AUTOMATIC END OF TRAIN DEVICE BASED PROTECTION FOR A RAILWAY VEHICLE

Abstract

An end of train device suitable of use on a railway vehicle includes a tracking device providing location data of a railway vehicle, a protection module with a processor and configured via computer executable instructions to monitor a motion of a part of the railway vehicle utilizing the location data, and initiate an emergency brake application of the part of the railway vehicle in response to a detected state of motion.

Description

BACKGROUND

1. Field

Aspects of the present disclosure generally relate to an end of train device, in particular to an automatic end of train device based protection for a railroad vehicle, such as a freight train.

2. Description of the Related Art

Within the railway industry, an end of train device, herein also referred to as EOT, is an electronic device which performs a number of functions, some of which are required by regulations of the Federal Railroad Administration (FRA). The EOT is typically attached at a rear of a last car on a railway vehicle or train, often to an unused coupling on an end of the last car opposite a head of the train.

EOTs were originally designed to perform some of the functions previously performed by train personnel located in the caboose, thereby allowing trains to operate without a caboose and with a reduced number of train personnel. For example, an EOT can monitor air pressure in the air brake pipe and transmit this information to a head of train device, herein also referred to as HOT. Further, EOTs also often include an end-of-train marker light to alert trailing trains on the same track of the presence of the end of the train. Two-way EOTs can accept commands from the HOT, for example to open a valve to release pressure in the air brake pipe so that the train's air brakes activate to stop the train in an emergency. EOTs can comprise many other components and/or functions.

SUMMARY

Briefly described, aspects of the present disclosure generally relate to an EOT and automatic protection systems including the EOT for a railroad vehicle. The EOT is suitable for railway vehicles such as freight trains and passenger trains.

A first aspect of the present disclosure provides an end of train device suitable of use on a railway vehicle comprising a tracking device providing location data of a railway vehicle, a protection module comprising at least one processor and configured via computer executable instructions to monitor a motion of at least one part of the railway vehicle utilizing the location data, and initiate an emergency brake application of the at least one part of the railway vehicle in response to a detected state of motion.

A second aspect of the present disclosure provides an automatic protection system comprising an end of train device comprising a tracking device providing location data of a railway vehicle, a protection module comprising at least one processor and configured via computer executable instructions to monitor a motion of at least one part of the railway vehicle utilizing the location data, and initiate an emergency brake application of the at least one part of the railway vehicle in response to a detected state of motion; and a communication network interfacing with the end of train device and adapted to transmit data, wherein the protection module is configured to communicate, via the communication network, the detected state of motion of the at least one part of the railway vehicle to another device.

A third aspect of the present disclosure provides a non-transitory computer readable medium storing computer executable instructions that, when executed by a computing device, perform a method of accessing a remote tracking system comprising real time position data of at least one part of a railway vehicle and geographic information of end-of-track locations and railway switch locations, and displaying, on a display of a mobile user interface device, motion of the at least one part of the railway vehicle in relation to the selected end-of-track location or railway switch location in real time.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a perspective view of an end of train device in accordance with an exemplary embodiment of the present disclosure.

FIG. 2 illustrates a schematic of an end of train device in accordance with an exemplary embodiment of the present disclosure.

FIG. 3 illustrates a schematic of an automatic protection system in accordance with an exemplary embodiment of the present disclosure.

FIG. 4 illustrates a schematic of another automatic protection system in accordance with an exemplary embodiment of the present disclosure.

FIG. 5 illustrates another schematic of the automatic protection system of FIG. 4 in accordance with an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION

To facilitate an understanding of embodiments, principles, and features of the present disclosure, they are explained hereinafter with reference to implementation in illustrative embodiments. In particular, they are described in the context of an EOT and automatic protection systems for a railway vehicle.

The components and materials described hereinafter as making up the various embodiments are intended to be illustrative and not restrictive. Many suitable components and materials that would perform the same or a similar function as the materials described herein are intended to be embraced within the scope of embodiments of the present disclosure.

