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161. 'Load testing' of a newly constructed or rehabilitated bridge is carried out primarily to:
- A. Measure the ballast quantity required on the bridge
- B. Verify that the structure behaves as designed and can safely carry the intended service loads before being opened to traffic
- C. Calculate the electrification voltage needed
- D. Determine the exact age of the bridge
Answer: Verify that the structure behaves as designed and can safely carry the intended service loads before being opened to traffic
Explanation: Verify that the structure behaves as designed and can safely carry the intended service loads before being opened to traffic — verified fact for Railway Civil Engineering Group B LDCE.
162. 'Launching' of a girder, as a bridge erection method, refers to:
- A. Testing the girder's load capacity after final placement
- B. Sliding/pushing an assembled girder from one end across the span to its final position over the piers
- C. Demolishing an old girder using controlled explosives
- D. Painting the girder before it is placed in position
Answer: Sliding/pushing an assembled girder from one end across the span to its final position over the piers
Explanation: Sliding/pushing an assembled girder from one end across the span to its final position over the piers — verified fact for Railway Civil Engineering Group B LDCE.
163. 'Apron' provided around a bridge pier/well foundation (e.g., stone/pitching apron) is primarily intended to:
- A. Provide electrical earthing for the bridge
- B. Act as the main bearing surface for the girder
- C. Protect the foundation from scour by armoring the riverbed against erosion
- D. Serve as a walking platform for railway staff at the pier top
Answer: Protect the foundation from scour by armoring the riverbed against erosion
Explanation: Protect the foundation from scour by armoring the riverbed against erosion — verified fact for Railway Civil Engineering Group B LDCE.
164. 'Guide bunds' constructed near a river bridge are primarily meant to:
- A. Serve as a permanent dam to stop river flow entirely
- B. Provide additional railway track alignment across the river
- C. Guide/train the river flow smoothly through the bridge waterway and protect approach embankments from erosion
- D. Act as an alternative bridge foundation
Answer: Guide/train the river flow smoothly through the bridge waterway and protect approach embankments from erosion
Explanation: Guide/train the river flow smoothly through the bridge waterway and protect approach embankments from erosion — verified fact for Railway Civil Engineering Group B LDCE.
165. 'Waterway obstruction' caused by piers in a river bridge is minimized in design mainly by:
- A. Providing adequate linear waterway and streamlined pier shapes aligned with the flow direction
- B. Placing piers perpendicular to the flow direction
- C. Increasing the number of piers as much as possible
- D. Making piers as wide as possible regardless of flow direction
Answer: Providing adequate linear waterway and streamlined pier shapes aligned with the flow direction
Explanation: Providing adequate linear waterway and streamlined pier shapes aligned with the flow direction — verified fact for Railway Civil Engineering Group B LDCE.
166. An 'expansion joint' provided at the ends of a bridge deck primarily allows for:
- A. Increase in the span length of the bridge
- B. Electrical continuity of the track circuit
- C. Drainage of rainwater exclusively, with no relation to movement
- D. Thermal expansion and contraction movement of the deck without inducing excessive stress
Answer: Thermal expansion and contraction movement of the deck without inducing excessive stress
Explanation: Thermal expansion and contraction movement of the deck without inducing excessive stress — verified fact for Railway Civil Engineering Group B LDCE.
167. The main difference between 'pre-tensioning' and 'post-tensioning' in prestressed concrete construction is:
- A. Pre-tensioning is used only for steel bridges, post-tensioning only for masonry bridges
- B. In pre-tensioning, tendons are stressed before concreting; in post-tensioning, tendons are stressed after the concrete has gained sufficient strength
- C. Post-tensioning never uses tendons, only ordinary reinforcement bars
- D. There is no real difference; the terms are interchangeable
Answer: In pre-tensioning, tendons are stressed before concreting; in post-tensioning, tendons are stressed after the concrete has gained sufficient strength
Explanation: In pre-tensioning, tendons are stressed before concreting; in post-tensioning, tendons are stressed after the concrete has gained sufficient strength — verified fact for Railway Civil Engineering Group B LDCE.
168. 'Prestressed concrete' (PSC) girders, widely used for medium-span railway bridges, gain their strength primarily by:
- A. Relying only on the self-weight of the girder for strength
- B. Adding extra layers of paint to the surface
- C. Introducing controlled compressive stress in the concrete (via tensioned tendons) before service loads are applied, to counteract tensile stresses
- D. Using ordinary reinforcement with no tensioning at all
Answer: Introducing controlled compressive stress in the concrete (via tensioned tendons) before service loads are applied, to counteract tensile stresses
Explanation: Introducing controlled compressive stress in the concrete (via tensioned tendons) before service loads are applied, to counteract tensile stresses — verified fact for Railway Civil Engineering Group B LDCE.
169. 'Composite construction' in a steel-concrete bridge deck refers to:
- A. Steel girders and a concrete deck slab acting together as a single structural unit via shear connectors
- B. Using only steel with no concrete at all
- C. Alternating steel and concrete spans along the bridge length
- D. Using only concrete with no steel reinforcement at all
Answer: Steel girders and a concrete deck slab acting together as a single structural unit via shear connectors
Explanation: Steel girders and a concrete deck slab acting together as a single structural unit via shear connectors — verified fact for Railway Civil Engineering Group B LDCE.
