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If you have ever been near a train when it starts to move, you see (and hear) something interesting.
The kinetic friction (I wrote that as Ffk) is equal to the normal force (the force two surfaces are pushed together) multiplied by some constant called the coefficient of kinetic friction. For the static friction, it is less than or equal to the product of the static coefficient of friction and the normal force.
In general, the coefficient of kinetic friction is less than the coefficient of static friction. If I call the coefficient of static friction for the cars ?cs and the coefficient for the train ?ts, then this would be the equation for the forces in the horizontal direction. For the case where it accelerates, I can solve for the maximum number of cars the train can get moving. This is really what I wanted to do – make a model that shows these cars starting to move. The latest journey to China was a final attempt to visit the Rongshan narrow gauge line in Sichuan, as it was closed during the previous two trips in November 2013 and Feb 2014.
Armed with only a handful of translations and a bunch of maps, we travelled on twelve trains covering almost 10,000 kilometres alone as well as two internal flights. In the morning we were informed by our booking agent that our flight with Sichuan Airlines from Melbourne to Chengdu had been delayed by six hours, which knocked our plans into disarray and resulted in changing our train tickets from Chengdu to Guangyuan. It took an hour waiting in a torrential downpour before we came to our senses and headed back to Rongshan to wait for the return trains where we could at least find some shelter. While waiting, we were granted brief access into the work shops where #210 and 218 were receiving attention. After leaving the depot, we spent some time around dumped SY 1305 in the yard on the standard gauge.
We stayed to watch the unloading of the cars and walked up to the fuelling point where we were able to get some pretty good shots of the locos.
We headed again for Rongshan, where #211 was pulling a pair of flat cars out of a siding behind the locomotive depot.
Number 219 led the train of seven hoppers and two flat cars with 211 pushing from the rear (both tender first). Keen to get more main line shots, I walked a further kilometre up the line to the first village for the first return train. After this train passed, I walked back towards Yujiabian setting up at a location underneath some spectacular cliffs and a gentle S bend, providing a more than ideal photographic location. As soon as 219 came through with her train, I met back up with Steve at Yujiabian and we made our way back to Rongshan.
We stayed in the depot area for the refuelling of the locomotives and spent some time exploring the sidings and a part of the disused line.
We headed to the depot area with not much change from the previous couple of days, asides from a flat car being loaded with what appeared to be oxygen tanks.
With a bit more time up our sleeves, we were able to catch it along the long cutting around Yujiaxiangfang.
Having made my way back to the line (with still no sign of any train), I walked towards Caiziba, finding a nice little spot with a couple of houses and some very friendly locals who offered me a nice cup of tea. Steve eventually rejoined me after about an hour and some 20 minutes later, a worker arrived on a motor bike with a replacement fishplate with some pretty drastic modifications to the bolt holes!
During the hold up, and unbeknownst to us, 219 attached to the rear of 211's train with another two hoppers, giving a pretty interesting consist of #211 - eight hoppers - caboose - #219 - two hoppers. With the work over for the day, our driver took us back towards Guangyuan, but not before a visit along the Guang-Wang standard gauge branch line between Guangyuan and Rongshan.
After a few trains, we thought to give the driver the rest of the day off, but he was quite keen to take us to Red Star park towards the east of the city. Caiziba was the old prison mine, with the large white apartment looking buildings being the accommodation for those unfortunate to be detained here. Number 211 returned first and after it passed, Steve took up position near the bridge at Caiziba and myself a couple of hundred meters away where a canopy of bamboo covers the line. Guangyuan airport is situated on top of a hill quite some distance from the city and is a reasonably large airport, albeit quiet.
It was only a week after our visit, that we got the news from John Raby's group that the Rongshan narrow gauge line had unexpectedly shut down permanently, with mine equipment being hastily removed from the mines before the electricity was turned off due to an overdue account.
The hotel provided a superb breakfast with almost every conceivable item (including fresh full cream milk) and we were greeted by our driver to take us to Luopoling for a day of mainline photography. The travel time was almost an hour with the driver having to ask for directions a couple of times and it seems we took the long way round. Once we crossed the viaduct, the real beauty of the place appeared with crystal clear water, more of the same beautiful mountain ranges with a pair of long concrete viaducts crossing the Yongding river. In the 7 hours we had there, we saw almost 100 trains pass through, even with a notable decline in traffic in the early afternoon on the north bound track, but by this stage the rain had started to set in anyway and the driver was "encouraging us" to head back to Beijing! Eventually we surrendered to the clearly bored driver and he took us to to Beijing North railway station, with constant on-the-minute updates on how crap the traffic was.
