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Past Questions
Which of the following is the desirable property of soil as highway material?
A)
Stability, Good drainage, Ease of compaction
B)
Compressibility
C)
Highly permeable
D)
Soil that has considerable changes in volume and stability under adverse conditions of weather and ground water.
In highway engineering, the subgrade and base layers must support heavy traffic loads without significant deformation. Therefore, the desirable properties of soil used as highway material are:
1. Stability: The soil must be able to withstand traffic loads without shearing or failing.
2. Good Drainage: Water is the primary enemy of pavements. Soil with good drainage prevents the buildup of pore water pressure and protects the road from frost heave or saturation-induced softening.
3. Ease of Compaction: To achieve maximum dry density and strength, the soil must be easily compactable using standard machinery.
Why other options are incorrect:
- Option b (Compressibility): High compressibility leads to settlement and rutting of the pavement, which is undesirable.
- Option c (Highly permeable): While drainage is needed, 'highly permeable' soils (like coarse sands) may lack the necessary cohesive strength or stability to support the pavement structure without stabilization.
- Option d (Changes in volume): Soil that changes volume (swelling and shrinking) based on moisture content (e.g., Black Cotton Soil) causes cracks and waves in the road surface, making it highly undesirable.
For complete hydration of cement the water cement ratio required is about:
A)
0.25
B)
0.35
C)
0.15
D)
0.40
Option D is correct: 0.40.
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
In highway engineering, the temperature of bitumen is critical for ensuring proper workability, coating of aggregates, and compaction. For Hot Mix Asphalt (HMA), the bitumen must be heated to a temperature that reduces its viscosity enough to allow it to be spread and compacted effectively. According to standard specifications (such as those aligned with IRC or ASTM), the typical temperature range for spreading/laying bitumen-based mixes is generally between 120°C and 160°C. Option (a) 121°C – 163°C most closely aligns with these engineering standards.
- Option (b) is too low; at 110°C, the mix may become too stiff to spread and compact properly, leading to voids.
- Options (c) and (d) are too high; heating bitumen above 170°C-180°C can lead to 'burning' or oxidative hardening (thermal degradation), which makes the binder brittle and reduces the lifespan of the pavement.
The desired temperature range of Bitumen when mixing is:
A)
110 degree centigrade – 120 degree centigrade
B)
150 degree centigrade – 177 degree centigrade
C)
110 degree centigrade – 130 degree centigrade
D)
160 degree centigrade – 187 degree centigrade
In Highway Engineering, the mixing temperature of bitumen is critical to ensure that the binder is fluid enough to coat the aggregate particles uniformly. For standard paving grade bitumen (such as VG-30), the mixing temperature typically ranges between 150°C and 177°C.
1. If the temperature is too low (e.g., 110°C - 130°C), the bitumen will be too viscous, leading to poor coating of aggregates and insufficient workability of the mix.
2. If the temperature is too high (exceeding 180°C-190°C), the bitumen may undergo 'thermal cracking' or oxidation (hardening), which reduces its adhesive properties and leads to premature failure of the pavement.
Option (b) represents the standard industry range for hot-mix asphalt (HMA) production. While specific temperatures can vary slightly based on the grade of bitumen used, 150°C to 177°C is the recognized authoritative range for general mixing operations in civil engineering examinations.
The recommended values of Camber for different This Bituminous road surface in Heavy rainfall areas is:
A)
2.5%
B)
3.0%
C)
1.7%
D)
4.0%
Camber (or cross-slope) is provided on the road surface to drain off rainwater from the pavement to the side drains, preventing water logging and protecting the road structure. The recommended values for camber depend on the type of road surface and the intensity of rainfall. According to IRC (Indian Roads Congress) guidelines:
1. Concrete/Cement Concrete roads: Heavy rainfall (1.7% to 2.0%), Light rainfall (1.7%).
2. Bituminous/Water Bound Macadam (WBM) roads: Heavy rainfall (2.5%), Medium rainfall (2.0%), Light rainfall (1.5%).
3. Earthen roads: Heavy rainfall (4.0%), Medium rainfall (3.0%), Light rainfall (2.0%).
In this specific question, the road surface is 'Bituminous' and the area is 'Heavy rainfall'. Therefore, the recommended camber value is 2.5%.
- Option b (3.0%) is for Earthen roads in medium rainfall.
- Option c (1.7%) is for Concrete roads.
- Option d (4.0%) is for Earthen roads in heavy rainfall.
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. Let's analyze the options:
1. **Deformed bars (Option a):** Deformed bars (ribbed bars) provide mechanical interlocking with the concrete, which significantly increases bond strength compared to smooth plain bars. Thus, this enhances bond.
