EP2785575A1

EP2785575A1 - Railway maintenance management system

Info

Publication number: EP2785575A1
Application number: EP12714033.3A
Authority: EP
Inventors: Leslie SAVORY
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-12-01
Filing date: 2012-02-20
Publication date: 2014-10-08
Also published as: GB201120709D0; GB2503188B; WO2013079908A1; GB2503188A

Abstract

A computerised railway management system comprises: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols.

Description

RAILWAY MAINTENANCE MANAGEMENT SYSTEM

Field of the Invention

The present invention relates to a system and method for co-ordinating and assisting in the performance of railway maintenance operations and/ or the control of railway traffic through areas where signals have failed. In particular the invention relates to a remotely accessible railway operation and maintenance management system.

Background of the Invention

The maintenance of railway lines is critical to the efficient running of a railway transportation system. During maintenance operations on a railway line it is necessary to move machines in and out of sections of track being maintained. These machines may be bringing in supplies, such as new sections of tracks, ballast, etc. At the same time workers are often present in the area. Hence, the possibility for accidents to occur on the railway is significantly increased as compared to the everyday operation of a railway network, where individuals should not be present on the railway line.

In order that maintenance can be performed efficiently and safely, railway network operators and contractors engaged in railway maintenance operations have developed systems and protocols for scheduling and performing network maintenance. The term network maintenance is used to indicate maintenance of inter alia railway track, signalling and infra-structure associated therewith, for example a bridge crossing a railway track.

In the United Kingdom, during the period when a section of railway track is to be the subject of maintenance, the party performing the maintenance operation is given "possession" of the section of line. The party performing the maintenance operation designates a single person to have responsibility for the management of the section of railway track. This person is called the Person in Charge of Possession (PICOP). A first aspect of the protocol followed prior to the performance of railway maintenance operations is a planning meeting. During this planning meeting, a number of personnel representing parties having an involvement in the maintenance of the railway hold a physical meeting where every step of the scheduled maintenance programme is reviewed. This is very costly, as at least some of the people involved will have to travel to the meeting, taking up their time and usually using significant amounts of fuel to power the vehicle in which they travel.

Some maintenance contractors and railway network operators document their maintenance operations solely in written form. When the maintenance operations are then performed, the workers communicate with the PICOP, who will typically be situated in a remote operations room, by telephone or radio. A typical scenario would be that a load of new track is to be delivered to the "section in possession" (SIP). The load would arrive by train at the site, where the train would stop, as STOP signs would have been placed prior to the entrance to the SIP. The train driver would telephone the PICOP and inform him of his arrival. The PICOP would telephone the site foreman and ask him to confirm that the SIP was in a safe condition for the train to enter. If the foreman confirmed this, the PICOP would telephone the train driver and tell him to proceed into the site to a designated stopping place. When the train was at the designated stopping place the train driver would contact the PICOP and tell him of his position. When the new track is to be unloaded from the train a similar set of procedures would be followed. Each time an action on the schedule has been executed the PICOP updates the schedule to indicate that the action has been carried out. Hence, a single person is in control of operations at the site, and a written record indicating when tasks have been carried out is built up.

Such a system for organising and managing railway maintenance operations has a number of disadvantages. In particular, the use of written schedules as the reference for the maintenance plan does not assist the PICOP in building up a visual image of the scene at the SIP. Also, it is not easy for the PICOP to associate quickly the requests of workers on the site with actions listed on the works schedule.

In order to assist in the planning and performance of railway maintenance operations the present applicant has developed a tool for planning and performing railway maintenance operations. The tool comprises a magnetic board to which magnetic pieces representing anything that may be used in the SIP, such as track, trains, signs, plant, etc may be attached.

This tool is used in the planning meetings. Its use allows problems with the proposed schedule to be appreciated more easily because it presents a visualisation of the track, whereas a written list does not. However, with this tool it is still necessary to have some written information. For example, if a crane is required at a certain point on the track a piece representing a crane may be placed on the track at the given point. However, the requirements of the crane will be stored in a written document, which could be referred to in the planning meeting or by the PICOP when the maintenance is taking place.

