PE Transportation Exam Flashcards

Q: How many questions are on the PE Transportation exam and how long is the appointment?

The NCEES PE Civil Transportation exam has 80 questions (multiple-choice and alternative item types) in a single discipline-specific CBT. The full appointment is 9 hours, which includes the tutorial, an 8-hour working exam period, and an optional 50-minute scheduled break. Examinees must work all 80 questions.

Q: Does PE Transportation still have a separate breadth and depth exam?

No. Since NCEES restructured the PE Civil exam, each candidate selects one discipline (Construction, Geotechnical, Structural, Transportation, or Water Resources and Environmental) and takes a single 80-question CBT devoted entirely to that discipline. There is no separate combined breadth exam under the current format.

Q: What is the passing score for PE Civil Transportation?

NCEES does not publish a fixed passing percentage. Exams are scored by converting the number of correct answers to a scaled score, which is compared against a minimum passing ability level set through a psychometric standard-setting study, not a flat 70% or similar cutoff.

Q: What is the PE Civil Transportation pass rate?

NCEES's January 2026 results for Civil: Transportation show a 55% first-time pass rate (1,816 examinees) and a 42% repeat pass rate (1,017 examinees). These are population-level snapshots, not a guaranteed predictor for any individual candidate.

Q: What references can I use during the PE Transportation exam?

The exam includes the searchable NCEES PE Civil Reference Handbook plus a fixed set of transportation design standards supplied as electronic PDFs: AASHTO's Green Book (GDHS-7), Highway Safety Manual, Roadside Design Guide, Guide for Design of Pavement Structures, Mechanistic-Empirical Pavement Design Guide, and Guide for Pedestrian Facilities, plus the Highway Capacity Manual (6th edition) and the 2009 MUTCD with Revisions 1 and 2. No personal materials are allowed.

Q: How often can I retake the PE Transportation exam if I don't pass?

NCEES allows one attempt per quarterly testing window and no more than three attempts in any rolling 12-month period, so a failed attempt typically means waiting for the next testing window (about 90 days) before retesting. After three attempts within 12 months, you must wait until that rolling window resets.

Question 1

Critical Path Method (CPM)

Accepted Answer

Scheduling technique that identifies the longest sequence of dependent activities (the critical path) determining minimum project duration. Activities on the critical path have zero total float, so any delay on them delays the whole project.

Question 2

Total Float (Slack)

Accepted Answer

The amount of time an activity can be delayed without delaying the project's overall completion date. Critical-path activities have zero total float.

Question 3

Break-even period: buy vs. rent equipment

Accepted Answer

Break-even months = (Purchase price minus Salvage value) divided by Monthly rental rate. Below the break-even period, renting is cheaper; beyond it, purchasing is more economical (ignoring time value of money and operating cost).

Question 4

Average End Area Method (earthwork volume)

Accepted Answer

Estimates cut/fill volume between two cross sections: V = L x (A1 + A2) / 2, where L is the distance between stations and A1, A2 are the end-section areas. The result is commonly divided by 27 to convert cubic feet to cubic yards.

Question 5

Level of Service (LOS)

Accepted Answer

HCM qualitative measure of traffic-flow operating conditions, graded A (best, free flow) through F (worst, breakdown/forced flow), based on measures like density, speed, or delay depending on the facility type.

Question 6

Peak Hour Factor (PHF)

Accepted Answer

PHF = V / (4 x V15), where V is the total hourly volume and V15 is the volume during the peak 15-minute period. PHF ranges from 0.25 to 1.0; values closer to 1.0 indicate flatter (less peaked) demand within the hour.

Question 7

Volume-to-Capacity (v/c) Ratio

Accepted Answer

The ratio of actual or projected traffic demand (v) to the roadway's capacity (c) under prevailing conditions. A v/c ratio approaching or exceeding 1.0 indicates the facility is operating at or beyond capacity (LOS F).

