Quiz 3

Question 1

instruments for implementing transportation policy

Answer 1

1. public ownership
2. subsidies
3. regulatory control
4. Research and development
5. Labor regulations
6. safety & operating standards

Question 2

transport policy/ planning

Answer 2

Difference: Policy tries to make decisions about the allocation of transport resources. Planning is their effective implementation.

Similarity: the first step is problem definition, the second is clarifying objectives, the last is evaluation. Both have ex-ante and ex-post assessment.

Question 3

the difficulty of freight security

Answer 3

illegal immigrants

drug smuggling

custom duty evasion

piracy

deployment of sub-standard vessels

large number of ports, vast fleet of global shipping, the range of products carried in vessels, hard to detect issues

Question 4

ICT: personal, C2B, B2B

Answer 4

Personal: more interactions through additional mediums

C2B: online retailing transaction, parcels

B2B: businesses transact more effectively, changes in their transport operations

Question 5

transport technical performance indicators

Answer 5

1. passenger/freight density: passenger-km/km; standard measure of transport efficiency
2. mean distance traveled: passenger-km/passenger; measure ground covering capacity of network
3. mean per capita ton output: tons/population; measure relative performance
4. mean number of trips per capita: passengers/population; measure relative performance
5. mean utilization coefficient: number of passengers aboard/total capacity; measure ridership, containerization of freight

Question 6

transport economic performance indicators

Answer 6

1. output/capital: measure capital productivity of a mode
2. output/labor: productivity for labor input
3. capital/labor: measure which factor predominates within the relationship between capital and labor productivity
4. total factor productivity: input-output analyses, productivity assessment (portion of output not explained by labor input and capital input)

Question 7

management and ownership relationships

Answer 7

1. horizontally linked global corporations: acquire and merge similar operating companies
2. vertically integrated corporations: acquire and merge to control several segments of the transport chain
3. intermediaries: provide global transport services but do not own infrastructure
4. alliances: informal groupings of transport providers that offer joint services between major global markets

Question 8

role of geographers

Answer 8

1. contemporary transport operates: at a wider scale, more complex interactions between scales
2. multidisciplinary, need quantitative skills
3. GIS-T is useful
4. data mining and management

Question 9

global trends toward urbanization (outcome of three demographic trends)

Answer 9

increasing proportion of population living in urban

outcome of three trends: natural increase, rural to urban migrations, international migration

Question 10

urban form, spatial structure, transportation

Answer 10

urban form is the spatial imprint of an urban transport system and the adjacent physical infrastructures.

spatial structure is the set of relationships arising from the urban form and its underlying interactions of people, freight, and info.

The elements of the urban transport system (modes, infrastructures, users) have a spatial imprint that shapes the urban form. The system is also represented by its spatial interactions that denote urban spatial structure.

Question 11

relationship between land use and transport

Answer 11

Retroactive feedback system between activity patterns and accessibility. They influence each other just like the “chicken” and “egg” problem.

Scale effect that large infrastructure programs precede and trigger land use changes while small ones complement existing land use.

The linkages generated by people’s activity system (routine, institutional, and production activities) shape the urban land use patterns. Planning restrictions also affect it.

Question 12

urban land use models

Answer 12

1. central places and concentric land use: von Thunen model
2. concentric urban land use: Burgess model
3. polycentric and zonal land use: sector and mutiple nuclei models
4. hybrid model
5. land use market: land rent theory
6. dynamic urban development: cellular automata

Question 13

hybrid model

Answer 13

consider the concentric effects of the central place, and the radial effects of the transport axis. can explain the evolution of the urban spatial structure.

1. pre-industrial: concentric land use with strong distance-decay
2. streetcar: sector development along streetcar lines.
3. bicycle: concentric with less distance-decay
4. automobile: concentric with low distance decay
5. highway: concentric and emergence of sub-centers (nodes) along major road intersections

Question 14

Von thunen’s regional land use model

Answer 14

the most productive activity (gardening, milk)or the ones with the highest transport costs (firewood) will compete for the closest land to the market (the central place)

Question 15

burgess model

Answer 15

commuting distance from CBD creates 6 concentric circles. The further from the CBD, the better housing quality and longer commuting.

CBD - industrial - transition - residential for working class - higher quality houses - high class/expensive housing

Question 16

sector and multiple nuclei model

Answer 16

influence of transport axis, and multiple nuclei on land use and growth

both consider the emerging impacts of motorization and transportation infrastructure (terminal)

nuclei model is the first to show urban fragmentation, specialized functions, and suburbanization

Question 17

land rent theory

Answer 17

explain land use as a market where urban activities compete for the optimal location (optimal accessibility). Land use is the outcome of the rent-paying ability. overlay the bid rent curves will create a concentric land use pattern.

