that i also want them to understand the fixing that ya is not just to job company. this is also the work of the people we all have to join hands together, achieve the goals. 0 one and the one from s via and the latest presidential legislative election. women accounted for less than 5 percent of political positions. nigeria has never had the female president or vice president. it's also one of the lowest performing countries. as far as representation in parliament is concerned. you are not doing women the favor. when you give them, when you grant opportunities for them to be there, any decision that you make depends on who is in a boardroom. any board decision depends on who is in the boardroom, yukon, all weird issues of what are people. this is the mil parliament, the hall, you know, in, in the about 11 states, you have member, you know,

houses or somebody that i'm not a single woman. and they have women committees. and we're not sitting in women committees. what do they know about the pins of women? last year, 510, the bills presented to the mil dominated parliament were voted out, but will also provide special see for women or the national assembly. i located that 5 percent of political positions for women, created a $111.00 additional seats in the national assembly and the state constitutions assembly and a commitment to women having at least 10 percent of ministerial appointments. there was however, optimism, but the new administration nigeria recently or should in we'll consider allowing more women to become decision makers in the country. hello, david. i would see a boucher i just about wrapping up this. i was like roll castro, moscow here. and archie international. thank you for joining us. many more of your monday headline still to come when we return in about with

the the the news. ah, hello, i'm manila chan. you are tuned into modus operandi. train derailments across the us are splashed across the headlines right now. dozens of passengers on rail in greece have perished in another derailment. tonight, we'll talk to one of america's leading rail experts to learn a little bit about why this is happening, seemingly more and more. alright, let's get into to m o. the me. the recent chemical freight train derailment in east policy and ohio has sparked global interest and examination of the safety of rail systems in the u. s. and all around the world.

then just weeks after that fire and toxic chemical spill in from this norfolk southern own train, across the ocean, over in greece, a passenger train crashed into a freight train head on before derailing and killing 57 writers. most of those who died were in their teens and twenties. while these 2 tragedies stem from different causes for many around the world rail is a vital lifeline and the only mode of transportation available be it because air travel is cost prohibitive or trans stations are just more accessible rail, be it for people or products, keep every major economy moving in the us train, travel demand pales in comparison to air, but elsewhere in the world trains are the preferred mode of travel and men are

putting billions into that venture like in china, by contrast, the rail travel industry there is booming chinese rail ridership. has steadily increased over 8 percent year over year every year for the last decade, according to the world bank. but that's because china is the global leader in h. s. our high speed rail. china has built over 25000 kilometers of h. s our lines. and now both more computer travel by rail than europe or even japan. these h s. our lines are 95 percent on time. so with speeds between 200 kilometers to 350 kilometers and our h s. r is the preferred mode of commuting for many chinese who live outside of the city, taking just about an hour or so to travel. a 150 kilometers price and affordability for those tickets comparable to long distance bus fare here in the u. s. and

as far as h s. r. derailments, few and far between with only one ages are derailment, and southern china reported in 2022. so with as many trains traveling in china, how can there be only one derailment? you might wonder. so for that, we'll talk to a leading rail expert in the u. s. and in fact internationally dr. alan's the ramp sky is a professor and the director of railway engineering and safety program at the university of delaware. he's also the author of art and science of rail grinding doctors. muranski has actually consulted for years on some of these real projects in china going as far back as the 1990 s. doctors are ramp sky. thank you so much for being with us. so 1st,

1st doctors rob sky i liked to talk to you about passenger rail, both domestically and abroad. so let's start over in france, for example, where the prime minister of france, elizabeth born told reuters that her country plans on investing a 100000000000 euros in rail transport by the year 2040. now it's not clear at this point if that would only be for passenger rail or the entire rail system in general . but this project is aimed at decreasing frances carbon footprint. can you talk to us a little bit about the role that trains play in the way of going green and also in linking financially disadvantaged areas or communities to the major cities which the french say will actually open up opportunity for those folks. okay, so to start off with the railroads are definitely considered part of the green environment. i like to tell my students that the,

this 1800 technology that with that, that you people imagine with the spewing steam engines of the past. as now, one of the more, most green type of transportation loads in the world are railroads. it more a lot of the high speed railroad system factor to all the high speed a railroad systems in the world use electric power. so as a result, the source of energy can be anything ah, hydro electric geothermal solar, any, any, any source of energy that you'd like a can be used for the overhead cat every hour for, for, for tread, passenger rail. and in addition to that real rows are working with use, trying to introduce hydrogen locomotives as another form of green energy. and even the fear that they did the was those that use these electric loader malt

