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TRANSPO > LESSON 2 FINALS > Flashcards

LESSON 2 FINALS Flashcards

1
Q

s a facility where
passengers and freight are
assembled or dispersed.

A

terminal

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2
Q

Passengers and freight cannot travel individually, but in
batches. T or F

A

TRUE

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3
Q

Terminals are point of interchange. T OR F

A

TRUE

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4
Q

are central and intermediate locations in
the mobility of passengers and freights.

A

Transport Terminals

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5
Q

New transport terminal tend to be located inside central areas to avoid
high land costs and congestion. T or F

A

FALSE (OUTSIDE)

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6
Q

terminal is not linked to the regional transport system T or F

A

FALSE

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7
Q

The main function of terminal is to handle and transship freight or
passengers, since modes are physically separated. T or F

A

TRUE

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8
Q

Transport terminals provide connectivity within transport network, as they are the only locations from where a
network can be entered or exited. T OR F

A

TRUE

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9
Q

are made up of simple components –
from ticket offices to waiting area with retailing catering for this
transient mobility (

A

Bus and railway stations

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10
Q

Airports are the most complex of terminals. T OR F

A

TRUE

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11
Q

This kind of terminal Passengers may spend several hours transiting – with check-in,
security checks on departure, baggage pick up and customs and
immigration on arrival.

A

Airport Terminal

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12
Q

represent an important component of total
transport costs.

A

Terminal costs

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13
Q

include construction and maintenance
costs of structures such as pier, runways, cranes and facilities.

A

Infrastructure costs

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14
Q

the costs of loading and unloading
passengers or freight

A

Transshipment costs

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15
Q

many terminals are managed by
institutions such as port or airport authorities or by private
companies (e.g terminal operators)

A

Management costs

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16
Q

Focus on the terminal as a point of origin and destination. It is link
with the generation and attraction of movements.

A

Centrality

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17
Q

Focus on the terminal as an intermediate point in the flows of
passenger or freight. This term is applied to the frequent
occurrence of locations gaining advantage because they are
between other locations.

A

Intermediacy

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18
Q

connects two systems of circulation and
represents an intermediate location imposed by
geographical constraints.

A

Gateway

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19
Q

a location nearby, or at, the
convergence of several long-distance routes can develop an
intermediacy by intercepting some of the traffic.

A

Hub (interception)

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20
Q

a location is specially used to serve as a
connection between different scales of a transport system.

A

Hub (transcalar)

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21
Q

is a land area over which a transport terminal sells
its service and interacts with its users.

A

Hinterland

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22
Q

refers to the market area
for which a terminal is the closest or the easiest to access.

A

Fundamental (or captive) hinterland

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23
Q

used to described
the market areas over which the terminal must compete more
intensely with others for business

A

Competitive (or contestable) hinterland

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24
Q

refers to the other terminals it is connected to.

A

Foreland

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25
Q

Port linked to air services
Airport linked to maritime shipping services. T OR F

A

FALSE

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26
Q

are harbor areas in which maritime terminal facilities
transfer cargo and passengers between ships and land
transportation. It is also the point of convergence between two geographical
domains of freight circulation: the land and maritime
domains.

A

Port Terminals

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27
Q

a port is the start location that has convenient
physical characteristics and supports a more effective
interface between the maritime and land domains than
other locations.

A

Place

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28
Q

Four main
dimensions of a Port

A

Place
Operations
Administrative unit
Value chain

29
Q

a port has operational characteristics in terms
of the type of traffic it can handle and related volumes.

A

Operations

30
Q

a port is a well-defined administrative
unit that involves land ownership and jurisdiction (what a
port can really do)

A

Administrative unit

31
Q

a port adds value to transport and supply
chains.

A

Value chain

32
Q

major commercial gateways that are
clustered around Eat-Asia and the European northern range.
They tend to have a high value-to-weight ratios.

A

Polyfunctional ports

33
Q

resource ports that are in different
clusters than main commercial gateways (Australian, Brazilian
and American Guld Coasts ports). They tend to have a low
value-to-weight ratios.

A

Monofunctional ports

34
Q

An entity of state or local government that owns, operates or otherwise
provides wharf, ducks, and other marine terminal investments and services at
ports.

A

Port Authority

35
Q

an entity, commonly private, that owns or leases port terminals in variety of
locations.
◦ It is also known as port terminal operator.

A

Port Holding

36
Q

is a long-term lease of port facilities involving the
requirement that the concessionaire undertakes capital investments to build, expand
or maintain the cargo-handling facilities, equipment and infrastructure to satisfy a
minimum level.

