1.

Ina country road length in km is taken to a population of

(2) a hundred (b) a thousand

(c) a lakh (d)a million.

2. Economic survey of a proposed road project includes a detailed survey of

(a) agricultural and industrial products available in the area

(b) resources of income to local bodies as toll tax

(c) origin and destination of traffic

(d) soil characteristics at various places.

3. An undesirable element to be avoided while fixing the alignment of the highway is

(a) straight and short route

(b) right angled crossing for bridges, culverts and level crossing

(c) rising ground and high embankments

(d) proximity to a place of worship.

4. A precise survey is

(a) Reconnaissance (b) Preliminary survey

(c) Final location survey (d) Economic survey.

5. Mixed traffic means

(a) both up and down traffic

(b) light traffic as of cycles to that of heavy traffic as of trucks

(c) pedestrians + animal drawn coaches + lorries

(d) slow moving and fast moving traffic.

6. The road connecting district head quarters of a state is

(a) National Highway (b) State Highway

(c) District road (Major) (d) Minor district road.

7. The road connecting a district headquarters of one state to the district headquarters of another
bordering state is called

(a) National Highway (b) State Highway

(c) Major District Road (d) Expressway.

8. 2000 M 60 means

(a) Number of vehicles per day is 2000, traffic is mixed and design speed is 60 kmph

(b) Designed for 60 vehicles/hour (minimum) and 2000 vehicles/hour (maximum)

(c) Length of the highway is 2000 km and design speed is 60 kmph

(d) After travelling 2000 metres a 60 m long rough road is going to be met.

9. Total kilometrage for NH, SH and major district roads is given by

10. Anold worn out tyre may offer more friction on a dry surface than a new tyre with treads

because

(a) old surface got more accustomed for the surface of road

(b) new tyre had a smooth surface

(c) old surface had more contact area

(d) hollows of treads of tyre had more friction.

11. The min. (desirable) value of co-efficient of friction along longitudinal direction is

(a) 1 D (b)0.5

(c) 0.4 (d)0.15.

12. The minimum co-efficient of lateral friction for a highway is

(a) 1 D (b)05

(c) 0.4 (d)0.15.

13. Unevenness of a pavement should be preferably less than

(a) 100 cm/km (b) 150 cm/km

(c) 250 cm/km (d) 329 cm/km.

14. If you have to choose between an alignment of highway through cutting, embankment,

pavement at ground level itself and a tunnel, the best choice is

(a) road nearer to ground level (b) embankment

(c) cutting OO (d) tunnel.

15. Right of way in the figure below is

16. Inthe figure above width of formation is

17. Width of a traffic lane is

(a) 3.75 m (b)5.50m

(c) 7.00 m (d)7.50 m.

18. Camber is

19. One of the natural factors influencing Camber is

(a) type of material used for wearing coarse (b) topography of the area

(c) nature of subsoil met with (d) amount of rainfall.

20. The primary object of providing Camber is

(a) easy drainage (b) improved appearance

(c) easy separation of up and down traffic (d) easy overtaking facility.

21. Camber depends on

(a) smoothness of base coarse (b) permeability of subgrade

(c) amount of rainfall (d) grade of wearing coarse.

22. For earthen roads the most Common Camber is

(a) 1 in 20 (b)1in24

(c) 1 in 36 (d)1in 48.

23. Ruling gradient in plains is

(a) 1 in 20 (b)1in30

(c) 1 in 40 (d)1in50.

24. Limiting gradient in plains is

(a) 1 in 15 (b)1in20

(c) 1 in 30 (d)1in 40.

25. Exceptional gradient in plains is

(a) 1in 15 (b)1 in 20

(c) 1 in 30 (d)1 in 40.

26. Minimum gradient to be adopted for a black top road is

(a) 0 (b)1in200

(c) 1 in 20 (d)1in50.

27. Grade compensation on curves is a maximum of

28. Super elevation + lateral friction should not be greater than

29. Minimum super elevation provided is

(a) 7% (b) 10%

(c) not less than the grade of the road O (d) not less than camber at the section. C)

30. Max. amount of super elevation should not be greater than

(a) 2% (b) 3%

(c) 5% (d)7%.

31. Minimum super elevation on a horizontal curve is

(a) 0 (b)7%

(c) 1.4% (d) gradient on either side.

32. Higher value of super elevation is highly undesirable for

(a) fast moving vehicles (b) slow moving vehicles

(c) mixed traffic (d) non-snow falling areas.

33. Higher values of super elevation is dangerous in case of

(a) a fast moving motor cycle

(b) heavily loaded (but with a light material as cotton) bullock cart

(c) a road that is always dry

(d) a long truck with a trailer.

34. While negotiating a curve

(a) wheels of both axles tread the same path

(b) front wheels follow a less radius than rear wheels

(c) rear wheels follow a less radius than the front wheels

(d) depending on right hand or left hand curve it varies.

35. When the distance between the axles is ‘Il’ and radius of the curve is R then mechanical

widening width is

36. Psychological widening width is

37. On sharp curves widening of the carriage way is done by

(a) providing more width on the inner curve

(b) providing more width on the outer curve

(c) distributing half on inner and half on the outer

(d) distributing? on the outer and+ on the inner.

38. In plains the minimum length of transition curve is

39. For sight distance calculation ‘Time of perception’ and reaction depends on

(a) speed of the vehicle (b) gradient of road

(c) alertness of driver (d) nature of pavement.

40. Generally the time of perception in simple cases is taken as

(a) 2 seconds (b) 30 seconds

(c) 60 seconds (d) 120 seconds.

41. Stopping distance is given by

42. The normal elevation of driver’s eye is

(a) 100 cm above road level (b) 120 cm above road level

(c) 150 cm above road level (d) 200 cm above road level.

43. For non-passing sight distance a stationary object of this height is considered

(a) 10 cm (b)15cm

(c) 50 cm (d) 100 cm.