FIG. 1 illustrates a view of an EOT 100 in accordance with an exemplary embodiment of the present disclosure. The EOT 100 is suitable of use on a railway vehicle located on a last train car of the railway vehicle, for example a freight train. The EOT 100 comprises an enclosure 110, and a plurality of components, such as electronic components, positioned inside the enclosure 110. For example, one or more displays 120 are positioned inside the enclosure 110. The one or more displays 120 display information and/or data provided by the EOT 100. An important component of the EOT 100 is a high visibility marker light (HVM) 130 which is utilized to illuminate a rearward of the railway vehicle. The EOT 100 further comprises a coupling unit (not visible in FIG. 1), typically attached to the housing 110, which couples the EOT 100 to the last train car, for example a train car coupling.

Examples of other components of the EOT 100 include cell phone transceivers, systems for monitoring/controlling brake lines and pressure, communication systems for communicating with other units, such as for example HOTs etc. The EOT 100 further comprises a handle 170 attached to the housing 110 for handling such as installation and removal of the EOT 100 on/off a train car of a railway vehicle, in particular a last train car. It should be noted that one of ordinary skill in the art is familiar with structure, components and functions of different types of EOTs, and they will not be described in further detail herein.

FIG. 2 illustrates a schematic of an end of train device in accordance with an exemplary embodiment of the present disclosure. The EOT 200 may be configured as the EOT 100 illustrated in FIG. 1 or may have a different configuration.

In an exemplary embodiment of the present disclosure, the EOT 200 is configured to provide automatic EOT-based protection against train movement, specifically within an automated protection system, for example as described with reference to FIG. 3 and FIG. 4.

The EOT 200 comprises a tracking device 210 for providing location data. The tracking device 210 is positioned inside the enclosure 110, for example in the bottom portion 160, of the EOT 100 (see FIG. 1). The tracking device 210 comprises a receiver for a satellite navigation system, for example a global positioning system (GPS) receiver, utilizing GPS 250, a global navigation satellite system (GNSS) receiver, such as Galileo satellite navigation system receiver, or another suitable type of tracking device/receiver. The tracking device 210 is integrated or built in the EOT 200.

Further, the EOT 200 comprises a protection module 220 that comprises at least one processor 222 and a memory 224. In exemplary embodiments, the memory 224 may include any of a wide variety of memory devices including volatile and non-volatile memory devices, and the at least one processor 222 may include one or more processing units.

The memory 224 includes software with a variety of applications, programs, or computer executable instructions. In an embodiment, the protection module 220 is configured, via computer executable instructions, to monitor a motion of at least one part of a railway vehicle 240, herein also simply referred to as train, utilizing location data provided by the tracking device 210, and initiate an emergency brake application of the at least one part of the railway vehicle 240 in response to a detected state of motion. Such a state of motion can be a predefined state or condition of motion or movement, for example a specific condition, state or situation with respect to a location, motion or movement of at least part of the railway vehicle 240 or the whole railway vehicle 240. It should be noted that the terms movement and motion are used herein interchangeably. The condition, state or situation is predefined and the protection module 220 initiates or triggers steps or actions including an emergency brake application when the (predefined) state of motion occurs or happens. For example, predefined states of motion comprise a breach of a minimum distance or disagreement in direction of motion. Further elements and aspects of the protection module 220 and states of motion will be described in connection with automatic protection systems as described with reference to FIG. 3, FIG. 4, and FIG. 5.

The protection module 220 may be embodied as software or a combination of software and hardware. The protection module 220 may be a separate module or may be an existing module programmed to perform a method as described herein. For example, the protection module 220 may be incorporated, for example programmed, into an existing device or module of the EOT 200, by means of software.

The EOT 200 further comprises a communication module 230 for communicating with one or more other devices, such as a HOT of the train 240, or an external device, such as a monitoring device or data processing device.

FIG. 3 illustrates a schematic of an automatic protection system 300, herein also simply referred to as protection system 300, in accordance with an exemplary embodiment of the present disclosure.

Generally, the protection system 300 comprises EOT 200, configured as described with reference to FIG. 2, a tracking system 310 and one or more communication network(s) 320, adapted to transmit data and interfacing with different components of the protection system 300.

The EOT 200 is attached at a rear of a last car 332 on a railway vehicle or train 330 travelling on railway track 340, for example to an unused coupling on an end of the last car 332 opposite a head of the train 330.

