The Train Operations Model

What is the TOM?

The Train Operations Model (TOM) contains all of the computer tools to simulate the operation of a rail transit system or mainline railroad on a computer. It is transportable among railway systems and anticipates new technical developments in railway operation within the foreseeable future.

Simulation of operations means that given the inputs particular to a specific railway, outputs are produced which characterize train motion and energy or fuel consumption as both time functions and in summary form.

Application of a TOM to a rail network involves input, output and processes (or tools). The inputs to a TOM are grouped into the following five general areas:

Simulation Control. Data necessary to control and direct the simulation
Rail Network Control. Data necessary to control and direct the operation of trains on the rail network.
Train Information. Data which include the physical parameters necessary to characterize the makeup of trains, their cars, and the propulsion, braking and auxiliary power characteristics of each car.
Right of Way Information. Data, which contain the description of tracks or guide-way along which the trains are running. These include grades, curves, speed limits, locations of stations and stops and routes.
Power System Information. Data, which describe the electrical, feed system, which powers the trains in the rail network. This information is not required for a fossil fueled rail system.

The outputs of TOM are grouped into the following four areas:

Train Motion. Information, which includes position, speed, and acceleration of each train operating on the system.
State of Control System. Information on the signals, switches and routings at any given time.
State of the Power System. Information on the voltages and currents at all salient points of the power network at any given time.
Energy Consumption. Information, which includes the energy or fuel used by each train on the system as well as the end use (that is, auxiliary power, propulsion losses, train resistance losses, and so on.)

The processes or tools required by TOM are grouped into the following five general categories:

Construction Tools. Computer programs, which can convert raw rail, network data into input suitable for the Simulator Tools.
Simulator Tools. Computer programs, which use the refined, input data to simulate the rail system operation and produce time functions and summary output. Three simulators comprise the TOM: a Train Performance Simulator (TPS), which simulates the performance of a single train on the rail network; a Train Movement Simulator (TMS), which simulates the performance of the multi-train network under a train control system; and an Electric Network Simulator (ENS), which simulates power flows on the system.
Manipulation Tools. Computer programs which manipulate the input to and output of the Simulation Tools for appropriate tasks. The output from the Manipulation Tools can be used as final output and as input to the Simulation Tools.
Control Tools. Computer programs which control the use of and interaction among the Construction, Simulation and Manipulation Tools and the Input and Output.
Visual Displays and Viewers. Output screens, which allow the user to observe the motion of the railway, graphs of parameters of interest, and the input and output files.

How does the TOM work?

The TOM was built with several functional and architectural objectives in mind. The user would follow several prescribed steps in applying the model to a rail system, which can be a mainline railroad, rail transit system, or people mover.

A block diagram of the TOM is shown below:

The block diagram shows the overall flow process of the model. The File Construction Module (FCM) is used to convert the raw rail transportation system data into files which are readable by the simulators. These files are stored in a Rail System Data Base (RSDB), which can be accessed by the user and read by the simulators and modules.

The three simulators read the files in the RSDB and produce output, which is deposited in the RSDB and used by the other simulators, modules and utilities.

The TPS simulates a single train on the rail network and produces output, which is read as input by the ENS, the TMS and the File Manipulation Module (FMM). The output from the TPS resides in the RSDB.

The ENS simulates a system of trains, the prescribed running of which is determined beforehand, and calculates the power consumption as seen at the metering points as well as the voltages and currents at all salient points in the electrical network under which the trains run. The output from the ENS is used by the File Manipulation Module (FMM) and the Energy Cost Module (ECM) and resides in the RSDB.

The TMS simulates a system of trains, which is controlled by a train control system, either manual, automatic fixed block or automatic moving block. While the system of trains is being simulated, the power consumption is also being calculated at the metering points as well as the voltage and currents of all salient points in the electric network under which the trains run. The output from the TMS is used by the FMM and the ECM and resides in the RSDB.

The FMM is a group of computer programs, which manipulates the output of the simulators and produces files, which reside in the RSDB. These manipulations are used for special purposes to be described later.

The ECM is a group of computer programs which summarize outputs from the ENS and TMS to determine the main components of energy cost, namely, demand and energy use. The outputs from these programs reside in the RSDB.