44. In the figure below the over taking sight distance is

(a) BC (b)BD

(c) AC (d)AD.

45. In the above figure ‘distance of over taking’ is

(a) PQ (b)BQ

(c) PC (d) BC.

46. Length of summit curve L in the adjacent figure is

47. A rising gradient of 1 in 50 meets a falling gradient of 1 in 500. The length of the vertical

curve if the rate of change of gradient is 1% per 100 m

(a) 45.45 m (b)180m

(c) 200 m (d) 220m.

48. Avalley curve is composed of just two transition curves without any circular curve in between

to

(a) minimise the length of valley curve

(b) increase sight distance

(c) minimise the time of acting of down thrust on tyres

(d) nullify the centrifugal force.

49. Length of a vehicle controls the design of

(a) vertical profile of the road

(b) overtaking distance

(c) geometrics and cross-sectional characteristics

(d) axle and wheel load.

50. Weight of a vehicle affects the design of

(a) camber and gradient of a road

(b) pavement thickness and gradient of a road

(c) cross drainage works and tunnels

(d) permissible speed of vehicle.

51. Travel speed is

52. The layer that is directly coming in contact with the traffic is

(a) Wearing course (b) Base course

(c) Sub base (d) Sub grade.

53. A pavement is classified as flexible pavement or rigid pavement based on its

(a) Wearing course (b) Base course

(c) Sub base (d) Sub grade.

54. The first artificial course provided on a highway

(a) Sub grade (b) Sub base

(c) Base course (da) Base coat.

55. Strength, stability and bearing power of a highway depend on

(2) Formation (b) Sub grade

(c) Base course (d) Wearing course

56. Skidding occurs on pavement

(a) dry (b) wet

(c) smooth (dd) soft.

57. The layer of the road that may not contribute to unevenness is

(a) Base coat (b) Formation

(c) Base course (d) Sub base.

58. Greater unevenness causes

(a) slipping (b) skidding

(c) glare (d) accidents.

59. When unevenness index is more than 350 cm/km length, then the comfortable speed is less

than

(a) 25 kmph (b)50 kmph

(c) 100 kmph (d) 150 kmph.

60. An instrument used to measure Roughness index is

(a) Enoscope (b) Deflectometer

(c) Seismograph (d) Bump integrator.

61. A pavement that offers poor visibility is

(a) Gravel road (b) WBM road

(c) Bituminous road (d) Cement concrete road.

62. A drawback of a rigid pavement is that

(a) no crack occurs even if local settlement takes place

(b) it acts as a bridge to cover minor depression like irregularity

(c) any small rift further widens

(d) its ability to withstand iron wheeled traffic is less.

63. An example of a rigid pavement is

(a) earthen road (b) water bound Macadam road

(c) bitumen road (d) concrete road.

64. For an earthen road the min. desirable gradient is

(a) 1 in 12 (b)1in20

(c) lin 120 (d)1in 200.

65. Mostly used road in India is

(2) earthen road (b) water Bound Macadam road

(c) bitumen road (d) cement concrete road.

66. Base course of a WBM road consists of

(a) 120 to 180 mm stone placed on their ends upwards

(b) 120 to 180 mm stone placed on their ends upwards + 50 mm stone Macadam + Water

(c) 120 to 180 mm stone placed on their ends upwards + 50 mm stone Macadam + Water + 2 layers of

metal each 150 thick

(2) 120 to 180 mm stone placed on their ends upwards + 50 mm stone Macadam + Water + 2 layers of

metal each 150 mm thick + Rolled + Screenings applied.

67. A well prepared WBM road can accept

(a) 450t of pneumatic load/day

(b) 450t of iron wheeled traffic/day

(c) 450t of pneumatic traffic + 450t of iron wheeled traffic/day

(d) 900t of mixed traffic/day.

68. Soil stabilizer is used for

(a) improving properties of low cost roads

(b) improving skid resistance of a surface

(c) growing vegetation on the side slopes of embankment

(d) flattening of slope providing drainage and prevention of rock slides.

69. Cement stabilizations is best suited for

(a) sandy soils (b) clayey soils

(c) clays rich in sulphates (d) soils rich in lime.

70. When lime is added to a soil, it

(a) increases grain size due to electrolytic and chemical action

(b) lowers plastic limit and increases liquid limit

(c) renders soil brittle

(d) reduces binding action.

71. Bitumen stabilization acts as a

(a) hydrophilic medium

(b) adhesive for coarse grains and water proofing agent for fine grains

(c) destroyer of organic matter and hence more strength

(d) thin cover that gets oxidized in a few days.

72. A hygroscopic salt

(a) Calcium hydroxide (b) Calcium silicate

(c) Calcium chloride (d) Calcium carbonate.

73. The best stabilizer for black cotton soil is

(a) Lime (b) Bitumen

(c) Cement (d) Calcium chloride.

74. Surface painting is

(a) marking of white and yellow lines on pavement

(b) providing a thin Bituminous layer over WBM roads

(c) application of Bitumen concrete layer over WBM road

(d) application of a hot mix of bitumen and then stone chips over it.

75. For surface painting the approximate quantity of Bitumen required is

(a) 1 kg/m‘? for first coat and 2 kg/m? for second coat

(b) 2 kg/m? for first coat and 1 kg/m? for second coat

(c) 5 kg/m? for first coat and 2 kg/m? for second coat

(d) 8 kg/m? for first coat and 14 kg/m? for second coat.

76. Rolling should be

(a) from centre (middle of pavement) to edge

(b) from edge to centre

(c) from edge to centre with an overlap of a min. of 30 cm

(d) from one edge to another edge with a min. overlap of one half the width or roller.

77. If full grouted method of construction of Bituminous roads, Bitumen is applied at the rate of

(a) 1 to2 kg/m? (b)4to8 kg/m?

