We must use the concept of non stop trains and rotating platforms on magnetic tracks

Do you have papers about useful life of trains?

Thank You very much!

Best Regards,

Vanessa

I was a Railway Engineer In India, we have the coaches for a (life) period of 25 years,  after that the vehicle is scrapped.

In case of Electric Engine or locomotives; they are specified on various other safety parameters and technology updation such as the MODSAFE (Modular urban transport safety and security analysis). The European Urban Guided Transport sector (Light rails, Metros, but also Tramways and Regional Commuter trains) is a highly diversified landscape of Safety Requirements, Safety Models, Responsibilities, Roles, Safety Approval, Acceptance and Certification Schemes. One vendor was Siemens - in the project as external party / as external expert via UITP to participate in reviews and contributions  in relation to safety functions, Safety Integrity Level allocation and functional / object modelling.

http://cordis.europa.eu/project/rcn/92875_en.html

Now India is venturing into Bullet Train

According to Forbes India, the costs for constructing such rail lines in India are estimated to be Rs 70-100 crore per km. Therefore the Mumbai-Ahmedabad route of 500km, will cost Rs 37,000 crore to build. With the cost of land acquisition etc, the price will go up to about Rs 60,000 crore. To make a profit, passengers will have to be charged Rs 5 to 7 per km. Thus Ahmedabad to Bombay one-way, a distance of 500km, will take about 2 hours time and cost about Rs 2,500 to 3,500.

http://www.quora.com/Is-it-possible-to-successfully-launch-bullet-trains-in-India

Dear Dr. Krishnan

These informations are very useful. This is not my first area of expertise but I'm writing about urban passenger trains and there was found no official data about it.

Thank You very much for the two replies, for your time and willingness to help my research.

Best Regards,

Vanessa

Railways are made up of complex mechanical and electrical systems and there are hundreds of thousands of moving parts. If a railway service is to be reliable, the equipment must be kept in good working order and regular maintenance is the essential ingredient to achieve this. A railway will not survive for long as a viable operation if it is allowed to deteriorate because of lack of maintenance. Although maintenance is expensive, it will become more expensive to replace the failing equipment early in its life because maintenance has been neglected.

Rolling stock is the most maintenance intensive part of the railway system and is the most vulnerable if maintenance is neglected. A stalled train will block a railway immediately and will reduce a timetable on an intensively used system to an unmanageable shambles for the remainder of the day. Reliability is the key to successful railway operation and maintenance should be the number one priority to ensure reliability is on-going.

Performance Measures

Rolling stock performance in respect of failures can be measured by MTBF (Mean Time Between Failures) or MDBF (Mean Distance Between Failures). It is sometimes measured by numbers of failures per year, month or week but this may not represent an accurate rate consistent with mileage. On the other hand, rolling stock does deteriorate rapidly in storage and this, in itself, produces failures, although these may not be the same failures seen under normal service conditions. Failure rates are sometimes quantified in service performance by availability. The performance is expressed as, for example, 95% availability. In other cases it is quantified as, say, 92% on-time. This is more unreliable as a statistic if the on-time regime is cushioned by huge amounts of "recovery time", as is often the case today.

Performance monitoring also depends on the real definition of a delay. At one time, the Inter City services in the UK were using 10 minutes as the definition of a delay. This was much derided in Europe, where on-time performance meant just that. If you were not on time, you were late. Perhaps a more equitable way to define a delay is by the loss of a train path. Most main lines will give a three minute headway or 20 trains per hour, assuming equal speeds and performance. A three minute delay will therefore lose a path and, in the commercial structure of a modern railway, deprive the track owner of the sale of a path to another train operating company. In a metro or suburban operation, the path will be two minutes or slightly less, so a two minute delay would be an appropriate measure of performance.

One other point about performance is that time out of service is as important as the frequency or duration of failures. Another measure applied to equipment is the MTTR (Mean Time To Repair). A short delay which requires a train to be taken out of service for repair become more critical is the train takes a week to get back into service. It's not good design if the train owner has to lift the car off its bogies in order to replace a fuse. Short MTTR is another important part of good rolling stock performance.

http://www.msn.com/en-in/travel/photos/worlds-most-famous-trains/ss-BBaC8jk?ocid=mailsignout

http://www.railway-technical.com/train-maint.shtml

Dear Dr. Krishnan,

Thank You for complementing your answer.

I thank You so much for make available your knowledge and expertise. With your explanation I already have a good idea of the theme.

Your contribution is always very valuable and important. I will read the links carefully.

Best Regards,

Vanessa

Indian Railways Vision Document 2020

http://www.prsindia.org/uploads/media/Railways%20Vision%20Document%202020.pdf

Dear Dr. Krishnan,

Your participation is always constructive and important! I appreciate the new link. I take this opportunity to comment the excellent links You sent and in particular: "

http://www.msn.com/en-in/travel/pho...-trains/ss-BBaC8jk?ocid=mailsignout "about the types of trains.

Thank You very much for share Your knowledge!

Best Regards,

Vanessa

Track conditions affect the life of Rolling Stock

Economic life is defined as a point in time where the trend of annual maintenance costs of an existing component or system of components exceeds a threshold value. Technically, a threshold value for identifying useful economic life is when repair costs have reached some percentage of the replacement and future maintenance costs.

http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_webdoc_43.pdf