Question 1

Railway engineering history: In which year did Charles Vignoles introduce the flat-footed (Vignoles) rail section that replaced the early double-headed pattern in many countries?

Accepted Answer

Introduction / Context: Railway permanent way history includes several standard rail sections. Early British lines used double-headed or bull-head rails with chairs. Charles Vignoles popularized a flat-footed rail that could be spiked directly to sleepers, simplifying construction and reducing cost. Recognizing the correct year for this innovation is a classic railway engineering fact-check. Given Data / Assumptions: Question refers to the first adoption/invention year associated with Vignoles' flat-footed rail. We assume the conventional historical date used in railway engineering texts. Concept / Approach: The Vignoles rail (also called flat-bottom rail) displaced bull-head rails in many countries due to better stability and easier fastening. The key recall is the year: 1836 is widely cited in standard references as the date connected to Charles Vignoles' introduction of this rail form. Step-by-Step Solution: Identify the historical figure: Charles Blacker Vignoles, civil engineer.Identify the contribution: flat-footed rail (flat-bottom section) that allows direct fastening to sleepers.Recall the year commonly associated with its introduction: 1836. Verification / Alternative check: Multiple railway history compendia and exam guides list 1836 as the year linked to the Vignoles (flat-footed) rail. The year also aligns with the period of rapid railway expansion and standardization in Europe. Why Other Options Are Wrong: 1814: Too early; predates practical widespread rail standardization. 1846 or 1856: Later than the accepted introduction date; the section was already known. 1873: Far too late; by then flat-bottom rails had significant adoption in many regions. Common Pitfalls: Confusing first patent filings with the popularly cited introduction year. Mixing up Vignoles' rail with Bessemer steel era timelines (steel rails became common later). Final Answer: 1836

Question 2

Track ballast practice: Coal ash (cinder) is used during the initial stage of new railway construction primarily with which type of sleepers?

Accepted Answer

Introduction / Context: Ballast provides load distribution, drainage, and stability to the permanent way. While high-quality crushed stone is preferred, historically some projects used coal ash (cinders) in the early stages. This question tests practical knowledge of which sleeper types can tolerate such inferior ballast during initial construction or temporary works. Given Data / Assumptions: Material: Coal ash (cinder), relatively light and less durable than stone ballast. Context: Initial stages of construction, temporary packing before final ballasting. Sleeper types considered: wooden, steel, cast iron, and others. Concept / Approach: Wooden sleepers possess a broad bearing area and some resilience, allowing them to perform more acceptably with lower-grade ballast for short periods. Steel sleepers require better ballast interlock to maintain gauge and resist corrosion; cast iron pot sleepers also need stable support to prevent concentrated stresses. Thus, cinders are historically associated with temporary packing under wooden sleepers, particularly in sidings or low-speed stretches during construction. Step-by-Step Solution: Identify sleeper compatibility: wooden sleepers can tolerate softer, less angular ballast due to larger contact area.Consider construction phase: initial packing often replaced later by stone ballast.Conclude the best match: wooden sleepers. Verification / Alternative check: Conventional railway engineering notes list cinder as an inferior ballast acceptable mainly for temporary works and most suited under wooden sleepers; it is specifically discouraged beneath steel sleepers due to corrosion and inadequate interlock. Why Other Options Are Wrong: Steel sleepers: Require high-quality, angular stone; cinder promotes corrosion and poor lateral restraint. Cast iron sleepers: Concentrated bearing can crush cinder, leading to settlement and gauge issues. Prestressed concrete sleepers: Modern PSC sleepers demand strong, well-graded stone ballast only. None of these: Incorrect because wooden sleepers are a recognized (temporary) use case. Common Pitfalls: Assuming cinder ballast is acceptable for mainline permanent use—it is not. Overlooking drainage; cinder retains moisture and fouls quickly. Final Answer: Wooden sleepers

Question 3

Bridge trackwork: Wooden sleepers placed on girder bridges are typically fabricated from which durable timber species for long service life?

