bluuebunny/crossref_metadata_2025_split huggingface dataset:
Hybrid Rail Technology Review: an Intermediate Pathway For Electrifying the Freight and Commuter Rail Sector - a Technical and Operational Assessment
Authors: Barbosa Fábio C. 
Published: June 2021

Abstract
The transport industry, as any other sector, has been permanently challenged by both the continuously stringent environmental standards and the energy efficiency requirements, which has driven a set of initiatives focused on both the fuel burn reduction and the environmental performance improvement. The rail sector currently relies on the efficient and local zero emission electrical traction for the medium to heavy density corridors. However, for the light to medium density corridors (both passenger and freight), given the high upfront costs associated with the electrical infrastructure, they are currently required to rely on fossil fuel based traction (often, the diesel-electric) architecture, with an inherent efficiency and environmental burden. The advent of hybridization, i.e. the use of more than one power source in a powertrain (mainly — but not restricted to — an internal combustion engine (ICE) and electric motors (EM), associated with an electrical energy storage device - ESD) — currently a feasible approach for the automotive sector — has opened the way for the rail industry, as an opportunity to improve the energetic efficiency and reduce the environmental footprint for the aforementioned low to medium density rail corridors, without the cost burden of an electrical infrastructure. The hybrid powertrain efficiency drivers are basically: i) kinetic energy recovery, through the use of the regenerative braking (i.e. using electric motors as generators, to recover part of the train’s kinetic energy); ii) improved engine performance, avoiding the low efficiency (low load) engine range and iii) engine downsizing (engine power requirement reduction, as it is assisted by the electric traction on power bursts). From an environmental perspective, the reduced fuel consumption also means lower emissions. Moreover, hybrid configurations might also reduce noise and gaseous engine emissions within/nearby stations or urban rail yards, by switching off internal combustion engines, running the train and powering auxiliary systems with the previously stored electrical energy on the ESD. Finally, for electrified rail lines, the hybrid rail configuration might also provide the so called last mile capability, used to circumvent non electrified rail stretches, like bridges or tunnels, as well as small extension non electrified rail segments.
This work presents a review of hybrid rail technology, covering hybrid configuration and energy storage devices, from both a technical, operational and environmental perspective, supported on current available technical literature, as well as on simulation and field test reports, followed by a near to mid term outlook of hybrid rail technology for both freight and passenger segments.
Energy Harvesting Device for Powering Onboard Condition Monitoring Modules in Rail Service
Authors: Amaro Martin , Tarawneh Constantine , Foltz Heinrich , Garcia Roberto A. 
Published: June 2021

Abstract
Rail transportation plays an important role in today’s economy by delivering a large quantity of goods and passengers to various locations throughout North America in an economic and efficient manner. Bearing failure is one of the leading causes of derailments that result in significant capital loss and in extreme cases tragic human loss. The two widely used bearing health monitoring systems are the Trackside Acoustic Detection System (TADS™) and the wayside Hot-Box Detector (HBD). These systems are reactive in nature and only give alerts when the bearings are nearing failure. To supplant that, a prototype wireless onboard condition monitoring system was developed by researchers at the University Transportation Center for Railway Safety (UTCRS). This onboard wireless system can detect bearing defects at their early stages of initiation so that proactive maintenance actions can be taken by the railroads and railcar owners. Due to the wireless nature of this system, a constant power supply is needed to ensure its continued operation.
Currently, the prototype wireless system utilizes low-power circuitry that is powered by a rechargeable AA battery that can provide up to two years of operation depending on usage. Implementation of a suitable energy harvesting device can significantly increase the longevity of the batteries used in the wireless module, and in ideal operating conditions, generate consistent energy rendering the battery as a temporary energy storage device. The proposed energy harvesting device consists of thermoelectric generators, aluminum heat sinks, a switching boost convertor, and a battery management chip. This device was tested on a dynamic bearing test rig to assess the performance of the thermoelectric generators. To best simulate field operation conditions, the thermoelectric generators were placed on opposite sides of the bearing adapter; one exposed to direct forced convection while the other side is shielded by the adapter and experiences minimal convection. Thermoelectric generators were found to be an effective solution due to their ability to convert a temperature gradient into a usable voltage sufficient to charge the battery. The buck booster converter increases the voltage from the thermoelectric generators to 5-volts so that the battery management chip can regulate the voltage and efficiently charge the battery. This paper summarizes the performance of the thermoelectric modules under different operating conditions. The main goal of this project is to devise an energy harvesting device that allows the wireless module to be self-powered utilizing the heat generated from the bearing and the charge held by the battery as a hybrid power source.
Stabilization of Railroad Ballast Using Polyurethane Under Various Coal Fouling Conditions
Authors: Gundavaram Dinesh , Hussaini Syed Khaja Karimullah 
Published: June 2021