Question 8

Trip Generation

Accepted Answer

Estimates the number of trips produced by and attracted to a land use, typically using rates or equations from the ITE Trip Generation Manual based on land-use type and independent variables such as square footage or dwelling units.

Question 9

Intersection Crash Rate (per Million Entering Vehicles)

Accepted Answer

R (crashes/MEV) = (A x 1,000,000) / (ADT x 365 x N), where A is the number of crashes, ADT is average daily entering volume, and N is the number of years of data. Normalizes crash frequency for comparison across sites.

Question 10

Crash Modification Factor (CMF)

Accepted Answer

A multiplier from the AASHTO Highway Safety Manual representing the expected change in crash frequency from a specific roadway treatment. CMF less than 1.0 indicates a crash reduction; CMF greater than 1.0 indicates an expected increase.

Question 11

Highway Capacity Manual (HCM)

Accepted Answer

TRB reference (6th edition, 2016) supplied electronically on the PE Transportation exam. Provides methods for analyzing capacity and LOS for freeways, signalized and unsignalized intersections, roundabouts, and multimodal facilities.

Question 12

Clear Zone

Accepted Answer

The total roadside border area, starting at the edge of the traveled way, available for safe use by errant vehicles. Width depends on design speed, traffic volume, and roadside slope per AASHTO's Roadside Design Guide.

Question 13

Recoverable vs. Non-Recoverable vs. Critical Slope

Accepted Answer

Recoverable slopes (1V:4H or flatter) let most errant drivers regain control. Non-recoverable slopes (steeper than 1V:4H but 1V:3H or flatter) are traversable but drivers usually can't stop or steer back. Critical slopes (steeper than 1V:3H) risk vehicle rollover.

Question 14

Longitudinal Barrier Warrant

Accepted Answer

A traffic barrier is considered when the consequence of leaving the roadway (e.g., steep slope, fixed object, water) is judged more severe than the consequence of impacting the barrier itself. Barriers redirect vehicles rather than eliminate risk.

Question 15

Crash Cushion

Accepted Answer

A roadside device placed in front of a fixed object or gore area that absorbs impact energy through gradual, controlled deceleration, reducing the severity of head-on and side impacts for errant vehicles.

Question 16

ADA Curb Ramp / Sidewalk Cross Slope

Accepted Answer

Per ADA/PROWAG accessibility guidance referenced in AASHTO's Guide for the Planning, Design, and Operation of Pedestrian Facilities, sidewalk cross slope is limited to a maximum of 2% (1:48) to keep surfaces usable for wheelchair users.

Question 17

Degree of Curve (arc definition)

Accepted Answer

Defines curve sharpness for highway design: D = 5,729.58 / R, where R is the radius in feet. A smaller radius produces a sharper, higher-degree curve.

Question 18

Middle Ordinate (M)

Accepted Answer

The distance from the midpoint of a circular curve's chord to the midpoint of the curve arc: M = R x [1 - cos(Delta/2)], where R is the radius and Delta is the curve's central (deflection) angle.

Question 19

Superelevation Formula (e + f)

Accepted Answer

e + f = V^2 / (15R), U.S. customary units, where e is the superelevation rate (ft/ft), f is the side-friction factor, V is design speed (mph), and R is curve radius (ft). Balances centripetal force on a curve.

Question 20

Minimum Horizontal Curve Radius

Accepted Answer

R(min) = V^2 / [15 x (e(max) + f(max))]. Derived from the superelevation formula using the maximum allowable superelevation rate and side-friction factor for the design speed.

Question 21

Horizontal Sight Distance (Sight Obstruction Offset)

Accepted Answer

On a horizontal curve, the middle-ordinate offset (m) between the centerline and a sight obstruction is: m = R x [1 - cos(28.65 x S / R)], where S is the required sight distance and R is the curve radius (ft).

Question 22

Curve Widening

Accepted Answer

Extra pavement width added on sharp horizontal curves so the design vehicle's swept path (off-tracking) stays within the travel lane. Widening increases as radius decreases and design-vehicle wheelbase increases.

