Develop and Evaluate V-line train VR modules for safety and ergonomic enhancement

This project aims to develop and evaluate V-line train VR modules for enhancing safety and ergonomic standards. The project will explore the use of VR glasses for monitoring train operations and improving train maintenance. The research will focus on quantifying cognitive levels and measuring faster responses using VR technology. The study will also investigate the impact of transformative technologies on train operation and maintenance.

Develop and Evaluate V-line train VR modules for safety and ergonomic enhancement
Student Name –
Student ID –
Project Supervisor –
Unit Code –
Unit Name – Final Year Research Project 1
Unit Convener - Dr Kenneth Igbo
Institution – Swinburne University of Technology

Location - Hawthorn
Date – 29 October 2018
ABSTRACT
In the sector of the transport, people may choose to move on their foot, boat, aircraft and even
the bicycle. (Wang, Ning, Van and De 2016) All these transport systems are offered on the basis
of the competition with the rail. The rail has been used for quite some time for both the
transportation of the goods and the people. In the line of this particular competition, railways
have provided a significant contribution to the general infrastructure of the transport. In order to
ensure that these changes were achieved in accordance with the project objective, the literature
review started with the investigation into the purposes of the train control system. This was done
in the consideration of the context with which they operate.
The competing demand for safety was also considered alongside the economics and capacity.
The results of this particular task have been properly documented in the chapter of this study
(McEvoy, Ahmed and Mullett 2012). The recent studies have indicated that though the cases of

death in the accidents of the railway are relatively not common, the numbers of the passengers
that have sustained related injuries are on the increase.
The most common reasons for the occurrence of the railway accident are just derailment. The
impacts of such accidents will depend on several factors. Some of the factors include the type of
track that is involved, the speed of the train, the length of the train involved among others. The
other causes of the accidents include the damage to the rails. This happens when the rails
experience bearing failures and also defects of malfunctioning. The identification of such errors
can be done through the use of the Operational Error (OE).
Contents
ABSTRACT....................................................................................................................................2
INTRODUCTION...........................................................................................................................4
OBJECTIVES..................................................................................................................................6
RESEARCH QUESTIONS.............................................................................................................6
LITERATURE REVIEW................................................................................................................7
Accidents related to training 7
Sociotechnical System Approach.................................................................................................9
Function-behavior-Structure Framework...................................................................................12

The human factors and train.......................................................................................................13
Rail Safety..................................................................................................................................14
Rail Capacity..............................................................................................................................17
Platform management................................................................................................................18
Training for critical events.........................................................................................................19
The emergence of VR (Training in Virtual Environment)........................................................20
Presence in the Training.........................................................................................................23
METHODOLOGY........................................................................................................................27
Participants.................................................................................................................................28
VR glasses design......................................................................................................................28
Design Procedure.......................................................................................................................28
RESULTS......................................................................................................................................33
DISCUSSION................................................................................................................................34
Subsystem view..........................................................................................................................39
PROJECT MANAGEMENT.........................................................................................................41
Constraints.................................................................................................................................42
Gantt chart..................................................................................................................................42
CONCLUSION..............................................................................................................................43
REFERENCES..............................................................................................................................47

INTRODUCTION
In the current set up the freedom of choice has been considered a reality that is given to most of
the customers that purchase various products. In the sector of the transport, there is no exception.
In the sector of the transport, people may choose to move on their foot, boat, aircraft and even
the bicycle. (Wang, Ning, Van and De 2016) All these transport systems are offered on the basis
of the competition with the rail. The rail has been used for quite some time for both the
transportation of the goods and the people. In the line of this particular competition, railways
have provided a significant contribution to the general infrastructure of the transport. This kind
of the provision of the transport will only be considered by the customers in the cases where the
transport offered is safe and also cheaper in the long run (Bessel man Almér and Ferreau 2016).
Customers will always consider the level of comfort in any of the means of the transport that is
chosen for use. The development or just the design of the rail should be in such a way that allows
for the maximum level of comfort. This will be in connection to the ergonomic values of the
various components of the structures of the system. However, in the current days, both the price
and the quality of rail transport have been in the spotlight of the media. In most of the cases, the
views received have been negative (Markewicz 2013). This has been very true especially when it
comes to the issue of the V-lines that are basically meant to serve the safety and other
ergonometric standards. The subject of safety and ergonomic enhancement is basically a system
that is designed to ensure that the well-being of the passengers is taken care of. In order to
achieve the required standards of the safety and the ergonomic, a proper automatic system is
required. It is along the adoption of these standards that an Automatic Train Protection has been
recommended. This system is commonly referred to as the ATP. This particular system is
intended to ensure that there is the proper provision of the safety.

The title that has been chosen for this particular project will be used to enhance the
competitiveness of the rail transport other than making it the more cost effective. It is interesting
to note that at the beginning of the study, the idea was just a vague notion. The first initial step in
this particular project was meant to identify the scope of the project that was necessary for the
coverage. This would further help in the maximizing the profits or the benefits upon the
implementation.
In order to ensure that these changes were achieved in accordance with the project objective, the
literature review started with the investigation into the purposes of the train control system. This
was done in the consideration of the context with which they operate. The competing demand for
safety was also considered alongside the economics and capacity. The results of this particular
task have been properly documented in the chapter of this study (McEvoy, Ahmed and Mullett
2012).
After the establishment of the purpose of the ATP in the enhancement of the ergonomic and
safety matters, the study shifted on the historical development of the control of the train. The
research began with the investigation of the methods of the control of the train itself. Having
successfully completed the prior review of the context of the train protection, the study has
therefore been directed to the detailed consideration of the adopted approaches. In order to
effectively achieve this, the variety of automatic and manual train protection system that has
been in the use in various parts of the world was given close consideration(Narayanan,
Chandramohan, Chen, Liu and Saminathan 2016). In some of the cases where the published
materials that address the subject were missing in the period of the literature review, the
interviews were conducted to ensure that the basis of the action was established. The interviews
were conducted by the professional who was very experienced in the control of the train and its

operation. In the background of this particular research, it was discovered that the other area that
should be given much consideration should be the carrying capacity. In this particular evaluation,
the issue of the safety and ergonomic was given the primary consideration. This led to the
comprehensive research on the areas like:
 The train performance in the braking
 The criteria of the speed supervision
 The capacity effect of implementing the system of the ATP with different methods of the
transmissions
The time that was available for this particular research work could not generally allow for the
exhaustion of all research areas. The recommendations for the further research work has been
provided in the last chapters of these particular documents
OBJECTIVES
To develop and evaluate V-line train VR modules for safety and ergonomic enhancements
RESEARCH QUESTIONS
1) How these technologies can quantitate measure cognitive levels and influence the faster
responses?
a. What will be the impact of using VR glasses to monitor operations within the
work site?
b. How transformative technologies can be used to enhance train operation for
train maintenance?

