## 3 Results
### Demand Management of EDLC and the Hybrid Locomotive Through PBLM
The algorithm ensures that the EDLC can meet this power requirement (see Figure 20c, indicated by the green \"checking arrow\") and verifies that DC bus voltage remains within the acceptable range through the PBLM-EDLC. If these conditions are met, the EDLC replenishes its energy reserves before the end of the section. This strategy has a practical rationale: the train may need to stop at an intermediate station to allow passenger units to cross. In such cases, the EDLC should return to a SoC near 100% to be ready for another start. In the second section (Sec-2, Figure 20b), the EDLC remains idle since the train is running at its programmed speed, and power demand (as depicted in Figure 15a) is managed entirely by the diesel unit. The process repeats during acceleration in Sec-3 (see Figure 20b), which corresponds to a scheduled speed increase near the TP station. Figure 19: Flow diagram of the power and energy management for S333 and S269 through the aggregation of PBLM-Rail and PBM-EDLC. The same methodology is applied to the remaining eight sections of the track, with the EDLC handling power demands or storing energy during fluctuations as needed. The results of this process are shown in Figure 20d. Finally, Figure 21 shows the main results for the overall route (from CT to MC) computed through PBLM-EDLC. Figure 21a shows EDLC voltage (notice that EDLC modules allow a certain increase with respect to rated voltage, e.g., 16.5 V over 16 V; see Table 2). Figure 21b shows SoC ranges (remember that they are design constraints; see Table 9), whereas Figure 21c shows currents from or to OESD (EDLC and batteries) to test overloading of the OESD. Figure 21 depicts a very important concern solved through the EDLC model: the accuracy of the power generated or consumed by the EDLC. This is different from the profile depicted in Figure 20d because the voltage of EDLC changes and voltage conditions the evaluation of the right instantaneous power. As stated before, the objective of this work is not to refine or optimize the design of EDLC but to demonstrate through a plausible scenario the advantages and pre-feasibility of the integration and aggregation of PBLM models. Optimization and improvement of OESD tasks will be engaged in future works. To summarize the advantages of the hybrid locomotive, some representative power figures are presented in Table 9.  
Regarding fuel consumption, we have used the throttle position given by the PBLM-Rail simulator (see Figure 16b) and early 80s data from historical EMD locomotives SD40 [59]. These data correspond to fuel consumption (gal/h) for each throttle position (1-8) and idle of the GP and SD series. Authors assume that the J26T model (the original EMD international platform for S333) corresponds to those series. With these hypotheses, our S333 demands around 2.7 L/km. Consequently, we reduce the consumption of one S333 and some additional energy demanded by the remaining unit that does not haul in the electrified section. Also, the reader should note that an electrical linkage between locomotives (e.g., close to the roofline used in high-speed trains, see, for example, [60])  
Figure 20: Main steps for the proposed management of EDLC: (**a**) Initial simplified profiles for diesel and hybrid locomotives: (**b**) Definition of EDLC duties in route sections 1 and 2; (**c**) testing of proposed duties through PBLM-EDLC; (**d**) EDLC and battery profiles after the evaluation of the overall route. enables the recovery of an additional 11.4% of braking energy from the diesel unit (Table 11). With respect to costs, the option seems feasible, with a service ranging 78,000 km/year; the hybrid unit can recover capital costs in 6-7 years without considering GHG savings and the benefits of having a 1.5 MW distributed generator in the RPS and a medium-power last-mile unit in this railway area to develop shunting and switching tasks.