Explanation: In the process of highway alignment, the sequence begins with map study, providing an initial overview. Subsequently, reconnaissance gathers detailed information, followed by a preliminary survey refining the details. The final survey concludes the comprehensive assessment.
Explanation: The economic survey of a road project delves into the available agricultural and industrial products in the area. This detailed examination helps evaluate the project’s potential impact on the local economy.
Explanation: When determining highway alignment, avoiding proximity to places of worship is crucial. This ensures sensitivity to social and cultural considerations, minimizing potential disruptions.
Explanation: According to NRS 2070 standards, the footpath should have a minimum width of 150 cm. This specification aims to provide adequate space for safe and convenient pedestrian movement.
Explanation: City roads designed for through traffic on a continuous route are referred to as arterial or street roads. These roads facilitate the smooth flow of traffic through the urban landscape.
Explanation: In Nepal, the most commonly utilized road type is the earthen road. This choice is influenced by various factors such as terrain, cost, and local preferences.
Explanation: The road linking the headquarters of a zone is termed a feeder road. This type of road plays a crucial role in connecting regional hubs and supporting transportation networks.
Explanation: A circumferential road encircling an urban area for the unobstructed flow of traffic is known as a ring road. It helps manage and divert traffic around the city center.
Explanation: Within a town, the term used for a road is “street.” Streets serve as primary conduits for local traffic and are integral to the urban infrastructure.
Explanation: The portion of the road designed for high-speed vehicles is commonly referred to as both a motorway and an expressway. These roads prioritize efficient and swift transportation.
Explanation: A junction facilitating the separation of traffic streams, allowing them to pass over or under each other, is termed a flyover. Flyovers enhance traffic flow and reduce congestion at intersections.
Explanation: An underground passage accommodating pedestrians, vehicular traffic, and more is known as a subway. Subways provide safe and efficient crossings beneath roadways.
Explanation: The term used for a portion of the traffic way exclusively designated for pedestrians can be referred to as a footpath, sidewalk, or footway, encompassing all these variations.
Explanation: When aligning a road crossing a series of hills, the preferred path is through a saddle. Saddle areas provide natural low points, minimizing the need for excessive earthwork.
Explanation: The dividing strip in the middle of a roadway is commonly known as the median strip. This feature enhances safety by separating opposing traffic flows.
Explanation: The ring road around Kathmandu Valley spans a length of 27 kilometers, providing a crucial transport link around the metropolitan area.
Explanation: Arniko Highway, connecting Kathmandu to Kodari, covers a distance of 112 kilometers, serving as a vital route for transportation and trade.
Explanation: As of the decision made by the Ministries of the council on 2076/02/06, Nepal has a total of 80 National highways, crucial for the country’s connectivity.
Explanation: Siddhartha Highway connects Belahiya to Pokhara, serving as a significant road link between these locations.
Explanation: In hill roads, spiral transition curves are commonly employed to ensure smooth transitions between straight and curved sections, enhancing safety and comfort.
Explanation: Mahendra Rajmarg of Nepal does not touch the border of Parsa Terai district.
Explanation: Concrete pavement is typically chosen when the daily traffic load per lane exceeds 1000 tons, ensuring durability and strength.
Explanation: Skidding occurs when the path traveled along the road surface by the wheels due to rotation is less than the circumferential movement, leading to sliding without rolling.
Explanation: Skidding is primarily caused by insufficient friction between the vehicle’s tires and the pavement surface.
Explanation: When the path traveled along the road surface is less than the circumferential movement of the wheels, it results in slipping, where the wheels slide without effective rotation.
Explanation: The distance over which excavated material is transported is termed as haul distance, a critical factor in construction and earthwork projects.
Explanation: Among the given options, a bullock cart has the highest equivalent Passenger Car Unit (pcu), representing its impact on traffic flow.
Explanation: In the context of traffic flow, a car has the lowest equivalent Passenger Car Unit (pcu) among the provided options.
Explanation: The highest point on the road surface is known as the crown. It is designed to promote water drainage and prevent ponding.
Explanation: The portion of the road surface dedicated to vehicular traffic is termed the carriage way, encompassing lanes for the movement of vehicles.
Explanation: The width of the carriageway on a two-lane road without a raised curb is typically 7.0 meters, providing adequate space for two lanes of vehicular traffic.
Explanation: The super elevation provided from the center of the road to the outer edge, creating a transverse slope, is known as cambering. This design feature aids in counteracting centrifugal forces on curves.
Explanation: The portions of the road on both sides of the carriageway are known as shoulders. These areas provide additional space for emergency stops, slow-moving vehicles, and accommodate lateral movements.
Explanation: The overall width of the road, including the carriage way and shoulders on both sides, is referred to as the width of formation. It encompasses the entire space acquired for the highway.
Explanation: Structures provided on both sides of the shoulders to facilitate the passage of rainwater are known as side drains. They play a crucial role in preventing water accumulation.
Explanation: The full width of land acquired before finalizing a highway project is termed the right of way. It encompasses the entire area needed for construction and future maintenance.
Explanation: The convexity provided to the carriageway, whether referred to as camber, transverse slope, or cross fall, is designed to promote proper drainage and vehicle stability.
Explanation: The camber shape provided for cement concrete pavement is typically a straight line, ensuring uniformity and effective water runoff.
Explanation: Excessive camber on pavement can lead to various issues, including erosion of berms, deterioration of the center position, and increased risk of slipping for fast-moving vehicles.
Explanation: In regions with scant rainfall, a flatter camber is often provided as excessive drainage is not a primary concern.
Explanation: Camber in the road is primarily provided for effective drainage, preventing water accumulation and ensuring a safe and stable road surface.
Explanation: (Explanation not available)
Explanation: The amount of camber provided in a road depends on factors such as the expected amount of rainfall, influencing drainage requirements.
Explanation: Camber is provided on both straight and curved roads, as well as on road sections with super-elevation, to ensure proper drainage and stability.
Explanation: The practice of raising the outer edge of the pavement at horizontal curves is known as super elevation. It helps counteract the centrifugal force and enhances vehicle stability.
Explanation: Camber is the main element for providing effective drainage on roads. It ensures that water drains away from the center of the road, preventing ponding and maintaining a safe road surface.
Explanation: Super elevation is provided at a horizontal curve to counteract the effect of centrifugal force, which tends to push vehicles away from the center of the curve.
Explanation: The formula for calculating super elevation is e+f = v2 / 126.5R, where ‘e’ is the rate of lateral friction, ‘f’ is the rate of longitudinal friction, ‘v’ is the speed of the vehicle, and ‘R’ is the radius of the curve.
Explanation: Setback distance is the distance between the centerline of the horizontal curve and the building line. It ensures that structures are set back a safe distance from the curve.
Explanation: The minimum super elevation provided should not be less than the camber at the section. This ensures a smooth transition and proper drainage on curved sections.
Explanation: The maximum amount of super elevation should not exceed 7% to maintain safe and comfortable conditions for vehicles negotiating curves.
