Question 1

Geometry of parallel sidings and crossings: If D is the distance between two parallel sidings and β is the limiting crossing angle, what is the distance between the noses of the two crossings measured parallel to the main track?

Accepted Answer

Introduction / Context: Turnout and crossing geometry often requires projecting perpendicular offsets along a track line. When two sidings are parallel and separated by a distance D, designers need the longitudinal spacing between crossing noses. Given Data / Assumptions: Sidings are parallel, separated by D (perpendicular to main track). Crossing angle with main is β (acute angle). Required: component along main track. Concept / Approach: Basic trigonometry: if a perpendicular gap D is projected along a line inclined at angle β, the along-track distance equals the perpendicular distance divided by tan β, i.e., D / tan β, which is D cot β. Step-by-Step Solution: Let longitudinal distance along main = L.tan β = opposite / adjacent = D / L.Therefore, L = D / tan β = D cot β. Verification / Alternative check: Check limiting behavior: for smaller β (flatter), tan β decreases and L increases, which is physically consistent. Why Other Options Are Wrong: D sin β, D cos β, D sec β: incorrect projections for the required along-track component. D tan β: gives the transverse, not longitudinal distance. Common Pitfalls: Swapping tan and cot; mixing up perpendicular and parallel components. Final Answer: D cot β

Question 2

Cant of rail head: How are the rail tops (treads) placed on Indian Railways to work with coned wheels?

Accepted Answer

Introduction / Context: Rail cant complements wheel conicity to reduce flange contact, improve guidance, and distribute contact stresses. Correct cant is fundamental to track geometry. Given Data / Assumptions: Standard conicity ≈ 1 in 20 on wheel treads. Question asks the rail-top slope arrangement. Concept / Approach: Rails are canted inward at 1 in 20 so that the rail head is approximately normal to the coned wheel’s running surface. This improves contact patch and steering, reducing wear and noise. Step-by-Step Solution: Recall standard rail cant on IR: inward 1 in 20.Select the matching option. Verification / Alternative check: Permanent-way manuals specify inward cant of 1:20 for most mainline tracks. Why Other Options Are Wrong: Horizontal or outward cant contradicts standard practice. 1 in 30 inward is not the standard value paired with wheel conicity. Common Pitfalls: Assuming no cant; mixing inward with outward. Final Answer: At an inward slope of 1 in 20

Question 3

Railway “triangle” (wye) arrangement: A railway triangle used for turning locomotives typically consists of which combination?

Accepted Answer

Introduction / Context: A railway triangle (also called a wye) allows turning of rolling stock and provides route flexibility without a turntable. Recognizing its components is basic track-layout knowledge. Given Data / Assumptions: Standard Indian Railways track components: turnouts (points and crossings) and diamond crossings. Triangle provides three connections forming a closed loop of switches. Concept / Approach: A triangle is formed by three legs meeting at three nodes. Each node requires a turnout to diverge from one leg to the next. Thus, three turnouts create the triangular route. Step-by-Step Solution: Visualize three legs meeting pairwise with switch control.At each vertex, a turnout is needed → total three.Therefore, choose “Three turnouts.” Verification / Alternative check: Track-planning diagrams for wyes show three switches (turnouts) forming the loop. Why Other Options Are Wrong: Options with diamonds are for crossing tracks, not essential for a basic wye. Mentions of “split” are nonstandard in this context. Common Pitfalls: Confusing diamond crossings (track intersections) with turnouts (switching between routes). Final Answer: Three turnouts

Question 4

Definition – Turn-in-curve: In permanent-way terminology, a “turn-in-curve” is best described as which of the following?

Accepted Answer

Introduction / Context: Special track geometry terms describe how diverging routes are connected. “Turn-in-curve” appears in turnout lead design and yard layouts. Given Data / Assumptions: Term is specific to curves associated with a turnout. Reverse curvature near switches and crossings is common. Concept / Approach: A turn-in-curve is a reverse curve arranged to smoothly connect the diverging route further into the turnout lead, maintaining alignment constraints and clearance envelopes. Step-by-Step Solution: Recognize that the curve continues the turnout geometry.Identify reverse curvature within that continuity.Select the description: reverse curve in continuity of a turnout. Verification / Alternative check: Design charts and practice notes label these as turn-in curves or similar terminology near switches. Why Other Options Are Wrong: Simple curve between straights lacks the turnout context. Generic reverse curve not necessarily tied to a turnout. Spiral transition is a curvature-varying element, not specifically a reverse within a turnout. Common Pitfalls: Equating any reverse curve with a turn-in-curve without the turnout linkage. Final Answer: A reverse curve introduced in continuity of a turnout

Question 5

Rail diamond geometry: The side length of a rail diamond (formed by two tracks crossing) can be obtained by dividing the gauge of the track by which trigonometric function of the acute crossing angle?

