Category: Highway engineering

A Comprehensive Guide to Portable Truck Scales

Tracking loads and preventing overloading is critical for running an efficient hauling or transportation company. However, traditional fixed truck scale systems require routing trucks out of their way to centralized weigh stations. This waste fuel reduces productivity and eats into slim profit margins. Thankfully, advanced portable truck scale systems provide weigh-in-motion technology that revolutionizes payload management for modern freight carriers.

Understanding Portable Truck Scales

Portable truck scales provide adaptable weighing solutions that can be set up virtually anywhere for flexible use. These systems use low-profile weighing pads made of durable steel that can be laid out on the ground and connected wirelessly. Specialized software then captures precise axle and load data as trucks drive slowly over the pads. The portable pads are engineered for longevity while being easy to transport and relocate where needed.

Cloud-based reporting generates data for optimizing payload management on the go. Because portable truck scales can be deployed on-site, trucks stay on efficient routes without wasting time and fuel driving miles out of their way to external truck scales. Portable systems enable weighing inbound and outbound loads right at loading facilities, quarries, farms, and anywhere scales are needed but need more.

Benefits of Portable Truck Scales

Portable truck weighing systems deliver advantages over fixed truck scale options:

➣ Efficiency – By eliminating unnecessary truck diversions to weigh stations, portable truck scales minimize unloaded mileage. This saves fuel and driver costs substantially while keeping trucks on productive routes. Portable scales are faster for drivers, too, since no wait times are incurred.

➣ Convenience – Loads can be weighed quickly right at their pickup or drop-off point instead of requiring a trip to remote sites. Whether in the field, a warehouse, or elsewhere, portable pad scales provide weighing where it’s needed most.

➣ Easy Data Access – Load data is viewable immediately on digital indicators and available remotely via the cloud. No manual recordkeeping is needed, and dynamic reports help identify optimization opportunities as volumes shift. Granular data insights unlock major efficiency gains over time.

➣ Flexibility – Portable pad scales are simple to relocate day by day as weighing locations must change. Seasonal business needs or new clients may alter ideal scale placements, no problem. Scales are battery-powered for quick installation almost anywhere required without complicated wiring.

➣ Overload Prevention – By weighing each load before departing, overloading above legal limits can be prevented. This protects infrastructure while minimizing the risk of major fines from unexpected violations at surprise weight checks while improving safety.

➣ Lower Operating Costs – Portable truck scales eliminate expenses from fuel waste, truck diversions, and overweight fines. The scales quickly pay for themselves from efficiency cost savings and new revenue opportunities since more runs become possible per day.

➣ Funding Opportunities – Portable scales may qualify for partial financing support or attractive leasing terms from state and federal funding programs supporting cleaner, safer transportation infrastructure upgrades. This alleviates initial acquisition costs.

➣ Ongoing Optimizations – Regular operational analysis uncovers new efficiencies as business needs evolve. What works today may be reconfigured tomorrow for greater portability, lower costs, safer practices, or higher profits using the same scales.

From farms to warehouses and construction sites, portable pad scales provide advanced weighing capabilities anywhere loads require frequent oversight without requiring expensive fixed-scale infrastructure.

Popular Portable Truck Scale Types

Several portable truck scale varieties suit different business applications:

➣ Low-Profile Pad Scales – These flat scales sit nearly flush with the ground, allowing standard semi-trucks to drive over gently at slow speeds for axle weighing. The low-profile steel pads are durable, highly accurate, and easy to walk on and relocate.

➣ Ramp Scales – Featuring shallow built-in ramps, these scales allow simpler vehicles like pickups to access the flat sensor pad for accurate weighing smoothly. The gently sloped design works well for trucks lacking air suspension systems.

➣ Onboard Truck Scales – Specialized pads and calibration equipment effectively transform traditional trailers and truck beds into certified weighing systems for smaller, concentrated loads. This eliminates wait times at external scales while parked or on the road.

➣ Portable Axle Scales – Individual wheel sensors capture precise individual axle weights as trucks slowly roll over pads. This granular data gets summed instantly to output total vehicle weight while highlighting potential uneven load distributions.

Every portable scale variety offers rapid, lab-certified weighing to manage all types of payload volumes in applications ranging from heavy mining to agriculture.