Accepted Answer

Introduction / Context: Bridge track flooring often uses timber sleepers mounted on steel girders to carry rails. The choice of timber must resist decay, moisture, and mechanical wear while holding spikes/fastenings securely. This question asks which species is generally selected for bridge sleepers in railway practice. Given Data / Assumptions: Application: Sleepers on steel or composite girders of bridges. Required properties: High durability, dimensional stability, resistance to rot and insects, good spike-holding. Concept / Approach: Teak is renowned for natural oils, high durability, and excellent resistance to weathering and insects. It maintains fastenings securely and withstands cyclic loading and moisture at bridge locations. While Sal is strong and used widely for plain track sleepers, teak is typically preferred on bridges where longevity and fastening reliability are paramount. Step-by-Step Solution: List candidate timbers: Teak, Sal, Deodar, Chir.Evaluate durability and spike-holding: Teak ≥ Sal » Deodar/Chir.Select teak for bridge sleepers based on durability and fastening performance. Verification / Alternative check: Standard railway specifications and bridge maintenance manuals commonly reference teak (or pre-stressed concrete in modern practice) for severe exposure locations; among the timbers listed, teak scores highest for durability class and dimensional stability. Why Other Options Are Wrong: Sal: Strong and common for track, but less weather-resistant than teak on bridges. Deodar and Chir: Softer and less durable; not preferred for high-duty bridge sleepers. Bamboo: Not a standard sleeper timber for bridges. Common Pitfalls: Confusing general track sleeper timber (Sal) with the higher durability demands on bridges. Ignoring the importance of fastener retention under vibration and moisture. Final Answer: Teak

Question 4

Track curvature correction: Rails are bent (curved) in the yard before laying when the degree of curve exceeds approximately what value?

Accepted Answer

Introduction / Context: On sharper curves, straight rails resist seating properly and develop undesirable lateral forces and gauge variations during traffic. To achieve a true circular arc and smooth running, rails are pre-bent (curved) before installation once the curvature exceeds a practical threshold. The question asks for the typical degree of curve beyond which pre-bending is adopted. Given Data / Assumptions: Degree of curve is defined in standard railway geometry (angle subtended by a 30.5 m chord in many systems). We assume mainline practice where pre-bending is used for sharper curves to minimize joint batter and lateral creep. Concept / Approach: Experience shows that when curves are sharper than a few degrees, field bending ensures proper contact and reduces maintenance. Conventional exam standards and handbooks often quote about 4° as the changeover point for pre-bending. Step-by-Step Solution: Evaluate options 1°–6°.Gentle curves (≤3°) can generally be laid with straight rails, adjusted in track.For >4° curves, rails are pre-bent to correct curvature. Verification / Alternative check: Track geometry manuals and typical MCQ references cite ~4° as the practical threshold beyond which rails are bent prior to laying to match curve radius and reduce kinks at joints/welds. Why Other Options Are Wrong: 1°, 2°, 3°: Curves are too mild to mandate pre-bending in most practices. 6°: Too stringent; pre-bending is already recommended on curves sharper than ~4°. Common Pitfalls: Confusing mandatory pre-bending with on-site easing; mild curves may be adjusted without full bending. Mixing degree-of-curve conventions (ensure consistent definition across regions). Final Answer: 4°

Question 5

Functions of sleepers: Which statement below is incorrect regarding the roles of sleepers in maintaining track geometry and load distribution?

Accepted Answer

Introduction / Context: Sleepers (ties) perform multiple essential functions in railway track: gauge maintenance, load transfer, damping, and positional stability. This question asks you to identify the incorrect statement among typical functions attributed to sleepers. Given Data / Assumptions: Standard ballast track with timber, steel, or concrete sleepers. Statements list widely accepted functions. Concept / Approach: All four listed statements are true. Sleepers maintain gauge, distribute vertical and lateral loads into the ballast and subgrade, and provide an elastic interface (in conjunction with pads/ballast) that cushions dynamic forces and reduces track stiffness variations. Step-by-Step Solution: Check gauge function: Sleepers and fastenings keep rail spacing correct—True.Check stability: Sleepers contribute to track stability and resistance to buckling—True.Check cushioning: Sleeper/rail pads plus ballast create elastic support—True.Check load transfer: Sleepers spread wheel loads to ballast—True. Verification / Alternative check: Textbook descriptions of sleeper functions confirm all four roles; thus, no statement is incorrect, making “None of these” the correct choice. Why Other Options Are Wrong: Options A–D: Each is a correct function; none can be singled out as incorrect. Common Pitfalls: Assuming only ballast provides cushioning; in practice, the sleeper/fastening system and ballast together provide elasticity. Overlooking that sleepers also help maintain alignment and cant on curves. Final Answer: None of these

Question 6

Turnout geometry: If L1 and L2 are the actual and theoretical lengths of a tongue rail, d is the heel divergence, and t is the tongue thickness at the toe, what is the expression for the switch angle α?