Accepted Answer

Introduction / Context: A rail diamond is a rhombus-like assembly where two tracks intersect. Knowing how to compute its side from gauge and crossing angle is fundamental to detailing and setting out. Given Data / Assumptions: Gauge G is the perpendicular spacing between track centerlines (or running faces) as appropriate. Acute crossing angle θ is the small angle between the two track centerlines. Side of the diamond is measured along one of its four equal edges. Concept / Approach: Projecting the gauge onto the direction of the diamond side uses right-triangle relations. The component relationship leads to: side = G / sin θ for the typical geometric construction where the gauge spans the short diagonal direction and the side is inclined at angle θ. Step-by-Step Solution: Let diamond side length be S and acute crossing angle be θ.By geometry, G corresponds to S * sin θ.Therefore, S = G / sin θ. Verification / Alternative check: Check limiting behavior: as θ increases, sin θ increases and S decreases, which is consistent with a steeper crossing yielding a shorter side for the same gauge. Why Other Options Are Wrong: Cosine / tangent / cotangent / secant do not match the standard projection relation used in diamond layout. Common Pitfalls: Mixing up the roles of diagonal vs side; using cos instead of sin due to a misdrawn triangle. Final Answer: Sine of the acute crossing angle

Question 6

Single-line track creep due to directional traffic loading On a single-line railway, 10 goods trains loaded with iron ore run daily from station A to station B, and the empty wagons return from B to A. In which direction will the cumulative rail cre…

Accepted Answer

Introduction / Context: Rail creep is the gradual longitudinal movement of rails in the direction of dominant traffic and tractive/braking forces. On single-line mineral routes, loaded trains in one direction and empties returning in the opposite direction produce asymmetric forces that bias creep. Understanding this helps plan creep anchors, anti-creep devices, and maintenance schedules. Given Data / Assumptions: Ten loaded goods trains run daily from A to B. Empty wagons return from B to A each day. Same alignment, similar speeds, but vastly different trailing loads. Track has conventional fastenings with typical longitudinal restraint. Concept / Approach: Creep is influenced by (a) traction at rail-wheel contact, (b) braking forces, (c) thermal expansion moderated by resistance, and (d) unbalanced traffic tonnage. Heavier trains develop larger tangential forces at contact, so the net daily “push” on the rail aligns with the direction of loaded movement. Braking in station approaches or gradients amplifies the effect in that same direction. Step-by-Step Solution: Compare effective tonnage: loaded A → B is much greater than empty B → A.Heavier trains create higher longitudinal forces during acceleration and braking.Daily net force bias therefore points from A toward B.Hence cumulative creep becomes greater in the A → B direction. Verification / Alternative check: Permanent-way records on mineral lines show anchor marks and sleeper screw elongation patterns consistent with the loaded direction. Anti-creep devices are often concentrated on the downstream side of expansion gaps in the loaded direction. Why Other Options Are Wrong: Zero: Ignores directional load asymmetry, which is the main driver of creep.More in B → A: This would require heavier traffic or braking bias in the opposite direction, which is not the case.None of these: A clear direction can be identified (A → B). Common Pitfalls: Assuming equal creep in both directions with equal train counts; mass, not just count, matters. Confusing thermal rail movements with traffic-induced creep. Ignoring station location and braking zones, which usually reinforce the loaded direction bias. Final Answer: more in the direction A to B

Question 7

Ballast sizing for metal sleepers with rounded edges For permanent-way using metal (steel) sleepers that have rounded rail-seat edges, what is the recommended maximum nominal size of ballast to avoid cutting and to maintain good interlock?

