WO2012000011A1

WO2012000011A1 - A system and method for remote mode switching of transport infrastructure

Info

Publication number: WO2012000011A1
Application number: PCT/AU2010/000826
Authority: WO
Inventors: Patrick J Latter
Original assignee: Nfa Innovations Pty Ltd
Priority date: 2010-06-30
Filing date: 2010-06-30
Publication date: 2012-01-05

Abstract

A system for remote signalling of transport infrastructure dependent upon proximity of an approaching member vehicle, the system including a locating device on each member vehicle within the system, the device configured to calculate distance, approach velocity and time to any transport infrastructure, and at least one transmitter to transmit a signal once the member vehicle crosses a point at a predetermined time from the transport infrastructure.

Description

A SYSTEM AND METHOD FOR REMOTE MODE SWITCHING OF TRANSPORT INFRASTRUCTURE

Field of the Invention.

The present invention relates to a system and method for remote mode switching of transport infrastructure.

Background Art.

Level crossings and particularly railway level crossing warning devices are currently switched using fixed infrastructure. One inherent problem with the system conventionally used is that all trains traveling through the crossing intersection must travel at a predetermined speed in order to achieve the warning time required by road users.

The existing system of trackside switching usually has no feedback mechanism to provide information to the train of the operational status of the level crossing other than failing in an "on" condition, in which the level crossing indicates that a train is approaching which causes problems amongst road users.

The majority of level crossings do not have active protection and typically rely on the motorists to stop and/or give way to trains.

It will be clearly understood that, if a prior art publication is referred to herein, this reference does not constitute an admission that the publication forms part of the common general knowledge in the art in Australia or in any other country.

Summary of the Invention.

The present invention is directed to a system and method for remote mode switching of transport infrastructure, which may at least partially overcome at least one of the abovementioned disadvantages or provide the consumer with a useful or commercial choice.

With the foregoing in view, the present invention in one form, resides broadly in a system and method for remote signalling of transport infrastructure dependent upon proximity of an approaching member vehicle, the system including a locating device on each member vehicle within the system, the device configured to calculate distance, approach velocity and time to any transport infrastructure, and at least one transmitter to transmit a signal once the member vehicle crosses a point at a predetermined time from the transport infrastructure. Typically, the transmitter will transmit a signal in one or both of a broadcast and a directed manner. Where the directed signal is transmitted, the signal will typically be directed at the transport infrastructure to trigger a response from the infrastructure which may be in the form of a return signal or an action, preferably a change of mode of operation of the transport infrastructure.

The position of all infrastructure pieces, whether fixed or mobile infrastructure, will preferably be identified to the locating device. There will further preferably be active infrastructure and passive infrastructure with the active infrastructure provided with a receiver and typically also a transmitter to receive a signal from the transmitter of the member vehicle and preferably return a signal to the member vehicle and the passive infrastructure which may be provided with a receiver only. This will typically be accomplished using positioning data or a positioning system such as GPS.

In the event of loss of the GPS signal, other distance or positioning devices could supplement.

In the event of any other failure or event, the system could fail into a condition where the transmitter on the member vehicle would broadcast the signal.

In the event of any system failure, a manual switch may be provided on the member vehicle which could be activated to override the system and broadcast the signal.

There may be transmission of a signal to the member vehicle from active infrastructure in a directed manner or the active infrastructure may broadcast a signal.

The locating device and transmitter of the member vehicle will typically be associated with a computer processor. The processor will typically be preloaded or have access to the location information of all infrastructure within the system, whether fixed infrastructure or mobile infrastructure.

Updating of the relative positions of infrastructure within the system will preferably be via a real time link such that the positions of infrastructure are represented in real time.

The processor will typically register or calculate the position of member vehicles relative to other elements of infrastructure, in particular fixed infrastructure where changes in mode of operation are required or mobile infrastructure where collision avoidance is required.