During the Possession, the PICOP updates the magnetic board. So, if carrying out the same movement of track into the SIP as described above, when the train arrives at the site, the PICOP would place a symbol of a train at the SIP entrance on the track. When the train moves into the SIP the PICOP would move the symbol of the train to the position on the track to which it has moved. The PICOP is therefore presented with an up to date graphic representation of SIP.

The magnetic board system provides many advantages. In particular, the visual presentation of the SIP to the PICOP represents a significant step forward in safety.

Other systems have been developed for the scheduling and management of railway maintenance. It has been recognised in JP2008-217221 that it is useful to give remote access to a graphic representation of a site where maintenance is to be performed.

In particular JP2008-217221 describes a maintenance work management system where information presentation screens are created for each work site in accordance with the maintenance work plan for each work site. The information presentation screens can be viewed on a management computer and on mobile terminals. The railway maintenance management system described in JP 2008-2 7221 is part of a larger and more complex train operation management system. Whilst the device described in JP2008-217221 does provide for a remote worker to view a maintenance work plan situated on a management computer, the work plan, management computer and remote device do not form part of an interactive system.

Whilst the development of the magnetic board system has enhanced safety in maintenance operations, accidents do still happen. A typical accident would involve the PICOP authorising the movement of a vehicle to a certain position, having forgotten that another vehicle is still in that position.

Most accidents that occur during track maintenance are due to communication problems.

There is also a need for improved system for controlling the flow of railway traffic through sections of track where the signalling has failed. The current method involves deploying a person at each end of the section of track where the signalling has failed. The person at the beginning of the section of track issues a ticket to the driver of a train before that train may enter the section of track. The person at the other end of the track collects the ticket from the driver when the train leaves the section of track. This system is very consuming of manpower.

In relation to the magnetic board system, it would be desirable to take the advantageous features thereof and implement them in a computerised system that would provide for interactive communication and operation of railway management system.

Summary of the Invention

According to a first aspect of the invention there is provided a computerised railway management system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols.

Preferably, the software permits the status of symbols to be changed.

Advantageously, the system includes one or more remote computer devices in communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device.

Preferably, an authorisation code must be entered into the remote computer device to allow the information to be displayed on the display of the remote computer device.

Preferably, the software provides for information to be associated with a symbol and is configured whereby selecting the symbol allows the information to be accessed. For example, where the symbol is of a train, the information may include inter alia the number of the train, the direction of travel, the driver's mobile telephone number.

Advantageously, the software provides for a table to be associated with the symbol, and preferably the software allows information to be added manually to the table. The software may be configured to populate the table with certain information relevant to the symbol.

Preferably, the software provides a record function, which records images of the positions occupied by symbols at regular intervals, and preferably every occasion a symbol is moved. More preferably, every time a symbol is moved the software causes that action to be time stamped.

Another aspect of the invention provides a method of performing railway track maintenance comprising utilising a computerised railway management system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols; the method including the steps of: creating a representation of a section of railway and works-schedule for that section of railway on the display and displaying that to an operator; the operator giving an instruction to a person in or immediately outside the section of railway and changing a position or status of, or adding or removing a symbol from the representation.

The method may include providing another party with a remote computer device in

communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device to the other party.

Another aspect of the invention relates to a computerised system for controlling the passage of railway traffic through a section of track, the system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing railway infrastructure including: railway track and rolling stock; and permit a user to: add or remove symbols, and change the position of symbols and communication means to permit two way communication between a person operating the software and a driver of a train situated in a controlled section of track.

Preferably, the system includes one or more remote computer devices in communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device.

The two-way communication means may be comprised in the remote computer device.

The two-way communication means may be a telephone or radio for example.

Another aspect of the invention relates to a method of controlling the passage of railway traffic through a section of track, utilising a system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing railway infrastructure including: railway track and rolling stock; and permit a user to: add or remove symbols, and change the position of symbols and communication means to permit two way communication between a person operating the software and a driver of a train situated in a controlled section of track; the method comprising the steps of: communicating with the driver of a train situated in immediately outside a controlled section of track; and updating the position of a symbol representing the train to correspond to the actual position of the train confirmed by the driver of the train.

The method may comprise the step of providing to the driver of the train a remote computer device configured to communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device to the driver of the train.

