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Past Questions — 2025
California Bearing Ratio (CBR) test is used-
A)
to evaluate the stability of soil subgrade
B)
to evaluate thickness of soil subgrade
C)
to measure moisture content of soil
D)
to evaluate bearing capacity of soil
The California Bearing Ratio (CBR) test is a penetration test used to evaluate the mechanical strength or stability of the subgrade soil and base courses used in flexible pavements. It measures the resistance of a soil sample to penetration by a standard piston compared to the resistance of a standard crushed stone material.
- Option (a) is correct because the CBR value directly indicates the stability and strength of the subgrade, which is essential for determining the required thickness of the pavement layers.
- Option (b) is incorrect because the CBR test is used to *determine* the required thickness of the pavement layers, but it does not 'evaluate the thickness' of the soil subgrade itself (which is a physical dimension).
- Option (c) is incorrect because moisture content is measured using separate tests (like the oven-drying method), although moisture content is a variable that affects the CBR result.
- Option (d) is a common point of confusion. While CBR relates to strength, 'Bearing Capacity' is a specific term usually associated with foundation engineering (e.g., Terzaghi's bearing capacity) for rigid structures, whereas CBR is specifically designed for pavement stability analysis.
Rolling of bituminous layer is done-
A)
from centre to edge
B)
from edge to centre
C)
in anyway the operator like but at required speed
D)
start on the two edges and then to centre
In highway engineering, the rolling of bituminous layers (such as asphalt concrete or bituminous macadam) is strategically performed from the edges toward the center. This is done for several critical reasons: 1. To prevent the material from being pushed outward (lateral displacement) beyond the shoulder of the road. 2. To ensure that the material is compacted firmly against the edges first, providing structural stability. 3. To help in achieving the desired camber (cross-slope) of the road, as rolling from the edges toward the center naturally pushes the material slightly upward toward the crown of the road. Rolling from the center to the edge would result in the material being pushed out of the pavement boundaries, leading to poor edge stability and loss of material.
Based on structural behavior, pavements are generally classified into two categories.
A)
Bituminous & Concrete
B)
Flexible and rigid
C)
WBM & WMM
D)
All weather and fair weather
In Highway Engineering, pavements are classified based on their structural behavior (how they transmit loads to the subgrade) into two primary categories:
1. Flexible Pavements: These consist of a series of layers (sub-base, base, and surface) where the load is transferred grain-to-grain through the layers via shear. They have low flexural strength and deform under load (e.g., bituminous roads).
2. Rigid Pavements: These are typically made of Portland Cement Concrete (PCC). They possess high flexural strength (slab action), allowing them to distribute the wheel load over a wide area of the subgrade, resulting in minimal deformation (e.g., concrete roads).
Why other options are incorrect:
- Option (a) refers to the materials used, not the structural behavior.
- Option (c) WBM (Water Bound Macadam) and WMM (Wet Mix Macadam) are specific types of base/sub-base construction methods, not general structural classifications.
- Option (d) refers to the usability of the road based on weather conditions, not its structural engineering behavior.
Vicat’s apparatus is used for testing-
A)
Initial and Final Setting time of cement
B)
Specific gravity of cement
C)
Fineness of Cement
D)
Soundness of Cement
Vicat's apparatus is a standard instrument used in civil engineering to determine the consistency and the setting times of cement.
1. **Consistency Test**: First, the apparatus is used to find the 'Normal Consistency' of the cement paste (the amount of water required to allow a Vicat plunger to penetrate to a depth of 33-35 mm from the top).
2. **Initial Setting Time**: Using a thinner needle (1mm diameter), the time elapsed from adding water to the moment the needle stops penetrating to a depth of 5mm from the bottom is recorded.
3. **Final Setting Time**: Using a needle with an annular attachment, the time is recorded when the needle makes an impression but the attachment fails to do so.
Why other options are incorrect:
- **Specific gravity of cement** is measured using a Le Chatelier flask.
- **Fineness of Cement** is measured using a Sieve analysis or the Blaine Air Permeability apparatus.
- **Soundness of Cement** is measured using the Le Chatelier apparatus (for expansion due to lime) or an Autoclave (for expansion due to magnesia).
