LEARNING ABOUT MODERN INFRASTRUCTURE MANAGEMENT AND BEST PRACTISE IN TRACK MAINTENANCE FROM ADVANCED CENTRAL EUROPEAN RAILWAYS FOR INDIA`S JOURNEY TOWARDS FUTURE WITH THE MISSION MODE PLAN TO DEVELOP ITS RAILWAY ACCORDING WORLD CLASS STANDARDS – From “Fire-Fighting Maintenance” to Condition, Analytic and Data based Track Maintenance –

Indian Railways are suffering from a historic under-investment in rail-track assets and from a rail-track neglect of far reaching history.

India has the ambitious plan to bring its Railway System on World Class Standards. A World Class Standard Rail-Service needs World Class high Quality Infrastructure, Assets, and Rail-Tracks as well World Class best Practice in Track Maintenance; best under the regime of one infrastructure provider. How to achieve this, IR can learn from advanced Central European Railways.

Advanced Central European Railways have their distinguished rail-track service- and infrastructure-providers/operators/enterprises/companies/agencies.

Latter are governmental subsidiaries/companies responsible and in charge of the entire infrastructure and assets (rail-tracks, signalling, tunnels, bridges, stations). They own the infrastructure and provide state-to-the-art railway technology when building, constructing, maintaining and operating the entire infrastructure under one umbrella. Leading are:

  • ÖBB (Austria); ÖBB INFRASTRUKTUR AG – a governmental company, which plans, develops, maintains and operates the entire ÖBB infrastructure and provides state-to-the-art railway technology as a service to the nation.
  • SBB-CFF-FFS (Switzerland); SBB-CFF-CFF INFRASTRUKTUR,
  • DB (Germany), DB NETZ AG and
  • British Rail (UK); NETWORK RAIL Infrastructure Ltd. (UK), who owns and operates the railway infrastructure in England, Wales and Scotland on behalf of the nation.

Those governmental subsidiaries have their own management structure, their own budged and long-term Funding Agreements with their Governments, ensuring infrastructure management planning far ahead, which take into account the actual condition of the network. They generate value through engineering as a service for rail transport in their countries.

Basis for planning are Status-Reports or Audits on the condition/status of the countries’ full network with regard to their assets-behaviour in order to provide correlations with output quantities and the required financial recourses for re-investment in assets and infrastructures, and as well for maintenance-strategies and planning’s.

In Central European Railways, infrastructure management strategies are governed by Life Cycle Cost (LCC) considerations in order to minimize overall costs over the asset-life span. Guidelines for Infrastructure Management and  best Practice in Track Maintenance are summarised in the new edited book of Florian Auer, INFRASTRUCTURE MANAGEMENT, 2018 PMC Media House GmbH, ISBN: 978-3-96245.155-4, Bingen, Germany.

In his new book, Dr. Florian Auer points out:

“Needs-based and reliable rail infrastructure requires all processes associated with the sustainable preservation of the condition of the existing network to be considered and structurally planned over a period of several years. Continually updated multi-year plans assist in making efficient use of scarce financial resources.

The permanent way is a natural monopoly, also in the eyes of the European Union. Only if there is the will to provide the necessary financial resources, it will be possible to ensure the required long-term quality. The study by Boston Consulting Group on the Railway Performance Index 2015 demonstrated that countries focusing on the consistent expansion and upkeep of their railway infrastructure achieve a higher added value.

The analysis methods used increasingly in recent years, e.g. LCC (Life Cycle Costs), RAMS (Reliability, Availability, Maintainability and Safety) or the production of life cycle assessments, allow infrastructure managers to take “the right measure at the right time” in a holistic and transparent manner. Progress in digitalisation offers a huge development potential in this area”.

 The Technical University at Graz, Austria, is worldwide the forerunner in pushing up track quality under overall LCC considerations.