CBD - industry/commercial - apartments - single housing

challenged by structural modifications of contemporary cities:

• downtown is not necessarily the most accessible location
• ICT makes several activities more tolerant to distance
• the government takes over land near the central areas

Question 18

dependency on the automobile

Answer 18

the dependency is linked with spatial structure. Low dependency (transportation alternatives are available) shapes high centrality and high density

Factors:

• increase in pop, trip length and #
• decrease in vehicle occupancy, public transit
• consumer choices and underpricing
• planning and investment

Indicators:

• vehicle ownership
• commuting trip share
• per capita motor vehicle mileage
• cultural system that promotes freedom

Question 19

the vicious cycle of congestion

Answer 19

congestion, pressure to increase capacity, investment and new capacity, lower friction to mobility that people would trade more space for a similar amount of time, urban sprawl, increased length and number of trips, congestion

Break: urban pop and economic growth stabilize, lifestyles and preference change, alternatives are more readily available.

Question 20

chanllgens in piblic transit

Answer 20

1. decentralization (sprawl): the suburban areas with lower densities cannot be efficiently serviced
2. fixity
3. connectivity: hard to transfer from one system to another.
4. automobile competion
5. construction and maintenance costs
6. fare structures

Question 21

city logistics

Answer 21

the means over which freight distribution can take place in urban areas, and the strategies that can improve its overall efficiency while mitigating externalities such as congestion and emissions.

Question 22

impacts of transportation on environment

Answer 22

direct impact: the immediate consequence, the cause and effect relationships are generally clear and well understood. e.g. noise, carbon monoxide emissions

indirect impact: the secondary (tertiary) effects. Often higher consequences but the relations are often misunderstood and hard to establish. e.g. particulates from incomplete combustion linked with respiratory problems.

cumulative impact: the additive, multiplicative, or synergetic consequences. Take into account the varied effects of direct and indirect impacts. Often unpredicted. e.g. climate change

Question 23

energy consumed by different modes

Answer 23

1. land: 85% of the total energy used by the transport system in developed countries. rail transport is more efficient and accounts for 6% of global energy demand
2. maritime: 7%, low compared to its contribution to the freight mobility
3. air: 8%. high consumption levels, linkd to high speeds, technological innovations have improved efficiency.

Question 24

energy consumed by type of movement

Answer 24

• freight: 60 - 70% energy consumption. Private car is dominant but has poor energetic performance due to growing prices and regulations
• freight: dominated by rail and maritime, the two most efficient modes. Coastal and inland waterways too.

Question 25

peak oil

Answer 25

the point in time when the maximum rate of petroleum extraction is reached, after which the rate of production is expected to enter terminal decline.

Question 26

alternative fuels advantages

Answer 26

1. biodiesel: renewable, degradable, reduced air emissions
2. electricity: zero tailpipe emissions, widely available
3. hydrogen: zero tailpipe emissions
4. hybrid: increased fuel economy, reduced pollution, good range and performance

Question 27

alternative fuels disadvantages

Answer 27

1. large capital investments in distribution facilities
2. lower efficiency than gasoline and require a greater volume of onboard storage
3. comparative costs of alternative energy to fossil fuels are higher in transportation sector than other economic activities
4. some produced from non-renewable sources.
5. high costs of vehicles

Question 28

sustainable develpoment in transpration

Answer 28

1. achieve economic efficiency: cost-effective, and adaptive to changing demands. fair pricing strategy.
2. address environmental issues: reduce the impacts on environment, and wastes should be reduced, reused, and recycled
3. upgrading standards of living and quality of life: safe, not impairing health, minimize disturbance on communities. Principles: access and quality

Question 29

planning for impacts of extreme events

Answer 29

disasters risk management

1. risk assessment: low to high probability of an event over a defined time and an area, and its potential impacts
2. preparedness: e.g. warehousing, the positioning of the relief material, training the labor force in emergency situations
3. mitigation: immediate reaction to the event. control and attenuate the disruptions, e.g. evacuate populations, shut down the transport system
4. response: after mitigation, maintain operational as many elements as possible
5. recovery: recover the transport capacity that was lost during the disaster. bring back the level of service to pre-disaster conditions. e.g. repair, restart, investment to improve