Explanation: The minimum super elevation on a curve is equal to the camber. Camber provides the initial slope for drainage on straight portions of the road.
Explanation: Higher values of super elevation are highly undesirable for mixed traffic conditions, as they may lead to discomfort and safety concerns, especially for slower-moving vehicles.
Explanation: The camber of the road should be approximately equal to half of the longitudinal gradient to ensure effective drainage.
Explanation: (Explanation not available)
Explanation: The rate of rise or fall of a road along its alignment is known as the gradient.
Explanation: The gradient is not directly concerned with the cross-section of the road but refers to the rate of rise or fall along the road’s alignment.
Explanation: The maximum design gradient for the vertical profile of a road is known as the ruling gradient, representing the steepest gradient that governs the design.
Explanation: The steepest gradient considered in road design is known as the limiting gradient, setting the maximum allowable slope for safety and efficiency.
Explanation: Any gradient on a road is considered an exceptional gradient if it exceeds the maximum allowable gradient or falls below the minimum required gradient.
Explanation: The steepest gradient in ordinary conditions should not exceed the maximum gradient. This ensures that the road design meets safety and operational standards.
Explanation: The peak formed by two rising gradients is referred to as the summit. It represents the highest point along the road profile.
Explanation: The depression formed by the junction of two falling gradients is commonly known as a sag. It represents a low point in the road profile.
Explanation: A floating gradient is a road gradient at which a vehicle does not require any tractive force to maintain a specific speed. It allows vehicles to move smoothly without additional power.
Explanation: Floating gradients are typically provided at summit curves, allowing vehicles to navigate smoothly without the need for additional tractive force.
Explanation: The difference in gradients after full super elevation and the original alignment of a road is known as the differential gradient. It represents the change in slope due to the introduction of super elevation.
Explanation: Raising the outer edge of a road with respect to the inner edge is known by various terms, including super elevation, cant, and banking.
Explanation: The super elevation obtained by the rotation of pavement about the inner edge helps avoid drainage problems in flat terrain.
Explanation: The super elevation in roads is directly proportional to the square of the velocity of vehicles, influencing the need for additional banking on curves.
Explanation: The camber in the pavement is 1 in 30, indicating the slope provided for effective drainage.
Explanation: Extra width of pavement is not provided on horizontal curves when the radius is more than 300m.
Explanation: The widening of the road is represented by the formula I2/2R, where ‘I’ is the distance between the extra width and ‘R’ is the radius of the curve.
Explanation: On a pavement with parabolic camber, the angle of inclination of vehicles will be more at the edges, facilitating proper drainage.
Explanation: If the pavement is kept horizontal across the alignment on a horizontal curve, the pressure on the outer wheels will be more due to the centrifugal force acting on the vehicle.
Explanation: Transition curves are provided in horizontal alignment to prevent vehicles from skidding laterally, ensuring a smooth transition between straight and curved sections of the road.
Explanation: The minimum length of the transition curve in a plain is given by 2.7v2 / R, where ‘v’ is the design speed, and ‘R’ is the radius of the curve.
Explanation: The minimum length of the transition curve in a hill is given by v2 / R, where ‘v’ is the design speed, and ‘R’ is the radius of the curve.
Explanation: Horizontal curves on the approach are designed to reduce jerk to allowable levels, ensuring a smooth and safe transition for vehicles.
Explanation: The radius of the curve is decided based on multiple factors, including design speed, super elevation, and co-efficient of friction.
Explanation: The radius of the transition curve at the junction of a circular curve and a straight segment is ‘R’.
Explanation: The minimum value of the ruling radius for horizontal curves in plains is calculated with a design speed of 16 kmph.
Explanation: The absolute minimum radius of curve for safe operation at a speed of 100 kmph is 400 m.
Explanation: The shape of the vertical curve is parabolic.
Explanation: The degree of the road curve is defined as the angle in degrees subtended at the center by an arc of 30 m.
Explanation: When the degree of a road curve is defined by taking an arc of 30 m length, the radius of a 1° curve would be 1718.9 m.
Explanation: The standard equation of a cubic parabolic transition curve provided on roads is x3/6RL.
Explanation: Setback distance depends on required sight distance, radius of horizontal curve, and length of the curve.
Explanation: The design of horizontal and vertical alignment, super elevation, sight distance, and grades are primarily affected by the speed of the vehicle.
Explanation: Highways generally have various types of curves, including circular curves, transitional curves, and vertical curves.
Explanation: Horizontal curves on highways are provided for multiple reasons, including breaking the monotony of driving, discouraging the tendency to increase speed, and reducing mental tension on drivers.
Explanation: An ideal transition curve is the one whose length is inversely proportional to the radius of the main curve.
Explanation: The ideal shape of a transition curve is a clothoid.
Explanation: When an up gradient meets a downgrade, the vertical curve provided is known as a summit curve.
Explanation: The full amount of extra width of a pavement on the curve is provided at the beginning of the circular curve.
Explanation: While negotiating a curve, the rear wheels follow a less radius than front wheels.
Explanation: The percentage reduction of gradient for compensating the loss of tractive force along a radius R is 75/R.
Explanation: Psychological widening on road curves is given by 0.1v/√R.
Explanation: Extra width of mechanical widening on the curve is provided on the inner side only.
Explanation: Extra width of psychological widening on the curve is provided on the outer side only.
Explanation: The mechanical extra widening required is given by 3l2/2R for a pavement of width 10.5m on a horizontal curve of radius R, where I is the length of the wheelbase.
Explanation: Extra widening of pavements depends on the number of lanes, speed of the vehicle, and length of the wheelbase.
Explanation: The equilibrium super elevation is given by V2/127R, where V is the speed of the vehicle, and R is the radius of the curve.
Explanation: If the coefficient of lateral friction is constant, the required super elevation increases with an increase in speed and a decrease in the radius of the curve.
Explanation: At highway stretches where the required overtaking sight distance can’t be provided, it is necessary to have at least three times the stopping sight distance.
Explanation: The ideal form of the curve for the summit curve is a parabola.
Explanation: The angle of most acute vision is critical for a driver’s ability to perceive the road and surroundings effectively. A cone angle of 3° is considered optimal for providing a balance between a comprehensive view and focused attention. This angle ensures that drivers can maintain awareness and respond to road conditions promptly.
Explanation: To optimize visibility and ensure that drivers can easily notice and react to important road information, traffic signs and devices should be placed within a cone of 10°. This cone angle provides a broad yet focused field of vision for drivers, enhancing overall road safety.
Explanation: When mounting street lights on one side of the road, the width of the road that can be effectively lighted is crucial for ensuring proper illumination. In this context, roads with a width of 30 m are suitable for providing adequate lighting coverage with single-sided street lights.
Explanation: The introduction of a horizontal curve is essential for facilitating changes in road directions. Horizontal curves allow for smooth transitions and adjustments in the alignment of the road, ensuring that vehicles can navigate turns and curves safely.
