A full electrification of many local railway lines is often not feasible or sustainable in terms of construction and maintenance costs or alternatively for the presence of additional constraints and limitations deriving from environmental or infrastructural limitations. Battery Operated or other kind of hybrid solutions powertrains are currently proposed as sustainable alternatives to Internal combustion engines for the propulsion of rolling stock on not electrified lines. In this work, authors propose the adoption of a partial electrification of lines to assure higher performances and reliability of battery-operated rolling stock designed to be recharged and feed using standard technologies such as pantographs gathering power from suspended catenaries. This innovative solution is designed for a benchmark test vehicle inspired from an existing one and simulated considering some possible scenario of application corresponding to some existing railway lines in Italy.

Although train simulation research is vast, most available network simulators do not track the instantaneous movements and interactions of multiple trains for the computation of energy/fuel consumption. In this paper, we introduce the NeTrainSim simulator for heavy long-haul freight trains on a network of multiple intersecting tracks. Trains are modeled as a series of moving mass points (each car/locomotive is modeled as a point mass) while ensuring safe following distances between them. The simulator considers the motion of the train as a whole and neglects the relative movements between the train cars/locomotives. Furthermore, the powers of the different locomotives are transferred to the first locomotive as such a simplification result in a reduced simulation time without impacting the accuracy of energy consumption estimates. While the different tractive forces are combined, the resistive forces are calculated at their corresponding locations. The output files of the simulator contain pertaining information to the train trajectories and the instantaneous energy consumption levels. A summary file is also provided with the total energy consumed for the full trip and the entire network of trains. Two case studies are conducted to demonstrate the performance of the simulator. The first case study validates the model by comparing the output of NeTrainSim to empirical trajectory data using a basic single-train network. The results confirm that the simulated trajectory is precise enough to estimate the electric energy consumption of the train. The second case study demonstrates the train-following model considering six trains following each other. The results showcase the model’s ability in relation to maintaining safe-following distances between successive trains. Finally, the NeTrainSim is demonstrated to be scalable with computational times of O(n) for less than 50 trains (n) and O(n²) for higher number of trains.

This review paper highlights feasible and practicable approaches for managing end-of-life rolling stocks. It aims to promote and enable sustainable procurement policy for rolling stocks. Firstly, it demonstrates that modern rolling stocks can potentially gain the environmental benefits since almost all of their materials used in the rolling stock manufacturing can be recycled and reused. In this study, brief definition and concept of various train types are introduced and discussed, accompanied by some demonstrative illustrations. Then, component analyses, recovery rates and percent proportion of each material in various rolling stock assemblies have been evaluated. The estimation of material quantities that can potentially be recycled has been carried out using industry data sources. The suitable management procedures for end-of-life rail vehicles are then discussed, together with the life cycle of the key materials in which the recyclability criteria take into account the environmental risks and the best and safest approaches to deal with them. The aim of this study is to increase the awareness of the public, train manufacturers and rail industries on the benefits to the environments from rolling stock recycling, which could result in sustainable society and urban livings.

The occurrence of chaotic instability of oscillations at the output of a single-stage amplifier on a powerful bipolar microwave transistor when a biharmonic signal is amplified is considered. It has been established that at a high level of the input signal at the output of the amplifier, the signal contains a significant chaotic component. Cases were experimentally studied when the frequency distance between the partial frequency components of a biharmonic signal is close to the gain band and when it is much smaller than this band. It has been established that in the first case, the chaos in oscillations is associated with the emergence of a sequence of trains of a forced oscillatory process with arbitrary initial phases and durations. In the second case, the appearance of a chaotic pedestal is associated with the chaos in the passive underexcited mode of the nonlinear circuit formed by the capacitance of the p-n junction and the input matching circuits of the amplifier stage.

(1) Background: In nervous system information is conveyed by a sequence of action potentials, called spikes-trains. As MacKay and McCulloch proposed, spike-trains can be represented as bits sequences coming from Information Sources. Previously, we studied relations between Information Transmission Rates (ITR) carried out by the spikes, their correlations, and frequencies. Here, we concentrate on the problem of how spikes fluctuations affect ITR. (2) Methods: The Information Theory Method developed by Shannon is applied. Information Sources are modeled as stationary stochastic processes. We assume such sources as two states Markov processes. As a spike-trains' fluctuation measure, we consider the Standard Deviation sigma, which, in fact, measures average fluctuation of spikes around the average spike frequency. (3) Results: We found that character of ITR and signal fluctuations relation strongly depends on the parameter s which is a sum of transitions probabilities from no spike state to spike state and vice versa. It turned out that for smaller s (s<1) the quotient ITR\sigma has a maximum and can tend to zero depending on transition probabilities. While for s large enough (1<s) the ITR\sigma is separated from 0 for each s. Similar behavior was observed also when we replaced Shannon entropy terms in Markov entropy formula by their approximation with polynomials. We also show that the ITR quotient by Variance behaves in a completely different way. (4) Conclusions: Our results show that for large transition parameter s the Information Transmission Rate by sigma will never decrease to zero. Specifically, for 1<s<1.7 the ITR will be always, independently on transition probabilities which form this s, above the level of fluctuations, i.e. in this case we have sigma<ITR. Thus, we conclude that in a more noisy environment, to get appropriate reliability and efficiency of transmission, Information Sources with higher tendency of transition from the state no spike to spike state and vice versa should be applied.