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241. The portions at either end of an LWR where thermal expansion/contraction movement does occur are called:
- A. Breathing lengths
- B. Switch expansion joints only
- C. Central zones
- D. Anchor lengths
Answer: Breathing lengths
Explanation: Breathing lengths — verified fact for Railway Civil Engineering Group B LDCE.
242. In LWR, the central portion of the rail where the rail is effectively prevented from expanding or contracting due to the restraint of fastenings is called the:
- A. Buffer zone only near stations
- B. Switch expansion joint
- C. Central (or 'zero movement') zone
- D. Breathing length
Answer: Central (or 'zero movement') zone
Explanation: Central (or 'zero movement') zone — verified fact for Railway Civil Engineering Group B LDCE.
243. The principal advantage of Long Welded Rail (LWR) over jointed track is:
- A. Lower material cost of rail per metre
- B. Smoother, quieter ride and reduced maintenance due to elimination of joints
- C. Elimination of the need for ballast
- D. No need for fastenings or clips at all
Answer: Smoother, quieter ride and reduced maintenance due to elimination of joints
Explanation: Smoother, quieter ride and reduced maintenance due to elimination of joints — verified fact for Railway Civil Engineering Group B LDCE.
244. What is 'Continuous Welded Rail' (CWR) or 'Long Welded Rail' (LWR) track?
- A. Rails welded together into very long lengths, eliminating most conventional rail joints
- B. A type of rail used exclusively on bridges
- C. Rails that are never welded and joined only by fishplates
- D. Track laid without any sleepers
Answer: Rails welded together into very long lengths, eliminating most conventional rail joints
Explanation: Rails welded together into very long lengths, eliminating most conventional rail joints — verified fact for Railway Civil Engineering Group B LDCE.
245. Which of the following is a common method to check/control rail creep on jointed track?
- A. Use of anti-creepers fixed to the rail and bearing against the sleeper
- B. Using shorter rail panels only
- C. Reducing the sleeper density
- D. Increasing the ballast cushion depth only
Answer: Use of anti-creepers fixed to the rail and bearing against the sleeper
Explanation: Use of anti-creepers fixed to the rail and bearing against the sleeper — verified fact for Railway Civil Engineering Group B LDCE.
246. 'Creep' in railway track refers to:
- A. The vertical settlement of the formation
- B. The gradual longitudinal movement of rails in the direction of traffic over time
- C. The lateral movement of the gauge
- D. The wear of the rail head due to braking
Answer: The gradual longitudinal movement of rails in the direction of traffic over time
Explanation: The gradual longitudinal movement of rails in the direction of traffic over time — verified fact for Railway Civil Engineering Group B LDCE.
247. What is a 'diamond crossing' in railway track layout?
- A. A crossing used only for narrow gauge track
- B. A type of level crossing for road traffic
- C. A layout where two tracks cross each other at grade without a physical junction of routes
- D. A crossing made entirely of diamond-hardened steel
Answer: A layout where two tracks cross each other at grade without a physical junction of routes
Explanation: A layout where two tracks cross each other at grade without a physical junction of routes — verified fact for Railway Civil Engineering Group B LDCE.
248. A turnout with a higher crossing number (e.g., 1 in 12 versus 1 in 8.5) generally permits:
- A. A lower permissible speed due to a sharper angle
- B. A higher permissible speed on the turnout due to a flatter/gentler diverging angle
- C. Use only on narrow gauge track
- D. No change in speed, only a change in gauge
Answer: A higher permissible speed on the turnout due to a flatter/gentler diverging angle
Explanation: A higher permissible speed on the turnout due to a flatter/gentler diverging angle — verified fact for Railway Civil Engineering Group B LDCE.
249. The 'crossing number' (e.g., 1 in 8.5, 1 in 12) of a turnout represents:
- A. The maximum permissible speed on the turnout in km/h
- B. The number of sleepers used in the turnout
- C. The angle of crossing, expressed as the ratio of the crossing angle's tangent
- D. The length of the switch rail in metres
Answer: The angle of crossing, expressed as the ratio of the crossing angle's tangent
Explanation: The angle of crossing, expressed as the ratio of the crossing angle's tangent — verified fact for Railway Civil Engineering Group B LDCE.
250. The 'crossing' (frog) in a points and crossing layout is the location where:
- A. Two sleepers are joined together
- B. Points are operated manually by a lever only
- C. Two rails intersect, allowing wheel flanges of the diverging route to cross the main line rails
- D. The rail is welded using thermit welding
Answer: Two rails intersect, allowing wheel flanges of the diverging route to cross the main line rails
Explanation: Two rails intersect, allowing wheel flanges of the diverging route to cross the main line rails — verified fact for Railway Civil Engineering Group B LDCE.
