overall system performance.

A

Transportation Modes

75
Q

Incorporating the strategies
and policies employed to regulate and control
transportation systems, including traffic management,
tolling, public transit schedules, and incident response.

A

Operations and Management

76
Q

Evaluating the environmental consequences of transportation systems, such as air pollution, greenhouse gas emissions, and energy consumption, to support sustainable planning and policy decisions.

A

Environmental Impact

77
Q

Assessing the safety and potential
risks associated with transportation infrastructure and
operations, including accident prediction and mitigation
measures

A

Safety and Risk Analysis

78
Q
  • aggregated representations of the transportation system
  • considering overall traffic flow patterns and performance indicators at a network level
A

Macroscopic Models

79
Q

simulating individual vehicle movements and interactions while still considering some level of aggregation.

A

Mesoscopic Models

80
Q
  • behavior of each individual vehicle, including acceleration, lane-changing, and routing decisions.
  • highest level of detail but computationally intensive.
A

Microscopic Models

81
Q
  • combination of the elements of different modeling types
  • accuracy and computational efficiency.
A

Hybrid Models

82
Q

Data collected from sensors, cameras, or manual
counts that provide information on the number of vehicles
passing through specific locations

A

Traffic Counts

83
Q

Surveys conducted to collect data on travel
patterns, trip purposes, modes of transportation used, and other relevant factors

A

Travel Surveys

84
Q

provides detailed information on vehicle
movements, speeds, and travel times

A

GPS and Mobile Data

85
Q

Data from public transportation agencies
that includes schedules, ridership, and route information.

A

Public Transit Data

86
Q

Data from public transportation agencies
that includes schedules, ridership, and route information.

A

Public Transit Data

87
Q

Remote sensing technologies, such as
satellite imagery and aerial photography, can provide insights
into transportation infrastructure and land use patterns.

A

Remote Sensing

88
Q

It could be a city’s road network, a public transportation system, or a logistics network for goods transportation.

A

Define the Scope

89
Q

Variables could include traffic volume, travel time, vehicle speed, congestion levels, or passenger demand. Parameters might involve road capacity, public transportation frequency, vehicle characteristics, or infrastructure features.

A

Identify Variables and Parameters

90
Q

This data may come from various sources,
such as traffic sensors, GPS devices, public transportation
records, surveys, or historical data

A

Data Collection

91
Q

There are various modeling approaches you can employ, depending on the complexity and objectives of the transportation system

A

Choose a Modeling Approach

92
Q

This involves formulating equations, setting up
simulations, implementing statistical algorithms, or defining
optimization objectives and constraints

A

Model Development

93
Q

Validation involves comparing the model’s
outputs with real-world data. Calibration adjusts the model’s
parameters to improve its accuracy and reflect reality.

A

Validation and Calibration

94
Q

The models allow for scenario analysis, where you
can explore “what if” scenarios to understand the consequences of different policy interventions or infrastructure changes. For example, you can simulate the impact of adding new roads, increasing public transportation capacity, or implementing congestion pricing.

A

Scenario Analysis

95
Q

Modeling transportation systems provides
valuable insights for policymakers, urban planners, and transportation authorities. The results can help in identifying bottlenecks, optimizing operations, improving infrastructure, reducing congestion, and enhancing overall transportation efficiency

A

Policy and Decision Making

96
Q

Models help planners assess the impact of
proposed infrastructure projects, such as new roads or transit lines, on traffic flow, travel times, and accessibility

A

Transportation Planning

97
Q

Models aid in optimizing traffic signal timings,
managing congestion, and developing intelligent transportation systems (ITS) to improve overall system performance

A

Traffic Management

98
Q

Models assist in designing and evaluating public
transit systems, including route planning, frequency analysis, and ridership forecasting.

A

Transit Planning

99
Q

Models are used to assess the effects of policy
interventions, such as tolling, congestion pricing, or incentives for alternative modes of transportation.

A

Policy Analysis

100
Q

Models support emergency response
planning and evacuation strategies during natural disasters or other emergencies.

A

Emergency Management

101
Q

Microsimulation models, such as VISSIM or
Aimsun, simulate individual vehicle movements within a
transportation network. These models consider factors like vehicle acceleration, lane-changing behavior, traffic signal timings, and road geometry to replicate real-world traffic conditions. They are used to analyze traffic flow, capacity, congestion levels, and evaluate the impact of infrastructure changes or traffic management strategies.

A

Traffic Microsimulation

102
Q

Travel demand models estimate the
number of trips made by individuals or goods within a region or
transportation network. These models consider factors such as
population, employment, land use patterns, and transportation
infrastructure. They are used to forecast future travel demand, assess
the need for new transportation infrastructure, and evaluate the
impact of policies or changes in demographics on travel behavior.

A

Travel Demand Modeling

103
Q

Models like TransCAD or Cube Voyager are
used for transit planning and analysis. These models simulate transit routes, schedules, and service levels, considering factors like ridership demand, travel times, and connectivity. They help assess the efficiency of existing transit systems, optimize route design, determine optimal service levels, and evaluate the impact of changes to the transit network

A

Public Transit Planning

104
Q

Network assignment models, such as
the All-or-Nothing or User Equilibrium models, allocate traffic flows to different routes in a transportation network based on travel costs and user preferences. These models consider factors like travel times, distances, tolls, and congestion levels. They help assess the impact of changes in the transportation network, such as new road construction or changes in travel demand, on traffic flow patterns and travel times

A

Network Assignment Models

105
Q

Models like Synchro or TRANSYT are used for optimizing traffic signal timings at intersections. These models consider traffic demand, signal phasing, cycle lengths, and green time allocations to maximize traffic flow and minimize delays. They help improve intersection efficiency, reduce congestion, and enhance the overall performance of signalized intersections.

A

Traffic Signal Optimization

106
Q

Pedestrian and bicycle models, such as Pedestrian Simulation Models (e.g., Legion, SimWalk) or Bicycle Network Analysis tools (e.g., BikePedCALC), are used to analyze and plan for pedestrian and bicycle infrastructure. These
models simulate the movements and interactions of pedestrians and cyclists, considering factors like walking speeds, crossing behaviors, path preferences, and bicycle network connectivity. They assist in designing safer and more efficient pedestrian and bicycle facilities, evaluating the impact of infrastructure changes, and assessing accessibility

A

Pedestrian and Bicycle Modeling

Transportation Engineering Midterms (3 decks)

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