Explanation: On hill traces, where changes in elevation are common, spiral transition curves are generally preferred. Spiral curves offer a gradual and smooth transition, helping vehicles adjust to varying slopes and ensuring a safer and more comfortable driving experience.
Explanation: The normal elevation (IS) of the driver’s eye is standardized at 120 cm above the road level. This elevation is considered optimal for providing drivers with a clear line of sight and ensuring that they can effectively observe the road and surrounding traffic conditions.
Explanation: According to NRS 2070 standards, the normal height of the driver’s eye above the road surface is set at 120 cm. This standardized height is crucial for establishing consistent measurements and ensuring uniformity in road design and visibility considerations.
Explanation: When considering sight distance, the height of the object above the road surface is typically measured at 15 cm. This measurement is important for calculating sight distances accurately and determining the visibility of objects on the road.
Explanation: Sight distance refers to the distance along the road surface at which a driver can effectively perceive objects, obstacles, or other road elements. It is a crucial parameter for ensuring that drivers have sufficient visibility to make informed decisions while navigating the road.
Explanation: The distance traveled by a moving vehicle during the combined periods of perception and brake reaction time is referred to as lag distance. This parameter is essential for understanding the total distance a vehicle covers from the moment a hazard is perceived to the initiation of braking.
Explanation: The efficiency of a vehicle’s brake system is influenced by various factors, including the condition of the road surface, the state of the tires, and the presence of moisture. All these factors collectively determine the braking performance of a vehicle.
Explanation: The driver’s ability to stop a vehicle moving at the designed speed depends significantly on brake reaction time. This is the duration it takes for a driver to perceive a hazard, decide to apply the brakes, and initiate the braking action.
Explanation: Both perception time and brake reaction time are influenced by multiple factors, including the speed of the vehicle, the alertness of the driver, and the efficiency of the brake system. These factors collectively determine the overall response time of a driver in emergency situations.
Explanation: The stopping sight distance is affected by the reaction time of the driver, the efficiency of the brake system, and the speed of the vehicle. All these factors play a crucial role in determining the minimum distance required for a vehicle to come to a complete stop under specific conditions.
Explanation: The length of the road ahead of the vehicle that is visible to the driver is referred to as sight distance. It is a fundamental parameter for assessing the safety and visibility conditions on a roadway, ensuring that drivers have adequate visual information to make informed decisions while driving.
Explanation: Sight distance at a curve is generally less than on a straight road. This is because the curvature of the road limits the driver’s line of sight, reducing the distance over which objects can be seen. Drivers need to anticipate and adjust their speed accordingly when navigating curves to ensure safe and controlled driving.
Explanation: Stopping sight distance is the minimum distance required for a driver to bring a vehicle to a complete stop. It is typically less than overtaking sight distance, which is the distance required for safe overtaking maneuvers. Stopping sight distance accounts for the time it takes for a driver to perceive a hazard, react, and bring the vehicle to a stop.
Explanation: The minimum stopping sight distance for one-way traffic should be at least equal to the calculated sight distance. This ensures that drivers have sufficient visibility to react to potential hazards and bring their vehicles to a stop safely.
Explanation: The total reaction time for an average driver in a normal situation is considered to be around 2.5 seconds. This time includes both the perception time (time taken to identify a hazard) and the brake reaction time (time taken to initiate the braking action).
Explanation: The effect of gradient on safe overtaking sight distance is to increase it on descending grades and decrease it on ascending grades. When descending, the vehicle’s speed tends to be higher, requiring more distance for overtaking. On ascending grades, the vehicle’s speed is lower, reducing the overtaking sight distance needed.
Explanation: At horizontal curves on a highway, the inner side of the road is typically lower than the outer face. This design helps counteract the effects of centrifugal force, providing a safer and more comfortable path for vehicles negotiating the curve.
Explanation: Various factors influence the design of horizontal curves on a highway, including the design speed of the vehicle, the allowable friction on the road surface, and the allowable maximum super elevation. Considering all these factors ensures that the curves are designed to accommodate safe and efficient vehicle movement.
Explanation: The road surfacing should possess multiple qualities, including being impervious to prevent water penetration, durable to withstand traffic loads and environmental conditions, and stable to maintain a smooth and safe road surface. All these factors contribute to the overall performance and longevity of the road.
Explanation: In a proposed road alignment, hard rock may not be the preferred type of soil. Soft rock or ordinary soil is generally easier to excavate and shape to achieve the desired road alignment. Hard rock may require more extensive and challenging excavation methods.
Explanation: The California Bearing Ratio (C.B.R) test is performed for a quick determination of the quality of sub-grade soil. This test assesses the soil’s strength and bearing capacity, providing valuable information for designing road foundations and pavements.
Explanation: The thickness of pavement may be reduced considerably by employing various soil improvement techniques, including compaction of soil, stabilization of soil with additives, and proper drainage measures. These methods enhance the load-bearing capacity of the sub-grade, allowing for more efficient and economical pavement design.
Explanation: Road construction involves the use of different materials, including stone, aggregate, soil, and binder. These materials are combined in various proportions to create stable and durable road surfaces that can withstand the stresses imposed by traffic loads and environmental conditions.
Explanation: Common stabilizers used in earthen roads include cement, bitumen, and lime. These materials help improve the engineering properties of the soil, enhancing its strength, stability, and durability for road construction.
Explanation: In a gravel road, the amount of clay in the gravel mix typically varies between 15% to 25%. This optimal range ensures a good balance of stability and drainage characteristics, contributing to the overall performance of the gravel road.
Explanation: On a Water Bound Macadam (W.B.M.) road, the roller used for rolling purposes is typically in the weight range of 8 to 10 tonnes. This roller is employed to compact and set the W.B.M. layers, ensuring a firm and durable road surface.
Explanation: The road metal thickness of the layer to be compacted should not exceed 15 cm. This limitation helps ensure proper compaction, stability, and performance of the road.
Explanation: In a gravel road, clay is commonly used as the binding material. The binding material helps hold the gravel particles together, providing stability to the road surface.
Explanation: In a water-bound macadam road, stone dust is typically used as the binding material. It plays a crucial role in holding the coarse aggregates together, creating a stable and durable road surface.
Explanation: In a bituminous macadam road, bitumen serves as the binding material. Bitumen, a viscous and adhesive substance, helps in binding the aggregate particles together, forming a strong and flexible road surface.
Explanation: In the final layer of a road surface, 1 cubic meter of sand is applied for an area of 160 to 180 square meters. This process helps create a smooth and even road surface finish.
Explanation: For the surface course, soil-cement stabilization is considered a durable method. This process involves mixing soil, cement, and water to create a stabilized layer with improved strength and durability.
Explanation: Hauling of excavated soil is commonly done using dump trucks. These trucks transport the excavated material from the construction site to the designated disposal or filling area.
Explanation: A sheep foot roller is used for the compaction of soil. It features a cylindrical drum with protruding pads that create a kneading action during compaction, making it effective for achieving higher soil density.