170. 'Box girder' bridges, sometimes used for railway flyovers/bridges, offer which structural advantage?
- A. Ability to function without any foundation
- B. Complete elimination of the need for any bearings
- C. Zero dead load regardless of span length
- D. High torsional rigidity along with efficient bending resistance for a given weight of material
Answer: High torsional rigidity along with efficient bending resistance for a given weight of material
Explanation: High torsional rigidity along with efficient bending resistance for a given weight of material — verified fact for Railway Civil Engineering Group B LDCE.
171. 'Wing walls' provided at bridge abutments primarily function to:
- A. Support the main girder directly at midspan
- B. House the bridge's electrical control panel
- C. Retain the approach embankment and guide the flow of water at the bridge opening
- D. Provide walking access for pedestrians across the bridge
Answer: Retain the approach embankment and guide the flow of water at the bridge opening
Explanation: Retain the approach embankment and guide the flow of water at the bridge opening — verified fact for Railway Civil Engineering Group B LDCE.
172. A 'pier' in a bridge structure is defined as:
- A. The wearing coat provided on the bridge deck
- B. The end support that also retains the embankment
- C. A type of bridge bearing used only on small spans
- D. An intermediate support of the bridge located between the abutments, within the waterway
Answer: An intermediate support of the bridge located between the abutments, within the waterway
Explanation: An intermediate support of the bridge located between the abutments, within the waterway — verified fact for Railway Civil Engineering Group B LDCE.
173. An 'abutment' in a bridge structure is defined as:
- A. The end support of a bridge that also retains the approach embankment
- B. A device to measure the water level under the bridge
- C. An intermediate support located within the span of the bridge
- D. The main span-carrying girder itself
Answer: The end support of a bridge that also retains the approach embankment
Explanation: The end support of a bridge that also retains the approach embankment — verified fact for Railway Civil Engineering Group B LDCE.
174. 'Elastomeric bearings' used in modern bridge construction are typically made of:
- A. Solid cast iron blocks only
- B. Layers of rubber (elastomer) bonded with steel plates
- C. Timber blocks exclusively
- D. Loose sand packed in a steel box
Answer: Layers of rubber (elastomer) bonded with steel plates
Explanation: Layers of rubber (elastomer) bonded with steel plates — verified fact for Railway Civil Engineering Group B LDCE.
175. A 'rocker and roller' type bearing arrangement on a bridge is designed to allow:
- A. Vertical movement only, with no horizontal movement
- B. Rotation at one end (rocker) and both rotation and longitudinal movement at the other end (roller), to accommodate thermal expansion
- C. Lateral (sideways) movement only, across the track
- D. Complete rigidity at both ends with no movement permitted
Answer: Rotation at one end (rocker) and both rotation and longitudinal movement at the other end (roller), to accommodate thermal expansion
Explanation: Rotation at one end (rocker) and both rotation and longitudinal movement at the other end (roller), to accommodate thermal expansion — verified fact for Railway Civil Engineering Group B LDCE.
176. 'Bearings' provided between a bridge girder and the pier/abutment top primarily serve to:
- A. Transfer load from the girder to the substructure while accommodating movements like thermal expansion/contraction and rotation
- B. Serve only a decorative/architectural purpose
- C. Provide electrical power to signal equipment on the bridge
- D. Increase the span length of the bridge
Answer: Transfer load from the girder to the substructure while accommodating movements like thermal expansion/contraction and rotation
Explanation: Transfer load from the girder to the substructure while accommodating movements like thermal expansion/contraction and rotation — verified fact for Railway Civil Engineering Group B LDCE.
177. 'Fatigue' failure of steel bridge components is caused primarily by:
- A. A single instance of overloading beyond ultimate strength
- B. Exposure to sunlight only
- C. Excessive painting of the structure
- D. Repeated cyclic loading (such as repeated train crossings) over time, even at stress levels below the ultimate strength
Answer: Repeated cyclic loading (such as repeated train crossings) over time, even at stress levels below the ultimate strength
Explanation: Repeated cyclic loading (such as repeated train crossings) over time, even at stress levels below the ultimate strength — verified fact for Railway Civil Engineering Group B LDCE.
178. Steel used for railway bridge girders must primarily satisfy which key property, apart from strength?
- A. High solubility in water for easy shaping
- B. Maximum possible hardness with no regard to ductility
- C. Adequate toughness/ductility to resist brittle fracture, especially under dynamic/fatigue loading
- D. Lowest possible cost regardless of any quality parameter
Answer: Adequate toughness/ductility to resist brittle fracture, especially under dynamic/fatigue loading
Explanation: Adequate toughness/ductility to resist brittle fracture, especially under dynamic/fatigue loading — verified fact for Railway Civil Engineering Group B LDCE.
179. A 'continuous girder' bridge, as opposed to a series of simply supported spans, generally offers the advantage of:
- A. Complete elimination of the need for any piers
- B. Reduced bending moments and improved structural efficiency by distributing load across multiple supports
- C. No possibility of thermal expansion effects
- D. Guaranteed lower construction cost in every case
Answer: Reduced bending moments and improved structural efficiency by distributing load across multiple supports
Explanation: Reduced bending moments and improved structural efficiency by distributing load across multiple supports — verified fact for Railway Civil Engineering Group B LDCE.