When we awoke on K275, we were stopped in a passing loop where an army of track workers were setting up for the day and we were held up for nearly 20 minutes before an opposing passenger train passed us. After an hour or so of travel, we arrived at Pingzhuang Nan and quickly made for the mining railway in the hope of seeing one of the three operating SY's roll in with a train of hoppers. After a very long walk up the line towards the depot aream which we found locked, we could see SY 1441 cold outside the shed. Not giving up hope, we passed through the stabling area quickly and headed to the washery where 1525 returned from Pingzhuang Nan with six empty hoppers from the mainline. When we had finished photographing the shunting movements at the washery, we headed up line towards the mines and not too long after, a second equally shabby DF4B (#6087, Datong 1990), was heading to the depot light engine. We returned to Chifeng in the afternoon, exhausted from the 10 kilometre trek (not to mention on little sleep from the previous night's train) and went straight for our bags at the train station and on to the Chifeng hotel a few blocks up.
Having determined that there would be no more steam at Pingzhuang, we decided to spend the half day we had prior to catching the K275 to Manzhouli, around Chifeng taking in some more mainline diesel traction in the Chifeng area. The first train we encountered was DF5 #1615 (Sifang 1997) with a chemical train from the branch line that leads to a series of chemical plants near Chifeng airport.
Only two trains were seen between the railway station and the bridges we were aiming for, a mixed freight behind the dumpyy looking (yet very powerful) HXN3 and a long coal freight behind double header DF4C + HXN3. Finally reaching the long bridge provided an excellent vantage point with nice views of the city outskirts, but only for north bound trains thanks to the strong sunshine. Our train started boarding at 1730, and as always was the typical push-and-shove affair for the ticket check queues, a somewhat pointless exercise given that even hard seats were allocated!
Look at this magnificent die-cast o-8-0 “yard goat” and you’ll understand why model experts and railroadmen alike consider it one of the finest steam switchers ever made. The American Flyer Locomotive 346 Switcher 0-8-0 would have had 0 leading, 8 driving, and 0 trailing wheels. A switcher is a small train engine built for short distance hauling and moving rail cars around a freight yard. One major difference between the 346 Switcher and other American Flyer Steam Engines is the addition of a coupler on the front of the engine.
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In particular, there is something curious about the difference between static and kinetic friction. Static friction is the model for the frictional force between two surfaces that are at rest relative to each other. This means that the static friction force is whatever value it needs to be to prevent the two surfaces from sliding – up to a point of maximum static friction. This means it would take less force to slide something at a constant velocity than it would to get it moving. Really, I should put a velocity dependent drag force on the train engine so it looks more realistic.
You begin looking at it and modeling it and then you realize there are all sorts of cool things to explore.
Try playing with the coefficient of static friction on the engine wheels and the car wheels. I would start with something like the PASCO low friction cars and use a fan on the first car for the engine.
As I had four weeks up my sleeve, it was decided to make a meal out of it and visit Pingzhuang, Jalainuer, Fuxin, Fushun and the Yongchuan electric narrow gauge plus a final bash at Sandaoling, hoping to catch operations on the new line and possibly a few spoil trains before they finished. Also many thanks to Michael Reilly, Bernd Seiler and Wilson Lythgoe for your assistance during planning.
We came away with thousands of photographs, hours of video and countless memories that will last a lifetime. As sod's law would have it, as soon as the changes were made, a second email from our booking agent arrived, announcing that the delay had now increased to 11 hours. After ascertaining there would be no further trains for the day, we headed back to Rongshan for some well needed R&R. Wang as usual arrived on time at the hotel, and passed us on to a new driver who would be with us for the next few days.
Very shortly after the train passed, the taxi driver and Steve showed up and we raced off to Yujiabian, deciding to skip Caiziba along the way. By the time this eventuated, I could have easily walked to Caiziba by the time it came through. Steven stayed around Yujiabian where the action was and was even able to secure a brief cab ride on a C2, the first of many over the next 4 weeks! Despite the walk back to the taxi over the perilous cable bridge, there was still enough time to beat the 219's train back to the unloading point. The forecast was sunny with no rain, a welcome relief after the previous couple of days we'd had. We set up around the bridge area again for the departure and before long 219 on point with 211 trailing and a caboose, eight hoppers & a flatcar spliced in between. I left the taxi about a kilometre north of Caiziba with Steve heading further down line with Mr. This park commemorates the Red Army and has four themes, each to commemorate Communist propaganda, education, recreational activities and a memorial to those who died in the massive 2008 earthquake, with nearly 5000 deaths in Guangyuan alone. We didn't attempt to enter the old prison buildings, although I doubt there would have been much objection had we tried. The second train took quite some time to head back, nearly an hour, and when it did, it spent another 20 minutes or so shuffling wagons about before bringing out a respectable sized train of sixteen loaded hoppers and the caboose.
