GATE Transportation Engineering Questions Solved Problems With Detailed Solutions (Free PDF)

07/05/2024, 11:48 GATE Transportation Engineering Questions Solved Problems with Detailed Solutions [Free PDF]
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GATE Transportation Engineering Questions Solved Problems with Detailed

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Last updated on Apr 22, 2024
Important GATE Transportation Engineering Questions

GATE Transportation Engineering Questions Question 1:
Consider the four points P, Q, R, and S shown in the Greenshields fundamental speed-flow diagram.
Denote their corresponding traffic densities by kp, kQ, kR, and ks , respectively. The correct order of
these densities is
1. kP > kQ > kR > ks
2. kS > kR > kQ > kP
3. kQ > kR > kS > kP
4. kQ > kR > kP > kS
Answer (Detailed Solution Below)
Option 1 : k P > kQ > kR > ks
https://testbook.com/questions/gate-transportation-engineering-questions--63914e203b9fef3bff98b2bc 1/27
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GATE Transportation Engineering Questions Question 1 Detailed Solution
Concept-
The fundamental relation between flow(q), density(k) and mean speed v is q = k x v
When the density is zero, flow will also be zero, since there is no vehicles on the road.
When the number of vehicles gradually increases the density as well as flow increases.
When more and more vehicles are added, it reaches a situation where vehicles can't move. This
is referred to as the jam density or the maximum density. At jam density, flow will be zero
because the vehicles are not moving.
There will be some density between zero density and jam density, when the flow is maximum.
The relationship is normally represented by a parabolic curve as shown in figure.
Given data and Analysis -
English Get Started
At point S, speed is non zero but flow is zero, so density will be zero to get zero flow. So Ks will
be minimum.
At point P, speed is zero which means it is the jam condition so the density will be
maximum.SO Kp will be maximum.
So from point S to point P the density will increase gradually.
So the correct order of density will be k > k > k > k . P Q R s
EE
FR
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Consider the following statements in the context of the geometric design of roads
I: A simple parabolic curve is an acceptable shape of summit curves
II: Comfort to passengers is an important consideration in the design of summit curves.
The correct option evaluating the above statements and their relationship is
1. I is true, II is false
2. I is true, II is true, and II is not the correct reason for I
3. I is true, II is true, and II is the correct reason for I
4. I is false, II is true English Get Started
Option 1 : I is true, II is false
Concept:
Vertical curve:
Vertical alignment is the elevation of the centerline of the road. It may be in the form of a circular arc
or a parabola
The common practice has been to use parabolic curves in summit curves. Parabolic curves with it
can be laid out with ease as well as allowing a comfortable transition from one gradient to
another. Hence statement I is true.
Although a circular curve offers equal sight distance at every point on the curve, for very small
deviation angles a circular curve. and parabolic curves are almost congruent.
In valley curves the centrifugal force will be acting downwards along with the weight of the vehicle
and hence impact to the vehicle will be more. It will result in jerking and cause discomfort to
passengers. Hence comfort to passengers has to be considered in valley curves. Hence statement II
is false.
The vertical curve is divided into two categories
1) Summit curve:
It is a crest curve with convexity upward.
The deviation angle between the two interacting gradients is equal o the algebraic difference
between them.
When an ascending gradient meets with descending gradients the deviation angle will be maximum
N = n1 - (-n2) = n1 + n2.
English Get Started

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A road is being designed for a speed of 110 km/hr on a horizontal curve with a super
elevation of 8%. If the coefficient of side friction is 0.10, the minimum radius of the curve
(in m) required for safe vehicular movement is
1. 115.0
2. 152.3
3. 264.3
4. 528.5
Option 4 : 528.5
Concept:
2
V
e + f =
127R
Where
V = Speed of the vehicle, e = super elevation, f = coefficient of lateral friction and R = radius of
curve
Calculation:
Given:
V = 110 kmph, e = 8% = 0.08 and f = 0.10

English Get Started
2
V
e + f =
127R
2
110
0.08 + 0.10 =
127×R
R = 529.3 m
∴ The ruling design radius of the curve is 529.3 m
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The minimum value of 15 minute peak hour factor on a section of a road is
1. 0.10
2. 0.20
3. 0.25
4. 0.33
Option 3 : 0.25
Explanation:
The peak hour factor (PHF) is defined as.
H ourly T raf f ic volume
(P H F ) = 60
English
x ( )×M aximum ′
x ′ minute T raf f ic
x
Get Started
Less PHF means that more congestion.