180. A 'simply supported' girder bridge span is one in which the girder:
- A. Has no supports at all and floats on water
- B. Rests freely on supports at each end, transferring reactions without moment continuity across supports
- C. Is rigidly fixed (moment-connected) at both ends to the piers
- D. Is suspended entirely from cables with no direct bearing support
Answer: Rests freely on supports at each end, transferring reactions without moment continuity across supports
Explanation: Rests freely on supports at each end, transferring reactions without moment continuity across supports — verified fact for Railway Civil Engineering Group B LDCE.
181. 'Dynamic augment' (impact factor) is added to static train loads in bridge design primarily to account for:
- A. The number of years the bridge has been in service
- B. Additional dynamic/vibratory effects caused by a moving train, including track and wheel irregularities
- C. The colour of the paint applied to the girder
- D. The weight of ballast on the bridge deck only
Answer: Additional dynamic/vibratory effects caused by a moving train, including track and wheel irregularities
Explanation: Additional dynamic/vibratory effects caused by a moving train, including track and wheel irregularities — verified fact for Railway Civil Engineering Group B LDCE.
182. Bridge loading standards used for the design of railway bridges in India specify the load effects of:
- A. Standard train load formations representative of actual locomotive and wagon axle loads
- B. Only the self-weight of the bridge structure, ignoring train loads
- C. Only pedestrian loads on adjacent footpaths
- D. Only wind load, ignoring train loads
Answer: Standard train load formations representative of actual locomotive and wagon axle loads
Explanation: Standard train load formations representative of actual locomotive and wagon axle loads — verified fact for Railway Civil Engineering Group B LDCE.
183. RDSO (Research Designs and Standards Organisation) plays which role with respect to railway bridges?
- A. Developing and issuing standard designs, codes, and guidelines for bridge design, construction and maintenance
- B. Collecting fares from bridge users
- C. Operating passenger trains across bridges
- D. Manufacturing locomotives only
Answer: Developing and issuing standard designs, codes, and guidelines for bridge design, construction and maintenance
Explanation: Developing and issuing standard designs, codes, and guidelines for bridge design, construction and maintenance — verified fact for Railway Civil Engineering Group B LDCE.
184. Construction of an ROB/RUB to replace a level crossing is primarily undertaken to:
- A. Reduce the gauge of the railway track
- B. Increase the number of level crossings on a route
- C. Provide additional ballast storage space
- D. Eliminate the safety hazard and traffic delay caused by a level crossing
Answer: Eliminate the safety hazard and traffic delay caused by a level crossing
Explanation: Eliminate the safety hazard and traffic delay caused by a level crossing — verified fact for Railway Civil Engineering Group B LDCE.
185. What does 'RUB' commonly stand for in Indian Railway civil engineering usage?
- A. Rail Utility Board
- B. Reinforced Underground Bearing
- C. Road Under Bridge (a road passing beneath the railway line)
- D. River Under Barrage
Answer: Road Under Bridge (a road passing beneath the railway line)
Explanation: Road Under Bridge (a road passing beneath the railway line) — verified fact for Railway Civil Engineering Group B LDCE.
186. What does the term 'ROB' commonly stand for in Indian Railway civil engineering usage?
- A. Rail Over Bearing
- B. Road Over Bridge (a road bridge crossing over the railway line)
- C. Rolling Overhead Beam
- D. River Outlet Barrier
Answer: Road Over Bridge (a road bridge crossing over the railway line)
Explanation: Road Over Bridge (a road bridge crossing over the railway line) — verified fact for Railway Civil Engineering Group B LDCE.
187. A 'bridge inventory' / bridge register maintained by the civil engineering department typically records:
- A. Only the electrification voltage of the section
- B. Details of each bridge such as span, type, foundation, waterway, and inspection/maintenance history
- C. Only the ticket revenue generated from the route
- D. Only the names of train drivers who crossed the bridge
Answer: Details of each bridge such as span, type, foundation, waterway, and inspection/maintenance history
Explanation: Details of each bridge such as span, type, foundation, waterway, and inspection/maintenance history — verified fact for Railway Civil Engineering Group B LDCE.
188. Underwater inspection of bridge piers and foundations is particularly important for detecting:
- A. Scour, undermining, or damage to the foundation below water level
- B. Rust on the overhead electrification wires
- C. Cracks in the station building roof
- D. Wear of the rail head on approach tracks
Answer: Scour, undermining, or damage to the foundation below water level
Explanation: Scour, undermining, or damage to the foundation below water level — verified fact for Railway Civil Engineering Group B LDCE.
189. Periodic bridge inspection on Indian Railways is important primarily to:
- A. Repaint the bridge for aesthetic purposes only
- B. Measure the exact age of the bridge only
- C. Detect deterioration, distress or damage early and ensure the bridge remains safe for traffic
- D. Count the number of trains passing over it
Answer: Detect deterioration, distress or damage early and ensure the bridge remains safe for traffic
Explanation: Detect deterioration, distress or damage early and ensure the bridge remains safe for traffic — verified fact for Railway Civil Engineering Group B LDCE.