On the apron was a Cessna 208 Grand Caravan registration B-3641 belonging to Sichuan Aolin General Aviation (ex-China Southern). This was a location I'd been wanting to visit for many years after various reports, but was always put on the backburner in place of a steam line. The road from Beijing is simply superb with huge mountains, and while close to Beijing, felt like we were in another part of the world (if not for the ever present pollution haze). The large haze of pollution over Beijing had unfortunately crept in over this area as well, but no matter, this place is still seriously beautiful and we were both happy with the photos we were achieving. Only two trains during the whole day were diesels, a parcels train in each direction with a DF4DK and about twenty P65 box car vans with a pair of passenger cars spliced in between. We still had a few hours to kill before our service to Chifeng (Train 2559) would depart, which we did in the large shopping mall adjacent to the station building. As soon as we arrived in Chifeng, we had to quickly drop off our bags in the left luggage area and board another local train (K7384) with only 15 minutes to spare. We were instead greeted with a very shabby DF4B (#1525, Dalian 1988) after a 3 kilometer walk, with a long train burbling along - the only diesel locomotives we expected to see.
The weather was perfect and after consulting the local maps, determined the best place for railway photography in the city would be at a long bridge section about four kilometres to the west of Chifeng railway station.
Asides from that, all freight trains were headed with DF4C, DF4D and HXN3 diesels (sometimes double headed).
Approximately ten trains in three hours from here, three of which were behind DF4C's - one each from Dalian (#4392, 1997), Ziyang (#5094, 1997) and Datong (#0026, 1999) factories! Within a few minutes of departure, it became quite clear that the next 21 hours would be a torture chamber with all heaters turned to "Punish them" level.
Essentially, they put the train together and then a large locomotive is brought in to haul the train to its destination.
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The Tengiz oil field was discovered in 1979 and is one of the deepest and largest oil fields in the world. The problem was that when the train attempted to start with the caboose brake on, it stretched all the inter-car couplings so that the whole train was just like one big car.
I will just draw the engine car and one car along with the forces on it (while at rest but trying to move). Also, I left off the force the train pulls on the cars and the force the cars pull on the train.
The only way would be to just overcome a large frictional force would be to get one car moving at at time.
Since I clearly left a lot of unanswered questions on the table, I will let you explore them. Yuanbaoshan was also considered, but was scratched from the list before we left Australia from the recent reports it had ceased steam operations.
On a much sadder note, half way through our trip I learned of the passing of Dave Fielding, webmaster of the SY-Country website a couple of weeks prior. Steam is certainly in its final days and we had our fair share of disappointments, nevertheless this voyage would rank as one of the best yet.
Unable to trust Sichuan Airlines in getting us there at all, I gave up on the idea of getting a train altogether and instead organized our taxi driver, Mr. The rain was bucketing down, something we would have to contend with for the next few days. No work was being done on either of the steam locomotives during our short visit as it was during lunch break, possibly one of the reasons we were allowed inside in the first place.
Steve remained in the depot area to get the departure in the yard area and I took a quick walk to the bridge over the Nanhe river.
Once again, it was quite easy to catch up with the train a couple of times along the way for some quick photos as the train snaked its way through the superb valleys.
She looks to be in very good condition, although the chances of her running again are extremely minimal.
It was good to see the bureau of meteorology is about as accurate as ours in Melbourne with the sun remaining hidden behind cloud for all but three minutes, but at least the temperature was comfortable enough to explore the line a bit more and no rain to destroy our cameras.
The delay of the train became evident when some track gangers arrived to work on a section of rail with a failed fishplate. Sadly, this also reduced the amount of return trains to one, but still an interesting day's events. We saw units 9436 and 9439, indicating there may well be a small concentration of them working this line. The park is about 100 acres and is situated on a series of very steep hills, and just viewing the steps leading up to the large red tower after a day of tromping around Rongshan was nearly enough to bring me to tears. Instead we went through the tunnel adjacent to the mine which opened up an incredibly beautiful place with a long sweeping curve leading most of the way to Yujiabian with tall mountains on one side and the river, which had thankfully started to ease from the previous couple of days, on the other. Our aircraft was a relatively new Boeing 737-700 (no winglets) registration B-5045, and given our poor experience on the Sydney - Beijing flight with the same airline almost exactly one year ago, this was actually a refreshing change with pleasant staff, a decent meal and a comfortable thermostat setting.