1
60
≤ (P H F ) ≤ 1
( ) x
x
The minimum value of PHF is and Maximum value is 1.
Given:
x = 15 minute.
x 15 1
∴ (P H F ) = = = = 0.25
15 min 60 60 4
EE
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For the hottest month of the year at the proposed airport site, the monthly mean of the
average daily temperature is 390C. The monthly of the maximum daily temperature is
480C for the same month of the year. From the given information, the calculated Airport
Reference Temperature (in 0C), is
1. 36
2. 39
3. 42
4. 48
Option 3 : 42
English Get Started
Concept:
Airport reference temperature = Ta +

1
3
(T m − T a )
Where, Ta = Average temperature of the hottest month
Tm = Monthly mean of the maximum daily temperature of the same month
Calculation:
Given:
Tm = 48°C, Ta = 39°C
∴ Airport reference temperature = 39 +

1
3
(48 − 39)
= 42°C
Additional Information
Basic runway length is calculated with the following assumptions:
i) It is calculated at Mean sea level (MSL)
ii) It is calculated for standard temp 15°C at MSL.
iii) The gradient is assumed to be zero.
Due to the variance of these assumptions, some corrections are applied.
i) Elevation Correction: 7% increase in basic runway length for every 300 m rise above MSL
ii) Temperature correction: 1% increase for every 1°C rise in airport reference temperature with
respect to standard temperature at elevation.
Where,
Standard temperature at elevation = Temperature at MSL – 0.0065 × Elevation
This increase is made on the already corrected runway length for elevation.
iii) Gradient correction: 20% increase for 1% of effective gradient.
These corrections are always applied sequentially and on the already corrected runway
length value.
EE
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The traffic starts discharging from an approach an intersection with the signal turning
green. The constant headway considered from the fourth or fifth headway position is
referred as
1. discharge headway
2. effective headway
3. intersection headway
4. saturation headway
Option 4 : saturation headway
Concept:
Time Headway:- It is the time interval between the passes of the rear bumper of successive vehicles
at a point.
When the signal at an intersection turns green, the vehicles in the queue will start crossing the
intersection. The first driver in the queue needs to observe and react to the signal change at
the start of green time and the second driver does the same but only when he see the first
vehicle moving.
This results in a shorter headway than the first because the driver had an extra vehicle length
to accelerate. This process carries through with all following vehicles where each vehicle’s
headway will be slightly shorter than the preceding vehicle.
This continues until a certain number of vehicles have crossed the intersection and start-up
reaction and acceleration no longer affect the headways.
The headway will remain constant beyond this point and this constant headway is known as
the saturation headway. It generally occurs after the fourth or fifth vehicle passes
English the
Get Started
intersection.
Important Points
Distance between the rear bumpers of successive vehicles at any specific time is called space
headway.
The reciprocal of density gives the space headway between vehicles at that time.
EE
FR

The speed-density relationship for a road section is shown in the figure.
The shape of flow-density relationship is
1. Piecewise linear
2. Parabolic
3. Initially linear then parabolic
4. Initially parabolic then linear
Answer (Detailed Solution Below) English Get Started
Option 3 : Initially linear then parabolic
Concept:
We know, Traffic capacity (q) = velocity (v) × density (k) ⇒ q = kV
For Case 1: When speed is constant, and density of the flow keeps on increasing at the same speed.
q = k × constant
∴ Flow becomes the linear function of density and with increase in density, flow increases linearly.
For Case 2: With decrease in the speed further, density increases linearly.
Here flow becomes the function the speed as well as density and hence flow becomes the parabolic
function of density as density is varying with speed.
∴ After that V varies linearly with k, so q will vary parabolically with k.
EE
FR

The speed-density relationship in a mid-block section of a highway follows the

Greenshields’s model. If the free flow speed is vf and the jam density is kj , the maximum
flow observed on this section is
English Get Started

1.
vf kj
2.
vf kj
3. vfkj
4.
vf kj
Option 4 :
vf kj
Explanation:
Flow (q) = Density (k) × Velocity (V)
For Greenshields’s Model
k
V = V f × (1 − ),
kj
Where,
V = Velocity at any instant
Vf = Free mean velocity
k = Density of the flow
kj = Jam density of the flow
Maximum capacity (qmax) = Vmax × Kmax
As per Greenshields’s model