As the rail infrastructure companies move away from reactive to proactive based maintenance regimes, this will ultimately enable faster identification of track faults, quicker diagnosis and increased safety and performance. And, with a wide range of innovative new technologies for condition monitoring and analysis of track performance data (Data Science) emerging, there are further opportunities for driving down maintenance costs even more, and more effectively managing the impact of track maintenance on the running of train services.

Digitalisation will be the enabler of massive developments to improve efficiency and reliability whilst helping to reduce costs.

However, key strategic, technical and operational challenges need to be overcome in order to integrate these new technologies effectively into existing maintenance regimes and to improve maintenance operations.

Central European Railways, Railways in Russia, Australia and Hong Kong use monitoring instruments mounted on schedules running commercial trains (so-called Instrumented Revenue Vehicles, IRV), for train-based and in-service track-condition monitoring in target planning of maintenance.

Rehabilitations are carried out under planning methodology according  Building Information Technology (BIM) by  creating a complete digitalised Virtual Track through laser-scanning, geo-radar, 3D mapping, videoing and  photo-documentation,  provided for use to all parties involved.

In India, infrastructure management and maintenance regime are split up within too many authorities, responsibilities, advisory boards, subsidiaries and providers. Strategic planning and work execution under one umbrella is not given. In this respect, IR seems to be non reformable. Infrastructure management and maintenance regime from one hand, the prerequisite to manage a modern state-of-the-art World Class Railway, is lacking in India. It is questionable, if in the near future India will succeed to make the necessary structural reforms to reach the goal of its Mission Mode Plan” with the aim to develop its Railway according World Class Standards.

To read more, download: LEARNING ABOUT MODERN INFRASTRUCTURE MANAGEMENT AND BEST PRACTICE IN TRACK MAINTENANCE, PDF

MONITORING INSTRUMENTS MOUNTED ON SCHEDULED RUNNING COMMERCIAL TRAINS (INSTRUMENTED REVENUE VEHICLES, IRV) MAKE USE OF NEWTON`S LAWS OF MECHANICS FOR TRAIN BASED AND IN-SERVICE TRACK-CONDITION MONITORING IN TARGET PLANING OF MAINTENANCE

The Newton`s Laws Mechanic is useful to analyse mutual track-vehicle/wheel-rail interactions and to determine track irregularities and track defects by vehicle mounted instruments: Accelerometer Sensors and Gyroscope Devices for Rotation Measurements. This means, by measuring accelerations and rotations through instruments on board of commercial and scheduled running rail-vehicles, the cause in form of track irregularities can be determined. And by continuous track monitoring with repeated runs over the same track, the development of track-defects and track-irregularities, the development over the time of such defects and irregularities, in other words, the Track-Deterioration Rates or Velocity of Deterioration, can be measured, and the threshold for necessary interaction by repair, maintenance or renewal can be forecasted.

Automatic in-service track-condition monitoring through Instrumented scheduled running commercial Revenue Rail-Vehicles (IRV), making use of NEWTON`S LAWS OF MECHANICS, drive track maintenance efficiency.

Continuous monitoring collects up-to-date dynamic responses, which together with historical data can assist in predicting future deterioration for each section of track (= predictive condition monitoring). Based on the IRV feedback, scheduled maintenance activities can be prioritized at locations exhibiting rapid deterioration.

To read more about the deployment of scheduled running, commercial and revenue trains as diagnostic vehicles for track-condition monitoring, download:INSTRUMENTED REVENUE VEHICLE TRACK-CONDITION MONITORING_ PDF

Fundamentals of Railway-Track Engineering and Technology; Quotations for achieving sound and healthy Railway-Tracks of high Quality fit for modern “World-Class” Railway-Service

QUOTATIONS:

“MODERN RAIL-TRACK TECHNOLOGY HELPS TO CUT LIFE CYCLE COSTS”;

“A TRACK IS ONLY AS GOOD AS WHAT IS UNDERNEATH”;

“A TRACK IS ONLY AS GOOD AS ITS WEAKEST SPOT, BECAUSE A TRAIN MIGHT DERAIL ON SUCH A SPOT”;

