GB2503188A

GB2503188A - Remote railway operations management system with interactive graphic representation of infrastructure, trains and workers

Info

Publication number: GB2503188A
Application number: GB1120709.9A
Authority: GB
Inventors: Leslie Savory
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-12-01
Filing date: 2011-12-01
Publication date: 2013-12-25
Anticipated expiration: 2031-12-01
Also published as: GB2503188B; GB201120709D0; EP2785575A1; WO2013079908A1

Abstract

A computerised railway management system comprises an operator's computer, display and software to display symbols representing a railway infrastructure including track, rolling stock, worksites and personnel. It permits a user to add, remove or change the position of symbols. It may further comprise a remote computer device in communication with the operators computer and displaying the same information as it. Information (e.g. in a database and/or tables) may be associated with the symbols and modified automatically or by the user (e.g. by selecting the symbol). Time-stamped images of symbol positions may be recorded periodically or before and after a symbol is moved. Associated voice recording and playback facilities may be included. The system may incorporate two-way communication with a train (e.g. via the remote device) to control passage of traffic through a section of track or be incorporated into an operations room for controlling railway maintenance operations.

Description

Remote Operational Management System

Field of the Invention

Ihe present invention relates to a system and method for co-orelinating 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

ihe maintenance of railway lines is critical to the efficient rnnning of a railway transportation system. During maintenance operations on a railway line it is necessaly to move machi ties in arid out of sections of track being maintained. These machines may he 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 thc Iai Iway is significantly increased as compared to die everyday operation of a railway network, where individuals should not he present on the railway line.

In order tint maintenance can he 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 into,' a/ia railway track, signalling and infra-strueture associated therewith, for example a hridge 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 parts' performing the maintenanice operation is giveni possessioni' of the section of line.

The party perfiirming the maintenance operation designates a single person to have responsihility for the management of the section of railway track. ibis person is called the Person in Charge of Possession (PICOP). :1-

A first aspect of the protocol followed prior to the performance of railway mamtenance 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 iii written form. \XThen the nutintenance operations are then perfbrmed, the workers communicate with the P1COP, who will typically he siwated in a remote operations room, by telephone or radio. A typical scenario would he that a load of new track is to he delivered to the "section io possession'' (STP). The load would arrive by trait' at the site, where the train would stop, as STOP signs would have heen placed prior to the entrance to the SIP. The ain driver would telephone die PICOP and inform him of his arrival. The PTCOP 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 confinued this, the PICOP would telephone the train driver and tell him to proceed into the site to a designated stopping place. When thc train was at the designated stopping place the train driver would contact the PICOP and tell him of his position. \XThen 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. T fence, a single person is in control of operations at the site, and a written record indicating when tasks have been earned out is built up.

Such a system for organi si rig and man aging tail way main ten an Ce operati otis 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 triaintenance operations the present applicant has developed a tool for planning and performing railway maintenance operations. The tool comprises a magnetic board to whicli magnetic pieces representing anything that may he used in the Sit', such as track, trains, signs, plant, ctc may be attached.

Ibis tool is used in the planning meetings. Its use allows problems with the proposed schedule to he 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 rec1uired 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 hoard. So, if carrying out the same movement of track into the SiP as described above, when the train arrives at the site, the PICOP wonld place a symbol of a train at the SiP entrance oil the track. When the train moves into the SIP the PTCOP 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 hoard system provides many advantages. In particular, the visual presentation of the 5fl to the l'iCOP represents a significant step forward in safety.

Other systems have been developed for the scheduling and management of railway maintenance.

it has been recognised injP2008-21 7221 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 dcscrihed i' JP 2008-217221 is part of a larger and more coniplex train operation management system.

\Vhilst the device described inJP200S-217221 does provide for a remote worker to view a maintenance work plan situated on a management coniputer, the work plan, management computer and remote device do not form part of an interactive system.

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

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

There is also a ueed for improved systeni for controlling the flow of railway traffic through sections of track where the signalling has failed. The current inethotl 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 traiti may enter the section of track. The person at the other end of the track collects the ticket from the driver when die train leaves die section of track.