Examples of fixed infrastructure within the system include fixed transport infrastructure such as controlling lights, intersections, level crossings, and other points of interest such as buildings or hospitals. Examples of mobile infrastructure include other member vehicles and other moving obstacles which may not be members of the system.

The processor will preferably calculate a velocity vector for each member vehicle within the system. The processor will then preferably convert the velocity vectors to a scalar time property relative to infrastructure within the system. According to a preferred embodiment of the present invention, the mode of operation of infrastructure which has a plurality of modes is preferably governed or controlled according to the scalar time property for each member vehicle relative to that particular piece of infrastructure. In particular, mode switching of the infrastructure is preferably governed by a critical time property of member vehicles relative to the infrastructure when on approach.

Additional information will also typically be available to the processor such as potentially the size and/or length of a member vehicle. This is particularly useful with large member vehicles such as trains and the like. The processor can use this information together with the velocity vector and/or scalar time property to calculate the timing of mode switching, particularly after the member vehicle has passed the piece of infrastructure.

There will preferably be at least one database containing all data within the system, in relation to both member vehicles and infrastructure.

A transmitter will typically be provided to send a signal at t_cri_t (which is the time required for the member vehicle to stop or to safely pass the piece of infrastructure based on the approach velocity vector of the member vehicle). As mentioned above, the transmitter may broadcast a signal or alternatively, may direct a signal to a receiver provided at the piece of infrastructure. This will typically be dependent upon whether the piece of infrastructure is active or passive.

Updating of the approach velocity vector may occur at increments or continuously in real-time and the status of the infrastructure may be responsive to changes in the approach velocity vector. For example, any broadcast message may change or become more strident the closer the member vehicle or the higher the approach speed.

If the signal is broadcast, then the signal will preferably be on a communications pathway which can be received by non-member vehicles such as the car radios for example of ordinary vehicles.

Therefore, the system or method may further include a transmitter to transmit a signal to a radio associated with a non-member vehicle, the radio having a receiver to receive the signal from the transmitter, a speaker, and a decoding means to send a warning signal to the speaker when the receiver receives a signal from the transmitter. The transmitter may be associated with a member vehicle or active infrastructure.

The system or method may mute (e.g. interrupt the sound system) to allow the warning system to be clearly heard.

There may be circumstances where it may be desirable to have a switch which needs to be operated by the person in the non-member vehicle to acknowledge the warning signal and to switch off the warning. However, the system may also operate without a switch.

An advantage of having the switch (if provided) is that it allows the driver to switch off the warning (for instance an alarm) when the driver has recognised the warning. Thus, if the driver fails to recognise the warning, the warning will continue until such time as the switch has been activated.

Another advantage of having a switch is that once a warning has been recognised and the switch has been operated, the system can be reset which means that if another member vehicle is in the vicinity, the warning will sound to alert the driver that there is now a second member vehicle in the vicinity, and the driver can take extra precautions.

The system is designed to provide a warning when the non-member vehicle is proximal or in a danger area relative to infrastructure with and there is also a member vehicle on an approach vector that will cause danger within a critical time period. The term "proximal" is meant to include a distance between the member vehicle and the non-member vehicle which is sufficient to allow the driver of the non- member vehicle to take precautions. Thus, it is envisaged that proximal will include a distance which is calculated according to the dimensions and velocity of the member vehicle.

The system therefore potentially works in two ways, namely to warn non-member vehicles and to provide feedback to member vehicles about the operation of the infrastructure as it approaches at a distance or approach time sufficient to give the operator of the member vehicle time to take precautionary action.

The term "danger area" in respect of any member vehicle is meant to include the area where a dangerous circumstance may occur either with a member vehicle, non-member vehicle or infrastructure.

The term "hazard area" is meant to include any place, area or zone which would be a risk should the driver of a vehicle (whether member or non- member) enter into the area without being alerted of the potential hazard. Thus, the term can include a railway crossing, a narrow bridge, a particularly dangerous intersection, a sudden decrease in speed limits, a sudden bend in the roadway, road works, possibly an accident that has occurred already, a broken down vehicle that may comprise a collision hazard, and the like.