LITERATURE REVIEW
Accidents related to train
When accidents take place, regardless of the circumstances that led to the occurrence or the
measures of the safety that were put in place, the major worry is about the level of safety of
traveling using a train. Also whenever a vehicle of the kind of train crashes, there is a normal
loss of life and properties that are very extensive. What does the data indicate regarding train
safety? Why do the accidents of the train occur and what measures can be taken to make the
travel of the train less dangerous?
Figure 1: An accident scene for a crashed train (Markewicz 2013).
The recent studies have indicated that though the cases of death in the accidents of the railway
are relatively not common, the numbers of the passengers that have sustained related injuries are
on the increase. The most common reasons for the occurrence of the railway accident are just
derailment. The impacts of such accidents will depend on several factors. Some of the factors
include the type of track that is involved, the speed of the train, the length of the train involved
among others. The other causes of the accidents include the damage to the rails. This happens

when the rails experience bearing failures and also defects of malfunctioning. The identification
of such errors can be done through the use of the
This paper gives an account of a flow look into the task in which virtual reality test systems are
being examined as methods for reproducing perilous Rail work conditions with the end goal to
permit prepare drivers to have basic leadership under pressure. When working under high-
pressure conditions prepare drivers to need to move past procedural reactions into a reaction
initiated through their own critical thinking and basic leadership aptitudes. This examination
centers on the utilization of stress immunization preparing which plans to manufacture driver's
trust in the utilization of new basic leadership abilities by being over and again required to react
to unsafe driving conditions. Specifically, examination makes utilization of a prepared train
driving test system that imitates possibly pressure actuating genuine situations. Starting pilot
explore has been attempted in which drivers have encountered the preparation reproduction and
in this way finished studies on the level of drenching experienced(Geiselhart, Rietzler and
Rukzio 2016)
Simultaneously drivers have additionally partaken in a speed observation analyze intended to
dispassionately quantify the constancy of the virtual preparing condition. Standard information,
against which basic leadership aptitudes post preparing will be estimated, is being accumulated
through subjective errand examination intended to distinguish essential choice necessities for
particular rail occasions. While significant endeavors have been put resources into enhancing
Virtual Reality innovation, little is thought about how to best utilize this innovation for preparing
staff to react to work environment conditions in the Rail Industry. To empower the best
utilization of test systems for preparing in the Rail setting the undertaking means to recognize
those variables inside the virtual reality that help required learning results and utilize this data to

configuration preparing reenactments that dependably and securely prepare staff in required
working environment risk reaction abilities(Hockley, Bancroft and Bryant 2012).
The rail organize is one of the basic framework segments in many economies around the globe.
The idea of the rail setting has changed massively over the past decades with generally quick
changing specialized frameworks over all zones including correspondences, flagging and control
capacities, what's more, expanded data in driving train. With the execution of trains consistently
expanding, what's more, the driving undertaking ends up to an ever increasing extent complex.
Inside an arrangement of restricted limit, the business must meet the abilities required of both
staff and travelers. Security, productivity (grasping cost contemplations), quality and
dependability that administration has are all continually compared. Against the present
foundation of political and social weights for more open transport, and genuine as well as
proposed new specialized what's more, hierarchical frameworks, the industry as an entire has
seen a few prominent mischances. It is against this foundation that new requests are being set on
reenactment preparing approaches generally utilized in rail.
Sociotechnical System Approach
Sociotechnical systems theory was developed and refined by a number of researchers, and a
simple description of a socio-technical system was summarised by research works, which intends
to combine humans, machines, environments, work activities, and organizational structures and
processes with the purpose of improving the overall quality of working life. The Sociotechnical
Systems Approach is a complete design process for the analysis, design, and implementation of
systems, which focuses on the merger between social and technical systems and the environment

(Elizondo et al 2015). Some sociotechnical principles were presented in detail for guiding system
design by experts such as meta-principles, content principles, and process principles.
In the past studies, there has been proposed working system compatibility theory for achieving a
balance among key elements of the work system. This theory provides a methodology designed
to comprehensively evaluate and improve human performance in the workplace. It is based on
two premises. One is that the synergistic effects of all work factors regarding users' performance
in the workplace must be considered. The other is that the work system elements must be
balanced to optimize all facets of workplace human performance measures simultaneously.
Figure 2: Grouping of the premises (McEvoy, Ahmed and Mullett 2012)
To all the more likely comprehend the necessities of complex sociotechnical frameworks a
specialist built up a technique (Requirements Engineering with Scenarios for a User-focused
Environment, RESCUE) for incorporating human action models, innovative structure
workshops, and framework objective models. The RESCUE forms comprise of four streams that
run simultaneously and are commonly steady, which cover human action displaying, framework