190. 'Free board' in bridge design refers to the vertical clearance provided:
- A. Between the top of the rail and the underside of an overhead wire
- B. Between two adjacent bridge spans
- C. Between the High Flood Level (HFL) and the lowest point of the bridge superstructure/formation
- D. Between the pier base and scour depth
Answer: Between the High Flood Level (HFL) and the lowest point of the bridge superstructure/formation
Explanation: Between the High Flood Level (HFL) and the lowest point of the bridge superstructure/formation — verified fact for Railway Civil Engineering Group B LDCE.
191. 'High Flood Level' (HFL) is an important parameter in bridge design because it determines:
- A. The minimum level of the bridge soffit/deck to ensure adequate clearance above the highest recorded flood
- B. The exact date of the highest flood in history
- C. The colour scheme of the bridge
- D. The type of ballast to be used on the bridge deck
Answer: The minimum level of the bridge soffit/deck to ensure adequate clearance above the highest recorded flood
Explanation: The minimum level of the bridge soffit/deck to ensure adequate clearance above the highest recorded flood — verified fact for Railway Civil Engineering Group B LDCE.
192. 'Linear waterway' provided for a railway bridge across an alluvial river is often estimated using Lacey's regime formula, which relates waterway width to:
- A. The total length of the river from source to mouth
- B. The design discharge (flood flow) of the river
- C. The number of bridges already existing on the river
- D. The colour of the riverbed soil only
Answer: The design discharge (flood flow) of the river
Explanation: The design discharge (flood flow) of the river — verified fact for Railway Civil Engineering Group B LDCE.
193. 'Linear waterway' of a bridge refers to:
- A. The depth of water flowing under the bridge
- B. The total length of the bridge including approaches
- C. The number of spans in the bridge
- D. The total length of the waterway opening provided between the extreme edges of the bridge, measured at right angles to the flow
Answer: The total length of the waterway opening provided between the extreme edges of the bridge, measured at right angles to the flow
Explanation: The total length of the waterway opening provided between the extreme edges of the bridge, measured at right angles to the flow — verified fact for Railway Civil Engineering Group B LDCE.
194. 'Afflux' in the design of a bridge waterway refers to:
- A. The rise in water level upstream of a bridge caused by obstruction of the natural waterway by piers/abutments
- B. The velocity of flow immediately downstream of the bridge
- C. The depth of scour at the pier base
- D. The total annual rainfall in the catchment area
Answer: The rise in water level upstream of a bridge caused by obstruction of the natural waterway by piers/abutments
Explanation: The rise in water level upstream of a bridge caused by obstruction of the natural waterway by piers/abutments — verified fact for Railway Civil Engineering Group B LDCE.
195. Why is 'scour depth' an important design consideration for a well foundation in a river?
- A. The well must be founded deep enough below the maximum anticipated scour level to remain stable
- B. It determines only the colour of paint used on the pier
- C. It is relevant only for road bridges, not railway bridges
- D. It has no bearing on foundation depth, only on pier width
Answer: The well must be founded deep enough below the maximum anticipated scour level to remain stable
Explanation: The well must be founded deep enough below the maximum anticipated scour level to remain stable — verified fact for Railway Civil Engineering Group B LDCE.
196. What is 'scour' in the context of river bridges?
- A. The chemical corrosion of steel girders
- B. The settlement of the bridge deck under train load
- C. The wear of the rail on the bridge deck
- D. The erosion of riverbed material around piers/abutments due to flowing water, which can undermine the foundation
Answer: The erosion of riverbed material around piers/abutments due to flowing water, which can undermine the foundation
Explanation: The erosion of riverbed material around piers/abutments due to flowing water, which can undermine the foundation — verified fact for Railway Civil Engineering Group B LDCE.
197. 'Bearing capacity' of soil, a key consideration in bridge foundation design, refers to:
- A. The total weight of the bridge superstructure
- B. The permeability of the soil to water
- C. The colour classification of the soil
- D. The maximum load per unit area the soil can safely support without excessive settlement or shear failure
Answer: The maximum load per unit area the soil can safely support without excessive settlement or shear failure
Explanation: The maximum load per unit area the soil can safely support without excessive settlement or shear failure — verified fact for Railway Civil Engineering Group B LDCE.
198. 'Pile foundations' for railway bridges are generally preferred over well foundations in which situation?
- A. Only when the river has no water at all
- B. Only for pedestrian foot overbridges, never for main bridges
- C. Where the depth to a firm bearing stratum is very large or well sinking is otherwise impractical
- D. Only in areas with no soil below the riverbed
Answer: Where the depth to a firm bearing stratum is very large or well sinking is otherwise impractical
Explanation: Where the depth to a firm bearing stratum is very large or well sinking is otherwise impractical — verified fact for Railway Civil Engineering Group B LDCE.
199. The process of lowering a well foundation caisson into the riverbed by excavating soil from inside it under its own weight is called:
- A. Sinking of the well
- B. Grouting
- C. Dredging of the riverbank
- D. Jacking
Answer: Sinking of the well
Explanation: Sinking of the well — verified fact for Railway Civil Engineering Group B LDCE.