The transmitter may comprise a relatively simple unit which may contain its own power source or may be powered by the member vehicle or by some other power source. The transmitter emits a signal which can be picked up by the receiver. It is preferred that the signal is a relatively low powered signal. If desired, the signal can be directed to the front of the member vehicle such that the signal will be directed.

The transmitter may be a radio signal and may be a UHF or VHF or other spectrum signal and the frequency may be dependent on what restricted frequencies are used by only by the member vehicles or it may be such that other vehicles can receive the signal.

Similarly, if the transmitter is next to a road hazard or some other form of hazard area, the signal may be directed such that it will be picked up only by a member vehicle travelling towards the road hazard in a direction where the road hazard will present an actual hazard. If the road hazard will present a hazard in all directions, the signal may be a multi-directional signal. However, if the road hazard presents a hazard only in one direction, the signal may be directed to that one direction. This can reduce unnecessary triggering of the receiver in the vehicle, when there is no hazardous situation. The transmitter can emit any type of signal which can act as a warning to a person in a non-member vehicle containing a receiver. The signal may be analog or digital. If desired, the signal may comprise an audio signal such as a siren sound. Alternatively, the signal may comprise a spoken audio signal giving the warning.

There may be an advantage in having a different signal for different types of member vehicle. Thus, the transmitter on a train make transmit a signal such as "Warning Train is in the Vicinity", while the transmitter on a \truck may transmit a signal such as "Warning Semi-Trailer is in the Vicinity". Alternatively, the signal may comprise the warning siren signaling the particular type of member vehicle.

In a more sophisticated arrangement, the transmitter may transmit a message in real time.

If the transmitter is mounted in a hazard area (such as a bridge that has been closed for repairs), the transmitter may emit a spoken warning signal such as "Warning Bridge Closed Ahead".

If the transmitter is mounted next to a railway level crossing, it may emit a signal only when a train is in the vicinity and the signal may be "Warning Train is Crossing the Road" or may comprise the normal horn sound of the train.

The radio which is associated with the non-member vehicle may comprise any type of factory fitted radio or aftermarket radio. These radios typically include a CD player or a tape player and the like, , and the radios are mostly of the type that can receive an AM or FM signal. The radio is mostly powered by the vehicle battery system.

The radio will typically have some form of receiver which may include the radio antenna and circuitry within the radio to receive an AM or FM signal.

The radio will also be coupled to or contain one or more speakers, and many modern cars are provided with a number of speakers.

Some form of decoder means is preferably provided. The decoder typically functions to send a received signal to the vehicle speaker. Thus, irrespective of whether the radio is turned on or turned off or on what station the radio is on, or whether the radio is on a FM station or an AM station CD, cassette, MP3 etc, a warning signal will be sent to the vehicle speaker by the decoder if a received signal is sensed. If necessary, some form of amplification unit can be provided as well.

Some form of automatic changeover switch is preferably provided to switch the signal from the car radio to the decoder means when an emergency signal is sensed.

Some form of switch or button or something similar can be provided to acknowledge the warning signal (e.g. a visual and audio signal) and when activated, to "reset" or return the speakers to normal operation (that is connected to the radio).

The locating device will typically include a global positioning device in order to provide a relatively exact location of each member vehicle and each piece of infrastructure. This location data is typically used to calculate a velocity vector and thereby to establish the travel time to the next piece of infrastructure. Once the time to the next piece of infrastructure equals t_cri_t, a signal will be sent. The critical time, t_crit, may be fixed for each piece of infrastructure and stored within the database of the system. Alternatively, as the approach distance and speed can vary for each member vehicle, the critical time may be a variable calculated according to the parameters of the member vehicle.