Explanation: During the construction of the road, the subgrade preparation involves various activities such as cleaning, site clearance, and the actual preparation of the subgrade. All these steps contribute to creating a stable foundation for the road.
Explanation: Sub-base course is primarily provided to improve the bearing capacity of the subgrade, enhance drainage action, and increase the overall durability of the road. It is not specifically intended to address capillary rise of the soil.
Explanation: In highway construction, rolling typically starts from the edges towards the center with an overlap of a minimum of 30 cm. This rolling pattern helps achieve uniform compaction across the entire road width.
Explanation: The incorrect statement is “roads are always constructed in a straight line.” In reality, roads are often provided with both horizontal and vertical curves to accommodate the natural topography, ensure safety, and improve driving comfort.
Explanation: Generally, a cement concrete road is discouraged due to its high initial cost. While concrete roads
Explanation: The width of bay on a concrete road is generally taken as less than 4.5 meters. The bay width is a key consideration in the design and construction of concrete roads, impacting factors like durability and overall performance.
Explanation: Compaction of a concrete slab is done with the help of a vibrator. The vibrator is used to eliminate air voids, ensure proper consolidation, and enhance the density and strength of the concrete during the construction of the road.
Explanation: Longitudinal joints in concrete roads are provided if the width exceeds 4.5 meters. These joints help control cracking and are essential for accommodating temperature-related expansion and contraction in the concrete pavement.
Explanation: The life of a cement concrete road is generally taken as 25-30 years. This estimation depends on various factors, including the quality of materials used, design considerations, maintenance practices, and traffic loads.
Explanation: When the sub-grade is very poor and the road is subjected to heavy traffic, reinforcement is often provided in the form of steel bars or fibers in the concrete pavement. This helps enhance the structural capacity of the road.
Explanation: Dowel bars are used to transfer wheel loads at expansion joints from one concrete slab to the other. These bars allow for movement and prevent differential settlement between adjacent slabs, reducing the risk of joint damage.
Explanation: Bituminous grouted macadam roads may be expected to have a useful life of about 7 to 10 years. The durability of such roads depends on factors like traffic, climate, and maintenance practices.
Explanation: Bitumen is the binder used in bituminous roads. It acts as an adhesive that binds the aggregate particles together, providing flexibility and durability to the road surface.
Explanation: Bitumen is soluble in carbon disulphide. This property is often utilized in laboratory tests for determining the bitumen content in asphalt mixes.
Explanation: Bituminous roads are considered all-weather roads because bitumen offers resistance against water penetration and provides flexibility to accommodate temperature variations. It is a flexible pavement type.
Explanation: Reinforcement in cement concrete pavement is typically placed 5 cm below the top level of the slab. This positioning helps ensure effective reinforcement within the concrete structure.
Explanation: To reduce the danger of floods, the height of a road embankment is typically designed to be 60 cm above the highest flood level of the area. This ensures that the road remains accessible during flood events.
Explanation: The desirable properties of road stone include hardness to resist rubbing, toughness to resist fracture under impact, and good binding. Stones with these properties contribute to the durability and strength of road construction materials.
Explanation: Water absorption of aggregates used for road marking should not exceed 0.6%. This criterion ensures that the aggregates do not absorb excessive moisture, which could affect the performance and longevity of road markings.
Explanation: Pensky-Marten’s apparatus is used for the determination of the fire and flash points of bituminous materials. It is a key test to assess the flammability characteristics of bitumen.
Explanation: The Los Angeles testing machine is used for the abrasion test of aggregates. This test helps evaluate the resistance of aggregates to wear and abrasion under specified conditions.
Explanation: Dorry testing machine is used for conducting the abrasion test of rocks and aggregates. It assesses their resistance to wear due to rubbing and abrasion, providing important information for road construction materials.
Explanation: The Page testing machine is used for conducting impact tests on aggregates. This test assesses the resistance of aggregates to sudden shock or impact, providing valuable information for road construction materials.
Explanation: While performing attrition and Los Angeles abrasion tests, the minimum weight of stones used should be 5 kg. This standardized weight ensures consistency and reliability in the test results.
Explanation: The viscosity test is carried out to determine the resistance to flow of a given bituminous material. It measures the internal friction of the material and is an essential parameter for evaluating its performance.
Explanation: The maximum speed on the road depends upon the type of highway, road surface, and curves. Factors such as design speed, road conditions, and geometry collectively influence the safe and allowable speed on a road.
Explanation: The coefficient of friction is generally more when the pavement surface is rough and dry. A textured and dry surface provides better traction, contributing to higher friction between the tires and the road.
Explanation: The shoulder provided along the road edge should be rougher compared to traffic lanes. This helps prevent drivers from using the shoulder as a travel lane and encourages proper vehicle positioning on the road.
Explanation: The surface condition of pavement is measured by a bump integrator. This device assesses the roughness or unevenness of the road surface, providing valuable data for pavement maintenance and improvement.
Explanation: If no super elevation is provided on the road along curves, potholes may develop at the outer edge of the road. Super elevation is the banking of the road, and its absence can lead to water accumulation and pavement distress.
Explanation: A deep and big depression on a road is called a pothole. Potholes are typically formed due to the combined effects of traffic loads, water infiltration, and the deterioration of pavement materials.
Explanation: Pothole maintenance in the case of a road is considered recurrent maintenance. It involves addressing and repairing potholes as they occur, typically as part of ongoing efforts to preserve the road infrastructure.
Explanation: During maintenance of potholes, the potholes formed are enclosed by a rectangular boundary, and the material inside is carefully filled with aggregate and binder so that it projects 10 mm above the existing level. This ensures a durable and level repair.
Explanation: In the case of a gravel road, pothole maintenance typically comes under routine maintenance. Regular inspections and repairs are carried out to address potholes and maintain the road in a safe and functional condition.
Explanation: A groove or depression formed in a surface layer longitudinal to the road by the wheels of traveling vehicles is called a rut. Ruts can develop due to repeated traffic loads and are a common form of pavement distress.
Explanation: Longitudinal ruts are often formed due to combined iron-wheeled and pneumatic (tire) traffic. The repetitive action of vehicle wheels can lead to the development of these depressions in the road surface.
Explanation: “Cross ruts” along an earthen road can be formed due to heavy rainfall and steep camber. The combination of water runoff and road geometry can contribute to the development of cross ruts.
Explanation: The raised portion of the road between longitudinal ruts is known as a reel. This term is used to describe the elevated section that forms between depressions or ruts along the road surface.
Explanation: A marked local depression in a surface layer arising from the wearing away of material is called a pot hole. Potholes are typically characterized by their distinct bowl-shaped appearance and are a common form of pavement distress.
Explanation: Bleeding in road construction may occur due to various reasons, including an excess of tar material, insufficient quantity of binding, and the binder not being hot enough at the time of application. All these factors contribute to the phenomenon of bleeding.