objective demonstrating, utilize case demonstrating and particular, and necessities
administration. This strategy has been connected in indicating necessities of aviation authority
(CORA-2 framework).
A researcher acquainted a nonexclusive structure with think about human execution in
sociotechnical frameworks. The creators guaranteed human execution, activities, and choices as
Performance Shaping Factors (PSFs) contributed either emphatically or adversely to
sociotechnical framework execution, which comprises of individual variables, dynamic
individual elements, authoritative components, assignment factors, group factors, framework
factors, and ecological elements (Markewicz 2013). In light of the current Railway-Performance
Shaping Factors scientific categorization (R-PSFs) and the fundamental ideas of Cognitive and
Behavioral Science, another Cross-Sectoral Performance Shaping Factors (C-PSFs) scientific
classification was produced to give new perceptiveness with respect to any idle communications
between the people and their workplace.
A few specialists additionally proposed to build up a working circumstance model to take care of
the sociotechnical issues. Their examinations for the most part centered on security prerequisites
joining in the plan stage. Despite the fact that that Sociotechnical Systems Approach has
presented positive changes from the social viewpoint, the social frameworks are regularly
overemphasized and specialized frameworks get less consideration in the plan procedure
(Elizondo et al 2015). Poor structures are as yet ordinary around the globe with regards to
making a hierarchical framework (counting both the social and the specialized framework) that
can perform complex assignments well together. The Sociotechnical Systems Approach stays to

be enhanced and a few future bearings were given by different investigations (Young, Lenne,
Beanland, Salmon and Stanton 2017).
Capacity conduct Structure Framework
The Function– Behaviour– Structure (FBS) system was produced by specialists to speak to the
plan procedure as changes between capacity, conduct, and structure. It guaranteed that the
capacity and the structure must be connected through conduct, which clarifies the subject of 'how
structures satisfy the capacity'. Thereafter, the arranged FBS system was produced by research
work dependent on the past investigation, which gave the capacity of tending to an operator's
collaboration forms with the outer world and inside itself.
To consider the client factors in the structure stage, a conduct configuration approach was
proposed to coordinate client conduct in the item configuration process. In their examination, the
capacity is ordered into the programmed capacity and manual capacity. In particular,
programmed work is accomplished by the structure, where the manual capacity is satisfied by the
client. Structure conduct and client conduct are driven by the structure and the client, separately.
The cooperation between structure conduct and client conduct is broke down to check whether
the structure conduct meets execution criteria (usefulness, efficiency, security, cost, quality, and
so forth.) or not. At last, this methodology was produced as a PC helped programming to help the
structure work.

Figure 3: Function behavior framework (Markewicz 2013)
Literature in this category mainly addresses organizational ergonomics. These studies aim at
integrating user behavior to evaluate the design. However, it is imprecise to classify the function
into two categories. Sometimes, it is difficult to define whether a function can be fulfilled by the
structure or the user (Elizondo et al 2015). Some functions may be fulfilled by the cooperation of
the user and the structure.
The human factors and train
The system of the railway is made up of the people and the equipment. The other components
may include the rules and the regulations that are known to provide proper governance on the
activities and the operations of the trains. The state of the train will vary starting from steady
state to the international stage. The transport system of the railway differs very much with those
other means of transport in a number of ways. The most commonly known characteristic of
having inherent restrictions of the movement is limited to one degree of the freedom. The train is
normally forced by its flanges in the wheels to ensure that the lateral guidance of the rails is
strictly followed. The braking distance of the train is normally very long. This is because of the
high operating speed. The large mass of the train and also the low coefficient of friction between
the wheels and the rails contributes to the reduced efficiency. These factors actually lower the
driver's reaction to the objects within the line of the sight. As a result of these factors that have
just been mentioned, it is not possible to operate the train like the traffic in which the driver has

the entire responsibility of ensuring that the vehicle is brought to rest (Rauschnabel, Brem and
Ro 2015).
The operation or the use of the fixed track infrastructure makes the options for routes available
much smaller than those of air, road and even sea. The restriction is normally accentuated by the
need for the safe preparation that is to be maintained between the specific trains in the same
track. The greater requirement that is connected with the scheduling of the programs will ensure
that there is always maximum use of the routes. Based on the characteristics of the railway
transport, the study has suggested proper management of the rails of the system to ensure that the
support to the operating system is proper. The operating system will, therefore, be maximized
within the number the train paths. The paths will be designed accordingly to accommodate the
demands by being very reliable in terms of the offered services. The control system will be
designed in such a manner that matches the provision on the rails.
Rail Safety
The safety of the railway operation has been given recognition since they are associated with the
practical limitation of the economics. The previous studies have indicated that the main objective
of the signaling for the control of train is to ensure that there is the provision of safety without
further compromise on the economy in terms of time and money. This particular velocity is still
relevant today just as it was previously. The principle used here states that the risk to the society
and even to the individual should be as low as possible in the practical application it is important
to note that over 50% of the accidents the accidents of the railway transport take place on the
rails. The rail design will determine the stability of the system at length. The principle of the
ALARP is as indicated in the illustrative diagram below

Figure 4: ALARP mechanisms (Markewicz 2013)
In order to adopt the approach and ensure that the safety measures are realized effectively on the
rail, the tolerability of the involved risk must be assessed in any of the activities. This tolerability
assessment can be achieved in very many ways.
When the level of the risks is too high to be accepted, the legislation is used in the prohibition
process. The qualitative assessments can be used to establish the nature of the broadly accepted
risk. The assessment may include the use the engineering.
In the cases where the tolerability of the risk involved is not so clear, the clarification can be
achieved through the use of the qualitative assessment. The level of the risk is determined and
the comparison is done on the cost mitigation. This analysis will allow for the classification as
ALARP or not. The use of the rails exposes several groups to the risks including the staff, the
assets, and the customers. These risks are normally interpreted into the methods that result into

the hazards. These must be properly regulated in a way that brings the risk to the person, the
society and the cooperate bodies. At these levels, the risks can be maintained properly.
Figure 5: Sample risk on rails (San et al 2015).
The definition of the tolerable risk has been very much contentious. Most of the department for
transport has provided a suggestion of what is believed to be proper in the long end. Most of the
accidents that occur along the rails have been very fatal. The accidents are associated with
suicides and trespassers. The other causes have their statistical values vary from one year to
another. In the order of the order of the significance, the following list can be generated;
 Train accidents resulting from the collision
 Individual being run over or just falling over from the train
 The other accidents that occur at the station and are not related to the rails in any way.