251. In a turnout, the 'switch' portion consists mainly of:
- A. A pair of tapered movable rails (tongue rails) that guide the wheel flange to the desired track
- B. The ballast bed beneath the points
- C. A rigid crossing where two rails intersect
- D. The signal post controlling the turnout
Answer: A pair of tapered movable rails (tongue rails) that guide the wheel flange to the desired track
Explanation: A pair of tapered movable rails (tongue rails) that guide the wheel flange to the desired track — verified fact for Railway Civil Engineering Group B LDCE.
252. A 'points and crossing' (turnout) layout in railway track allows:
- A. The gauge to be widened at a station
- B. A train to be diverted from one track to another
- C. Electrification of the section
- D. Two trains to run on the same rail simultaneously in opposite directions
Answer: A train to be diverted from one track to another
Explanation: A train to be diverted from one track to another — verified fact for Railway Civil Engineering Group B LDCE.
253. Mechanized tamping of track is generally preferred over manual (beater-packing) methods mainly because it provides:
- A. More uniform and consistent packing with better track geometry retention
- B. Lower cost with no change in quality
- C. Elimination of the need for ballast entirely
- D. Faster rail replacement only
Answer: More uniform and consistent packing with better track geometry retention
Explanation: More uniform and consistent packing with better track geometry retention — verified fact for Railway Civil Engineering Group B LDCE.
254. 'Tamping' of track refers to the process of:
- A. Painting rail joints to prevent rust
- B. Removing sleepers for replacement
- C. Packing ballast firmly under and around the sleepers to correct track level and alignment
- D. Cutting the rail to the required length
Answer: Packing ballast firmly under and around the sleepers to correct track level and alignment
Explanation: Packing ballast firmly under and around the sleepers to correct track level and alignment — verified fact for Railway Civil Engineering Group B LDCE.
255. What is the purpose of 'ballast cleaning' (mechanized undercutting) as a track maintenance activity?
- A. To weld adjacent rail joints
- B. To remove accumulated dirt/fines from the ballast bed and restore drainage and elasticity
- C. To increase the gauge of the track
- D. To paint the ballast stones for visibility
Answer: To remove accumulated dirt/fines from the ballast bed and restore drainage and elasticity
Explanation: To remove accumulated dirt/fines from the ballast bed and restore drainage and elasticity — verified fact for Railway Civil Engineering Group B LDCE.
256. 'Ballast cushion' refers to:
- A. The depth of ballast provided below the bottom of the sleeper
- B. The gap between two consecutive sleepers
- C. The type of stone used for ballast
- D. The width of ballast on either shoulder of the track
Answer: The depth of ballast provided below the bottom of the sleeper
Explanation: The depth of ballast provided below the bottom of the sleeper — verified fact for Railway Civil Engineering Group B LDCE.
257. A key desirable property of good track ballast is that it should be:
- A. Smooth and rounded like river gravel
- B. Soluble in water for easy compaction
- C. Hard, angular/sharp-edged, and resistant to weathering
- D. Made of soft, easily crushable material
Answer: Hard, angular/sharp-edged, and resistant to weathering
Explanation: Hard, angular/sharp-edged, and resistant to weathering — verified fact for Railway Civil Engineering Group B LDCE.
258. Which of the following materials is most commonly used as ballast on Indian Railways' main lines today?
- A. Brick ballast exclusively
- B. Loose earth
- C. Machine-crushed hard stone (angular) ballast
- D. Sand
Answer: Machine-crushed hard stone (angular) ballast
Explanation: Machine-crushed hard stone (angular) ballast — verified fact for Railway Civil Engineering Group B LDCE.
259. What is the primary function of 'ballast' in railway track construction?
- A. To join adjacent rails end to end
- B. To act as the electrical conductor for track circuits
- C. To provide the running surface for wheels directly
- D. To distribute the load from sleepers to the formation and provide drainage and elasticity
Answer: To distribute the load from sleepers to the formation and provide drainage and elasticity
Explanation: To distribute the load from sleepers to the formation and provide drainage and elasticity — verified fact for Railway Civil Engineering Group B LDCE.
260. Increasing sleeper density on a section of track generally results in:
- A. Reduced track gauge
- B. Better load distribution and increased capacity to carry higher axle loads/speeds
- C. Decreased need for ballast
- D. Increased rail wear only, with no other benefit
Answer: Better load distribution and increased capacity to carry higher axle loads/speeds
Explanation: Better load distribution and increased capacity to carry higher axle loads/speeds — verified fact for Railway Civil Engineering Group B LDCE.