Abstract
This paper presents a comparative study on the shear behavior of coal fouled polyurethane-stabilized and polyurethane-stabilized coal fouled ballast. Fresh ballast and coal fines of mean particle sizes (D50) of 42 mm and 545 microns, and Elastan polyurethane polymer with a density of 1100 kg/m3 were used in the current study. Tests were conducted at normal stress (σn) varying from 60–120 kPa and at rate of shearing (Sr) 3 mm/min. To mimic the effect of coal fouling, a predetermined amount of coal was added that signifies a fouling level, of 30% void contamination index (VCI), in the present study. Test results highlighted that polyurethane stabilization technique enhanced shear stress of ballast. However, the coal fouling reduced the shear stress of polyurethane-stabilized and unstabilized ballast. The friction (φ) and dilation (ψ) angles of polyurethane-stabilized and unstabilized ballast were found to reduce non-linearly with an increase in σn. Furthermore, the values of φ and ψ of unstabilized ballast reduced from 65° to 60° and 21° to 16°, respectively due to coal fouling. The stabilization efficiency factor (Sef), stated as the ratio of the shear stress of stabilized ballast to the unstabilized ballast, differs from 1.70 to 1.75 for polyurethane-stabilized ballast as σn varies from 60 to 120 kPa. Moreover, it is observed in coal fouling conditions that the coal fouled polyurethane-stabilized ballast (FPSB) shown better performance when compared to polyurethane-stabilized coal fouled ballast (PSFB).
An Evaluation of Derailment Mechanics and Derailment Analysis Methodologies
Authors: Kirkpatrick Steven W. 
Published: June 2021

Abstract
Detailed analyses of vehicle and train collisions are a common part of new vehicle design projects. It is relatively simple to describe appropriate collision scenarios for a train and the resulting collision mechanics are reasonably controlled if the trains remain upright and in-line. These scenarios are well suited to advanced dynamic finite element simulation codes.
Alternatively, train derailment analyses are less common and have unique characteristics that make the analyses difficult. The derailment event can involve the interaction of many cars and have a relatively long duration compared to other crash events. Freight derailments can involve trains in excess of 100 cars long and the duration of the derailment response can be on the order of a minute before coming to rest. Further complicating the analysis are the many parameters that are not well characterized or controlled. The motions of rail cars after leaving the tracks are not well known and difficult to model. The wheels and trucks can plough through ground or remaining track sections. The material properties and geometry of the ground can have large variations and are typically not well known or characterized for specific derailment events. Additionally, the geometry of the surrounding terrain can have a wide range of variability at derailment sites.
As a result of these complexities, there are far fewer standardized methodologies used for the analysis of derailments. The detailed finite element models are applied in some cases, but the computational requirements to model these events in high fidelity are quite high.
This paper provides a review of some past derailment modeling efforts and recent investigations and analyses of derailment events to provide insights into the derailment mechanics of freight trains. The objective is to assess the relative magnitudes of effects such as the braking characteristics, brake application delay time, and blockage force caused by the derailed and overturned cars on the subsequent deceleration of the trailing cars on the rail.
Delirium and long term cognition in critically ill patients
Authors: Wilcox M Elizabeth , Girard Timothy D , Hough Catherine L 
Published: June 2021