200. A 'well foundation', widely used for railway bridge piers in India, primarily resists loads by:
- A. Relying solely on friction of short timber piles
- B. Floating on the surface of the water without penetrating the riverbed
- C. Spreading load only through a thin surface raft
- D. Transferring load to a firm bearing stratum through a heavy, hollow cylindrical caisson sunk into the riverbed
Answer: Transferring load to a firm bearing stratum through a heavy, hollow cylindrical caisson sunk into the riverbed
Explanation: Transferring load to a firm bearing stratum through a heavy, hollow cylindrical caisson sunk into the riverbed — verified fact for Railway Civil Engineering Group B LDCE.
201. Which type of bridge is most commonly used for short and medium spans on Indian Railways?
- A. Floating pontoon bridges
- B. Cable-stayed bridges exclusively
- C. Suspension bridges
- D. Girder bridges (steel or RCC/PSC)
Answer: Girder bridges (steel or RCC/PSC)
Explanation: Girder bridges (steel or RCC/PSC) — verified fact for Railway Civil Engineering Group B LDCE.
202. A 'suspension bridge' primarily relies on which structural element to carry the deck load?
- A. Rigid steel girders resting directly on multiple closely spaced piers
- B. Compression-only concrete slabs
- C. Main cables in tension, suspended from towers and anchored at the ends
- D. A solid masonry arch
Answer: Main cables in tension, suspended from towers and anchored at the ends
Explanation: Main cables in tension, suspended from towers and anchored at the ends — verified fact for Railway Civil Engineering Group B LDCE.
203. An 'arch bridge' carries load by transferring it primarily as:
- A. Torsion in the deck slab
- B. Pure tension in a suspended cable
- C. Pure bending in a straight beam only
- D. Compressive force along the curve of the arch to the abutments
Answer: Compressive force along the curve of the arch to the abutments
Explanation: Compressive force along the curve of the arch to the abutments — verified fact for Railway Civil Engineering Group B LDCE.
204. In railway bridge terminology, what is a 'girder bridge'?
- A. A bridge with a masonry arch as the load-carrying element
- B. A bridge in which the superstructure consists of beams (girders) supporting the deck between piers/abutments
- C. A bridge supported entirely by cables from a tower
- D. A bridge that can be raised or lowered for river traffic
Answer: A bridge in which the superstructure consists of beams (girders) supporting the deck between piers/abutments
Explanation: A bridge in which the superstructure consists of beams (girders) supporting the deck between piers/abutments — verified fact for Railway Civil Engineering Group B LDCE.
205. A 'catch water drain' provided alongside a railway cutting is primarily meant to:
- A. Store ballast temporarily during maintenance
- B. Provide a walking path for gangmen only
- C. Intercept surface water flowing towards the cutting and prevent it from saturating/eroding the slopes
- D. Supply drinking water to nearby stations
Answer: Intercept surface water flowing towards the cutting and prevent it from saturating/eroding the slopes
Explanation: Intercept surface water flowing towards the cutting and prevent it from saturating/eroding the slopes — verified fact for Railway Civil Engineering Group B LDCE.
206. What is the purpose of providing adequate 'cess' (the area beyond the ballast shoulder) alongside railway track?
- A. To act as an additional running track
- B. To store spare rails permanently
- C. To provide space for drainage, maintenance staff movement, and stability of the embankment slope
- D. To act as the electrical earthing point for the track
Answer: To provide space for drainage, maintenance staff movement, and stability of the embankment slope
Explanation: To provide space for drainage, maintenance staff movement, and stability of the embankment slope — verified fact for Railway Civil Engineering Group B LDCE.
207. Which of the following track maintenance activities is typically classified as 'through packing'?
- A. Systematic tamping of the entire length of track in a section, sleeper by sleeper
- B. Only cleaning of drains alongside the track
- C. Only spot attention to isolated low joints
- D. Only replacement of damaged rails
Answer: Systematic tamping of the entire length of track in a section, sleeper by sleeper
Explanation: Systematic tamping of the entire length of track in a section, sleeper by sleeper — verified fact for Railway Civil Engineering Group B LDCE.
208. 'Mud pumping' in railway track formation refers to:
- A. The pumping of drinking water along the track for staff
- B. The mechanized removal of ballast fines
- C. The natural settlement of embankment over time
- D. The upward movement of soft, wet subgrade fines into the ballast under repeated train loading
Answer: The upward movement of soft, wet subgrade fines into the ballast under repeated train loading
Explanation: The upward movement of soft, wet subgrade fines into the ballast under repeated train loading — verified fact for Railway Civil Engineering Group B LDCE.
209. 'Blanketing' with a granular/geotextile layer over problematic formation soil (like black cotton soil) is done primarily to:
- A. Increase superelevation on curves
- B. Increase the gauge of the track
- C. Prevent moisture ingress and pumping/mud-heaving of fines into the ballast
- D. Provide electrical continuity for track circuits
Answer: Prevent moisture ingress and pumping/mud-heaving of fines into the ballast
Explanation: Prevent moisture ingress and pumping/mud-heaving of fines into the ballast — verified fact for Railway Civil Engineering Group B LDCE.
210. 'Alternate wet and dry' conditions in the formation are particularly problematic for which type of soil, commonly causing formation failures on Indian Railways?