This system is very consuming of manpower.

Tti relation to the magtietic hoard system, it would he desirable to take the advantageous features thereof and implement them in a computerised system that would provide for interactive conimunication 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 coniprising: an operator's computer; a display con nected to the operator's computer; software running on the operator's computer, die software configured to: Present on the display symbols representing a railway infrastructure including: track, rolling stock, permit a user to: add or remove symbols, and change the position of symbols.

Preferably, the software permits die status of symbols to he 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 eisplayed on a display of the remote computer device.

Preferably, an authorisation code must he entered into the remote computer device to all ow the information to be eisplayed on die display of the reniote computer device.

Preferably, the software provides for information to he associated with a symbol and is configured whereby selecting the symbol allows the information to he accessed. For example, where the symbol is of a train, the information may include imer (I/Ui the mmmher of the train, the direction of travel, the driver's mobile telephone number.

Advantageously, the software provides for a table to he associated with the svnihol, 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 he time stamped.

Another aspect of the inventliui provides a method of performing railway track maintenance comprising utilising a computerised railway managenient 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, permit a user to: add or 1-elnove symbols, and c]1arige. 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 arid displaying that to an operator; the operator giving an instruction to a person iii or immediately outside the section of railway and changing a position or status of, or adeing 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, whercl n the software running oil the computer and/or software running on the remote computer device pemuit the inforntation displayed on the display to he displayed on a display of the remote compnter device to the other party.

Another aspect of tire invenuon 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 c)nnected to the operat)r's colup titer; 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 symhols and communication means to permit two way communication between a person operati fig 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 runnifig on the computer and/or software running on the remote computer device penit the information displayed on the ehsplay to be displayed on a display of the remote computer device.

The two-way comulunication means may he comprised in the remote computer device.

The two-way communication means may he 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 sitnated in a controlled section of track; the method comprising the steps of: commumcating with the driver of a train situated in immediately outside a controlled section of track; and Llptlating the posit oil of a symbol representing the traiti to correspond to the actual position of the train confirnieci 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 conniflunicatioti with the operatol's computer, wherein the software luniling on the computer and/or software running on the remote computer device permit die information displayed on the display to he displayed on a display of the remote compnter device to the driver of the train.

According to another aspcct of thc i ivcntion, 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, die softvvare configured to: present on die display symhols representing a railway infrastructure including: track, rolling stock, permit a user to: add or remove symbols, and change the position of symbols.

Preferahly, the operations room nicludes 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 sl2e as a typical computer monitor or the same size as the screen of a remote computer device, such as an I-pad. ibis 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 wherc the signalling through a section of track has been disabled. This happens regularly due to hreakdowns and the theft of signalling cables.

\Vhere 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. \Xhen the train driver comes to the stop signal preceding the area where signalling has failed lie would communicate his position to the signalman. The signal man would look at the display and introduce a symbol of a train at the locanon of the stop sign on the displayed representation of the rail\vay 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. FRr example, the coiumand may he to enter the sectlin 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 he operated according to a protocol whereby each time the signal man gives all instruction the train driver confirnms to the signahnan that lie has received the instruction and wili 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 controi lie 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.

\Vhen the driver contirms 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 vinwed by the signalman.

Tn the above example the signalman operating tlic system gives instructions to the trait' drivers.

The signalman may also or alternatively give instructions to personnel located at the railway trackside, who then give signals to thc 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 relevaut 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 iu paper form.

When "possession" of a sectiou of track is taken, there is pressure to complete the necessary work in the time which has been allocated. Further, the nature of maintenance aI1d repair iueans that however much planning has talceu place, adjustments to the detail of the plan may ueeel to be made dun fig the possession. Some tasks may take longer than planned. The niai itenance work niay uncover other tasks that must lie completed before the track can lie return to the network for normal use. Hence, during a "possession" there is constant comniutucation between the PICOP and die 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 hini, 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 rehant on the PIGOP. The invention allows the worker to see the current status of the area SIP via a remote computer device, which could be a sniart telephone for example.