Further, the train 330, specifically locomotive 334, comprises head of train device (HOT) 350. The EOT 200 and HOT 350 are in communication with each other, for example transmit and/or receive information, commands, or signals. A typical HOT 350 comprises several lights indicating telemetry status and rear end movement, along with a digital readout of brake line pressure from the EOT 200. The HOT 350 further includes means, for example a switch, for initiating an emergency brake application from the rear end. The HOT 350 can be built into the locomotive's computer system and information is displayed on a computer screen. In an example, the HOT 350 can be integrated into a Positive Train Control (PTC) system of the railway vehicle 330, specifically in the locomotive 334.

The protection system 300 provides automatic EOT-based protection against train movement in response to a detected predefined state or condition, for example train movement past a specific location. In this example, the protection system 300 provides automatic EOT-based protection against motion of the train 330 past an end-of-track boundary 360 or past a railway switch, for example past a switch in reverse alignment, or over a derailer device. As noted earlier, the terms movement and motion are used herein interchangeably and describe a change in physical location or position of at least a part of the train 330.

An end-of-track boundary, such as boundary 360, including for example a buffer stop, bumper, bumping post, bumper block or stop block, is a device to prevent the railway vehicle 330 from going past an end of a physical section of the track 340. A railway switch is a mechanical installation enabling trains to be guided from one track to another, for example at a railway junction. A switch in reverse alignment or reverse direction includes a switch that directs a train in a different, for example opposite, direction.

In an embodiment, the EOT 200 with the protection module 220 is configured, via computer executable instructions, to monitor a motion of the last car 332 of the train 330 utilizing location data provided by the tracking device 210, and initiate an emergency brake application of the train 330 in response to a breach of minimum safety distance, illustrated by arrow 362. The breach of minimum safety distance is an example of a detected, predefined state of motion. A minimum safety distance 362 can be a predefined or predetermined distance between the last car 332 of the train 330, e.g. the EOT 200, and the end of track location 360.

As the train 330 is pushed in reverse direction, illustrated by arrow 370, during for example shoving operations in a yard or at other locations where track boundary limits are in place, there is a possibility that the last car 332 may move beyond the end of the track 360 and derail. Currently, the locomotive engineer must keep track of the length of the train being pushed as well as the length of the available track, or another crew member must walk to the rear of the train to visually check if the train is getting close to the end of the track.

In an embodiment, the EOT 200, specifically the protection module 220, is configured to establish geo-fences around end-of-track locations, e.g. end of track location 360. Geo-fences are virtual perimeter for a real-world geographic area. To be able to establish geo-fences around end of track location 360, the protection module 220 is configured to access a database of geographic information including end of track locations and locations of railway switches.

Based on a current geographic position of the EOT 200, using the tracking module 210, e.g. GPS/GNSS receiver, in connection with GPS/GNSS system 380, the protection module 220 is configured to select one or more closest end-of-track boundaries from the database and activate geo-fences around those locations.

As the train 330 is pushed back toward the end of the track boundary 360, the protection module 220 monitors how close the last car 332 is to the track boundary 360. The EOT 200 is in constant communication with the HOT 350 in the locomotive 334, and the protection module 220 is configured to send a warning message to the HOT 350 to alert the engineer that the train 330 is approaching the end of the track location 360. At this point, the engineer may act and stop the train 330 manually. After that, if the train 330 continues to move closer to the track boundary 360 and enters (breaches) the minimum safety distance 362, the protection module 220 will automatically initiate an emergency brake application, which is performed/executed by the EOT 200 in connection with the emergency brake equipment of the train 330, and stop the train 330 before the last car 332 crosses the end-of-track boundary 360 and derails. This means that the protection module 220 is configured to detect the predefined state of motion (breach of minimum safety distance) of the train 330 and initiate or trigger the emergency brake application.

The database of geographic information including end of track locations and locations of railway switches can be configured as tracking system 310 located remotely, for example in a cloud-based server, or a server of a railroad authority. The tracking system 310 comprises the database of geographic information of end of track locations and railway switch locations.

The remote tracking system 310 can be configured such that the tracking system 310 receives and records location/position data transmitted by the EOT 200. Since the EOT 200 communicates with the remote tracking system 310, e.g. to access end of track locations, the EOT 200 may also continuously send its position to the tracking system 310 as it moves closer to the end-of-track 360.

