Question 1

Longitudinal gradient interpretation: Three points A, B, and C, 500 m apart on a straight road, have reduced levels 500 m, 505 m, and 510 m respectively. What does this indicate about the gradient between A and C?

Accepted Answer

Introduction / Context: Reduced levels (RLs) are elevations above a datum. Longitudinal profiles use RLs to determine up- or down-grades. Understanding the sign and magnitude of gradient is crucial for drainage, fuel economy, and safety. Given Data / Assumptions: A, B, C are collinear along the road at equal spacing of 500 m. RL(A) = 500 m, RL(B) = 505 m, RL(C) = 510 m. Chainage increases from A → B → C. Concept / Approach: If the RL increases with chainage, the road climbs: that is a positive gradient. Here, elevation increases by 5 m every 500 m, indicating a uniform ascending grade between A and C. Step-by-Step Solution: Compute grade A→B = (505 − 500)/500 = 5/500 = 1.0% (up).Compute grade B→C = (510 − 505)/500 = 5/500 = 1.0% (up).Overall A→C = (510 − 500)/1000 = 10/1000 = 1.0% (up). Verification / Alternative check: Graphing RL versus chainage shows a straight rising line; no change in sign occurs between segments. Why Other Options Are Wrong: No gradient: false; RL clearly changes. Negative gradient: RL decreases with chainage would be required; opposite is observed. Mixed gradients: both segments are uniformly rising, not mixed. Common Pitfalls: Confusing positive/negative gradient sign conventions with slope direction on plots. Final Answer: A positive gradient between A and C.

Question 2

Detailed survey for road alignment: Which of the following statements about the detailed survey along a selected trace are correct?

Accepted Answer

Introduction / Context: After reconnaissance and preliminary location, a detailed survey refines the alignment and supplies data for earthwork, drainage, and structure design. The survey strip must be wide enough to capture side-slope needs, realignment at curves, and drainage corridors. Given Data / Assumptions: Selected trace available on ground. Open, non-urban corridor where typical widths apply. Standard practices for level intervals and contouring are used. Concept / Approach: On straights, a narrower strip is adequate; at sharp curves, extra width is required for setting out, visibility triangles, and potential widening. Longitudinal leveling at short intervals supports profile design. A moderate contour interval balances detail and workload in rolling or hilly terrain. Step-by-Step Reasoning: Identify strip widths → ≈15 m each side on straights; ≈30 m at sharp curves.Select level interval → ≈20 m along the trace for adequate profile resolution.Adopt contour interval → ≈2 m for terrain modeling and cross-sections. Verification / Alternative check: These values are commonly cited in route survey procedures for highways; project-specific constraints may adjust them, but the statements are broadly correct. Why Other Options Are Wrong: Each individual statement is correct, so “All the above” is the comprehensive choice. Common Pitfalls: Using too narrow a strip at curves, leading to late discovery of land/earthwork constraints. Excessively large contour intervals that miss drainage breaks and saddles. Final Answer: All the above.

Question 3

Thickness proportioning: If d is the economic designed depth of a rigid pavement slab, what thickness is kept at the interior of the cement concrete slab?

Accepted Answer

Introduction / Context: In cement concrete pavements, designers sometimes express practical slab thickness at different locations (interior, edge, corner) as proportions of an economic design depth. This recognizes that stress conditions vary with load position and support conditions. Given Data / Assumptions: d denotes an economic design depth derived from stress criteria. Interior region experiences lower stress than edge/corner for the same load. Practical construction thicknesses include allowances and standardization. Concept / Approach: Empirical–analytical practice leads to guideline multipliers for interior thickness to ensure adequate safety and constructability. A commonly used proportion is about 1.125 d for the interior, accommodating construction tolerances and ensuring performance across variable support conditions. Step-by-Step Reasoning: Start from economic depth d from stress analysis.Apply interior location multiplier to account for practice.Select nearest standard proportion → 1.125 d for interior thickness. Verification / Alternative check: Worked examples in rigid pavement design frequently round or standardize thickness upward from theoretical depth, leading to factors near 1.10–1.15 for interior zones, hence 1.125 d is a representative design proportion. Why Other Options Are Wrong: 1.275 d: excessive for interior; closer to edge/corner conservatism. 0.85 d, 0.75 d, 0.60 d: un-conservative; would reduce thickness below economic depth. Common Pitfalls: Using the same thickness factor for corner, edge, and interior; corner often governs. Final Answer: 1.125 d.