(c) 8 to 14 kg/m? O (d) 10 to 20 kg/m?.

78. In full grouted method of construction of Bituminous roads, the second coat of Bitumen is

applied at the rate of

(a)> to1> kg/m? (b)1to2kg/m?

(c) 4 to 8 kg/m? (d)8to14kg/m’.

79. In full grouted method of construction of Bituminous roads, rolling is done with

(a) initially 8t roller and 10t roller later (b) initially 10t roller and 20t roller later

(c) initially 1t roller and 2t roller later (a) initially 15t roller and 30t roller later.
80. In semigrouted Macadam Pavement the hoggin material is

(2) Bitumen (b) Water

(c) Stone powder (d) Fine sand.

81. In Bitumen Bound Macadam roads a Bituminous premix at the following temperature is

applied

(a) 0°C (b) 100°C

(c) 150°C (a) 200°C.

82. A Bitumen Bound Macadam Pavement is best suited where

(a) rainfall is heavy (6) ground water table is at shallow depths

(c) the climate is hot and humid (d) rainfall is scant.

83. In the premix method of Bitumen road construction aggregate is also heated

(a) for easy workability (b) for easy spreading

(c) to get a homogeneous mix O (d) to economise the quantity of Bitumen.

84. Seal coat is a layer of

(a) cement concrete

(b) coarse sand + Bitumen

(c) water repellant agent

(i) adhesive to improve bond between aggregates.

85. Purpose of the seal coat is to provide

(a) an even surface QO (b) required grade

(c) camber OO (d) an impervious layer.

86. The best road suited to pneumatic and iron wheeled traffic is

(a) Farthen road O (b) Water Bound Macadam road

(c) Bitumen Bound Macadam road (d) Cement Concrete road.

87. Cement concrete road can be laid over

(a) any surface of ground

(b) an earthen road subjected to traffic for 1 year

(c) a WBM road of thickness greater than 150 mm and subjected to traffic for 1 month

(d) any black top road in use at least for 2 weeks.

88. Subgrade preparation for a cement concrete road includes

(a) levelling and compacting

(b) levelling + compacting + camber is given

(c) levelling + compacting to the camber + kept moist for 12 hours

(d) levelling + compacting to the camber + kept moist for 12 hours + cement concrete layer laid.

89. Permissible tolerance in grade, camber and alignment of a cement concrete road is

(a) 0.01% (b)0.1%

(c) 1% (d) 2%.

90. In acement concrete road expansion joints are provided at intervals of

(a2)4m (b)10m

(c)20m (d) 50m.

91. Longitudinal ruts are formed because of

(2) iron wheeled traffic

(b) combined iron wheeled and pneumatic traffic

(c) heavy rainfall

(d) heavy axle loads of vehicles.

92. A deep and big depression on a road is called

(a) longitudinal rut (b) cross rut

(c) pot hole (d) crack.

93. For filling the pot hole of an earthen road, the hardness of the filling material

(a) should have the same hardness of neighbouring material

(b) should be harder than the neighbouring material

(c) should be softer than the neighbouring material

(d) may be harder or softer.

94. To fill pot holes of a Bituminous surface

(a) heated stone chips or coarse sand and Bitumen are applied

(b) primer is applied and filled with gravel and rammed

(c) a thin layer of Bitumen is spread and then premixed material is placed

(d) 60 mm thick layers of premixed Bituminous concrete is placed in position and rammed.

95. Bleeding can be controlled by the application of

(a) dust C) (b) heated stone chips

(c) metal OO (a) hard rolling.

96. Wave and corrugations may be formed because of

(a) lack of bond for aggregate (b) wearing coat being more elastic

(c) defective rolling d) excessive tangential compression.

97, Maximum equivalent single wheel load as per IRC is

(a) 8160 kg (b) 4080 kg

(c) 2040 kg (d) 1020 kg.

98. As per Boussinesq’s theory vertical stress at a depth z is

99. Rigidity factor is ‘1’ when contact pressure is

(a) 5 kg/cm? (b)7 kg/cm?

(c) 9 kg/cm? (d)11kg/cm?.

100. If the thickness of a flexible pavement is ‘t’ for a load ‘p’ then according to McLeod, pavement

thickness for 10° repetitions of the same load is

(a) t (b)2t

(c) 4t (d) 108.

101. Equivalence factor =

102. Vertical deflection for a flexible plate is

103. In Burmister’s theory displacement factor depends on

(a) ratio of modulii of elasticity of pavement and subgrade layers

(b) ratio of vertical deflection of pavement and subgrade layers

(c) Poisson’s ratio of the pavement material

(d) thickness of wearing course.

104. As per IRC the max. width of a vehicle is

(a) 1.75 m (b)2.20m

(c) 2.44 m (da) 3.12 m.

105. PUC equivalent for a bus is

(a) 1.00 (b)1.75

(c) 2.25 (d)6.00.

106. PUC equivalent for a cycle is

(a) 0.2 (b)1.00

(c) 2.25 (d) 6.00.

107. The safe speed ona highway is

(a) 50th percentile speed (b) 75th percentile speed

(c) 85th percentile speed (d) 98th percentile speed.

108. ‘Weaving’ is

(a) merging (b) diverging

(c) crossing (d) merging, travelling and diverging.

109. AADT is

(a) Total traffic in a day (b) Total traffic of a month/28, 29, 30 or 31

(c) Total traffic in an year/365 or 366 (d) Total traffic in an year/365 (or 366) x 24

110. 30th highest hourly volume means

(2) AADT exceeded it 29 timesinanhour (b) AADT exceeded it 29 times in a day

(c) AADT exceeded it 29 timesinamonth (da) AADT exceeded it 29 times in an year.

111. Traffic density is

(a) no. of vehicles moving in a specific direction per lane per day

(b) no. of vehicles moving in a specific direction per hour

(c) no. of vehicles per unit length

(d) max. no. of vehicles passing a given point in one hour.