It is very clear that the control system of the train cannot be used in the reductions of the
accidents that have not been generated from the system of the railway. Such accidents may
include falling down from the stairs within the station of the railway. It is however very much
possible to ensure that some kinds he accidents are avoided by the use of the railway control
system. The table that has been provided below indicates the categories of the most accident that
are experienced in the station most of the time. As from the table, it is very much evident that the
train control system offers very many solutions (San et al 2015).
The provision of the solutions is also realized from the civil engineering as well as the design of
the rolling stock. According to the data that are available regarding the cases of the accidents.
There has been a falling trend (Chevrier, Pellegrini and Rodriguez 2013). This falling trend can
be explained in a number of ways including improved braking performance, continues
development of the signaling system the s, introduction of the better rolling stock and finally the
introduction of the number of the driver performance that has assisted in the improved regimes.
The current trends of the accidents can be projected so as to allow for the estimation of the
railway fatalities in the near future ( Mulvihill, Salmon, Lenne, Beanland and Stanton 2014). The
analysis of the statistics of the railway safety and also the prediction has continued to indicate the
potential to have such risks reduced as low as possible. The reduction procedure has been
suggested by the ATP.Some of the institution that has recognized this fact has had their systems
revised so as to accommodate the changes.
Rail Capacity
The train control systems are needed to ensure that there safety operation of the train at the
regulated speed. This required speed and capacity will be dependent on the capacity of the rails
that are used. In order to ensure that the safety is properly provided, the control system of the

train will always restrict the capacity or will just limit the speed unduly. This will undermine its
own justification. It normally advisable to consider using lower speeds, lower capacity in the
provision of the solution since these two parameters will demand a lower level of the system
control. Similarly, if the control system of the train is considered to be responsible for the
improvement of the safety at the rails then operating speed will be used. In general, justification
will be based on the safety standard. It is possible to indicate the benefits to the activities within
the rails. The most commonly used approach to the measuring of the space or the capacity of the
rails falls thin the signaling profession.
The headway must always be permitted at the safe level. The headway refers to the time or the
distance that exist between one trains to the other as they move on the rail. This provision is very
important since it does not allow the possible collision of the trains on the rails. The
measurements of the capacity are normally considered the approach that allows for seconds
between the trains on the rails. The expression of this function will be expressed as trains per
hour on the trains. This particular project seeks safety on the rails by considering the relevant
parameters that include the headway distance, the headway time and the general headways. The
headway distance refers to the minimum distance between the trains that the signaling will
permit when the train is in motion on the rails so as to ensure that the track head does not affect
the train that follows (Frilli, Meli, Nocciolini, Pugi and Rindi 2016). The headway time refers to
the minimum time that exists between the trains that the process of the signaling will accept so
that the activity of the train that ahead does not affect the one that is behind.
Platform management
The reduction of the time that a train which is stationary on the rails takes is commonly referred
to as the dwell time has been treated as a major concern for timeline and other lines with higher

densities of the operation. Dwell time normally occur as a result of several delays that are
associated with the train and also the design of the platform. The other factors that will lead to
the creation of the dwell time on the rail include the following
 Service regulation
 The practice of the operation
 The behavior of the passenger
Training for critical events
Serious accidents are an awful however regularly unavoidable piece of regular day to day
existence, no place all the more so than in industry, especially where substantial, human worked
hardware is grinding away. Much exertion has been given to the undertaking of lessening the
odds of such mischances by means of the presentation of wellbeing and security enactment as
well as representative instruction programs. Appropriate preparing in individual and group basic
leadership under pressure and emergency administration can colossally decrease the effect of
such occasions. For rail, concerning avionics and guard settings, it is prescribed that driver
preparing be contrived for circumstances where conditions are strange or corrupted on the
grounds that this is the place cataclysmic outcomes can result. Drivers should be prepared for the
most noticeably bad instead of a typical day's tasks. They require upgraded abilities to bargain
with crises, especially subjective aptitudes known to be liable to corruption under pressure, for
example, basic reasoning, critical thinking, and basic leadership.
Modern rail simulators give a full driving train as well as a 180-degree projection with 3D virtual
pictures of components which comprise a typical railroad arranges. Of urgent significance to
preparing, these test systems can likewise present unsafe climactic conditions, for example, haze,

rain, wind, amazing sun, or then again particular working conditions, for example, overwhelming
movement, mischances, flawed signs and individuals on the track. Test systems for rail-related
preparing are present across the board utilize. Research giving an account of reenactment based
driver preparing, be that as it may, has been for the most part focused on such subjects as flag
acknowledgment, exhaustion, and watchfulness.
Test systems give the chance to prepare drivers to over and overtraining their ID, what's more,
reaction to crises. The possibility to reproduce a horde of possibly undermining circumstances
both moderately inexpensively and effortlessly is broad. It is astonishing in this way that
moderately little research accentuation has been given to test system based preparing strategies
for getting ready to prepare drivers for such basic occurrences. Railcorp has a background
marked by test system situated in-taxi driver preparing with an attention on security
administration. In later years reality focuses have been utilized to convey non-intuitive scenes of
virtual staff neglecting to pursue rules and methodology. Chances to ponder and examine fitting
options were the center of the learning outline. All the more as of late Railcorp has underscored
an expansion in the level of direct communication in their reproduction based driver preparing
programs. There is a vital job for intelligent test systems in repeating debased basic occasions
and building up to them as a central part of rail preparing programs
The emergence of VR (Training in Virtual Environment)
Virtual the truth is a counterfeit domain that is made with programming and introduced to the
client so that the client suspends conviction and acknowledges it as a genuine situation. On a PC,
virtual the truth is basically experienced through two of the five tests: sight and sound. The least
difficult type of virtual the truth is a 3-D picture that can be investigated intuitively at a PC,