Abstract
Delirium, a form of acute brain dysfunction, is very common in the critically ill adult patient population. Although its pathophysiology is poorly understood, multiple factors associated with delirium have been identified, many of which are coincident with critical illness. To date, no drug or non-drug treatments have been shown to improve outcomes in patients with delirium. Clinical trials have provided a limited understanding of the contributions of multiple triggers and processes of intensive care unit (ICU) acquired delirium, making identification of therapies difficult. Delirium is independently associated with poor long term outcomes, including persistent cognitive impairment. A longer duration of delirium is associated with worse long term cognition after adjustment for age, education, pre-existing cognitive function, severity of illness, and exposure to sedatives. Interestingly, differences in prevalence are seen between ICU survivor populations, with survivors of acute respiratory distress syndrome experiencing higher rates of cognitive impairment at early follow-up compared with mixed ICU survivor populations. Although cognitive performance improves over time for some ICU survivors, impairment is persistent in others. Studies have so far been unable to identify patients at higher risk of long term cognitive impairment; this is an active area of scientific investigation.
Platinum-group element geochemistry of the Panjal Traps: constraints on mantle melting and implications for mineral exploration
Authors: Shellnutt J. Gregory , Pang Kwan-Nang , Qi Liang , Bhat Ghulam M. 
Published: June 2021

Abstract
Forty-two volcanic rocks of the Panjal Traps were analysed for platinum-group elements (PGEs) to investigate the magma genesis, high-temperature behaviour and exploration potential of these elements. The PGE data exhibit substantial variability and show no systematic relation to their low- or high-Ti affinity. Instead, the basalts can be subdivided into a PGE-undepleted group (group 1) that has ΣPGE >10 ppb and Cu/Pd <30 000, and a PGE-depleted group, which consists of a subgroup showing limited (group 2A) or substantial depletion in Ir-series PGEs relative to Ni (group 2B). The group 1 samples indicate an S-undersaturated history, whereas the group 2 samples might have different origins in terms of S-saturation. Fractionation of a tiny amount of sulfide melts (0.075–0.1%) from a representative group 1 sample accounts for the chalcophile element patterns observed in the group 2B samples. The relatively high Cu/Pd, unfractionated Ni/Ir and low PGE abundances observed in the group 2A samples cannot be explained by equilibration of an immiscible sulfide melt alone, and probably require decomposition of residual sulfides into sulfide melt and a monosulfide solid solution in the mantle restite. Our results question the notion that the coexistence of PGE-undepleted and -depleted magmas is prospective in the exploration of magmatic Ni–Cu–(PGE) sulfide mineralization.
HINT1 (Histidine Triad Nucleotide-Binding Protein 1) Attenuates Cardiac Hypertrophy Via Suppressing HOXA5 (Homeobox A5) Expression
Authors: Zhang Yan , Da Qiang , Cao Siyi , Yan Ke , Shi Zhiguang , Miao Qing , Li Chen , Hu Lulu , Sun Shixiu , Wu Wei , Wu Lingxiang , Chen Feng , Wang Liansheng , Gao Yuanqing , Huang Zhengrong , Shao Yongfeng , Chen Hongshan , Wei Yongyue , Chen Feng , Han Yi , Xie Liping , Ji Yong 
Published: June 2021

Background:
Cardiac hypertrophy is an important prepathology of, and will ultimately lead to, heart failure. However, the mechanisms underlying pathological cardiac hypertrophy remain largely unknown. This study aims to elucidate the effects and mechanisms of HINT1 (histidine triad nucleotide–binding protein 1) in cardiac hypertrophy and heart failure.

Methods:

HINT1 was downregulated in human hypertrophic heart samples compared with nonhypertrophic samples by mass spectrometry analysis.
Hint1
knockout mice were challenged with transverse aortic constriction surgery. Cardiac-specific overexpression of HINT1 mice by intravenous injection of adeno-associated virus 9 (AAV9)–encoding
Hint1
under the cTnT (cardiac troponin T) promoter were subjected to transverse aortic construction. Unbiased transcriptional analyses were used to identify the downstream targets of HINT1. AAV9 bearing shRNA against
Hoxa5
(homeobox A5) was administrated to investigate whether the effects of HINT1 on cardiac hypertrophy were HOXA5-dependent. RNA sequencing analysis was performed to recapitulate possible changes in transcriptome profile.Coimmunoprecipitation assays and cellular fractionation analyses were conducted to examine the mechanism by which HINT1 regulates the expression of HOXA5.