112. Accident may occur because of

(a) alert driver (b) disciplined travellers

(c) sun and wind (d) stray cattle.

113. 66.67% of the accidents take place because of

(a) traffic moving in opposite directions (b) traffic changing lanes

(c) right turning traffic (d) left turning traffic.

114. Minimum lateral clearance desirable from the pavement edge is

(a) 0.50 m (b)0.75m

(c) 1.55 m (d)1.85m.

115. Capacity of a 3.75 m traffic lane is

(a) 1000 PCU (b) 2500 PCU

(c) 5000 PCU (d) 10000 PCU.

116. An advantage of manual counting of traffic is

(a) permits traffic classification by the type of vehicle

(b) suited in any climate

(c) highly accurate

(d) it can be carried out for any length of time.

117. A disadvantage of mechanical counting of traffic is

(a) it is quite expensive (b) it is unpopular in inclement weather

(c) it cannot make classified counts (d) it may not accurate.

118. Aneffective way of conducting ‘Origin and destination studies’ to extract more information

1S

(a) road side interview (b) licence plate method

(c) return post card method (d) tag on car method.

119. Aninstrument used to study ‘Spot Speeds’ in traffic engineering is

(a) speedometer (b) enoscope

(c) speed recorder (d) enometer.

120. ‘Fixed delay’ in a highway is due to

(a) pedestrians crossing the rod (6) parked vehicles

(c) traffic signals (d) road repairs.

121. A lamp post at the edge of the pavement reduces the capacity of the lane to

(a) 92% (b) 83%

(c) 72% (d) 61%.

122. Pick up the odd statement

(a) shopkeepers desire to have more parking space nearer to their shops

(b) through traffic prefer a wide road with no parkings

(c) if no official parking space is provided commercial vehicle driver will be having more number of

haltings

(d) the car driver ALWAYS wants free parking everywhere.

123. The area of most acute vision of a driver is a cone of

(a) 3° (b) 10°

(c) 15° (d) 20°.

124. Traffic signs and devices should be placed within a cone of

(a) 3° (b) 10°

(c) 15° (d) 20°.

125. An advantage of ‘one way traffic’ system is

(a) reduced number of points of conflicts (b) saving of fuel

(c) short joining distances (d) quality of improvement in environment.

126. In the figure below if the road is open to ‘one way traffic only’ then the number of points of

conflicts is
(a) 1 (b)3

(c) 5 (d) 10.

127. A basic requirement of ‘Intersection at grade’ is

(a) the area of conflict should be small

(b) the relative speed should be high

(c) the relative angle of approach of the vehicles should be high

(d) it should clearly indicate what the driver should do.

128 The minimum radius for intersection curve when the speed is 35 kmph is

(a) 15m (b)25m

(c) 35m (d) 50m.

129. A separate provision for a right turn lane is to be provided when right turning traffic is

more than

130. The purpose of a ‘divisional island’ is to eliminate

(a) nose to tail collision (b) head on collision

(c) side swipe (d) tail to tail collision.

131. A channelization island provides

(a) equal entry and exit widths (b) funnel shaped entry and wider exit

(c) wider entrance and funnel shaped exit

(d) high relative speed at entry and low speed at exit.

132. A channelization island should have

(a) small entry radius and large exit radius (b) large entry radius and small exit radius

(c) equal radii for entry and exit (d) large entry and exit radii.

133. The traffic island that segregates the left turning from the rest is

(a) channelization island (b) divisional island

(c) pedestrian loading island (d) rotary island.

134. Pedestrian loading island is located in between

(a) up and down lanes (b) left turning and other streams

(c) foot path and cycle tracks (d) cycle lane and motor vehicle vane.

135. The advantage of a rotary is

(a) traffic is in continuous motion (b) no waiting by traffic

(c) vehicles move in the same direction (d) left turn is relatively easy.

136. The crossing angle should be a min. of

(a) 20° (hb) 30°

(c) 60° (da) 80°.

137. Rotary is ideally suited

(a) when traffic is more than 4 streams join at the junction

(6) when traffic is very heavy

(c) when the pedestrian traffic is heavy (d) for congested areas.

138. An elliptical rotary island is provided when

(a) most of the traffic is along its major axis

(b) most of the traffic is along its minor axis

(c) right turning traffic is more than 25%

(a) traffic density is more than 3000 vehicles/h.

139. The number of points of conflicts in the figure below when ‘Right turn’ is prohibited in

(a) 1 (b)4

(c)8 (d) 10.

140. Grade separation had the advantage of

(a) easy right turn (b) no speed restriction

(c) number of points of conflicts is nil (d) occupying the least space.

141. A disadvantage of ‘Diamond Junction’ is

(a) no provision for easy right turn (b) two over bridges are required

(c) two parallel roads are required (d) crossing angle is 90°.

142. A three level round about is preferred to a clover leaf junction when

(a) less area is available

(b) left turn traffic has a direct path

(c) heavy traffic is to be handled

(d) construction of an over bridge is very difficult.

143. For the most effective traffic control, adopt

(a) more number of traffic signs (b) limited number of traffic signs
(c) more varieties of traffic signs (d) more ‘warning’ and less ‘informatory’ signs.

144. The traffic sign in the figure given below is a

(a) warning sign (b) informatory sign

(c) regulatory sign (d) route marking sign.

145. The road sign given above is a

(a) warning sign (b) informatory sign

(c) regulatory sign (d) route marker sign.

146. Regulatory signs are

(a) red circular discs 60 cm dia. placed 2.8 m above G.L.

(b) red triangle 45 cm side with a rectangular plate below

(c) rectangular yellow plates 75 cm x 120 cm with black letters

(d) rectangular in shape but no definite size.

147. Unguarded level crossing comes under

(a) warning sign

(b) informatory sign

(c) regulator sign

(d) route marker sign.