261. 'Sleeper density' in track engineering refers to:
- A. The number of sleepers laid per rail length (e.g., expressed as M+n per rail)
- B. The percentage of sleepers that are concrete versus wood
- C. The mass of a single sleeper in kilograms
- D. The spacing between two adjacent stations
Answer: The number of sleepers laid per rail length (e.g., expressed as M+n per rail)
Explanation: The number of sleepers laid per rail length (e.g., expressed as M+n per rail) — verified fact for Railway Civil Engineering Group B LDCE.
262. What is the typical function of the 'elastic rail clip' (e.g., Pandrol clip) used with PSC sleepers?
- A. To weld the rail to the sleeper permanently
- B. To join two rail lengths end to end
- C. To measure the wear of the rail head
- D. To hold the rail firmly to the sleeper while allowing for slight elastic movement
Answer: To hold the rail firmly to the sleeper while allowing for slight elastic movement
Explanation: To hold the rail firmly to the sleeper while allowing for slight elastic movement — verified fact for Railway Civil Engineering Group B LDCE.
263. Why must special insulating arrangements be used with PSC sleepers in track circuited sections?
- A. Because concrete sleepers are highly flammable
- B. Because concrete sleepers cannot bear axle loads
- C. Because the embedded reinforcement/rail fastenings could short-circuit the two rails if not insulated
- D. Because concrete sleepers expand more than rails in heat
Answer: Because the embedded reinforcement/rail fastenings could short-circuit the two rails if not insulated
Explanation: Because the embedded reinforcement/rail fastenings could short-circuit the two rails if not insulated — verified fact for Railway Civil Engineering Group B LDCE.
264. Compared to wooden sleepers, prestressed concrete (PSC) sleepers generally offer which advantage?
- A. Lower initial cost in all circumstances
- B. Lower weight, making them easier to handle manually
- C. Better performance in electrified sections without insulation measures
- D. Longer service life and greater track stability due to higher weight
Answer: Longer service life and greater track stability due to higher weight
Explanation: Longer service life and greater track stability due to higher weight — verified fact for Railway Civil Engineering Group B LDCE.
265. Which of the following is a common type of sleeper used on Indian Railways today?
- A. Cast iron sleeper only
- B. Prestressed concrete (PSC) sleeper
- C. Rubber sleeper
- D. Aluminium sleeper
Answer: Prestressed concrete (PSC) sleeper
Explanation: Prestressed concrete (PSC) sleeper — verified fact for Railway Civil Engineering Group B LDCE.
266. What is a 'sleeper' in railway track structure?
- A. A device used to lift the rail during welding
- B. A transverse member laid below the rails to hold them at proper gauge and transfer load to the ballast
- C. A longitudinal steel member connecting two rail joints
- D. A worker responsible for track patrolling at night
Answer: A transverse member laid below the rails to hold them at proper gauge and transfer load to the ballast
Explanation: A transverse member laid below the rails to hold them at proper gauge and transfer load to the ballast — verified fact for Railway Civil Engineering Group B LDCE.
267. In a transition curve, the radius of curvature changes from infinity (at the straight) to the radius of the circular curve. The commonly used mathematical form for the transition curve on Indian Railways is the:
- A. Cubic parabola
- B. Straight line
- C. Circular arc
- D. Sine curve only, never cubic parabola
Answer: Cubic parabola
Explanation: Cubic parabola — verified fact for Railway Civil Engineering Group B LDCE.
268. A 'transition curve' (or easement curve) is provided between a straight track and a circular curve mainly to:
- A. Gradually introduce curvature and superelevation, avoiding sudden jerks
- B. Eliminate the need for superelevation
- C. Reduce the total length of track required
- D. Increase the gauge gradually
Answer: Gradually introduce curvature and superelevation, avoiding sudden jerks
Explanation: Gradually introduce curvature and superelevation, avoiding sudden jerks — verified fact for Railway Civil Engineering Group B LDCE.
269. As the radius of a railway curve increases, the degree of the curve:
- A. Decreases
- B. Increases
- C. First increases then decreases
- D. Remains unchanged
Answer: Decreases
Explanation: Decreases — verified fact for Railway Civil Engineering Group B LDCE.
270. 'Degree of curve' in railway track terminology is generally defined as the angle subtended at the centre by a chord (or arc) of a standard length. In Indian Railway practice, this standard chord length is commonly taken as:
- A. 30.5 metres (100 feet)
- B. 1 kilometre
- C. 20 metres
- D. 100 metres
Answer: 30.5 metres (100 feet)
Explanation: 30.5 metres (100 feet) — verified fact for Railway Civil Engineering Group B LDCE.