Accepted Answer

Introduction / Context: The geometry of a switch (points) in a turnout depends on the switch angle α, which relates the lateral divergence achieved to the longitudinal development of the tongue rail. Practical formulas account for the finite thickness of the tongue at the toe and the heel divergence relative to the stock rail. Given Data / Assumptions: L1: Actual tongue length; L2: Theoretical tongue length to the virtual point. d: Heel divergence (lateral offset at heel). t: Tongue thickness at the toe. Small-angle approximation tan α ≈ α in radians is often used, but we keep tan α explicitly. Concept / Approach: Lateral clearance available for the gauge face is effectively (d - t), since t occupies part of the gap near the toe. The effective run available to develop this clearance is (L1 - L2) considering actual vs. theoretical length. Hence tan α is the ratio of effective divergence to effective run. Step-by-Step Solution: Effective lateral clearance = d - tEffective longitudinal development = L1 - L2Therefore, tan α = (d - t) / (L1 - L2) Verification / Alternative check: This relation is consistent with standard turnout design derivations in which the toe thickness reduces useful clearance at the onset of switch movement, adjusting the simple d/(length) triangle to (d - t). Why Other Options Are Wrong: Option B: Uses sums, not differences; does not reflect geometric deduction. Option C: Ignores correction for L2, overestimating the angle. Option D: Ignores tongue thickness t; yields an optimistic (larger) angle. Option E: Uses only thickness, missing divergence term. Common Pitfalls: Neglecting toe thickness when computing switch geometry. Mistaking actual vs. theoretical tongue length definitions. Final Answer: tan α = (d - t) / (L1 - L2)

Question 7

Rolled sections for railway bridges: Which of the following dimensions corresponds to a standard plate girder section used in bridge work?

Accepted Answer

Introduction / Context: Bridge superstructures in railways often use plate girders or built-up/rolled sections. Recognizing common dimensional designations helps in selecting members for webs and flanges. This question asks which dimensional pair corresponds to a typical large girder depth (≈ 851 mm) with a flange width around 254 mm seen in common catalogues/past specifications. Given Data / Assumptions: Dimensions are listed as overall depth × flange width. We select the plausible combination used in bridge practice. Concept / Approach: Among the given sizes, 851 × 254 mm aligns with known heavy rolled/built-up girder proportions, where depth is roughly 3–4× the flange width for bending efficiency. Other listed pairs are either square or too small in depth for main girders. Step-by-Step Solution: Review options for realistic girder proportions.Identify 851 × 254 mm as a practical deep-girder proportion used historically.Select 851 mm × 254 mm. Verification / Alternative check: Typical steel catalogues and railway design examples exhibit deep plates/rolled units where depth is about 700–1000 mm with flanges around 200–300 mm; 851 × 254 mm fits that envelope. Why Other Options Are Wrong: 255 × 254 mm and 551 × 254 mm: Too shallow for many bridge main girders. 851 × 851 mm: Impractical square proportion for a plate girder. 851 × 125 mm: Flange too narrow for the quoted depth. Common Pitfalls: Confusing rolled universal beams with built-up plate girders; dimensions should remain realistic for bending needs. Final Answer: 851 mm × 254 mm

Question 8

Ballast gradation: The best (standard) track ballast contains stones varying in size approximately within which range?