A

Concession agreement

37
Q

these are facilities used for transfer of
passengers and freight to other modes of transportation.

A

Rail Terminals

38
Q

Rail Terminals are prone to site constraints. T or F

A

FALSE ( LESS PRONE)

39
Q

because of the linear characteristic of the mode they
serve, rail terminals are predominantly rectangular-shaped
facilities. T OR FALSE

A

TRUE

40
Q

The type of rail terminal where standard passenger terminal and a distinctive urban landmark,
since many have been present for decades and have helped define urban centrally.

A

Passenger Terminals

41
Q

tend to be commodity-specific with dedicated facilities for either loading or
unloading.

A

Bulk

42
Q

used to transport vehicles such as cars, trucks or construction
equipment where the vehicles are rolled in a railcar using a ramp. It requires a large
amount of parking space to store vehicles.

A

Roll-on/Roll-off (RORO)

43
Q

concern a wide variety of activities where the loading and unloading often
take place at a small privately owned facilities serviced by rail spurs.

A

Break-Bulk

44
Q

the function of loading and unloading utilized freight from railcars.

A

Intermodal

45
Q

is an important function to assemble, sort and break down train unit
based upon variety of cargoes, origins and destinations.

A

Shaunting (switching)

46
Q

is a facility where aircraft can take off
and land.

A

Airport

47
Q

geographical scales of Airport Location where Airports are key articulation points in the
circulatory system of the global economy.

A

Global

48
Q

Three geographical scales of Airport Location

A

Global
Regional/National
Local

49
Q

geographical scales of Airport weher Most flight do not cross
international boundaries and stay within the same
region.

A

Regional/National

50
Q

geographical scales of Airport where Airports are defining features of the
communities in which they are set.

A

Local

51
Q

strongly affects the number
and length of runways and the size of airport terminals and therefore the physical
size of the airport itself.

A

Forecast demand

52
Q

Trend for largest airport is to have a parallel runways
permitting simultaneous takeoffs and landings

A

Runway configuration

53
Q

At higher altitude, a longer runway is required to achieve the same lift
because the air density is Higher. T OR F

A

FALSE (LOWER)

54
Q

Airport site location consideration where runways are configured to maximize the probability
that aircraft take off and land into the wind and to maximize exposure to
crosswinds

A

Meteorological conditions

55
Q

the land upon which runway is built must be flat, with no more than
2 percent slope. T OR F

A

FALSE (1 PERCENT)

56
Q

Airport site location consideration where Airports have significant effects on local
waterways, wildlife and air quality.

A

Environmental considerations

57
Q

concerns about noise and other airport impact shave
encourage the setting aside of buffer areas much larger than runways and
the supporting terminals, taxiways and other infrastructure would require.

A

Adjacent land uses

58
Q

Airport site location consideration where Airports must be accessible to the communities it
serves, making its location relative to highways and passenger rail lines
(both intercity and metro) importan

A

Local accessibility

59
Q

beyond airport perimeter, the proximity of mountains, hills
and/ or heavily built-up areas complicates airport operations

A

Obstructions

60
Q

Airport site location consideration where nearby airports, especially in the same metropolitan areas,
may limit the available airspace and constrain new airport operations.

A

Other airports

61
Q

types of airport-
related economic effects include activities undertaken at the airport
itself

A

Direct effects

62
Q

types of airport-
related economic effects activities induced by backward linkages from
the airport, e.g., jet fuel suppliers, electricity producers and
other utilities

A

Indirect effects

63
Q

types of airport-
related economic effects activities induced by forward linkages, the
spending by people who work at the airport and the
passengers passing through it.

A

Induced effects

64
Q

types of airport-
related economic effects include the activities and airport attracts
through lower transportation costs and network accessibility.

A

Catalytic effects

65
Q

is a computerized network system owned or operated
by a company that enables transactions between travel
industry service providers, mainly airlines, hotels, car rental
companies and travel agencies.

A

Global Distribution
System

66
Q

airline code of either two
letters or a combination of letters and
numbers. These codes are
used on the arrival/departure boards

A

Airline Codes

67
Q

Airports have 2 names: the name of the
airport (usually honoring a local hero or
politician) and a 2-letter code. T OR F

A

FALSE (3)

68
Q

assigns and administers all three letter
location identifiers used by airlines
worldwide.

A

The International Air Transport Association

TRANSPO (9 decks)

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