Active infrastructure may receive a directional signal from a member vehicle and transmit a confirmation signal back to the member vehicle. If no confirmation signal is received from active infrastructure, the system may then be set to broadcast the signal. Typically, each piece of active infrastructure will be identified within the system such that member vehicles will know whether a directional signal or a broadcast signal is to be sent based on whether the infrastructure is active or not.

The directional and broadcast signals may be on the same frequency but will typically be on different frequencies. Signals may be coded when directed in order to not be received by non-member vehicles. The broadcast will typically be on a radio frequency.

Therefore, infrastructure is designated by type as well. There are different rules within the system for different types of infrastructure. According to a particularly preferred embodiment there will be three types of infrastructure namely, passive infrastructure, medium risk infrastructure and high risk infrastructure.

Typically, for passive infrastructure, the system will establish the critical time and once the member vehicle is hacked or closer to the critical time, a broadcast signal is issued. The broadcast signal is typically maintained until the member vehicle has passed the infrastructure, at which time the broadcast signal ceases. For medium risk infrastructure, the member vehicle will typically issue a directed signal to the infrastructure. The infrastructure is provided with a receiver and transmitter in order to confirm the receipt of the signal. Receipt of the signal by the infrastructure will trigger a change in mode from "all clear" to "safe" mode. This may include closing the boom gates and flashing of lights for a train crossing for example. The receiver and transmitter on the infrastructure will then typically confirm that the "safe" mode has been activated. Once activated, the infrastructure at the level crossing will typically issue a broadcast signal until the member vehicle has passed. If confirmation is not received by the member vehicle that the "safe" mode has been entered, the broadcast signal may issue from the member vehicle.

For high risk infrastructure, is the operation will be as above with the additional proviso that the member vehicle will poll the infrastructure for operational status. If the operational status is confirmed as "active" then the method will proceed as above. If the operational status is not confirmed or an error is confirmed, then the signal sent by the member vehicle will operate the mode switching from the member vehicle rather than from the infrastructure itself.

Typically, the range of the broadcast will vary depending upon whether the infrastructure issues the broadcast or whether the member vehicle issues the broadcast. Typically, the range will be larger from the member vehicle than from the infrastructure.

As mentioned above, the mode of operation is typically switched to the deactivated mode upon passing of the member vehicle. Normally, the system will use the size of the member vehicle in order to determine whether it is safe to switch to the deactivated mode.

Any of the features described herein can be combined in any combination with any one or more of the other features described herein within the scope of the invention.

Brief Description of the Drawings.

Various embodiments of the invention will be described with reference to the following drawings, in which:

Figure 1 is a schematic view of a software program interface according to a preferred embodiment of the present invention.

Figure 2 is a schematic view of the operation of a system according to a preferred embodiment in a low risk configuration.

Figure 3 is a schematic view of the operation of a system according to a preferred embodiment in a medium risk configuration.

Figure 4 is a schematic view of the operation of a system according to a preferred embodiment in a high risk configuration.

Figure 5 is a first portion of a flowchart illustrating the operational algorithm of a system according to a preferred embodiment in a low risk configuration.

Figure 6 is a second portion of a flowchart illustrating the operational algorithm of a system according to a preferred embodiment in a low risk configuration.

Detailed Description of the Preferred Embodiment.

According to a particularly preferred embodiment of the present invention, a system for remote signalling of a railway level crossing dependent upon proximity of an approaching train is provided.

The preferred system discussed hereinafter includes a locating device on each train within the system, the device configured to calculate distance, approach velocity and time to any level crossing, and at least one transmitter to transmit a signal once the train crosses a point at a predetermined time from the level crossing.

The preferred embodiment of the system includes a global positioning system receiver on each train linked to a data processor, radio transceiver (data) and radio transmitter (analogue). The system allows for manual operation of the radio transceiver (data) and radio transmitter (analogue) as well as operation by the data processor.

The data processor includes data entered prior to the train trip including:

1. location of all level crossings on the proposed trip;

2. indication of the type of level crossing for each of the level crossings, for example whether a level crossing is active, or passive;

3. the train type, required speed through crossings; and

4. train length.