ordinarily by controlling keys or the mouse so the substance of the picture moves toward some
path or zooms in or out. More modern endeavours include such methodologies as fold over
presentation screens, genuine rooms increased with wearable Cs and haptic gadgets that let you
feel the showcase pictures. Virtual reality can be separated into the recreation of a genuine
domain for preparing and training (Elizondo et al 2013). The advancement of an envisioned
domain for an amusement or intelligent story.
Figure 10: Supervisor positioning VR glass (Freina and Ott 2015)
The Virtual Reality Modelling Language (VRML) enables the maker to determine pictures and
the tenets for their showcase and connection utilizing literary dialect articulations. See
additionally: enlarged reality See a video prologue to virtual reality: This was last refreshed in
May 2015 Keep Reading About virtual reality Increased reality business applications begin to
get genuine Prevail upon clients with 3D and virtual reality The introduction of the AR
undertaking London-based virtual real start-up up in journey for elective universes How virtual
reality functions Related Terms business process s. A business procedure is a movement or set of
exercises that can achieve a particular hierarchical objective.
The existence of the Train control system is normally within the context of the railway that is
operational. They function to ensure that the train operates very safely and also efficiently in a

manner that satisfy the needs of the customer, the authority for the regulation and the operators
of the railway Considering that the primary goal of the railway system is normally connected
with the physical transfer of the passengers and also goods, it is thus very crucial for the train
control to check on the position control of the train. This implies that the essential purpose of the
control system will be;
 To ensure there is the maintenance of the safe distance between any two trains that are on
the same tracts so as to avoid the possible collusion.
 To ensure that the movement of the trains at the junction and also at the pints of crossing
other paths
 To regulate the movement of the train at the station as well as the area between the
junctions
 To ensure that there is regulation of the passage of the trains that should be guided by the
density of the services at the time scheduled (Ciccarelli, Iannuzzi and Tricoli 2012).
Objectives of teaching in VR incorporate preparing people to work complex apparatus, to react
properly to quickly unfurling occasions or to work in situations that would generally be
excessively costly or antagonistic, making it impossible to be utilized on an everyday premise.
Such settled employments of VR are getting to be both more across the board and additional
convincing, provoking examination of its application to preparing improved basic leadership
aptitudes. VR has been shown to upgrade the improvement of quality basic leadership aptitudes,
especially under the pressure forced by time impediments and the help of a prepared work force's
memory of learned abilities in virtual conditions (VE). The adaptability of VEs can be utilized to
improve those highlights of the condition that are particular to the focused on assignments to the
detriment of those which are no (Cavallari, Zheng, Cai, Chang and Cambria 2017). Earlier

research in VR and instruction has portrayed various factors important to VR-based basic
leadership preparing. Particularly in circumstances where there is an anomalous activity, what's
more, the objective of preparing is to react to most noticeably bad as opposed to a typical day's
activities. At the point when reenactment based preparing goes past the obtaining of required
information and capacities, what's more, the point is to set up the person to perform successfully
in an unpleasant situation, this is normally alluded to as pressure introduction preparing. This
preparation centers around building up the intellectual abilities, for example, decision-making,
required keeping up compelling execution under pressure.
A pivotal component of the methodology is to give chance to rehashed hone under operational
conditions like those liable to be experienced in the true settings. A variable broadly
acknowledged as being decidedly identified with upgraded learning and execution in VR and
accordingly exceptionally attractive is 'nearness. For stress introduction preparing, likewise with
other types of VR preparing, adequacy and fruitful instructive results are more firmly reliant on
the feeling of essence felt by the student, than the extravagance of accessible pictures. It is
entrenched that seriousness and intelligibility of a boost set advances learning and in VR,
nearness has been recognized as a key prerequisite in accomplishing this.
Presence in the Training
Mentally, an effective virtual ordeal will influence the client to wind up engaged with the world
to the point where he or she encounters a sense of essence in the virtual world or of truly being
there. Feeling of essence has been broadly looked into as a key develop encouraging the
adequacy of virtual reality (VR) in preparing and is accounted for as one of the significant
highlights expected to guarantee the exchange of information from the virtual to this present
reality. A solid feeling of essence is connected to the nature of the preparation since the

involvement in the VE has been appeared to prompt recallable information in reality as an
outcome of how engaging the involvement in the virtual world was. Officially, much research
has been given to finding what elements can add to a feeling of such kind (Ebert, Nguyen,
Breitbeck, Braun, Thali and Ross 2014).
Already much of the research work has been dedicated to finding out the kind of factors that
contribute to the existence of presence in VEs. A widely accepted set of presence causal factors
that have been developed over many years by scholars include measures of involvement, sensory
fidelity, adaptation/immersion, and interface quality. As alternatives to causal factorial approach
to presence measurement, another approach is to ask users to introspect on their experiences in
the virtual environment. The main criticisms of introspection are related to the need for
subjectivity in responses(Freina and Ott 2015). Slater claims self-report is not appropriate for
measuring presence because the measurement becomes inexplicably tied to personal aspects of
the user. However, as stress training VEs rely on an intense emotional response from users, their
subjective reports of the VA's ability to achieve this is important. Introspective measures of
presence have therefore also gained significant acceptance. The current project is a pilot test of
the level of presence experienced by users of the current Railcorp in-cab driver training
simulations. The primary research goal of the pilot is to gain some preliminary data on the
immersive impact of the training scene. In a later, large-scale study these measures will be
supplemented by physiological measures and measures of rail decision-making skills (RDMS).
Cognitive task analysis of the train driver task is currently being used to build measures of
RDMS. The overall aim is to determine the effectiveness of train driver workplace accident and
disaster training using the in-cab simulators. Specifically targeting the enhancement of decision-