“WITHOUT PROPER WELL BEARING AND WELL DRAINED SUB-STRUCTURE (SUBSOIL, SUB-GRADE, FORMATION AND BLANKET) NO STABLE RAIL-ROAD”;

“THE LONGEVITY DEPENDS ON DRAINAGE AND IF THE WATER CAN BE TAKEN OUT AND KEPT AWAY FROM THE TRACK-BED”;

“WATER IS THE ENEMY OF THE RAIL-TRACK”;

“CLEAN AND UNFOLDED BALLAST IS THE BLOOD OF THE RAIL- TRACK”;

“THE GEOMETRICAL PERFECT PRODUCTION OF WELDED RAIL- JOINTS AND THE CORRECT ALIGNMENT OF THE RAILS ARE ESSENTIAL PARAMETERS FOR THE DURABILITY OF WELDED JOINTS”;

”TRACK QUALITY IS NO LUXURY”;

”A LOWER QUALITY TRACK DETERIORATES FASTER THAN A HIGHER QUALITY TRACK AND IS THEREFORE BY FAR MORE COSTLY TO MAINTAIN”;

“A POOR QUALITY TRACK NEEDS MAINTENANCE NEARLY AS EVERY TRAIN GOES”;

“ONE HAS TO MANAGE AND OPTIMIZE EFFECTIVELY THE ALL-IMPORTANT WHEEL – RAIL SYSTEM”;

“WITHOUT SOUND AND HEALTHY RAIL-TRACKS OF HIGH QUALITY, MATCHING THE TRAFFIC-LOAD/VOLUME/SPEED, MODERN RAILWAY SERVICE WITH CLOSE-TO-ZERO MORTALITY RATE IS NOT POSSIBLE!!!”

To read more download the Technical Paper:FUNDAMENTALS OF RAIL-TRACK ENGINEERING_ QUOTATIONS

LEVERAGING DEVELOPMENTS IN MONITORING TECHNOLOGY HELP TO ACHIEVE SOUND AND HEALTHY RAIL-TRACKS FOR A MODERN “WORLD-CLASS” RAIL-SERVICE

The envisaged “WORLD CLASS” Rail-Service in India needs modern sound and healthy, high quality Rail-Tracks of “WORLD-CLASS STANDARDS”.

The spate of train derailments in India is an index for the actual poor track-condition and quality of the network and an index of how un-healthy many tracks are.

Modern Monitoring Technologies help to make predictions on the Longevity of Rail Tracks, to determine the Threshold for Intervention and to evolve a Network-Status Report on the Health of all Rail-Routes as a tool for long-term Investment Planning and Strategy and as a basis for the leadership in making decisions. A Network Status Report encompassing all routes will help the leadership to understand what ails Indian Railways, what the residues to deal with are and what the backlogs to be caught up are.

Modern Monitoring Technology helps to visualize the track to understand, when and where Maintenance and Renewal are required.

Modern Monitoring Technology helps to gather Track Quality Indexes for Predictive Maintenance.

RAIL track laser 3D video measurement and mapping system mounted on scheduled running passenger trains gather regularly GPS-positioned accurate, up-to-date rail-track, infrastructure and analysis data, without disrupting the service.

Drone surveying and post data processing techniques help to capture location data for planning and intervention.

Sensors making use of Newton`s Law Mechanism, installed on board of scheduled running trains, have become a tool for Monitoring Track-Conditions to develop Strategies and Plans for Predictive Maintenance- and Renewal-Intervention.

The modern leveraging Rail-Network Condition Monitoring Technologies produce “Big Data”. Big Data is the new oil. But just like crude oil it is valuable, and unrefined it cannot be really use”. “Big Data Crunching” should not be a constraint in the “High IT Country” India in converting the gathered large volume of data efficiently in information for rail-track engineering as well for track and infrastructure maintenance/renewal strategies, planning and organization. Accurate up-to-date information help to make informed decisions related to investments and operations. Data services help to deliver improved efficiencies in asset management and engineering. They bring the railway onto the engineer`s desktop enabling to analyse and extract leveraging and actionable information quickly and efficiently.

