A) They can climb steeper slopes than conventional rail. B) They can climb slopes of up to 50%. C) They are immune to high altitudes. D) They do not require any tracks on steep slopes.
A) Better aerodynamic efficiency. B) Higher top speeds. C) Cheaper fuel costs. D) Quieter rides.
A) London Docklands Light Railway. B) Mexico City Metro. C) AirTrain JFK. D) Copenhagen Metro.
A) Requirement for high-voltage AC power only. B) Lower energy storage capacity. C) Incompatibility with solar power. D) Higher energy consumption.
A) Derailment on curves. B) Brake pad failure. C) Loss of electrical contact. D) Tyre blow-outs.
A) The rubber tyres are made of heat-absorbing material. B) The electric motors are external to the train. C) Traction energy losses manifest as heat. D) The tunnels are too narrow to allow airflow.
A) They break down into particulate matter (dust). B) They release toxic chemical gases. C) They disintegrate due to UV radiation. D) They produce ozone during rotation.
A) Steel rails. B) Magnetic induction plates. C) Laser guidance systems. D) Concrete guide walls.
A) Inability to steer through snow. B) Freezing of the guide wheels. C) Loss of traction. D) Corrosion of the tyres.
A) It is technically impossible to install AC on these trains. B) It would heat the tunnels to unmanageable levels. C) It causes vibrations that damage the tyres. D) It consumes too much energy to be profitable.
A) Equal to standard train wheels. B) Higher, as they need to be replaced frequently. C) Minimal, as they are maintenance-free. D) Lower, due to simple design.
A) New York City. B) Lausanne. C) Mexico City. D) Copenhagen.
A) Commuter train manufacturers. B) Monorail manufacturers. C) Light rail manufacturers. D) High-speed rail manufacturers.
A) Trains can be shorter in length. B) Trains can be signalled closer together. C) Trains can travel at higher speeds. D) Trains require fewer staff members.
A) Rubber-tyred metros are more complex. B) Guided buses are faster. C) They use identical operating technology. D) Rubber-tyred metros use simpler techniques.
A) Diesel multiple units B) Electric multiple units C) Steam-powered engines D) Cable-hauled carriages
A) Concrete B) Flat steel C) Aluminum D) H-shaped steel
A) Mexico City B) Paris C) Montreal D) Sapporo
A) 1,450 mm B) 1,600 mm C) 1,435 mm D) 1,000 mm
A) A lateral pickup shoe B) A trolley pole C) A pantograph D) A steel wheel
A) Wood B) A concrete slab C) Asphalt D) Hot rolled steel
A) Only at stations B) No C) Yes, always D) Only in tunnels
A) Mexico City Metro B) Sapporo Municipal Subway C) Montreal Metro D) VAL system
A) Steel flanges B) Magnetic levitation C) Rubber tyres D) Wooden blocks
A) Primary propulsion B) Electronic signaling C) Guidance and backup D) Heating the track
A) Alejandro Goicoechea B) Andre Michelin C) Louis Renault D) Robert William Thomson
A) Port Liner B) MP 51 C) Talgo 1936 D) Tren Vertebrado
A) Renault B) Matra C) Michelin D) Talgo
A) Line 4 B) Line 14 C) Line 11 D) Line 1
A) Excessive noise B) Heaviest traffic load C) Steep grades D) Age of the tracks
A) Heaviest traffic load B) Steep gradients C) High cost of maintenance D) Reduction of noise
A) Line 14 B) Line 6 C) Line 11 D) Line 1
A) Montreal B) Tokyo C) Paris D) Mexico City
A) Talgo B) Matra C) Renault D) Michelin
A) 1981 B) 1966 C) 1973 D) 1998
A) Trams on tyres B) Aerial wheels C) Vertebrated trains D) Rapid transit units
A) Tren Vertebrado B) Port Liner C) Aerial Wheels D) MP 51
A) 1974 B) 1964 C) 1998 D) 1956 |