148. The above figure indicates

(a) warning sign (b) informatory sign

(c) regulatory sign (d) route marker sign.

149. An advantage of traffic signal is

(a) no rear end collision (b) easy segregation of traffic

(c) quick movement of vehicles (a) orderly movement of vehicles.

150. A disadvantage of Traffic Signals is

(a) traffic along one or two directions is permitted while the remaining has to wait

(b) waiting vehicles let off exhaust gases into the environment

(c) head on collision may occur

(d) pedestrians may face problems.

151. Yellow colour of a ‘Coloured light traffic signal’ indicates

(a) go (b) stop

(c) be ready to go (d) clearance time.

152. Centre line for an urban road of more than 4 lanes is

(a) broken line

(b) 3 m long broken line with a gap of 4.5 m in between lines

(c) continuous thick line

(d) two thick parallel lines with a gap of 75 mm in between.

153. Thick white and black lines of 2 m to 4 m long provided along the width of a highway

indicates

(a) lane line (b) centre line

(c) cycle track (d) pedestrian crossing

True / false

1. Haphazard growth of suburban dwelling centers not bound by any city regulations is called

ribbon growth.
2. Revenue obtained by the road traffic is too meager compared to the amount spent for its

development.

3. Central road fund was formed by levying a rupee per eight gallons of diesel oil.

4. Indian Road Congress was formed in the year 1943.

5. The road connecting foreign highways with the state counterparts is called a state highway.

6. Straight alignment of a highway is the shortest but may not be the cheapest.

7. Absolutely straight alignment may not be desirable at all the times because it makes the

driver to relax.

8. While on the highway the driver of a vehicle is free to change lanes and even the direction of

the vehicle. The driver of a railway coach cannot take independent decisions but this freedom

of the former is a factor responsible for more number of accidents on a highway.

9. Alignment of a highway is so chosen to have as many cross drainage works as possible so

that quick drainage takes place.

10. The rise or fall in excess of the floating gradient is called ineffective rise or ineffective fall.

11. A reconnaissance survey may be less accurate but furnishes all the details related to the

alignment and along the various alternate routes proposed.

12. Alignment of a highway should be finalized before conducting the preliminary survey.

13. When number of gate Closures x Intensity of traffic in tones per day is greater than 50,000

an over bridge is preferred to a level crossing.

14. When more than 50% of the traffic is terminating at the station, a bypass road is desirable.

15. Design of cross-section, gradient, sight distance, radius of horizontal curves, amount of

super elevation to be provided and characteristics of wearing course and layers below it

16. In India the maximum permissible design speed on National Highways in plains is 100 kmph.

17. On busy roads a minimum limit for design speed is also required as low speed may block

normal movements of traffic.

18. The maximum forward skid co-efficient is greater than maximum lateral skid co-efficient

for almost all the vehicles during their braking test in a plain.

19. When the longitudinal displacement is less than the circumferential movement of the wheels

it is called “slipping” whereas when the longitudinal displacement is more than the

circumferential movement it is called “skidding”.

20. Skidding is because of less friction between the tyre of the vehicle and surface of the

pavement.

21. When the braking force exceeds frictional force between the tyre and pavement skidding

takes place.

22. “Slip” results in because of loose and slippery surface of pavement.

23. Slipping may take place due to sudden increase in acceleration of a vehicle.

24. Co-efficient of friction between tyre and pavement increases with load and temperature.

25. Co-efficient of friction increases with the speed of the vehicle.

26. Worn out and smoothened tyres with no identity of treads offer higher co-efficient of friction

during dry weather whereas new tyres with treads in perfect condition offer higher co-

efficient of friction during wet weather.

27. 0.15 and 0.4 are the values recommended by IRC for lateral and longitudinal co-efficient of

friction against lateral skidding and longitudinal skidding.

28. “Unevenness” is the cumulative (either upwards or downwards measured in cm) vertical

displacement from the proposed even longitudinal profile per kilometer horizontal length

of the road.

29. The highly desirable unevenness index in less than 150 cm/km for any speed of vehicle for

the comfortable ride of passengers.

30. Unevenness index not exceeding 320 cm/kin gives comfortable ride at 100 kmph.

31. Retardation is limited to 3.92 m/sec? for the comfort of passengers.

32. While black top roads give poor visibility, light colored pavements give more glare.

33. A dry pavement gives more glare than a wet pavement.

34. The maximum width of a vehicle using the road should not be greater than 2.44 m.

35. The maximum height of a single decked vehicle should not exceed 3.81 m.

36. The maximum height of a double Decker vehicle should not exceed 4.72 m.

37. The maximum length of a single unit with two axles is 10.67 m.

38. The maximum length of any vehicle along with a trailer combination should not exceed

18.29 m.

39. No combination of vehicles should consist of more than two units and their total length is

restricted to 18.99 m.

40. As per IRC axle load is not to exceed 8200 kg.

41. A terrain is said to be “rolling” when it is not very plain, full of undulations but at the same

time is not mountainous.

42. Minimum clearance width of 1.2 m is required between the vehicles during overtaking.

43. Flatter cambers are desirable for WBM roads.

44. Steeper cambers are the required for slow moving traffic as a bullock cart.

45. Parabolic type of camber is ideal for fast vehicles which use the relatively flatter central

width of the road while overtaking.

46. Camber should never be less than 50% of the gradient.

47. Width of a single lane carriage way is 3.75 m. While it is 7 m for a two lane road.

48. Median is a longitudinal strip provided in between two traffic lanes to separate up and

down traffic and to prevent head on collision between the vehicles.

49. Shoulders are the extension of pavement width beyond pavement edges to accommodate

stationary vehicles but not to be used as a regular traffic lane by the moving vehicles.

50. Guard rails are needed on embankments when the height of filling is more than 3 m.
51. Roadway includes width of carriage way + width of shoulders on either side.