 The ANNEXURE covers comments on the papers presented on the last IPWE International Technical Seminar held February 2018 at Guwahati, India.

For more information download: LEVERAGING DEVELOPMENTS, UPDATES, PDF

 Download Powerpoint Presentation: PPT

THE ULTIMATE GOAL TO PREVENT FATAL TRAIN-ACCIDENTS IN INDIA – VISION: “CLOSE-TO ZERO” –

The application of “leveraging Developments in Monitoring Technology for optimizing Track, Bridge, Cutting and Tunnel Maintenance” should pay off with tangible impacts for the “Ultimate Goal to prevent Railway Accidents” in reducing the risk of train-passengers “Close-to-Zero” to be caught up in fatal, nasty and unwanted Train-Accidents on account of track, bridge, cutting- and tunnel defects.

 A profound strategy for condition based PREVENTIVE TRACK-MAINTENANCE, -OVERHAUL and -RENEWAL will not only ensure the longest life from the track at the lowed possible overall Life-Cycle-Costs, but will also help to ensure CLOSE-TO-ZERO” FATAL DERAILMENT DISASTERS.

This requires maintenance intervention and track renewal before a track deteriorates to a point below a minimum condition threshold. This implies that the condition of the track must be determined on a regular basis through Inspection, Measuring and Recording. This implies also that Intervention-Threshold Levels are set.

Measuring the condition of assets and infrastructure (tracks, cuttings, bridges, tunnels) manually by surveying gangs is time-consuming, cost-intensive and not accurate enough for any modern rail-route today, and in addition it is unsafe for the patrolling men.

To read more about, what plagues Indian Railways and what actions have to be taken in order to come to “CLOSE-TO-ZERO” Train Accidents, download:VISION CLOSE TO ZERO PDF

MATARA-BELIATTA RAILWAY EXTENSION PROJECT; Sri Lanka PART II; update January 2018

The Government of Sri Lanka and the Ministry of Transport have entrusted the construction of the Matara to Beliatta Phase I railway extension to China Machinery Corporation (CMC).

The difficult topography and geology of the terrain is challenging. The rail-extension will consist of twelve bridges, and two tunnels. Railway stations will be set up at Babrenda, Kekanadura, Wewurukannala and Beliatta The alignment is kept without any tight horizontal and vertical curves, gradients, and it will come nearly level-crossing free.

It will take probably another 3-5 years to finalize this high costly and prestigious project. Still the earth filling for the Beliatta Railway Station and marshalling yard is not completed. Several new high earth-fillings are yet not properly settled. Such high fillings with local available soil will need at least 4 years to settle. It is questionable if the high fillings on marshy subsoil without inside state-to-the-art Geo-Mesh/Grid (Steel or Geotextile) elements for stabilization to prevent yielding will have the appropriate yielding stability, bearing capacity and support modulus for the later to be laid track and Railway Stations in progress. The formation should have a support modulus of at least 20 MPa/m².

Problematical could be also the stiffness transitions (abrupt change of the vertical stiffness) between soft embankment strata and hard open-deck concrete bridges at the numerous abutments.

The costly 26 km rail-extension project might come finally to at least 25-30 Million US Dollar per kilometer track-route (overall Project Costs of about 500 to 600 mio. US $), and it will become a big financial burden for the country.

The author inspected the ongoing works in June 2016, June 2017 and January 2018. In the period of the last 5 month not much progress had been visible.

