A support frame is disclosed for a temporary signal for a railroad. The railroad includes a track having two elongate rails, and the support frame comprises a post arranged to support a railroad signal, a base joined to the post, and at least one attachment for attaching the base to both rails of the track. The base comprises a first beam and a second beam, and the first beam and the second beam are each arranged to be attached to both of the rails.

A protection method for a railway network which is divided into track sections by track elements, and which can be traveled on by vehicles. The vehicles request steps for assignment from selected track elements to form travel path elements. In order to optimize the train service, each of the selected track elements provides at least one signal for each vehicle that requests at least one of the steps for assignment as a travel path element from same. A protection system for a railway network is configured to carry out the protection method.

A railroad switch indicator, that operates independently of the mechanism for operating the switch, for signaling the position of the switchpoints via a flexible mechanical cable connected to a railroad switch amplifier mechanism. The railroad switch amplifier mechanism has linkage members attached to a crossbar connecting inner stockrails and to a pivoted lever arm, the output arm of which is attached to the mechanical cable. The flexible mechanical cable allows the railroad switch indicator to be positioned remotely from the switchpoints and switch amplifier mechanism in a highly visible and easily serviced location.

A railroad switch indicator, that operates independently of the mechanism for operating the switch, for signaling the position of the switchpoints via a flexible mechanical cable connected to a railroad switch amplifier mechanism. The railroad switch amplifier mechanism has linkage members attached to a crossbar connecting inner stockrails and to a pivoted lever arm, the output arm of which is attached to the mechanical cable. The flexible mechanical cable allows the railroad switch indicator to be positioned remotely from the switchpoints and switch amplifier mechanism in a highly visible and easily serviced location.

A traffic control system (100) includes a railroad crossing control system (10) with a constant warning time device (40), a wheel sensing system (120) with a sensor (122) connected to a rail (20a, 20b) of a railroad track (20) at a predetermined position (P), and a communication network (140) interfacing with the railroad crossing control system (10) and the wheel sensing system (120) and adapted to transmit data. The wheel sensing system (120) provides speed values of a rail vehicle travelling on the railroad track (20), wherein the speed values are transmitted to the railroad crossing control system (10) via the communication network (140) for producing a preemption signal for the traffic signal control system (110). Further, a method for providing a preemption signal for a traffic signal control system (110) is described.

A traffic control system (100) includes a railroad crossing control system (10) with a constant warning time device (40), a wheel sensing system (120) with a sensor (122) connected to a rail (20a, 20b) of a railroad track (20) at a predetermined position (P), and a communication network (140) interfacing with the railroad crossing control system (10) and the wheel sensing system (120) and adapted to transmit data. The wheel sensing system (120) provides speed values of a rail vehicle travelling on the railroad track (20), wherein the speed values are transmitted to the railroad crossing control system (10) via the communication network (140) for producing a preemption signal for the traffic signal control system (110). Further, a method for providing a preemption signal for a traffic signal control system (110) is described.

A positioning and odometry system includes two or more vehicle beacons installed on an end of a vehicle and configured to communicate with one or more guideway beacons installed along a guideway. Processing circuitry is configured to communicate with the one or more vehicle beacons and perform at least one of: determine, before the processing circuitry enters a sleep state, a first vehicle position on the guideway; determine, after the processing circuitry wakes from the sleep state, a second vehicle position on the guideway; determine, after the processing circuitry wakes from the sleep state, any difference between the first vehicle position on the guideway and the second vehicle position on the guideway; determine a third vehicle position on the guideway using range measurements taken at configurable time intervals; and determine a vehicle speed where speed is measured as a change in the third vehicle position over time.

Exemplary embodiments are disclosed of systems and methods for remotely controlling locomotives with gestures. In an exemplary embodiment, a system is configured for allowing an operator(s) to remotely control operation of a locomotive with gesture(s) made by an operator(s). The system includes at least one processor configured to be operable for visually recognizing gesture(s) made by an operator(s) in one or more images captured by at least one camera. A locomotive control unit is configured to be operable for controlling the operation of the locomotive according to the visually recognized gesture(s) made by the operator(s).

A method for determining a signal aspect representing the vacant or occupied state of a track section for a rail vehicle, in particular a maintenance or construction vehicle, on a CBTC track. In this case, the rail vehicle does not have an on-board CBTC device. In order to dispense with special hardware, an app on a smartphone initiates the following steps: A) photographing of a track beacon in the direction of travel, B) determining the ID (identification signature) of the track beacon, C) transmitting of the track beacon ID to a CBTC track control center and D) receiving of the signal aspect determined by the CBTC track control center for the track section starting with the track beacon.

The sign pole system disclosed simplifies the FRA requirement by incorporating many features into the sign pole system. The worker operating the pole can quickly raise the pole just by stepping on the lift bar. To lower the pole remove the required safety is done by stepping on the release footstep. The built in LED features will activate only when it is nighttime and when the pole is in the vertical position. The sensitivity to actuate the LED's is adjustable to compensate for night yard overhead lighting. A solar panel keeps the battery charged. When required a pad lock (lock out device) can be inserted into the foot step base to secure the sign pole system in the up position until deemed safe by the worker to remove the sign protection. Manually attaching a night time blue light is no longer required because the LED light is now built into the sign pole and is automatically actuated.