2. **Bigger bar diameters (Option b):** Bond strength is fundamentally related to the surface area of the bar in contact with the concrete. For a given cross-sectional area of steel, using one large diameter bar provides less surface area than using multiple smaller diameter bars. Consequently, as the diameter of a single bar increases, the relative bond (bond stress capacity) generally decreases or becomes less efficient per unit area of steel. Therefore, using bigger bar diameters does NOT enhance bond strength.
3. **Higher grade of concrete (Option c):** Higher grade concrete has higher compressive and tensile strength, which increases the friction and the bearing capacity of the concrete ribs/matrix against the steel. This enhances bond strength.
4. **Increased cover (Option d):** Providing adequate concrete cover prevents the concrete from splitting or spalling away from the bar under tension. If the cover is too thin, the concrete can split longitudinally, leading to a premature bond failure. Increasing cover (up to a reasonable limit) ensures the concrete can effectively resist the radial bursting forces, thereby enhancing the effective bond strength.
Since the question asks which measure does NOT enhance bond strength, option (b) is the correct answer.
Culvert is a cross drainage structure having span length:
A)
Less than 6m
B)
1.5m to 5.5m
C)
Less than 5.5m
D)
1m to 1.5m
In Highway Engineering, cross drainage (CD) structures are categorized based on their span length to manage the flow of water across a road embankment.
1. **Culverts**: These are small cross-drainage structures. According to standard engineering specifications (such as IRC - Indian Roads Congress), a culvert is generally defined as a structure with a clear span of less than 6 meters. Culverts can be pipe, box, arch, or slab culverts.
2. **Bridges**: When the span of the structure exceeds 6 meters, it is classified as a bridge (Minor Bridge, Major Bridge, or Long Span Bridge).
Evaluating the options:
- Option (a) 'Less than 6m' aligns with the standard technical definition of a culvert.
- Options (b), (c), and (d) provide ranges or limits that are either too restrictive or do not cover the full standard definition of culverts.
If the water absorption of aggregates to be used for WMM and WBM exceed 2%, which of the following test is to be conducted?
A)
AIV test
B)
Los Angeles abrasion value test
C)
Soundness test
D)
Specific gravity test
For aggregates used in WMM/WBM, if water absorption exceeds 2%, a soundness test is required to assess the aggregate’s resistance to weathering action due to repeated wetting and drying. High water absorption indicates a more porous aggregate, which may be less durable in service, so soundness becomes critical.
Why the others are incorrect:
- Los Angeles abrasion value test (b): measures resistance to abrasion and impact, not water absorption-related durability.
- Specific gravity test (d): determines density/relative density of aggregates, not their durability under weathering.
- AIV test (a): Aggregate Impact Value test measures resistance to sudden impact, not the effect of high water absorption.
Hence, the correct answer is c) Soundness test.
Proportionality of stress and strain is:
A)
Directly proportional
B)
Indirectly proportional
C)
Are not proportional
D)
They have no relation
According to Hooke's Law, within the elastic limit of a material, the stress induced in the material is directly proportional to the strain produced. Mathematically, this is expressed as Stress (σ) ∝ Strain (ε), or σ = Eε, where 'E' is the Modulus of Elasticity (Young's Modulus). This means that if the stress is increased, the strain increases linearly in the same proportion.
- Option (b) is incorrect because an indirect (inverse) proportion would imply that strain decreases as stress increases, which is physically incorrect for standard materials.
- Option (c) is incorrect because proportionality exists up to the proportional limit.
- Option (d) is incorrect because stress and strain are fundamentally related by the material's stiffness properties.
The rolling speed for rolling Bituminous concrete is:
A)
Not more than 10km/hr
B)
Between 5 – 10 km/hr
C)
Not more than 5km/hr
D)
Not more than 7km/hr
In highway engineering, specifically during the construction of Bituminous Concrete (BC) or Dense Bituminous Macadam (DBM), the rolling process is critical to achieve the required density and avoid surface irregularities. According to standard specifications (such as MORTH - Ministry of Road Transport and Highways), the rolling speed must be kept low to ensure proper compaction and to prevent the displacement of the mix. The recommended maximum speed for the rollers during the compaction of bituminous layers is typically specified as not more than 7 km/hr. Rolling at higher speeds can lead to 'shoving' (lateral movement of the mix) or uneven compaction, while excessively slow speeds may cause overheating of the mix in certain conditions. Therefore, option (d) is the standard technical requirement.
The minimum clear cover recommended by IS code for Column ties is:
A)
25mm or bar diameter
B)
40mm or bar diameter
C)
50 mm
D)
40mm or 2 times diameter of ties
According to IS 456:2000 (the Indian Standard code of practice for Plain and Reinforced Concrete), the nominal cover to reinforcement is specified to ensure durability and fire resistance. For columns, the nominal cover is generally specified as 40 mm. However, the code stipulates that the cover should be the greater of 40 mm or the diameter of the main reinforcing bar. While 'clear cover' and 'nominal cover' are technically different (nominal cover includes the half-diameter of the stirrup/tie), in the context of standard competitive exams for Junior Engineers based on IS 456, the requirement for columns is recognized as 40 mm or the diameter of the bar. Option (a) is typically associated with slabs, and Option (c) is often used for severe exposure conditions or foundations, but the standard baseline for columns is 40mm.