For a track-laying opening ceremony with the State Minister for State Enterprise Minister, Mr. Lakshman Yapa Abeywardena on January 12h, 2018, some already corroded Chinese 25 m long UIC 60 E1 rails have been carried from the Hambantota storage yard and laid temporarily between Matara and the Nilwala Ganga Bridge without weld-connections on India manufactured concrete sleepers marked with the SLR stamp, and with Indian shoulder plates for UIC60 rails, clipped to the  rails with Indian Mark III ERC Clips, but inserted with the ERC-Leg in the Shoulder-Plate housing provisionally by Chinese workmen in the wrong direction, so that the needed clamping force, to hold the rails properly, is not reached, and this on an unfinished formation without the required 1 in 20 slope for draining the water off under the already laid Sub-Ballast, without sufficient Sub-Ballast thickness, without sufficient Ballast-Cushion thickness and without Ballast-Shoulders. On this trace already once under President R. Premadasa (President from 1989 until 1993) a rail-track had been laid up to the Nilwala bridge for political demonstration.

Sri Lankan Minister for State Enterprise Development Lakshman Yapa Abeywardena said during the tracklaying ceremony on Friday 12.01.18. that the Island Nation was hoping to “finish the first phase of the project in the coming months”, which would benefit the public and tourists.

The current state of affairs in January 2018 is delineated in the downloadable  updated PICTURE GALLERY. In January 2018 the author got the impression that the work at several places has come close to a standstill and that it will take another 3 to 5 years until a train-service can be provided up to Beliatta.

.To read more, download:Matara-Beliatta Rail Extension Project, Part II, January 2018 PDF

LEVERAGING DEVELOPMENTS IN MONITORING TECHNOLOGY FOR OPTIMISING TRACK MAINTENANCE – Switch Monitoring and Diagnostic Systems

Switches (turnouts/points) and crossings are vulnerable nerve centres of railway infrastructure and are main cost-drivers. Their maintenance is highly costly for the infrastructure management. Switch-defects, -failures and train-derailments, on account of defective switches, disturb the traffic flow in a high extend. Switch and turnout machine failures account for a large proportion of infrastructure related delays and unplanned maintenances.

Fixed Infrastructure Asset Monitoring enables tracing defects in turnouts. This will be done by means of intelligent software. Thanks to the comparison of actual and reference values the software can detect imminent failures even before a malfunction occurs. Depending of these values/data maintenance messages will be generated and send to the competent authorities automatically. Thus failures can be avoided by means of PREVENTIVE MAINTENANCE.

To read more, download:SWITCH MONITORING AND DIAGNOSTIC PDF

LEVERAGING STATUS-REPORT/AUDIT ON TRACK-CONDITION OF THE WHOLE NETWORK OF INDIAN RAILWAYS – A TOOL FOR LONGTERM CAPITAL INVESTMENT-SCHEMES AND MAINTENANCE- STRATEGIES

On the journey towards the future, Indian`s political leadership embraces the transformation of Indian Railways to a WORLD CLASS STANDART RAILWAY. The objectives are modern Railway Stations, smart Ticketing Systems, refurbished Luxury Coach Interiors, Inter-City Speed-Up by Semi-High and High-Speed Trains on key corridors, a “Diamond Quadrilateral” of High-Speed Lines, Dedicated Freight Corridors, world class and eco-friendly Traction Technology, Asset Management, Digitisation, Processing of Big-Data; see agenda of the 2nd FUTURE RAIL INDIA SUMMIT, held 7-8th December 2017 at Sheraton, New Delhi: Fostering the futuristic Trends of National Railway Plan of Indian Railways:

The fundamentals of a railway are its rail-tracks. Without sound and healthy Rail-Tracks of WORLD CLASS STANDARD QUALITY the envisaged FUTURISTIC AND SMART INNOVATIONS will be pending without a proper fundamentals.

It is sad to find out that in the past so many train-passengers got killed or injured in nasty and unwanted Derailment-Disasters due to the fact, that in the past the Indian Government did not invest and did not organised enough in order to bring all rail-tracks in sound and healthy condition to match the increasing traffic load.

The recent spate of nasty and unwanted Derailment Disasters, killing and injuring Train-Passengers, reveal that on several routes the track-quality is far below WORLD CLASS STANDARDS and is not matching the increasing traffic load. Tracks deteriorate faster than they are maintained, rehabilitated or renewed. In this respect India is lacking behind other railways around the globe.

