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CTTAM Civil-Engineering-Technology Exam Syllabus Topics:

SectionWeightObjectives
Materials Testing20%- Concrete and asphalt testing
  • 1. Mix design and quality control
  • 2. Field and laboratory testing procedures
- Soil mechanics and testing
  • 1. Soil classification and properties
  • 2. Compaction and bearing capacity tests
Transportation Engineering20%- Traffic engineering
  • 1. Traffic flow and capacity analysis
  • 2. Signal design and traffic control
- Highway and road design
  • 1. Pavement design and materials
  • 2. Geometric design principles
Structural Design Fundamentals20%- Design of structural elements
  • 1. Reinforced concrete design
  • 2. Steel and timber design basics
- Structural analysis
  • 1. Load determination and load paths
  • 2. Analysis of beams, columns, and frames
Municipal Engineering20%- Water supply and distribution
  • 1. Water quality and treatment basics
  • 2. Water system design and hydraulics
- Wastewater and stormwater management
  • 1. Drainage and flood control
  • 2. Sanitary and storm sewer design
Surveying20%- Surveying equipment and methods
  • 1. Total station and leveling instrument operation
  • 2. GPS and modern surveying technologies
- Measurement and calculation techniques
  • 1. Computation and adjustment of survey data
  • 2. Field measurement procedures

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CTTAM Technical Examination - Civil Engineering Technology C.E.T Sample Questions (Q71-Q76):

NEW QUESTION # 71
The road cross sections shown have chainage (CH) 1+100 and 1+200. What is the volume of sub-grade material if an averaging method is applied?

Answer: D

Explanation:
The averaging method for earthworks between two stations is theAverage End Areamethod:
whereandare the end areas at the two cross sections andis the station spacing. Here, CH 1+100 to 1+200 givesm. From the cross-section labels in the figure, the two sub-grade areas sum to4.26 m²(e.g., approximately 1.31 m² and 2.95 m²), so the average area ism². Multiply by length:m³. This is the standard approach used for roadway cut/fill and subgrade volume computations between surveyed sections.


NEW QUESTION # 72
What personal protective equipment is most important when surveying near active traffic?

Answer: D

Explanation:
Surveying near live traffic exposes workers to struck-by hazards from vehicles and mobile equipment. Safety requirements for such environments prioritize making personnel conspicuous to drivers and equipment operators. The USACE Safety and Health Requirements Manual (EM 385-1-1) explicitly requireshigh- visibility apparel(minimum ANSI/ISEA Class 2) for workers such assurvey crews and inspectorswhen exposed to vehicular or equipment traffic, limited visibility, reduced visibility conditions, or when working close to traffic without protective barriers. This directly matches the scenario (surveying near active traffic) and identifies high-visibility apparel as the key PPE to reduce struck-by risk by improving detection and recognition of workers. While eye, hand, and hearing protection may be needed depending on hazards, the most critical single PPE item for traffic-adjacent surveying is thehigh-visibility vest/apparelrequired for worker visibility and traffic safety controls.


NEW QUESTION # 73
What type of survey stake is shown in the image below?

Answer: B

Explanation:
Acentreline stakeis used to mark the roadway/control alignment in the field, typically at stations, and is identified by centreline-related notation rather than cut/fill or slope-to-daylight information. In the image, the stake is marked in a way consistent withcentreline stationing/control(as opposed to slope stakes, which typically include slope ratio, offset, and cut/fill to finished grade, or benchmark stakes, which serve as elevation control points). Standard construction staking guidance notes that stake markings communicate what line is being staked (e.g.,CL) and its relationship to stationing and control.
Because the stake is presented as a control point for alignment (centreline) rather than a grade/slope instruction, it is best classified as acentreline stake.


NEW QUESTION # 74
A civil engineering technologist is providing culvert location staking in the field for a project. What information is placed on the survey stakes?

Answer: B

Explanation:
Construction staking is intended to communicatelocationandgradeto the crew in a form they can build from.
For pipe and culvert work, the controlling grade is theinvert(flow line), because pipe installation, bedding, and hydraulic performance are governed by the invert elevations at key points (typically inlet/outlet ends and along stationing). Standard staking practice records theoffset distancefrom a control line/centerline and the vertical informationneeded to establish the required grade at the feature being built. Civil surveying references describe that stake markings commonly include distances from control (left/right offsets) and elevation/grade relationships to the feature staked. For culvert/pipeline staking specifically, invert elevations are a primary requirement so that the installed pipe meets design slope and elevation. Therefore, the appropriate stake information is theculvert invert elevationsalong with theoffset to the end of the culvert, enabling accurate placement without occupying the excavation line.


NEW QUESTION # 75
Which are five different types of driver maneuvers a technologist must consider when designing an at-grade intersection?

Answer: A

Explanation:
At-grade intersection design is governed by how vehicle paths interact-i.e., the fundamentalconflict types and maneuver classes that must be accommodated by geometry, channelization, and traffic control. AASHTO' s intersection chapter explicitly categorizes vehicular conflict points and illustrates them using the maneuver typesdiverging, merging, and crossing, and it addresses how turning movements create and interact with these conflicts within the functional area of intersections.
In addition, AASHTO describesweavingas the condition where one-way traffic streams cross bymerging and divergingmaneuvers-another key operational behavior that affects design and level of service.
Putting these together, the five maneuvers a technologist must consider in intersection design arediverging, merging, weaving, crossing, and turning, which corresponds exactly toOption B.


NEW QUESTION # 76
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