52. Width of roadway for National Highway is 15 m.

53. Recommended “Land width” for a National Highway is 45 m.

54. For stopping sight distance, the height of the eye level of driver is 1.2 m and the height of the

stationary object is 15 cm above the road surface.

55. Intellection time is the time required by the driver to take a decision.

56. PIEV time varies from 10 seconds to 30 seconds.

57. Braking distance

58. Safe passing sight distance is the minimum distance ahead of the driver for overtaking a

slow moving vehicle and at the same time causing the least inconvenience to the traffic in

the opposite direction.

59. Overtaking sight distance is depended on the relative speed of the overtaking vehicle and

independent of the speed of the vehicle coming in the opposite direction.

60. Overtaking sight distance along an upward gradient or downward gradient is more than

the corresponding on a level road.

61. Overtaking sight distance down the slope is more compared to up the grade.

62. The minimum length of an overtaking zone is a minimum of 3 x overtaking sight distance.

63. At an uncontrolled intersection the time interval between sighting the vehicle on a leg

approximately at right angles and approaching the junction at the design speed should be

more than 2 seconds.

64.

65. ‘Overturning’ of a vehicle takes place

centrifugal ratio = b/h

where b = Distance between the two wheels of the axle

and h= Height above the pavement where the centrifugal force acts.

66. Centrifugal force is always greater than the frictional force.

67. Centrifugal force = always acts parallel to the surface of the pavement.

68. Frictional force F always acts parallel to the surface of contact and always in the opposite

direction of motion.

ets v?

69. Equilibrium super elevation

70. Passengers do not feel jolting while negotiating curves when the super elevation is greater

than

71. Super elevation is limited to 7% in plains.

72. Negative super elevation results in case of the outer ring of horizontal curves of bigger

radius where normal camber is retained.

73. When super elevation is to be provided it is not possible to provide camber.

74. The super elevation is zero at the beginning of the transition curve and it gradually reaches

its full value at the middle point of the curve.

75. Extra width provided on curves is generally kept on the outer side of the horizontal curve.

76. Incase of plain circular curves without any transition curves extra width is provided on the

inner side of the curve.

77. Ruling gradient is steeper than limiting gradient.

78. Exceptional gradients are provided near hair pin bends and approaches to cause ways.

79. Exceptional gradient should not be provided for more than 100 m at a stretch.
80. Exceptional gradient should not be provided for lengths greater than 60 m/km of road

length.

81. The gradient at any section should not be flatter than the ruling gradient.

82. The minimum gradient can be zero when the road is in a perfect plane country.

83. Percent grade compensation on horizontal curves is given out by the equation

84. Grade compensation is not required for gradients flatter than 1 in 25.

85. A valley curve is formed when a flatter downward gradient is followed by a steeper

downgrade.

86. Asummit curve is a parabola while a valley curve is two transition curves with no circular

curve in between.

87. When a flat downward slope follows a level road a summit curve is obtained.

88. The question of sight distance does not arise in case of valley curves.

89. In valley curves the centrifugal force adds to the pressure on springs while in summit curves

the force pressure on springs relieves.

90. PCU ofa bullock cart is greater than that of a truck with a trailer.

91. In the cumulative frequency curve 85th percentile is the governing factor for overtaking

distances and imposition of speed limits.

92. For the driver the field of very clear vision is a cone whose apex angle is 10°.

93. The maximum permissible load on an axle is 8165 kg.

94, Traffic volume is the maximum number of vehicles crossing a specific cross-section of a

road at the peak time.

95. 30th highest hourly volume means the peak volume of traffic that will be exceeded only

29 times in a year.

96. Spot speed is measured by Enoscope.

97. “Head way” decreases with increase in speed to the vehicle.

98. Highest traffic density occurs when the traffic volume is very small.

99. The capacity of a 3.75 m wide traffic lane with earthen shoulders is 1000 PCU/day (in both

the directions) whereas it is 2500 PCU/day if hard 1 m wide shoulders are provided on

either side.

100. Besides the motorist, the vehicle, road conditions, and weather, a non-motorist road user

without road sense and stray cattle are also responsible for accidents.

101. Of all the manoeuvres left turn involves the maximum number of conflicts while a right

turn had the minimum number of conflicts in India.

102. At an intersection a straight going vehicle has the minimum number of conflicts.

103. Atan intersection provided with traffic signals the number of rear end collisions may increase

considerably.

104. Amber coloured light provided in between red and green lights for a traffic signal to provide

“Clearance time” of the vehicles.

105. Longitudinal solid yellow line should never be crossed by a driver.

106. As relative speed increases, always the severity of the accidents increase.

107. Channelisation should be always followed by traffic signals.

108. At any rotary intersection in India the traffic moves only in clockwise direction.

109. Under normal conditions no traffic signals are required at a rotary intersection.

110. An urban rotary intersection is generally designed for a speed of 30 kmph.

111. An elliptical rotary takes more traffic along its minor axis and least traffic along the major

axis.

112. Weaving angle should be smaller for smooth flow of traffic but an angle less than 15° increases

the length of axis of a rotary.

113. Weaving length should be a minimum of 4 x width of weaving section.

114. For accident free manoeuvres provide as large a weaving length as possible.

115. Vehicles entering a rotary should accelerate, move along the weaving length with uniform

speed and decelerate at the exit.

116. The radius at the exit of a rotary is generally 15 to 2 times at the entry.

117. Channelizing islands must be provided for every leg leading to a rotary.

118. A rotary is to be provided on a level ground or on a slope not steeper than 1 in 50.

119. A rotary may operate well for a combined traffic volume of 500 to 5000 PCU per hour.

120. A rotary is the best suited when the right turning traffic is less than 30% of the total traffic.

121. Fuel consumption for travelling 270 m on a level ground is less than that consumed for a

stop at the traffic signal.