The Flexible pavement consist the following components-
A)
Subgrade, GSB, BM & surface course
B)
Subgrade, Sub-base, Base & Surface course
C)
Subgrade, Dry Lean concrete, WBM, Wearing course
D)
Subgrade, WBM, WMM & Concrete
A flexible pavement is designed to distribute the traffic load to the underlying soil (subgrade) through a series of layers with increasing strength. The standard structural components of a flexible pavement, from bottom to top, are:
1. **Subgrade**: The natural soil or compacted fill that serves as the foundation.
2. **Sub-base Course**: A layer of granular material (like GSB - Granular Sub-Base) that provides structural support and drainage.
3. **Base Course**: A high-quality crushed stone or stabilized layer (like WMM - Wet Mix Macadam) that distributes the load to the sub-base.
4. **Surface Course (Wearing Course)**: The top layer (usually bituminous) that provides a smooth riding surface and protects the lower layers from water penetration.
Analysis of other options:
- Option (a) lists specific materials (GSB, BM) rather than the general structural components.
- Option (c) includes 'Dry Lean Concrete', which is typically a component of Rigid Pavements (as a sub-base).
- Option (d) includes 'Concrete', which is the primary material for Rigid Pavements, not Flexible Pavements.
Water absorption when kept immersed in water for 24hrs for 1st class bricks should not be more than-
A)
15%
B)
20%
C)
25%
D)
22%
According to Indian Standard (IS) specifications for bricks, the water absorption capacity is a key indicator of the brick's quality and durability. For a First Class brick, the water absorption after being immersed in cold water for 24 hours should not exceed 20% of its dry weight.
Breakdown of classes based on water absorption:
1. First Class Bricks: Water absorption should not exceed 20% of their dry weight.
2. Second Class Bricks: Water absorption should not exceed 22% of their dry weight.
3. Third Class Bricks: Water absorption may be higher, typically around 25% or more depending on the specific local standard.
Therefore, option (b) is the correct technical requirement for first-class bricks.
When bars of two different diameters are to be spliced, the lap length should be calculated on the basis of-
A)
Larger diameter bars
B)
Both the diameters together
C)
Smaller diameter bars
D)
Diameter of standard bar
In Reinforced Cement Concrete (RCC) design, splicing (lapping) is used to transfer stress from one bar to another through the surrounding concrete via bond stress. When two bars of different diameters are spliced, the strength of the joint is limited by the capacity of the smaller bar. Specifically, the smaller bar is the 'weak link' in the connection; if the lap length were calculated based on the larger bar, the smaller bar might fail to develop its full yield strength before pulling out of the concrete. Therefore, to ensure that the smaller bar can safely transfer its entire load to the larger bar, the lap length is calculated based on the diameter of the smaller bar. This is a standard practice in structural codes (such as IS 456 or ACI) to ensure the continuity of reinforcement based on the minimum cross-sectional area involved in the splice.
A cement bag of 50 kg in litre is approximately-
A)
30 litre
B)
35 litre
C)
40 litre
D)
42 litre
To find the volume of a 50 kg bag of cement in litres, we use the standard density of Ordinary Portland Cement (OPC).
1. **Standard Density of Cement**: The bulk density of cement is generally taken as 1440 kg/m³.
2. **Calculation of Volume in Cubic Meters**:
Volume = Mass / Density
Volume = 50 kg / 1440 kg/m³ ≈ 0.03472 m³
3. **Conversion to Litres**:
Since 1 cubic meter (m³) = 1000 litres,
Volume in litres = 0.03472 m³ × 1000 L/m³ = 34.72 litres.
4. **Approximation**: The value 34.72 litres is approximately 35 litres.
Therefore, a 50 kg bag of cement occupies approximately 35 litres of volume.
The bond strength of steel and concrete is enhanced by various measures. Which of the following do not enhance bond strength?
A)
Deformed bars are used instead of Plain bars
B)
Bigger bar diameters are used
C)
Higher grade of concrete is used
D)
Increased cover is provided.
Bond strength refers to the grip between the reinforcing steel and the surrounding concrete, which prevents slippage.
1. **Option (a) Deformed bars**: These have ribs or lugs that provide mechanical interlocking with the concrete, significantly increasing bond strength compared to smooth plain bars. Thus, this enhances bond.