Question 23

Stopping Sight Distance (SSD)

Accepted Answer

SSD = 1.47Vt + V^2 / [30 x (a/32.2 +/- G)], where V is design speed (mph), t is brake reaction time (AASHTO uses 2.5 s), a is deceleration rate (AASHTO uses 11.2 ft/s^2), and G is grade (+ uphill, - downhill).

Question 24

Crest Vertical Curve Minimum Length (S < L)

Accepted Answer

L = AS^2 / 2158, where A is the algebraic difference in grades (%), S is stopping sight distance (ft), and L is curve length (ft). The constant 2158 comes from AASHTO's 3.5-ft driver eye height and 2.0-ft object height.

Question 25

K-Value (Rate of Vertical Curvature)

Accepted Answer

K = L / A, the horizontal distance (ft) needed to achieve a 1% change in grade. Larger K means a flatter, longer curve. Design tables give minimum K by design speed for both crest (SSD) and sag curves.

Question 26

Sag Vertical Curve Minimum Length (Headlight Criterion, S < L)

Accepted Answer

L = AS^2 / (400 + 3.5S), based on a 2.0-ft headlight height and a 1-degree upward divergence angle. This headlight sight-distance criterion generally governs sag curve length for nighttime driving.

Question 27

Passing Sight Distance (PSD)

Accepted Answer

The minimum sight distance on a two-lane road needed for a driver to safely complete a passing maneuver against opposing traffic. PSD values are substantially longer than SSD values at the same design speed.

Question 28

Intersection Sight Distance (ISD)

Accepted Answer

The sight distance an entering or turning driver at a stop-controlled or uncontrolled intersection needs to see approaching major-road traffic: ISD = 1.47 x V(major) x t(g), where t(g) is the design time gap for the maneuver, which varies by vehicle type and turning movement.

Question 29

Single-Lane Roundabout Key Elements

Accepted Answer

Core geometric elements include the inscribed circle diameter, central island, circulatory roadway width, and entry/exit widths and curvature. Design deflects vehicle paths to slow speeds and requires yield-on-entry to circulating traffic.

Question 30

Diamond Interchange

Accepted Answer

The most common freeway-to-arterial interchange type: ramps connect directly to signalized or stop-controlled at-grade intersections on the crossroad, minimizing structure cost but requiring intersection capacity analysis.

Question 31

Channelization

Accepted Answer

Use of pavement markings, islands, or medians to separate and direct conflicting traffic movements into defined paths through an intersection, reducing the number and severity of potential conflict points.

Question 32

Auxiliary (Turn) Lane Warrant

Accepted Answer

Right- or left-turn lanes are typically warranted when turning volume, through volume, and operating speed combine to create unacceptable delay or crash risk for through traffic. Volume-based warrant charts guide the decision.

Question 33

Yellow (Change) Interval

Accepted Answer

Y = t + V / [2(a + 32.2G)], where t is perception-reaction time (about 1.0 s), V is approach speed (ft/s), a is deceleration rate, and G is grade. Gives drivers time to stop or clear the intersection before conflicting movements start.

Question 34

All-Red Clearance Interval

Accepted Answer

AR = (w + L) / V, where w is the intersection crossing (curb-to-curb) width, L is vehicle length, and V is approach speed (ft/s). Allows a vehicle that enters on yellow to clear the conflict area before the next phase starts.

Question 35

MUTCD Traffic Signal Warrants

Accepted Answer

The MUTCD lists numbered signal warrants (e.g., eight-hour and four-hour vehicular volume, peak hour, pedestrian volume, school crossing, coordinated signal system, crash experience, roadway network). Meeting at least one warrant justifies, but does not require, signal installation.

Question 36

Pedestrian Clearance Interval Walking Speed

Accepted Answer

The MUTCD uses a default pedestrian walking speed of 3.5 ft/s to calculate the flashing-don't-walk (clearance) interval. A slower speed should be used where pedestrians with mobility limitations routinely cross.