making skills the main study uses a stress inoculation training design. These findings will then be
used to inform(Powell and Palacín 2015)
Computer-Aided Design
PC Aided Design framework was at first used to serve for the creation, adjustment, investigation,
or enhancement of a structure dependent on PC frameworks. At present, CAD frameworks have
been extended to other potential uses, for example, advanced human models (DHMs), computer
generated reality (VR), and re-enactment. To coordinate HF/E data into the plan stage, CAD
instruments are required to empower the ergonomics information accessible when performing
ergonomics investigation and working environment structure. PC Aided ergonomics as a part of
CAD was proposed to take care of complex ergonomic issues including collaboration between
the human body and its condition.
The writing on this issue for the most part centers around ergonomics examination and working
environment structure. DHMs were produced for CAD devices to speak to the ability,
necessities, and execution of the objective populace under the thought of work environment plan
in the virtual condition. Numerous CAD devices enable architects to create DHMs dependent on
an anthropometric and biomechanical database with the end goal to assess workstation
ergonomics (achieve zone, physical execution, and method investigation). To beat the
confinements that most CAD DHM instruments just think about static stance, roused by human
engine control and apply autonomy and material science recreation, a researcher proposed
dynamic DHMs that can be consequently controlled in power and speeding up. DHMs give an

opportunity to exam the different structure situations before building a physical model stage; in
any case, it is expensive (Kobavashi Kondo, Iwasaki and Tstmura 2017).
VR rises as a promising procedure that gives proficient and successful help to item plan. It shows
a virtual scene to speak to the working environment for clients to perform errands in a virtual
domain. In a similar period, Buck the consolidated VR procedure and DHM apparatus to enable
individuals to take part in structure. Some different investigations likewise demonstrated the
practicality of VR in ergonomic applications with respect to different tasks of human
development estimation. This was trailed by the presentation of increased reality (AR) and
virtual condition (VE) models to assess the appropriateness of virtual prototyping to think about
HF/E amid the structure stage. The outcomes demonstrated that the VE framework was more
reasonable to help the estimation of deceivability, reach, and the utilization of apparatuses than
the AR framework. The discoveries of these investigations give direction to the execution of
virtual models amid the plan stage (Lenné, Salmon, Beanland, Stanton and Filtness 2013).
In outline, these examinations can address physical, psychological and authoritative ergonomics,
which fundamentally apply HF/E data to assess and approve the great many designs choices,
have been made. It might happen that some plan changes because of prerequisites change (isn't
talked about in this paper) with the inadequate investigation of non-useful necessities; in this way
the conduct must respect the framework or the item. Some plan changes might be required

because of HF/E issues and it will be expensive and time-consuming(Mohini, G.J., Baskaran,
G.S., Kumar, V.R., Piasecki, M. what's more, Veeraia 2015.)
It is very evident that the control system of the train cannot be used in the reductions of the
accidents that have not been generated from the system of the railway. Such accidents may
include falling down from the stairs within the station of the railway. It is however very much
possible to ensure that some kinds of accidents are avoided by the use of the railway control
system. The table that has been provided below indicates the categories of the most accident that
are experienced in the station most of the time (Markewicz 2013). As from the table, it is very
much evident that the train control system offers very many solutions. The provision of the
solutions is also realized from the civil engineering as well as the design of the rolling stock.
According to the data that are available regarding the cases of the accidents (Wullems, Baker
Beh, Upton and Wayth 2013).
Digital human Model
Advanced human models with regards to this area are PC created portrayals of people utilized in
PC helped plan (CAD) or comparative projects. These models are progressively being utilized by
ergonomists furthermore, different architects to plan for both hardware and workplaces to
address the issues of human administrators. They have the benefit of permitting the creator to
investigate the potential points of interest and weaknesses of various plan designs without
requiring the development of costly physical mock-ups utilized previously. Utilizing an
advanced human model, plan architects can position and control administrators of changing
anthropometry inside the reproduced workplace (Markewicz 2013). An assortment of various
investigations can be performed depending on the modernity of the PC bundle. As of now

accessible investigation modules include reach and clearance the field of vision and visual
checks, work act and biomechanics, metabolic vitality consumption, time, movement among
others. Likewise, the capacity of these models to progressively recreate human administrators
inside proposed building ventures has moved toward becoming a mainstream introduction and
deals devices (McEvoy, Ahmed and Mullett 2012)
Virtual Reality
Virtual reality has greatly changed the way people human beings perceive the world and
the user experience is continuously being done to achieve great and effective experience.
Nevertheless, the commercial impacts and effects of the Virtual Reality lacks enough research. It
is thus uncertain which role virtual reality has in information system presently. This systematic
literature review focuses on the commercial effects of virtual reality and the field of study
where virtual reality is commonly used. In order to answer this question, a reference manual
was used which was obtained from the literature review protocol standards and carried out.
Results from this study shows that the virtual reality systems have a wide range of
applications and an essential potential for the revolutionizing our day to day life in this
modern world.
The most common definition for virtual reality is the application of computer-generated 3D
environment that the users can be able to navigate and interact with at the same time, hence
resulting in a real-time simulation of one or more of the user’s five senses. To be specific,
the three key elements which are characterised with the virtual reality I.e. i ) Visualization,
whereby the user of the virtual reality has the ability to look around , normally with the use
of the display which is generally mounted on the head. Ii) Immersion, this is the suspension of
the belief and the physical representation of actual objects. Iii) Interactivity, This is the degree

of control over the experience , normally achieved with the application of sensors and an
input of devices like the joysticks and the keyboards , the two terms which are commonly
found in the virtual reality research Virtual Worlds and are Virtual Environments. Guttentag
in their study on using virtual environments in tourism education. Even though the essence of
their study discusses concepts that characterize VR, the term VR is never used, with the authors
opting to use virtual environment. As it is not a technical term, the definition of virtual
environment in research ranges vastly from being described as simple as e-learning.
Virtual worlds are normally described as persistent virtual environment, open 24/7 and hence
enable people who are represented by the avatars i.e. a person represented in a 3-D form to
create, interact and play in real time learning through the world of the second life a hospital
and tourism experience. Currently, one of the most active virtual world platforms is Second
Life, an internet-based virtual world where avatars socialize, network and create their own
virtual spaces. Founded in 2003, Second Life boasts 36 million residents with more than 1
million active users monthly. Infographic: 10 years of second life. In 10 years, transactions
within the virtual world economy amounted to USD 3.2 billion The rise in popularity of virtual
worlds has not gone unnoticed in the tourism industry with Sweden, Maldives, Estonia,
Kazakhstan, Serbia, and Italy all having virtual embassies alongside hospitality organizations
like Starwood, Hyatt, STA, and Crowne Plaza in the Second Life virtual world Actual tourism
sites range from re-creations of Paris’ Eiffel Tower and Arc de triomphe de l’E 'toile to Kenya’s
Maasai Mara villages which avatars can examine, walk around. Much like reality, the social
aspect is prominent, where avatars can travel to these attractions in groups and interact with other
avatars present at the site. Even tourism education is marketed in Second Life, with The Hong
Kong Polytechnic University’s School of Hotel and Tourism Management creating a virtual

