what's happened is a great shock. oh, it shows the real scheme of the of greenish global leadership, whatever you've explained. and what kind of more peeves are being thought we come up to or rule the practice participating. and nazi funeral makes you a nuts and doing that. by social democratic leader or freeland, it makes a very big question and a horse broke issue, just a moment, go through for all the feelings. and this happens only 3 weeks before the general election of boardman. this is a very, every single, not all with the world, but the foolish population as well. finishes sliding with the nazis and, oh, and we are, we have a local beast being and discuss about what's going on. and he's back the bbc pulls are 180 and reinstates top presented gary, linda co caving into an outcry of public support. the host was sideline for

comparing the nation's migrant policy to that of germany. from the 19 thirty's it is decided that gary linux or will step back from presenting match of the day until we've got an agreed unclear position on his use of social media. he should keep well away from taking sides on polity political issues or political controversies. gary is a valued part of the b, b c. and i know how much the bbc means to gary and i look forward to him present an al coverage of this coming weekend with a response was quick after the u. k. prime minister re, she soon i posted the national slogan which said migrants would be denied access to the u. k. it's modern slavery system with a b, b, c, host. i took the twitter to blast that initiative. there is no huge influx. we take far fewer refugees and other major european countries. this is just an immeasurably cruel policy directed at the most vulnerable people in language

that is not dissimilar to that used by germany in the 30s. and i'm out of order where the decision to remove him sparked a boy called not only by his co host, but almost all other sports presenters on commentators at the bbc. but he was far from alone in questioning of the government's campaign. gunning, had miss some slaves before it's legal. the government tech control for came by saying, if you get people here, there will have no protection from slavery, an unforgivable message, a sentence which shames the country, and everything that stands for. this is absolutely disgraceful. complete application of humanity. well i, we spoke to an international policy consultant who says that despite linux has message being a bit exaggerated, perhaps he's got a is a common, can somebody speak somebody hasn't? he has a right to our to do it. how it feels grad, we may do it over to compare the current government to the government obviously

that the sensitive because the governor choices. but let's look at the merit of the argument. yes. understand issues of migration in europe and in america. extremely sensitive issues. this is one of the issues that our company like yours with read and with the pieces of nationalism to push out more internal policies are now looking at a way to think, no, we might have a right. i mean, when you go to learn to see the united ways of protection, somebody could get somebody from europe, from africa, into europe, and in southern slavery and they won't have a protection. so, i mean, he says he's done it for those with no voice. and it's a true them and some people they see, it's not because they're not because they're, they're greedy now because that they want to be some people have the rest of their life. and if somebody developed country, somebody developed a country that litigating read, and they're just trying to find

a new life. i just wrapping up this alex, i broke off from moscow here, went into national. i'm real research and for me and the entire news team. thank you for sharing your time with us here. rachel blevins at this desk in half an hour's time. i do hope you can join her at the top of the 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. all right, let's get into the m oh. the

news be recent chemical, freight train derailment and 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 government 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 width 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 in affordability for those tickets comparable to long distance bus fare here in the u. s. and as far as ages are 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. dr. 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 of 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 tat every power for, for, for trends, 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 parts 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 has, has been used, bring people actually fairly long distances into the city and japan. people are actually computed 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 and 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 could you 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 $77600000000.00 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 versus 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. ok, so let's talk about the distant. the differences in the differences press primarily speed, 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 that's about what, 200 to 250 kilometers per hour. and then you have conventional trains to more conventional trains which will be operating at 708090 miles an hour. so you're looking at, um, a 120140 kilometers per hour. i'm 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 us 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 high. so even when you're going ah, 3000 miles, if you were to go from new york to california, even at even a 200 miles an hour, still fairly long trip in and airplanes do it much faster. so for the time being we have not developed in the u. s. a true, i trans continental high speed rail system. but the direct sure 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 of 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. it's gonna 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 towards the, the $180.00, the 200 mile an hour. high speed range territory of the next couple of decades. but

just at the moment the, the demographic still favor a on 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 right. or our son safer than others. we're going to discuss that with dr. alan's rmc. he'll explain it, sit tight. emma will be right back. ah, the me welcome back to the m. o i'm manila, chance trains are easily a century old technology, yet economies are still heavily dependent on them, but are all trains there are tracks and other gadgets on them keeping up to speed.

yes, that pun intended. continuing the conversation with us is dr. allen's rem sky, 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 freight 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 high speed rail track and condense and conventional speed track. now you're getting into things like the presence of curves. um, 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 strict . 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, when you, when, when you're going through hills and mountains and even when you're just going through metropolitan areas, a triangle, 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 kind of, of can, of the high speed rail track is still what i will call it, traditional ballast the 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, if you're running, spray 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 some dips. you can have some of this alignment issues. you can have one really little bit higher than the other and still be 6. you start increasing that speed and the amount of those deviations that you're permitted becomes much,

much less so that the maintenance stands are the safety standards for trains going at 200 to 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, 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 few 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 is as 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 on that study, but i was brought in by a colleague of mine who know me. and so we guys, i get a chance 1st hand to compare derailment rates, derailments as a function of traffic in the us 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 studies studies. they have to have a 100000 hours or more damage before they're counted. so we count all these little tiny derailments that happen in yards, very low 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 realm statistics and 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 recounting 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 the rail, 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 you, as the train driver 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 to break their failure. and 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 initiated electronically and since it travels down to break the electronic line at the speed of a speed of light, it goes,

it's instantaneous. the problem is 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 mixed 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 the 10 new trains from those cars and add 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 cars. 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 are 50 cars in the train are 20 cars in 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 jewelry rich 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 brakes 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 development 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 the,

you know i, i've heard comments. there were not enough maintenance people's round to make sure the systems working. everything i saw, the data says, all in all the inspection systems working fine, there was no maintenance shortage or any problems like that. um, long heavy trends. yes, we run long, heavy trains, the 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. i is 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. ah, 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 ah,

and given the volume of traffic that has to be moved, others, the long, heavy trains 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 sped 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 a us are 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, the after to us banks co ops over the weekend, the new york stock exchange holds creating a handful of bank stock that are crashing, coming, jumped after president by then tries to calm the waters, assuring americans, so their money is saying the president of bella, ruth says america has strangled the wrong for decades. his comment came, as he held bilateral talks in k, ron where the country's leaders re.