The GRAPH is a utility, which displays the graphics of all parameters of interest in railway operation. It creates plots useful to the user in describing characteristics of the rail system. These plots include elevation curves, propulsion curves, train running results, meter load curves, train graphs, and electrical graphs.

The RSDB holds all of the files, which are input, and output of the simulators and modules. The utility DB contains the computer programs, which allow the user to add and delete rail systems, read files within the database, and delete, files particular to a particular rail system. Files can be modified from within the database in a user-friendly fashion. The DB utility also allows the user to run the simulators directly from the database.

A Rail Voltage Model (RVM) has been added, which allows the user to estimate rail to ground voltages in very simple DC networks.

The TOM is the package of the category of tools just described. It is designed to be operated by persons experienced with computers and railway operations, although on line help can aid less experienced people.

Is the TOM User Friendly?

The TOM is extremely user friendly. Help is provided through four main Avenues.

Extensive built in help to all of the screens of the TOM is included. This help comprises a description of every control and for what it is used and complete instructions on how to enter raw rail system data.
A complete on-line program manual contains descriptions and pictures of every screen and control, methodology used for all of the processes and sub models and definition of terminology.
Several Instruction manuals are included to familiarize the user with typical applications of the TOM on real rail system application. Step by step procedures are shown to conduct actual studies and evaluations.
There is an intensive training course available of four days duration. I, Richard Uher, have conducted this course over 20 times over the past nine years. The course is given at the client's location. The course objectives are to understand the:

Operation of the TOM
Methodology Used in the TOM.
Terminology Used in the TOM.
Applications and Limitations of the TOM

Download the Program Manual for More Detailed Information. TOM-MAN.pdf

Download the Instruction Manual for Applying the TOM to Transit Systems DC Electric - English Units:

TOMInstructionManualDCElectricEnglishUnits.pdf

Download the Instruction Manual for Applying the TOM to Transit Systems DC Electric - Metric Units:

TOMInstructionManualDCElectricMetricUnits.pdf

Download the Instruction Manual for Applying the TOM to Transit Systems AC Electric - EnglishUnits:

TOMInstructionManualACElectricEnglishUnits.pdf

Download the Instruction Manual for Applying the TOM to Transit Systems AC Electric - MetricUnits:

TOMInstructionManualACElectricMetricUnits.pdf

Download the Instruction Manual for Applying the TOM to Railroads Fueled - EnglishUnits:

TOMInstructionManualFueledEnglishUnits.pdf

Download the Instruction Manual for Procedures and Shortcuts in the TOM

TOMInstructionManualForShortcutsInTheTOM.pdf

What can the TOM do for you?

The TOM is extremely useful for the various types of estimates and evaluations on rail systems. These include:

Train Performance - For estimating schedule time before or after new train equipment is procured.
Energy Consumption/Energy Cost Reduction - Estimating energy use of new equipment or testing energy cost reduction strategies.
Power System Evaluation - Determining if an existing or future power distribution system can meet the rail system operational requirements.
Train Control System Evaluation - Testing proposed train control systems to determine whether they can meet the rail system operational requirements.
What if Scenarios. - The TOM is a model of any rail system on a computer. If it were interfaced with the Train Network Control Board of a rail system, it would not be possible to tell if the Board were viewing the operating rail system or the TOM running the rail system. As such, testing of operational scenarios on the simulated, but very realistic rail system, can be done at very low expense.

How reliable is the TOM?

Experience with the TOM is extensive. It was first developed in 1985, and has been used continuously since that time. It has been in a constant state of evolution, adding new features, new technology and more user friendliness.
There are over 70 licensees of the model. These licensees include rail transit authorities and railroads, their suppliers and their consultants worldwide.
It has been verified for accuracy on over fifteen rail systems.
It has been used on main line railroads, heavy and light rail systems, trolleybus systems, high-speed rail and MAGLEV systems and people movers.

Version 3.3 is vastly improved over the original version of the model. In addition to a substantial improvement in user friendliness as well as improvements in the software platforms on which these systems run, the following additions were made to improve the technical capability of the model and enhance the productivity of the user who is operating the model.

Last Update December 2, 2009.