Accepted Answer

Introduction / Context: Ballast grading and maximum particle size must suit the sleeper type and seat geometry. Metal sleepers with rounded edges tolerate slightly larger particles than sharp-edged seats because point-contact cutting is reduced. Choosing the correct size balances drainage, load distribution, and maintenance effort. Given Data / Assumptions: Track deploys metal sleepers with rounded contact edges at rail seats. Ballast is angular, clean, and well-graded. Objective: minimize sleeper damage while ensuring interlock and drainage. Concept / Approach: Ballast size affects (1) contact stresses at sleeper interfaces, (2) packing stability, and (3) permeability. With rounded edges, the risk of cutting is lower; a 50 mm nominal maximum size often provides robust interlock and drainage while reducing the fine generation that would occur with undersized ballast under heavy traffic. Step-by-Step Solution: Assess sleeper-seat edge: rounded edges reduce stress concentration.Select a size that maintains interlock yet avoids excessive point loading.Industry practice recommends up to about 50 mm nominal size in this case. Verification / Alternative check: Track standards frequently specify 50 mm nominal maximum for mainline ballast with metal sleepers, confirmed by performance data on settlement and abrasion. Why Other Options Are Wrong: 30 mm or 20 mm: Too small for mainline stability; tends to break down and clog.40 mm: Acceptable in some contexts but 50 mm is the common upper nominal for rounded metal seats.25 cm: Dimensionally incorrect (far too large). Common Pitfalls: Selecting oversize ballast for sharp-edged seats, which promotes cutting and sleeper damage. Ignoring cleanliness—fines buildup undermines drainage regardless of nominal size. Final Answer: 50 mm

Question 8

Automatic block signalling: Key operational benefits Which of the following outcomes is achieved by adopting automatic signalling on a railway route with appropriate track-circuiting and aspect sequencing?

Accepted Answer

Introduction / Context: Automatic signalling systems use track circuits or axle counters to detect train occupancy and set signal aspects without manual block operation. This reduces headway, improves throughput, and enhances safety by enforcing block separation and providing continuous information to drivers. Given Data / Assumptions: Automatic block territory with reliable detection. Proper interlocking and approach locking implemented. Drivers adhere to aspects and speed control. Concept / Approach: With automatic signals, blocks clear progressively as trains advance, thereby minimizing the time a following train must wait. Continuous detection ensures faster restoration to proceed aspects, increasing capacity and reducing delays. Safety improves through fail-safe design and reduced human dependence for block operations. Step-by-Step Solution: Headway reduction: more blocks with automatic clearance → higher line capacity.Delay reduction: signals return to less restrictive aspects sooner after trains clear.Safety: automatic occupancy detection and interlocks reduce human error. Verification / Alternative check: Before–after studies typically show increased trains per hour and improved punctuality upon migrating from manual block to automatic block signalling. Why Other Options Are Wrong: Each individual benefit occurs, hence the correct collective choice is “all the above”. Common Pitfalls: Assuming capacity gains without proper maintenance of detection devices. Ignoring speed restrictions that may still limit throughput despite automation. Final Answer: all the above

Question 9

Application of bull-headed rails in permanent-way Bull-headed (BH) rails carried in chairs are generally preferred in which of the following track locations due to fitting compatibility and traditional practice?

Accepted Answer

Introduction / Context: Bull-headed rails, historically mounted in cast-iron chairs with keys, have been widely used in complex trackwork like switches and crossings. Their geometry and legacy fittings made them compatible with traditional point and crossing assemblies. Given Data / Assumptions: Context is conventional track with legacy components. Focus on where BH rails are generally provided, not modern flat-bottom dominance. Concept / Approach: In pointwork, precise rail seating, adjustability, and compatibility with chairs are critical. BH rails historically satisfied these needs, especially before widespread adoption of flat-bottom rails with baseplates and elastic fastenings in complex layouts. Step-by-Step Solution: Identify locations with highest fitting complexity: switches and crossings.Recognize traditional use of chairs and keys with BH rails.Hence, BH rails were commonly provided at points and crossings. Verification / Alternative check: Historic drawing archives and maintenance manuals list BH in many legacy point and crossing installations, though modern renewals may prefer flat-bottom rails with appropriate components. Why Other Options Are Wrong: Straight tangents/curves: BH could be used, but they were not specifically “generally provided” there over modern alternatives.Metre gauge: Gauge does not mandate BH; application depends on fittings. Common Pitfalls: Confusing historical prevalence with current standard practice; many railways now standardize flat-bottom sections even in pointwork. Final Answer: points and crossing