- A. Black cotton soil (expansive clay)
- B. Well-graded sand
- C. Hard rock
- D. Coarse gravel
Answer: Black cotton soil (expansive clay)
Explanation: Black cotton soil (expansive clay) — verified fact for Railway Civil Engineering Group B LDCE.
211. 'Rail wear' at the gauge face is a particular concern on which type of track feature?
- A. Level crossings exclusively
- B. Points and crossings only, never on curves
- C. Long straight (tangent) tracks only
- D. Sharp curves, due to the flange forces of wheels
Answer: Sharp curves, due to the flange forces of wheels
Explanation: Sharp curves, due to the flange forces of wheels — verified fact for Railway Civil Engineering Group B LDCE.
212. What is the main reason 'rail flaw detection' (ultrasonic testing) is carried out periodically on Indian Railways?
- A. To check the colour of the rail for corrosion
- B. To measure ballast depth
- C. To detect internal defects/cracks in the rail before they lead to rail fracture
- D. To measure the exact gauge of the track
Answer: To detect internal defects/cracks in the rail before they lead to rail fracture
Explanation: To detect internal defects/cracks in the rail before they lead to rail fracture — verified fact for Railway Civil Engineering Group B LDCE.
213. A 'caution order' issued by the Permanent Way department typically results in:
- A. Permanent closure of the section to all traffic
- B. An increase in the permitted speed over that section
- C. Cancellation of all trains on that route
- D. A temporary speed restriction over a section of track due to a known defect or ongoing work
Answer: A temporary speed restriction over a section of track due to a known defect or ongoing work
Explanation: A temporary speed restriction over a section of track due to a known defect or ongoing work — verified fact for Railway Civil Engineering Group B LDCE.
214. Modern track recording cars are used by Indian Railways primarily to:
- A. Carry ballast to worksites
- B. Transport track maintenance staff only
- C. Weld rail joints while running
- D. Continuously and objectively measure track geometry parameters (gauge, alignment, level, twist) at speed
Answer: Continuously and objectively measure track geometry parameters (gauge, alignment, level, twist) at speed
Explanation: Continuously and objectively measure track geometry parameters (gauge, alignment, level, twist) at speed — verified fact for Railway Civil Engineering Group B LDCE.
215. What instrument is traditionally used by track maintenance staff to measure the gauge and cross-level of the track?
- A. Dumpy level only
- B. Track gauge cum level (gauge and cant measuring instrument)
- C. Theodolite
- D. Planimeter
Answer: Track gauge cum level (gauge and cant measuring instrument)
Explanation: Track gauge cum level (gauge and cant measuring instrument) — verified fact for Railway Civil Engineering Group B LDCE.
216. Excessive 'twist' in track is particularly dangerous because it can lead to:
- A. Wheel unloading on one rail, increasing derailment risk
- B. Reduced need for tamping
- C. Better ride comfort
- D. Increased train speed capacity
Answer: Wheel unloading on one rail, increasing derailment risk
Explanation: Wheel unloading on one rail, increasing derailment risk — verified fact for Railway Civil Engineering Group B LDCE.
217. 'Twist' in track geometry is defined as:
- A. The vertical wear of the rail head over time
- B. The difference between actual and nominal gauge
- C. The horizontal deviation of the rail from the design alignment
- D. The algebraic difference of cross-levels at two points divided by the distance between them
Answer: The algebraic difference of cross-levels at two points divided by the distance between them
Explanation: The algebraic difference of cross-levels at two points divided by the distance between them — verified fact for Railway Civil Engineering Group B LDCE.
218. Which of the following is an example of a 'track defect' that Permanent Way Inspectors specifically watch for during inspection?
- A. Standard rail section as specified
- B. Proper ballast cushion as specified
- C. Twist (a variation in cross-level over a short distance)
- D. Correct superelevation as designed
Answer: Twist (a variation in cross-level over a short distance)
Explanation: Twist (a variation in cross-level over a short distance) — verified fact for Railway Civil Engineering Group B LDCE.
219. Why is destressing of LWR/CWR track carried out?
- A. To restore the rail to its stress-free temperature range after disturbance (e.g., after repairs) to prevent buckling or rail fracture
- B. To increase the length of the rail permanently
- C. To reduce the gauge of the track
- D. To remove the ballast from the track
Answer: To restore the rail to its stress-free temperature range after disturbance (e.g., after repairs) to prevent buckling or rail fracture
Explanation: To restore the rail to its stress-free temperature range after disturbance (e.g., after repairs) to prevent buckling or rail fracture — verified fact for Railway Civil Engineering Group B LDCE.
220. The 'Stress Free Temperature' (SFT) of an LWR track refers to:
- A. The ambient air temperature during welding only, unrelated to the rail itself
- B. The lowest temperature ever recorded at that location
- C. The rail temperature at which the rail is free of any thermally induced longitudinal stress
- D. The temperature at which ballast is cleaned
Answer: The rail temperature at which the rail is free of any thermally induced longitudinal stress
Explanation: The rail temperature at which the rail is free of any thermally induced longitudinal stress — verified fact for Railway Civil Engineering Group B LDCE.