Getting Started Quickly with Portable Truck Scales

Transitioning fleets from fixed truck scales to flexible, portable weighing systems is straightforward with consultation from leading vendors:

➣ Audit Operational Needs – Survey routes, objectives, and pain points across the organization to locate ideal portable scale positioning based on load/truck volumes, space limitations, cost factors, and productivity goals.

➣ Get Free Demos – Leading vendors like Massload provide complimentary project consultations, custom quotes, on-site scale demos, and pilot testing using clients’ actual trucks on their grounds. This lets businesses experientially vet systems using real-world conditions.

➣ Train Staff – Vendor and in-house training get personnel fully up to speed on delivering, installing, calibrating, operating, moving, and maintaining complete portable pad scale setups. This insight ensures teams can optimize uptime and data accuracy.

➣ Scale Up Over Time – Regular operational audits help scale and reconfigure portable truck scale infrastructure to meet changing needs, whether from increased volumes to new routes, etc. Additional scales can organically improve capabilities over months and years.

Portable truck scales unlock game-changing weigh-in-motion capabilities right at the sites where loads get transported daily. Now, weight management can be integrated directly into normal loading and unloading motions through ground-level modular pad systems configurable to business environments. Vast data insights get harvested automatically as trucks drive while safer practices are instituted.

With lower costs, less waste, and new revenue opportunities, portable truck scale systems rapidly transform fleet weighing from a necessary evil into a competitive advantage. Supporting continued growth and adaptations over months and years, portable pad scales provide dynamic weighing stations that can be adjusted optimally as transportation operations evolve.

So whether starting out small or managing mature fleets, portable truck scales should anchor efficient scale management. Their flexible nature sustains payload optimization as needs change across clients, routes, volumes, and platforms. Their durability ensures measurement consistency and accuracy as trucks drive over them thousands upon thousands of times. When evaluating innovations that drive transportation productivity now and in the future, portable truck scales check all the boxes.

How to Stay Safe and Calm in a Motorway Accident?

How to stay safe and calm in a Motorway Accident?

Motorway accidents can be traumatic and dangerous. It is important to remain calm and know the steps to take if you find yourself in this situation.

Every year it is estimated that there are around 20,000 motorway accidents on the UK’s roads. Knowing how to stay safe and calm in a motorway accident can help to reduce the risk of injury or death.

Whether you are planning a trip away or just commuting to work, the possibility of being in a motorway accident is always present. It’s essential to be prepared for such an event and know what steps you should take if it happens.

Why Crash Barriers are Effective?

Crash barriers, also known as Armco Barriers are also effective at reducing the severity of an accident and preventing damage to both vehicles and passengers. The barriers absorb the force of the impact and can reduce the amount of debris that is scattered in the event of a crash. The barriers also help to protect drivers from veering off onto oncoming traffic or into ditches, which can cause further damage.

Crash Barriers are designed to be as effective as possible at absorbing force while keeping drivers and passengers safe. Many modern barriers are made with strong materials and fitted with sensors that can detect impact and direct the force away from drivers.

Overall, Crash Barriers are an effective way to reduce the severity of motorway accidents and protect all involved. By using these barriers in combination with other safety measures, such as staying alert on the road, drivers can help to minimise the risk of serious damage or injury.

Don’t Panic

In a motorway accident, the most important thing to remember is not to panic. Despite the shock and chaos of the situation, it’s essential to remain as calm as possible. This will help you make clear decisions that could eventually save your life or those of others around you. Make sure not to do anything that may put you in further danger, such as getting out of the car or touching any glass.

Call for Help

If possible, call for help immediately. A quick call to the emergency services can ensure that medical help and assistance arrive on the scene quickly. Be sure to give them a detailed description of the accident, any injuries and the current location. A good tip

Check for Injuries

Once you have called for help, check yourself and any passengers in your car for injuries. If there are any injured parties involved, make sure to get medical attention as soon as possible. Be aware of the risk of shock or hypothermia if you have been exposed to cold temperatures while waiting for help to arrive. If anyone has an injury needing immediate attention, ensure they are comfortable and warm while waiting for help.

Record Details

If possible, record all of the details from the accident. This includes taking notes and pictures of the scene and noting down licence plate numbers and names of any other drivers involved. This can be helpful evidence for making an insurance claim or filing a lawsuit. Remember a crime reference number given to you by the police can also be used.