Explanation: Bleeding in road construction may be reduced by using hot metal chips. The addition of certain materials, such as hot metal chips, can help control and mitigate the bleeding of the binder, improving the overall quality of the road surface.
Explanation: Wave-like deformation on the road is called corrugations. Corrugations are a form of pavement distress characterized by the formation of wave-like patterns on the road surface, often caused by factors like defective rolling.
Explanation: Waves and corrugations on the road may be formed due to defective rolling. The improper compaction or rolling of the road surface during construction can lead to the development of these uneven wave-like patterns.
Explanation: Routine maintenance is typically done by the use of a labour contract. In routine maintenance, tasks such as cleaning, minor repairs, and upkeep of the road are carried out by employing labor for specific activities.
Explanation: Carpeting, in the context of roads, refers to the process of laying a bitumen or concrete layer on a road surface. It is a significant step in road construction and maintenance to provide a smooth and durable driving surface.
Explanation: The Road Board of Nepal is generally working in the field of road for the purpose of routine maintenance, recurrent maintenance, periodic maintenance, and more. It plays a key role in overseeing various aspects of road infrastructure.
Explanation: Seal coat is a layer of coarse sand and bitumen applied to the road surface. It serves as a protective and weather-resistant coating that enhances the durability of the road and provides a smoother driving surface.
Explanation: Seal coat provides an impervious layer on the road surface. It helps to make the road impermeable to water, preventing water infiltration and protecting the underlying layers of the road structure.
Explanation: The initial application of a binder to an existing surface given to ensure thorough bond between the new construction and the existing is called a tack coat. It promotes adhesion between layers and enhances the overall integrity of the road structure.
Explanation: In tack coat, a minimum bitumen is used at the rate of 0.5 kg/m2. Tack coat is applied to promote bonding between layers during road construction.
Explanation: The initial application of a binder to an absorbent highway surface, prior to the construction of a wearing coat, is called a prime coat. Prime coat helps in preventing absorption of bitumen by the base layer, ensuring better adhesion.
Explanation: Surface painting, in this context, refers to providing a thin bituminous layer over water-bound macadam (WBM) roads. This process helps improve the surface quality, durability, and overall performance of the road.
Explanation: Double surface dressing is a type of surface dressing used for existing pavements. It involves the application of bituminous material and aggregate on the road surface in two layers, providing protection and enhancing the road’s performance.
Explanation: The volume of traffic resulting from improvements made in adjacent areas is known as development traffic. It refers to the increase in traffic due to the positive changes or developments in the surrounding regions.
Explanation: In the premix method of bitumen road construction, aggregate is heated to achieve a homogeneous mix. The process involves heating the aggregate to the desired temperature before combining it with the bitumen to ensure a uniform and well-blended mixture.
Explanation: In highway pavements, emulsions are mainly used in patching and maintenance operations. Emulsions, which are a mixture of bitumen and water, are commonly employed for repairing and maintaining road surfaces.
Explanation: The breaking up of the road surface layer through cracking into irregular-shaped areas is called crazing. Crazing is characterized by the development of a network of fine cracks on the surface of the road, often resembling a pattern.
Explanation: The removal of material from the surface of the road by grinding or rubbing action is called abrasion. It is a wear process that can occur due to traffic loads and environmental factors.
Explanation: The loosening of a wearing surface under the action of traffic or weather, associated with the failure of the binding agent to keep the surface consolidated, is called fretting. Fretting is a form of pavement distress that involves surface degradation.
Explanation: The loosening of the top surface of a road by pickaxes is called picking. It involves the use of tools, such as pickaxes, to break up and remove the surface layer of the road.
Explanation: The loosening of the top surface of a road by mechanical or other means is called scarifying. Scarifying involves the use of machinery or tools to break up and prepare the road surface for further treatment.
Explanation: The function of the pavement includes providing a smooth riding surface, distributing wheel loads over the soil, and protecting the soil formation from the adverse effects of weather. Pavements serve a multifaceted role in supporting and sustaining road infrastructure.
Explanation: Tyre pressure influences the quality of the surface course in a pavement. The pressure exerted by vehicle tires can impact the durability and performance of the surface layer of the road.
Explanation: The design of flexible pavements involves considerations such as wheel loads, type and intensity of traffic, climate of the region, and sub-grade conditions. Climate plays a crucial role in determining the appropriate design specifications for flexible pavements.
Explanation: The design of flexible pavements is based on a compromise of pure theory and pure empirical formula. It involves a combination of theoretical principles and empirical data to arrive at design specifications that suit practical conditions.
Explanation: The minimum thickness of the base of a flexible pavement is typically 15 cm. This thickness is designed to provide adequate support and stability to the overlying layers of the pavement.
Explanation: The bottommost component of a flexible pavement is the sub-grade. The sub-grade is the natural soil or aggregate layer beneath the pavement structure and serves as the foundation for the entire pavement system.
Explanation: Flexible pavement distributes the wheel load through a set of layers to the sub-grade. The layers, including the base and sub-base, work together to distribute the load and provide flexibility to the pavement structure.
Explanation: In a flexible pavement, the position of the base course is over the sub-base. The typical arrangement is sub-grade, sub-base, base, and wearing course.
Explanation: The pressure intensity at the sub-grade should be less than the bearing capacity. This helps prevent excessive deformation and failure of the sub-grade under the applied loads.
Explanation: Water-bound macadam road, stabilized soil roads, and roads constructed with various layers of building material well-compacted are all examples of flexible pavements.
Explanation: The type and intensity of traffic are crucial factors influencing the selection of pavement type. Different pavement types are suitable for different traffic conditions and loads.
Explanation: Cement grouted pavement is classified as semi-rigid pavement. It exhibits properties of both flexible and rigid pavements.
Explanation: A pavement is classified as flexible or rigid based on its base course. The flexibility or rigidity is determined by the characteristics of the base course in the pavement structure.
Explanation: The CBR test is used for finding the strength of the sub-grade. It measures the California Bearing Ratio, which is an indicator of the supporting strength of the sub-grade soil.
Explanation: The layer that is directly coming in contact with the traffic is the wearing course. It is the topmost layer of the pavement structure and provides a smooth and durable surface for vehicles.
Explanation: The example of rigid pavement is a cement concrete road. Rigid pavements are constructed with a rigid layer, such as concrete, that distributes loads over a wide area.
Explanation: The drawback of rigid pavement is that any small rifts further widen. Cracks in rigid pavements have the potential to widen over time, leading to issues with the pavement’s performance.
Explanation: For iron-wheeled traffic, the best suitable pavement is rigid pavement. Rigid pavements, such as concrete roads, are designed to withstand the concentrated loads imposed by iron-wheeled vehicles.
Explanation: Reinforced Cement Concrete (R.C.C.) pavement is suitable for very heavy traffic loads. The inclusion of reinforcement enhances the load-bearing capacity of the pavement.