Results:

The reduction of HINT1 expression was observed in the hearts of hypertrophic patients and pressure overloaded–induced hypertrophic mice, respectively. In
Hint1
-deficient mice, cardiac hypertrophy deteriorated after transverse aortic construction. Conversely, cardiac-specific overexpression of HINT1 alleviated cardiac hypertrophy and dysfunction. Unbiased profiler polymerase chain reaction array showed HOXA5 is 1 target for HINT1, and the cardioprotective role of HINT1 was abolished by HOXA5 knockdown in vivo. Hoxa5 was identified to affect hypertrophy through the TGF-β (transforming growth factor β) signal pathway. Mechanically, HINT1 inhibited PKCβ1 (protein kinase C β type 1) membrane translocation and phosphorylation via direct interaction, attenuating the MEK/ERK/YY1 (mitogen-activated protein kinase/extracellular signal-regulated kinase kinase/yin yang 1) signal pathway, downregulating HOXA5 expression, and eventually attenuating cardiac hypertrophy.

Conclusions:
HINT1 protects against cardiac hypertrophy through suppressing HOXA5 expression. These findings indicate that HINT1 may be a potential target for therapeutic interventions in cardiac hypertrophy and heart failure.
West Bank Areas A, B and C – How Did They Come into Being?
Authors: Singer Joel 
Published: June 2021

Abstract
This article tells the story of how and why, when negotiating the Israeli-Palestinian Oslo Accords in 1993–95, the author developed the concept of dividing the West Bank into three areas with differing formulas for allocating responsibilities between Israel and the Palestinian Authority in each. The origin of how these areas were named is also discussed. This negotiation demonstrates that parties are prepared to modify ideological positions when detailed and practical options are presented that constitute a hybrid to the parties’ former positions.
Investigating Cattle Procurement at Great Zimbabwe Using 87Sr/86Sr
Authors: House Michelle , Sealy Judith , Chirikure Shadreck , le Roux Petrus 
Published: June 2021

Abstract
At the ancient Shona centre of Great Zimbabwe (1200–1700 CE), cattle (Bos taurus) were centrally important for economic, social, and symbolic purposes. 87Sr/86Sr for modern plants collected in southern Zimbabwe vary from 0.7054 to 0.8780 and ranges differ between some geological substrates. 87Sr/86Sr in serial samples of Bos taurus tooth enamel provides information on where animals consumed at Great Zimbabwe were raised and how herds were managed. The majority of animals sampled were born and remained for their first year of life in a region some 40–120 km south of Great Zimbabwe. Few animals came from geological substrates like that of Great Zimbabwe itself, and none from areas underlain by basalts (> 120 km south of Great Zimbabwe). Earlier hypotheses of transhumance are not supported. These findings will help to build a fuller picture of the role of local commodities (in this case, cattle) in the economic networks that supported the rise and florescence of Great Zimbabwe as a major centre of power.
A Fast Linear Semi-Lagrangian Advection Scheme Coupled with Spectral (bin) Microphysics to Simulate an Idealized Super Cell Storm in WRF
Authors: Lynn Barry , Gavze Ehud , Dudhia Jimy , Gill David , Khain Alexander 
Published: June 2021