Stay on the Scene

As tempting as it may be to leave the scene of a motorway accident, it is important to stay put until emergency services arrive. Leaving too soon can be seen as an admission of guilt and could lead to criminal proceedings. It is also best to avoid speaking with anyone involved in the accident without the presence of a police officer or other professional witness. Of course, if they are injured and need immediate attention, it is okay to provide basic help, like calling for medical assistance.

Seek the assistance of the Police

Finally, seek the assistance of the police. It is best to be cooperative throughout this entire process and answer any questions honestly. Police officers are trained to deal with motorway accidents efficiently and can provide you with advice on what to do next. The Police also have the power to make an arrest if someone is found guilty of a traffic violation or crime.

Pack essentials in case of an emergency

It is a good idea to always keep some essentials in your car. These can include a first aid kit, food, water and warm clothing. This will ensure you have what you need if help is delayed or if you find yourself stranded on the motorway for an extended period of time. You should always have a fully charged mobile phone in your car to call for help if needed. A mobile charger and breakdown cover number are also good items to keep in your car.

Stay Alert and Be Prepared

It is important to stay alert when driving on the motorway, as this will increase your chances of avoiding an accident in the first place. Always be aware of other cars around you, leave enough space between vehicles

Get to a safe place

Get to a safe place and follow the instructions given by emergency services. Remain vigilant and be sure to assess any injuries while exchanging information with other drivers involved in the accident. By following these steps, you can stay safe and help ensure a smooth resolution of your motorway accident.

Conclusion

Motorway accidents can be dangerous, but following a few simple steps and taking the necessary precautions can help keep drivers and passengers safe. It is important to remain calm, seek assistance from emergency services, stay on the scene and exchange information with other drivers. Additionally, crash barriers are also effective at reducing the severity of an accident and protecting those involved.

Read Also:

All Traffic Signs with Images

Importance of Roadway Lighting

6 Types of Classification of Gradient – Ruling, Limiting, Exceptional, Minimum, Average and Floating Gradient

6 Types of Classification of Gradient

The gradient is divided into the following 6 categories

Ruling gradient
Limiting gradient
Exceptional gradient
Minimum gradient
Average gradient
Floating gradient

Types of Gradient – Video

The following 6 types of the gradient are described below:

6 Types of Classification of Gradient - Ruling, Limiting, Exceptional, Minimum, Average and Floating Gradient

1. Ruling gradient

The gradient usually adopted while making the road alignment is called the ruling gradient. It is the maximum gradient within which the designer attempts to design the vertical profile of a road. It is also known as design gradient. As per IRC, the recommended value of ruling gradient for plain or rolling terrain is 1 in 30 or 3.3 %.

To Read More Visit – Recommended Gradient As per IRC

2. Limiting gradient

The gradient steeper than the ruling gradient, which may be used for a limited Road length, is called limiting gradient or maximum gradient. It is used where the topography of a place compels adopting a steeper gradient than the ruling gradient to minimize the cost of road construction.

3. Exceptional gradient

The gradient steeper than the limiting gradient which may be used in a short length of the road, only in an extraordinary situation is called exponential gradient. This type of gradient is adopted only in a very difficult situation and for a short length not exceeding 100 m at a stretch. As per IRC, the recommended value of Exceptional gradient for plain or rolling terrain is 1 in 15 or 6.7 %.

4. Minimum gradient

The minimum desirable slope essential for effective drainage of rainwater from the road surface is called minimum gradient. The desirable minimum gradient for this purpose is 0.5 % if the side drains are lined and 1 % if the side drains are unlined.

5. Average gradient

It is the ratio of total rise or fall to the horizontal distance between any two points along the alignment of the road.

6. Floating gradient

The gradient on which a motor vehicle moving at a constant speed continues to descend at the same speed without any application of power brakes is called floating gradient.

Types of Gradient – Audio

FAQs

What is meant by ‘1’ in ‘n’ gradient?

In general, 1 refers to the vertical rise, and n refers to the horizontal distance(run). For ‘n’ units horizontal distance the verticle rise will be ‘1’ unit.

Types of Classification of Gradient - What is mean by '1' in 'n' gradient?

How do you find the gradient of a road?