According to another aspect of the invention, there is provided an operations room for controlling maintenance operations on a railway, the operations room including: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols.

Preferably, the operations room includes at least two displays connected to the operator's computer, at least one of the at least two displays being a different size to another of the at least two displays. Typically one screen would be relatively large (for example 60 inches) and another would be the same size as a typical computer monitor or the same size as the screen of a remote computer device, such as an I-pad. This provides for the operator of the operator's computer to satisfy himself that a worker looking at the display on a remote computer device can see what the operator sees on the large screen.

The system for controlling the passage of railway traffic through a section of track is particularly useful where the signalling through a section of track has been disabled. This happens regularly due to breakdowns and the theft of signalling cables.

Where the system for controlling traffic through an area of track is deployed, the signalman (or a person carrying out the function of the signalman) would operate the software on the computer whilst viewing the display. When the train driver comes to the stop signal preceding the area where signalling has failed he would communicate his position to the signalman. The signal man would look at the display and introduce a symbol of a train at the location of the stop sign on the displayed representation of the railway track. The signalman would assess whether it was safe for the train to proceed into the section of track and then give a command to the driver of the train to enter the track, and another command of where to proceed to. For example, the command may be to enter the section of track and proceed to a station within the section, or to proceed through the end of the section, stop and wait for further instructions. The system would be operated according to a protocol whereby each time the signal man gives an instruction the train driver confirms to the signalman that he has received the instruction and will execute the instruction. The train driver then confirms to the signalman that he has carried out the instruction. The signalman constantly updates the status of the train and its position in or with respect to the area of track where the signalling has failed.

When the signalman instructs the train to enter the area of track under control he would update a table associated with the symbol representing the train to indicate the starting location of the train, the instruction given and that the driver has acknowledged the instruction. This may be given a time stamp, preferably by action of the software.

When the driver confirms the train's arrival at the instructed destination to the signalman, the signalman moves the symbol of the train to the destination.

Advantageously, the train driver has a remote computer device in communication with the signalman's computer. This allows the train driver to view the same information as viewed by the signalman.

In the above example the signalman operating the system gives instructions to the train drivers. The signalman may also or alternatively give instructions to personnel located at the railway trackside, who then give signals to the train drivers using signalling systems common to the industry.

The present invention provides a number of advantages which will enhance railway maintenance safety and reduce the time spent in and travelling to planning meetings.

For the PICOP, the ability to have information relevant to a particular work site or piece of plant entering the worksite associated therewith is a significant step forward. Previously, the PICOP would have had to refer to a written log in paper form.

When "possession" of a section of track is taken, there is pressure to complete the necessary work in the time which has been allocated. Further, the nature of maintenance and repair means that however much planning has taken place, adjustments to the detail of the plan may need to be made during the possession. Some tasks may take longer than planned. The maintenance work may uncover other tasks that must be completed before the track can be return to the network for normal use. Hence, during a "possession" there is constant communication between the PICOP and the workers on the site. Under the present regime of working the only way that a worker in the SIP can find out what is going on in the area under possession is to either contact the PICOP and ask him, or with his own eyes. Since SIP's may be one hundred and thirty kilometres long, only a small part of the SIP will be visible to the worker. For some information he will be completely reliant on the PICOP. The invention allows the worker to see the current status of the area SIP via a remote computer device, which could be a smart telephone for example.

The worker may also be able to view the information associated with the symbols, if the worker concerned has been given the appropriate authorisations.

This is likely to reduce the work pressures on the PICOP for two reasons. First, authorised individuals will have access to much more information without needing to speak to the PICOP, and hence should contact the PICOP less. Second, in the present system workers know that the PICOP is very busy and, due to human nature, may be disinclined to bother the PICOP about a particular matter, which could become safety critical. With the present invention, the workers will have more information and be able to make a better assessment of whether they should contact the PICOP, and may therefore be more likely to contact the PICOP about an issue that raises a safety concern.

It is not only individuals working in the SIP who may want or need information about the possession. In particular, when there is a worksite overrun, that is the scheduled maintenance is going to take longer than planned, many other parties are affected and therefore are interested in the status of the maintenance. With the current system, the PICOP can be inundated with requests for information at a time when he needs to be focussing on the maintenance work in hand. With the present invention, such interested parties could be given access to the system so that they could see for themselves the status of the maintenance, without having to contact and hence disturb the PICOP.