The data processor can then be used to:

1. monitor and/or control a trackside level crossing warning device; 2. control a train-mounted warning device in the absence of, or failure of, a trackside level crossing warning device;

3. advise the train operator and/or processor of the approaching level crossing;

4. advise the train operator and/or processor of the operational status of a trackside level crossing warning device;

5. advise the train operator and/or processor of the operational status of the global positioning system relative to the train; or

6. control the train if required.

Vehicles are designated as either member vehicles (the trains) or non- member vehicles and public vehicles such as trucks and cars).

Typically, the transmitter on each train will be configured to transmit a signal in both of a broadcast and a directed manner. Where a directed signal is transmitted, the signal is directed at the level crossing to trigger a response from the level crossing which may be in the form of a return signal or an action, preferably a change of mode of operation of the level crossing.

The positions of all level crossings are identified to the GPS device and the data processor. There will further be identification of the level crossings as either active or passive with the active level crossings provided with a receiver and typically also a transmitter to receive a signal from the transmitter of the train and preferably return a signal to the train and the passive level crossings which is provided with a receiver only. Identification and location is accomplished using positioning data or a positioning system such as GPS. In the event of loss of the GPS signal or any other failure or event, the system would fail into a condition where the transmitter on the train broadcasts the signal.

There may be transmission of a signal to the train from active level crossings in a directed manner or the active infrastructure may broadcast a signal, typically both with the active level crossing receiving a directed signal from the train and responding with a directed signal to the train indicating a positive operating status and also broadcasting the signal to non-member vehicles.

The locating device and transmitter of each train are associated with a computer processor. The processor will typically be preloaded or have access to the location information of all level crossings within the system. Therefore, updating of the relative positions of level crossings within the system will preferably be via a real time link such that the positions of level crossings are represented in real time.

The processor will typically register or calculate the position of trains relative to level crossings where changes in mode of operation are required.

Other examples of fixed infrastructure within the system include fixed transport infrastructure such as controlling lights, intersections, level crossings, and other points of interest such as buildings or hospitals.

The processor will preferably calculate a velocity vector for each train within the system. The processor will then preferably convert the velocity vectors to a scalar time property relative to level crossings within the system. According to a preferred embodiment of the present invention, the mode of operation of level crossings which has a plurality of modes is preferably governed or controlled according to the scalar time property for each train relative to that particular level crossing. In particular, mode switching of the level crossing is preferably governed by a critical time property of trains relative to the level crossings when on approach.

Additional information will also typically be available to the processor such as potentially the size and/or length of a train. This is particularly useful with large trains. The processor can use this information together with the velocity vector and/or scalar time property to calculate the timing of mode switching, particularly after the train has passed the level crossing.

A transmitter will typically be provided to send a signal at t_cri_t (which is the time required for the train to stop or to safely passed level crossing based on the velocity vector of the train). As mentioned above, the transmitter may broadcast a signal or alternatively, may direct a signal to a receiver provided at the level crossing, this being dependent upon whether the level crossing is active or passive.

Therefore, the system or method may further include a transmitter on the train or level crossing to transmit a signal to a radio associated with a non-member vehicle, the radio having a receiver to receive the signal from the transmitter, a speaker, and a decoding means to send a warning signal to the speaker when the receiver receives a signal from the transmitter.

The system or method may mute ( e.g. interrupt the sound system) to allow the warning system to be clearly heard.

Similarly, if the transmitter is next to a road hazard or some other form of hazard area, the signal may be directed such that it will be picked up only by a member vehicle travelling towards the road hazard in a direction where the road hazard will present an actual hazard. If the road hazard will present a hazard in all directions, the signal may be a multi-directional signal. However, if the road hazard presents a hazard only in one direction, the signal may be directed to that one direction. This can reduce unnecessary triggering of the receiver in the vehicle, when there is no hazardous situation.