122. Rotaries can be had when the number of legs at an intersection is between 4 and 7.

123. Rotary is the best suited when the pedestrian traffic is high on all the legs.

124. Rotaries become ineffective to handle slow moving traffic.

125. A rotary should never be provided at a summit.

126. A grade separated intersection is mainly designed to offer the maximum facility for left

turning traffic (in India).

127. Grade separation is ideally suited to a flat terrain.

128. An underpass poses the problem of drainage.

129. A diamond crossing is advantageous over the clover leaf junction when the straight, left

and right turning traffic is almost equal at the intersection.

130. Parking at 45° or 60° to the centre line of the road is easy but taking out a parked vehicle is

difficult.

131. Right angled parking is used for steep grades.

132. Regulatory road signs are provided with 60 cm dia. red discs, warning signs with an

equilateral triangle of 45 cm side whereas informatory signs are just rectangular boards.
133. Two different signs should not be placed on the same post and the minimum distance between

two neighbouring traffic signs is 30 m.

134. “Loading islands” are provided to receive bus/tram passengers.

135. ‘Traffic streams should merge at an angle greater than 15°.

136. “Bending” of the traffic stream controls the speed of vehicles.

137. Acceleration and deceleration lanes need not have the full width of a traffic lane.

138. Coarse sand on pavement increases abrasing action.

139. Metal with angular edges is required for WBM and Bituminous roads whereas rounded

aggregate is preferred for concrete pavements.

140. The maximum value of Los Angels Abrasion test permitted for good aggregate used for

concrete construction is 30%.

141. The cylinders of Deval’s Attrition Machine rotate at 33 r.p.m. to make 10,000 revolutions

during the test.

142. The aggregate impact value should not exceed 45% when it is used as wearing course.

~ of aggregate whose least dimension < 3 their mean =

144. The desirable angularity number for aggregate used in construction is less than 11.

145. Rock should have a water absorption ratio of less than 0.6%.

146. The penetration value should be 80/100 for road tar.

147. Ductility value of bitumen should not exceed 50.

148. Ductility test is conducted at 27°C and the rate of pull is 50 mm/min.

149. Viscosity test determines the time in seconds taken for 50 ml of the sample to flow through

a standard orifice at a given testing temperature.

150. Bitumen is having more specific gravity than tar.

151. The lowest temperature at which a Bituminous material momentarily catches fire is called

its fire point.

152. In the flash point test the test flame is applied from atleast 17°C below the expected flash

point and then at intervals of 1° to 3°C rise in temperature.

153. When the Bituminous vapour gets ignited and burns for 5 seconds it is called as flash point.

154. The bitumen used for pavement construction should have a flash point greater than 175°C.

155. For good bitumen the solubility should be 90%.

156. Percentage loss on heating of bitumen at 163°C for 5 hours should not exceed 1 or 2%.

157. The maximum content of water in bitumen should not exceed 0.2% by weight.

158. In cut backs RC—5 would contain the highest proportion of solvents whereas RC—O has

the lowest content.

159. RC—3, MC—3 and SC—3 have the same initial viscosity.

160. Anemulsion consists of two immiscible liquids the globules of one homogeneously dispersed

in the other.

161. Bituminous emulsions are used for patch repair works and in soil stabilisation.

162. Bitumen coats the aggregates more easily than tar.

163. Tar has more free carbon compared to bitumen.

164. Bigger the size of the aggregate, more is the stability.

165. As the height of the road layer increases size of the aggregate also increases.

166. About 5 cm aggregate is used in the base course while it is 1.25 cm in the wearing course.

167. A pavement is said to be a rigid pavement when the load is transferred from particle to

particle and from layer to layer and any void created is readily filled by the material at top

or sides.

168. When lean cement concrete is used in the base course the type of pavement is called “semi-

rigid” pavement.
169. The lowest layer of a pavement is the base course.

170. Sub-grade is the bottom most layer of a highway over which the embankment is built in.

171. Compaction is always advantageous for clayey soils in cuttings.

172. Sub-grade should be atleast 1.2 m above GWT in any season.

173. The purpose of sub-base is to form a layer of separation between the base and the underlying

soil which has undesirable characteristics.

174. The depth of sub-base may not be uniform but varies considerably and may be even zero at

some sections.

175. Base course is a very important layer which resists vertical settlement or lateral (horizontal)

shear of wearing course and acts as a protective layer for sub-base and sub-grade.

176. The minimum thickness of base course is 75 mm.

177. “Pumping” occurs not only in rigid pavements, but in flexible pavements as well.

178. “Base coat” is an optional layer provided above base course but below the wearing course.

179. The weight of the vehicle is more important in the pavement design rather than the axle or

wheel load.

180. ‘Total depth of pavement is always influenced by the tyre pressure.

181. Pneumatic tyre demands strong and hard aggregate as wearing course whereas steel tyre

demands strong and hard material for base course.

183. Duel wheels are provided for the rear assembly when the load on the axle is greater than

8170 kg.

184. Stresses start overlapping from a depths to 2s in case of duel wheel where

d = Clear spacing between wheels ; and s = Centre to centre spacing of wheels.

185. McLeod assumes the design load to get repeated 10° times before the pavement fails.
186. Ifa pavement structure fails for 10° repetitions of 2200 kg and 5 x 10° repetitions of 2700 kg,

then the equivalent wheel load factor is 0.5.

187. Frost action creates voids in the sub-grade.

188. Frost action can be temporarily rectified by the addition of Calcium and Sodium Chloride to

the sub-grade which lower freezing temperature.

189. As per Steel’s hypothesis as the value of Group Index increases its strength also increases.

190. The pressure (applied at a uniform rate) needed to force out water from a compacted sub-

grade soil sample is called “exudation pressure”.

192. Burrmister’s method assumes the elastic modulus of each layer of the pavement increases

with depth.

