True and False for Transportaion Engineering course When considering highway seg
ID: 1714410 • Letter: T
Question
True and False for Transportaion Engineering course
When considering highway segments (with no flow interruptions like STOP signs), which of the following are generally true/false?
___a.
Q vs. V plots are useful for defining the boundaries of different levels of service
___b.
K vs. Q plots might be somewhat different for rainy/wet versus clear/dry conditions
___c.
the maximum Q is the same even if roadway lane and/or shoulder widths vary
___d.
capacity occurs at the maximum value of K regardless of lane and/or shoulder widths
___e.
the theoretical speed at Kjam is zero
Some miscellaneous highway-design-related questions.
___a.
If a normal crown is maintained through a horizontal curve, traffic in one direction would effectively experience some helpful superelevation while traffic in the other direction would not.
___b.
The angle (up/down, not side-to-side) of the beam of your headlights relative to the road is important in determining the length of a crest vertical curve.
___c.
The driver eye height is critical for determining both sag and crest vertical curves.
___d.
Over time, observed braking distances have changed as a result of improvements in braking technology.
___e.
With the aging of “baby boomers,” the 85th (or other similar) percentile perception-reaction time of all drivers is most likely increasing.
Some miscellaneous transportation-planning-related questions.
___a.
The models (e.g., trip generation) of the 4-step transportation planning (travel-demand forecasting) process are empirical in nature.
___b.
Trip generation models would be different for different trip purposes (e.g., work, social)
___c.
Some of the same variables that would be useful in defining a “service envelope” might also be useful in defining a modal split model.
___d.
The “4-step” transportation planning process is related to estimating “demand” as it was defined in the very first part of the course.
___e.
All four steps of the transportation planning process could be framed as “choices” to be made by the consumer (i.e., the traveler).
___a.
Q vs. V plots are useful for defining the boundaries of different levels of service
___b.
K vs. Q plots might be somewhat different for rainy/wet versus clear/dry conditions
___c.
the maximum Q is the same even if roadway lane and/or shoulder widths vary
___d.
capacity occurs at the maximum value of K regardless of lane and/or shoulder widths
___e.
the theoretical speed at Kjam is zero
Explanation / Answer
A.true
With help of flow Vs speed plot we can describe level of service of that road
B.true
Capacity Vs flow are some what differs in wet season to dry season
Because during wet (rainy) season so many of the people uses public transportation instead of using their own vehicles
C.false
Flow of road will differs from single lane to double
Due to increase of its capacity
D. True
Maximum capacity can occur at single lane or double lane
E .true
In jam conditions, vehicle did not move from its position
During that state flow tends to be zero
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