SSC-JE 2022

STAFF SELECTION COMMISION-JUNIOR ENGINEER

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First Edition : 2022

 PREFACE
As the level of competition is increasing each and every day, students demand
for a better learning resource gets surged with each passing attempt. Junior
engineers recruited by Staff Selection commission abbreviated as SSC-JE has
raised their bar in terms of testing the students at various levels. Students need
to be well versed with fine details of technical as well as non-technical subjects
and same needs to be demonstrated before the examiner.
This book of Transportation Engineering comprises every requisite detail in
concise and lucid manner to help students for forming a mindset required for
exams. Further, it goes on to bridge the knowledge gap of students by including
each and every topic relevant for the exam. It also goes without saying that
students were in need of a reliable content and IES Master has designed an
optimized study resource as postal study package of SSC-JE competitive exam.
IES Master has designed the postal study program for SSC-JE with a motto for
students that “learn only which you can reproduce”. The sole objective is to
create a companion for students which will help in solidifying their basic concepts
and make them able to create a ladder for themselves for strengthening each
and every concept.
This masterpiece from IES Master’s Research & Development Team ensures that
your level of preparedness matches exactly to that required for the actual SSC-
JE exam. Thus far, and no further, the content of this book leaves no stone
unturned in its easy-to-understand language, optimized with fonts and layout
that your eyes will surely relish.

IES Master Publication

Ch. No. Chapter Name Page

1. Introduction ................................................. 001-008

2. Geometric Design....................................... 009-045

3. Traffic Engineering ..................................... 046-080

4. Pavement Design ....................................... 081-105

5. Highway Materials ...................................... 106-123

6. Highway Construction ............................... 124-132

7. Highway Maintenance ................................ 133-143

8. Hill Road ...................................................... 144-147

9. Railway, Airport & Tunnel Engineering .. 148-193

10. Bridge Engineering ...................................... 194-205

 INTRODUCTION

1.1 Development of 1.1 DEVELOPMENT OF HIGHWAY

Highway
1.1.1 Roman Road
1.2 Highway Developments
in India 2.2 - 2.5 m
Large stone slabs 10-15 thick
1.3 Functional
Classification of Roads

Total thickness
0.75-1.2 m
1.4 Road Patterns Kerb stone

1.5 Engineering Surveys

Lime concrete
Broken stones in
lime concrete
10-20 cm thick sub-grade
Large foundation stones in lime mortar
Roman Roads

Features

 Every courses were build straight without any camber (slope of

pavement in lateral direction).

 The total thickness of construction varied from 0.75 m to 1.2 m.

 It was built on hard stratum.

 Dressed large stone blocks were used in wearing course with lime
mortar.

 Kerb stone (large stone) was used to provide lateral stability of

pavements.

Drawbacks

 Large stone blocks were used in soil subgrade layer.

 The thickness was very high, even though the magnitude of wheel
loads (animal drawn vehicles) was very low

 Camber was not provided in any course.

Note: Generally, life cycle of an earthen road lies in the range of 2-4 years.
CIVIL ENGINEERING GEOMETRIC DESIGN 15

 Where the carriageway width changes, e.g., from single lane to two lanes or two lanes to four lanes, the
transition should be affected through a taper of 1 in 15 to 1 in 20.

2.3.4 Traffic Separators or Median

 The main function of traffic separator is to prevent head-on collision between vehicles moving in opposite
directions on adjacent lanes
 Median should be as wide as possible but their width is restricted due to economic considerations.
 The IRC recommends a minimum desirable width of 5.0 m for median of rural highways, which may be
reduced to 3.0 m where land is restricted. On long bridges, the width of the median may be reduced in
between 1.2 to 1.5 m.
 The medians should normally be of uniform width on a particular road, but where change in width is
unavoidable, a transition of 1 in 15 to 1 in 20 must be provided.

2.3.5 Kerb
 It indicates boundary between the carriage
way and the shoulder of footpath or islands Kerb Kerb
and provided lateral support to carriageway. Foot path 3-Lane pavement Traffic separator

2.3.6 Shoulders
 It is provided along the road edge and serve as a emergency lane to accommodate stopped vehicles. It
also provide lateral confinement to the pavement layers.
 Desirable width of shoulder is 4.6 m (on one side) with a minimum of 2.5 m for 2 lane rural highway.