Accepted Answer

Introduction / Context: Ballast size influences drainage, interlock, and load distribution beneath sleepers. Railway standards typically specify a well-graded, angular crushed stone with nominal sizes in the few-centimetre range. This question asks for the best (standard) size band commonly quoted in railway engineering texts. Given Data / Assumptions: Mainline track with stone ballast. Size range sought is the commonly recommended nominal range for best performance. Concept / Approach: Typical guidelines place ballast stone sizes between about 25 mm and 60 mm. This ensures sufficient interlock and drainage while avoiding excessive fouling and ease of tamping. Among the choices, 2.5 cm to 6.0 cm (25–60 mm) matches standard recommendations for mainline ballast gradation. Step-by-Step Solution: Convert cm to mm to recognize typical standard: 2.5–6.0 cm ≈ 25–60 mm.Compare with alternatives; 2.0–5.0 cm includes undersized fines that may foul quickly; 1.5–3.0 cm is too fine for heavy axle loads.Select 2.5–6.0 cm. Verification / Alternative check: Many manuals and contemporary references cite ~25–60 mm as the preferred range for mainline ballast, balancing interlock and drainage with manageable tamping effort. Why Other Options Are Wrong: 1.5–3.0 cm: Too fine; poor interlock and higher fouling risk. 2.0–4.0 cm and 2.0–5.0 cm: Lower bound is small for heavy traffic; less lateral restraint. 6.0–10.0 cm: Too coarse; difficult tamping and potential sleeper seating problems. Common Pitfalls: Assuming a single size works best; a well-graded mix around 25–60 mm is preferred. Final Answer: 2.5 cm to 6.0 cm

Question 9

Indian Railways (B.G. trunk lines): What is the prescribed minimum depth of stone ballast under sleepers for broad-gauge trunk routes?

Accepted Answer

Introduction / Context: Minimum ballast depth is a key design and maintenance parameter that ensures adequate load distribution, drainage, and tamping space beneath sleepers. Indian Railways specifies higher minimums for trunk lines due to higher speeds and axle loads. Given Data / Assumptions: Track: Broad Gauge (B.G.) trunk route. Ballast: Crushed stone ballast assumed. Question seeks the standard minimum depth under sleepers for trunk lines. Concept / Approach: Heavier traffic corridors require larger ballast cushions. Typical practice prescribes about 30 cm minimum for B.G. trunk lines, allowing room for stress distribution and maintenance tamping without punching into subgrade. Step-by-Step Solution: Evaluate choices 15–35 cm.For trunk lines, 30 cm minimum is widely cited in exam standards, exceeding secondary route minima.Select 30 cm. Verification / Alternative check: Exam guides and practice manuals for Indian Railways list 30 cm as the minimum for B.G. trunk lines, with higher values in special cases (high-speed or heavy axle load corridors). Why Other Options Are Wrong: 15 or 20 cm: Too shallow for trunk lines; risks ballast breakdown and subgrade stress. 25 cm: Used on lighter routes; below trunk-line standard. 35 cm: Not the minimum; sometimes used as enhanced ballast in demanding conditions. Common Pitfalls: Confusing average ballast depth with minimum prescribed depth. Final Answer: 30 cm

Question 10

Railway permanent way design — for providing a crossover between two parallel tracks, which set of components is required in standard practice?

Accepted Answer

Introduction / Context: A crossover is a pair of turnouts that connects two parallel railway tracks, allowing movements from one line to the other. Understanding the necessary components—switches (points), crossings, and check rails—is fundamental in railway track design and yard layout planning. Given Data / Assumptions: The crossover connects two parallel tracks of the same gauge. Standard right-hand and left-hand turnouts are used to form the crossover. Each acute (V) crossing requires appropriate check rails to control wheel flange guidance. Concept / Approach: A basic crossover comprises two turnouts (hence two switch points) facing opposite directions. The diverging tracks intersect the parallel track with two acute angle (V) crossings—one at each turnout. At every acute crossing, check rails are provided on the opposite rail to prevent flange climb and to steer the wheelset correctly through the crossing nose. Typically, two check rails are associated with each acute crossing, so a standard two-crossing crossover requires four check rails in total. Step-by-Step Solution: Identify components → two turnouts → two switch points.Each turnout has an acute (V) crossing → total acute crossings = 2.Each acute crossing needs a pair of check rails → total check rails = 4. Verification / Alternative check (if short method exists): Check a standard track layout diagram of a simple crossover; counting the V-crossings and associated check rails will confirm the 2 acute crossings and 4 check rails, plus the two switch point assemblies. Why Other Options Are Wrong: Options with two or six check rails do not match the standard arrangement for two acute crossings (which need four). Options listing obtuse crossings belong to more complex layouts (e.g., scissors, diamonds) rather than a simple crossover. Common Pitfalls (misconceptions, mistakes): Confusing a simple crossover with a scissors crossover; forgetting that each acute crossing needs a pair of check rails for guidance; assuming obtuse crossings are required in a basic crossover. Final Answer: two switch points, two acute angle crossings and four check rails