campus on the platform. This is interesting because acquiring land to set up things like embassies
and virtual campuses in Second Life requires real money. Instead of being an unlimited sandbox,
Linden Lab describes buying land as akin to renting storage space on their servers, with more
land costing more money. This means that these embassies, universities, virtual hotels, and other
tourism entities view time and financial outlays in Second Life as a worthwhile investment. This
signals the growing importance of virtual worlds in the tourism industry and yet, academic
research remains scant.
The learning Affordances of virtual reality
For several decades, VR learning affordances (properties that can allow for learning) have been
documented with some suggesting that the technology has the potential to radically transform
education. Dalgarno & Lee (2010) argue that 3D virtual learning environments can: enhance
spatial knowledge; facilitate experiential learning that would otherwise be impossible or
impractical in the real world; can
Improve transfer of knowledge and skills learned in virtual environments to real situations; and
can increase motivation and engagement in learning and lead to richer collaborations. De Freitas
& Veletsianos (2010) extend on this by suggesting that 3D VLEs can: present new opportunities
for creativity in learning through role play and mentoring, open up learning spaces for rehearsal
and exploration, experimentation and user- generated content; and broaden capabilities for
learner-led problem and inquiry-based learning.
Mikropoulos & Natsis (2011) highlight the following learning affordances (properties or
features) of VR which can contribute to learning:

o First order (person) experiences that support social constructivist conceptions of learning.
o Natural semantics or understanding the basis of something before learning about its
symbols and abstractions. For example, manipulating angles before learning about why
angles are important in mathematics.
o Size and scale manipulation where users can change the size of themselves, objects or
environments to interact with micro/macro worlds. For example, going into an atom.
o Reification or transforming fairly abstract ideas into perceptible representations. For
example, travelling with a virus as it mutates and spreads within a population.
o Transduction or extending user capability to feel ‘data’ that would normally be beyond
the range of their senses or experiences. For example, a simulation of the migration paths
of whales that allows the learner to follow the paths of different species.
Recent research has highlighted the potential for IVR to act as an ‘empathy machine’. This
research suggests that swapping perspectives in an embodied way (a key affordance of IVR) can
challenge stereotypes and bias. Highly IVR experience can induce an illusion of ownership in
someone else’s body, and that person might be of a different age, gender or from a different
ethnic, cultural or religious group. In one experiment, Maister and colleagues (2015) had light-
skinned Caucasian participants occupy either a white or black avatar body in a virtual
environment where they could see their body from a first-person perspective when they looked
down, as well as in a virtual mirror. A control group of similar participants had either no virtual
body, or the body that was purple in colour in the virtual environment. The researchers measured
the implicit racial biases of all participants, before and after the experiment. They found that
participants ‘who embodied a black avatar showed a decrease in their implicit biases against
black individuals, which was significantly greater than for those who embodied a white avatar.

virtual reality and school education
Given the recent commercial availability of IVR, it is unsurprising that there is limited research
on using IVR in school classrooms. There is a growing literature on IVR for learning in higher
education, especially in engineering, science and medicine and some of this may have
implications for using IVR in schools. For example, Potkonjak et al’s [2016] reviews the benefits
of virtual laboratories in science, technology and engineering higher education, highlighting the
potential cost-effectiveness of high quality virtual laboratories and the way in which multiple
students can access virtual equipment which is, unlike physical equipment resistant to damage.
They also suggest that virtual laboratories can make the ‘unseen’ as the cover of equipment can
be easily removed or made transparent to how the workings of the inner structure (in a robot, for
example, it is possible to easily to reveal all its working parts). Potkonjoak et al. (2016) do warn
however that virtual laboratories are often time consuming to develop, that students may not take
simulated experiences as seriously as real ones, and that in the final or advances stages of
training and learning, there is no substitute for actual hands-on experience with real equipment.
The results from a recent science laboratory experiment with university students, which
compared learning in desktop VR with immersive (HMD) VR, suggested that while students felt
a greater sense of presence in IVR they may have experienced cognitive overload resulting in
poorer test performance.
Interestingly, the issue of cognitive load and highly realistic simulation experiences has been
explored in an experiment with 14-15 year olds, some of whom were given desktop computer
space flight simulator experiences in classrooms (lower immersion) while others were allowed
access to a large scale realistic space flight simulation in a customised truck (higher immersion).

The study found that immersion levels did not affect learning outcomes but that a higher level of
sensory immersion may impeded conceptual processing. While relatively small in number,
methodologically rigorous studies using desktop VR in school STEM classrooms have shown
that the technology can assist in developing higher order thinking skills in students.
Most literature on immersive virtual reality in schools is primarily descriptive in nature; for
instance, Minocha, Tudor, and Tillings (2017) exploration of how Google Expeditions might be
used in the classroom. There are some small scale experimental studies with an educational
focus; for example, where certain conditions such as emotional induction (mood manipulation)
and level of immersion are altered in order to measure short- term knowledge retention.
An international survey of educators on the learning affordances of wearable technologies, such
HMDs, identified a range of issues. These included: privacy; the potential for learner distraction;
cost of equipment; a concern that the novelty of using a new ‘gadget’ would displace the
necessary focus on pedagogy and learning design; and a lack of off-the-shelf software suitable
for educational purposes.
Questionnaire
A modified presence questionnaire was utilized in the recording of the feedback from the user.
The questionnaire was done in connections to various aspects of the prototypes including the
quality of the digital environment and the degree of the immersiveness.The evaluation was on
the basis is of the index scale
Function Index (FI)
Very poor Poor Average Good