Further, in an embodiment, a user, for example the locomotive engineer or other railway personnel, may access the tracking system 310 via an application 390 to visualize a progress of the rear of the train 330 as it approaches the end-of-track boundary 360. Such an application 390 may be a computer application installed on a mobile device, such as a tablet, smartphone, human machine interface (HMI) etc. In an example, the application 390 stores computer executable instructions that, when executed by a computing device, e.g. mobile device, perform a method of accessing the remote tracking system 310 comprising real time position data of at least one part of a railway vehicle 330 and geographic information of end-of-track locations and railway switch locations, and displaying, on a display of a mobile user interface device, motion of the at least one part of the railway vehicle 330 in relation to the selected end-of-track location or railway switch location in real time. Using the application 390, the user can log into the remote tracking system 310, specifically a remote monitoring website of the tracking system 310, wherein the rear of the train 330 and the end of track boundary 360 are displayed in a live-view map on the monitoring website. The user has access to a tracking website with a live view of the motion of the vehicle 330 and the obstacle of interest on a map. Further, the tracking device 310, specifically the monitoring/tracking website can provide a functionality or means to allow the user to (remotely) trigger the emergency brake in the EOT 200.

In another embodiment, the database comprising the geographic information of end of track locations and railway switch locations can be located within the train 330, stored in a computer system or control system in the locomotive 334, such as the HOT 350. Such a database can be a locomotive-based database. In this case, the EOT 200 may not communicate with the tracking system 310. For example, the locomotive-based databased may be created by downloading the relevant data with respect to end of track locations and switches from the remote tracking system 310. Alternatively, the locomotive-based database can be created locally and stored in the locomotive 334. Since the EOT 200 and HOT 350 are in communication with each other, the protection module 220 of the EOT 200 may access the locomotive-based database within the HOT 350 using the existing communication link between EOT 200 and HOT 350.

The one or more communication network(s) 320 interface(s) with the EOT 200, the tracking system 310, and/or the locomotive 334, for example the HOT 350. The communication network(s) 320 comprise(s) wireless network(s), such as for example the Internet or many other network environments that are accessible via an air interface, e.g. Wi-Fi. In an embodiment, the EOT 200 uses its communication module 230 to communicate with remote tracking system 310 and/or locomotive-based database. For example, the EOT may use a built-in cellular modem to access the remote tracking system 310.

The protection system 300 provides automation of the protection, with constant vigilance by the EOT 200 of how close the end of the train 330/EOT 200 is from the end of the track 360. This system and method eliminate need for a second person to visually monitor the end of the train 330 while the engineer controls the locomotive 334 that is pushing the train 330 in reverse. The system 300 also avoids problems and expenses associated with a derailment in case of human failure to stop the train 330 prior to reaching the end of the track 360.

FIG. 4 illustrates a schematic of another automatic protection system 400, herein also simply referred to as protection system 400, in accordance with an exemplary embodiment of the present disclosure.

The protection system 400 provides automatic EOT-based protection against roll-back on train separation. Train separation may occur when a train is traveling on an uphill track. Train separation can cause part of the train to roll backwards uncontrollably, possibly causing an accident.

FIG. 4 illustrates train 410 moving on uphill track 420. EOT 200 is located on a last car 416 of the train, and HOT (not illustrated) is arranged in locomotive 414 of the train 410. Section a) illustrates that the train 410 is moving on uphill track 420, without train separation. EOT 200 and HOT are in agreement regarding a direction of motion, illustrated by arrow 430, i.e. EOT 200 and HOT move or travel in the same direction. Section b) of FIG. 4 illustrates that a train separation occurs, see gap 440, wherein a rear portion 412 of the train 410 is disconnected and separated from a front portion of the train 410, and the rear portion 412 begins to slow down. At this point, both parts of the train 410 still move in the same direction. Direction of motion 430 of the front part of the train including HOT and direction of motion 432 of the rear portion 412 including EOT 200 are in accordance. Section c) of FIG. 4 illustrates that gap 440 increases, due to the separation, wherein the rear portion 412 eventually stops and then reverses direction of motion 432, e.g. the rear portion 412 travels downhill, whereas the front part including the locomotive 414 with HOT still travels uphill. The EOT 200 is configured to recognize a disagreement between the direction of motions 430, 432 between HOT located in the locomotive 414 of the train 410 and EOT 200 located in the last car 416 of the train 410 and trigger or cause actions based on the disagreement in direction of motions.

FIG. 5 illustrates another schematic of the automatic protection system 400 as described with reference to FIG. 4 in accordance with an exemplary embodiment of the present disclosure. As noted, the protection system 400 provides automatic EOT-based protection against roll-back on train separation. The reference numerals used in FIG. 4 are also used in FIG. 5 as both figures describe the protection system 400.