Question 11

Track geometry — compute the twist per metre run on a straight railway track from rail levels at two points 100 m apart (A and B).

Accepted Answer

Introduction / Context: “Twist” is the rate of change of cross-level (difference in elevation between the two rails) per unit length along the track. Excessive twist is a safety hazard and is tightly controlled in track standards. This problem practices converting absolute rail levels into cross-levels and then into twist per metre. Given Data / Assumptions: At Point A (on two rails): levels = 100.550 m and 100.530 m. At Point B (100 m away): levels = 100.585 m and 100.515 m. Track is straight; twist is calculated as change in cross-level divided by longitudinal distance. Concept / Approach: Cross-level at a point = elevation of one rail minus the other. Twist = (cross-level at B − cross-level at A) / distance. Convert the difference into millimetres and divide by metres to obtain mm/m. Careful, consistent rail identification ensures correct sign; magnitude is usually reported for maintenance limits. Step-by-Step Solution: At A: cross-level = 100.550 − 100.530 = 0.020 m = 20 mm.At B: cross-level = 100.585 − 100.515 = 0.070 m = 70 mm.Change in cross-level over AB = 70 − 20 = 50 mm.Distance AB = 100 m, so twist = 50 / 100 = 0.5 mm per metre. Verification / Alternative check (if short method exists): Compute individual rail gradients and re-derive cross-levels to confirm; results will be identical. A quick reasonableness check: a 50 mm change over 100 m is small and within typical track tolerances for gradual twist. Why Other Options Are Wrong: 0.4, 0.7, 0.8, and 1.0 mm/m do not match the exact arithmetic from the given levels and spacing. Only 0.5 mm/m equals 50 mm over 100 m. Common Pitfalls (misconceptions, mistakes): Mixing up which rail is higher; using average levels instead of cross-level; forgetting to convert metres to millimetres; dividing by 100 cm instead of 100 m. Final Answer: 0.5 mm

Question 12

Turnout and crossing assembly — a scissors crossover comprises which combination of points and crossings?

Accepted Answer

Introduction / Context: A scissors crossover allows simultaneous crossing and switching between two parallel tracks within a compact footprint. It combines two interlaced crossovers with a diamond crossing, resulting in a sophisticated assembly of points and crossings that must be correctly counted for design and maintenance purposes. Given Data / Assumptions: The formation includes two interlaced crossovers between the same pair of tracks. A central diamond provides the intersecting geometry. Standard acute (V) and obtuse (K) crossings are used. Concept / Approach: Each crossover requires two pairs of points (right-hand and left-hand), so a scissors crossover includes four pairs of points in total. The diamond contributes two obtuse crossings, and the interlaced layout completes a total of four acute crossings. This is the standard count widely referenced in permanent way practice. Step-by-Step Solution: Two crossovers → 4 pairs of points (each crossover has 2 pairs).Central diamond → 2 obtuse crossings.Overall acute crossings in the combined layout → 4.Hence: 4 pairs of points, 4 acute, 2 obtuse crossings. Verification / Alternative check (if short method exists): Refer to a standard scissors crossover diagram and count the elements; tally matches the chosen option. Why Other Options Are Wrong: Options claiming six acute or four obtuse crossings inflate the crossing count and do not reflect the canonical layout of a scissors crossover. Common Pitfalls (misconceptions, mistakes): Confusing a simple crossover plus separate diamond with a true interlaced scissors; miscounting acute vs obtuse crossings in the central diamond. Final Answer: four pairs of points, four acute angle crossings and two obtuse angle crossings

Question 13

Permanent way terminology — what is the rail-joint arrangement called when the meeting ends of two rails are directly supported on a single sleeper?

