TRAPOLO

Train Position Locator

State-of-the-art low frequency batteryless RFID Tag/Transponder technology is developed in the TraPoLo project. The technology is:

• inexpensive
• maintenance-free
• reliable
• accurate
• easy to install

The tag/transponder will be used in combination with readers, computer, odometer/tachometer, radio communication, and satellite technologies for positioning of trains. Innovative elements of the project are to be found within application areas such as:

• The use of low frequency tags/transponders and radio communication for precise positioning of each train on the electrified railway section, taking into account the actual power and frequency used.
• The combined use of take out from an odometer or tachometer and tags placed in the rail infrastructure for positioning of trains. And, as an alternative or supplement, GPS positioning of trains on identified rails in open country and suburban traffic.
• The use of position data and radio communication for interaction with different signal equipment at railway crossings and other locations.

The project is planned to be a 24-month project and the work is broken down into the following 4 phases:

Phase 1 - Definition

The work in the Definition Phase will be to bring the participating users together in order to define user requirement specifications for the TraPoLo project:

• Rail Infrastructure Managersí requirements with regard to train positioning and traffic management.
• Train-Operatorsí requirements with regard to needs for Fleet Management, and improved capture of data about train operation.
• Public Transport Service Operatorsí requirements with regard to needs for traffic management, positioning, and increased reliable information to passengers.

On the basis of the user requirement specifications, the necessary operational requirement specifications, as well as the technical specifications will be established.

Phase 2 - Development & building of prototypes/applications

Development of low frequency battery-less tag technology and readers suitable for use in the railway environment operation on electrified traction will be complied.

In addition to the technical development, interfaces and applications will be developed in order to establish interconnection between the different technologies as well as inter-operability with existing systems in the railway environment.

Phase 3 - Implementation & Validation

The project will be implemented at no less than 3 different railway sites, using the traction power 25 kV AC 50 Hz, 15 kV AC 16 2/3 Hz and 1,5 kV DC. Other sites using 3 kV DC and 750 V DC traction power may be added.

In addition to the full-scale test activities, three studies will be made:

• A study of the optimal use of RFID tags in the infrastructure as a supplement or alternative to GPS/differential GPS/GNSS.
• A study of the optimal use of combined data captured from RFID tags in the infrastructure and pulses from Odometer/Tachometer, by techniques of calibration.
• A study of the possibilities of increasing the level of operational safety by establishing procedures with high level of redundancy.

Validation will include operation of the 3 full-scale demonstrators over a full 12-month period in order to gain experience with the system under all weather and operational conditions and to obtain the necessary statistics on the potential impact on management and operational levels as well as on public information.

Validation/evaluation of the project includes a cost-benefit analysis based on the full-scale demonstrators. Users will participate in the evaluation, and they will be asked to assist in the specification of a future system for the European market.

Phase 4 - Full Exploitation

The solutions developed shall be turned into marketable products, taking into account the need for interfacing to a variety of existing systems in Europe, and ensuring that the necessary links to existing and emerging standards will be taken into account.

Standardisation work (e.g. ETSI work on low frequency tag/transponder communication standard, and input to the CEN TC278/ISO TC204 work) will take place.

Technological Development

The TraPoLo system will be based mainly on further development of known batteryless low frequency Tag/Transponder technology switched to operate on frequency less sensitive to EMC in the electrified railway environment.

The TraPoLo system is expected to bring higher accuracy than any other technologies in positioning of trains and at significant lower costs. Compared to existing systems, the TSS TPL has the advantage of being easy to implement and less expensive in operation and maintenance as there is no need for energy supply or battery support.

The TSS TPL can lead to better utilisation of the existing infrastructure due to the possibilities for upgrading and extending the density of positioning, at low costs.

Based on the User Requirement Analysis, 2 prototypes of main TPL applications will be prepared for verification and demonstration. The first one matching the requirements of urban train and/or metros. The second one matching the requirements of railway traffics in low traffic lines and sidelines, including matching the requirements for vital/non-vital applications and functionality.

Due to this assumption, 2 types of test sites are required in order to check the behaviour of the, possibly, different demonstrations under real operational conditions.

