Hello friends, This channel is an attempt to address typical topics in Traffic Engineering and Highway Engineering. The idea is to address the points generally missed in the class. It is meant for undergraduate students of Civil Engineering, graduate and research students of Transportation Engineering and also for field engineers working in planning, design and construction of highways and airports. The focus is on Indian standards and left-hand driving conditions. You can request for a topic to be covered by either writing in the comment box or by sending an email message to me at satisfce@gmail.com A new video will be uploaded every Sunday at 4.00 PM (IST)
A new series on Airport Planning and Design is started recently for our undergraduate students. A video on this topic is uploaded every Thursday at 4.00 PM. Watch and write your feedback.
Good evening sir, I have a one question, please reply. In aggregate impact test, why we have taken aggregate passes from 12.5 mm and retained 10 mm. What is the reason behind it.
No specific reason. The test accessories and specifications are made using this size. If you take larger size then size of the cup, weight of the hammer and it's height will also change. It will make the test expensive. This test is very often conducted at site so equipment was made handy.
CRYSTAL CLEAR SIR CONCEPT SIR///............. small doubt sir ,,, ( ESE 2006 ) Assertion (A): The superelevation provided on a curve of a railway track is less than the equilibrium cant. Reason (R): Subject to a maximum value depending on speed and gange, cant deficiency is allowed and therefore the actual cant provided is less than the equilibrium cant. a) Both A & R are true and R is the correct explanation. b )Both A and R are true but R is not a correct explanation of A. c) A is true but R is false. d) A is false but R is true. Could you please explain sir .........Tqqqq sir ........... whether ANS ( A ) or Both are not correct sir .......
Nice explanation sir tqqqqq so much ...................Could you please ans following questions ....sir 1 )))))))))))) For railway track in hilly terrain , the type of G is prodied whether MOMENTUM GRADIENT OR HELPER GRADIENT sir ......... 2 )))))))))))) Consider the following statements wrt Railways ????? 1 ) A level stretch equal to max length is to be provided between the gradient reaches where rising gradient is follwed by falling gradient ... 2 ) Vertical curves in railways are not set of parabolas .... 3 ) Diamond crossing can laid on curves also.... 4 ) Curves should be avoided at the top of level segement of Railway Bridge ..... Which of the above statements are correct ?????? ESE ( 2017 ) Institues they gave Ans ;;;; 1 & 3 .........I hope wrong sir ..... 1 & 3 2 & 3 1 & 4 2 & 4 Could you please explan with Explanation sir ........ TQQQQQ SO MUCH SIR.......
I could not understand the statement number 1. Looks incomplete. Vertical curves in railway is always a parabola (cubic parabola) Diamond crossing can be laid on curves. 4th statement is correct.
Hello sir...!! Nice explanation sir... Could you please explain One question ESE sir..!!! Statement 1 ) The actual payload, particularly passenger aircraft is normally less than structural payload even aircraft is completely full. . Statement 2 ) These are limitations in the use of space when passengers are carried in an aircraft.... Is Statement 2 is correct explanation for statement 1 sir ?? Or Both are independently correct. !!! Sir.....?? Could you explain sir.....
@@SatishIITR okkk sir tqqqq .....little confusion sir >>???/// Is Statement 2 is correct explanation for statement 1 sir ?? Or Both are independently correct. !!! Sir.....??
Excellent explanation and imagination sir.. In ESE they asked 3 questions asked And all you covered and additional information also covered.... Sir.. Tqq so much sir from my heart.... Could you please take Part 2 also.... Sir... Request sir
Good evening sir..... small doubt sir.. ESE question sir... For safe landing and takeoff , Do u consider runway grade sir. ???? Or not Sir. ?? Runway grade only for drainage purpose. ? Sir Could you please answer this one sir... TQQQ so much sir
Yes, Gradient on the runway will affect runway length, that is why we apply correction to length for gradient also. Steep grade means more distance required to attain the take-off speed.
Hello sir.... Small doubt sir... ESE question.... The orientation of the runway is decided. ?? 1 ) maximum wind coverage and least cross winds 2 ) landing characteristics of aircraft 3 ) Scope of future expansion 4 ) obstruction free approach.... Coaching institutes they answer 1 3 and 4. !! Sir.. Could you please explain why option 2 is not considered. ??? Sir..... Tqqqqq..... sir......
