Test 21 - Pavement Markings

Question 1 ప్రశ్న 1

An urban road-marking plan includes a centre line, a STOP line, chevrons near a channelizing island and arrows on turning lanes. Which classification is consistent with IRC:35-2015?

A All four are longitudinal markings because they lie on the carriageway. B The centre line and STOP line are transverse, while chevrons and arrows are facility markings. C The centre line is longitudinal, the STOP line transverse, chevrons are hazard markings and arrows are arrow markings. D The centre line is a facility marking and the STOP line a longitudinal marking.

Question 2 ప్రశ్న 2

On a two-way road and a nearby one-way multilane road, an engineer must distinguish a centre line from a traffic lane line. Which statement is correct?

A Both lines necessarily separate opposing traffic on every roadway. B A centre line can separate opposing streams on an undivided two-way road, while a lane line can separate lanes travelling in the same direction. C A lane line must always be double solid, while a centre line must always be broken. D A centre line is required between every pair of lanes on a one-way roadway.

Question 3 ప్రశ్న 3

A rural two-way road has an unimportant paved carriageway less than 5.5 m wide and no special hazard at the location. What is the most defensible treatment of its centre-line marking under IRC:35-2015?

A Paint an ordinary continuous centre line throughout because every two-way road must have one. B Paint two full-width lanes irrespective of the actual paved width. C Ordinarily avoid a centre line because it may misleadingly suggest adequate width for two opposing lanes; assess exceptional hazard locations separately. D Convert the centre line into a STOP line at regular intervals.

Question 4 ప్రశ్న 4

An engineer proposes separating a narrow carriageway into two marked same-direction lanes, but the available paved width cannot accommodate the required lane widths. Which design decision best follows IRC principles?

A Do not introduce the additional lane line unless adequate lane width can be provided between the relevant markings. B Add the lane line anyway because paint itself creates usable carriageway width. C Reduce the effective width of both lanes below the required width without checking sideswipe risk. D Use a double STOP line longitudinally to divide the narrow carriageway.

Question 5 ప్రశ్న 5

A driver approaches a broken longitudinal lane line and, farther ahead, a continuous longitudinal line beside a hazardous section. Which interpretation is most defensible?

A Both lines prohibit every lane change under all circumstances. B A continuous line is intended to invite overtaking, while a broken line defines a pedestrian crossing. C The broken line may be crossed when otherwise safe and permitted; the continuous line indicates that the marked boundary is not to be crossed in normal operation. D Both markings are transverse controls requiring vehicles to stop at their beginning.

Question 6 ప్రశ్న 6

An undivided two-way highway has a double solid centre marking through a restricted-sight-distance section. What should the marking communicate?

A Overtaking across the centre is permitted from whichever side first becomes free. B Only heavy vehicles are prohibited from crossing the centre marking. C The marking is a guide for parking positions along both edges. D Neither direction should cross the double continuous centre marking for overtaking.

Question 7 ప్రశ్న 7

On an undivided two-way road, a centre marking consists of one continuous line beside one broken line. Which interpretation is appropriate, provided no other restriction applies?

A Vehicles beside the continuous line may cross whenever the opposite lane is clear, while those beside the broken line may not. B Crossing is restricted for vehicles on the continuous-line side, while those on the broken-line side may cross when otherwise safe and permitted. C Both directions must treat the marking as a pedestrian zebra crossing. D Both directions must cross the lines before reaching a horizontal curve.

Question 8 ప్రశ్న 8

A survey identifies inadequate overtaking visibility near a summit curve on an undivided highway. Which road-marking strategy is most consistent with IRC:35-2015?

A Establish an appropriate no-overtaking barrier marking through the restricted-visibility section, with advance warning-line treatment determined from the applicable visibility assessment. B Extend broken centre lines unchanged through the whole section because drivers can always judge visibility individually. C Use parking bay markings on the curve to show where overtaking is forbidden. D Mark only a STOP line halfway around the curve and omit longitudinal guidance.

Question 9 ప్రశ్న 9

Along a road section with paved shoulders having nearly the same appearance as the carriageway, drivers lose track of the running-roadway limit at night. Which marking treatment most directly addresses this problem?