194. Friction stress induced is more in bottom fibres of a long concrete slab.

195. The expansion gaps in cement concrete roads should not be greater than 25 mm under any

circumstances.

196. The maximum spacing of contraction joints in case of non-reinforced cement concrete slabs

is at 13 m.

197. Dowel bars are not provided when the thickness of the slab is less than 15 cm.

198. Organic soil as peat is not undesirable for embankment construction of a highway.

199. Pneumatic tyred rollers are ideally suited to compact fine sandy soils.

200. Sheep foot rollers are more suited to compact clayey soils.

201. For an earthen road a camber of 1 in 20 is provided.

202. Gravel or earthen roads may last for considerable length of time if exclusively subjected to

pneumatic tyred traffic or iron tyred traffic but not to mixed traffic.
203. Rolling is to be done by starting from one edge and proceeding towards the other and by

providing enough overlap.

204. Big boulders or full bricks are to be used for the lower layers of a WBM road to get an even

surface.

205. Screenings completely fill the voids left by coarse aggregate during the construction of WBM

road.

206. While excess binder in case of cement concrete roads adds to the strength of the pavement,

bituminous binder in excess of the optimum is not conducive for the satisfactory performance

of the pavement.

207. Bituminous roads need more time for construction than cement concrete roads.

208. Surface dressing is the application of a less viscous bitumen as binder on to a low cost road

as a WBM road.

209. Atack coat is the same as a prime coat but applied over a relatively impervious pavement as

a black top or cement concrete road.

210. Inthe Penetration Macadam type of construction, the bitumen is applied as a thin sheet and

then the aggregates are spread over it and compacted by rolling.

211. Full Grout Macadam type of construction is employed where the temperature is very high.

212. A thin section of Bitumen Bound Macadam is as goods as a thick layer of untreated WBM

road.

213. For Bitumen Bound Macadam Construction the aggregate need not be very tough even to

take heavy loads.

214. A bituminous premix consisting of 12 mm chips, coarse sand in addition to the bitumen

with a overall thickness of 25 mm is called a bituminous carpet.

215. In addition to the coarse aggregate, fine aggregate and hot bitumen, bituminous concrete

consists of an inert mineral filler.

216. A bituminous concrete road is stronger than a cement concrete road.

217. Sheet asphalt road is the same as a bituminous concrete road but contains no coarse aggregate.

218. Mastic asphalt layer requires no rolling 1.e., compaction.

219. Surface dressing can be carried out in any weather i.e., even when it is slightly raining or in

an extremely cold weather.

220. Inaconcrete slab tensile stresses are developed at the bottom layer during mid-night.

221. Expansion joints are provided in cement concrete roads at 20 + 2 m intervals.

222. An expansion joint in a cement concrete road may serve as a construction joint as well but

the converse is not true.

223. Lime is the mostly used modifier in case of highly plastic soils.

224. Non-cohesive soils need treatment with water-proofing or water repellant agents as bitumen

and resins to impart cohesion between the particles.

225. Use of excess fines than the optimum quantity to fill the voids left by the coarse aggregate

renders the mix more strong and less prone for frost susceptibility.

227. Sulphates in the soil and MgSO, in particular are detrimental to soil stabilizing admixtures

as cement.

228. When plastic soils are treated with lime the soil becomes finely divided with less affinity for

water and hence swelling is reduced.

229. Lime stabilized soil is the best suited at sub-zero temperature climates but not that efficient

in hot climates.

230. Hydrated lime is mostly used for stabilization than quick lime because the latter causes skin

burns.

231. The most commonly used bituminous stabilizers are emulsions and cut backs.
232. The best type of stabilization for black cotton soils is the addition of portland cement to the

wearing course.

233. Desert sand can be stabilized by adding Bitumen and kankar dust as filler.

234. When a part of deformation of a pavement surface due to heavy loading is left over even

after the removal of the load, the deformation is called “consolidation deformation”.

235. Loss of base course material results in mainly because of iron tyred traffic.

236. Alligator cracking occurs in bituminous pavement because of fatigue.

237. A localised heaving up of the pavement in a temperate country in cold weather is called

“Frost Heaving”.

238. “Reflection Cracks” occur in bituminous layers provided over cement concrete pavements.

239. Excessive use of vibrator, deficiency of cement in the cement concrete or presence of chemicals

in the cement causes in the pavement rough and ugly appearance known as “scaling”.

240. “Cross ruts” are formed along an earthen road because of heavy rainfall or due to steep

camber while “Longitudinal ruts” are formed due to intensive traffic.

241. Pot holes formed are enclosed by a rectangular boundary the material inside which is to be

taken out and the pit formed is carefully filled with aggregate and binder such that it projects

10 mm above the existing level.

242. For filling pot holes and other maintenance work hot tar coal is usually applied as binder

but not cold mix as emulsion or cut back.

243. Excess bitumen when applied may ‘bleed’ which increases the life of seal coat of wearing

course.

244. Corrugations when get developed due to defective rolling will spread indefinitely.

245. Corrugations are easily developed in marshy soils, clays and when bigger stones are used

for sub-grade.

246. Wetness, plastic clay, grease and coarse sand particles of round shape induce skidding in
the pavement.

247. Bituminous roads have more skid resistance than any other pavement.

248. Sideway skidding is due to insufficient super elevation on curve and lack of grip.

249. Impending skidding is mainly due to too smooth a pavement or worn out tyre lacking in

adequate grip.

250. Straight skidding may take place because of abrupt destruction of momentum of a vehicle

particularly on steep downward slopes.

251. Cement concrete joints are to be renewed soon after summer and before the onset of monsoon.

Also they are to be attended in winter.

252. Highest ground water table level in any season should be 1.2 m below the sub grade level.

253. A grannular or impermeable bituminous layer just below the wearing course shall be effective

in cutting off capillary rise of water.