a, do the rest are better useful to keep around for just our waterways, conscious not their british to look for soccer citizens in order to get us to take our slow leak, you know, the, the sports. but again, the people who are in charge of sports and you don't get $2.00 for all the charities, power money to be able to abuse are we say i'm going to stop and that's all for now. be sure to check out our t. v dot com for all the latest breaking news and updates was the right back here at the top of the hour. with a there are more calls for c expire,

or some kind of negotiated settlement of ukraine conflict. some need to leaders have borne zalinski will have to make some difficult decision. however, the west have little interest in russia's plan to restore the peace. that plan is in plain view. the 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 expert to learn a little bit about why this is happening, seemingly more and more. alright, let's get into the m o, the me, the recent chemical freight train derailment in east palestine,

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 riders. 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 transportations 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 that 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 in 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 muranski 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 rail projects in china going as far back as the 1900 ninety's doctors are ramp sky. thank you so

much for being with us. so 1st, 1st doctors rob sky, i like 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, ah, railroads. it more a lot of the high speed railroad system factory 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. i can be used for the overhead tat every power for, for, for trends, passenger rail. on addition to that real rows are working with use, trying to eat introduce hydrogen locomotives as another form of green energy.

and even the fear that they did the want 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 their sports in 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 computer commuting 100, you know, 100 miles or so or so i guess you were 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 compute 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, for the price of your ticket, you could, you could literally go anywhere to work or to, or to a neighboring town, or to either do long distance transportation being global, high speed rail or,

or bullet train market was valued at approximately $43000000000.20. and is projected to hit 77600000000 by the year 20. 31. 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 an standard rail system 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 skeet, are 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, the 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 u. s. outside the northeast corridor and outside of california, we do have a some form of higher speed rail on the different distances are quite, quite a high so even when you're going ah, 3000 miles, if you want to go from new york to california, even at even a 200 miles an hour, still fairly long trip in a 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 they go

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 steed rail system. now the adult 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, 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 gonna be in the 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 to range 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 fella amtrak 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 it with dr. alan's rmc. he'll explain it that night. emma will be right back. ah ah ah. ah, needs to come to the russian state. total narrative does on the most 19 div, asking him knocking off a group in the

55 when. okay, so mine is gonna be the one home with we will ban in the european union. the kremlin. yup. machines restate on russia today, and split ortiz spoke neck, given our video agency, roughly all band on youtube and pinterest and with, ah, ah,

at this hour, american and coalition forces are in the early stages of military operations to disarm iraq, to free its people. and to defend the world from grey who's

we with the food and medicines and supplies, and freedom with out ah, welcome back to the m o i'm manila champ. trains are easily a century old technology, yet economies are still heavily dependent on them. but are 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 are 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 uh,

freight and passenger trains and i don't know, should there be there it, 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. ah, when you have sharper 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 tra track for a line or a line to go and add 300 kilometers per hour or 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. so even conventional passenger rail rose and freight railroads usually have a lot more curvature. because when you going, you, you went, when you're going through the hills and mountains, and even when you were just going through metropolitan areas are trying to avoid areas. you need some curvature so 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 higher 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 still the minority, the vast majority of kind of, of kind of 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, just tiny are the amount 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 a misalignment issues. you can have one real, a little bit higher than the other and still be safe. 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 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,

60 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 start about why don't we have these derailments and 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 of 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. jerome is, is a function of traffic in the us versus europe. and a couple of interesting things happen. first of all, what do u. s. calls a derailment is anything more than $12000.00 worth of damage. so we have the re, with the railroad equivalent offender vendors, and that are counting the derailments. we're 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 of variable speed, with minimal damage is 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 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 ton 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 cruise. first of all, i'll say that none of those 3 were contributed to the cause of that derailment. the core that derailment was an over heated bearings and wasn't an old heated bearing and a tank car by the way, that that of the car, the derailed was not one of the hazardous materials cars. it was just happened in a car that was, that was near one of the hazardous materials cars. the bearing seized, overheated, and very, very quickly burnt off, and basically generated so much heat that it burned through the, the actual and derailed the train. and in fact, it 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 train engineer was slowing the train trying to slow the train down, the axle burst into derail happen. so that so that 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. well, 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 who had 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 braking system 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 in 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 where people are calling electra electric electronically control pneumatic brakes or e c e, which is something that you add on to the pneumatic brakes that instead of initiating the braking 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 to 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 in 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 once and 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, used anywhere else in the world where you go to a yard. you disassemble the train, you make up the 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 cars. if you do not have an electrical wire connector, and each one of those cars, if only one car was missing an electrical connector, i don't care if you have a 100 cars and a 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 don't, you can't use easy 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 who magic brakes on a system wide basis for freight trains around the world, passenger trains,

you are all lectric line. so as a different animal. but freight trains i don't care if europe and what your, your china and with your of the you. yes ma, with you, with the exception of unit trains which are permanently cupped or semi permanently kept together. when you can keep her electric light 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've heard comments. there were not enough maintenance people's round to make sure the systems are working. everything i saw the data says, holding 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 there,

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. that's why we have very good train crews that are there that are trains to handle that. and yes, it's a little bit more difficult, but we're not, we're not seeing on massive increases in 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. allen's around scheme 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 our train, i got to say i have traveled 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. chad. thank you so much for tuning in. we'll see you again next time to figure out the ammo.

ah, the the me, after to us bank collapsed over the weekend, the new york stock exchange holds creating a handful of bank stocks that are crashing while president by then try to calm the waters, assuring american to their money is say, russia agreed to extend the black sea brandy over 60 days, which was set to expire this saturday, but says the west needs to prove as ready to hold office and that the agreement the u. e tells the u. k. the telling down as complaints about human rights.