2. **Option (b) Bigger bar diameters**: Bond strength is inversely proportional to the bar diameter for a given volume of concrete. As the diameter increases, the surface area per unit volume of steel decreases, and the stress concentration around the bar increases, which generally reduces the bond efficiency (bond stress). Therefore, using bigger bars does NOT enhance bond strength.
3. **Option (c) Higher grade of concrete**: A higher grade of concrete has higher compressive and tensile strength, which increases the frictional resistance and the gripping force exerted on the bar. Thus, this enhances bond.
4. **Option (d) Increased cover**: Providing adequate concrete cover ensures that the bar is fully encased and prevents the concrete from splitting or spalling prematurely under bond stress. While excessive cover doesn't 'increase' the chemical bond, insufficient cover leads to bond failure via splitting. In the context of standard RCC design, ensuring proper cover is a measure to maintain and enhance the effective bond length.
The unit of strain is-
A)
mm
B)
N/sqmm
C)
Mpa
D)
Dimensionless
Strain is defined as the ratio of the change in dimension (deformation) to the original dimension of a body. Mathematically, Strain (ε) = ΔL / L, where ΔL is the change in length and L is the original length. Since both the numerator and the denominator are measured in the same units of length (e.g., mm/mm or m/m), the units cancel each other out. Therefore, strain is a dimensionless quantity and has no unit.
Analysis of other options:
- Option (a) 'mm' is a unit of length, used for deformation (ΔL), not strain.
- Option (b) 'N/sqmm' is a unit of stress (Force/Area).
- Option (c) 'Mpa' (Megapascal) is also a unit of stress or pressure (1 MPa = 1 N/mm²).
The cost of form work estimated for concrete structure is-
A)
½ to 1/3 of total cost of concrete structure
B)
1/3 to ¼ of total cost of concrete structure
C)
¼ to 1/5 of total cost of concrete structure
D)
1/5 to 1/6 of total cost of concrete structure
In the estimation and costing of reinforced concrete (RCC) structures, the total cost is composed of materials (cement, sand, aggregate, steel), labor, and formwork (shuttering and centering). Formwork is a critical temporary structure used to hold fresh concrete in place until it hardens. According to standard civil engineering estimation practices and empirical data used in departmental examinations, the cost of formwork typically ranges from 20% to 25% of the total cost of the concrete structure. Converting these percentages into fractions: 20% = 1/5 and 25% = 1/4. Therefore, the cost of formwork is estimated to be between 1/4 to 1/5 of the total cost of the concrete structure. Options a, b, and d represent significantly higher or lower proportions that do not align with standard industry cost-analysis benchmarks for general concrete works.
What is quantity of cement in 1cum of Cement mortar 1:4?
A)
400kgs
B)
340kgs
C)
380kgs (Building SOR 19 analysis)
D)
420kgs
To calculate the quantity of cement in 1 cubic meter (cum) of cement mortar 1:4, we follow these steps:
1. **Dry Volume Calculation**: When water is added to cement and sand, the volume shrinks. To get 1 cum of wet (finished) mortar, we need a larger volume of dry materials. For cement mortar, a shrinkage factor of approximately 1.30 to 1.33 is typically used.
Dry Volume = 1.33 × 1.0 = 1.33 cum.
2. **Ratio Sum**: The mix ratio is 1:4. Total parts = 1 + 4 = 5.
3. **Volume of Cement**:
Volume of cement = (1 / 5) × 1.33 = 0.266 cum.
4. **Weight of Cement**:
The density of cement is approximately 1440 kg/m³.
Weight = 0.266 × 1440 ≈ 383 kg.
**Analysis of Options**:
- While theoretical calculations yield ~383 kg, the question explicitly mentions '(Building SOR 19 analysis)'.
- In Schedule of Rates (SOR) provided by government departments (like CPWD or State PWDs), constants are standardized based on empirical field data and specific waste allowances.
- According to the standard analysis used in many Building SORs for 1:4 mortar, the quantity is standardized to **380 kgs**.
- Options a, b, and d do not align with the standard SOR analysis for a 1:4 mix.
What is the function of Catch water drain?
A)
To drain water from pavement surface
B)
It is another form of subsurface drainage
C)
To prevent water from hillside falling to road pavement
D)
To drain water coming from weep hole.