Question 10

Crossing geometry: setback between theoretical and actual nose For a common crossing, the practical (actual) nose is rounded. The distance between the theoretical nose of crossing and the actual nose is proportional to nose thickness. It is given by…

Accepted Answer

Introduction / Context: In a turnout crossing, the theoretical nose is an ideal sharp point where gauge lines intersect. Practically, the nose is rounded for strength and to avoid wheel impact, so it is set back from the theoretical point. Designers need a simple relation to compute this setback for drawings and quality control. Given Data / Assumptions: Crossing angle is α. Nose tip is rounded; thickness at nose is known. Setback is measured along the gauge line direction used in standard drawings. Concept / Approach: By resolving the geometry of the rounded nose into the crossing angle, the linear setback along the gauge line becomes proportional to the nose thickness multiplied by cot α. This comes from right-triangle relations between the normal to the gauge line, the nose thickness, and the included angle at the theoretical point. Step-by-Step Solution: Model the rounded tip as a finite thickness replacing the sharp theoretical apex.Project this thickness along the gauge line at angle α.Using trigonometry, setback = thickness × cot α. Verification / Alternative check: Standard turnout drawing formulae and inspection templates use the cotangent relation for setback from theoretical to actual nose, matching workshop practice for machining and fit-up. Why Other Options Are Wrong: tan α, sin α, cos α: Do not represent the correct projection geometry for the setback along the gauge line; the cotangent relation is the one used in standard detailing. Common Pitfalls: Measuring setback in the wrong direction or from the wrong gauge face. Confusing crossing angle definition (with respect to gauge line) leading to wrong trigonometric function. Final Answer: Nose thickness × cot α

Question 11

Benefits of long welded rails (LWR/CWR) and long panels What is the principal advantage of adopting longer rails in track (as against short, jointed rails), considering maintenance, ride quality, and fastening requirements?

Accepted Answer

Introduction / Context: Long rails—whether long welded rails (LWR), continuous welded rails (CWR), or simply longer panels—reduce the number of joints. Joints are the weakest points in track, responsible for impact loads, maintenance hot spots, and ride discomfort. Eliminating joints yields multiple advantages simultaneously. Given Data / Assumptions: Comparison between short jointed track and long/laboratory welded rails. Proper thermal stress management and ballast resistance assumed for LWR/CWR. Concept / Approach: Fewer joints mean fewer fishplates, bolts, and joint-maintenance tasks; ride quality improves as wheels encounter continuous running surfaces without end batter. Consequently, passenger comfort and component life increase, and routine tamping and surfacing cycles can be extended. Step-by-Step Solution: Joint reduction → fewer fastenings and fittings at joints.No joint impacts → smoother ride and lower dynamic augment.Lower dynamic loads → reduced maintenance costs and better comfort. Verification / Alternative check: Performance data from LWR/CWR corridors consistently show lower defect rates at former joint locations and improved track quality indices (TQI). Why Other Options Are Wrong: Each individual claim is true; therefore the combined option “all the above” best captures the advantage set. Common Pitfalls: Ignoring thermal force management (breathing lengths, SEJs, anchors), which is essential for safe LWR/CWR use. Assuming zero maintenance—long rails still require correct stress management and ballast condition. Final Answer: all the above

Question 12

Extra ballast shoulder on curves: exemption threshold An extra ballast shoulder of 7.5 cm is typically provided on the outer side of curved track for stability. Up to which degree of curve is this extra width generally not provided (i.e., exemption …