Also, the provision of access to the information presented to and controlled by the PICOP to a number of other people in the SIP, most of whom will be knowledgeable people in the field of railway maintenance, will act as a natural safety check to pick up mistakes made by the PICOP. For example, if the PICOP has instructed a driver to bring a train to a certain point in the area under possession, but then forgets to update the system, this is likely to be noticed by workers in the SIP. In the system that is currently used, the workers on the SIP cannot see what the PICOP sees. Hence, accidents due to human error are likely to be reduced.

The most commonly used system for performing maintenance operations involves only paper documentation. The PICOP will often operate from a vehicle. Most railway maintenance work is conducted at night, so the PICOP must rely on the vehicle's internal lighting to view the information he has and update that information. This limits the size of possessions any one PICOP can deal with to about ten miles.

Where the magnetic board system is used with an operations room having proper lighting, possessions of up to seventy miles have been operated successfully and safely.

It is believed that the system of the present invention will allow possessions of much greater length and/ or complexity to be taken, and operated more safely than is possible with any known system.

In addition to providing a system that allows maintenance to be conducted more safely, the system of the invention also provides a means of recording events, including the PICOP's voice. This will be particularly useful in the event of an incident, and also in training of personnel.

Brief Description of the Drawing

In the Drawings, which illustrate a preferred embodiment of the invention, and are by way of example:

Figure 1 is a representation of the information displayed graphically by the system of the invention;

Figure 2 is a block diagram of an operations room according to an aspect of the invention; Figure 3 is a block diagram of an operations room according to another aspect of the invention;

Figure 4 is an illustration of symbols linked to aerial images;

Figure 5 illustrates the different information presented to the user of the system; and

Figure 6 represents the interface with a database of the system.

Detailed Description of the preferred embodiments

Referring now to Figure 1 , there is shown a computer screen 1 having represented thereon four sections of track 2 to 5.

The four sections of track represent a single stretch of track in possession, the ends thereof being denoted by arrows 6a, 6b and an indication of the next stations 7a, 7b. The track is divided so that it fits onto the computer screen 1. The divisions in the track are marked by letters: A, B, C.

As can be seen from Figure 1, symbols representing fixed infrastructure associated with the sections of the track 2 to 5, such as bridges 8, underpasses 9, tunnels 10, stations 11 and signals 12 are shown on the computer screen 1 at a location on the track that is representative of the position of the item of infrastructure on the actual track that is represented. However, the representation of the sections of track and infrastructure on the computer screen are not necessarily scaled representations of the actual track. Also, symbols representing four worksites 3 to 6, and the infrastructure associated with planned maintenance at these worksites are shown on the track representation. For example, an excavator 7 is present in the first worksite 3.

When used as a planning tool, all the symbols may be moved around. Further, the software provides a library of different symbols depicting all items that it may be desired to represent. When the maintenance plan has been agreed some of the symbols will require a level of authorisation above the PICOP to change. The PICOP is free to move the symbols representing items that may be moved into and out of, or within, the section of track in possession.

Also shown in Figure 1 is an information table 19 associated with a train 18 that is shown situated at a station 20. When the train 18 is selected the user is given the option to view the table 19. The table sets out some pre-determined information and provides for the recording of future events. The software may be configured to at least partially pre-populate these tables. In the embodiment illustrated in relation to Figures 4 to 6, all information is inputted via a database and the tables are populated and updated from the database.

The image shown on the computer screen 1 may be viewed on a remote computer device. All that is required is the appropriate authorisations and a means of connecting either to the internet, if the software is hosted on a website, or to the computer on which the software is hosted, and that connection may be via a website. The software sold under the name Team Viewer (TM) is suitable for this purpose.

Typically, each worksite 13 to 16 has a team of workers with a foreman in charge of the workers for the particular worksite. The whole stretch of track in possession has an engineering supervisor and a controller of site safety. Advantageously, each of the foremen, the engineering supervisor and the controller of site safety has a remote computer device configured to have access to the PICOP's computer, the screen of which has the display 1 displayed thereon.

In some embodiments, a part of the software may be installed on the remote computer device, although this is not necessary.