A catch water drain (also known as a hillside drain or interceptor drain) is a specialized drainage structure used primarily in hill roads. Its primary function is to intercept surface runoff water flowing down the hillside before it reaches the road cutting or the pavement. By capturing this water and channeling it safely away to a natural outlet, it prevents the road surface from being flooded and protects the road embankment and slope from erosion and landslides.
Analysis of other options:
- Option (a) refers to 'Surface Drainage' (like camber and side drains).
- Option (b) refers to 'Sub-surface Drainage' (like filter materials or longitudinal drains beneath the pavement).
- Option (d) refers to the function of 'Weep Holes' themselves or the drainage system behind a retaining wall, not the catch water drain.
The maximum stress of concrete is reached at a strain approximately equal to-
A)
0.003
B)
0.03
C)
0.002
D)
0.02
In concrete technology and reinforced concrete design (based on IS 456:2000 and ACI standards), the stress-strain curve for concrete in compression is non-linear. The maximum compressive stress (peak stress) is typically reached at a strain of approximately 0.002. After this point, the concrete enters a softening phase where the stress decreases as the strain increases until it reaches the ultimate failure strain (which is typically taken as 0.003 or 0.0035 depending on the code).
- Option (a) 0.003: This is generally considered the ultimate strain at failure, not the strain at maximum stress.
- Option (b) 0.03: This value is far too high for concrete, which is a brittle material.
- Option (d) 0.02: This value is also too high and exceeds the failure limit of concrete.
Finer the cement, the need for water for hydration and workability-
A)
Reduces
B)
Same for all size of cement
C)
Reduces to great extent
D)
Increases
The fineness of cement refers to the average size of the cement particles. When cement is finer, it has a larger total surface area per unit mass. This affects the water requirement in two ways: 1. Hydration: Since hydration is a surface chemical reaction, a larger surface area allows water to react with the cement particles more rapidly, increasing the rate of hydration. 2. Workability: To maintain the same level of workability (fluidity), more water is required to wet the increased surface area of the finer particles. If the water content is not increased, the mix becomes stiffer and less workable. Therefore, as the fineness of cement increases, the demand for water for both hydration and workability also increases.
What is the recommended side slope of road cutting in ordinary soils including moorum and hard clay? (in vertical to horizontal)
A)
1:1 to 1:1.5
B)
1:2
C)
1:2 to 1:2.5
D)
1:1.5 to 1:2
In highway engineering, the side slope of road cuttings is determined based on the stability and shear strength of the soil to prevent landslides or slope failure. For ordinary soils, which include materials like moorum (weathered rock/lateritic soil) and hard clay, the standard recommended slope typically ranges from 1:1.5 to 1:2 (Vertical:Horizontal). This means for every 1 unit of vertical height, there is a horizontal distance of 1.5 to 2 units.
- Option (a) 1:1 to 1:1.5 is generally too steep for ordinary soils and is reserved for very hard rock or cohesive soils with high stability.
- Option (b) 1:2 is a specific value but does not cover the recommended range for various types of ordinary soils.
- Option (c) 1:2 to 1:2.5 is typically used for softer soils or sandy soils where the angle of repose is lower.
- Option (d) 1:1.5 to 1:2 aligns with standard IRC (Indian Roads Congress) and PWD guidelines for cutting in ordinary soil and hard clay to ensure slope stability.
What is the code of practice for Design loads (other than earthquake) for buildings and structures, Dead loads-unit weights of building material and stored material?
A)
IS 456 2000
B)
IS 456 1987
C)
IS 875 1987 Part 1
D)
IS 1950-1962
The question asks for the specific Indian Standard (IS) code governing design loads, specifically dead loads and unit weights of materials.
1. **IS 875 (Part 1): 1987** is the official Code of Practice for 'Design loads (other than earthquake) for buildings and structures - Part 1: Dead Loads'. It provides the unit weights of various building materials (like concrete, steel, masonry) and stored materials used to calculate the self-weight of a structure.
2. **IS 456: 2000** (Option a) is the 'Plain and Reinforced Concrete - Code of Practice'. While it references loads, its primary purpose is the design and detailing of concrete structures.
3. **IS 456: 1987** (Option b) is an older version of the concrete code, not the primary code for general design loads.
4. **IS 1950: 1962** (Option d) relates to the 'Code of practice for design and construction of reinforced concrete retaining walls', which is a specialized structural code rather than a general load code.
Therefore, IS 875 Part 1 is the correct and authoritative standard for dead loads.