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

ibis is likely to reduce the work pressures on the PICOP for two reasons. First, authorised individuals will have access to much Inure in formation without neetlitig to speak to the PICOP, and hence should contact die PICO1' 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 niore inforniation and be able to make a better assessment of whether they should contact the PICC)P, and may therefore be more llkely to contact the PICC)P about an issue that raises a safety concern.

It is not only individuals working in the SIP who niay 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 ate affected and therefore are interested in the status of the maintenance. \Vithi the current system, the PICOP can be inundated with requests for information at a dine when lie needs to be focussing on the maintenance work in hand. \Vith die present invention, such interested parties could he 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 :1.1 maintenance, will act as a natural safety check to pick up mistakes made by the P1COP. For example, if the PICOP has instructed a driver to bring a train to a certain pomt in the area under possession, but then forgets to update the system, tbis is likely to he 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 fot peiforming maintenance operations involves only paper documentation. The PICOP will often operate from a vehicle. Most railway maintenance work is conducted at nigbt, Sc) tile PICOP must rely on tile 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.

Whcrc thu magnctic board systcm is used with an opcrations room haviig 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 he taken, atid operated more safely than is possible with any knowti system.

In addition to providing a system that allows maintenance to he conducted more safely, the system of the invention also provides a means of recording events, including the PICOP's voice. This will he 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 tile invention; Figure 3 is a block diagram of an operations room according to another aspect of die 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 I having represented thereon four sections of track 2 to 3.

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 Otito t]1e computer screen 1. The divisions in the track are marked by letters: B, C. As can he 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 s]1own on the computer screen I at a location on the track that is representative of the position of the item of infrastructure on die actual back 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 13 to 16, and die infrasucture associated with planned maintenance at these worksites are shown on the track representation. For example, an excavator 17 is present in the first worksite 13.

\Vhen used as a planning tool, all the symbols may he moved around. Further, the software provides a library of different symbols depicting all items that it may be desired to represent. When the niaintenance plui has been agreed some of the symbols will require a level of authorisati on above the PICOP to change.

The PICOP is free to move the symbols representing items that may he 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 opuon to view the table 19.

The table sets out some pie-determined information and provides for the recording of future events. The software 1-nay he configured to at least partially pre-populate these tables. Tn the embodiment illustrated in relation to Figures 4 to 6, all information is inputted via a database and the tables are populated and updated fron the database.

The image shown on the computer screen I may he viewed on a remote computer device. All that is required is the appropriate anthorisations and a means of connecting either to the internet, if the software is hosted oil a website, or to the computer on which the software is hosted, and that connection may he via awebsite. The software sold under the name TeamViewer 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 die 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 I displayed thereon.

In sonic emboeiments, a part of die soft\vare may be installed on the remote computer device, although this is not necessary.

Referring now to Figure 2, this illustrates all operati oils room according to the invennon. Tn the operations room there is provided an operator's computer 20 to which are connected a first computer screcn 21, a second computer scrcen 22 and a third computer screen 23. Also con neetcd 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 computcr dcvice 27 by means of an internet eonncctlon 28 for example.

As can he 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 zoon into a particular location, or they may configure the device to show only a part of the image shown on tile screen 21 and use the controls on their remote device to scioll across or up or clown to a different part of the image.

The retliote computer device 27 may he a smart phone, an i-pad type device or simpiy 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. Tn use, the PICOP, or an assistant to tile PICOP would update ti'e magnetic hoard 26 so tilat it nnrrors what is shown on the screen 21.