The transmitter can emit any type of signal which can act as a warning to a person in a non-member vehicle containing a receiver. The signal may be analog or digital. If desired, the signal may comprise an audio signal such as a siren sound. Alternatively, the signal may comprise a spoken audio signal giving the warning.

If the transmitter is mounted next to a railway level crossing, it may emit a signal only when a train is in the vicinity and the signal may be "Warning Train is Crossing the Road" or may comprise the normal horn sound of the train. The radio which is associated with the non-member vehicle may comprise any type of factory fitted radio or aftermarket radio. These radios typically include a CD player or a tape player and the like, and the radios are mostly of the type that can receive an AM or FM signal. The radio is mostly powered by the vehicle battery system.

The locating device will typically include a global positioning device in order to provide a relatively exact location of each train and each level crossing. This location data is typically used to calculate a velocity vector and thereby to establish the travel time to the next level crossing. Once the time to the next level crossing equals tcrit, a signal will be sent, on broadcast or directed depending upon the level crossing. The critical time, t_crj_t, will normally be fixed for each level crossing and stored within the database of the system. Therefore, the approach distance and speed can vary for each train but the critical time will remain fixed.

Active level crossings may receive a directional signal from a member vehicle and transmit a confirmation signal back to the train. If no confirmation signal is received from active level crossing, the system may then be set to broadcast the signal. Typically, each active level crossing will be identified within the system such that trains will know whether a directional signal or a broadcast signal is to be sent based on whether the level crossing is active or not.

The directional and broadcast signals may be on the same frequency but will typically be on different frequencies. The signals may be coded when directed in order to not be received by non-member vehicles. The broadcast will typically be on a radio frequency.

Therefore, infrastructure is designated by type as well. There are different rules within the system for different types of infrastructure. According to a particularly preferred embodiment there are three types of level crossings namely, passive level crossings, medium risk level crossings and high risk level crossings.

As illustrated in Figure 2, for passive level crossings, the system establishes the critical time and once the train reaches the critical time dependent upon the velocity vector of the train, a broadcast signal is issued. The broadcast signal is maintained until the train has passed the level crossing, at which time the broadcast signal ceases.

As illustrated in Figure 3, for medium risk level crossings, the train issues a directed signal to the level crossing. The level crossing is provided with a receiver and transmitter in order to confirm the receipt of the signal. Receipt of the signal by the level crossing triggers a change in mode from "all clear" to "safe" mode. This includes closing the boom gates (if provided) and flashing of lights for a train crossing for example. The receiver and transmitter on the level crossing then typically confirm that the "safe" mode has been activated with the train. Once activated, the level crossing issues a broadcast signal until the train has passed. If confirmation is not received by the train that the "safe" mode has been entered, the broadcast signal issues from the train.

For high risk level crossings, is the operation will be as above with the additional proviso that the member vehicle will poll the infrastructure for operational status. If the operational status is confirmed as "active" then the method will proceed as above. If the operational status is not confirmed or an error is confirmed, then the signal sent by the member vehicle will operate the mode switching from the member vehicle rather than from the infrastructure itself. This is illustrated in Figure 4. Typically, the range of the broadcast will vary depending upon whether the lever crossing issues the broadcast or whether the train issues the broadcast. Typically, the range will be larger from the train then from the level crossing.

As mentioned above, the mode of operation is typically switched to the deactivated mode upon passing of the train. Normally, the system will use the size of the train in order to determine whether it is safe to switch to the deactivated mode.

In the present specification and claims (if any), the word "comprising" and its derivatives including "comprises" and "comprise" include each of the stated integers but does not exclude the inclusion of one or more further integers.

Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearance of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more combinations.

In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims (if any) appropriately interpreted by those skilled in the art.

Claims

1. A system for remote signaling of transport infrastructure dependent upon proximity of an approaching member vehicle, the system including a locating device on each member vehicle within the system, the device configured to calculate distance, approach velocity and time to any transport infrastructure, and at least one transmitter to transmit a signal once the member vehicle crosses a point at a predetermined time from the transport infrastructure.