Question 4

Cement concrete pavements – property check: Which statement is incorrect about CC pavements?

Accepted Answer

Introduction / Context: Cement concrete (rigid) pavements differ from bituminous (flexible) pavements in structural behavior, cost, and performance. Recognizing their characteristic advantages and limitations guides selection during project planning and life-cycle cost analysis. Given Data / Assumptions: Comparative statements relate to general highway practice. “Initial cost” refers to construction cost at the time of building, not whole-life cost. Surface properties affect tractive resistance and visibility. Concept / Approach: Rigid pavements typically have higher initial construction cost due to concrete materials, dowel/tie bars, formwork/finish requirements, and curing. However, they offer low deformation under loads, low rolling resistance, and excellent night visibility due to light color and reflectance. Step-by-Step Reasoning: Assess tractive resistance → concrete slabs are smoother, yielding lower rolling resistance.Check initial cost → commonly higher than flexible alternatives.Check visibility → light-colored surface improves night visibility.Identify incorrect statement → “Initial cost of construction is low.” Verification / Alternative check: Life-cycle analyses often show rigid pavements can be cost-effective over time despite higher upfront costs, but the question is explicitly about initial cost, which is not low. Why Other Options Are Wrong: Low tractive resistance: generally true because slabs do not rut and keep smoother profiles. High initial cost: true relative to flexible pavements. High night visibility: true due to surface reflectance. “None of these”: incorrect because one statement is indeed wrong. Common Pitfalls: Confusing initial cost with life-cycle cost; rigid pavements may have lower maintenance costs later. Final Answer: Initial cost of construction is low.

Question 5

Highway braking test – estimating skid resistance (friction coefficient) A vehicle travels at 36 km/h and, during a braking test on level pavement, comes to rest in a measured braking distance of 8.0 m. What is the average skid resistance (coefficie…

Accepted Answer

Introduction / Context: Estimating pavement skid resistance from a controlled stop is a staple calculation in highway engineering. It links the observed stopping distance with speed through basic kinematics and allows us to infer the average friction coefficient between tires and road. Given Data / Assumptions: Initial speed V = 36 km/h. Measured stopping distance s = 8.0 m. Level road (grade = 0), uniform braking. Standard gravitational acceleration g ≈ 9.81 m/s^2. Concept / Approach: For uniform deceleration on level ground, the stopping distance under friction-controlled braking is s = v^2 / (2 * g * f), where v is speed in m/s and f is the average friction coefficient. Rearranging gives f = v^2 / (2 * g * s). Step-by-Step Solution: Convert speed: v = 36 km/h = 36 / 3.6 = 10 m/s.Use s = v^2 / (2 * g * f) ⇒ f = v^2 / (2 * g * s).Compute numerator: v^2 = 10^2 = 100.Compute denominator: 2 * g * s = 2 * 9.81 * 8 = 156.96.f = 100 / 156.96 ≈ 0.637 ≈ 0.64. Verification / Alternative check: Using the km/h form with constant 254: braking distance s ≈ V^2 / (254 * f) ⇒ f ≈ V^2 / (254 * s) = 36^2 / (254 * 8) ≈ 1296 / 2032 ≈ 0.64, matching the previous result. Why Other Options Are Wrong: 6.25 and 0.16 are far from realistic friction values for dry pavement. “None of these” is incorrect because 0.64 is a valid, typical dry-road result. Common Pitfalls: Forgetting to convert km/h to m/s; using g = 10 without checking sensitivity; neglecting grade or brake efficiency when present in other problems. Final Answer: 0.64

Question 6

Stopping distance with brake efficiency and reaction time If V is the speed in km/h, t is the driver's brake-reaction time in seconds, η is the brake efficiency (0 to 1), and f is the longitudinal friction coefficient, the total stopping distance S …

