Highway Engineering MCQ Quiz - Objective Question with Answer for Highway Engineering - Download Free PDF

Last updated on Jun 20, 2025

Latest Highway Engineering MCQ Objective Questions

Highway Engineering Question 1:

In a bituminous pavement, alligator cracking is mainly due to

  1. Inadequate wearing course
  2. Inadequate thickness of sub-base course of pavement
  3. Use of excessive bituminous material
  4. Fatigue arising from repeated stress applications

Answer (Detailed Solution Below)

Option 4 : Fatigue arising from repeated stress applications

Highway Engineering Question 1 Detailed Solution

Explanation:

Alligator Cracking (Fatigue Cracking):

  • Alligator cracking, also called fatigue cracking, appears as interconnected cracks resembling the scales of an alligator.

  • It is one of the most common and severe distresses in flexible (bituminous) pavements.

  • The primary cause is fatigue failure of the pavement structure, especially the bituminous layers, due to repeated traffic loads over time.

  • Cracks usually initiate at the bottom of the asphalt layer and propagate upward when the tensile strain exceeds the material's fatigue limit.

  • It generally occurs in areas of high wheel load repetition, like wheel paths.

 Additional Information

  • An excess amount of bitumen in the mix leads to bleeding, where bitumen comes to the surface, making it shiny and slippery.

  • It can also result in rutting due to low stiffness and deformation under wheel loads, especially in hot climates.

  • However, excessive bitumen does not cause the material to crack, and is unrelated to the fatigue-based cracking mechanism of alligator patterns.

  • The sub-base layer distributes loads to the subgrade and adds structural strength to the pavement system.

  • If the sub-base is too thin or weak, it can lead to differential settlement, increased deflection, and loss of support for the upper layers.

  • This can accelerate fatigue failure, but the root mechanism for alligator cracking remains repeated stress application, not just sub-base deficiency.

  • The wearing course is the top layer of the flexible pavement that provides smooth riding quality and skid resistance.

  • If it is too thin or poorly constructed, surface defects like raveling, potholes, or bleeding may occur.

  • While it may expose the underlying layers to moisture and oxidation over time, it does not directly cause fatigue cracking, which starts due to tensile stress in lower asphalt layers.

Highway Engineering Question 2:

In CBR test the value of CBR is calculated at

  1. 2.5 mm penetration only
  2. 5.0 mm penetration only
  3. 7.5 mm penetration only
  4. Both 2.5 mm and 5.0 mm penetrations

Answer (Detailed Solution Below)

Option 4 : Both 2.5 mm and 5.0 mm penetrations

Highway Engineering Question 2 Detailed Solution

Explanation:

  • The CBR test is a penetration test developed to evaluate the strength of subgrade soil, sub-base, and base course materials for roads and pavements.
  • The CBR value is calculated by comparing the measured load on a soil sample to the standard load required to achieve the same penetration on a standard crushed stone material.

  • Load values are recorded at various penetrations: 0.5 mm, 1.0 mm, 1.5 mm, 2.0 mm, 2.5 mm, 5.0 mm, 7.5 mm, 10.0 mm, and 12.5 mm.

  • However, for determining the CBR value, the focus is primarily on: 2.5 mm, 5.0 mm penetration

Additional Information Standard Proctor Compaction Test

  • Used to determine the optimum moisture content (OMC) and maximum dry density (MDD) of soil for compaction purposes.

  • Involves compacting soil in a mould in three layers, each compacted with 25 blows of a 2.5 kg rammer falling from a height of 30 cm.

  • Essential for earthwork design, embankment construction, and subgrade preparation.

Modified Proctor Compaction Test

  • Similar to the standard test but uses higher compactive effort with a 4.9 kg rammer dropped from 45 cm.

  • Provides higher MDD, suitable for heavy traffic pavements, airfields, or where high compaction is required.

  • Helps in designing densely compacted layers with better strength and stability.

Highway Engineering Question 3:

If b is the wheel track of a vehicle and h is the height of centre of gravity above road surface, then to avoid overturning and lateral skidding on a horizontal curve, the centrifugal ratio should always be

 

  1. Less than  and greater than coefficient of lateral friction.
  2. Less than  and also less than coefficient of lateral friction.
  3. Greater than  and less than coefficient of lateral friction.
  4. Greater than  and also greater than coefficient of lateral friction.