locomotives. they're very, very heavily filtered and the emissions are significantly less than, than alter transportation modes. particularly truck type promotes wood trains have historically done several things in improving the economics of countries. first of all, it's opened up undeveloped areas in our china as a classical case where railroads were used to open up this part of the country to allow people to access our as far as opening up, but disadvantaged communities and allowing them to come into the city the work of commuter railway high has been traditionally doing that for, for decades. and what we've been seeing recently is even high speed rail. even high speed rail had, has been used to bring people actually fairly long distances into the city. and japan. people are actually computer commuting 100, you know, a 100 miles or so or so i guess we're to kilometers 150 kilometers or so by high

speed rail to come in to work in the morning and back in the evening. so you, what, what tends to happen is that people who can afford to live in very expensive cities can live further out in less expensive communities. people with lower incomes or who don't have the, the earning power. and then they can use trains to commute into work at a reasonable cost and commute out to out from work at a reasonable course. and that tends to, to provide a more equitable form of transportation. railroads seem to be a very equitable for the transportation. and that it does not require you to own automobiles, but you can, you know, if the price of your ticket you could, you could literally go anywhere to work or to, or to a neighboring town or to even do long distance transportation being global, high speed rail or,

or bullet train market was valued at approximately $43000000.00 in 2021. and is projected to hit 77600000000 by the year 2031. china is leading the way in the sector at present. if you can explain for us, in layman's terms, the differences between h sr vs and standard rail systems such as those that we have here in the us now. i mean, why don't we have h s r here in the u. s. okay, so let's talk about the distant, the differences on the differences based primarily, se, feet odd, high speed rail, as people commonly think of it generally are speeds of about a 180 to 200 miles per hour. about $300.00 to about $300.00 and a 40 kilometers per hour. ah,

there the high, the, the next level down tends to be between about a $110.00 in a 150 miles an hour with a large population between a $125.00 and a 150 miles an hour. so those about what, 200 to 250 kilometers per hour. and then you have conventional trains, the more conventional trains which will be operating at 708090 miles an hour. so you're looking at, um, a 120140 kilometers per hour. in the united states, we have trains, they go up to about a 150 miles per hour at the present at the present time. so that's about 250 kilometers per hour. that's the amtrak on the northeast corridor, or we're currently building the california high speed rail system, which is going to go closer to the 180 mile per hour. i area. but we don't have

them up aberration yet. one of the reasons is because the distance is between major cities in the u. s. outside, the northeast corridor and outside of california, we do have a some form of higher speed rail. um, the different distances are quite, quite a high. so even when you're going ah, 3000 miles, if you were to go from new york to california, i even at even a 200 miles an hour, still fairly long trip in. ah, airplanes do much faster. so for the time being we have not developed in the u. s. a true ah trans continental high speed rail system. but the direction we're moving towards is putting regional high speeds put in place to sorta emulate the northeast corridor and maybe a little bit faster. and other parts of the country california is building and now

i'll, they're looking at texas, looking at the midwest, looking at the south east and factor. ah, there are, there is a high speed rail system now being, being built around high your steel rail system. now the built and florida are going from miami to orlando, that's under construction by bright line, as can be about a 150 miles an hour. um, la los angeles, las vegas is getting to a point where they're going to be starting to do something serious here. so they're probably going to be in a 150 mile an hour range. and i fully expect to us to, well it to start moving on towards the, the $180.00 the 200 mile an hour. high speech arrange territory of the next couple of decades. but at the moment the, the demographics still favor a the air system or when you going very long distances in the u. s. i. yes.

oh, northeast corner we have the a selah emtrack system here. i take that from time that i all right. coming up next train tracks, they're just track frightened or our son safer than others. we're going to discuss that with dr. alan's rmc. he'll explain it that night. m. o will be right back. ah ah. the calls receive spire, or some kind of negotiated settlement of the ukraine conflict. some nato leaders have worn zalinski will have to make some difficult decision. however, the west has little interest in russia's plan to restore the peace. that plan is in plain view. ah, nice hunter, rushin state,

it will never. i've tied us on the nose landscape divest to him knocking holes. oh sons. i cooked in assisted baffled distal occlusal man. he's gonna be the one else about this even with we will ban in the european union, the kremlin media machine, the state aunt rushes today, and split ortiz sport neck. even our video agency, roughly all brand on youtube with what did you think it would cost with? ah,

welcome back to the m o i'm manila chant. trains are easily a century old technology, yet economies are still heavily dependent on that. but our all trains their tracks and other gadgets on them keeping up to speed. yes, that pun intended. continuing the conversation with us is dr. allen's rmc. thank you so much for sticking around to give us a little bit of trains 101 professor. so professor, are there any differences between tracks that are used for uh, freights and passenger trains. and i don't know, should there be on? there is there, there are different types of tracks, but the vast majority of track in the world is conventional cross tide ballast, track on that. the bigger difference is you, you ask about the difference between the high speed rail track and condense and