Explanation: The best road suitable for pneumatic (rubber-tired) and iron-wheeled vehicles is a concrete road. Concrete roads provide a durable and stable surface capable of withstanding heavy loads.
Explanation: Thickness of a pavement may be reduced considerably by a combination of compaction of soil, stabilization of soil, and drainage of soil. These measures contribute to the overall strength and performance of the pavement structure.
Explanation: The thickness of road surfacing depends on various factors, including the type of traffic, intensity of traffic, and the type of material used. All these factors contribute to the design and durability of the road surface.
Explanation: Character of traffic refers to whether the traffic is motor traffic, steel tire traffic, or a combination of both. It helps in understanding the types of vehicles using the road.
Explanation: Traffic maneuver refers to various movements such as diverging, merging, and crossing of vehicles on the road. All these maneuvers are considered in the design and planning of road facilities.
Explanation: The minimum angle for crossing is typically considered as 60°. This angle ensures a safe and smooth crossing of vehicles at intersections.
Explanation: The width of the vehicle influences various design considerations, including the width of lanes, passing sight distance, and the width of shoulders. All these factors are important for safe and efficient traffic flow.
Explanation: The overall length of the vehicle affects turning radii, the time needed to overtake, and the off-tracking of the vehicle. These factors are considered in geometric design to accommodate different vehicle lengths.
Explanation: Intensity of traffic is expressed in terms of the number of traffic units per unit width of a traffic way. It helps in quantifying the traffic flow on a particular section of the road.
Explanation: The moving car observation method is a procedure to estimate the traffic capacity of a road section. It involves observing and recording the movements of vehicles to determine the capacity of the road.
Explanation: An endoscope is used to determine spot speed, which refers to the speed of a vehicle at a specific location. Spot speed measurements help in analyzing the speed characteristics of traffic.
Explanation: Highway facilities are designed based on the thirtieth highest hourly volume, which is a measure used in traffic engineering to account for variations in traffic flow over time.
Explanation: For highway geometric design purposes, the speed used is often the 98th percentile speed. This means that 98% of vehicles are traveling at or below this speed, providing a design speed that accommodates the majority of traffic.
Explanation: The minimum permissible speed on high-speed roads is often decided based on the 15th percentile speed. This ensures that a minimum speed is maintained for safe traffic flow.
Explanation: Traffic density depends on the length of the vehicle. The length of vehicles contributes to the spacing between vehicles and, consequently, the overall traffic density.
Explanation: Traffic density is the number of vehicles per unit length of the traffic way. It provides a measure of how closely vehicles are spaced on the road.
Explanation: The maximum number of vehicles that can be expected to pass through a roadway in one hour is called traffic capacity. Traffic capacity is a crucial factor in designing and planning transportation infrastructure.
Explanation: The length of the vehicle affects traffic density, which is the number of vehicles per unit length of the traffic way. Vehicle length contributes to the spacing between vehicles, influencing traffic density.
Explanation: The length of the vehicle typically has no direct effect on the width of shoulders. Shoulder width is determined based on other factors such as traffic flow and safety considerations.
Explanation: Traffic volume is calculated as the product of traffic density and traffic speed. It represents the total number of vehicles passing through a specific point on the roadway in a given time.
Explanation: Traffic capacity is generally greater than traffic volume. Traffic volume represents the actual number of vehicles in a given time, while traffic capacity is the maximum number of vehicles that can be accommodated under prevailing conditions.
Explanation: Design capacity is also known as practical capacity. It represents the maximum sustainable flow of traffic that a transportation facility can handle under specific conditions.
Explanation: The cycle generally has the lowest equivalent Passenger Car Unit (p.c.u.) among the options listed. Equivalent p.c.u. is a measure used to compare the traffic-carrying capacity of different types of vehicles.
Explanation: The ratio of peak traffic volume to the capacity of a single lane provides information about the number of lanes to be provided. It is a critical factor in determining the capacity of a roadway.
Explanation: Traffic surveys are conducted for various purposes, including understanding the types of traffic, determining traffic regulations, and designing appropriate infrastructure such as drainage systems.
Explanation: Traffic census is carried out to study the origin and destination of traffic. It involves collecting data on where trips begin and end, providing insights into travel patterns.
Explanation: The basic capacity of a lane is given by the formula c = 1000v/s, where v is the velocity of the moving vehicle, and s is the stopping distance plus the average length of the vehicle in meters.
Explanation: The basic capacity of a traffic lane can be calculated using the given formula. In this case, the result is 2000 vehicles per day.
Explanation: For effective traffic control, it is generally advisable to adopt a limited number of well-placed traffic signs. An excessive number of signs can lead to confusion, and it’s important to prioritize essential signs.
Explanation: Road furniture includes various elements such as informatory boards, warning signs, and other features that contribute to the guidance and safety of road users.
Explanation: “Level Crossing” is a warning sign. Warning signs are used to alert drivers to specific hazards or conditions ahead, and in this case, it warns about a level crossing.
Explanation: Signs are typically mounted so that the lower edge of the sign plate is about 2 meters above the level of the carriageway for effective visibility by drivers.
Explanation: A road sign indicating ‘No Parking’ is a prohibitory sign. Prohibitory signs convey restrictions or prohibitions to road users.
Explanation: A road sign indicating ‘Keep Left’ is a mandatory sign, instructing drivers to keep to the left side of the road.
Explanation: A road sign indicating parking for four vehicles is an informatory sign. Informatory signs provide information to road users.
Explanation: The most efficient traffic signal system is the flexible progressive system, which adapts to varying traffic conditions to optimize signal timings.
Explanation: An advantage of a traffic signal is the orderly movement of vehicles. Traffic signals provide a controlled and organized flow of traffic.
Explanation: “Fixed delay” is found in roads due to traffic signals. Fixed delay is the delay experienced by vehicles at a traffic signal, and it is a constant value.
Explanation: Yellow color of a colored light traffic signal indicates that drivers should be ready to go. It serves as a warning that the signal is about to change.
Explanation: Red color of a colored light traffic signal indicates that drivers should stop. It signals a complete halt.
Explanation: Green color of a colored light traffic signal indicates that drivers can proceed. It signals the permission to move.
Explanation: The length of the side of warning sign boards on roads is typically 45 cm. Warning signs are designed with standardized dimensions for visibility and recognition.
Explanation: In the case of a multi-lane road, overtaking is generally permitted from both the left and right sides, depending on the traffic conditions and road regulations.
Explanation: When roads do not cross each other at the same level and one road crosses either above or below the other with the help of an over-bridge or sub-way, it is called grade separation.
Explanation: The advantage of grade separation is that the number of conflicting points reduces to nil. It minimizes the potential for collisions between intersecting roads.
Explanation: A traffic rotary is suitable where intersecting roads are between 4 and 7. Traffic rotaries are designed to efficiently manage traffic flow at intersections.
Explanation: The advantage of a rotary is that traffic is in continuous motion, and there is no waiting by traffic. Vehicles can flow smoothly through the rotary without coming to a complete stop.