Answer (Detailed Solution Below)

Option 2 : Less than  and also less than coefficient of lateral friction.

Highway Engineering Question 3 Detailed Solution

Explanation:

On a horizontal curve, a vehicle is subjected to centrifugal force acting outward. To ensure safe travel, two critical stability conditions must be satisfied:

1. Condition to Avoid Overturning:

  • Overturning happens when the moment due to centrifugal force exceeds the restoring moment due to the vehicle’s weight.

  • The condition to avoid overturning is centrifugal ratio should always be less than  

2. Condition to Avoid Lateral Skidding:

  • Skidding occurs if the centrifugal force exceeds the maximum lateral frictional force that can be developed between the tyres and the road.

  • So, the condition is the centrifugal ratio should always be less than coefficient of lateral friction.

Additional Information

  • Centrifugal Force and Horizontal Curves
    When a vehicle negotiates a horizontal curve, it experiences an outward centrifugal force, which increases with the square of its speed and decreases with a larger radius. This force acts horizontally through the center of gravity and can lead to either skidding or overturning if not balanced by friction or geometry.

  • Overturning Criteria
    Overturning occurs when the moment generated by the centrifugal force about the outer wheel exceeds the restoring moment due to vehicle weight. The critical ratio b2h\frac{b}{2h}2hb is derived from equating these moments. A wider wheel track and lower center of gravity enhance stability against overturning.

  • Skidding Resistance and Friction
    Skidding happens when the lateral frictional force between the tires and the pavement is exceeded by the centrifugal force. The coefficient of lateral friction, denoted as fff, provides a threshold for safe travel, and it depends on pavement conditions, tire quality, and vehicle speed.

Highway Engineering Question 4:

Choose the correct relation between gradient and camber?

  1. Gradient = Camber 
  2. Gradient = Camber 
  3. Camber = Gradient 
  4. Camber = Gradient

Answer (Detailed Solution Below)

Option 2 : Gradient = Camber 

Highway Engineering Question 4 Detailed Solution

Explanation:

  • Gradient refers to the longitudinal slope along the road, expressed as a percentage (or ratio), representing the rise or fall per unit length of the road.

  • Camber is the cross slope provided to the road surface, so that water drains off the pavement quickly. It is also expressed as a percentage or ratio.

  • The relation between gradient and camber is Gradient = Camber 

Additional InformationRuling Gradient

  • This is the maximum gradient which is commonly adopted in the design of road alignment under normal conditions.

  • It provides an economical balance between construction cost and operational efficiency of vehicles.

  • It depends on terrain — in plain areas, ruling gradient is flatter, in hilly terrain, it can be steeper.

Limiting Gradient

  • This is steeper than the ruling gradient.

  • Used when topography, construction cost, or other constraints make it impossible to follow ruling gradient.

Exceptional Gradient

  • The steepest allowable gradient, used only in very short lengths (say 100 m or less).

  • Used when terrain is extremely difficult and no other option is feasible.

  • Not recommended for general use because it causes driver fatigue and affects vehicle operation.

Highway Engineering Question 5:

What were the main recommendations of Jayakar Committee:
a. Central Road Fund was founded in 1929.
b. Indian Road Congress was established in 1930.
c. Central Road Research Institute started in 1950.
d. More stress was given on long term planning programme for a period of 20 years.
Which of the following statements is/are correct?

  1. a and d
  2. a, c and d
  3. b and c
  4. b, c, and d

Answer (Detailed Solution Below)

Option 2 : a, c and d

Highway Engineering Question 5 Detailed Solution

Explanation:

Jayakar Committee

The Government of India selected a committee called Road Development Committee with Mr. M.R. Jayakar as the chairman. This committee came to be known as Jayakar committee. In 1927 Jayakar committee for Indian road development was appointed.

The major recommendations were:

  • Committee found that the road development of the country has become beyond the capacity of local governments and suggested that the Central government should take the proper charge considering it as a matter of national interest.

  • They gave more stress on long-term planning program, for a period of 20 years (hence called twenty-year plan) that is to formulate plans and implement those plans within the next 20 years.

  • One of the recommendations was the holding of periodic road conferences to discuss road construction and development.

  • The committee suggested the imposition of additional taxation on motor transport which includes a duty on motor spirit, vehicle taxation, license fees for vehicles plying for hire.

  • A dedicated research organization should be constituted to carry out research and development work.