Question 37

MUTCD

Accepted Answer

Manual on Uniform Traffic Control Devices (2009 edition with Revisions 1 and 2, the version listed in the current NCEES Transportation standards). The FHWA standard governing the design, application, and placement of signs, markings, and signals on public roads.

Question 38

MUTCD Sign Classification

Accepted Answer

Signs fall into three main functional classes: Regulatory (R-series, state laws and rules), Warning (W-series, advance notice of conditions), and Guide (informational/wayfinding, e.g., route markers and destination signs).

Question 39

Work Zone Merging Taper Length Formula

Accepted Answer

MUTCD merging taper: L = WS^2/60 for posted speeds of 40 mph or less; L = WS for posted speeds of 45 mph or greater (L in ft, W = lateral offset width in ft, S = speed in mph).

Question 40

Temporary Traffic Control (TTC) Zone Components

Accepted Answer

A TTC zone is divided into four areas in sequence: advance warning area, transition area (tapers), activity area (work space plus buffer), and termination area, which returns traffic to its normal path.

Question 41

California Bearing Ratio (CBR)

Accepted Answer

A penetration-test index comparing a subgrade or base material's strength to that of a standard crushed-stone material (CBR = 100). Used to characterize subgrade support for flexible pavement design.

Question 42

Resilient Modulus (Mr)

Accepted Answer

The key subgrade stiffness parameter in AASHTO and mechanistic-empirical pavement design methods, representing the elastic response of soil under repeated traffic loading. Higher Mr means stronger subgrade support.

Question 43

Flexible vs. Rigid Pavement Load Transfer

Accepted Answer

Flexible (asphalt) pavement distributes load through layered materials in a cone-shaped stress pattern down to the subgrade. Rigid (concrete) pavement acts as a beam, spreading load over a wide area through slab bending, relying less on subgrade support.

Question 44

AASHTO Structural Number (SN)

Accepted Answer

A flexible pavement design index combining layer thickness, layer coefficients, and drainage coefficients: SN = a1D1 + a2D2m2 + a3D3m3. A higher required SN means a thicker or stronger pavement structure is needed for the design traffic and subgrade.

Question 45

Rational Method

Accepted Answer

Q = CiA, where Q is peak runoff (cfs), C is the runoff coefficient (dimensionless, land-use dependent), i is rainfall intensity (in/hr) at the time of concentration, and A is drainage area (acres). Best suited to small drainage areas.

Question 46

Time of Concentration (tc)

Accepted Answer

The time for runoff to travel from the hydraulically most distant point in a watershed to the point of interest (outlet). Used to select the design rainfall intensity in the Rational Method and other hydrology models.

Question 47

Manning's Equation

Accepted Answer

V = (1.49/n) x R^(2/3) x S^(1/2), U.S. customary units, where V is flow velocity (ft/s), n is Manning's roughness coefficient, R is hydraulic radius (ft), and S is the channel or pipe slope (ft/ft). Used for open-channel and culvert flow.

Question 48

Culvert Inlet Control vs. Outlet Control

Accepted Answer

Inlet control: capacity is limited by the inlet opening's ability to admit flow (headwater and inlet geometry govern). Outlet control: capacity is limited by the full culvert barrel plus tailwater and friction losses. Either mode can govern depending on flow conditions.

Question 49

Detention Basin

Accepted Answer

A stormwater facility that temporarily stores runoff and releases it at a controlled, reduced rate, mitigating peak-flow increases caused by development so downstream conveyance systems aren't overwhelmed.

Question 50

Stormwater Best Management Practices (BMPs)

Accepted Answer

Structural measures (e.g., bioretention, swales, sand filters) and non-structural measures (e.g., street sweeping, erosion control) used to mitigate runoff volume, rate, and pollutant load for water-quality protection.

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