The length of Cross drainage structure considered as culvert is-
A)
Upto 6m
B)
1.2m to 5m
C)
Upto 5m
D)
1m to 1.5m
In Highway Engineering, cross drainage (CD) structures are categorized based on their span (length) to distinguish between culverts and bridges. According to standard IRC (Indian Roads Congress) and general civil engineering specifications used in PWD departments:
1. A Culvert is defined as a cross drainage structure with a total span of up to 6 meters.
2. A Bridge is defined as a structure with a total span exceeding 6 meters.
Therefore, any structure designed to carry water under a road with a length/span of 6m or less is classified as a culvert. Options b, c, and d provide ranges that are either too narrow or do not represent the standard upper limit used for this classification.
Proper grading of aggregates in concrete improves-
A)
Workability
B)
Slump
C)
Density
D)
Setting time of concrete
Grading refers to the particle size distribution of aggregates. Proper grading (well-graded aggregates) ensures that smaller particles fill the voids between larger particles. This reduction in void space leads to a more compact mass, which directly increases the density of the concrete. A denser concrete typically requires less cement paste to fill the gaps, resulting in higher strength and lower permeability.
Why other options are incorrect:
- a. Workability: While grading affects workability, it is not the primary goal of grading. In fact, very well-graded concrete can sometimes be less workable than gap-graded concrete if the surface area is too high.
- b. Slump: Slump is a measure of workability, not a property improved by grading itself; it is primarily controlled by the water-cement ratio and admixtures.
- d. Setting time: Setting time is a chemical property of the cement paste (hydration process) and is not influenced by the physical grading of the aggregates.
Dowel Bars are provided in concrete pavement-
A)
to tie the different block of concrete
B)
to transfer load from one block to other
C)
to act as reinforcing steel
D)
to prevent cracks in the pavement
In concrete pavement design, specifically Jointed Plain Concrete Pavements (JPCP), contraction joints are provided to control cracking. Dowel bars are short, smooth steel bars placed across these transverse joints. Their primary purpose is 'load transfer'; as a wheel load moves from one concrete slab to the next, the dowel bar transfers a portion of the load to the adjacent slab, reducing the stress at the joint edges and preventing 'faulting' (differential settlement).
Why other options are incorrect:
- Option (a): 'Tying' the blocks is the function of 'Tie Bars', which are deformed bars used in longitudinal joints to prevent the slabs from drifting apart. Dowel bars must allow for longitudinal expansion and contraction, so they are not used to 'tie' the blocks rigidly.
- Option (c): Dowel bars are not intended to act as general reinforcing steel (which would be used for temperature/shrinkage control throughout the slab), but specifically for load transfer at joints.
- Option (d): Cracks are prevented or controlled by the placement of joints themselves and the use of reinforcement, not by the dowel bars, which are placed within the joints after the crack location is predetermined.
Dry lean concrete is used in concrete pavement as-
A)
wearing course
B)
base course
C)
subgrade
D)
sub-surface drainage
Dry Lean Concrete (DLC) is a low-strength concrete mix with a low water-cement ratio, designed to provide a stiff, stable, and uniform support layer for the main concrete pavement slab. In the structural hierarchy of a rigid pavement, the DLC acts as the 'base course' (or sub-base), sitting between the subgrade/granular sub-base and the Pavement Quality Concrete (PQC) wearing course.
Why other options are incorrect:
- a. Wearing course: This is the top layer exposed to traffic, typically made of Pavement Quality Concrete (PQC) in rigid pavements, which requires high strength and durability.
- c. Subgrade: This is the natural soil or compacted earth layer at the very bottom of the pavement structure.
- d. Sub-surface drainage: This refers to systems (like perforated pipes or filter materials) used to remove water from the pavement layers, not a structural concrete layer.
Codes specifies lower bond resistance for the top reinforcement in beam because-
A)
Top reinforcement in a beam is more important and hence lower bond resistance is given for having longer development length.
B)
There is a possibility of air trapped beneath the upper reinforcement and thereby weakening the bond.
C)
The higher part of concrete in a beam have lower strength.
D)
The top part is exposed to air after casting so the concrete on the upper part is weaker.