The gradient in the roads can be represented as a percentage or as 1 in n. First of all, you need to calculate the horizontal distance corresponding to the vertical rise. For example, if the measured horizontal distance(run) is ‘4’ units and the corresponding verticle rise is ‘1’ unit, then the gradient of the road will be 1 in 4. If you want to convert it into a percentage, then divide the rise by run, and multiply by 100. In the above case, it will be [(1/4)*100] = 25 %.

What is the value of limiting gradient for steep terrain?

The recommended value of limiting gradient for steep terrain is 1 in 14.3 or 7%.

What is the value of limiting gradient for Rolling terrain?

The recommended value of limiting gradient for rolling terrain is 1 in 20 or 5%.

What is the value of exceptional gradient for rolling terrain?

The recommended value of exceptional gradient for rolling terrain is 1 in 15 or 6.7%.

Read more

Types of Gradients in Railway

Types of Roads

Kerbs

History of Road Development in India

⇰ The first evidence of the construction of roads in India was found around 2800 BC. The history of road development in India is described below:

⇰ Indian civilization is one of the oldest civilizations in the world. The excavations of Mohenjo-Daro and Harappa discovered the existence of roads in India during the period 2500 to 3500 BC. The ancient scriptures refer to the existence of roads during the Aryan period (400 BC). The Mauryan Kings (200 – 400 BC) build very good roads.

History of Road Development in India || Highway Engineering

⇰ Chandragupta constructed a 2,400 Km long road from Pataliputra (modern Patna) to Takshashila (now in Pakistan). During the Gupta period(300-500 AD )development of roads received great momentum. During the Pathan and Mughal periods, the roads of India were greatly improved. Sher Shah constructed the Grand Trunk Road.

⇰ At the beginning of British rule, a number of old Mughal roads were metalled and some new roads were constructed during the period of Lord William Bentinck. In 1865 Lord Dalhousie formed the Central Public Works Department. Immediately with the development of railways, the attention of the Government was shifted from road development.

⇰ In 1927 Jayakar committee was formed to examine and report on the question of road development in India. Most of the recommendations of the committee were accepted by the government and the major items were implemented subsequently. The Central Road Fund was formed in 1929 for meeting up the expenses of road development and research works.

⇰ As per the recommendation of the Jayakar committee, the Indian Roads Congress was established in 1934 for controlling standardization specifications and recommendations regarding the design and construction of roads and bridges but the economic depression at that time delayed the road development programme.

⇰ After the Second World War, there was a revolution in respect of automobiles using the roads in India. The need for proper highway planning was urgently felt at that time. In 1939 the Motor Vehicles Act was passed to regulate road traffic. In 1950 the Central Roar Research Institute was started at New Delhi for research in various aspects of highway engineering.

⇰ A conference of the Chief Engineers of all the states and provinces was convened in 1943 at Nagpur to finalize the first road development plan (Nagpur Road Plan) for the country. Subsequently, a twenty-year development programme for the period 1943 -63 was finalized. The target road length at the end of this programme was 16 KM per 100 square Km area of the country. The total target of the Nagpur plan was achieved about two years ahead in 1961.

⇰ In 1961 a committee was appointed to prepare the Second Twenty-year (1961-81) Road Development Plan (Bombay road plan). The target road length at the end of this programme was almost double that of the Nagpur plan. The construction of 1600 Km Expressways was also included in the plan. The total length of all categories of roads achieved by the year 1974 was 11.45 lakhs Km which is higher than the target.

⇰ The Highway Research Board was set up in 1973 to give proper direction and guidance to road research activities in India. In 1978 the National Transport Policy Committee (N.T.P.C) was appointed by the government of India to prepare a comprehensive national transport policy for the country. The N.T.P.C report was made available in 1980 and many of the major recommendations of this report have been accepted by the government.

⇰ The Third Twenty years. (1981-2001) Road Development Plan (Lucknow Road Plan)Was approved in the year 1984. Some of the important features of this plan are improvements of transport facilities in villages, towns and small cities conservation of energy, preservation of environment and improvement of road safety. This twenty-year plan aims at increasing the total road length from 15 lakhs Km in 1981 to 27 lakhs Km in 2001. The present road plan has set the target length of NH to be completed by the end of the ninth five-year plan period.