Vf kj
V max = & k max =
2 2
Maximum capacity ⇒ (q
Vf kj Vf kj
max ) =
2
×
2
=
4
Free Mean Speed:
From the speed-density diagram, it can be defined as the maximum speed at which the number of
vehicles in a unit length is zero i.e. density is zero.
English Get Started
Density:: It can be defined as the number of vehicles per unit length. The unit of measurement is
vehicles/km.
Jam Density: From speed-density relation and flow-density curve, it can also be seen that it is the
maximum density at which there is no flow on the road.
Traffic Flow: The number of vehicles passing through a particular point in certain time interval is
defined as traffic flow. Also, number of vehicles counted in one hour is called traffic flow (q).
EE
FR

An isolated concrete pavement slab of length L is resting on a frictionless base. The

temperature of the top and bottom fiber of the slab are Tt and Tb, respectively. Given: the
coefficient of thermal expansion = α and the elastic modulus = E. Assuming Tt > Tb and
English Get Started
the unit weight of concrete as zero, the maximum thermal stress is calculated as
1.
Eα(T t −T b )
2. Eα (Tt - Tb)
3. Zero
4. Lα(Tt - Tb)
Option 3 : Zero
Explanation:
As the base of the slab is frictionless less, the Slab base is free to expand in all directions.
⇒ ∴ Thermal stress = zero
When the temperature of material changes there will be a corresponding change in dimension.
If a member is free to expand or contract due to the rise or fall of the temperature, no
stress will be induced in the member.
If the member is constrained (i.e. body is not allowed to expand or contract freely), change in
length due to rise or fall of temperature is prevented and stresses are developed in the body
which is known as thermal stress.
EE
FR

GATE Transportation Engineering Questions Question 10: English Get Started
Two cars P and Q are moving in a racing track continuously for two hours. Assume that no other
vehicles are using the track during this time. The expressions relating the distance travelled d (in km)
and time t (in hour) for both the vehicles are given as
P (d) = 60t
Q (d) = 60t2
Within the first one hour, the maximum space headway would be
1. 15 km at 30 minutes
Option 1 : 15 km at 30 minutes
P: d = 60t
Q: d = 60t2
Space Headway (S) = 60t2 – 60t
For space headway to be max,

ds
= 0
dt
120t – 60 = 0
⇒ 60(2t – 1) = 0
⇒ t = ½ hr
Maximum space Headway
= 60 × ½ - 60 × (½)2
= 60 × ½ - 60 × ¼
= 30 – 15 = 15 km
English Get Started
EE
FR

For a broad gauge railway track on a horizontal curve of radius R ( in m) the equilibrium
cant e required for a train moving at a speed of V (in km per hour) is
1.
2
V
e = 1.676
R
2.
2
V
e = 1.315
R
3.
2
V
e = 0.8
R
4.
2
V
e = 0.60
R
Option 2 : e
2
V
= 1.315
R
Concept:
Equilibrium cant =
2
GV
127R
V - Design speed (kmph)
R - Radius of curvature (m)
For B.G track G = 1.676
2
1.676 V
Cant = m
English
127 R
2
Get Started
1.315 V
e = cm
R
EE
FR

The radius of a horizontal circular curve on a highway is 120 m. The design speed is 60
km/hour, and the design coefficient of lateral friction between the tyre and the road
surface is 0.15. The estimated value of superelevation required (if full lateral friction is
assumed to develop), and the value of coefficient of friction needed (if no superrelevation
is provided) will, respectively, be
1. 1/11.6 and 0.10
2. 1/10.5 and 0.37
3. 1/11.6 and 0.24
4. 1/12.9 and 0.24
Option 3 : 1/11.6 and 0.24
Given ⇒ R = 120 m
km
V design = 60
hr
f = 0.15
English Get Started
2
v
e + f =
gR
If full lateral friction is assumed to develop, then

2
5
(60× )
18
⇒ e + 0.15 =
9.81×120
5 2
(60× ) 1
18
e = − 0.15 =
9.81×120 11.6
2
v
e + f =
gR
If, e = 0
5 2
(60× )
18
⇒ f =
9.81×120
f= 0.24
EE
FR