Generally, the protection system 400 comprises EOT 200, configured as described for example with reference to FIG. 2 and/or FIG. 3, and one or more communication network(s) 450, adapted to transmit data and interfacing with different components of the protection system 400. The EOT 200 is attached at the rear of the last car 416 on the train 410 travelling on railway track 420, for example to an unused coupling of the last car 416 opposite a head of the train 410, e.g., locomotive 414 with HOT 350.

The protection system 400 provides automatic EOT-based protection against train movement (motion) in response to a predefined state or condition, for example protection against roll-back on train separation.

Generally, EOT telemetry systems warn a locomotive engineer when possible loss of train integrity occurs. This process relies on periodically checking the communications link between the EOT 200 and the HOT 350 in the locomotive 414. When train separation happens, an increasing distance/gap 440 between locomotive 414 and last car 416 will eventually impact communication between HOT 350 and EOT 200. When a communication failure is detected by the HOT 350, a warning is given to the engineer so that the train can be stopped. However, this method may take a long time for the warning to be issued and it may not provide a fast enough reaction to avoid a possibly serious accident when separation occurs while traveling uphill.

In an exemplary embodiment of the present disclosure, the EOT 200 with the protection module 220 is configured, via computer executable instructions, to monitor a motion of the last car 416 of the railway vehicle 410, utilizing location data provided by the tracking device 210, and initiate an emergency brake application of the rear portion 412 of the train, i.e. the portion of the train where the EOT 200 is attached to, in response to a direction of motion disagreement between EOT 200 and HOT 350. The direction of motion disagreement is an example of a detected (predefined) state of motion. The direction of motion disagreement comprises that the EOT 200 determines or recognizes a direction of motion 432 which does not correspond to the direction of motion 430 of the HOT 350.

In an embodiment, the protection module 220, utilizing the tracking device 210, is configured to determine the direction of motion 432 of the at least one part 412 of the railway vehicle 410 and to continuously check for the reversal in direction of motion 432. Based on a current geographic position of the EOT 200, using the tracking device 210, e.g. GPS/GNSS receiver, in connection with GPS/GNSS system 460, the protection module 220 is able to determine a direction of motion 432 and to continuously check for the reversal in direction of motion 432.

The EOT 200 mounted on the last car 416 of the train is in constant communication with the HOT 350 in the locomotive 414. As the train 410 travels between origination and destination points, the EOT 200 uses its built-in tracking device 210 to continuously check for a reversal in movement direction 432, characterized by a change from motion along any given heading to motion along the opposite heading. Any such change in direction is cross-checked with the HOT 350 in the locomotive 414. In an embodiment, the protection module 220 is configured to communicate with the HOT 350, to receive direction of motion 430 information from the HOT 350, and to compare the information of the HOT 350 with the direction of motion 432 of the at least one part 412 of the railway vehicle. If there is no confirmation from the HOT 350 that there was a corresponding reversal in the direction of motion of the locomotive 414, the EOT 200 concludes/determines that the reversal at the end of the train is a result of train separation, where the rear portion 412 of the train 410 is in a roll-back condition. In this case, the protection module 220 of the EOT 200 is configured to initiate an emergency brake application to stop the rear portion 412 of the train and to notify the HOT 350 that a train separation event has likely occurred.

The protection system 400 provides automatic protection of the train 410, with constant vigilance by the EOT 200 to detect a reversal in movement direction. In this case, the roll-back detection and mitigation happens promptly without waiting for communication loss to occur. Also, once detected, reaction to the roll-back is automatically handled by the EOT 200 and does not rely on the locomotive engineer for initiation of emergency brake application from the rear of the train.

The EOT 200 and automatic protection systems 300, 400 can be configured to perform automatic protection against train movement past an end-of-track boundary or railway switch as described with reference to FIG. 3 and/or to perform automatic protection against roll back on train separation as described with reference to FIG. 4 and FIG. 5.

Claims

1. An end of train device suitable of use on a railway vehicle comprising:

a tracking device providing location data of a railway vehicle,

a protection module comprising at least one processor and configured via computer executable instructions to monitor a motion of at least one part of the railway vehicle utilizing the location data, and initiate an emergency brake application of the at least one part of the railway vehicle in response to a detected state of motion.