Accepted Answer

Introduction / Context: Stopping sight distance combines perception–reaction distance and braking distance. Real vehicles do not always exploit full tire–road friction due to brake condition and balance, so an efficiency factor η reduces the effective deceleration. Given Data / Assumptions: V in km/h; t in seconds. f = coefficient of longitudinal friction. η = brake efficiency (0 < η ≤ 1). Level road (no grade term included). Concept / Approach: Total distance S = perception–reaction distance + braking distance. The first term is v * t, with v = 0.278 * V. The second term derives from uniform deceleration a = η * f * g. Using standard highway units introduces the constant 254 when V is in km/h and distances are in metres. Step-by-Step Solution: Perception–reaction distance = (V / 3.6) * t = 0.278 * V * t.Braking distance = V^2 / (254 * effective friction).Effective friction = η * f ⇒ braking distance = V^2 / (254 * η * f).Total S = 0.278 * V * t + V^2 / (254 * η * f). Verification / Alternative check: When η = 1, the expression reduces to the familiar SSD formula on level grade: S = 0.278 * V * t + V^2 / (254 * f). Why Other Options Are Wrong: Option B multiplies friction by η in the numerator, which unrealistically shortens distance. Option C divides f by η inside the denominator, effectively increasing deceleration instead of reducing it. Option D omits braking distance entirely. Common Pitfalls: Using η > 1; forgetting that adverse grades require replacing f by (f ± G). Final Answer: S = 0.278 * V * t + V^2 / (254 * η * f)

Question 7

Concrete mix and cement content – bags per cubic metre For a concrete mix targeting a 28-day crushing strength of about 280 kg/cm^2 (≈ 28 MPa), the approximate minimum number of 50 kg cement bags required per cubic metre is:

Accepted Answer

Introduction / Context: Preliminary mix selection often uses experience-based ranges for cement content. A 28-day strength around 280 kg/cm^2 (≈ 28 MPa) typically corresponds to a nominal design in the M25–M30 range, requiring moderate-to-high cement content. Given Data / Assumptions: Target strength ≈ 28 MPa (280 kg/cm^2). Ordinary aggregates, normal workability. 50 kg per cement bag; 1 m^3 concrete volume. Concept / Approach: For medium–high strength mixes (≈ M25–M30), typical cement content is about 320–380 kg/m^3 depending on exposure and workability. Converting cement mass to 50 kg bags gives an initial estimate of bag count. Step-by-Step Solution: Take a mid-range cement content ≈ 350 kg/m^3 for ≈ 28 MPa.Number of bags = 350 / 50 = 7.0 bags (approx.).This aligns with common design tables for M25–M30 mixes under normal conditions. Verification / Alternative check: Trial mixes and water–cement ratio control refine this value, but preliminary sizing of 7 bags/m^3 is widely used for this strength level. Why Other Options Are Wrong: 5.0–6.5 bags (250–325 kg) are usually low for ≈ 28 MPa unless special materials are used. 7.5–8.0 bags imply 375–400 kg/m^3, more typical for higher strengths or severe exposure. Common Pitfalls: Ignoring maximum water–cement ratio limits; assuming bag counts without adjusting for moisture and absorption; neglecting admixtures that can shift the required cement content. Final Answer: 7.0

Question 8

Reference pillars along a proposed road centre line – what do they record? Reference pillars fixed on the surveyed centre line of a proposed road typically provide which of the following information?

Accepted Answer

Introduction / Context: During highway location and setting out, reference pillars serve as durable markers of design geometry and elevations. They help transfer alignment and level data from the survey to construction. Given Data / Assumptions: Pillars are placed along the proposed centre line. Site requires recovery of alignment and vertical control. Contract drawings show design formation levels and offsets. Concept / Approach: A complete reference pillar record typically includes chainage (R.D.), the reduced level (RL) at the pillar, and notes on required formation level (FL). Where required, offsets from the centre line to edge or features are also referenced for setting out. Step-by-Step Solution: Mark chainage (R.D.) for longitudinal reference.Determine RL via levelling to maintain vertical control.Record formation level to guide earthwork depths.Include offsets where the future carriageway is not centered or widening is planned. Verification / Alternative check: Field books and pillar plates routinely combine these parameters so crews can re-establish line and level quickly. Why Other Options Are Wrong: Each of A–D is commonly included; hence “all the above” is the best choice. Common Pitfalls: Letting pillars get disturbed without redundancy; omitting RL or FL which complicates earthworks. Final Answer: all the above