 Additional Information

Results of Jayakar Committee Recommendations:

  • A development fund called the Central road fund was levied on fuels in 1929. This fund was intended for road development.

  • A semi-official technical body called Indian Road Congress (IRC) was established in 1934.

  • The 20 Year Road development plans were initiated.

  • Formation of the Central Road Research Institute (CRRI) was done in 1950.

Top Highway Engineering MCQ Objective Questions

The standard penetration of VG40 as stipulated by the Indian standard is a minimum of:

  1. 80.00
  2. 60.00
  3. 45.00
  4. 35.00

Answer (Detailed Solution Below)

Option 4 : 35.00

Highway Engineering Question 6 Detailed Solution

Download Solution PDF

Explanation:

As per IS 73 (2013): Paving Bitumen

The requirements for paving bitumen are as follows:

Characteristics Paving Grades
VG10 VG20 VG30 VG40
Penetration at 25°C, 100 g, 5 s, 0.1 mm, Min 80 60 45 35
Flash point (Cleveland open cup), °C, Min  220 220 220 220
Softening point (R&B), °C, Min 40 45 47 50

The maximum superelevation on hill roads should not exceed 

  1. 7%
  2. 8%
  3. 9%
  4. 10%

Answer (Detailed Solution Below)

Option 4 : 10%

Highway Engineering Question 7 Detailed Solution

Download Solution PDF

Concept:

The centrifugal force exerted on the vehicles while traversing through the curves is counteracted by providing superelevation, which is given by:​​

However, it is assumed that the centrifugal force is completely nullified if the vehicle is travelling at its 75% of the vehicle design speed.

∴ 

According to IRC,

Maximum Superelevation

Plain & Rolled Terrain

7 %

Hilly Terrain

10%

Urban Roads

4%

The interface treatment provided to plug in the voids of porous surfaces and to bond loose particles in bituminous pavements is called:

  1. tack coat
  2. seal coat
  3. prime coat
  4. surface dressing

Answer (Detailed Solution Below)

Option 3 : prime coat

Highway Engineering Question 8 Detailed Solution

Download Solution PDF

Explanation:

Prime coat:

The prime coat is an application of low viscous cutback bitumen to an absorbent surface like granular bases on which binder layer is placed. It provides bonding between two layers. Unlike the tack coat, prime coat penetrates into the layer below, plugs the voids, and forms a watertight surface. 

Seal Coat:

Seal Coat Seal coat is a thin surface treatment used to water-proof the surface and to provide skid resistance.

Tack coat:

Tack coat is a very light application of asphalt, usually asphalt emulsion diluted with water. It provides proper bonding between two layers of binder course and must be thin, uniformly cover the entire surface, and set very fast.

The bituminous prime coat is the first application of low viscosity liquid bituminous material over an existing porous or absorbent pavement surface like the WBM base course. 

The conventional sign shown in the figure below represent a

  1. Bridge carrying railway below road.
  2. Bridge carrying road below railway
  3. Bridge carrying road and railway at the same level.
  4. A level crossing 

Answer (Detailed Solution Below)

Option 2 : Bridge carrying road below railway

Highway Engineering Question 9 Detailed Solution

Download Solution PDF

Name

Conventional Sign

Level Crossing

A bridge carrying road below railway

A bridge carrying railway below the road

 

Bridge carrying road & railway

 

Railway over road

 

Railway below road

 

What will be the theoretical maximum capacity (to nearest 10 units) for a single lane of highways given that the speed of the traffic stream is 40 km/hr

  1. 3000 veh/hr
  2. 2860 veh/hr
  3. 2510 veh/hr
  4. 2010 veh/hr

Answer (Detailed Solution Below)

Option 2 : 2860 veh/hr

Highway Engineering Question 10 Detailed Solution

Download Solution PDF

Concept:

Theoretical maximum capacity is given by,

Where,

C = is capacity is vehicle/hr

V = speed in km/hr

S = minimum clear distance between two vehicles

∴ S = 0.2 V + 6 ( if V is in kmph ) 

(or) S = 0.7 v + 6 ( if v is in m/s )

Calculation:

Given,

Velocity (V) = 40 kmph

∵ S = 0.2 V + 6 = 0.2 × 40 + 6 = 14 m

Theoretical Maximum capacity is given by,

C = 2857.142 Veh/hr ≈ 2860 veh/hr

Calculate the lag distance for design speed of 47 km/h for two-way traffic on a single-lane road (assume coefficient of friction as 0.38 and reaction time of driver as 2.5 seconds)