A runway is being constructed in a new airport as per the International Civil Aviation
Organization (ICAO) recommendations. The elevation and the airport reference
temperature of the airport are 535 m above the mean sea level and 22.65°C, respectively.
Consider the effective gradient of runway as 1%. The length of runway required for a
design-aircraft under the standard condition is 2000 m. Within the framework of applying
sequential corrections as per the ICAO recommendations, the length of runway corrected
for the temperature is
1. 2223 m
2. 2250 m
3. 2500 m
4. 2750 m English Get Started
Option 3 : 2500 m
Explanation:
Correction for elevation: 7% increase per 300 m
So, correction = 7
100
×
535
300
× 2000
= 249.66 m
Corrected length = 2000 + 249.66 = 2249.66 m
Correction for temperature:
Standard atmospheric temperature = 15 – 0.0065 × 535 = 11.5225°C
Rise of temp = 22.65°C – 11.523°C = 11.127°C

2249.66
Correction = × 11.127 = 250.320 m
100
Correct length = 2249.66 + 250.320 = 2499.98 m
Check for total correction for elevation plus temperature

2499.98−2000
T otal correction % = × 100 = 24.99%
2000
According to ICAO, this should not exceed by 35%.
EE
FR

In Marshall method of mix design, the coarse aggregate, fine aggregate, fines and bitumen having
respective values of specific gravity 2.60, 2.70, 2.65 and 1.01, are mixed in the relative proportions
English Get Started (%
by weight) of 55.0, 35.8, 3.7 and 5.5 respectively. The theoretical specific gravity of the mix and the
effective specific gravity of the aggregates in the mix respectively are:
1. 2.42 and 2.63
2. 2.42 and 2.78
3. 2.42 and 2.93
4. 2.64 and 2.78
Option 1 :
2.42 and 2.63
Concept:
Determination of the specific gravity

100
Gt = W W W W
1 2 3 4
+ + +
G G G G
1 2 3 4
Where,
W1, W2, W3, and W4 are the percentage by weights of the coarse aggregate, fine aggregate, fines
and bitumen respectively.
G1, G2, G3, and G4 are the specific gravity of the coarse aggregate, fine aggregate, fines and
bitumen respectively.
Effective specific gravity of aggregates (coarse + fine) is given by
′ (W 1 ×G 1 )+(W 2 ×G 2 )
G =
W 1 +W 2
Where,
W1, and W2 are the percentage by weights of the coarse aggregate and fine aggregate respectively.
G1, and G2 are the specific gravity of the coarse aggregate and fine aggregate respectively.
English Get Started
Calculation:
Given,
W1 = 55.0, W2 = 35.8, W3 = 3.7,and W4 = 5.5
G1= 2.6, G2 = 2.7, G3 = 2.65 and G4 = 1.01
Theoretical specific gravity

100
Gt = W W W W
1 2 3 4
+ + +
G G G G
1 2 3 4
100
Gt = 55 35.8 3.7 5.5
G t = 2.42
+ + +
2.6 2.7 2.65 1.01
Effective specific gravity of aggregates (coarse + fine) is given by
′ (55×2.6)+(35.8×2.7)
G = = 2.639 = 2.64
55+35.8
∴ Theoretical specific gravity of the mix = Gt = 2.42 and the effective specific gravity of the
aggregates = G' = 2.64
EE
FR

Which of the following statements CANNOT be used to describe free flow speed (uf) of a traffic
stream?
1. uf is the speed when flow is negligible.
2. uf is the speed when density is negligible.
3. uf is affected by geometry and surface conditions of the road.
4. uf is the speed at which flow is maximum and density is optimum.

English Get Started
Option 4 : uf is the speed at which flow is maximum and density is optimum.
For the option A:
For the speed - flow relationship:
It can be observed that the free flow speed (uf) is the speed when flow is negligible.
At low speed, traffic volume would be low. With an increase in speed, volume increases up to a
certain limit (approximately half of free-flow speed) then reduced similarly after that limit.
For option B:
English Get Started
From the above diagrams, it can be observed that free flow speed (uf ) is the speed when density is
negligible.
With the increase in density, traffic volume increases upto certain limit then decreases.
For option C: Traffic speed uf is affected by geometry and surface conditions of the road which is
correct.
For option D: From the above statements we can conclude that uf is the speed at which flow is
maximum and density is optimum is incorrect.
Mistake point:
In such questions we get confused, or we dont read the question carefully. As in this question we
have to choose incorrect statement.
We can see that all the options except Option D are correct, as in question they asked about
incorrect statement, so our answer will be option D
EE
FR

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07/05/2024, 11:48 GATE Transportation Engineering Questions Solved Problems with Detailed Solutions [Free PDF]

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