Respected Sir, If I make a mistake, please forgive me or correct me. The UCS we are talking about should not be less than 1.5 Mpa of an individual cube within the batch and the average of 5 cubes should be above 3 Mpa. This is written by putting single and double stars in the IRC code (IRC SP 89, Table 8) and Batch size of minimum 5 cubes to be taken instead of 3 cubes. MOR&TH (Clause 403.2.6) says something different, it says that the design strength shall be taken as 1.75 Mpa and the laboratory strength should be 1.5 times more than the field strength. This means that our field strength will be 1.17 Mpa, but after multiplying it 1.5 times it will become 1.75 Mpa (as per MOR&TH, 1.75 Mpa is Design Strength) or we can understand this by multiplying the design strength 1.75 by 1.5 and it will become 2.625. It was confusing for me from the beginning, so I requested you to make a video on this, in the CTB video comment section.
IRC SP89 is for low volume roads and MoRTH specifications are for state highways and above. Laboratory strength is taken higher than the design strength because of variablity in the materials and loose quality control. The design of the layer (E - value) is done for 1.75 MPa but when actual material is brought from the field for testing, the lab strength should be achieved 1.5 times the design strength i.e. 2.625 MPa. Here design strength is not to be lowered to 1.17 MPa. In the field you will achieve 1.75 MPa when you design the mix for 2.625 MPa in lab. Hope it is clear now.
Okay Sir, Where it is written in the IRC code that this code is to be used for low volume roads. (IRC SP 89). I searched but couldn't find it anywhere in code.
@@SatishIITR Sir, Why we have not covered MOR&TH Guidelines like minimum unconfined compressive strength & minimum cement content requirements in this video ?
Q1. Why is there a higher limit of UCS? Q2. Is the Durability test specified in MORT&H specification CTSB? Q3. How much humidity shall be maintained for keeping the samples for durability test?
1. high or low limit of UCS depends on traffic volume. 2. MoRTH specifications suggest durability test for soil - cement mixture. 3. There is no mention of level of humidity for desiccators.
@@SatishIITR Sir what I meant was that why should there be any limit on gaining strength? Why should it not be only a min. strength requirement as in concrete, steel, aggregate and many such materials? What is wrong in obtaining UCS>3MPa?
In conventional exams what should be taken as gauge for BG? Should i mention that Dynamic gauge = 1750mm for BG in solution and then solve the question? or should i go for 1676 mm ? lacking clarity on what to write in Mains exam.
All formulae are derived taking dynamic gauge, but a few books consider 1676 mm in their example problems, which is not correct. Better to mention in your solution.
Sir i am having confusion in the value of G for BG. Shoul d it be 1750 mm or 1676 mm? what should be taken? several places in the book, it has been taken as 1676 mm [in questions of clearence, negative superelevation], while in curves, and Ca, Ce questions, G = 1750 mm is taken. Kindly guide sir
Sir, Can you please explain to me how the weight of S.No. 8 and 9 will be calculated ? (S.No.8) is 2+4 = 6+10.2=16.2 & 4+4+4 = 10.2+19 = 29.2 (Total is 45400) (S.No.9) is 2+4+4= 6+19=25 & 4+4 = 19 = 44 (Total is 44000) Sir, Please Explain
@@SatishIITR Dear Sir, I don't think this answer will come, you look once more, because 9 out of 10 of my answers are correct then how come the 10th is wrong. Front Axle 2 Tyre = 6 Ton Front Axle 4 Tyre = 10.2 Ton & Rear Axle 4 Tyre = 10.2 Ton Rear Axle 4+4 tyre = 19 Ton Total is 6+10.2+10.2+19 = 45.4 Ton Sir, How will the rear axle weight be 22.4 Ton ?
good morning sir ......Could you suggest Basic book for Tunnelling Engg SIR ... TOPICS ::::::: Alignmnent , Methods of Construction , Disposal of Muck , Drainage , Lighting and Ventilation ... sir but in ESE every yr used to ask max 2 bits sir.... Suddenly ESE 2024 they asked 6 bits ( 12 marks )..... unable to answer sir .... please suggest sir ......Tqqqq sir