There is no Railway around the globe other than Indian Railways aiming to become modern, which is still executing such back-rooted tinkering works by composing Long Welded or Continuous Welded Rail-Tracks (LWR/CWR) with short 13 m rails poorly welded in the field by AT welding, which therefore are in need of joggle-fishplate bandages. In this respect India is unique around the globe. Such tracks are not sustainable. They need a high extravagancy in costly surveillance, frequent visual inspections and frequent patch repairs and maintenances, in order to keep the trains running.

Such LWR or CWR Rail-Tracks, composed with 13 rails and poor quality AT welds in need of joggle-fishplate bandages, need urgent re-railing with long milled and flash-butt welded rails of high steel quality.

A poor or low quality rail track needs more frequent surveillance than a high quality track. To keep trains running on a lower or poor quality track is not only more risky but also more cost intensive.

Monitored, detected and documented track irregularities/defects/shortcomings must result in appropriate rectifying actions.

India wants to go for High-Speed Trains. However, High-Speed Technology is a highly expensive short-cut way to move passengers faster and safer between the main cities Delhi, Amritsar, Chandigarh, Mumbai, Ahmedabad, Kolkata, Nagpur, Hyderabad, Bangalore and Chennai, than on the conventional ailing rail-tracks.

Several India`s rail-roads age and deteriorate under the increasing traffic load faster than they could be maintained, rehabilitated, upgraded or renewed. To bring all rail-tracks of the network in a healthy and sound condition, ensuring nearly zero train-derailments, will need high capital investment schemes of long-term certainty. The political leadership embracing global trends should also be aware, how much money will be needed in the forthcoming period of 5 to 15 years and what has to be organised to bring all rail-tracks of the network on WORLD CLASS STANDARDS under the Close-To-Zero Derailment Vision.

A comprehensive upgrade of the whole system will need a huge amount of money and structural reforms, and it will take several decades to achieve. Therefore, news about Indian train accidents are not likely to fade soon away.

Modern Railways elaborate a Status-Report or Audit on the condition/status of their full network with regard to their assets-behaviour in order to provide correlations with output quantities and the required financial recourses for re-investment in assets and infrastructure, and as well for maintenance-planning or strategies. Such a Status-Report or Audit could help India to gain information about how sound, healthy and excellent the system is and behaves – or how un-healthy the system is and behaves – and how much money for long-term investment-schemes will be needed in the forthcoming years and what has to be organised in order to bring WORLD CLASS STANDARDS on all tracks of the network.

The ANNEXURES I–III inform about modern Rail-Track Inspection/Monitoring/Scanning-, Mapping-, Visualization- and Track-Condition Data-Collection Systems.

For more information download:STATUS-REPORT-AUDIT ON TRACK-CONDITION.pdf

GUIDELINES FOR IMPROVING INDIA`S RAIL-ROADS TO ENSURE “CLOSE-TO-ZERO” FATAL DERAILMENT DISASTERS, AND FOR NEARLY ACCIDENT FREE RAIL-TRAVEL

PREFACE:

It can never be ethically acceptable that people are killed or seriously injured when moving within a transport system!

Rail-Track Engineering and Technology is not difficult to understand. However, it is difficult to make it comprehensible for Politicians, Decision-Bearers and Upper Echelons how a rail-track behaves under traffic load and what can be done in order to reduce the risks of Derailment-Disasters killing and injuring train passengers (“risk” is the product of probability of a bad incident to occur, the impact it has and the harm it produces).

Indian leadership wants to give Indian Railways the semblance of a world-class technology driven organization. But Trains derail on poor quality and rapid aging rail-tracks not matching the increasing traffic load, killing and injuring train-passengers.