A A succession of STOP lines across the through lanes. B Parking-space rectangles placed across the shoulder and running lanes. C A centre-line marking used in place of the carriageway boundary. D A properly located continuous edge line delineating the running carriageway boundary.

Question 10 ప్రశ్న 10

An approach to a signalized intersection has a marked pedestrian crossing and a controlled stopping position. Which marking correctly identifies the position beyond which approaching vehicles must not advance while required to stop?

A A diagonal hazard hatch inside the intersection. B A longitudinal broken lane separator immediately after the crossing. C A transverse STOP line placed in accordance with the signal and pedestrian-crossing layout. D A parking boundary line parallel to the kerb.

Question 11 ప్రశ్న 11

A priority-controlled minor road meets a major road. The engineer is selecting markings for compulsory STOP control versus GIVE WAY control. Which combination follows the distinguishing arrangements in IRC:35-2015?

A Use the same continuous double STOP lines and STOP sign for both controls without distinction. B Use STOP-specific transverse markings with a STOP sign where stopping is compulsory, and the specified broken GIVE WAY lines with a GIVE WAY sign where yielding is required. C Use a pedestrian crossing instead of a priority marking whenever the minor road is narrow. D Use only longitudinal edge lines to convey either type of priority control.

Question 12 ప్రశ్న 12

At an unsignalized pedestrian zebra crossing governed by the cited IRC:35-2015 layout provision, what is the usual setback of the STOP line from the start of the zebra marking?

A 2 m to 3 m in advance of the crossing. B Exactly at the far side of the zebra stripes. C 15 m to 20 m behind the crossing under every road-speed condition. D No STOP line is ever associated with an unsignalized zebra crossing.

Question 13 ప్రశ్న 13

At a pedestrian crossing, the uninterrupted roadway width a pedestrian must traverse is 12 m. Under the specific IRC:35-2015 recommendation for crossings longer than 10.5 m in one stage, which provision is appropriate?

A Use a single unprotected crossing because pedestrian refuges are forbidden on marked crossings. B Replace the zebra crossing with a longitudinal traffic lane line. C Provide an intermediate pedestrian refuge island of at least the specified 1.2 m width, with accessible crossing design. D Put a parking bay in the middle of the zebra crossing to reduce the apparent width.

Question 14 ప్రశ్న 14

At a signalized intersection, the extreme right lane is dedicated exclusively to right turns under left-hand traffic, while the adjacent lane serves ahead movements. What pavement-arrow strategy is most appropriate?

A Mark a straight-ahead arrow in the exclusive right-turn lane because it has the greatest available width. B Put identical combined ahead-and-right arrows in every approach lane regardless of the actual controls. C Replace all arrows with zebra markings to communicate lane destinations. D Use lane-specific right-turn and ahead arrows matching the permitted movements, supported by appropriate signs or signals.

Question 15 ప్రశ్న 15

At the start of an exit deceleration lane on a divided highway, vehicles need early guidance distinguishing the exit from the through path. Which pavement marking most directly fulfils this function?

A An appropriately positioned bifurcation arrow directing vehicles into the correct through or exit path. B A STOP line across all freeway through lanes at the beginning of the taper. C A central pedestrian zebra crossing within the high-speed diverge nose. D Parallel parking bays drawn inside the exit taper.

Question 16 ప్రశ్న 16

At a freeway diverge, a triangular paved neutral area lies between the through carriageway and the exiting ramp. Which marking and operating interpretation is most appropriate?

A Treat the neutral area as an extra running lane to increase exit capacity. B Use a longitudinal broken centre line alone and invite vehicle movement across the nose. C Use appropriate diagonal or chevron hazard markings to define the neutral area and guide traffic to the correct side. D Place individual parking-space boxes inside the triangular nose.

Question 17 ప్రశ్న 17

An underpass pier constitutes a fixed obstruction within the carriageway envelope, where an errant vehicle could strike its exposed face. Which object-marking treatment is specified by IRC:35-2015 for this type of obstruction?

A Paint an ordinary broken traffic lane line across the vertical pier face. B Use at least six alternating black-and-yellow diagonal stripes sloping downward towards approaching traffic at 45 degrees, with each stripe at least 300 mm wide, supplemented by appropriate advance hazard markings. C Use only a direction arrow on the road, even if the pier face remains difficult to identify. D Place a GIVE WAY line directly on the pier because it is a transverse obstruction.