271. 'Cant deficiency' in railway track refers to:
- A. The difference between the theoretical cant required for the actual speed and the cant actually provided
- B. The wear of the outer rail on a curve
- C. The total absence of cant on a curve
- D. Excess cant provided beyond requirement
Answer: The difference between the theoretical cant required for the actual speed and the cant actually provided
Explanation: The difference between the theoretical cant required for the actual speed and the cant actually provided — verified fact for Railway Civil Engineering Group B LDCE.
272. What is 'negative superelevation' or 'negative cant' in track engineering?
- A. A condition on a turnout curve where the superelevation required by the main line curve works against the turnout curve
- B. Superelevation provided on a straight track
- C. Superelevation applied only to the inner rail
- D. A superelevation value that is deliberately made zero
Answer: A condition on a turnout curve where the superelevation required by the main line curve works against the turnout curve
Explanation: A condition on a turnout curve where the superelevation required by the main line curve works against the turnout curve — verified fact for Railway Civil Engineering Group B LDCE.
273. In the equilibrium superelevation formula e = GV²/127R, the constant 127 arises from converting units so that speed in km/h and radius in metres yield superelevation directly in:
- A. Kilometres
- B. Centimetres
- C. Millimetres
- D. Metres
Answer: Metres
Explanation: Metres — verified fact for Railway Civil Engineering Group B LDCE.
274. The formula for equilibrium superelevation (e) in a railway curve is e = GV²/127R, where G is the gauge (m), V is speed (km/h), and R is the radius of the curve (m). If G = 1.75 m, V = 80 km/h, and R = 875 m, what is the equilibrium superelevation (approx.)?
- A. Approximately 201.6 mm
- B. Approximately 50.4 mm
- C. Approximately 151.2 mm
- D. Approximately 100.8 mm
Answer: Approximately 100.8 mm
Explanation: Approximately 100.8 mm — verified fact for Railway Civil Engineering Group B LDCE.
275. Superelevation on a railway curve is provided primarily to:
- A. Increase the gauge on the curve
- B. Counteract centrifugal force and ensure equal load distribution on both rails
- C. Reduce the need for ballast on the curve
- D. Reduce the length of the curve
Answer: Counteract centrifugal force and ensure equal load distribution on both rails
Explanation: Counteract centrifugal force and ensure equal load distribution on both rails — verified fact for Railway Civil Engineering Group B LDCE.
276. What is 'cant' or 'superelevation' in railway track engineering?
- A. The horizontal gap between rail joints
- B. The depth of ballast cushion below the sleeper
- C. The difference in height between the outer and inner rail on a curve
- D. The vertical wear of the rail head
Answer: The difference in height between the outer and inner rail on a curve
Explanation: The difference in height between the outer and inner rail on a curve — verified fact for Railway Civil Engineering Group B LDCE.
277. On Indian Railways, Broad Gauge is generally preferred over narrower gauges primarily because it allows:
- A. Higher speeds, greater stability, and higher carrying capacity
- B. Reduced land acquisition only
- C. Lower construction cost only
- D. Easier construction in hilly terrain only
Answer: Higher speeds, greater stability, and higher carrying capacity
Explanation: Higher speeds, greater stability, and higher carrying capacity — verified fact for Railway Civil Engineering Group B LDCE.
278. Standard Gauge (1435 mm), used widely in Europe and North America, is also known as:
- A. Berne Gauge
- B. Iberian Gauge
- C. Stephenson Gauge
- D. Cape Gauge
Answer: Stephenson Gauge
Explanation: Stephenson Gauge — verified fact for Railway Civil Engineering Group B LDCE.
279. Which of the following is a Narrow Gauge in use on Indian Railways?
- A. 762 mm
- B. 1676 mm
- C. 1000 mm
- D. 1435 mm
Answer: 762 mm
Explanation: 762 mm — verified fact for Railway Civil Engineering Group B LDCE.
280. What is the gauge of Metre Gauge track, historically used on Indian Railways?
- A. 1000 mm
- B. 610 mm
- C. 762 mm
- D. 1676 mm
Answer: 1000 mm
Explanation: 1000 mm — verified fact for Railway Civil Engineering Group B LDCE.
281. What is the standard gauge (distance between running faces of rails) of Broad Gauge track used on Indian Railways?
- A. 1435 mm
- B. 1676 mm
- C. 762 mm
- D. 1000 mm
Answer: 1676 mm
Explanation: 1676 mm — verified fact for Railway Civil Engineering Group B LDCE.
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