B. None of the above

C. 5 kV

D. 440 V

E. 15 kV

B. high starting tractive effort

C. easy speed control

D. equipment capable of with standing large temporary loads

A. Steam engine

C. Diesel engine

D. Any of the above

B. common earthing

C. neutral wire

D. cables

B. steel mills

C. power stations

D. narrow gauge traction

A. electric locomotives

B. steam engine locomotives

C. diesel electric locomotives

D. diesel engine locomotives

A. 0.75

C. 0.12

D. 0.4

A. 50 to 200

B. 500 to 1000

D. 3000 to 5000

A. low co-efficient of adhesion

B. uneven distribution of tractive effect

C. lot of skidding

B. Self relieving property

C. Commutating property at heavy load

D. Less current drain on the heavy load torque

B. Track size

C. Track curves

D. Engine power

B. facilitate braking

C. reduce friction

D. increase friction

A. Sub-urban service

B. Main line service

D. Urban service

A. Interference with communication lines

B. All of the above

C. Short time power failure interrupts traffic for hours

D. Corrosion problems in the under-ground pipe work

A. Motor continues to remain loaded during braking

B. It is instantaneous

C. More heat is generated during braking

A. Sand on rails

B. Dew on rails

C. Oil on the rails

A. wet

B. sprayed with oil

D. greased

B. all of the above

C. urban service

D. sub-urban service

A. 25 Hz

C. 60 Hz

D. 16 Hz

A. none of the above

C. equal to that of D.C. locomotive

D. less than that of D.C. locomotive

B. Better braking action

C. No pollution problems

D. All of the above

A. friction at various parts of the rolling stock

B. resistance offered by air

C. friction at the track

A. 24 V

C. 12 V

D. 220 V

A. it has longer coasting period

B. it has longer free running period

D. accelerating and braking periods are comparatively smaller

B. Vacuum braking on diesel locomotives

C. All braking systems are equally costly

D. Vacuum braking on steam locomotives

A. overcome the gravity component of train mass

B. overcome friction, windage and curve resistance

C. accelerate the train mass

A. urban

C. suburban

A. Distance between stops

B. Gradient

C. Retardation and acceleration values

A. Gorakhpur

B. Jamalpur

C. Bangalore

A. 20 percent

C. 10 percent

D. 40 percent

A. Lucknow

B. Chandigarh

D. Bhopal

A. single cylinder double acting steam engine

B. single stage steam turbine

C. double cylinder, single acting steam engine

A. Cascade control

C. Pole changing

D. Combination of cascade and pole changing

B. 1 to 4 kgf/cm2

C. 25 to 35 kgf/cm2

D. 5 to 8 kgf/cm2

A. All of the above

C. Hammer blow

D. Pitching

A. has better coefficient of adhesion

B. are suited both for passanger as well as freight service

C. has better riding qualities due to the reduction of lateral forces

A. Acceleration

B. Work against gravity while moving up the gradient

C. Work against the resistance to motion

B. double acting non-condensing type

C. double acting condensing type

D. single acting condensing type

A. more with high train resistance

B. less if distance between stops is more

C. more on steeper gradient

B. flywheel

C. gear box

D. applying brakes 11.

B. 17

C. 14

D. 5

A. wheel base of axles is more

B. degree of curvature is more

D. none of the above

A. 1/speed

C. none of the above

D. l/(speed)2

A. A.C. three phase motor

C. D.C. shunt motor

D. AC. single phase capacitor start motor

B. None of the above

C. Rheostatic braking

D. Regenerative braking

A. Mail and express trains

C. All trains

D. Suburban and Urban electric trains

A. diesel engine generator

B. overhead wire

C. battery system

B. 75 kmph

C. 60 kmph

D. 100 kmph

A. 1500 to 2000

B. 3000 to 4000

D. 2000 to 3000

B. 30 to 40 percent

C. 45 to 55 percent

D. 60 to 70 percent