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Past Questions — 2026
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.
Proper grading of aggregates in concrete improves:
A)
Workability
B)
Slump
C)
Density
D)
Setting time of concrete
Option A is correct: Workability.
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.
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.
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.
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 concrete design, a lap splice is used to transfer stress from one bar to another through the surrounding concrete via bond stress. When splicing two bars of different diameters, the capacity of the splice is limited by the bar that can transfer the least amount of force. The smaller diameter bar has a smaller surface area and a lower cross-sectional area, meaning it reaches its bond strength or yield strength sooner than the larger bar. Therefore, to ensure that the joint is safe and that the smaller bar is fully developed and capable of transferring its full design load to the larger bar, the lap length is calculated based on the diameter of the smaller bar. If the lap were calculated based on the larger bar, it would be unnecessarily long; however, the critical requirement is that the smaller bar must be sufficiently anchored to avoid pull-out or failure at the splice location.
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.
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.
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.
Slump test is used for concrete to test:
A)
Water cement ratio
B)
Initial setting time
C)
Workability (consistency)
D)
Density
The Slump Test is a standard field test used to determine the workability and consistency of fresh concrete. Workability refers to the ease with which concrete can be mixed, transported, placed, and compacted without segregation.
Step-by-step reasoning:
1. **Mechanism**: A conical mold (Abrams cone) is filled with fresh concrete in layers and tamped. When the mold is lifted vertically, the concrete 'slumps' or subsides due to gravity.
2. **Measurement**: The vertical distance between the top of the mold and the displaced center of the concrete mass is measured as the 'slump value'.
3. **Interpretation**: A higher slump indicates higher fluidity (better workability), while a lower slump indicates a stiffer mix.
Why other options are incorrect:
- **a. Water cement ratio**: While the water-cement ratio significantly affects workability, the slump test does not measure the ratio itself; it measures the resulting physical property of the mix.
- **b. Initial setting time**: This is measured using the Vicat apparatus or Penetrability tests, which track the chemical hydration process over time, not the physical flow of fresh concrete.
- **d. Density**: Density is measured by weighing a known volume of hardened or fresh concrete (mass/volume), not by observing its deformation under gravity.
Right of way in highway cross section element is:
A)
The width reserve for vehicle movement
B)
Area of land acquired for the road, along its alignment
C)
The distance between side drain and valley side edge of shoulder
D)
The total width of the road ie Road formation width
Right of Way (ROW) is the total land width acquired/reserved for the highway along its alignment, including the roadway, shoulders, side slopes, drains, utilities, and future widening. Therefore, option **b** is correct.
Why others are incorrect:
- **a**: This describes only the width used for vehicle movement, not the full land width of the highway.
- **d**: Road formation width is only the width of the prepared road embankment/cutting, which is smaller than ROW.
- **c**: This is not the definition of ROW; it refers to a specific cross-sectional distance, not the total land acquired.
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.
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)
Well foundation
When a column is located on the edge of a property boundary, an isolated footing cannot be used because the footing would extend beyond the boundary line into the neighboring property. To prevent this, the boundary column is combined with an adjacent interior column on a single footing. This 'Combined Footing' shifts the center of gravity of the footing to align with the resultant of the two column loads, ensuring that the pressure distribution on the soil remains uniform and the footing stays within the legal property limits.
Why other options are incorrect:
- b. Isolated footing: Requires space around the column to distribute the load; it would encroach on the neighbor's land if placed on the boundary.
- c. Raft foundation: Used when the soil bearing capacity is very low or the total load of the building is very high; it is not specifically required just for a boundary column issue.
- d. Well foundation: A deep foundation used primarily for bridges or heavy structures in water/soft soil, not for standard boundary column placement in general building construction.
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.
Roadway width (Formation width) for Major District Road with two lanes for plain and rolling terrain is:
A)
12m
B)
9.0m
C)
10.5m
D)
10.0m
For a Major District Road (MDR) with two lanes in plain and rolling terrain, the standard roadway/formation width is 10.5 m. This includes the carriageway plus shoulders as per typical IRC road width standards for two-lane roads in plain and rolling areas.
Why the others are incorrect:
- 9.0 m: too narrow for a two-lane MDR in plain/rolling terrain; this is below the standard formation width.
- 10.0 m: close, but not the prescribed standard for this category.
- 12 m: wider than the standard formation width for a two-lane MDR in plain and rolling terrain; more typical of higher-class roads or different design conditions.
Hence, the correct answer is 10.5 m (option c).
If the water absorption of aggregates to be used for Granular Sub Base exceed 2%, which of the following test is to be conducted?
A)
Wet AIV test
B)
Soundness test
C)
Dry AIV test
D)
Los Angeles abrasion value test.
In Highway Engineering, the Aggregate Impact Value (AIV) test is used to determine the resistance of aggregates to sudden shock or impact. According to standard specifications (such as MoRTH - Ministry of Road Transport and Highways), the AIV test is typically conducted on dry aggregates. However, if the water absorption of the aggregates exceeds 2%, it indicates that the material is porous. Porous aggregates are more susceptible to strength loss when saturated. Therefore, to simulate the worst-case field conditions where the sub-base may be saturated with water, a 'Wet AIV test' (where aggregates are soaked before testing) must be conducted to ensure the material maintains its structural integrity under moisture.
Why other options are incorrect:
- b. Soundness test: This tests the resistance of aggregates to weathering (freeze-thaw cycles), not specifically triggered by a 2% absorption threshold for GSB.
- c. Dry AIV test: This is the standard test; the question asks what happens *specifically* when absorption exceeds 2%, which necessitates the 'Wet' version.
- d. Los Angeles abrasion value test: This measures resistance to surface wear and attrition, not impact strength related to water absorption.
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.
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.
When cement and water reacts it is called:
A)
Carbonation
B)
Hydrogenation
C)
Hydration
D)
Hydrating
Option C is correct: Hydration.
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.
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.
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.
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.
Plywood is preferred to thin planks of timber as construction material, because of:
A)
Good strength and dimensional stability in both lateral and longitudinal directions
B)
Good dimensional stability in both longitudinal and lateral directions
C)
Good strength in both longitudinall and lateral directions
D)
Savings in cost and environmental considerations
Option A is correct: Good strength and dimensional stability in both lateral and longitudinal directions.