Read More:

Types of Roads

Types of Camber

Kerbs

Traffic Signs – MCQ || Highway Engineering

Traffic Signs – MCQ

Following are some MCQs (multiple choice questions) on traffic signs or road signs are given below; in the previous article, we already discussed all types of road signs with their names and symbolic images.

1. What is the color of the stop sign?

a) Red
b) Yellow
c) Green
d) Blue

View Answer

a) Red.

Stop sign is red in colour with a white border of width 3o mm.

2. Shap of the stop sign is

a) Triangular
b) Rectangular
c) Octagonal
d) None of these

View Answer

c) Octagonal.

3. Which color of the background is used for the no parking sign?

a) Red
b) Yellow
c) Blue
d) None of these

View Answer

c) Blue

No parking sign is circular in shape with a blue background and a red border with an inclined red bar that goes through the centre of the circle at an angle of 45 degrees.

4. Which color is used to paint the reverse side of all the sign plates?

a) Red
d) White
c) Grey
d) None of these

View Answer

c) Grey

5. Speed limit signs are

a) Circular in shape, white background with a red border
b) Circular in shape, red background with a white border
c) Triangular in shape, white background with a red border
d) Triangular in shape, Red background with a white border

View Answer

a) Circular in shape, white background with a red border.

6. ‘Speed limit’ sign is meant

a) Restrict some vehicles
b) Limit the speed of pedestrians
c) Restrict the speed of all vehicles
d) None of these

View Answer

c) Restrict the speed of all vehicles

7. India, which have signed the ‘United Natation Protocol’ on road sign in

a) 1934
b) 1945
c) 1947
d) 1949

View Answer

d) 1949

8. As per IRC: 67 -1977 Code of Practice, traffic signs are broadly classified into

a) Three Categories
b) Four Categories
c) Two Categories
d) Five Categories

View Answer

a) Three categories

As per IRC: 67 -1977 Code of practice, traffic signs are broadly classified into three categories.

Read Also – Different Types of Roads

9. The warning signs should be located on the Expressways for plain and rolling terrain at a distance of

a) 150 m
b) 180 m
c) 200 m
d) 220m

View Answer

c) 200 m.

The warning signs should be located on the Expressways for plain and rolling terrain at a distance of 200 m.

10. Shape of the informatory sign is

a) Triangular
b) Circular
d) Octagonal
d) Rectangular

View Answer

d) Rectangular

Informatory signs are rectangular in shape

11. The purpose of providing Informatory signs is

a) To make travel safe
b) To make the travel pleasant
c) To make travel easier
d) All of these

View Answer

d) All of these

12. Re-assurance signs is

a) Informatory signs
b) Warning signs
c) Regulatory signs
d) Cautionary signs

View Answer

a) Informatory signs.

13. The distance of the road signs from the edge of the carriageway is (for roads without kerbs)

a) 2 to 3 m
b) 3 to 4 m
c) 4 to 5 m
d) 1 to 2 m

View Answer

a) 2 to 3 m

Read Also – Kerbs on Road

14. Which sign is an informatory sign

a) First aid post
b) Hair pin bend
c) No parking
d) Rough road

View Answer

a) First aid post

15. Which sign is not a warning sign

a) Guarded railway crossing
b) Gap in median
c) Barrier ahead
d) Petrol pump

View Answer

d) Petrol pump

16. All traffic sign dimensions are expressed in terms of___

View Answer

All traffic signs dimensions are expressed in terms of stroke-widths (S/W).

17. Traffic sign ‘narrow road’ is a

a) Mandatory signs
b) Warning signs
c) Informatory signs
d) None of these

View Answer

b) Warning signs or Cautionary signs.

18. A hair pin bend curve comes under

a) Regulatory signs
b) Guiding signs
c) Warning signs
d) Informative signs

View Answer

c) Warning signs or Cautionary signs.

19. Traffic sign ‘overtaking prohibited” is a

a) Mandatory signs
b) Cautionary signs
c) Informatory signs
d) Warning signs

View Answer

a) Mandatory signs.

Traffic sign ‘overtaking prohibited” is a mandatory signs.

20. Traffic sign “petrol pump” is a ______

View Answer

Informatory signs.

Traffic sign “petrol pump” is a informatory signs.

Read Also:

Traffic Engineering – MCQ

Traffic Engineering – MCQ || Highway Engineering

Traffic Engineering – MCQ

1. Which of the following parking patterns allows the maximum number of car/vehicles parking facility

a) Parallel parking
b) Righ angle parking
c) 45⁰ angle parking
d) 75⁰ angle parking

View Answer

b) Righ angle parking.

