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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering

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” –

Published on: by Chaminda Weerawarna Category:Rail Track Engineering

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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering

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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering

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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering Comment

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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering, Safety & Risk Management

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

TRAFFIC SHEMES FOR THE UNIQUE ECO-SENSITIVE HILLSTATION MATHERAN IN INDIA

Published on: by Chaminda Weerawarna Category:Safety & Risk Management Comment

In India there is an unique eco-sensitive zone on the Matheran Hills. There are massive aspirations to develop the Matheran Hill-station into a “hot” tourist spot in Maharashtra for the population in the nearby townships of Mumbai, Navi-Mumbai and Pune.

The following points are of paramount importance for the socio-economic well-being and development of Matheran:

  • The provision of an all-season stable, well drained and smooth access-road from Neral to the entry-point Dasturi,
  • a proper car-park at the entry-point,
  • a smooth dust-free and all-season stable well paved supply cart-road from Dasturi to Matheran Market,
  • and a dedicated horse-trail from Dasturi to Matheran.
  • Pedestrians and horses should be prohibited to use the rail-track as a trail.

Instead of the Diesel hauled 2 ft. narrow gauge Toy Tran shuttle service between the entry point at Dasturi and the centre of Matheran, the author suggest since years an electric operated and battery energy stored 2 ½ ft. narrow gauge light weight rail-car with a middle traction module on a dual-gauge 2 ft. / 2 ½ ft. gauntlet track between Matheran and Aman Lodge. On the down-gradient run the energy can be recuperated to charge the batteries. This state-to-the art technology is nowadays available from Stadler, Switzerland, for modern eco-friendly transport environment.

The envisaged “PEOPLE MOVER” with a capacity to carry per hour up-to 600 visitors by a two-stage ROPE-WAY from Bhutivali/Bhivpuri near Neral with a relay interchange or stop-over station on the lower Garbut-Rim Plateau and further with the Commanding-Valley Crossing to Madhavji Point, and as well the envisaged entertainment facilities, will bring additional load onto the already over strained ecological sensitive zone.

To read more, download: MATHERAN TRAFFIC SCHEMES PDF2

MATHERAN`S TOY TRAIN, THE JOY AND PRIDE OF TOURISM IN MAHARASHTRA, INDIA, UNDER SAFETY SCRUTINY

Published on: by Chaminda Weerawarna Category:Safety & Risk Management

.In Maharashtra, India, there is a 2 ft. Narrow Gauge Train climbing from Neral nearly along the abyss of a scenic rim nearly 800 m up to the Hill-Station Matheran, situated on a mountain rim of volcanic origin in midst a lush green forest. In this tar road free ecological sensitive zone only pedestrians, horses, hand-carts and hand pulled rickshaws are allowed.

The train had been built between 1904 and 1907 by a private Entrepreneur as a Light Weight Steam Tramway. 1948 the ownership has been taken over by the Indian Government. The “Joy Train” is operated by the Indian Railway Division: Central Railway. Train-Derailments with narrow escape for the passengers, two Coach Derailments in May 2016 and a Train-Set Run-away in April 2016, have send safety related authorities into a tizzy. In May 2016, in the latest development on the SAFETY-ISSUE the toy train service has been suspended.

January 2017 in the related developments, Railway Minister Suresh Prabhu sanctioned Rs. 6.8 crores to build anti-crash barriers, retaining walls and gabion walls along the Neral-Matheran section to ensure the toy train does not fall into the valley in case of a derailment. Central Railway had also decided to bring clean ballast on the entire 22 km corridor to improve the track.

On October 30th 2017, after 17 month of suspension, the shuttle-service resumed its service on the upper 3 km section between Matheran and Aman Lodge with a speed restriction of 10 kmph on a partly rehabilitated formation and with a graduate release dual-pipe (feed- and brake-pipe) compressed air-brake system mounted on the coaches. Since there is no elasticity in the primitive loose coupling system sans dampers and with opening and closing gaps, the jerk-problem has not become less. It seems that with the installation of the dual pipe, non-exhaustive compressed air brake system in lieu of the manual operated brakes, the jerk-problem increased on the shuttle service train-set with front-and rear locomotives. Jerks contribute to derailment proneness.