Referring now to Figure 2, this illustrates an operations room according to the invention. In the operations room there is provided an operator's computer 20 to which are connected a first computer screen 21, a second computer screen 22 and a third computer screen 23. Also connected to the operator's computer 20 are a standard computer keyboard 24 and a mouse 25. Also in the operations room is a magnetic board 26 of the prior art. The operator's computer is connectable to a remote computer device 27 by means of an internet connection 28 for example. As can be appreciated from Figure 2, the first screen 21 is larger than the second screen 22, which is larger than the third screen 23. The first screen 21 is large so that the operator can use it easily. The second and third screens 22, 23 are provided so that the operator can ascertain that those individuals using the screens 22, 23 can see what the operator can see on the first larger screen 21. The users of the devices with smaller screens may configure their devices to show exactly what is shown on the screen 21, and when they require a more detailed view zoom into a particular location, or they may configure the device to show only a part of the image shown on the screen 21 and use the controls on their remote device to scroll across or up or down to a different part of the image.

The remote computer device 27 may be a smart phone, an i-pad type device or simply another computer, which may have a separate or an integral display.

The function of the magnetic board 26 is as a backup in case of computer failure. In use, the PICOP, or an assistant to the PICOP would update the magnetic board 26 so that it mirrors what is shown on the screen 21.

Figure 3 illustrates an alternative arrangement of an operations room in which the main screen 21 comprises multiple screens, eight in the illustrated example. This provides a number of advantages over a single large screen. First, the image definition is better, because the pixel size is smaller for smaller screens. Second, one or more of the eight screens may be used to display something other than the image shown in Figures 1 or 5. For example, one of the screens may display the database interface illustrated in Figure 6. Another screen may be filled by a pan zoom window. Another screen may be used to show the whole image shown over the eight screens, in order that the PICOP can see what a remote user viewing the whole image on a small screen would see.

Figure 4 illustrates a view of part of the representation of a railway line. The system includes hyperlinks to aerial images, for example to Google Earth (tm). Hence, the PICOP may click on an aerial photograph icon for Finsbury Park Station and see an aerial photograph of the area. This is particularly advantageous as the PICOP can gain an understanding of the geography of the area that is not available from the graphic representation. The system of the invention will allow "possessions" of many tens, if not hundreds, of miles to be taken, and for the PICOP to be situated remotely from the "possession". Currently, "possessions" are often only a few miles long with the PICOP being located in the vicinity of the "possession" and having local knowledge. It is therefore particularly advantageous in the system of the present invention to be able to present to the PICOP a picture showing the actual geography in the "possession".

Figure 5 illustrates the additional detail available to the PICOP. The image 30 is shown on one of the screens of the multi-screen display shown in Figure 3. The system provides for the PICOP to look at details associated with the section of track shown in the image. For example, the PICOP may open a pan zoom window 31, showing greater detail of a particular part of track. A symbol window 33 may be opened. This allows the PICOP to drag and drop symbols on to a section of track. A symbol data window 32 may be viewed. This is similar to the table 19 illustrated in Figure 1 and allows the PICOP to view information associated with a particular symbol. The PICOP may highlight a worksite symbol 34.

The symbol 35 is a link to the system database and provides a representation of the information relevant to a particular section of track for instance from the database.

Figure 6 illustrates the interface for the system database. As can be seen from the image 40, the PICOP is presented with five tabs, each taking the user to different information held on the system database. The image 40 is associated with the tab 41 and shows the worksite details for the "possession". The tab 42 shows PPS Personnel information. Tabs 43 and 44 show information relating to trains entering and leaving the "possession", whereas the tab 45 shows information relating to red zone working within the possession. Red zone working is by staff who are responsible for their own safety. The PICOP needs to know when and where they are working within the "possession", but does not give instructions to those staff. In the embodiment of the system including the system database, the PICOP updates all information via the database user interface. Hence, the information contained in the symbol data window 32 of Figure 5 is updated by entering information into the system database.

The software includes a database interface which provides for information on the screen to be updated. Some of the information is updated automatically. For example, the information contained in the symbol data window is updated automatically. Other information is not updated automatically. For example, when a train is going to enter the possession, the PICOP goes to the "train entering possession" tab 43 and enters information relating to the train about to enter the possession. This information is sent to the database link 35. From this link the PICOP drags and drops symbols to update the track image.