The right-angle parking(90 angle parking) pattern allows for a maximum number of car/vehicle parking facility

2. The color of light used in the road for visibility during fog is

a) Red
b) Yellow
c) Green
d) White

View Answer

b) Yellow

3. Structural number (SN) of a flexible pavement is a function of

a) Layer co-efficient
b) Depth of the layer
d) Both (a) and (b)

View Answer

d) Both (a) and (b)

4. A bituminous pavement over a lean cement concrete base is a

a) flexible pavement
b) Rigid pavement
c) Semi-rigid pavement
d) None of these

View Answer

c) Semi-rigid pavement

5. Cloverleaf is a type of intersection of which of the following types?

a) Flyover
b) Interchange
c) Space sharing intersection
d) Time-sharing intersection

View Answer

b) Interchange

6. In a traffic stream if demand is distributed uniformly, the peak hour factor will be near to

a) 0
b) 0.5
c) 1
d) None

View Answer

c) 1

7. The concrete edge expected to sustain infinite no. of repetitions for a stress ratio of

a) 0.55
b) 0.50
c) 0.45
d) 0.40

View Answer

c) 0.45

8. ESWL at depth 2S is equal to

a) 3P
b) 2P
c) 0.5P
d) P

View Answer

b) 2P

9. As per IRC, traffic sign of speed limit should be

a) Circular shape
b) Triangular shape
c) Hexagonal shape
d) Octagonal Shape

View Answer

b) Triangular shape.

Read More:

Traffic Signs

Traffic Consideration in Pavement Design – MCQ

Traffic Signs – MCQ

Traffic Rotary and Their Advantages and Disadvantages

Road Geometric – MCQ || Highway Engineering

Road Geometric – MCQ

1. A portion of the roadway used by the pedal bicyclist only is called

a) Cycle street
b) Cycle track
c) Cycle road
d) Carriageway

View Answer

b) Cycle track

2. As per IRC recommendation, which is the following camber used for cement concrete road

a) 1 in 50
b) 1 in 45
c) 1 in 24
d) 1 in 20

View Answer

a) 1 in 50

3. The highest point on the carriageway is termed as

a) Camber
b) Gradient
c) String
d) Crown

View Answer

d) Crown

4. The recommended safe coefficient of friction is

a) 1.5
b) 0.15
c) 1/2
d) 2/3

View Answer

b) 0.15

5. The land width required for national and state highways in the built-up area should be

a) 30 m to 60 m
b) 50 m 70 m
c) 10 m 16 m
d) None

View Answer

a) 30 m to 60 m

This value only for plain and rolling terrain

6. What is the minimum width of shoulders provided in national highway?

a) 1 m
b) 1.5 m
c) 2 m
d) 2.5 m

View Answer

d) 2.5 m

7. As per IRC recommendation, the slope of the earth in cutting should be

a) 1: 2
b) 1: 1
c) 1: 4
d) 2: 3

View Answer

b) 1 : 1

8. The land width required for major district roads in open areas should be

a) 30 m to 60 m
b) 25 m 30 m
c) 15 m 20 m
d) None

View Answer

b) 25 m 30 m

9. The portion of the road surface which is used by vehicular traffic is known as

a) Carriageway
b) Shoulder
c) Expressway
d) All the above.

View Answer

a) Carriage way

10. Summit curve is a type of ___ curve.

View Answer

Vertical

Read More:

Hill Roads – MCQ

Road Maintenance – MCQ

5 Components of a City Road

Road Maintenance – MCQ || Highway Engineering ||

Road Maintenance – MCQ

1. Road maintenance jobs include

a) Maintenance of road pavement.
b) Maintenance of road shoulders.
c) Maintenance of road drainage work.
d) Maintenance of traffic control devices.
e) All of these.

View Answer

e) All of these.