Explanation: The minimum number of vehicles for the position of a traffic rotary is typically considered to be around 500 vehicles per hour.
Explanation: Rotaries are not suitable if the number of vehicles exceeds a certain limit. According to AASHO (American Association of State Highway Officials), this limit is often around 5000 vehicles per hour.
Explanation: The traffic conflicts that may occur in a rotary intersection are typically merging and diverging conflicts. These conflicts involve vehicles entering and exiting the rotary.
Explanation: A subsidiary area in a carriageway placed to control the movement of traffic is known as an island. Islands are often used to guide traffic and provide a safe area for pedestrians.
Explanation: Intensity of traffic classified as light can vary, but it is generally considered to be in the range of 100 to 160 vehicles per meter width per day.
Explanation: Intensity of traffic, which may not be classified as medium, is often considered to be around 500 vehicles per meter width per day.
Explanation: Intensity of traffic for bituminous carpet roads is typically in the range of 300-500 vehicles per meter width per day.
Explanation: The maximum daily traffic capacity of bituminous pavement is often considered to be around 1400 tons per day.
Explanation: The raised areas constructed within the roadway to establish physical channels through which traffic may be guided are called traffic islands.
Explanation: An advantage of a one-way traffic system is the reduced number of conflicting points. It can lead to smoother traffic flow and fewer points where vehicles conflict with each other.
Explanation: The color of lights used for visibility during fog is typically yellow. Yellow light has longer wavelengths and scatters less in foggy conditions, providing better visibility.
Explanation: Parking lanes are typically provided on urban roads to accommodate parked vehicles. They are designated areas along the side of the road for parking.
Explanation: The maximum number of vehicles can be parked with right-angle parking. This parking arrangement allows for more efficient use of available space.
Explanation: When the width of the street and kerb parking space is limited, the system generally preferred is parallel parking. It requires less space compared to other parking arrangements.
Explanation: Customers often prefer parking their vehicles at a 75° angle to aisles. This angle allows for easier entry and exit from parking spaces.
Explanation: A 45° parking angle is often considered the best as it allows for efficient use of parking space while providing relatively easy entry and exit for vehicles.
Explanation: The ratio of the width of the car parking area required at the kerb for 30° parking relative to 60° parking is approximately 0.57. This means that 30° parking requires less width compared to 60° parking.
Explanation: If the cross slope of a country is up to 10%, the terrain is classified as plain. This indicates a relatively flat or gently sloping landscape.
Explanation: If the cross slope of a country is 10% to 25%, the terrain is classified as rolling. This suggests a landscape with moderate slopes.
Explanation: If the cross slope of the terrain is more than 60%, it is classified as steep. This indicates a rugged and steep landscape.
Explanation: The first stage of deciding the alignment of a hill road is reconnaissance. This involves a preliminary exploration of the area to gather information about the terrain and potential alignment options.
Explanation: In hill roads, the extra widening is generally provided fully on the inner side of the curve. This helps accommodate the turning radius of vehicles on the curved sections.
Explanation: In hill roads, the minimum sight distance required is stopping sight distance. This is the distance needed for a driver to bring the vehicle to a stop under specific conditions.
Explanation: The minimum distance between two hairpin bends, when a number of hairpin bends are introduced, is typically around 60 meters. This provides enough space for smooth vehicle maneuvering.
Explanation: A wall constructed to retain the earth from slippage on the hillside of a roadway is called a breast wall.
Explanation: The wall constructed on the side of the hill slope to resist the pressure of earth filling and traffic load of the road is known as a retaining wall.
Explanation: 10 to 20 cm diameter holes provided in a retaining structure to drain off the seepage flow are known as weep holes.
Explanation: On a hill road, the radius of the curve should not be less than 15 meters. This ensures safe and smooth navigation of the road.
Explanation: The drains constructed on the up slope of hillsides are known as catch water drains. These drains help in controlling water runoff and preventing soil erosion.
Explanation: The efficiency and life of a hill road can be considerably increased by providing a good road drainage system. Proper drainage helps prevent erosion and structural damage to the road.
Explanation: Sub-surface drainage involves the removal of rainwater specifically from the sub-grade or sub-surface of the road. This drainage mechanism is critical for preventing waterlogging and maintaining the stability of the road structure.
Explanation: In areas with heavy rainfall, it is advisable to construct side drains with a trapezoidal section. This design facilitates efficient water flow, minimizing the risk of water accumulation and potential damage to the road.
Explanation: The parapet wall on the valley side of the roadway is typically designed with a thickness of 60 cm. This dimension ensures the structural integrity and stability of the wall in relation to the terrain.
Explanation: The free board in side drains should be maintained at least 25 cm below the road surface to accommodate adequate drainage capacity and prevent overflow.
Explanation: When a road is constructed in cutting, it is advisable to provide side drains on both sides of the road. This ensures effective water drainage and stability in the cut slope.
Explanation: In the context of hill roads in Nepal, side drains are strategically placed on the hillside of the road. This configuration effectively manages water runoff, prevents soil erosion, and ensures the stability of the road in challenging hilly terrains.
Explanation: A bridge that does not align perpendicularly with the stream flow is termed a skew bridge. The skewness occurs when the center line of the bridge deviates from a right angle to the direction of the stream. Skew bridges are designed to accommodate such angular alignments, ensuring proper functionality and structural stability.
Explanation: Timber bridges are commonly employed in situations where the width of the bridge span is relatively small. Timber’s structural characteristics make it suitable for smaller spans, and it offers a cost-effective solution for short-width crossings.
Explanation: Wood beams are typically suitable for spans up to 8 meters. Beyond this span, other structural solutions may be considered for optimal bridge design and stability.
Explanation: T-beams are well-suited for spans ranging from 10 to 25 meters. This structural configuration provides stability and load-bearing capacity for moderate span lengths.
Explanation: The end supports of a bridge are termed abutments. Abutments provide essential support and stability to the bridge structure, anchoring the ends of the bridge to the ground.
Explanation: The intermediate supports of a bridge, located between the abutments, are called piers. Piers play a crucial role in distributing the load of the bridge and ensuring overall structural integrity.
Explanation: Feeder roads typically feature single-lane bridges, especially in areas with lower traffic volume. The bridge design aligns with the specific requirements of feeder roads.
Explanation: The minimum number of abutments in a bridge is typically two. Abutments provide primary support at the ends of the bridge, connecting it to the ground.
Explanation: In a suspension bridge, the handrail cable does not bear the primary load. The main cable and other structural elements are designed to carry the significant loads, ensuring the bridge’s stability and safety.
Explanation: The wind guy cable in a suspension bridge is primarily provided to offer lateral stability. It helps counteract the lateral forces caused by wind, ensuring the overall stability and safety of the bridge.
Explanation: The height of the parapet wall provided above the beam level is typically 75 cm. This dimension is designed to enhance safety and prevent objects from falling off the bridge structure.