What is the ruling gradient of highway on mountainous terrain?
A)
1:16
B)
1:20
C)
1:15
D)
1:16.7
In highway engineering, the ruling gradient is the maximum gradient that can be provided in a road section to ensure the efficient movement of vehicles without significant loss of speed. According to the Indian Roads Congress (IRC) guidelines for different terrains:
1. Plain Terrain: The ruling gradient is typically 1 in 30 (3.3%).
2. Rolling Terrain: The ruling gradient is typically 1 in 20 (5%).
3. Mountainous Terrain: The ruling gradient is generally recommended as 1 in 20 (5%), although in some specific steep regions, it may be relaxed to 1 in 15 or 1 in 25 depending on the specific classification of the road (National Highway vs State Highway). However, for standard competitive examinations based on IRC standards for mountainous/rolling terrain, 1:20 is the accepted standard ruling gradient.
Comparing the options:
- Option (a) 1:16 and (d) 1:16.7 are not standard IRC ruling gradients.
- Option (c) 1:15 is often considered a 'limiting gradient' (the maximum gradient allowed for short stretches) rather than the 'ruling gradient'.
- Option (b) 1:20 is the standard ruling gradient for mountainous/rolling terrain.
Sieve Method is used for testing which cement property?
A)
Initial and Final Setting time of cement
B)
Specific gravity of cement
C)
Fineness of Cement
D)
Soundness of Cement
The fineness of cement refers to the size of the particles. Finer cement hydrates faster and provides higher early strength. There are two primary methods to test for fineness: 1. Sieve Method (using a 90-micron IS sieve) and 2. Air Permeability Method (Blaine's method).
Why other options are incorrect:
- Option (a): Initial and Final Setting time are measured using the Vicat Apparatus.
- Option (b): Specific gravity is measured using the Le Chatelier flask.
- Option (d): Soundness (resistance to volume change) is measured using the Le Chatelier apparatus or Autoclave test.
For construction lime is also used and it is suitable for:
A)
Ordinary construction works
B)
All construction works
C)
Only Masonry works
D)
Recommended for RCC works
Option A is correct: Ordinary construction works.
Joints in cement concrete pavement are provided:
A)
To facilitate proper curing
B)
To improve friction between tyre and pavement
C)
For ease of construction
D)
To reduce temperature stresses
Cement concrete is a rigid material with a low coefficient of thermal expansion, but over long stretches of highway, temperature variations cause significant expansion and contraction.
1. **Why Option (d) is correct:** When the temperature increases, the concrete slab expands. If there is no space for this expansion, internal compressive stresses build up, leading to 'buckling' or 'blow-ups'. Conversely, when temperatures drop, the slab contracts, creating tensile stresses that lead to uncontrolled cracking. Joints (Expansion, Contraction, and Longitudinal joints) are provided to create controlled gaps or weak planes, thereby relieving these temperature-induced stresses and preventing random cracking.
2. **Why other options are incorrect:**
- **Option (a):** Curing is the process of maintaining moisture to ensure hydration of cement; joints do not facilitate this process.
- **Option (b):** Friction (skid resistance) is improved by surface texturing (like grooving or tining), not by providing joints.
- **Option (c):** While construction joints are used to mark the end of a day's work, the primary engineering purpose of the overall jointing system in rigid pavements is stress management, not merely the 'ease' of construction.
The floor of cross drain ( culvert etc) is given longitudinal slope of:
A)
1 in 7
B)
1 in 10
C)
1 in 5
D)
1 in 20
In highway engineering, cross drainage works (such as culverts) are designed to facilitate the flow of water from one side of the road to the other. To ensure that water flows efficiently by gravity and to prevent the accumulation of silt or debris (self-cleansing velocity), a longitudinal slope (gradient) is provided to the floor of the culvert. According to standard IRC (Indian Roads Congress) guidelines and general civil engineering practice for cross drains, a longitudinal slope of 1 in 20 is typically recommended to maintain an adequate velocity of flow. Slopes like 1 in 5, 1 in 7, or 1 in 10 are generally too steep for standard culvert floors and could lead to excessive erosion of the bed material or structural instability, whereas 1 in 20 provides a balanced hydraulic gradient.
The standard weight of 1m length 12mm dia reinforcing bar is:
A)
1. 59 kg
B)
1.58kg
C)
0.89 kgs
D)
0.62 kgs
Option B is correct: 1.58kg.