2. A system as claimed in claim 1 wherein the position of all infrastructure, whether fixed or mobile infrastructure, is identified to the locating device.

3. A system as claimed in claim 1 or claim 2 wherein each infrastructure piece is designated as active or passive with active infrastructure provided with a receiver and a transmitter to receive a signal from the transmitter of the member vehicle and return a signal to the member vehicle.

4. A system according to any one of the preceding claims wherein the transmitter of the member vehicle transmits a signal in at least one of a broadcast manner and a directed manner.

5. A system as claimed in claim 3 wherein the transmitter of the member vehicle transmits a signal in a broadcast manner if the infrastructure is passive and if the infrastructure is active, the transmitter of the member vehicle transmits a signal in a directed manner.

6. A system as claimed in claim 5 wherein there is transmission of a signal to the member vehicle from active infrastructure in a directed manner and/or the active infrastructure broadcasts a signal.

7. A system according to claim 5 wherein a directed signal is transmitted, the signal is directed at the active infrastructure to trigger a response from the infrastructure.

8. A system as claimed in claim 3 wherein passive infrastructure is provided with a receiver only.

9. A system according to any one of the preceding claims wherein updating of the relative positions of infrastructure and member vehicles within the system occur via a real time link such that the relative positions of infrastructure and member vehicles are represented in real time.

10. A system according to any one of the preceding claims wherein the locating device and transmitter of the member vehicle are associated with a computer processor.

11. A system according to claim 10 wherein the processor calculates a velocity vector for each member vehicle within the system as the basis for the timing of the signal.

12. A system according to claim 11 wherein the processor converts each velocity vector to a scalar time property relative to infrastructure within the system and any change in a mode of operation of infrastructure having a plurality of modes is governed or controlled according to the scalar time property for each member vehicle relative to that particular piece of infrastructure.

13. A system according to claim 12 wherein the length of a member vehicle is used to calculate the timing of mode switching after the member vehicle has passed the piece of infrastructure.

14. A system according to any one of the preceding claims wherein the signal is broadcast on a communications pathway which can be received by non-member vehicles.

15. A system according to any orie of the preceding claims wherein for passive infrastructure, the system establishes a critical time and once the member vehicle reaches the critical time, a broadcast signal is issued.

16. A system according to any one of claims 1 to 14 wherein for medium risk infrastructure, the member vehicle issues a directed signal to the infrastructure, the infrastructure is provided with a receiver and transmitter in order to confirm the receipt of the signal and receipt of the signal by the infrastructure triggers a change in mode from "all clear" to "safe" mode including notification that the member vehicle is approaching.

17. A system according to claim 16 wherein the receiver and transmitter on the infrastructure confirm that the "safe" mode has been activated.

18. A system according to claim 17 wherein once activated, the infrastructure at the level crossing issues a broadcast signal until the member vehicle has passed.

19. A system according to either one of claims 17 or 18 wherein if confirmation is not received by the member vehicle that the "safe" mode has been entered, the broadcast signal issued from the member vehicle.

20. A system according to any one of claims 1 to 14 wherein for high risk infrastructure, the member vehicle polls the infrastructure for operational status, and if the operational status is not confirmed or an error is confirmed, then the signal sent by the member vehicle operates the mode switching from the member vehicle rather than from the infrastructure itself.

A system for remote mode switching of transport infrastructure dependent upon proximity of an approaching member vehicle, the system including a locating device on each member vehicle within the system, the device configured to calculate distance, approach velocity and time to any transport infrastructure, and at least one transmitter to transmit a signal to the transport infrastructure once the member vehicle crosses a point at a predetermined time from the transport infrastructure which once received, actions a change of operating mode of the transport infrastructure.

A system according to any one of claims 1 to 21, wherein the system comprises a manual override switch.