Explanation: The maximum thickness of otta seal is 32 mm. Otta seal is a type of road surface treatment that involves the application of a mixture of gravel and binding agents to improve road durability.
Explanation: The maximum size of aggregate used for a single otta seal is 16 mm. This aggregate size is selected to achieve the desired characteristics and performance of the otta seal surface.
Explanation: The minimum thickness of the base course in road construction is generally 15 cm. Adequate thickness is essential to provide structural support and distribute loads effectively.
Explanation: The minimum length of the transition curve in a hill road is typically 15 meters. The transition curve is essential for a gradual change in curvature, improving driver comfort and road safety.
Explanation: The design speed for hill terrain on a trunk road is typically 50 kmph. Design speed considerations are crucial for ensuring safe and efficient traffic flow on hilly terrains.
Explanation: The thickness of the pavement, considering the wearing course, base course, sub-base course, and capping layer, would be 50 cm. This cumulative thickness is essential for the overall durability and performance of the pavement structure.
Explanation: In Nepal, for transportation purposes, the first preference is given to roadways. This is due to the challenging terrain and the importance of road networks in providing connectivity.
Explanation: The maximum super-elevation (banking) on hill roads should not exceed 10%. Super-elevation is the transverse slope provided to counteract the effect of centrifugal force on vehicles negotiating curves.
Explanation: The design aspects of horizontal and vertical alignments, super-elevation, sight distance, and grades are primarily influenced by the speed of the vehicle. Vehicle speed is a critical factor in determining the geometric features of a road.
Explanation: In highway engineering, “tail race” is irrelevant. The other terms—kerb, camber, and asphalt—are directly associated with road design and construction.
Explanation: The joints parallel to the center line of the road are called longitudinal joints. These joints are designed to accommodate movements and thermal expansions along the length of the road.
Explanation: The background color of the informatory signboard can be either white or yellow. Both colors are commonly used for different types of informatory signs.
Explanation: In the full grouted method of construction of bituminous roads, rolling is typically done initially with an 8-ton roller and later with a 10-ton roller. This rolling process is essential for achieving proper compaction and bonding of the bituminous material.
Explanation: Obligatory points in a road alignment refer to points that the road must pass through or points that the road should avoid. These are critical considerations in the geometric design of a road to ensure proper functionality and safety.
Explanation: A flyover structure is a traffic junction designed to allow all traffic streams to be divided and unobstructed, enabling them to pass over or under each other. This design helps in managing traffic flow efficiently.
Explanation: Bitumen stabilization serves multiple purposes, acting as a hydrophilic medium, providing adhesion for coarse-grained materials, acting as a waterproofing agent for fine-grained materials, and contributing to the strength of the construction.
Explanation: The geometric design of highways is influenced by a combination of factors, including speed, comfort, and safety. Achieving a balance among these features is crucial for designing efficient and safe road layouts.
Explanation: Excess moisture in the subgrade and pavement materials can cause various issues, but it typically does not lead to chemical reactions in subgrade and pavement materials.
Explanation: The highest overall speed at which a driver can travel under prevailing conditions without exceeding the safe design speed is known as the operating speed. This considers factors such as road conditions, visibility, and traffic.
Explanation: Water-bound Macadam is considered one of the most recent types of pavements. It involves the use of well-graded aggregates and is often used for rural roads and low-volume traffic areas.
Explanation: Weak areas on a road that consistently experience problems or accidents are known as black spots. Identifying and addressing these areas is crucial for improving road safety.
Explanation: The main important modifications in Macadam’s method include improved subgrade drainage and compaction practices, as well as recognizing that foundation stones may not be necessary at the bottom layer. Both modifications contribute to better road construction practices.
Explanation: The stopping sight distance required on a downhill slope of a road is generally more than that on a horizontal road. This accounts for the increased distance needed for vehicles to come to a stop safely on a downward gradient.
Explanation: The California Bearing Ratio (CBR) test is conducted to evaluate the stability of the soil subgrade. It measures the load-bearing capacity of the soil and is crucial for pavement design.
Explanation: The method of design of flexible pavements recommended by Nepal Road Standard is the CBR (California Bearing Ratio) method. This method takes into account the load-bearing capacity of the soil subgrade.
Explanation: A tower crane is not typically used in road construction. Excavators, bulldozers, and rollers are commonly used machines for various road construction activities.
Explanation: The minimum longitudinal gradient of a road is typically required to be 1.0%. This gradient helps in proper drainage and prevents waterlogging on the road surface.
Explanation: Camber is provided to the road surface in the transverse direction to facilitate the drainage of water. It helps in preventing water accumulation on the road surface, improving safety and road longevity.
Explanation: An ideal pavement is often constructed with reinforced concrete. Reinforced concrete provides excellent durability, strength, and resistance to various environmental factors, making it suitable for high-traffic areas.
Explanation: A rumble strip is a section of the road surface designed to produce noise and vibration when vehicles pass over it. It serves as a safety feature to alert drivers and reduce the risk of accidents, especially in areas requiring increased attention.
Explanation: Information signs typically have a rectangular shape. These signs convey essential information to drivers and road users, providing guidance, directions, or important information about the road ahead.
Explanation: Thomas Sully is considered one of the early pioneers in road construction and is credited with contributing to road making as a building science.
Explanation: The proposed length of the Kathmandu Nijgadh Fast Track is 76 km. This fast track is a significant infrastructure project in Nepal aimed at improving connectivity and reducing travel time between Kathmandu and Nijgadh.
Explanation: The highway code denoted by BP (B.P.) Highway is H13. The highway code is a unique identifier assigned to different highways or road segments for reference and navigation purposes.
Explanation: The width formation of a road refers to the width of the embankment at the top level. It encompasses the entire cross-section of the road, including the carriageway, pavement, and shoulders.
Explanation: Patching of roads is often done after the rainy season to address any damages or wear caused by weather conditions. This timing allows for effective repairs and ensures the road is in good condition for subsequent seasons.
Explanation: The maximum super elevation on a hill road should not exceed 10%. Super elevation is the banking of a road at a curve to counteract the effect of centrifugal force and improve vehicle stability.
Explanation: Widening of roads on curves in a hilly region is typically done on the inner side of the curve. This design helps in providing sufficient space for vehicles negotiating the curve, enhancing safety.
Explanation: Cement concrete pavement is considered better for highway lighting. The smooth and durable surface of cement concrete provides better visibility and reflects light, contributing to enhanced highway safety during night-time travel.
Explanation: Repair work of cracks in cement concrete roads is often done at the end of the summer season. This timing allows for better weather conditions and ensures that the repaired sections are ready for the challenges of the upcoming seasons.
Explanation: A higher value of super elevation is highly undesirable for fast-moving vehicles. Excessive super elevation can lead to discomfort and reduced safety for vehicles traveling at higher speeds.
Explanation: The value of super elevation is influenced by both the speed of vehicles and the radius of the curve. Higher speeds and tighter curves require increased super elevation to maintain safe and comfortable vehicle movement.