221. To reduce the risk of track buckling in LWR during summer, a common precaution taken by the Permanent Way department is:
- A. Imposing patrolling and speed restrictions during extreme heat and avoiding track disturbance near the 'stress-free temperature'
- B. Reducing the ballast cushion depth
- C. Increasing train speed to reduce dwell time on the section
- D. Removing all sleepers temporarily
Answer: Imposing patrolling and speed restrictions during extreme heat and avoiding track disturbance near the 'stress-free temperature'
Explanation: Imposing patrolling and speed restrictions during extreme heat and avoiding track disturbance near the 'stress-free temperature' — verified fact for Railway Civil Engineering Group B LDCE.
222. 'Buckling' of track is a serious safety hazard that primarily occurs due to:
- A. Insufficient ballast cushion alone, unrelated to temperature
- B. Overloading of wagons beyond permissible axle load
- C. Excessive tensile stress during very cold weather only
- D. Excessive compressive thermal stress in the rail, especially in LWR, during hot weather
Answer: Excessive compressive thermal stress in the rail, especially in LWR, during hot weather
Explanation: Excessive compressive thermal stress in the rail, especially in LWR, during hot weather — verified fact for Railway Civil Engineering Group B LDCE.
223. A 'hogged' rail joint (low joint) is a defect where:
- A. The gauge widens excessively at the joint
- B. The rail joint is welded incorrectly
- C. The rail ends at a joint sink lower than the adjoining rail due to loss of packing
- D. The rail ends rise higher than the adjoining rail
Answer: The rail ends at a joint sink lower than the adjoining rail due to loss of packing
Explanation: The rail ends at a joint sink lower than the adjoining rail due to loss of packing — verified fact for Railway Civil Engineering Group B LDCE.
224. What is meant by 'packing' of a sleeper in maintenance terminology?
- A. Wrapping the sleeper for transportation
- B. Removing the sleeper for inspection
- C. Compacting ballast beneath and around the sleeper to provide proper support and correct level
- D. Painting the sleeper for identification
Answer: Compacting ballast beneath and around the sleeper to provide proper support and correct level
Explanation: Compacting ballast beneath and around the sleeper to provide proper support and correct level — verified fact for Railway Civil Engineering Group B LDCE.
225. 'Ballastless track' (slab track) is increasingly used, particularly on high-speed lines, mainly because it offers:
- A. Elimination of the need for rails altogether
- B. Lower initial construction cost in all cases
- C. Lower maintenance requirements and greater long-term geometric stability
- D. Easier manual tamping than ballasted track
Answer: Lower maintenance requirements and greater long-term geometric stability
Explanation: Lower maintenance requirements and greater long-term geometric stability — verified fact for Railway Civil Engineering Group B LDCE.
226. What does a 'level crossing' refer to on a railway line?
- A. A location where a road crosses the railway track at the same grade/level
- B. A crossing between two railway tracks at different gauges
- C. A point where a bridge crosses over the railway
- D. An underground tunnel crossing beneath the track
Answer: A location where a road crosses the railway track at the same grade/level
Explanation: A location where a road crosses the railway track at the same grade/level — verified fact for Railway Civil Engineering Group B LDCE.
227. A 'blanket layer' provided below the ballast in track formation mainly serves to:
- A. Increase the gauge of the track
- B. Prevent intermixing of ballast with the subgrade soil and improve drainage/load distribution
- C. Serve as the wearing surface for wheels
- D. Provide electrical insulation for track circuits
Answer: Prevent intermixing of ballast with the subgrade soil and improve drainage/load distribution
Explanation: Prevent intermixing of ballast with the subgrade soil and improve drainage/load distribution — verified fact for Railway Civil Engineering Group B LDCE.
228. What does 'formation width' refer to in track/earthwork terminology?
- A. The width of the ballast shoulder only
- B. The total width of the prepared earthwork (embankment or cutting) at formation level that supports the ballast and track
- C. The width of a single rail head
- D. The distance between two adjacent tracks
Answer: The total width of the prepared earthwork (embankment or cutting) at formation level that supports the ballast and track
Explanation: The total width of the prepared earthwork (embankment or cutting) at formation level that supports the ballast and track — verified fact for Railway Civil Engineering Group B LDCE.
229. 'Grade compensation' for curvature is typically calculated using a formula proportional to which of the following, for Broad Gauge?
- A. Speed of the train only, independent of curve radius
- B. Degree of the curve (or inversely, the radius of the curve)
- C. Length of the train only
- D. Number of axles on the train
Answer: Degree of the curve (or inversely, the radius of the curve)
Explanation: Degree of the curve (or inversely, the radius of the curve) — verified fact for Railway Civil Engineering Group B LDCE.
230. A 'compensated gradient' on curves accounts for the fact that:
- A. Compensated gradient applies only to gauge, not to gradient
- B. Curves always reduce resistance, so gradient can be steepened
- C. Superelevation eliminates the need for any gradient adjustment
- D. Curvature itself offers additional resistance to train movement, so the gradient is eased on curves
Answer: Curvature itself offers additional resistance to train movement, so the gradient is eased on curves
Explanation: Curvature itself offers additional resistance to train movement, so the gradient is eased on curves — verified fact for Railway Civil Engineering Group B LDCE.