Given that we were toying with the idea of leaving Rongshan to the end of the tour, we are very lucky we got there before it was over.
I had pre-booked private transportation through Wild Great Wall Adventure Tours to make the most of the day, without having to try and find busses with 35kg's of luggage. Before the station, we noticed a modified caboose (with the body mounted to an N17 flat car) overturned near a level crossing - heck knows what happened to that!
Thick grease was applied to the grab handles (a security measure?) and they appear to have not been used for some time. Freight traffic was varied with a good mix of gondolas, tank cars, containers and mixed traffic. Not surprisingly, Beijing North had completely transformed from my last visit in 2000 when I toured Jing Peng. Rick had managed to book us soft seats on this service at our request - a particularly rare class of travel on the green-skin trains.
We saw the crew loading buckets of oil into the engine compartment twice during the day, possibly coinciding with the fresh oil stains all over the track. When we made it to the first mine and consulted with the friendly staff at the level crossing, he told us steam had finished only a few days ago. We decided to walk line side to maximise the amount of trains we could catch, finding an alley way leading to the track only a hundred or so meters from the station.
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At this point, the friction from the engine train wheels was not enough to get the whole thing going. If we consider the train and wheels as the system, the force that changes its momentum is the static friction force between the wheels and the rail.
Even though the wheels are rolling, the point of contact with the rails is at rest with respect to these rails.
Although they are labeled the same, there are actually two different static frictional forces. Once a car is moving, the axle-wheel interaction changes to kinetic friction with a lower coefficient. Other locations we mulled over were the Mojiang narrow gauge and Kunming meter gauge, the latter now under threat, but Yongchuan won over Mojiang and we ran out of time for Kunming, being too far away to spend a day at best for. I had enjoyed conversing with Dave a number of times over the years and viewed his site (and its contributors) as the most valuable resource available during the planning stages of my China steam adventures. If you have the means, book a flight and get over there to see what's left while you still can. He somehow managed to squeeze the taxi between a queue of trucks at the entrance lane to the station, but once we emerged, were greeted to the surreal sight of China last real narrow gauge steam railway (and, no - Shibanxi no longer applies to real steam in my opinion).
I never actually got his name, but I presume he is the same gentleman who took Ameling Algra around in his August trip - for all intents and purposes for this report, I shall refer to him as Mr. The rain was still heavy today, but not like the unrelenting constant downpour experienced yesterday. When we arrived at Yujiabian, the boom gate at the entrance of the yard was still locked indicating that the train still hadn't arrived. The shed was locked, however there was just enough gap under the door to put the camera underneath the large doors and get a few snaps. I attempted to head on to the other side of the river to get the first train over the small stone bridge after finding a large walk bridge, navigating my way through the horrendously sticky mud paths between the farmers vegetable patches. Eventually 211 slowly approached and the drivers all left the cab to see the progress of the track repairs. Seeing these diesels in this colour, despite being relatively young for a DF4, is a real treat, and for the railway enthusiasts interested in traction other than steam, this line could have some very interesting possibilities. A view of the Guang-Wang branch line is also offered from the top, however there would be much better places for photography of the trains on this line due to all the trees and poles in the way. The first train took almost an hour to present itself, rolling through with two flat cars loaded with equipment from the mine, thirteen loaded coal hoppers and a guards van. We arrived at the New World Beijing Hotel just after 9pm which was quite nice, however given our state of exhaustion and the early wake up for tomorrow's outing to Luopoling, we couldn't really enjoy it! Whether or not the line reopens in a Shibanxi style operation remains to be seen, but either way, real narrow gauge steam operations are now a part of China's history. While fairly pricey at nearly 800RMB for the day, the driver was quite amicable and the Buick people mover was reasonably clean and tidy, not to mention the unbeatable convenience.
Another fresher S13 caboose body mounted to an N17 class flat car was in another of the yard tracks.
The line doesn't see much work anymore, and the two diesels could easily handle the workload, so unless the diesels fail (which, given their apparent condition is a possibility), it looks like steam has permanently finished in Pingzhuang (again!).
As many locals were openly walking over the line, we took the when-in-Rome approach and set up for about an hour.
