Presumably, damage that can cause a derailment and the required forces, are more likely to occur on the switch rail for the diverging route. Perhaps that's why we tend not to see high speed derailments. Of course, there's also just not inspecting the switch to the point where the bolts holding a stretcher bar in place come loose, as at Grayrigg.
I would say that that is a fair assumption and conclusion you have come to on the switch rail damage! And yes of course, if no inspection is taking place then anything could be going wrong
I really enjoyed this one (maybe because I understood most if not all of what you said 🙃)! I have a suggestion for another subject down the road. Are you familiar with the connections used in the Americas, parts of Africa, Australia, and perhaps other locals as well? I would enjoy a comparison of the two (Europe and the aforementioned Americas etc.) with the pros and cons of each compared to the other. Of course, I will continue to watch your videos no matter what the subject is as long as it is related to trains!
Apart from wear of the rails and inspection to detect this (which affects beta), reduction of mu by lubrication (which you covered), I think that Y/Q will be reduced by reducing the speed of the train. Presumably this is used to control the risk of de-railment.
I believe you are correct. The train fundamentally gets its energy from its movement, so slowing it down would reduce the energy the wheel has to ride up the rail. This is why one of the main mitigations for track issues, where derailment is likely, is to put a speed restriction in place. However, I believe statistically train are more likely to derail at slow speed over switches in places like sidings etc. This certainly tallies with my experience. But this could be down the the quality of maintenance within sidings or just the sheer number of movements over the same switches. An interesting thing to think about for sure!
I am looking for an explanation about the use of gauge 1 used to check the permissible wear of switches profile ( UIC 716). I understand how to create the gauge 1
Presumably, damage that can cause a derailment and the required forces, are more likely to occur on the switch rail for the diverging route. Perhaps that's why we tend not to see high speed derailments.
Of course, there's also just not inspecting the switch to the point where the bolts holding a stretcher bar in place come loose, as at Grayrigg.
I would say that that is a fair assumption and conclusion you have come to on the switch rail damage!
And yes of course, if no inspection is taking place then anything could be going wrong
I really enjoyed this one (maybe because I understood most if not all of what you said 🙃)! I have a suggestion for another subject down the road. Are you familiar with the connections used in the Americas, parts of Africa, Australia, and perhaps other locals as well? I would enjoy a comparison of the two (Europe and the aforementioned Americas etc.) with the pros and cons of each compared to the other. Of course, I will continue to watch your videos no matter what the subject is as long as it is related to trains!
I am not, unfortunately but if you have some literature or examples you could share I am interested to learn about them!
Apart from wear of the rails and inspection to detect this (which affects beta), reduction of mu by lubrication (which you covered), I think that Y/Q will be reduced by reducing the speed of the train. Presumably this is used to control the risk of de-railment.
I believe you are correct. The train fundamentally gets its energy from its movement, so slowing it down would reduce the energy the wheel has to ride up the rail. This is why one of the main mitigations for track issues, where derailment is likely, is to put a speed restriction in place.
However, I believe statistically train are more likely to derail at slow speed over switches in places like sidings etc. This certainly tallies with my experience. But this could be down the the quality of maintenance within sidings or just the sheer number of movements over the same switches.
An interesting thing to think about for sure!
I am looking for an explanation about the use of gauge 1 used to check the permissible wear of switches profile ( UIC 716). I understand how to create the gauge 1
Sir I am from India can you share softcopy of manuals and mechanism of derailments.
I believe UK Railway standards can be accessed easily through a simple google search. Maybe try Network rail standards