231. 'Ruling gradient' on a railway section is defined as:
- A. The gradient found only at station yards
- B. The steepest gradient that governs the maximum load a locomotive can haul on that section
- C. The minimum gradient permissible for drainage
- D. The average gradient of the entire section
Answer: The steepest gradient that governs the maximum load a locomotive can haul on that section
Explanation: The steepest gradient that governs the maximum load a locomotive can haul on that section — verified fact for Railway Civil Engineering Group B LDCE.
232. 'Gauge widening' is sometimes provided on sharp curves mainly to:
- A. Increase the maximum speed permitted on the curve
- B. Facilitate smoother negotiation of the curve by the rigid wheelbase of vehicles
- C. Reduce the superelevation required
- D. Eliminate the need for a transition curve
Answer: Facilitate smoother negotiation of the curve by the rigid wheelbase of vehicles
Explanation: Facilitate smoother negotiation of the curve by the rigid wheelbase of vehicles — verified fact for Railway Civil Engineering Group B LDCE.
233. From a civil engineering (permanent way) perspective, why is it important that rail joints in a track-circuited section be properly insulated?
- A. To prevent the track circuit current from bypassing the insulated joint, which could give a false 'clear' indication
- B. To prevent rust formation only
- C. To reduce the weight of the fishplate
- D. To make the joint easier to remove during maintenance
Answer: To prevent the track circuit current from bypassing the insulated joint, which could give a false 'clear' indication
Explanation: To prevent the track circuit current from bypassing the insulated joint, which could give a false 'clear' indication — verified fact for Railway Civil Engineering Group B LDCE.
234. 'Track circuiting' is a signalling technique in which the rails themselves are used to:
- A. Provide electric traction power to the locomotive
- B. Physically lock the points in position
- C. Measure the gauge automatically
- D. Detect the presence of a train electrically on a section of track
Answer: Detect the presence of a train electrically on a section of track
Explanation: Detect the presence of a train electrically on a section of track — verified fact for Railway Civil Engineering Group B LDCE.
235. A gap is deliberately left between rail ends at a joint in traditional (non-welded) track mainly to:
- A. Reduce the weight of the rail
- B. Allow easier removal of ballast
- C. Allow for thermal expansion of the rail without buckling
- D. Allow water to drain through the joint
Answer: Allow for thermal expansion of the rail without buckling
Explanation: Allow for thermal expansion of the rail without buckling — verified fact for Railway Civil Engineering Group B LDCE.
236. What is the primary purpose of a 'fishplate' in traditional jointed track?
- A. To connect two rail ends at a joint, maintaining alignment and transferring load across the joint
- B. To provide electrical insulation between the two rails permanently
- C. To act as a sleeper at the joint location
- D. To measure the gauge of the track
Answer: To connect two rail ends at a joint, maintaining alignment and transferring load across the joint
Explanation: To connect two rail ends at a joint, maintaining alignment and transferring load across the joint — verified fact for Railway Civil Engineering Group B LDCE.
237. Compared to thermit welding done in the field, flash-butt welding done in a plant generally produces:
- A. A weaker weld unsuitable for main lines
- B. A more consistent, higher-quality weld due to controlled factory conditions
- C. A weld that requires no inspection
- D. A weld that cannot be used on curves
Answer: A more consistent, higher-quality weld due to controlled factory conditions
Explanation: A more consistent, higher-quality weld due to controlled factory conditions — verified fact for Railway Civil Engineering Group B LDCE.
238. 'Flash-butt welding' of rails, typically done in a rail welding plant or mobile flash-butt welding unit, works by:
- A. Passing a heavy electric current through the abutting rail ends and then forging them together under pressure
- B. Bolting the rail ends with fishplates and clamps
- C. Gluing the rail ends with an adhesive compound
- D. Pouring molten thermit metal between the rail ends
Answer: Passing a heavy electric current through the abutting rail ends and then forging them together under pressure
Explanation: Passing a heavy electric current through the abutting rail ends and then forging them together under pressure — verified fact for Railway Civil Engineering Group B LDCE.
239. 'Thermit welding' of rails is a process that involves:
- A. Bolting two rail ends together with fishplates
- B. Passing electric current through the rail ends to fuse them by resistance heating
- C. Using gas flame only to heat and bend the rail
- D. An exothermic chemical reaction between aluminium powder and iron oxide to produce molten steel that fuses the rail ends
Answer: An exothermic chemical reaction between aluminium powder and iron oxide to produce molten steel that fuses the rail ends
Explanation: An exothermic chemical reaction between aluminium powder and iron oxide to produce molten steel that fuses the rail ends — verified fact for Railway Civil Engineering Group B LDCE.
240. What is a 'Switch Expansion Joint' (SEJ) used for in LWR track?
- A. To weld two rail ends together permanently
- B. To provide electrical insulation between track circuits
- C. To increase the gauge locally at stations
- D. To accommodate the expansion/contraction movement of LWR at specific locations such as near bridges or points
Answer: To accommodate the expansion/contraction movement of LWR at specific locations such as near bridges or points
Explanation: To accommodate the expansion/contraction movement of LWR at specific locations such as near bridges or points — verified fact for Railway Civil Engineering Group B LDCE.
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