conventional speed track. now you're getting into things like the presence of curves. ah, when you have sharp or curves or are in the sharper the curve, the slower you have to go around the curve. so high speed rail, if you're building a trend, attract for a line or a line to go at 300 kilometers per hour, 200 miles an hour or so. then you need to have something us almost perfectly straight. ah, the curvature that's permitted for that type of track is very, very small. ah, in comparison to what's allowed for more conventional railroads or so even conventional passenger rail rows of freight railroads usually have a lot more curvature. because when you go into you, when you're going through hills and mountains, and even when you're just going through metropolitan areas are trying to avoid areas, you need some curvature. so that, that those are the issues that really govern speed. ah, we're seeing

a little bit of more use of what's called slab track for high speed rail, where instead of using conventional ballast, they will put a concrete slab and put the, the rails on top of the fastening system on top of the concrete slabs. but that's still the minority, the vast majority of conk of, of can, of the high speed rail track is still what i will call it traditional ballast track . now another difference ago between freight and passenger, high speed passenger track is the standards to which you build the track, the amount of deviations that you can permit. because the faster you go to tiny or the amount of deviations you can permit. so if you're going out, he runs freight trains at 4050 miles an hour. you can have variations in your geometry. even in addition to having curvature, you're going to have little subjects. you can have some,

a miss alignment issues. you can have one really little bit higher than the other and still be 6. you start increasing that speeds and the amount of those deviations that you're permitted becomes much, much less so that the maintenance stands or the safety standards for trains going at 200 kilometers, 200 miles an hour. 300 kilometers per hour are much, much tighter than a say, a passenger train going at a 100 miles an hour or a freight train going at 60 miles an hour and 50 miles now. now, i'd like to touch upon the recent chemical freight train derailment in east palestine, ohio. it appears there were a number of issues that contributed to the derailment from a nearly 2 mile long train, with more than a 150 cars to an antiquated breaking systems. as they say, i perhaps even to be workers or engineers on that train. it wasn't just one thing,

but then we learned that trains to rail in the us frequently as one us official said, it was about a 1000 derailments per year. why do we have so many derailments in the us? and is this something civil engineers perhaps? you know, your students in the future can one day solve or better for this country? ok. well, i'm glad you threw me all those incorrect statements because i've heard them all in the news and i've been interviewed by other news media and i've had them repeated. so let me sort of try to answer them as best as i can. so let's 1st of all about why don't we have all these derailments in the united states, a 1000 or more. the reason we have all these around this is we run so many trains. ah, a number of years ago i was a member of a european union study looking at derailment, a freight trains in europe. i was the only american i'm that study,

but i was brought in by a colleague of mine who know me. and so we got it, so i got a chance 1st hand to compare derailment rates. jerome is, is a function of traffic in the u. s. versus europe. and a couple of interesting things happen. first of all, what the u. s. calls derailment is anything more than $12000.00 worth of damage. so we have the re, with the railroad equivalent offender vendors, and that are counted derailments were in a lot of european star studies. they have to have a $100000.00 or more damage before they're counted. so we count all these little tiny derailments that happen in yards of variable speed, with minimal damages, the realms. then even counting those numbers. when we look at the number of derailments by the number of trains that we want to run and, and the common unit as it was called 1000000 train miles, millions of a train mile was one train going one mile. and usually we look at the realms statistics in millions of train miles. when i was doing that study in europe,

i found that the u. s. was actually sort of in the middle of the pack. even though we were counting these fender benders. we were not as good as some european countries, but we were definitely better than some others. so we don't have this horrible number, but accidents, per se. we have though many accents because we roughly carry 10 times as much freight in terms of millions of time miles as, as western europe does, for example. so that's the 1st night. okay, so let's go back to your other issues, the long trains, the antiquated brake system, and the, and the, and the lack of crews. first of all, i'll say that none of those 3 were contributed to the cause of, at the realm the cause of that derailment. was an overheated bearing and wasn't out his bearing and a tank car by the way that the car that derailed was not one of the hazardous materials cars. it was just happened that the car that was, that was near one of the hazardous materials cars. the bearing seized, overheated,

and very, very quickly burnt off of basically generated so much heat that it burned through the, the actual and derailed the train. and in fact, a derailed right over one of the bearing detectors they did. where did i, where the overheated bearing detector says you have a hot bearing there. and as soon as the train driver or train engineer was slowing the train trying to slow the train down, the axle burst into derail happen. so the, so the number of cars in that trend, the number of cars that train, ah, ah, were, did not affect that bearing failure. the braking system which will come back to did not affect the break their failure. and the not, by the way, these are sealed bearings, so you can have a 100 inspectors walking down the track a while a while it stopped in the previous yard, looking at it. they would have never seen a thing. so the number of people on the ground to have had nothing to do with this one either. okay, so antiquated bear breaking system. well,