2.3.7 Road Margins

 The portion of the road beyond the carriageway and on the roadway can be generally called road margin.
 Building line represents the road width upto which no building activity is permitted.
 Control line represents the distance upto which nature of building is controlled.
Overall width between control lines (150 m)

Overall width between building lines (80 m)*

Setback Road land width (Right of way) (45 m)* Setback

distance Roadway or formation (12.0 m)* distance

Shoulder
Carriageway
Central line of road
Road and Boundary

Road and Boundary

Building line

Building line
Control line

Control line

 *  The value in bracket is mentioned for plain and rolling terrain in open area for 2 lane national
and state highway.
IES MASTER Publication
CIVIL ENGINEERING TRAFFIC ENGINEERING 47

 Initial velocity (v)

 Braking distance (L)
 Actual duration of brake application (t).

Case (i): When braking distance (L) and initial velocity (u) is known:
After application of brake
Work done against the frictional force = Change in kinetic energy of vehicle
1
fmgL = mu2
2
u2
L
2gf

Case (ii): When initial velocity (u) and actual duration of brake application (t) is known:
v = u + at [Final velocity = 0]
= u – at [Retardation = –a]

u
a = ...(i)
t
Frictional Force = Retarded Force
mgt = ma
a = tg ...(ii)

Case (iii): When braking length (L) and actual duration of brake application (t) is known.
1 2
L = ut  at
2
u
From equation (i) a = 
t
1 u 2 ut
L = ut  t 
2t 2
ut u2
From eqn. (i) & (ii), we get =
2 2gf
u = fgt

fgt2
L =
2

fobtained from braking test

Note:  (Braking efficiency) =  100
fmax known

Illustration 1: Determine the average skid resistance of the pavement surface. During a braking test, a
vehicle travelling at a speed of 35 Kmph was stopped by applying brakes fully and
(i) Vehicle stopped within 2 sec. after application of brakes.
(ii) Skid marks were 5.8 m in length.
(a) 0.496, 0.832 (b) 0.523, 0.821
(c) 0.54, 0.82 (d) 0.69, 0.78

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CIVIL ENGINEERING TRAFFIC ENGINEERING 55

 Return post card method

 Tag on car method
 Home interview method
 Work spot interview method.

3.3.4.1 Traffic Volume Study

3.3.4.2 Introduction
 Traffic volume is the number of vehicles crossing a section or point of road per unit time.
 It is expressed in vehicle per hour or day and is used to measure the quantity of traffic flow.
 Complete traffic volume study includes:
 Classified volume study: Number of different types of vehicles are counted.
 Directional Study: Distribution of traffic in different lanes are counted.
 Turning Movement Study: Used in design of intersection, in planning of signal timings, channelization
and other control devices.
 Pedestrian Traffic Volume Safety: It helps in planning side walks, cross walks subway and pedestrian
signal timing.

3.3.5 Traffic Capacity Study

3.3.5.1 Introduction

 Traffic volume: It is the number of vehicles that pass a given point during specified unit of time. It is
usually expressed as vehicles/hour or vehicles/day or PCU/hr.

Capacity with passenger car only

Passenger Car Unit (PCU) = Capacity with coresponding vehicle of that class only

 Traffic density: It is the number of vehicles occupying a unit length of lane of roadway at a given instant,
usually expressed as vehicles per kilometer.

 Let K no. of vehicles occupy one km of stretch.

A
 If each vehicle is moving with a velocity of V km/hr., time taken by last
vehicle to approach section A-A.

1 K nos. of vehicles
= V km / hr

1 km A
 If q is the traffic volume in vehicle/hr then K no. of vehicles will cross
K  Veh. / Km 
section A–A in time .
q  Veh. / hr 

1 K
 =
V q
 q = KV

i.e. Traffic volume = Traffic density × Traffic speed (i.e. space mean speed)

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CIVIL ENGINEERING TRAFFIC ENGINEERING 67

 Merging and diverging conflicts are considered as minor crossing because of small relative velocity due
to small intersection angles.

Various Conflicts at an Intersection

Case-(1): When two lane two way traffic crosses a two lane two way traffic.

Conflicts in a traffic signal

V
4 Through traffic
4 Right turn
P P R 8 Right turn-Through
P P
8 Merging (4 left turn and 4 right turn)
R R 4 Diverging  but neglecting due to small velocity
R R
R R P 8 Pedestrian
R R Total vehicular conflicts = 24 (after neglecting diversing)
Total conflicts = 32
P P
P P

Case (2): When two lane-two way traffic crosses a two lane-one way traffic.
Major Conflicts
Through traffic = 4
Right crossing = 1
Right turn-through = 2
Minor Conflicts
Merging = 4

P P

P
P
P
P

Total vehicular conflicts = 11

Total pedestrian conflicts = 8
Total number of conflicts = 19

Case (3): Two lane one way traffic crosses a two lane one way traffic.