SUMMARY:

Indian Railways show two faces, a “brilliant” and an “ugly” face. With the “brilliant” face IR can look on outstanding engineering results with new Railway Lines, Gauge-Conversion Projects, Bridge and Tunnel Constructions and with Introduction of new comfortable and faster running Trains. With the “ugly” face IR look on the spate of unwanted and nasty Train Derailment-Disasters killing and injuring Train-Passengers, on account of not optimized Wheel-Rail Systems, rapid aging rail-tracks and on account of Track-Quality not matching the increased traffic load/volume.

India is ready to go for High-Speed Train-Services, but is not in a position to keep all its rail-roads in sound and healthy condition by proper repair, maintenance, enhancement, rehabilitation and renewal for “Close-To-ZERO” Derailment Risks ensuring nearly Accident free Rail-Travel. Several routes age faster than they can be rehabilitated or renewed.

 People want to use a safe railway. Rail-tracks are an area presenting a great opportunity to achieve safety benefits. It is the obligation of the Indian Government to provide rail-tracks assuring close-to-zero fatal derailment-disasters and ensuring accident free rail-travel.

A railway-organization is only as good as the condition of its track-infrastructure. Therefore, it is in its original interest to optimize it and to keep it always on a high quality standard, which serves both the interests of its customers and business as well the operational safety.

World countries, whose economy can afford 300 kmph high-speed train services, have faced in the past decade ZERO killed or injured train-passenger due to a Derailment on account of an in-service failure of rail-tracks. They maintain, rehabilitate and renew all rail-roads in order to keep them in sound and healthy condition, fit for the traffic load/volume they have to carry.

It is not possible to achieve a HIGH QUALITY rail-track with short 13 m Indian rails with AT welds requiring to be bandaged with joggle-fishplates.

An underlying factor for the spate of fatal Derailment-Disasters in India, killing and injuring train passengers, are the aging long-welded (LWR) and continuous-welded (CWR) rail-panels consisting of poorly AT welded 13 meter short rails of sometimes inferior steel-alloy quality, needed to be bandaged with joggle-fishplates. Those panels age faster than they can be replaced or renewed by long milled rails of high steel-alloy quality welded by modern robotic flash-butt welding methodology. It needs long-term strategies and high capital investment schemes to renew the aging LWR/CRW tracks.

To bring the quality of all rail-roads in India in compliance with the increased traffic load/volume, massive capital investment schemes of long-term certainty in Safety related infrastructure-works, especially in high quality of rail-tracks on all routes, are needed. And “long-term” in Railways means really long, covering a period of 5 to 15 years ahead for planning, organisation, logistics and procurement. Enough skilled and well trained manpower, materials, tools, Monitoring Technology and Heavy-Duty and High- Performance On-Track Machineries are needed. High track quality means low track deterioration rate resp. slow aging under given traffic load/volume and hence low overall life cycle maintenance costs.

The lower the Track-Quality, the more frequent Track-Inspections and Monitoring are appropriate. A low Quality Track deteriorates faster than a high Quality Track and hence needs more maintenance expenditures causing higher costs.

Strong commitment and skillful execution of all people involved from the top to the bottom are prerequisites of paramount importance in order to reach the ultimate goal of “Close-To-Zero Fatal Train Accidents” by improving all India`s Rail-Roads up-to world class standards.

 One Indian expert has quoted: “The problem in India is not of safety standards but the execution of standards.”

To read more download: GUIDELINES FOR IMPROVING INDIA`S RAIL-ROADS, PDF

OPTIMISING THE ALL-IMPORTANT WHEEL-RAIL SYSTEM, ASSURING NEARLY ZERO DERAILMENTS

The all-important WHEEL-RAIL SYSTEM matters! A Railway with optimised Wheel-Rail System will face NO DERAILMENT-DISASTER, killing and injuring Train-Passengers. European Railways follow the conception of OPTIMISING THE WHEEL-RAIL SYSTEM, and they keep the Wheels of rolling stocks and Rails in sound and healthy condition. With well-maintained Wheels on Modern Railway Tracks the likelihood of Derailments will be nearly ZERO.

To read more, download:OPTIMISING THE ALL-IMPORTANT WHEEL-RAIL SYSTEM PDF