AbstractA new, computationally efficient Semi-Lagrangian advection (SLA) scheme was used to simulate an idealized supercell storm using WRF coupled with Spectral (bin) Microphysics (SBM). SLA was developed to make complicated microphysical schemes more computationally accessible to cloud resolving models. The SLA is a linear combination of Semi-Lagrangian schemes of the first and the second order. It has relatively low numerical diffusion, a high level of mass conservation accuracy, and preserves the sum of multiple advected variables. In addition to idealized tests, comparisons were made with standard WRF higher-order, non-linear advection schemes. Tests of the SLA were performed using different weighting coefficients of γ for the combination of the first and second order components. The results of SLA on grids of 1 km, 500 m, and 250 m agree well with those of the standard WRF advection schemes, with results most similar to simulations with 250 m grid spacing. At the same time, the advection CPU time required by the SLA was 2.2 to 3 times shorter than the WRF advection schemes. The speed-up occurred in part because of the utilization of the same advection matrix for the advection of all hydrometeor mass bins. The findings of this work support the hypothesis that cloud microphysical simulation is more sensitive to the choice of microphysics than to the choice of advection schemes, thereby justifying the use of computationally efficient lower order linear schemes.
Treatment alliance and needs of care concerning religiousness and spirituality: A follow-up study among psychiatric inpatients
Authors: van Nieuw Amerongen-Meeuse Joke C , Braam Arjan W , Anbeek Christa , Twisk Jos WR , Schaap-Jonker Hanneke 
Published: June 2021

Background: Patient satisfaction with religious/spiritual (R/S) care during mental health treatment has been associated with a better treatment alliance. Aims: To investigate the longitudinal relations between (un)met R/S care needs and treatment alliance/compliance over a 6-month period. Method: 201 patients in a Christian (CC) and a secular mental health clinic completed a questionnaire (T0) containing an R/S care needs questionnaire, the Working Alliance Inventory (WAI) and the Service Engagement Scale (SES). After 6 months 136 of them took part in a follow-up (T1). Associations were analysed using hybrid linear mixed models and structural equation modelling. Results: R/S care needs decreased over time, but a similar percentage remained unanswered (e.g. 67% of the needs on R/S conversations in a secular setting). Over a 6-month period, met R/S care needs were associated with a higher WAI score (β = .25; p < .001), and unmet R/S care needs with lower WAI score (β = −.36; p < .001), which were mainly between subjects effects. Patients reporting a high score of unmet R/S care at baseline, reported a decrease in SES over time (β = −.13; p < .05). Conclusions: Satisfaction with R/S care among mental health patients is related to a better treatment alliance. When unmet R/S care needs persist, they precede a decrease in treatment compliance. Mental health professionals are recommended to assess the presence of R/S care needs and consider possibilities of R/S care especially in the first weeks of treatment.
A systematic review on long-term clinical impact in patients with iliofemoral deep vein thrombosis
Authors: Charisis Nektarios , Harb Hussein , Harb Muhammed , Labropoulos Nicos 
Published: June 2021

Objective The aim of this systematic review was to investigate the long-term clinical impact of iliofemoral (IF) deep vein thrombosis (DVT) based on patient reported outcomes, physician administered test measures and compare medical to interventional treatment. Methods This study was conducted according to the Preferred Reporting Items for Systematic Reviews (PRISMA) guidelines. Criteria for inclusion were patients with thrombus involving the common femoral vein or more proximal veins, ≥5-year follow-up and physician assessment. Data quality was assessed using the Robins-I tool and Cochrane tool. Results Eight studies that fulfilled our criteria were deemed eligible and provided data for 499 patients. There were 230 patients who received medical treatment and 269 interventional. Two studies were randomized controlled trials and six observational. Venous claudication, where reported, was found in 7.7% (1/13) of interventionally treated patients and 21% (13/62) of medically treated patients. Long term symptom resolution was reported in 58% (18/31) and 24% (12/50) of interventionally and medically treated patients, respectively. Venous ulcers were seen in 5.5% (7/126) of medically treated patients and 5% (5/100)of interventionally treated patients. Conclusion A wide range of signs and symptoms was reported at long-term. Interventional treatment appeared to be better than medical one but the evidence was weak. Given the significant lack of patient reported outcomes, objective testing and use of validated instruments, the results should be interpreted in context with these limitations. Data on long-term outcomes after IF DVT have been poorly reported and outcome criteria should be better defined in future studies.