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Past Questions
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%
For first class bricks, the water absorption after immersion in water for 24 hours should not exceed 20% by weight. This is the standard limit used in brick classification. Hence, option (b) is correct. The other options are not the prescribed maximum 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 a lap splice between two bars of different diameters, the splice length is designed based on the larger bar because the larger diameter governs the development requirement and ensures adequate force transfer. Using the smaller diameter would make the splice unsafe, while 'both diameters together' and 'standard bar' are not the design basis.
What is the unit weight of Bituminous pavement layer in kN/cum?
A)
24
B)
25
C)
22
D)
20
The unit weight of a bituminous pavement layer is commonly taken as about 20 kN/m³ (kN/cum) in highway engineering design and estimation. This is a standard approximate value used for flexible pavement calculations. The other options, 22, 24, and 25 kN/m³, are higher than the usual adopted value for bituminous layers.
Curing is of particular importance in situation where:
A)
The water-Cement ratio is high
B)
The water-Cement ratio is low
C)
Temperature of surrounding environment is low
D)
There is high humidity
Curing is especially important when the water-cement ratio is low because there is less free water available for complete hydration of cement. In such concrete, moisture can be lost quickly, so proper curing is needed to maintain hydration, strength gain, and durability.
Why the others are incorrect:
- (a) High water-cement ratio already has excess water, so curing is less critical than in low w/c mixes.
- (c) Low surrounding temperature affects setting and hardening, but the specific situation where curing becomes particularly important is low water-cement ratio.
- (d) High humidity reduces moisture loss, so curing demand is not as severe as in dry conditions.
Causeway is one type of:
A)
Pavement
B)
Subsurface drainage
C)
Cross drainage
D)
Temporary crossing on river
A causeway is a raised roadway or passage across low-lying land or a shallow watercourse, often used as a temporary or low-cost crossing over a river or stream. In highway engineering, it is commonly treated as a type of temporary crossing. Pavement is the road surface, subsurface drainage deals with removing water from below the road, and cross drainage refers to structures like culverts and bridges that allow water to pass across a road alignment.
The recommended values of camber for cement concrete and high type bituminous surface in heavy rainfall area is
A)
2.5%
B)
3.0%
C)
2.0%
D)
4.0%
For cement concrete and high-type bituminous surfaces, the recommended camber in heavy rainfall areas is 2.0%. Such impervious surfaces need comparatively less camber than earth or gravel roads, but in heavy rainfall a slightly steeper camber is preferred to ensure quick drainage. Hence, 2.0% is the correct standard value among the given options. The other options are either too steep for these surfaces or not the recommended value.
Proper grading of aggregates in concrete improves:
A)
Workability
B)
Slump
C)
Density
D)
Setting time of concrete
Proper grading of aggregates means having a suitable distribution of particle sizes. This reduces voids, improves packing, and makes the concrete mix easier to place and compact, thereby increasing workability. Slump may change as an indicator of workability, but it is not the direct property improved. Density may also improve slightly due to better packing, but the standard expected answer is workability. Setting time is controlled mainly by cement and admixtures, not aggregate grading.
Type of foundation appropriate when a column is to be placed right on the edge of boundary:
A)
Combined footing
B)
Isolated footing
C)
Raft foundation
D)
Pile foundation
When a column is very close to the property boundary, an isolated footing may become eccentric and extend beyond the boundary line, which is not permissible. A combined footing is used to support two columns when one column is near the boundary, so the footing can be designed within the available plot area and the load can be distributed safely. Raft foundation is used for a large area supporting many columns, and pile foundation is not the standard answer for this specific boundary-edge column situation.
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 RCC beams, the top bars are said to have lower bond resistance because of the 'top bar effect'. During casting, bleed water and settlement cause a weak laitance layer and slightly poorer compaction near the top surface of concrete. As a result, the concrete around top reinforcement is not as strong in bond as that around bottom bars, so codes provide lower bond stress for top reinforcement. Option (a) is wrong because the reason is not that top reinforcement is more important; (b) is not the standard code reason; and (c) is too vague and not the accepted explanation.
The extra width provided for Single lane pavement for curve radius between 61 to 100m is:
A)
Nil
B)
0.6m
C)
0.9m
D)
1.2m
In highway engineering, extra widening on curves for a single-lane pavement depends on the curve radius. For a radius of 61 to 100 m, the standard extra width provided is 0.6 m. Hence, option (b) is correct. The other options do not match the standard widening table used for single-lane roads.
While choosing ideal bridge site, which of the following below is desirable characteristic of the bridge site?
A)
Straight reach of the river
B)
A slow current portion having wide channel.
C)
Where HFL is high.
D)
A little downstream from where other river meet.
An ideal bridge site is generally selected on a straight reach of the river because it provides more uniform flow, reduces scour and river training problems, and makes alignment easier. Option (b) is less suitable because a wide channel with slow current may indicate a large floodplain and more costly foundations. Option (c) is undesirable since a high HFL increases span, foundation depth, and construction difficulty. Option (d) is also not preferred because locations near confluences have disturbed flow, eddies, and heavy scour.