Major Conflicts
Through traffic = 4
Minor Conflicts
Merging = 2

P P

P P

P P
Total pedestrian conflicts = 8
Total vehicular conflicts = 6
Total number of conflicts = 14

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CIVIL ENGINEERING TRAFFIC ENGINEERING 77

We know that
1.5L  5
C =
1Y
1.5  12  5
C = = 77 sec.
 1000 900 
1  
 2500 3000 
Effective green time for N-S direction.

C  L   yi 77  12   2
0 5
= Y1  Y2
= = 52 seconds.
2 1

5 10
3.5 TRAFFIC SIGN

Classification of Signs

1. Regulatory/Prohibitory Signs
 These inform to road users for laws and regulations.
 Mandatory signs or Regulatory signs are circular in shape except stop sign (octagonal) and give way
(triangular having apex downward). The diameter of circular disc varies from 600 mm to 1200 mm
depending on the small, medium, normal and large size.
 Sign have a red border, white background and indication of character in black colour.
 The height of octagon varies from 750 to 1200 mm and for triangular, it is 600 mm to 1200 mm.
330
900
30

GIVE
90
WAY
70   780
780 780
750 900 900
900
900
R45 RIGHT TURN U-TURN OVERTAKING
STOP GIVE WAY ONE WAY SIGN PROHIBITED PROHIBITED PROHIBITED

600 70

470 750
470 900
COMPULSORY SPEED LIMIT HORN
KEEP LEFT PROHIBITED
Mandatory/regulatory signs

Note: To improve the visibility of the signs on multi-lane roads, the height of signpost varies from 2.0 m to 2.5 m.

2. Danger/Warning/Cautionary Signs

 Warns road user from existence or potential of certain hazardous conditions.

 These sign helps in ensuring safety of traffic.

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 102 TRANSPORTATION CIVIL ENGINEERING

Illustration 9: In a rigid pavement slab of 25 cm thickness, the equivalent radius of resisting section
assuming the contact area is 1414 cm2 is
(a) 19.8 cm (b) 21.21 cm
(c) 16.74 cm (d) 24.21 cm

Solution: (b)
h = 25 cm and A = 1414 cm2
2
A = a  1414
a = 21.21 cm
Equivalent radius of resisting section = b

b = 1.6a2  h2  0.675h
2 2
= 1.6   21.21   25   0.675  25
= 19.796 cm

a 21.21
But here =  1.724 .
h 25
Hence, b = a, b = 21.21 cm.

Illustration 10: Calculate the wheel load stress:

At corner using Westergaard’s corner load stress analysis from the following data:
(i) Design wheel load = 4200 Kg.
(ii) ‘E’ value of cement concrete = 2.8 × 105 Kg/cm2
(iii) Thickness of pavement slab = 20 cm
(iv) Modulus of subgrade reaction = 7 Kg/cm3
(v) Radius of contact area = 14 cm.
(vi) Poisson value of cement concrete ‘  ’ = 0.15
(a) 25 Kg/cm2 (b) 17 Kg/cm2
(c) 32 Kg/cm2 (d) 14 Kg/cm2

Solution: (b)
Wheel load stress at corner using Westergaard’s corner load stress analysis is given by :
0.6
 
3P   a 2  
SC = 2  1    
h   l  
Given, P = 4200 Kg, h = 20 cm, a = 14 cm
1/4
 Eh3 
Radius of relative stiffness ‘l’ =  2 
 12K 1    
1/4
 2.8  105   20 3 
=  
 
 12  7  1   0.15 2  

= 72.27 cm

IES MASTER Publication

 HIGHWAY MATERIALS

5.1 Introduction 5.1 INTRODUCTION

 Various materials are used in pavement construction, namely soil,
5.2 Subgrade Soil aggregate bitumen, cement, etc.
5.3 Stone Aggregates  Granular sandy soil is the most suitable material for highway
embankment, it also provide, subsurface drainage in subgrade layer.
5.4 Bituminous Material
5.2 SUBGRADE SOIL
5.5 Difference between
Tar and Bitumen  Soil in subgrade layer is to be strong enough to carry traffic loading.