the antiquated braking system we're talking about is the pneumatic breaking system that used by every train in the world. so the new braddock braking system is still in use worldwide on it. yes, it works on the same principle that was developed by george westinghouse in the 1800s. but so the breaks in europe and sort of the breaks in china and sort of the breaks in asia. your china trains and your indian trains and european trains use the same braking system. the braking vows have been upgraded. the control systems have been upgraded and so there's no quote, antiquated system. what you're probably referring to is what people are calling electra electrically electronically controlled, pneumatic breaks or e, c e, which is something that you add on to the pneumatic brakes that instead of initiating the breaking action just using the air itself, which travels down the train at the speed of sound you an electric line down the

train and so you initiate the exact same pneumatic brake system, but you initiate it electronically. and since it travels down the break, the electronic line at the speed of a speed of light, it goes, it's instantaneous. the problem was, as you need an electric line and the train and true and freight trains do not generally have electric lines. and not only that, you must have an electric line and every car. now remember, this is not a unit train. this is not a trained as put together one, so never taken apart. this is, this is a typical mix. pat mix manifest strain as used in europe as used in china as used in india as used anywhere else in the world. where you go to a yard, you disassembled the train, you make up a 10 new trains from those cars and ed car to other cars, from other trains to it. and you go, you go on your merry way to the next yard until you get your destination. so you're constantly taking apart, putting together these, these, these trains making up multiple cards. if you do not have an electrical wire

connector in each one of those cars, if only one car was missing an electrical connector, i don't care if you have a 100 cars. in the train of 50 cars in the train are 20 cars. the train one cars, missing that electric connector, you, you don't just, you, you, you don't, you can't use the c p brakes. you have to come up with some jury rigged system to allow you to bypass it. and so for the time being, there are very, very few places in the world, like virtually none that uses. electron pneumatic breaks on a system wide basis for freight trains around the world, passenger trains, you have an electrical line, so as a different animal, but freight trains, i don't care if europe and the china, not sure if the us bah, with the, with the exception of unit trains which are permanently cupped or semi permanently kept together when you can keep an electric line through there are usually don't have this kind of electric line. so the implementation of this new generation electro nomadic break is, is something that still needs a lot of work and

a lot of develop them, a lot of implementation. ah, cruise ah, that train had a 2 man crew, 2 man crew standard worldwide for freight trains on there that you know, i've heard comments, there were not enough maintenance people's round to make sure the systems working everything i saw, the data says holdings, all the inspection systems working fine, there was no maintenance shortage or any problems like that. um, long heavy trench. yes, we run long, heavy trains. they're very efficient. that's one of the reasons why the world bank shows that the north american railroads are among the most efficient railways in the world. it's not the most efficient railways in the world. ah, ah, yes, there, there is a little bit more issues involved tre handling. there's a little bit more issues involved and stopping the train properly. that's why we have very good train crews that are, that are trains to handle that. and yes, it's

a little bit more difficult. but when we're not seeing on massive increases and accidents associated with that at all, and, and given the volume of traffic that has to be moved, others the long, heavy train seem to be the most the most efficient ne ways of moving them. dr. alan the ramp gave director of the rail engineering and safety program at the university of delaware. thank you so much for giving us this little education on rail systems around the world. i don't know about you, but i would sure like to try out an h as r t. i got to say i have travelled on the eurostar train from london to paris and it was a wonderful experience. i got to see all the cities and towns as we spent through. i got the stand up walk around. it was way more of an enjoyable experience than air travel. i mean, little did i know i was being green by travelling that way. so as for the us,

we don't have h s r and there don't appear to be any plans to build out such a system of rail across the country. official say, because of the lack of demand, but to borrow from the movie a field of dreams, perhaps this is just a case of if you build it, they will come. that's going to do it for this week's episode of modus operandi there show that dig deep into foreign policy. i'm your host manila chan. thank you so much for tuning in. we'll see you again next time to figure out the ammo. ah, what we've got to do is identify the threats that we have. it's crazy even foundation, let it be an arms race is often very dramatic,

development only personally and getting to resist. i don't see how that strategy will be successful, very critical of time to sit down and talk with you. we must further advance our modernization in terms of national defense and certain chinese milk into a great wolfstein shooting thing. billable closing remarks to the country is the annual 2 sessions political event saying that while the nation has been bullied by foreign powers in the past. modernization is the key to future the challenges. president obama, bruce alexander lucas shanker, says america has strangled iran, but decades. comments coming as he held up bilateral talks in toronto by the country's leaders reaffirm that.