It is preferred that the introduction and removal of symbols from the track image is done manually, as this acts as an additional check.

The symbols used in the system may have rules associated with them that create reminders to the PICOP. For example, the stop sign at the beginning of a possession may have a rule associated therewith that highlights to the PICOP that only a signalman can authorise a train to pass the signal. The software may be configured so that the rule is brought to the attention of the PICOP when the cursor is passed over the symbol representing the signal.

Another rule may cause some parts of the track to change colour, if for example a train is scheduled to cross from one track to another.

Claims

1. A computerised railway management system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols.

2. A computerised railway management system according to Claim 1, wherein the software permits the status of symbols to be changed.

3. A computerised railway management system, wherein the system includes one or more remote computer devices in communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device.

4. A computerised railway management system according to any preceding claim, wherein the software provides for information to be associated with a symbol and is configured whereby selecting the symbol allows the information to be accessed.

5. A computerised railway management system according to any preceding claim, wherein the software provides for a table to be associated with the symbol.

6. A computerised railway management system according to Claim 5, wherein the software allows information to be added manually to the table.

7. A computerised railway management system according to any preceding claim, further including a database.

8. A computerised railway management system according to Claim 7, wherein the database interacts with the software via a datalink.

9. A computerised railway management system according to any of Claims 4 to 8, wherein the information associated with a symbol is inputted and/ or updated via the database.

10. A computerised railway management system according to Claim 7 when dependent on Claim 5, wherein the software is configured to populate the table with certain information relevant to the symbol from the database.

11. A computerised railway management system according to any preceding claim, wherein the software provides a record function, which records images of the positions occupied by symbols at regular intervals.

12. A computerised railway management system according to any preceding claim, wherein the software provides a record function, which records images of the positions occupied by the symbols immediately before and after a symbol is moved.

13. A computerised railway management system according to any preceding claim, wherein the software provides for the action of moving a symbol to be time stamped.

14. A computerised railway management system according to any of Claims 11 to 13, further including voice recording means.

15. A computerised railway management system according to any of Claims to 14, further comprising a play back facility.

6. A computerised system for controlling the passage of railway traffic through a section of track, the system comprising: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing railway infrastructure including: railway track and rolling stock; and permit a user to: add or remove symbols, and change the position of symbols and communication means to permit two way communication between a person operating the software and a driver of a train situated in a controlled section of track.

17. A computerised system for controlling the passage of railway traffic through a section of track according to Claim 16, wherein the system includes one or more remote computer devices in communication with the operator's computer, wherein the software running on the computer and/ or software running on the remote computer device permit the information displayed on the display to be displayed on a display of the remote computer device.

18. A computerised system for controlling the passage of railway traffic through a section of track according to Claim 16 or 17, wherein the two-way communication means is comprised in the remote computer device.

9. An operations room for controlling maintenance operations on a railway, the operations room including: an operator's computer; a display connected to the operator's computer; software running on the operator's computer, the software configured to: present on the display symbols representing a railway infrastructure including: track, rolling stock, worksites and personnel; and permit a user to: add or remove symbols, and change the position of symbols.

20. An operations room for controlling maintenance operations on a railway according to Claim 19, the operations room including a display comprising a plurality of screens, wherein the software is configured to present a single image across multiple screens.

21. An operations room according to Claim 20, wherein the software is configured to, upon command, present a different image on a selected one of the screens to the single image presented across multiple screens.

22. An operations room for controlling maintenance operations on a railway according to any of Claims 19 to 21 , the operations room including at least two displays connected to the operator's computer, at least one of the at least two displays being a different size to another of the at least two displays.

23. An operations room according to Claim 22, wherein the number of differently sized screens corresponds to the number of differently sized screens used by remote computer devices accessing the information displayed on the display of the operator's computer, and wherein the sizes of the screens in the operations room corresponds to the sizes of screens of the remote computer devices.

24. An operations room according to Claim 23 when dependent on Claim 20, wherein one of the software is configured to present on one of the plurality of screens the same image as may be viewed on the display of one of the said remote devices.