  1. 32.64 m
  2. 111.04 m
  3. 55.52 m
  4. 65.28 m

Answer (Detailed Solution Below)

Option 4 : 65.28 m

Highway Engineering Question 11 Detailed Solution

Download Solution PDF

Concept:

Lag distance = 0.278 × V × tR

Where,

V = Speed in Kmph

tR = Reaction time in sec

Calculation:

Lag distance = 0.278 × 47 × 2.5 = 32.665

For two way traffic on a single lane lag distance = 2 × 32.665 = 65.33 m

The type of transition curve that is generally provided on hill road is

  1. Circular
  2. Cubic parabola
  3. Lemniscate
  4. Spiral

Answer (Detailed Solution Below)

Option 4 : Spiral

Highway Engineering Question 12 Detailed Solution

Download Solution PDF

Explanation:

Transitions curve:

(i) When a vehicle traveling on a straight road enters into a horizontal curve instantaneously, it will cause discomfort to the driver. To avoid this, it is required to provide a transition curve. This may be provided either between a tangent and a circular curve or between two branches of a compound or reverse curve.

Different types of transition curve:

The types of transition curves commonly adopted in horizontal alignment highway are

(i) Spiral or clothoid

(ii) Bernoulli’s Lemniscate

(iii) Cubic parabola

(a) All the three curves follow almost the same path up to deflection angle of 4°, and practically there is no significant difference between even up to 9°. In all these curves, the radius decreases as the length increases.

(b) According to IRC ideal shape for transition curve is spiral because rate of change of radial acceleration remains constant. Generally, spiral curve provided on hilly road.

(c) Cubic parabola is provided for the railway.

A road sign indicates “No parking” is

  1. Cautionary sign
  2. Mandatory sign
  3. Informatory sign
  4. None of the above

Answer (Detailed Solution Below)

Option 2 : Mandatory sign

Highway Engineering Question 13 Detailed Solution

Download Solution PDF

 Mandatory Sign (Regulatory sign) → Ex:- Give way, no entry, Stop, No parking

Cautionary sign(warning sign→ Ex:- Narrow road, narrow bridge.

Informatory sign → Ex:- Parking, bus stop

Sr no.

Type of sign

Shape

Border colour

Legend colour

Background colour

1.

Mandatory sign(Regulatory sign)

Circular

Red

Black

white

2.

Cautionary sign(warning sign)

Upward triangle

Red

Black

White

3.

Informatory sign

Rectangle

use of unique design and different colours.

According to Indian standards, VG30 grade of Bitumen is suitable for which of the following 7-day average maximum air temperature ranges?

  1. 20 – 30
  2. 38 – 45
  3. 30 – 38
  4. 45 – 53

Answer (Detailed Solution Below)

Option 2 : 38 – 45

Highway Engineering Question 14 Detailed Solution

Download Solution PDF

Explanation

The range of paving bitumen is suitable for 7 days Average Maximum Air Temperature is given below(IS 73: 2013, C:5):

                   Range                    Suitable for 7 days average maximum air Temperature oc
VG10
VG20 30-38
VG30 38-45
VG40 >45

The flash point temperature (degree C) of paving grades of bitumen as per the Indian standard is:

  1. 220
  2. 200
  3. 180
  4. 160

Answer (Detailed Solution Below)

Option 1 : 220

Highway Engineering Question 15 Detailed Solution

Download Solution PDF

Explanation:

Flash Point: 

  • The flash point of a material is the lowest temperature at which the vapour of a substance momentarily takes fire in the form of a flash under the the specified conditions of the test.

Fire Point: 

  • The fire point is the lowest temperature at which the material gets ignited and burns under the specified condition of the test.

As per IS 73 (2013): Paving Bitumen

The requirements for paving bitumen are as follows:

Characteristics Paving Grades
VG10 VG20 VG30 VG40
Penetration at 25°C, 100 g, 5 s, 0.1 mm, Min 80 60 45 35
Flash point (Cleveland open cup), °C, Min  220 220 220 220
Softening point (R&B), °C, Min 40 45 47 50

Hot Links: teen patti master game all teen patti teen patti - 3patti cards game teen patti flush teen patti master 51 bonus