Question 9

Terminology of longitudinal slope on highways If the elevations along a road increase in the direction of travel, the longitudinal slope is called:

Accepted Answer

Introduction / Context: Road longitudinal profiles are described using grades. Positive grades climb with chainage; negative grades descend. Clear terminology assists in drainage and capacity calculations. Given Data / Assumptions: Elevation increases with distance along the alignment. Direction of travel coincides with increasing chainage. Concept / Approach: A “grade” is the longitudinal slope, expressed as a percentage or 1 in S. When the roadway rises in the travel direction, it is a positive grade; when it falls, it is a negative grade. Step-by-Step Solution: Check elevation trend → increasing with chainage.Therefore classify as “positive grade”. Verification / Alternative check: Design drawings typically annotate +g for upgrades and −g for downgrades; drainage inlets and climbing lane needs are based on these signs. Why Other Options Are Wrong: “Gradient/grade” are generic terms; “negative grade” is the opposite case. Common Pitfalls: Mixing sign conventions when local coordinates are reversed; not distinguishing algebraic sum for vertical curves. Final Answer: positive grade

Question 10

Choice of rigid (concrete) pavement by traffic loading A cement concrete pavement is generally provided when the commercial daily traffic per lane exceeds approximately:

Accepted Answer

Introduction / Context: Selection of rigid versus flexible pavement is influenced by traffic loading, subgrade support, climate, and life-cycle cost. Higher daily loads favor rigid pavements due to better load distribution and reduced rutting. Given Data / Assumptions: Commercial traffic expressed as total tonnes per lane per day. Normal subgrade and climate, without unusual constraints. Concept / Approach: Empirical thresholds guide preliminary decisions. Above a certain daily tonnage, rigid pavements often provide superior performance and economics through longer life and lower maintenance under heavy loads. Step-by-Step Solution: Compare daily tonnage against common selection bands.Adopt rigid pavement beyond ≈ 1200–1300 tonnes/lane/day.Hence select 1250 tonnes as the representative threshold among options. Verification / Alternative check: Detailed design with cumulative ESALs and fatigue models can refine the choice, but preliminary screening often uses such tonnage benchmarks. Why Other Options Are Wrong: 500–1000 tonnes may still be economical with strong flexible structures; 1300 is plausible but 1250 matches a typical rule-of-thumb breakpoint. Common Pitfalls: Ignoring axle-load spectra and growth rate; not considering climate-induced cracking or base erosion. Final Answer: 1250 tonnes

Question 11

Non-passing sight distance – obstacle height convention In defining non-passing (or stopping-related) sight distance, the standard obstacle height commonly adopted for visibility checks is:

Accepted Answer

Introduction / Context: Design sight distance checks use standard eye height and obstacle height values to produce conservative, uniform criteria across projects. For non-passing or stopping-related visibility, a low obstacle height represents debris or a small object on the pavement. Given Data / Assumptions: Driver eye height is typically standardized (e.g., around 1.05–1.2 m in many manuals). Obstacle height is chosen small to ensure timely stopping for minor hazards. Concept / Approach: While different agencies use slightly different values, many traditional problems adopt an obstacle height of about 0.25 m for conservative checks in non-passing sight distance contexts. Step-by-Step Solution: Select the standard low obstacle height from choices.Among options, 25 cm is the closest to common traditional values used in practice examples. Verification / Alternative check: Some standards use 0.15 m in SSD calculations; when that value is not listed, the next conservative conventional choice from options is 0.25 m. Why Other Options Are Wrong: 10 cm may be excessively small relative to typical guidance; 50–150 cm represent larger objects and would overstate available sight distance. Common Pitfalls: Confusing passing sight distance criteria (two-vehicle meeting) with SSD obstacle-height conventions. Final Answer: 25 cm

Question 12

Standard carriageway widths as per common IRC practice According to typical Indian Road Congress (IRC) guidelines, which of the following carriageway widths are correct?