Accepted Answer

Introduction / Context: On curves, centrifugal effects and lateral forces demand better lateral resistance from ballast. Hence, extra ballast shoulder is provided on the outer side to enhance stability. However, on very gentle curves the lateral demand is low and standards may exempt additional width. Given Data / Assumptions: Outer shoulder extra width considered: 7.5 cm. We refer to typical mainline standards for ballast shoulders on curves. Degree of curve (D) relates inversely to curve radius (gentler curve → smaller D). Concept / Approach: For small D (gentle curvature), rail-seat lateral loads are close to those on tangents. The stability from normal shoulder is adequate, so the 7.5 cm extra is not mandated. A commonly cited cut-off is around 2°, beyond which extra shoulder is specified progressively for sharper curves. Step-by-Step Solution: Relate curve sharpness to lateral force: sharper curve → higher lateral force.Identify exemption threshold: very gentle curves (about 2°) need no extra shoulder.Therefore, extra 7.5 cm is not provided for D = 2°. Verification / Alternative check: Track maintenance guidelines tabulate shoulder requirements versus curve degree; exemptions at the gentlest curvature confirm this rule-of-thumb. Why Other Options Are Wrong: 3°–6°: These are sharper curves where extra shoulder is generally recommended to resist lateral drift and maintain line. Common Pitfalls: Applying the exemption to sharply curved turnouts where higher lateral forces exist. Neglecting local conditions (weak formation, poor drainage) that may still require extra ballast even on gentle curves. Final Answer: 2°

Question 13

Rail joints: identify the incorrect requirement Which of the following statements about rail joints is incorrect, given thermal expansion needs and practical joint design for jointed track?

Accepted Answer

Introduction / Context: Rail joints in jointed track must accommodate expansion, maintain alignment, and transmit forces. Good joints aim to be as strong and elastic as practicable, but cannot be solidly butted due to temperature-induced expansion and the need for a controlled gap. Given Data / Assumptions: Conventional fish-plated jointed track considered. Allowance for expansion gaps at joints is standard practice. Joints must provide continuity in guidance and load transfer. Concept / Approach: Thermal movement requires a gap at joints. Proper alignment and adequate strength are goals, and some elasticity is useful to distribute impact loads. A statement claiming rail ends “butt against” is incorrect because there should be a measured expansion gap to prevent rail buckling and end batter. Step-by-Step Solution: Check each requirement against standard practice.True alignment? Yes, to minimize impact.Strength and elasticity? Desirable for service life.Butting ends? Incorrect—gaps are required. Verification / Alternative check: Track codes specify temperature-based gap charts; inspection ensures correct gap, lubrication, and fishplate integrity. Why Other Options Are Wrong: Options (a), (b), (c) are correct practices; only the butting-ends proposition is wrong. Common Pitfalls: Setting too small a gap leading to rail expansion jams and buckling. Excess gap causing joint impact and end batter. Final Answer: Ends of adjoining rails butt against to give a continuity

Question 14

Gradient terminology: additional engine requirement The gradient on which an additional (banking/pusher) engine is required to assist trains in negotiating the ruling resistance is termed as:

Accepted Answer

Introduction / Context: On steep sections, a single locomotive may not provide enough tractive effort to overcome grade resistance at required speeds. Railways classify gradients and define when helper (banking) locomotives are needed, which affects timetabling and locomotive assignment. Given Data / Assumptions: We are identifying the terminology for a gradient requiring additional engine assistance. Trains otherwise meet load and traction norms on normal sections. Concept / Approach: A “pusher gradient” is a section where trains must be assisted by an additional engine—often attached at the rear (banker) or at the front—to negotiate the grade. This is distinct from “momentum gradient” (negotiated by run-up without sustained power increase) and “ruling gradient” (the most adverse gradient that governs load for the section). Step-by-Step Solution: Identify assistance requirement: need an additional locomotive.Match with terminology: pusher/banking gradient is the correct term.Differentiate from ruling gradient: ruling gradient governs load limits but may or may not need a banker depending on locomotive power. Verification / Alternative check: Operating manuals designate banker sections and instructions for attaching/detaching pushers; these are the pusher gradients. Why Other Options Are Wrong: Momentum gradient: Negotiated by speed carryover, not by attaching a helper.Ruling gradient: Governing gradient for load; not necessarily requiring a banker if power is adequate.Steep gradient: Descriptive but not the precise operating term. Common Pitfalls: Equating any steep grade with pusher requirement without checking locomotive capability and tonnage profile. Final Answer: pusher gradient

Question 15

Cast iron sleeper types: Which designations refer to cast iron (CI) sleepers used in permanent way practice?