Figure 3 illustrates an alternative arrangement of an operations room in which the main screen 21 comprises nniltiple screens, eigilt in tile illustrated example. This provides a numher of advantages over a single large screen. First, the image defmition is better, because the pixel size is smaller for smaller screens. Second, one or more of the eight screens nlay he used to display something other than the image shown in Figures 1 or 3. For example, one of the screens may display the database interface illustrated in Figure 6. Another screen may he tilled by a pan 700111 window. Atiother screen may he used to show the wilole image silown over tile eight screens, in order that tile PICOP can see what a remote user viewing tile wilole iniage 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 Eartil (tm). I-fence, tile PICOP may click on an aerial photograph icon for Finshury Park Station and see an aerial photograph of the area. This is particularly advantageous as tile PICOP can gain an understanding of tile geograplly of tile area tilat is not available from the graphic representation. The system of the invention will allow "possessions" of many tens, if not hundreds, of miies to be taken, and for the PICOP to be situated remotely from the "possession".

Currently, possessions'' are often only afew 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 P1CC P a picture showing the actual geography in the possession'.

Figure 5 illustrates the adelhional detail available to the PICC)P. ilie image 30 is shown on one of the screens of the multi-screen display s]1own in Figure 3. T]1e system provides for the PTCOP to look at details associated with die section of track shown in die image. For example, die PICOP may open a pan zoom window 31, showing greater detail of a particular part of track. A symbol window $3 may be opened. This allows the PICOP to drag and drop symbols on to a section of track.A symbol data window 32 may he viewed. This is similar to the tahle 19 illustrated in Figure 1 and allows the PICOP to view information associated with a particular symbol. The PTCOP may highlight a worlcsite symbol $4.

The symbol 35 is a link to the system database and provides a representanon of the informath)n 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 tahs, each taking the user to different information held on the system database. ihe image 40 is associated with the tab 41 and shows the worksite details for the "possession".

The tab 42 shows PPS Personnel information. Tabs 4$ and 44 show information relating to trains entering and leaving the "possession", whereas the tab 43 shows information relating to red zone working within the possessioii. Reel ione working is by staff who are responsible for their own safety. The PTCOP needs to k-now when and where they are working within the "possession', hut does not give instructions to those staff.

In the enibodinent of die system including die system database, die 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 he updated. Some of the information is updated automatically. For example, the information contained in the symbol data window is updated automatically. Other information is riot updated automatically. For example, when a tram 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 die database link 35. From dils link the PICOP drags and drops symbols to update die 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 rentinders to the PICOP. For example, the stop sign at the beginning of a possession may have a rule associated therewith that highlights to the PTCOP that only a signalman can authorise a train to pass the signal. The software may be configured so that the rule is brought to die attention of the PICOP when the cursor is passed over the symbol representing the signal.

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

Claims

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: acid or remove symbols, and change the position of symbols.
2. A computcriscd railway management system according to Claim 1, wherein the software pei-mits 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 Wit]1 the operator's computel, w]lerei n 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 he accessed.
5. A computcriscd railway management system according to any preceding claim, wherein the software provides for a table to he associated with the symbol.
6. A computerised railway management system according to Claim 5, wherein the software allows information to he added manually to the table.
7. A computerised railway management system according to any preceding claim, further including a database
8. A computezised railway management system according to Claim 7, wherein the database interacts with the software via a datalink
9. A computcxised railway management system according toy of Claims 4 to 8, wherein the infbrmation associated thth a symbol is inputted and/or updated via the datalvase.
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 cettain information relevant to the symbol from the database.
11. A computerised tailway 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 managcment system according to any of Claims 11 to 14, further comprising a play back facility.
16. 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 infrastrncture rnelnding: 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 controffing the passage of railway traffic through a section of track according to Claim 16, wherein the system includes one or more remote computer den ces in communication with t]1e operator's computer, wherein the software running on the computer and/or software running on the remote computer device permit the in formation displayed on the display to be displayed oil a display of the remote computer device.
18. A computerised system for controlling the passage of railway traffic throngh a section of track according to Claim 16 or 17, wherein the two-way communication means is comprised in the remote computer device.
19. 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 nser 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 plurahty of screens, wherein the software is configured to present a single image across multiple screens.
21. An operations room according to Claim 20, wherern 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 iiicludiiig 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 rooni 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.