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, a cross-drainage structure is classified as a culvert when its span/length is up to 6 m. Structures with larger spans are generally treated as small bridges or bridges, depending on the standard followed. Hence, option (a) is correct. The other options give incorrect span ranges that do not match the standard culvert classification.
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 generally constructed in layers starting from the natural soil support and moving upward: subgrade, sub-base, base, and surface course. This is the standard component sequence in highway engineering. Option (a) is incomplete/mixed terminology, while (c) and (d) include rigid pavement or non-standard layer combinations.
The desired temperature range of Bitumen when mixing is:
A)
120 degree centigrade – 130 degree centigrade
B)
110 degree centigrade – 140 degree centigrade
C)
150 degree centigrade – 177 degree centigrade
D)
160 degree centigrade – 187 degree centigrade
In bituminous paving work, bitumen is generally heated to the mixing range of about 150°C to 177°C so that it attains proper fluidity and coats the aggregates uniformly. Lower ranges such as 110°C–140°C or 120°C–130°C are usually insufficient for proper mixing, while 160°C–187°C is too high and may cause excessive ageing of bitumen.
As per Hookes law, stress is directly proportional to strain upto:
A)
Plastic limit
B)
Yield point
C)
Elastic limit
D)
Ultimate strength
Hooke’s law states that stress is directly proportional to strain only within the elastic range of a material. This proportionality holds up to the elastic limit, beyond which the material no longer returns fully to its original shape. The yield point is where plastic deformation begins, and ultimate strength is the maximum stress the material can withstand, so neither is the correct cutoff for Hooke’s law.
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 bituminous road construction, rolling is generally started from the centre of the pavement and progressed towards the edges. This helps in pushing the material outward, maintaining proper cross-fall and avoiding accumulation of material at the centre. Rolling from edge to centre is avoided because it can cause shoving and irregular surface formation. Hence, the correct answer is (a) From centre to edge.
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 is provided on hill roads above the road formation to intercept and divert storm water flowing down the hillside before it reaches the road. Its purpose is to protect the pavement and side slopes from erosion and damage. Option (a) refers to surface drainage on the pavement, (b) refers to subsurface drainage, and (d) refers to drainage from weep holes in retaining structures.
The desired temperature range of Bitumen when spreading at the location of laying is:
A)
121 degree centigrade – 163 degree centigrade
B)
110 degree centigrade – 140 degree centigrade
C)
150 degree centigrade – 177 degree centigrade
D)
160 degree centigrade – 187 degree centigrade
For bituminous work, the temperature at the site of laying/spreading is generally kept around 110°C to 140°C so that the binder remains workable and provides proper coating and compaction. Temperatures much lower than this make the bitumen too stiff, while much higher temperatures may lead to excessive aging and loss of desirable properties. Hence, option (b) is correct.
California Bearing Ratio ( CBR) test is used for:
A)
To evaluate the stability of soil subgrade
B)
To evaluate compressibility of soil subgrade
C)
To measure amount of moisture in soil
D)
To evaluate bearing capacity of soil
The California Bearing Ratio (CBR) test is a highway engineering test used to assess the strength and load-bearing quality of subgrade soil and base/sub-base materials. It indicates how well the soil can support pavement layers, so it is used to evaluate the stability of soil subgrade. Option (b) is incorrect because compressibility is measured by consolidation tests, (c) is incorrect because moisture content is measured by water content tests, and (d) is too general; CBR specifically evaluates subgrade strength rather than general bearing capacity.
Finer the cement used in concrete means:
A)
Lower drying shrinkage
B)
Lower water requirement
C)
Higher drying shrinkage
D)
Lower water requirement for curing
Fineness of cement refers to the average size of the cement particles. When cement is finer, it has a larger specific surface area. This leads to several effects: 1. Rate of Hydration: Finer cement hydrates faster, leading to a quicker gain in strength and a higher heat of hydration. 2. Water Demand: Because of the increased surface area, finer cement requires more water to wet the particles and maintain workability, which contradicts option (b). 3. Drying Shrinkage: Since finer cement requires more water for a given consistency, the total volume of evaporable water in the concrete mix increases. As this excess water evaporates during the drying process, it leads to higher drying shrinkage. Therefore, finer cement results in higher drying shrinkage compared to coarser cement. Option (a) is the opposite of the truth, and option (d) is incorrect as curing water requirement is based on the hydration process and environmental conditions, not primarily on the fineness of the cement particles.
Flexible pavement are those which on the whole have:
A)
High flexural strength
B)
Low flexural strength
C)
High rigidity
D)
Good compressibility
In highway engineering, pavements are classified into two main types: Flexible and Rigid.