Accepted Answer

Introduction / Context: Cast iron sleepers were historically adopted on many networks due to durability and suitability for certain traffic categories. Knowing the common CI sleeper forms helps in identification, maintenance planning, and understanding legacy designs in yards and secondary lines. Given Data / Assumptions: CI sleeper families include multiple shapes developed for different gauges and fastening systems. Terminology such as pot, plate, box, and duplex corresponds to design variants. Concept / Approach: All four listed names denote common types of CI sleepers. Pot sleepers feature bowl-like castings; plate sleepers have broad plates supporting the rail; box sleepers are hollow box-type castings; duplex sleepers are paired or twin units used especially on MG in certain applications. Step-by-Step Solution: 1) Identify each term as a recognized CI sleeper type.2) Confirm none of the items contradicts the CI material or functional application.3) Select the inclusive choice. Verification / Alternative check: Permanent way manuals catalog these CI types with drawings for rail seat, fastenings, and ballast contact surfaces. Why Other Options Are Wrong: Choosing any single type ignores the existence of the others; all listed are valid CI sleeper forms. Common Pitfalls: Confusing CI sleeper forms with timber or concrete sleeper variants. Final Answer: All of the above.

Question 16

Ballast functions in permanent way: Which set best summarizes the primary purposes of ballast under and around sleepers?

Accepted Answer

Introduction / Context: Ballast is a critical layer in conventional track structure. Its engineering role is multifaceted: to distribute loads, provide resilience, and ensure adequate drainage. Good ballast performance helps maintain track geometry and reduces maintenance frequency. Given Data / Assumptions: Conventional ballasted track with sleepers and rails. Ballast graded and clean to ensure permeability and interlock. Concept / Approach: Proper ballast achieves three essential aims. First, it spreads wheel loads from sleepers to a broader area of formation. Second, it forms an elastic support, moderating impact and vibration. Third, its permeability drains water away from sleepers, reducing fouling and pumping. Step-by-Step Solution: 1) Load distribution: ballast transmits and spreads concentrated sleeper loads to the subgrade.2) Elasticity: angular particles interlock yet permit slight movement, providing resilience.3) Drainage: voids in ballast facilitate water flow, protecting the formation and minimizing soft spots. Verification / Alternative check: Track design guides specify gradations to balance interlock and drainage; poor gradation or fouling undermines all three functions. Why Other Options Are Wrong: Single-function choices ignore the multi-role nature of ballast. Maintenance-only help is a secondary effect; the primary functions are structural and hydraulic. Common Pitfalls: Using poorly graded or fouled ballast compromises drainage and stiffness. Inadequate depth leads to subgrade overstress and track geometry deterioration. Final Answer: All of the above (load transfer, elasticity, and drainage).

Question 17

Definition check: On Indian Railways, the “number” of a crossing is defined as which trigonometric function of the angle of crossing?

Accepted Answer

Introduction / Context: Turnout design uses the concept of crossing number to express sharpness. A higher crossing number corresponds to a flatter angle, enabling higher diverging speeds and longer leads. Understanding the precise definition is essential for layout and yard design. Given Data / Assumptions: Angle of crossing α measured in radians or degrees. Standard Indian practice equating number N with a trigonometric function of α. Concept / Approach: The crossing number N is defined by N = cot α. This links directly to the turnout splay and governs lead calculations and spacing requirements. As α decreases (flatter), cot α increases, giving a larger crossing number (e.g., 1 in 16 is flatter than 1 in 8.5). Step-by-Step Solution: 1) Recognize that geometric definition relates run to offset across the crossing.2) Trigonometry shows run/offset corresponds to cot α for small angles.3) Hence the crossing ‘‘1 in N’’ reflects N = cot α. Verification / Alternative check: Design charts and tables invariably use N = cot α, ensuring consistency across turnout sizes and lead computations. Why Other Options Are Wrong: Sine, cosine, tangent, secant do not match the standardized turnout numbering convention. Common Pitfalls: Confusing tangent and cotangent: remember, a larger N means a smaller α, consistent with cotangent behavior. Final Answer: Cotangent of the angle of crossing.

Question 18

Rail creep control: Anti-creep anchors are fixed to the rail primarily by which method of attachment?