Verification and demonstration sites

Verification and demonstration activities are planned to take place as follows:

Metro/urban train line (1.5kVDC / 3kVDC / 750 VDC)

Test of a vital and/or a non-vital version of TPL application prototype 1. Demonstration of how batteryless LFTs (Low Frequency Transponders) placed inside or on concrete and/or wooden sleepers can be used for the following purposes:

• Position the train by reading unique code/location ID information from LFT.
• Demonstrate the potential of TPL in automatic driving.
• Demonstrate the use of odometer/tachometer technology in combination with LFTs.
• Show how the combination of odometer/tachometer technology and LFTs can be further developed into an Automatic Stopping System for Trains at platforms.
• Demonstrate train control by using radio, radio block control, in combination with LFTs and odometer/tachometer technology.

Low traffic line/sideline (25kVAC 50 Hz /15kVAC 162/3 Hz)

Test of a vital and/or a non-vital TPL application prototype 2 & 3. Demonstrate how batteryless LFTs placed inside or on concrete and/or wooden sleepers can be used for the following purposes:

• Position the train by reading unique code/ location ID information from LFT.
• Demonstrate the potential for vital/non-vital systems on secondary, low traffic line/sideline, for positioning by use of a mix of satellite (GPS/GNSS), LFTs and odometer/tachometers technologies.
• Show how the combined technologies can be further developed into a vital system for train control for low traffic lines by using radio, radio block control, and radio control of or communication with trackside equipment.
• Demonstrate the potential for a non-vital system for passenger information and traffic management on secondary, low traffic lines/sidelines, by use of a mix of satellite (GPS/GNSS) in combination with LFTs.

Market application and exploitation

The expected investment in technology, hardware and software used in TraPoLo, as well as for maintenance, will be very low compared to other traffic management or Train Positioning Locator systems known today. Therefore, we expect the results of TraPoLo to be very attractive to operators and/or infrastructure owners on low traffic lines, sidelines or metro and urban train systems. The overall advantage is lower costs of equipment and thereby more competitive transport prices for the end-user, whether it is the ticket price for the private customer or the transport fee for freight transport.

The result of the ongoing rail privatisation in Europe has made it more complex than ever to define in details the various user groups - seen from an exploitation (marketing) point of view. The strong and traditionally technology-oriented culture among railway operators is now in the process of being replaced by a more commercial approach, which also leads to changes in organisations, management and the establishment of new business units. At regional level, there has been a shift from national responsibilities to local authorities. In some countries, such as the UK, national railway activities have been sold to private franchises. New entrants are encouraged by the EU to become railway operators and as such introduce a new spirit of entrepreneurship. All these changes require a completely new way of defining decision-makers and the marketing of new products and services within the railway sector.

The following definition is very preliminary, as it is important prior to exploitation to carry out comprehensive market analyses, which among other issues, also define the structure of decision making within the railway providers and operators etc.

Potential impact on the application area at large

If the project is successful in developing a range of Train Position Locators where the mobile equipment cost from 3000 EURO to 4000 EURO depending on the implementation area, the potential impact on the railway sector will be high.

The benefits to the European Railways and the European Community of having a well-functioning, low cost Train Position Locator are the following:

• A Train Position Locator as described above is crucial for the possible change from fixed block to moving block operation of trains on metro and urban lines as well as on low traffic lines and sidelines.
• In a radio moving block system the distance between two trains will be based on the actual type of train, and not on the worst case situation as is the case in fixed block systems. The change from fixed to moving block train control will result in increasing capacity on existing tracks. Depending on the actual capacity situation, this can save heavy investments in the construction of new tracks.
• It is also expected that the radio moving block system will reduce overall investments and operation/maintenance costs of the railways, because very little equipment remain to be maintained in the infrastructure.

Project Consortium

Project Partners:

Traffic Supervision Systems A/S (Project Co-ordinator), Denmark

DSB Materiel Teknik, Denmark

Hungarian State Railways, Hungary

Iarnród Eireann - Suburban Rail, Ireland

IFB Institut für Bahntechnik GmbH, Germany

Project User Group:

VIA Générale de Transport et díIndustrie, France

Ørestadsselskabet (MiniMetro in Copenhagen), Denmark

Railtrack, UK