 Strength of soil depends upon types of soil, moisture content, dry

density, structre of soil, application of stresses etc.
 Strength is determined by shear tests, bearing test and penetration
test.

5.2.1 Plate Bearing Test

 This test is conducted to estimate the bearing capacity of soil and
value of modulus of subgrade reaction
 In plate bearing test, a compressive stress is applied to the soil or
pavement layer through rigid plates relatively large size and the
deflections are measured for various stress values.
Reaction

Hydraulic Jack
Datum Frame Pressure Gauge

Dial Gauge
Stacked Plates

Figure Plate Load test

5.2.2 CBR Test

 This test is carried out to determine stability and strength of subgrade
soil.
CIVIL ENGINEERING HIGHWAY MATERIALS 111

Elongation Index
 After carrying out the flakiness index test, the flaky material shall be removal from sample and the
remaining portion shall be used for carrying out elongation index.
 Test procedure is same as flakiness index, except different types of metal gauge is used, and aggregates
are tested for longest dimension.

 The elongation index is percentage of particle that is retained in the respective length gauges with
respect to total weight.

Note: These methods are not applicable for particles size lesser than 6.3 mm.

 IRC suggests the maximum value of flankiness and elongation index as 30%.

6. Angularity Number

 This represents the degree of packing

 Angularity or absence of rounding of the particles of an aggregates is a property, which affect the ease
of handling of a mixture or it means range from angular to rounded.

 Angularity number = 67 – Percentage of solid volume

 67 represents the volume of solids (in %) of most rounded gravels in a well compacted state, which
would have 33% voids. Thus the angularity no measures the voids in excess of 33%.
 Higher the angularity number, more angular is the aggregate.
 The range of angularity No. for aggregates used for construction is 0 to 11.
100 w
Angularity number = 67 
C.G
where, w = Weight of the aggregate in the cylinder (gm)
C = Weight of water required to fill the cylinder (gms)
G = Specific gravity of aggregate
Angularity number = 67 – Percentage of solid volume

Note: 1. This test is not applicable for those particles which breakdown during test.
2. Maximum limit of water absorption for road aggregate should be restricted to 0.6%.

Illustration 1: If aggregate size of 30-40 mm is to be tested for finding out the portion of flaky aggregate
using length gauge, the slot length of the gauge would be
(a) 18 mm (b) 21 mm
(c) 63 mm (d) 25 mm

Solution: (b)
dm = Mean diameter of sample
30  40
=  35mm
2
For flaky aggregate

 Slot length = 0.6 × dmean = 0.6  35 = 21 mm

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CIVIL ENGINEERING HIGHWAY MATERIALS 119

2. Properties of the mix

1. Theoretical specific gravity of the mix (Gt)

Theoretical specific gravity (Gt) is the specific gravity without considering air voids, and is given by

Air

Bitumen Wb

Filler W3
VSolid Totalweight W1  W2  W3  Wb
Gt = = …(i)
Fine Agg. W2 (Volume ofsolids) w W1 W2 W3 Wb
  
G1 G2 G3 Gb
Coarse Agg. W1

where W1, W2, W3 and Wb weight of respective material as shown in above figure.
G1, G2, G3 and Gb apparent specific gravity of respective material as shown in above figure.

2. Bulk specific gravity of mix (Gm)

The bulk specific gravity or the actual specific gravity of the mix (Gm) is the specific gravity considering
air voids and is found out by:
V w

P
Wm
Gm = W – W
m w

Wtotal
Gm = Wm ...(ii)
Vsolid  Vair  w
where, Wm is the weight of mix in air (actual wt), Ww is the weight of mix in water (Bouyant weight).

Note: Theoretical specific gravity is always greater than bulk specific gravity.

3. Air voids percent (Vv)

Air voids (Vv) is the percent of air voids by volume in the specimen and is given by:

(Gt – Gm )100 Vvoid(air)

Vv = = Vv =  100 …(iii)
Gt Vtotal

4. Percent volume of bitumen (Vb)

The percent volume of bitumen (Vb) is the volume of bitumen to the total volume and is given by:

Wb
Gb Vbitu min
Vb = × 100 = Vb = × 100 …(iv)
W1  W2  W3  Wb Vtotal
Gm

5. Voids in mineral aggregate (VMA)

Voids in mineral aggregate (VMA) is the % voids in the mineral aggregate and is the sum of air voids
and volume of bitumen and is calculated from
VMA = Vv + Vb …(v)

IES MASTER Publication