The typical switcher is optimized for its job, being relatively low-powered but with additional traction designed to get heavy cars rolling quickly. The American Flyer Locomotive 346 had red glowing smoke, choo-choo sound, steam Whistle and the pull-mor motor. These are complemented by all of the external accommodation suppliers who have to collect the students’ rent, maintain their buildings and receive their own supplies to do the same. And we are definitely the only platform company in the world that has a vested interest in making its ecosystem cross-platform. Knowing this is my last time racing here at the Ridges, it's kind of sad, but I think it was a great way to end my high school Wisconsin cross country career. The Ortegas now own their own farm, Natalie’s Garden and Greenhouse, just outside of Oregon, and grow many vegetables Ortega grew as a kid, such as carrots, zucchini, tomatillos, peppers and sweet corn.
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In that context this literature review produced by the Governance and Social Development Resource Centre (GSDRC) is a useful stock take, citing both humanitarian policy documents as well as real-life examples of LRRD being applied.
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And even though everyone has been bundled up like Nanook of the North lately, no one pointed out the coatroom.
When deciding tosupport UN Security Council Resolution 1970 andmaking no objection toResolution 1973 onLibya, we believed that these decisions would help limit theexcessive use offorce andpave theway fora political settlement. Instead, you need to just get one car moving at a time – this is why there is space between the couplings.
If the distance between cars is greater than some value, there is a force pulling it forward. I am considering a short visit to the Kunming narrow gauge next year and anyone interested in joining are welcome to contact me.
A lot of messing around and an endless supply of headaches and heartburn to our tireless friend Rick. C2 211 and 219 (leading) were already attached to a train of ten hoppers and a yellow caboose. Sadly a dog had taken shelter from the rain between the sleepers and after the first car rolled over her, she made a dash for it but was cut in half by the second hopper, not something I wished I had on my video. The effects of the previous days very heavy rainfall had however, turned the somewhat tranquil river into a raging torrent with a deafening roar.
As tempting as it was to commandeer the unattended train, thought it would be a better idea to make the most of the time and take as many photos as possible with some very good results. We waited at an old coal loading platform (32°23'14.43"N 105°56'59.80"E) and once again, the caretaker (presumably) brought out three deck chairs for us while we waited for the train! The line is called the Jing-Tong line which runs from Beijing to Tongliao (not to be confused with the more famous Ji-Tong line). Switching is hard work, and heavily used switch engines wear out quickly from the abuse of constant hard contacts with cars and frequent starting and stopping.
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The frictional force on the cars is between the axle and the wheels (so, I cheated a little bit here).
As full service airlines go, the food was below par and in typical Chinese style, the climate control was set to maximum which felt like hot bleed air from the engines was being directly fed into the cabin. All trains we saw during our stay were tender first with 219 on the lead, probably due to her SY style tender giving greater visibility than 211's tender. The gamble of heading to Yujiabian paid off well as the entire train arrived intact with both locomotives. Before long 9436 rolled slowly into the platform and stopped for about 10 minutes to allow 9439 to pass. I was happy to see the old buildings were intact over on platform 1 in a somewhat preserved state.
The line out of Chifeng towards Beijing is a bi-directional single track with moderately high traffic levels.
Prior to the beginning of each session, the agents were informed that providing false testimony to the body was unlawful. And a few of Ortega’s twelve brothers and sisters live in the area and help out on the farm. Wholesale Jerseys "This report is relevant to persons who are seriously ill, their parents, children, extended families which essentially means every American," said VJ Periyakoil, director of Palliative Care Education and Training at Stanford University's School of Medicine, who was not involved in the report.
He assigns her to the island to research immortality, and she suspects the key to realizing it lies in the pre-teen Natalia, another prisoner.
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I tried to add comments so you could figure out what is happening, but remember that I am a sloppy coder. On the plus side however, the airfares were extremely good value ($AU 670 return) and on top of this, were nice enough to compensate us on arrival in Chengdu enough to pay for the taxi (a newish Honda Accord) to Guangyuan.
The BND agents repeatedly insisted that the selectors provided by the US were precisely checked. It's also Natalia who greets Barry when he arrives on the island six months after Claire and Moira's escape attempt, searching for them.
The name riffs on Matson's love of traditional folk textiles and patterns that inspire and become incorporated in her work.
As long as the frictional force on the train is greater than the frictional force on all the cars, the whole system can accelerate. We arrived at the Lizhou Grand Hotel just before midnight and, although some 5 hours late, were back on track with no trackside time lost.
219 and the caboose headed to Yujiabian (the mine farthest from Rongshan) and 211 swapped empties for loaded coal hoppers. It had been a while since I had seen a DF4D (back in Shenzhen in 2005) so it was nice to see these units still in operation (and in great numbers it seems).
The insurgents want to carve out a separate state governed by their strict interpretation of Islamic law, and some have links to the Islamic State group.

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