Accepted Answer

Introduction / Context: Carriageway width determines lane capacity, safety margins, and comfort. IRC standards provide typical widths by facility type and roadside elements (e.g., presence of raised kerbs). Given Data / Assumptions: Standard two-way and multi-lane categories. Urban kerbed sections tend to be slightly wider than rural without kerbs. Concept / Approach: Common IRC values include 3.75 m for single-lane, 7.0 m for two-lane without raised kerbs, 7.5 m for two-lane with raised kerbs, and 10.5 m for three-lane facilities. These provide adequate clearance and shy distances. Step-by-Step Solution: Check each item against the standard catalogue.All listed values match widely used IRC practice. Verification / Alternative check: Design manuals and typical cross-sections align with these nominal dimensions, subject to context-specific adjustments. Why Other Options Are Wrong: Since A–D are each correct, “All the above” is the correct consolidated choice. Common Pitfalls: Confusing carriageway width with roadway width (which adds shoulders and medians). Final Answer: All the above

Question 13

Limit on superelevation in rolling terrain (plains) For highways in rolling terrain across plains, the maximum allowable superelevation (as a percentage) is generally limited to:

Accepted Answer

Introduction / Context: Superelevation tilts the pavement to counter lateral acceleration on curves. Design codes cap its value to ensure vehicle stability at low speeds, drainage compatibility, and safety in icy/wet conditions. Given Data / Assumptions: Rolling terrain (plains context). Bituminous or concrete pavement; normal traffic mix. Concept / Approach: Typical guidelines limit maximum superelevation in plains to about 7%. In hilly or snow-free areas higher limits (e.g., 10%) may be permitted, but in plains the cap is lower to balance opposing needs. Step-by-Step Solution: Identify terrain → rolling/plains.Adopt code cap → e_max ≈ 7%. Verification / Alternative check: Calculated e from e = V^2/(225R) must also be checked not to exceed this cap; if it does, increase radius or manage speed/transition length. Why Other Options Are Wrong: 4–6% are below the common cap and may be unnecessarily restrictive; 10% reflects hilly/special contexts. Common Pitfalls: Using the higher hilly-area cap in plains; forgetting to verify runoff length and shoulder crossfall compatibility. Final Answer: 7%

Question 14

In highway design, the maximum comfortable retardation (deceleration) assumed for moving vehicles is:

Accepted Answer

Introduction / Context: Stopping sight distance calculations in highway engineering depend on a driver’s perception-reaction time and an assumed comfortable (service) deceleration. Selecting a realistic maximum comfortable retardation is essential to ensure safe stopping without causing instability or passenger discomfort. Given Data / Assumptions: The query asks for the standard comfortable deceleration used in geometric design. Dry pavement and normal tyre-road friction are assumed. Design is for typical passenger vehicles, not emergency braking with ABS at peak friction. Concept / Approach: For stopping sight distance (SSD), the second term is braking distance, which uses the assumed average deceleration a. A widely adopted value in geometric design is about 3.4 m/s^2, representing a comfortable, repeatable deceleration that drivers can achieve without wheel lock and excessive jerk. Step-by-Step Solution: SSD = vt + v^2 / (2a), where v is speed, t is reaction time, and a is comfortable deceleration.Comfortable deceleration a is taken as approximately 3.4 m/s^2 for design.Among the choices, 3.42 m/s^2 matches this value. Verification / Alternative check: Field measurements of service deceleration typically range 2.5–4.0 m/s^2 for routine, controllable stops. The selected 3.4 m/s^2 lies safely within this band and is consistent with standard practice for SSD computations. Why Other Options Are Wrong: 4.42, 5.56, 7.80, 10.00 m/s^2 represent increasingly severe/emergency decelerations, not appropriate for routine design comfort and consistency. Common Pitfalls: Confusing peak friction-limited emergency deceleration with comfortable service deceleration. Using a higher a reduces SSD unrealistically and can compromise safety. Final Answer: 3.42 m/s^2

Question 15

Which curve shape is considered ideal for vertical alignment (sag and summit) in highway design?