Accepted Answer

Introduction / Context: Rail creep is the longitudinal movement of rails under thermal cycles and traffic loads. Anti-creep (rail) anchors are devices fitted to the rail base to bear against sleepers, limiting longitudinal slippage and maintaining joint or neutral temperature positions. Given Data / Assumptions: Conventional jointed or long-welded rail with anchors at specified spacing. Anchors are add-on fittings that engage the rail foot and sleeper. Concept / Approach: Modern anti-creep anchors are typically clamped or sprung onto the rail base, developing a firm grip without welding. The anchor bears against the sleeper side faces through the fastening, resisting rail movement. While the design uses spring steel characteristics, the method of fixation is practically a clamping action around the rail foot. Step-by-Step Solution: 1) Identify required function: convert longitudinal rail force into bearing against sleeper.2) The device must grip the rail foot securely: achieved by clamping form.3) Installed anchors sit snugly on the rail base, preventing creep. Verification / Alternative check: Manufacturer manuals show drive-on or snap-on anchors that clamp around the rail base; welding is not standard for anchors due to metallurgical and maintenance concerns. Why Other Options Are Wrong: Pure wedging is not the recognized secure method; it is unreliable. “All of the above” is incorrect since welding and wedging are not standard attachment methods. Spring action exists, but the functional attachment is by clamping the rail base. Common Pitfalls: Assuming anchors are welded—this complicates maintenance and rail metallurgy. Final Answer: Clamping to the rail base.

Question 19

Turnout components: Which of the following statements about tongue (switch) and stock rails is correct?

Accepted Answer

Introduction / Context: Safe turnout operation depends on adequate switch (tongue) rail length and the proper proportioning of stock rails. These details help ensure smooth wheel guidance, reduced impact at the toe, and sufficient support to avoid derailments. Given Data / Assumptions: Standard practice for mainline turnouts. Rigid wheel base is the fixed distance between wheel centers on a vehicle without steering articulation. Concept / Approach: Longer tongue rails provide a gradual change of alignment, reducing flange impacts. Stock rails, being the running rails against which tongues close, should be longer to extend support and provide adequate lead for fittings. A minimum length ahead of the toe ensures structural integrity and better wheel transition behavior. Step-by-Step Solution: 1) (a) Longer tongue than rigid wheel base enables gradual steering of wheels.2) (b) Stock rail longer than tongue rail provides extended guidance and support.3) (c) Maintaining at least 1.65 m ahead of toe is a common minimum to accommodate chairs/fastenings and reduce toe battering.4) Therefore, all statements are satisfied in standard design. Verification / Alternative check: Turnout design manuals depict stock rail extensions and tongue planing lengths based on speed and axle load categories, aligning with the statements. Why Other Options Are Wrong: Partial selections omit at least one valid and necessary requirement. Common Pitfalls: Underestimating tongue length, leading to higher impact and maintenance. Final Answer: All of the above.

Question 20

Sequence of track construction: Which activities are normally included in constructing a new length of ballasted track?

Accepted Answer

Introduction / Context: New track works follow a logical sequence to ensure stability and geometry. From ground preparation to final ballasting, each step contributes to long-term performance and safety of the permanent way. Given Data / Assumptions: Ballasted track system on formation (embankment or cutting). Standard rail-sleeper fastenings and mechanized or manual methods. Concept / Approach: The process begins with preparing the subgrade (formation) to required level, camber, and compaction. Plate laying then places sleepers and rails to preliminary geometry. Finally, ballast is spread and tamped to achieve the required line, level, and crossfall while providing drainage and resilience. Step-by-Step Solution: 1) Subgrade: clear vegetation, shape formation, compact to specification.2) Plate laying: position sleepers, lay rails, assemble joints or welds, and roughly align.3) Ballasting: distribute ballast, tamp to achieve design levels and stiffness, dress shoulders and cribs. Verification / Alternative check: Project quality plans specify inspection at each stage—density tests for subgrade, track geometry checks during plate laying, and final packing passes during ballasting/tamping. Why Other Options Are Wrong: Any subset misses essential steps; all listed stages are required for a stable, maintainable track. Common Pitfalls: Poor subgrade compaction leading to settlement. Inadequate ballast depth affecting drainage and stiffness. Final Answer: All of the above.

Railways Questions