Accepted Answer

Introduction / Context: Rail joints are critical components of traditional (non-welded) railway track. They connect adjacent rail lengths and transfer wheel loads safely to the sleepers and ballast. Understanding joint nomenclature helps track engineers select the right detailing for load transfer and maintenance. This question asks you to identify the proper term for a joint where the rail ends are resting on, and thus directly supported by, one sleeper placed beneath the joint. Given Data / Assumptions: Two adjacent rail ends meet at a joint. There is a single sleeper placed exactly under the joint. Standard fishplates and bolts are assumed, as in conventional jointed track. No special expansion device or welded arrangement is implied. Concept / Approach: Rail joints are classified by the position of the sleeper(s) relative to the rail ends. In a supported rail joint, the joint is directly over a sleeper, giving immediate vertical support to the wheel load right at the gap. In a suspended rail joint, the joint lies between two consecutive sleepers, so the rail ends are effectively 'suspended' between supports. Correct identification relies on recognizing where the sleeper is placed relative to the rail ends. Step-by-Step Solution: 1) Visualize the joint: two rail ends abut (with a small expansion gap) and are fishplated.2) Note sleeper position: a single sleeper is directly under the joint.3) Apply definitions: joint over a sleeper = supported rail joint; joint between sleepers = suspended rail joint.4) Therefore, with a sleeper exactly under the joint, the correct term is 'supported rail joint'. Verification / Alternative check (if short method exists): A quick mnemonic used in permanent way practice: 'Supported has support under the joint; suspended has space under the joint.' If a wheel rolls across the joint and the sleeper is right below, it is supported. This aligns with the given condition, confirming the answer. Why Other Options Are Wrong: Suspended rail joint: The joint would lie mid-span between sleepers, not over one sleeper; this contradicts the problem statement. Bridge rail joint: A special jointing arrangement (e.g., to connect unequal rail sections) using a bridging plate; not defined by the sleeper being directly under the joint. Square rail joint: Refers to the joint being set normal (square) to the rail, unrelated to sleeper support position. Common Pitfalls (misconceptions, mistakes): Students often confuse 'supported' and 'suspended' because both use fishplates and bolts. Always check the sleeper location: under the joint equals supported; on either side equals suspended. Also, do not mix special-purpose terms like bridge joints with basic positional classifications. Final Answer: supported rail joint

Question 14

Fishplates and fittings — identify the incorrect statement regarding the location and properties of fishplates in a rail joint.

Accepted Answer

Introduction / Context: Fishplates are special bars bolted to the sides of rail ends to maintain alignment and transfer bending and shear across the joint. Knowing where they bear on a rail profile and their relative size helps distinguish correct statements from incorrect ones in exam settings. Given Data / Assumptions: Standard flat-bottom rails with fishing angles on the underside of the head and top of the foot. Fishplates engage these fishing surfaces via machined faces. Fishplates are much smaller in cross section than the rail. Concept / Approach: Fishplates do not clamp the rail web; rather, they bear against the angled faces (fishing) under the head and over the foot. Their cross-sectional area is significantly less than that of the rail; they are not meant to equal the rail’s section but to provide joint continuity and alignment with bolts and tight bearing surfaces. Step-by-Step Solution: Identify bearing faces → underside of rail head and top of rail foot.Understand purpose → alignment and transfer of forces at joint.Compare areas → fishplate section is smaller, never “normally the same” as the rail section. Verification / Alternative check (if short method exists): Cross-sectional drawings of standard joints show fishplates riding the fishing angles, with a much smaller section relative to the rail. Why Other Options Are Wrong: Option A and B correctly describe the bearing on fishing surfaces. Option E is a true functional statement. Option C is imprecise; while bolts and plates lie adjacent to the web region, the designed bearing is on the fishing faces, not directly on the web. Common Pitfalls (misconceptions, mistakes): Assuming fishplates match rail area; thinking fishplates bear on the web; ignoring the role of fishing angles. Final Answer: Cross sectional area of fish plates is normally the same as that of the rail section

Question 15

Turnout design — the type of switch generally used on Indian Broad Gauge (B.G.) and Metre Gauge (M.G.) tracks is:

Accepted Answer

Introduction / Context: Switch (point) design in railway turnouts influences manufacturing, maintenance, and running safety. Traditional Indian practice on B.G. and M.G. lines has standardized certain switch types for economy and interchangeability. Given Data / Assumptions: Conventional turnout construction for B.G. and M.G. networks. Focus is on the common switch blade profile type. Not considering modern special-work variants for high-speed or heavy-haul corridors. Concept / Approach: The straight cut switch (with a straight planed switch blade against the stock rail) is the historically prevalent type on Indian B.G. and M.G. turnouts for standard speeds. Other switch types—articulated, undercut, or special curved—are reserved for special applications or newer designs and are not the general standard historically referenced in exam literature. Step-by-Step Solution: Identify widespread legacy practice → straight cut switch blades.Exclude specialized or modern variants → not the default for B.G./M.G.Select “straight cut switch” as the general answer. Verification / Alternative check (if short method exists): Review of standard permanent way manuals indicates straight cut switch usage on conventional turnouts across much of the network historically. Why Other Options Are Wrong: Articulated or undercut switch types are special-purpose; over-riding describes a heel arrangement rather than standard planing; movable point frogs are different special trackwork items, not the typical switch blade form. Common Pitfalls (misconceptions, mistakes): Confusing modern high-speed curved switches with legacy general-use types; mixing frog designs with switch blade types. Final Answer: straight cut switch

Question 16

Indian B.G. vehicle constraints — the maximum wheelbase commonly permitted on Broad Gauge tracks is approximately:

Accepted Answer

Introduction / Context: Vehicle dynamics on curves and turnouts are sensitive to the rigid wheelbase (distance between extreme coupled axles). Railway standards limit maximum wheelbase for safe negotiation of curvature without excessive flange wear or rail forces. This question recalls the typical Indian B.G. limit used in design checks and vehicle clearance rules. Given Data / Assumptions: Standard Indian Broad Gauge (1676 mm). Conventional rolling stock (non-articulated, rigid frame). Historic standard limits used for layout and speed checks. Concept / Approach: A commonly cited maximum rigid wheelbase for Indian B.G. stock is about 6.096 m (20 ft). This value is used to verify curve radii, check rail clearances, and turnout geometry so that vehicles can traverse without binding or excessive flange contact. Step-by-Step Solution: Recall standard → ≈ 6.096 m (20 ft).Match to offered options → 6.096 m.Confirm that smaller/larger values do not reflect the widely adopted norm. Verification / Alternative check (if short method exists): Check permanent way manuals/vehicle standards; the 20 ft wheelbase limit historically appears in design tables for curves/turnouts. Why Other Options Are Wrong: 4.096 m and 5.096 m are below typical maxima; 7.096 m exceeds usual constraints for general stock, risking poor curving performance. Common Pitfalls (misconceptions, mistakes): Confusing bogie wheelbase with rigid wheelbase; mixing BG values with MG/NG constraints. Final Answer: 6.096 m

Question 17

Fastenings — select the typical overall depth (length) of a standard dog spike used in Indian permanent way practice.

Accepted Answer

Introduction / Context: Dog spikes are traditional rail fastenings driven through sleeper holes to clamp the rail foot onto timber sleepers (and historically on some other sleeper types with baseplates). Remembering their common sizes aids quick on-site estimation and exam recall. Given Data / Assumptions: Standard Indian practice with timber sleepers/baseplates. “Overall depth” refers to the approximate full length of the spike. Nominal sizes are used for ordering and maintenance, with modest tolerance. Concept / Approach: Among commonly referenced lengths, a dog spike around 150 mm overall is widely cited for standard duty. While variants exist (e.g., heavier/longer spikes for specific sleepers), 150 mm is the typical benchmark value aligned with exam-oriented standards. Step-by-Step Solution: Recall common catalogue sizes → 150 mm near the center of typical range.Compare alternatives → 120.6 or 135 mm are short; 155.9 mm is close but less standard as a round nominal.Select 150 mm as the typical overall depth. Verification / Alternative check (if short method exists): Check procurement specs or P.Way handbooks that list standard spike sizes, often 150 mm as a common length. Why Other Options Are Wrong: Shorter spikes may not provide adequate holding power; 155.9 mm is not a usual nominal. “None of these” is incorrect since 150 mm is recognized historically. Common Pitfalls (misconceptions, mistakes): Confusing dog spikes with screw spikes or elastic fastenings; mixing nominal with exact measured lengths. Final Answer: 150 mm

Question 18

History of Indian gauge selection — as Consulting Engineer to the Government of India, W. Simms recommended which gauge for Indian Railways?