2. The end of train device of claim 1, wherein the tracking device comprises a global positioning system (GPS) receiver or a global navigation satellite system (GNSS) receiver.

3. The end of train device of claim 1, wherein the protection module is configured to communicate with a remote tracking system comprising a database of geographic information including end-of-track locations and railway switch locations.

4. The end of train device of claim 3, wherein the protection module is configured to select an end-of-track location or railway switch location from the remote tracking system and establish a geo-fence around a selected end-of-track location or railway switch location.

5. The end of train device of claim 4, wherein the protection module is configured to transmit real-time position data of the at least one part of the railway vehicle in relation to the selected end-of-track location or railway switch to the tracking system.

6. The end of train device of claim 1, wherein the protection module is configured to access a locomotive-based database of the railway vehicle, the locomotive-based database comprising geographic information including end-of-track locations and railway switch locations.

7. The end of train device of claim 4, wherein the state of motion comprises a breach of a minimum safety distance, and wherein the minimum safety distance comprises a distance between the at least one part of the railway vehicle and the end-of-track location or the railway switch location.

8. The end of train device of claim 7, wherein the geo-fence corresponds to the minimum safety distance, and wherein the protection module, utilizing the tracking device, is configured to detect when the at least one part of the railway vehicle crosses the geo-fence and breaches the minimum safety distance.

9. The end of train device of claim 1, wherein the protection module is configured to detect a separation of the at least one part of the railway vehicle from the railway vehicle based on a reversal in direction of motion.

10. The end of train device of claim 9, wherein the predefined state of motion comprises a reversal of direction of motion.

11. The end of train device of claim 10, wherein the protection module, utilizing the tracking device, is configured to determine a direction of motion of the at least one part of the railway vehicle and to continuously check for the reversal in direction of motion.

12. The end of train device of claim 11, wherein the protection module is configured to communicate with a head of train device (HOT), to receive direction of motion information from the HOT, and to compare the information of the HOT with the direction of motion of the at least one part of the railway vehicle.

13. The end of train device of claim 12, wherein the protection module is configured to issue a message of train separation to the HOT after initiating the emergency brake application.

14. An automatic protection system comprising:

an end of train device comprising a tracking device providing location data of a railway vehicle, a protection module comprising at least one processor and configured via computer executable instructions to monitor a motion of at least one part of the railway vehicle utilizing the location data, and initiate an emergency brake application of the at least one part of the railway vehicle in response to a detected state of motion; and

a communication network interfacing with the end of train device and adapted to transmit data,

wherein the protection module is configured to communicate, via the communication network, the detected state of motion of the at least one part of the railway vehicle to another device.

15. The automatic protection system of claim 14, further comprising a remote tracking system comprising a database of geographic information including end-of-track locations and railway switch locations.

16. The automatic protection system of claim 15, wherein the protection module of the end of train device is configured to

select an end-of-track location or railway switch location from the database, and

transmit real-time position data of the at least one part of the railway vehicle in relation to a selected end-of-track location or railway switch location to the tracking system.

17. The automatic protection system of claim 16, further comprising a computer application for use on a mobile user interface device, wherein the computer application is configured, via computer executable instructions, to

access the remote tracking system, and

display the motion of at least one part of the railway vehicle in relation to the selected end-of-track location or railway switch location in real time.

18. The automatic protection system of claim 16, wherein the state of motion comprises a breach of a minimum safety distance, wherein the minimum safety distance comprises a distance between the at least one part of the railway vehicle and an end-of-track location or a railway switch, and wherein the protection module, utilizing the tracking device, is configured to detect when the at least one part of the railway vehicle breaches the minimum safety distance.

19. The automatic protection system of claim 18, wherein the state of motion comprises a reversal of direction of motion, and further comprising a head of train device (HOT), wherein the protection module is configured to communicate with the HOT, to receive direction of motion information from the HOT, and to compare the information of the HOT with the direction of motion of the at least one part of the railway vehicle.

20. A non-transitory computer readable medium storing computer executable instructions that, when executed by a computing device, perform a method of

accessing a remote tracking system comprising real time position data of at least one part of a railway vehicle and geographic information of end-of-track locations and railway switch locations, and

displaying, on a display of a mobile user interface device, motion of the at least one part of the railway vehicle in relation to the selected end-of-track location or railway switch location in real time.