However, the rail-track itself has not been rehabilitated. The Steel-Trough Sleepers are still resting on earth and mud, and kinks at joints had not been eliminated. As long pedestrians, and even horses, are allowed to use the track as a trail, it will not be possible to maintain a clean and un-fouled ballast cushion.

Although the likelihood for a train to derail has not been reduced, the impact that a derailment might have and the harm a derailment might produce are mitigated by the retainers and crash barriers.

On the shuttle-service section between Matheran and Aman Lodge, at certain locations gabions have been erected as retainer-walls to retain the formation from yielding and to broaden the top formation width. At risky sections, where derailed coaches might be prone to tumble down the precipice, Guard/Crash-Barriers, as used on highways, had been installed. On such risky sections in addition one or two guard-rails have been added between the running rails to prevent derailed rolling stocks to leave the formation.

Begin of December 2017 the safety related works had not yet reached the main section on the west-side of the Panorama Point Rim. The rail-track itself is at it has been 17 month before. There are still severe formation defects, aprons washed out, joints are kinking and there is no ballast under the sleepers. The safety related works for new gabions, retaining walls and crash-barriers, to prevent a derailed train to tumble down the abyss, started November 2017 on the Governor Bungalow Hill west-side as well on Mt. Berry east-side. There is still a lot to do in order to make the main-section on its full length safe for passenger service.

 The technical paper describes the safety shortcomings as well the ongoing safety related works under progress. The independent technical expertise gives recommendations how to redesign and revamp the toy train and the rail track up to modern state-to-the-art international SAFETY STANDARTS, for the ULTIMATE GOAL to provide a safe joy ride for the tourists.

To learn more, download :MATHERANS TOY TRAIN

ZERO TOLERANCE FOR THE KILLING AND INJURING OF TRAIN-PASSENGERS IN UNWANTED DERAILMENT-DISASTERS

Published on: by Chaminda Weerawarna Category:Safety & Risk Management

OPTIMISING THE ALL-IMPORTANT WHEEL-RAIL SYSTEM IN INDIA TO ACHIEVE NEARLY ZERO FATAL DERAILMENTS ON RAIL-TRACK ACCOUNT; PART II

 “ZERO TOLERANCE” is a new “buzzword” used in particular context with “ZERO ACCIDENT VISION” in transport environment and has been recently used by the new Indian Minister of Railways Mr. Piush Goyal, when calling for Innovation in Railway Safety and speaking at the INTERNATIONAL CONFERENCE ON TECHNOLOGICAL ADVANCEMENTS IN RAILWAYS & METRO PROJECTS, 6-7th OCT 2017, Manekshaw Centre, New Delhi. Railway Minister Piyush Goyal stressed on the importance of innovation and out-of-the-box thinking.

“Innovation” and “out-of-Box Thinking” are not the problem. Out-of-box Thinking, Innovations and Technologies assuring nearly ZERO fatal Derailment Accidents on Track-Account are in India at hand.

The problems are budgeting, management, organization, logistics, education and teaching, manpower, tools, modern track-machineries, updated working manuals, supervision, controlling and generative safety culture.

Indian Railway Engineers have all the capabilities and competence to adopt those Technologies. For the “CLOSE-TO-ZERO ACCIDENT GOAL” and for the “ULTIMATE GOAL TO PREVENT UNWANTED NASTY DERAILMENT-DISASTERS”, killing and injuring Train-Passengers, massive input in Capital Investment Schemes of long-term certainty and organisational as well logistic Measurements in Safety related Infrastructure Works optimizing the all-important Wheel-Rail System on all routes are of paramount importance. With well-maintained Wheels on Modern Railway Tracks the likelihood of Derailments will be nearly ZERO. Train-Passenger`s Freedom from bodily Harm and Injury matters most.

The “CLOSE-TO-ZERO DERAILMENT GOAL” can be achieved by OPTIMISING THE ALL-IMPORTANT WHEEL-RAIL-SYSTEM on all routes of Indian Railways.

 

To learn more, download:OPTIMISING THE ALL-IMPORTANT WHEEL-RAIL SYSTEM; PART II, new with ZERO VISION, PDF

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

Published on: by Chaminda Weerawarna Category:Rail Track Engineering Comment

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