Question 18 ప్రశ్న 18

Raised retroreflective pavement markers are being considered to supplement edge and lane markings on a road subject to poor nighttime visibility. Which engineering statement is most accurate?

A Raised markers completely replace horizontal alignment and stopping-sight-distance design. B Markers are needed only at pedestrian crossings and have no role in longitudinal guidance. C Markers are equivalent to traffic signals and establish alternating right of way. D Properly placed retroreflective markers can reinforce the marked vehicle paths at night but require appropriate spacing, durability and maintenance checks.

Question 19 ప్రశ్న 19

On a multilane divided carriageway in India's left-hand traffic system, a maintenance crew must restore road studs beside the shoulder-side left edge and median-side right edge. Which arrangement follows IRC:35-2015 guidance for the relevant reflective stud faces?

A Use red studs at the left running-carriageway edge and yellow studs at the median-side edge, with permitted exceptions at crossing or exit openings. B Use yellow studs at the left edge and red studs at the median edge solely because traffic is left-hand. C Use blue studs along both edges because all raised markers are facility markings. D Use white studs at both edges and no different colours anywhere on a divided road.

Question 20 ప్రశ్న 20

A busy market street has marked kerbside parking, a bus stop and access to an emergency facility. What is the most defensible parking-marking plan?

A Extend standard parking boxes continuously through the bus stop and emergency access to maximize painted bay count. B Delineate authorised parking spaces and keep the bus stop and emergency access clear using appropriate restriction markings and signs. C Rely only on a centre line in the adjacent traffic lane to identify all permitted parking spaces. D Replace all parking space boundaries with GIVE WAY markings to indicate short stays.

Question 21 ప్రశ్న 21

A road-marking audit shows that lane lines are visible in daylight but almost disappear in vehicle headlights on dry nights. Which material-performance measure most directly addresses this shortcoming?

A Increase the number of STOP lines while leaving all longitudinal markings unchanged. B Reduce the line contrast against the pavement so markings attract less attention. C Restore adequate nighttime retroreflectivity, for example through suitable marking material and correctly embedded glass beads, with field verification. D Use only more parking signs because they have the same function as lane delineation.

Question 22 ప్రశ్న 22

A contractor proposes yellow longitudinal road markings on a National Highway concrete pavement solely because the original IRC:35-2015 text distinguished concrete from bituminous pavement. What should an engineer apply for National Highway works in light of MoRTH's 2019 clarification?

A Retain yellow for all concrete National Highway markings without checking subsequent official instructions. B Apply the MoRTH direction to use white markings on concrete National Highway pavements as prescribed for the corresponding marking types, rather than relying on the superseded general concrete-colour provision. C Replace all concrete-pavement markings with blue stripes, irrespective of function. D Omit markings on concrete roads because pavement colour makes them unnecessary.

Question 23 ప్రశ్న 23

For a simplified preview-distance check, pavement markings should first be detectable at least 2 seconds before a vehicle reaches the relevant decision location. At a constant approach speed of 72 km/h, what is this distance?

A 20 m. B 36 m. C 72 m. D 40 m.

Question 24 ప్రశ్న 24

Over a 900 m lane line, an illustrative repeated pattern has a 3 m painted segment followed by a 6 m unpainted gap. If the first segment starts at the beginning and the pattern repeats exactly to the end, and the painted line is 0.15 m wide, what area of paint is required, neglecting losses?

A 45 square metres. B 30 square metres. C 90 square metres. D 135 square metres.

Question 25 ప్రశ్న 25

A safety audit finds worn centre lines, obscured object markings, faded zebra stripes and conflicting lane arrows after a junction has been widened. Which engineering response is most defensible?

A Repaint only the longest line because marking function is independent of intersection geometry. B Keep the conflicting arrows until the next resurfacing because drivers will infer the new layout. C Install road studs randomly and avoid checking the meaning of existing signs. D Survey the revised movements and hazards, correct the marking layout, restore visibility and coordinate it with signs, signals and pedestrian facilities.

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