Accepted Answer

Introduction / Context: Gauge selection has shaped the evolution of Indian Railways. Early deliberations weighed cost, stability, and terrain. W. Simms' recommendation set the stage for the broad gauge that still dominates trunk routes in India. Given Data / Assumptions: Timeframe: formative years of Indian Railway construction. Objective: a gauge suited to Indian traffic and conditions, balancing stability and economy. Multiple gauges were in use worldwide; a compromise was sought. Concept / Approach: The 1.676 m (5 ft 6 in) gauge was recommended as a compromise gauge offering improved stability and capacity over standard gauge, yet not as expensive as even wider proposals. This decision influenced route standards, structures, and rolling stock dimensions for generations. Step-by-Step Solution: Identify historical recommendation → 1.676 m broad gauge.Classify → termed a “compromise gauge” for Indian conditions.Select correct option accordingly. Verification / Alternative check (if short method exists): Historical records of early Indian Railways policy and correspondence attribute the advocacy of 1.676 m to senior engineers and committees, including W. Simms’ role. Why Other Options Are Wrong: 1.435 m is the European/English standard but was not adopted for most Indian trunk lines. 1.000 m is metre gauge used on many branch lines later. 1.800 m and 1.520 m do not reflect India’s adopted mainstream gauge. Common Pitfalls (misconceptions, mistakes): Assuming global standard gauge was universally adopted; confusing metre gauge expansion with the initial trunk-line policy. Final Answer: 1.676 m as a compromise gauge

Question 19

Railway track materials: Which sleeper type most closely satisfies the requirements of an ideal sleeper in terms of durability, gauge holding, low maintenance, and resistance to environmental damage?

Accepted Answer

Introduction / Context: In railway permanent way engineering, an “ideal sleeper” should maintain gauge accurately, distribute wheel loads effectively, resist decay and corrosion, allow good track elasticity with ballast, and require minimal maintenance over a long service life. This question checks recognition of the sleeper material that best meets these combined performance criteria on modern railways. Given Data / Assumptions: Service on mainline track with typical ballast and fastenings. Key attributes: durability, stability, gauge retention, cost-effectiveness, and maintainability. Environmental resistance (moisture, pests, chemical attack) is desirable. Concept / Approach: Reinforced cement concrete (R.C.C.) sleepers provide long life, uniform behavior, and excellent gauge-holding due to higher weight and robust fastenings. They are immune to termite attack (unlike timber) and corrosion issues common with steel in aggressive environments. Compared with cast iron, R.C.C. gives better ballast interaction, fewer breakages, and standardized designs compatible with modern mechanized maintenance. Step-by-Step Solution: List candidate materials: wood, steel, cast iron, R.C.C.Evaluate against “ideal” criteria: lifespan, stability, resistance to environment, maintenance needs.Identify that R.C.C. sleepers meet most criteria comprehensively for mainline use. Verification / Alternative check: Global practice on heavy-haul and passenger corridors has shifted to concrete sleepers because they minimize track geometry defects and support high axle loads with reduced life-cycle cost. Why Other Options Are Wrong: Wooden sleepers: Good elasticity and easy handling but short life; prone to decay and termites. Steel sleepers: Durable but can corrode and may offer less ballast interlock; noise and stiffness concerns. Cast iron sleepers: Obsolete in many systems; brittle and maintenance-intensive. Composite sleepers: Niche usage; not as widely proven as standard R.C.C. for mainlines. Common Pitfalls: Judging only initial cost; life-cycle and geometry retention matter more on trunk lines. Confusing local temporary solutions with mainline best practice. Final Answer: R.C.C. (reinforced cement concrete) sleepers

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