Accepted Answer

Introduction / Context: Vertical curves connect grades to provide smooth vehicle motion, adequate sight distance, ride comfort, and effective drainage. The curve geometry must yield a constant rate of change of grade to minimize jerk and ensure predictable sight lines. Given Data / Assumptions: We seek the ideal geometric form for vertical curves used on highways. Applies to both summit and sag vertical curves. Concept / Approach: A parabola y = ax^2 + bx + c provides a constant rate of change of gradient (second derivative is constant). This property ensures comfortable transition of acceleration and predictable headlight/sight envelope behavior, making parabolas standard for vertical alignment design. Step-by-Step Solution: Compare curve types for vertical use: parabola offers constant grade change; spirals/lemniscates are mostly for horizontal transitions.Parabolic curve ensures uniform rate of change of slope (dv/dx constant).Therefore, select Parabola as the ideal vertical curve. Verification / Alternative check: Design manuals and standard drawings adopt parabolic equations for computing lengths based on sight distance and comfort criteria, confirming industry practice. Why Other Options Are Wrong: Clothoid/Cubic spiral/Lemniscate: used primarily for horizontal transition to vary curvature, not for vertical. Circular arc: produces non-uniform rate of change of grade, causing discomfort and non-linear sight envelopes. Common Pitfalls: Assuming the same transition curves used horizontally are also ideal vertically. Using circular arcs in vertical alignment can lead to sight distance inconsistencies. Final Answer: Parabola

Question 16

Which factors influence the selection of right-of-way (ROW) width for a highway corridor?

Accepted Answer

Introduction / Context: The right-of-way (ROW) is the total land strip acquired for a highway. Deciding its width has major implications for cost, safety, future widening, utilities, and environmental buffers. Understanding the drivers behind ROW sizing is vital in early planning. Given Data / Assumptions: ROW must encompass formation, carriageway, shoulders, side slopes, drains, utilities, and provision for future expansion. We consider typical practice in open/rural and urban settings. Concept / Approach: ROW width is not only a function of current pavement needs but also of classification (arterial vs. district road), terrain, drainage, safety clear zones, and economic feasibility. Budgetary limits and staged development plans also guide the chosen corridor width. Step-by-Step Solution: Identify physical cross-section needs: formation width, shoulders/berms, drains.Incorporate functional class: higher classes require larger ROW for lanes, medians, and service roads.Account for finances and future widening, setting an economically feasible yet forward-looking width. Verification / Alternative check: Master plans typically provide standard ROW bands for each class (e.g., NH/SH wider than MDR/ODR), adjustable for local constraints and projected demand, confirming that all listed factors play a role. Why Other Options Are Wrong: Any single factor alone is insufficient. Comprehensive ROW decisions balance geometric, functional, and fiscal considerations together. Common Pitfalls: Equating carriageway width with ROW. Ignoring space for utilities, landscaping, and safety clear zones. Final Answer: All of the above

Question 17

To prevent overturning of bullock carts on curves, the Indian Roads Congress (IRC) recommends a maximum super-elevation of:

Accepted Answer

Introduction / Context: Super-elevation (cant) is the transverse slope provided on horizontal curves to counteract the centrifugal force. In mixed traffic conditions with slow-moving vehicles such as bullock carts, excessive super-elevation can cause instability and risk overturning. Given Data / Assumptions: Mixed traffic including animal-drawn vehicles. Conservative design to enhance safety at low speeds. We seek the upper limit recommended to avoid overturning. Concept / Approach: Super-elevation e is selected to balance a portion of centrifugal force: e + f = v^2/(225R) (v in km/h, R in m). For slow vehicles with high centers of gravity and lower lateral grip, a high e is undesirable. Hence a cap is specified. Step-by-Step Solution: Recognize that for mixed traffic with bullock carts, the IRC limits maximum e.The common cap used is e_max = 1 in 15 (about 6.7%).Therefore, choose 1 in 15 as the correct option. Verification / Alternative check: Many standard references cite a practical upper bound near 1 in 15 for such mixed-traffic roads, keeping roll tendencies within safe limits while offering some counter to centrifugal action. Why Other Options Are Wrong: 1 in 10 or 1 in 12: too steep for animal-drawn carts, increases overturning tendency. 1 in 20 and 1 in 25: conservative but may be insufficient on sharper curves; the question seeks the recommended maximum limit. Common Pitfalls: Applying high-speed super-elevation caps to low-speed mixed traffic context. Ignoring the effect of high center of gravity and narrow wheel track of carts. Final Answer: 1 in 15

Question 18

Which camber profile is commonly provided on pavements to drain water effectively while ensuring smooth vehicle operation?