In reinforced concrete design, the bond strength between the steel reinforcement and the surrounding concrete is critical for the transfer of stresses. When concrete is poured into a formwork, air bubbles and water tend to migrate upwards due to buoyancy. In the case of top reinforcement, these air pockets and bleed water often accumulate directly beneath the horizontal bars. This creates small voids or 'honeycombing' at the interface between the bar and the concrete, which significantly reduces the effective contact area and weakens the bond resistance compared to bottom reinforcement, where the concrete settles more densely around the bars. To account for this physical phenomenon, design codes (such as IS 456 or ACI) often specify a higher development length or a lower bond stress coefficient for top bars to ensure safety.
What is quantity of cement in 1cum of Cement mortar 1:3?
A)
495 kgs
B)
525kgs
C)
400kgs
D)
510kgs
To calculate the quantity of cement in 1 cubic meter (cum) of cement mortar 1:3, we follow these steps:
1. **Determine the Dry Volume**: When water is added to cement and sand, the volume shrinks. To get 1 cum of wet/compacted mortar, we need a dry volume of approximately 1.33 to 1.35 times the wet volume.
Dry Volume = 1.33 × 1.0 = 1.33 cum.
2. **Calculate the Sum of Proportions**:
Ratio = 1:3
Sum = 1 + 3 = 4.
3. **Calculate Volume of Cement**:
Volume of Cement = (Ratio of Cement / Sum of Proportions) × Dry Volume
Volume of Cement = (1 / 4) × 1.33 = 0.3325 cum.
4. **Convert Volume to Mass (Weight)**:
The density of cement is approximately 1440 kg/m³.
Mass of Cement = Volume × Density
Mass of Cement = 0.3325 × 1440 = 478.8 kg.
*Note on Variation*: In many standard engineering textbooks and PWD specifications, a dry volume factor of 1.37 or a slightly different density/wastage factor is used. If we use a dry volume factor of 1.375:
Volume = (1/4) * 1.375 = 0.34375 cum
Mass = 0.34375 * 1440 = 495 kg.
Comparing this to the options provided, 495 kgs is the standard calculated value used in many competitive exams for this specific ratio. Options b, c, and d do not align with the standard dry volume calculations for a 1:3 mix.
What is the recommended side slope of road cutting in soft rock and shale? (in vertical to horizontal)
A)
1:1 to 1:1.5
B)
1:1/5 to 1:1/9
C)
1:1/4 to 1:1/8
D)
1:1.5 to 1:2
In highway engineering, the side slope of road cuttings depends on the stability and nature of the material being excavated. For soft rock and shale, the material is more stable than soil but less stable than hard rock. The recommended slope is typically expressed as a ratio of Vertical (V) to Horizontal (H). For soft rock/shale, the standard engineering practice (often cited in IRC or similar highway manuals) suggests a slope where the vertical rise is significantly greater than the horizontal run to ensure stability while minimizing excavation volume. A slope of 1:1/5 to 1:1/9 (Vertical:Horizontal) means for every 1 unit of vertical height, the horizontal offset is 1/5 to 1/9 of a unit. This is equivalent to a slope of 5:1 to 9:1 (V:H), which is characteristic of soft rock stability. Option (a) and (d) represent much flatter slopes (1:1 or 1:2) which are typically used for earth/soil cuttings, not rock. Option (c) is slightly different but (b) aligns with the standard technical specifications for soft rock/shale in departmental road works.
The aggregate impact value of aggregate to be used in water bound macadam base course is-
A)
less than or equal to 35%
B)
less than or equal to 40%
C)
less than 45%
D)
more than 30%
The Aggregate Impact Value (AIV) is a measure of the resistance of an aggregate to sudden shock or impact. In highway engineering, the permissible limits for AIV depend on the type of pavement layer and the traffic volume. For a Water Bound Macadam (WBM) base course, the standard specification (as per IRC - Indian Roads Congress) generally stipulates that the aggregate impact value should not exceed 40%.
Breakdown of options:
- Option (a) 'less than or equal to 35%' is typically required for wearing courses (surface courses) where the impact and abrasion are higher.
- Option (b) 'less than or equal to 40%' is the standard requirement for base courses like WBM.
- Option (c) 'less than 45%' is too lenient for a standard base course.
- Option (d) 'more than 30%' is logically incorrect as specifications always set a maximum upper limit (ceiling) for impact values to ensure strength, not a minimum lower limit.