2. The basic causes of sub-grade failure are

a) Inadequate stability
b) Excessive stress application
c) Inadequate stress application
d) Both (a) and (c)
e) All the above

View Answer

e) All the above

3. Which of the following is not a flexible pavement failure

a) Ruts
b) Pot holes
c) Frost heaving
d) Slab failure

View Answer

d) Slab failure

4. Slab failure is a type of

a) Flexible pavement failure
b) Semi-rigid pavement failure
c) Rigid pavement failure
d) None of these

View Answer

c) Rigid pavement failure

5. Map cracking is

a) Formation of irregular cracks of bituminous surfacing
b) Formation of cracks followed with a depression
c) Formation of cracks in the longitudinal direction
d) None of these

View Answer

a) Formation of irregular cracks of bituminous surfacing

6. Which of the following is not a type of rigid pavement failure

a) Shrinkage cracks
b) Mud pumping
c) Warping cracks
d) Ruts

View Answer

d) Ruts

7. Patching should be done during

a) August and September
b) January and February
c) March and April
d) None

View Answer

a) August and September

Read More:

Road Drainage – MCQ

Highway Lighting – MCQ

Maintenance Problem in Hill Roads

Hill Roads – MCQ || Highway Engineering ||

Hill Roads – MCQ

1. The wall provided above the formation of a hill road is known as

a) Parapet wall
b) Breast wall
c) Retaining wall
d) None of the above

View Answer

a) Parapet wall

2. Hill roads are also known as

a) Ghat road
b) Line road
c) Cut road
d) All of these

View Answer

a) Ghat road

3. Scuppers are

a) Catch water drains
b) Cross drains
c) Side drains
d) None of these

View Answer

b) Cross drains

4. The curves having their convexity on the outer edges of hill roads are known as

a) Re-entrant curves
b) Hairpin curve
c) Salient curves
d) None

View Answer

c) Salient curves

5. The minimum desirable radius of curve for a national highway in mountainous terrain, not snow bound, is

a) 50 m
b) 40 m
c) 30 m
d) 15 m

View Answer

a) 50 m

6. In hill roads, the value of minimum camber which is provided for thin bituminous surface is

a) 1.5 %
b) 2 %
c) 2.5 %
d) 3 %

View Answer

c) 2.5 %

7. The wall constructed towards down slope side of the road to resist earth fill pressure is known as

a) Parapet wall
b) Breast wall
c) Retaining wall
d) None of the above

View Answer

c) Retaining wall

8. The wall constructed towards up slope side of the road to prevent hill side from sliding down is known as

a) Breast wall
b) Parapet wall
c) Retaining wall
d) None of these

View Answer

a) Breast wall

9. The curves having their convexity on the inner edges of hill roads are known as

a) Re-entrant curves
b) Hair-pin curve
c) Salient curves
d) None

View Answer

a) Re-entrant curves

10. Salient curves are ____ dangerous than re-entrant curves.

a) Less
b) More

View Answer

b) More

11. The hill roads meant for pedestrians and pack transport are known as ___

a) Motor roads
b) Village paths
c) Bridle paths
d) Other paths

View Answer

c) Bridle paths

Read More:

Types of Hill Roads

Road Drainage – MCQ

Pedestrian Facilities – MCQ

The Necessity of Road Drainage || Highway Engineering

Necessity of Road Drainage

Road drainage is necessary because of the following reasons:

1. Variation of the moisture content in the soil causes variation in the volume of sub-grade and leads to the failure of the road pavement.

2. Excess moisture content in soil sub-grade causes a substantial reduction in its stability.

3. If the stability of the soil sub-grade fails due to poor drainage, the pavement structure is likely to fail due to sub-grade failure.

4. The entrance of water causes a reduction in the bearing capacity of soil sub-grades like WBM and stabilized soil.

5. The stagnation of water on the surface of the pavement reduces the strength of the pavement.

6. Due to poor drainage, waves and corrugations are formed in the flexible pavement which causes failure of the pavement.

7. Due to poor drainage of the road, water remains in contact with the bituminous material for a longer time causing the stripping of bitumen from aggregates and the formation of potholes.

8. In rigid pavements failure occurs by mud pumping due to the presence of water in fine sub-grade soil.

9. Poor and improper surface drainage work causes erosion of soil from the top of the un-surfaced road, slopes, hillside, etc.

10. Increased moisture content causes a considerable increase in weight and thus, increase in stress and simultaneous reduction in strength of the soil mass.

11. Due to excess water, the shoulders and the pavement structure get damaged.

Read More:

Road Drainage – MCQ

Maintenance Problem in Hill Roads

Side Drain and its Types