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 of the soil to prevent landslides or slope failure. For 'ordinary soils', which include materials like moorum (weathered rock/laterite) and hard clay, the soil possesses moderate cohesive strength. According to standard IRC (Indian Roads Congress) guidelines and general civil engineering practice for road construction in hilly or undulating terrain:
1. Hard Rock is typically cut at 1:0 to 1:0.25.
2. Soft Rock/Hard Soil is typically cut at 1:1 to 1:1.5.
3. Ordinary soils, including moorum and hard clay, require a more gradual slope to ensure stability, typically ranging from 1:1.5 to 1:2 (Vertical:Horizontal).
4. Loose soils or sandy soils require even flatter slopes, such as 1:2 to 1:3.
Therefore, for ordinary soils including moorum and hard clay, the recommended slope is 1:1.5 to 1:2.
More water cement ratio in concrete implies:
A)
Greater strength
B)
Lesser strength
C)
Less workability
D)
Less permeability
Option B is correct: Lesser strength.
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 (as specified in codes like IS 456 or ACI), 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 bleed water tend to migrate upwards due to buoyancy. These air pockets and water often accumulate directly beneath the horizontal top reinforcement bars. This creates small voids or 'honeycombing' at the interface between the top of the bar and the concrete, which significantly reduces the effective contact area and the resulting bond strength. To account for this physical phenomenon, design codes specify a lower bond resistance (or require a longer development length) for top bars compared to bottom bars to ensure structural safety.
Analysis of other options:
- Option (a) is incorrect because development length is a requirement to ensure bond, not a reason to intentionally lower bond resistance.
- Option (c) is incorrect because the compressive strength of concrete is generally uniform throughout the cross-section of a beam if properly compacted.
- Option (d) is incorrect because the top surface is typically cured to prevent weakness; the bond issue occurs at the internal interface of the bar, not the external surface of the beam.
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.
The function of Catch water drain is:
A)
To drain water from pavement surface
B)
It is another form of subsurface drainage
C)
To prevent water from hillside falling to pavement
D)
To drain water coming from weep hole.
Step-by-step reasoning:
1. Definition: A catch water drain (also known as an interceptor drain) is a drainage channel constructed on the hillside, above the road embankment or cutting, specifically in hilly terrains.
2. Purpose: Its primary function is to intercept surface runoff flowing down the slope from the hillside before it reaches the road cutting or the pavement surface.
3. Mechanism: By capturing this water and diverting it safely into natural streams or designated outlets, it prevents the pavement from being flooded and protects the road slope from erosion and landslides caused by uncontrolled water flow.
Analysis of other options:
- Option (a) is incorrect because draining water from the pavement surface is the function of 'Camber' and 'Side drains'.
- Option (b) is incorrect because catch water drains are surface drains, not subsurface drains.
- Option (d) is incorrect because water from weep holes (found in retaining walls) is handled by the wall's internal drainage system and the side drains at the base, not by catch water drains located uphill.
The unit of stress is:
A)
mm
B)
N/m (Pascal)
C)
Newton
D)
Dimensionless
Option B is correct: N/m (Pascal).
What is the number of bricks taken in analysis of cost for 1sqm half brick wall?
A)
49.5 nos
B)
52 nos
C)
52.5 nos
D)
56.5nos
For a 1 m² half-brick wall, the standard brickwork quantity is taken as about 52.5 bricks. This comes from the nominal brick size with mortar and the wall thickness of half a brick, giving roughly 52.5 bricks per square metre in cost analysis. Hence option (c) is correct.
Why others are incorrect:
- 49.5 nos: too low for standard half-brick wall analysis.
- 52 nos: close, but the accepted standard estimate is 52.5.
- 56.5 nos: too high and not used in standard estimation for 1 m² half-brick wall.
What is the reason of providing Dowel bars in Concrete pavement?
A)
To connect the different block of concrete
B)
To transfer load from one block to other
C)
To act as reinforcing steel
D)
To improve flexural strength
In rigid (concrete) pavements, expansion and contraction joints are provided to prevent uncontrolled cracking due to temperature changes. Dowel bars are smooth, round steel bars placed across these transverse joints. Their primary purpose is 'load transfer'; when a wheel load is applied to one slab, the dowel bars transfer a portion of that load to the adjacent slab, thereby reducing the stress on the slab edges and preventing 'faulting' (differential settlement of slabs).
Why other options are incorrect:
- Option (a): While they physically span the gap, their purpose is not merely 'connection' (which is the role of tie bars in longitudinal joints), but specifically load distribution.
- Option (c): Dowel bars are not intended to act as general reinforcement (like mesh or rebar) to resist internal stresses; they are specific joint components.
- Option (d): Flexural strength is a property of the concrete mix and the slab thickness; dowel bars do not increase the inherent flexural strength of the concrete material itself.