Accepted Answer

Introduction / Context: Camber is the cross slope given to the pavement to facilitate quick drainage and prevent water infiltration into the layers. The chosen profile affects ride comfort, steering stability, and wear patterns. Given Data / Assumptions: Paved highway surfaces (bituminous or cement concrete). Objective: uniform drainage and comfortable steering transition near the crown. Concept / Approach: A parabolic camber provides a gentle change in cross slope from the crown to the edges. This minimizes steering disturbance at the crown compared with piecewise straight slopes and avoids the discontinuities of sharp breaks. Step-by-Step Solution: Compare profiles: straight-line camber can produce a kink at the crown; parabolic profile offers smooth slope change.Modern practice favors parabolic camber for paved roads to improve safety and comfort.Thus, select Parabolic method. Verification / Alternative check: Standard drawings for bituminous and concrete pavements typically show parabolic or near-parabolic cross-falls, especially on high-speed facilities, confirming best practice. Why Other Options Are Wrong: Straight-line and mixed profiles may work on low-speed or WBM surfaces but are less smooth. Elliptical or circular cambers are uncommon in routine design and detailing. Common Pitfalls: Using a straight break at the crown that causes steering “pull.” Providing insufficient camber leading to water film and skidding. Final Answer: Parabolic method

Question 19

For two-lane National Highways and State Highways in rural stretches, the standard roadway width (carriageway plus shoulders) is:

Accepted Answer

Introduction / Context: Roadway width includes the carriageway and shoulders. For two-lane NH/SH in rural areas, adequate shoulders are required for breakdowns, non-motorized traffic refuge, and lateral clearance for safety and drainage. Given Data / Assumptions: Two-lane undivided facility (one lane per direction). Rural/open terrain cross section with earthen or paved shoulders. Concept / Approach: Typical two-lane carriageway is about 7.0 m (two lanes of 3.5 m each). Adding shoulders commonly yields a roadway width of about 12 m (e.g., 2.5 m shoulders on each side), balancing safety and cost. Step-by-Step Solution: Carriageway ≈ 7.0 m.Add shoulders ≈ 2.5 m each side → 5.0 m total.Roadway width ≈ 7.0 + 5.0 = 12.0 m. Verification / Alternative check: Standard cross-section drawings for two-lane arterials in rural areas show 12 m roadway as a common adoption. Wider shoulders may be used depending on traffic mix and safety targets, but 12 m is widely referenced. Why Other Options Are Wrong: 9–10.5 m and 9.5 m: insufficient shoulder width for safety and recovery on major corridors. 15 m: wider than typical baseline; used where generous shoulders/lanes are required. Common Pitfalls: Confusing carriageway width (7.0 m) with roadway width. Underestimating shoulder needs in rural terrain with mixed traffic. Final Answer: 12 m

Question 20

In complex driving situations, the total perception–reaction time to form a judgement and initiate action may be taken as:

Accepted Answer

Introduction / Context: Perception–reaction time (PRT) is a key input to stopping sight distance (SSD) and other safety-related geometric design elements. In complex traffic situations, drivers need more time to perceive, interpret, decide, and act. Given Data / Assumptions: Complex visual field (conflicts, signs, pedestrians). Design seeks a conservative value for safety. Concept / Approach: SSD combines perception–reaction distance (v × t) and braking distance. A standard, conservative value of PRT around 2.5 s is used globally for design consistency under complex or unexpected situations, accommodating variability among drivers and conditions. Step-by-Step Solution: Adopt a conservative PRT to compute SSD = v × t + v^2/(2a).For complex conditions, t ≈ 2.5 s is recommended.Therefore, choose 2.5 s. Verification / Alternative check: Empirical studies show PRT distributions with means near 1.0–1.5 s, but tails extend higher. Using 2.5 s for design covers a large portion of real-world variability and accounts for distractions and decision complexity. Why Other Options Are Wrong: 1.0–2.0 s: suitable for simple, expected stimuli; insufficient for complex scenarios. 3.0 s: more conservative but may inflate design lengths; 2.5 s is a balanced standard. Common Pitfalls: Using average reaction time rather than conservative design values. Ignoring human factors variability under stress and cluttered environments. Final Answer: 2.5 s

Highway Engineering Questions