Highway Engineering

41. Design of horizontal and vertical alignments, super-elevation, sight distance and grades, is worst affected by

1. Width of the vehicle
2. Length of the vehicle
3. Height of the vehicle
4. Speed of the vehicle

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42. Design of horizontal curves on highways, is based on

1. Design speed of vehicles
2. Permissible friction on the road surface
3. Permissible centrifugal ratio
4. All the above

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43. Deviation of the alignment of a trace cut may be permitted in areas involving

1. Land slides
2. Sand dunes
3. Dens
4. None of these

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44. Driving vehicles on wet surfaced roads, is dangerous because it may

1. Skid
2. Slip
3. Overturn
4. All the above

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45. During last phase of the reconnaissance, details of the grade line is recorded on 2 metre poles to indicate

1. Direction of the proposed alignment
2. Distance between the previous and forward pegs
3. Relative elevations of pegs
4. All the above

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46. Endoscope is used to determine

1. Spot speed
2. Average speed
3. Travel time
4. None of these

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47. Excessive camber on pavements may cause

1. Deterioration of central portion
2. Slip of the speedy vehicles towards the edges
3. Erosion of the berms
4. All the above

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48. Extra widening required at a horizontal curve on a single lane hill road of radius 80 m for a design speed of 50 km ph and for a vehicle with wheel base 6.0 m is

1. 0.225 m
2. 0.589 m
3. 1.250 m
4. None of these

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49. First operation during the detailed survey of a hill road, is

1. Hydrological and soil surveys
2. Adjustment of alignment along with curves
3. Derivation of longitudinal and cross-sections
4. Fixation of Bench Marks

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50. Flexible pavement distribute the wheel load

1. Directly to sub-grade
2. Through structural action
3. Through a set of layers to the sub-grade
4. None of the above

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