1. **Flexible Pavements** (e.g., bituminous roads) are composed of a series of layers (surface, base, sub-base, and subgrade). They lack significant structural stiffness and have **low flexural strength**. Consequently, they cannot resist bending moments; instead, they transfer the wheel load to the lower layers through grain-to-grain contact (vertical pressure distribution). They deform under load and recover (to an extent), hence the term 'flexible'.
2. **Rigid Pavements** (e.g., concrete roads) are made of Portland cement concrete. They possess **high flexural strength** and **high rigidity**, allowing them to act as a slab that distributes the load over a wide area of the subgrade through slab action.
Evaluating the options:
- **Option a (High flexural strength):** Incorrect. This is a characteristic of rigid pavements.
- **Option b (Low flexural strength):** Correct. Flexible pavements cannot resist bending and rely on the strength of the underlying layers.
- **Option c (High rigidity):** Incorrect. This is the defining characteristic of rigid pavements.
- **Option d (Good compressibility):** Incorrect. While flexible pavements are more deformable than rigid ones, 'good compressibility' is not a desired engineering property for a pavement structure, as excessive compression leads to rutting and failure.
For Single lane pavement having curve radius between 21 to 60m, the extra width provided for Single lane pavement for curve radius between 21 to 60m is:
A)
0.6m
B)
0.45m
C)
0..7m
D)
1.2m
In Highway Engineering, 'Extra Widening' is provided on horizontal curves to compensate for the off-tracking of the rear wheels of the vehicle and to provide a psychological comfort to the driver. The total widening (W) is the sum of Mechanical Widening (Wm) and Psychological Widening (Wp).
According to the Indian Roads Congress (IRC) guidelines for single-lane pavements:
1. For curves with a radius (R) greater than 175m, no extra widening is generally required.
2. For curves with a radius between 60m and 175m, the widening is smaller.
3. For curves with a radius between 21m and 60m, the standard recommended extra width for a single-lane pavement is 0.45m.
4. For curves with a radius less than 21m, the widening increases further (often up to 0.75m or more depending on the vehicle class).
Comparing the given options:
- 0.6m: Not the standard IRC value for this specific radius range.
- 0.45m: Correct standard value for single lane (R = 21m to 60m).
- 0.7m: Typically associated with tighter curves or double-lane requirements.
- 1.2m: Too large for a single-lane pavement in this radius range.
Shallow foundation is where:
A)
Depth of foundation less than 1.5 times of width of foundation
B)
Depth of foundation less than or equal to the width of foundation
C)
Depth of foundation less than 1.5m
D)
Depth of foundation Less than 2.0m
Option B is correct: Depth of foundation less than or equal to the width of foundation.
California Bearing Ratio ( CBR) value is expressed in:
A)
mm
B)
cm
C)
% (percentage)
D)
N/mm2
The California Bearing Ratio (CBR) is a penetration test used to evaluate the subgrade strength of roads and pavements. It is defined as the ratio of the load pressure required to penetrate a soil sample with a standard piston to the load pressure required to penetrate a standard high-quality crushed stone material (standard CBR material) to the same depth.
Mathematically, it is expressed as:
CBR (%) = (Load pressure of soil / Load pressure of standard crushed stone) × 100
Because it is a ratio of two pressures (stress values) multiplied by 100, the resulting value is dimensionless and expressed as a percentage.
Analysis of other options:
- a. mm: This is a unit of length/penetration depth, not the CBR value itself.
- b. cm: This is also a unit of length.
- d. N/mm²: This is a unit of pressure (MPa). While the loads used to calculate CBR are measured in pressure units, the final CBR value is the ratio of these pressures, making it a percentage.
Which of the following is not Rigid pavement?
A)
Plain concrete
B)
Reinforced concrete
C)
Asphaltic concrete
D)
Pre-stressed concrete
In highway engineering, pavements are broadly classified into two types based on their structural behavior: Rigid Pavements and Flexible Pavements.
1. Rigid Pavements: These are constructed using cement concrete. They possess a high modulus of elasticity and high flexural strength, allowing them to distribute the wheel load over a wide area of the subgrade through slab action. Examples include:
- Plain Jointed Concrete Pavement (PJP)
- Reinforced Concrete Pavement (RCP)
- Pre-stressed Concrete Pavement (PCP)
2. Flexible Pavements: These are constructed using bituminous materials. They have low flexural strength and transmit the load to the subgrade layer-by-layer through grain-to-grain contact.
Analysis of Options:
- Option (a) Plain concrete: A standard type of rigid pavement.
- Option (b) Reinforced concrete: A type of rigid pavement where steel is added to control cracking.
- Option (c) Asphaltic concrete: This is a mixture of asphalt binder and aggregates. It is the primary material used for flexible pavements, not rigid pavements.
- Option (d) Pre-stressed concrete: An advanced type of rigid pavement used to reduce thickness and increase durability.
Therefore, Asphaltic concrete is not a rigid pavement.