¼
2/4
¾
<4
Participants
Sixteen male students from the Technical University of Kenya with the mean age of 23.67years
and s.d=1.07 took part in the study. All the participants reported vision that was very normal.
These individuals were chosen so that the study could be conducted on them and have their
performance monitored. The other forms of group chances were that they could not be
monitored. All the participants were mentally upright. The questionnaire on the demographic had
indicated earlier that that out of 16, 3 participants had experience with the use of the VR
especially in the gaming environment.
Frame work
Accuracy
The framework that has been shared indicates layers that were used for the analysis. The training
deficiencies are identified with gaps and the mismatches at the interface and this extends to the
used programs .The outer layer corresponds to the needs of the real training. The source of
information therefore remains to be the interviews.
Time

Considering that the interviews were conducted on the relevant group that could be accessed
easily, delays were limited. The second layer therefore focuses on the capabilities of the model to
effectively handle the constraints within the required time.
Tools
The trial setup comprises of a Dell Precision PC used to produce designs and incorporate
different equipment frameworks. A Christie Mirage projector is utilized for back side projection
on the screen to make a semi-vivid virtual condition. Dynamic stereo shade glasses were utilized
by the members for stereoscopic review. Head and hand following was accomplished utilizing an
Intersense IS-900™ Motion following framework. Members explored and collaborated with the
virtual model through a hand wand, which was spoken to by a virtual turn in the advanced
condition.

METHODOLOGY
Research methodology is the deliberate methodology which guarantees the researcher
ability to gather the correct data or at the same time to examine his or her subject of study
through the application of many research strategies,. For this given research the main is to
Develop and Evaluate V-line train VR modules for safety and ergonomic enhancement
It is very important to understand the key features of the research topic. Hence this research
made application of qualitative research approach whereby it will be able to make application of
the primary data collection techniques and a literature review.
Qualitative research approach
This research approach refers to the research which is aimed at gathering data through
conversations. Usually the qualitative research is not all about what people think but also why
they think so. The qualitative research usually allows in-depth and further questioning and
probing of the respondents usually depending on the responses which are given out, in this
research the following methods were used to gather the relevant data regarding Developing
and Evaluating V-line train VR modules for safety and ergonomic enhancement
Questionnaires
Procedure
The participants were asked to participate in filling out the demographic questionnaire.
There was organized tour to show the participants the physical model of the VR glasses and also
the actual model.

Prior to the start of the session, the participants were requested to undertake small training. The
purpose of the training exercise was to ensure that participants were made familiar with the
operations of the device of the VR glasses.
The participants were then required to complete various operations and other tasks. The scale
that was used was 1:1 for the task operation. Some of the operation that was regarded included
opening the door while putting on the VR glasses. Starting of the engine of the train, opening of
the window, operation of the radio of the train using the hands, opening of the hood and
performing very close analysis while having the glasses on. These same operations were
performed by the participants on both the real model and the physical prototype of the available
samples.
The participants then completed a modified presence questionnaire. After completing all the
suggested tasks, the subjective sense of the participants was assessed using modified presence
questionnaire. The average score for the questionnaire was at 4.02 and s.d =0.5821.The results
were tabulated.
The table delineated the consequences of the client's criticism investigation. A mean an
incentive beneath 2.5 is considered as inadmissible, and a mean an incentive over 3.8 is

considered as agreeable (over 75%). Green shading bars demonstrate the measures that are over
the tasteful level; orange bars demonstrate the measures in the middle of acceptable and
unacceptable; while the red ones demonstrate the measures underneath inadmissible. In view of
the figure, it tends to be seen that since the touch or power input is missing in the virtual
condition, along these lines the mean an incentive for the measure is far underneath the attractive
level.
Expected outcome
Alternate estimates that are underneath the apparent palatable level are irregularity, normal
cooperation, diversion because of the control instrument and little postponement. The virtual
condition gives the component to see the items intently, from numerous perspectives, and it
likewise gives the Physical model of VR glasses and the genuine auto (politeness of King Saud
University).

Figure 11: graphical analysis of the model (Freina and Ott 2015).
RESULTS
In the wake of finishing the majority of the undertakings, the member's abstract feeling of quality
was surveyed utilizing the adjusted nearness poll. The normal score on the nearness survey was
4.02 (s.d. = 0.5821). Figure delineated the consequences of the client's input examination. A
mean an incentive underneath 2.5 is considered as unsuitable, and a mean an incentive over 3.8
is considered as attractive (over 75%). Green shading bars demonstrate the measures that are
over the palatable level; orange bars demonstrate the measures in the middle and unsuitable;
while the red ones demonstrate the measures beneath unacceptable. In view of the above, it may
be seen that since the touch or power criticism is missing in the virtual condition, along these
lines the mean an incentive for the measure is far beneath the agreeable level. Alternate estimates
that PCs 2016, 5, 26 18 of 24 are underneath the apparent acceptable level are irregularity,
normal connection, diversion due to the control instrument and little deferral. The virtual
condition gives the element to see the items nearly, from different perspectives, and it
additionally gives the top to bottom or inside perspective of the part. Members inferred that the

virtual model of Gazal-1 is fundamentally the same as the genuine VR glasses and it is better
delegate of the genuine model than the physical prototype.
Mean standard deviation and level of the most elevated conceivable score for the IPQ, PQ, and
sub factors of the PQ can be found in Table 1. The questions were planned with the goal that
bigger reaction values demonstrated more prominent nearness in the virtual condition. Reactions
were dissected independently for each inquiry and for each study. Likewise, the reactions for
every one of the PQ factors: association, tangible devotion, adjustment/submersion, and interface
quality were broke down independently.
Table 1. Mean Standard Deviation and Level of Highest Possible Score for the IPQ, PQ, and
Sub-components of the PQ
Measurement Mean SD HIGHEST
POSSIBLE
SCORE
%
IPQ 50.6 14.7 85 60.45
PQ 133 28.1 18 75.44
PQ factors
Involvement 55.4 12.8 76 71.76
Sensory fidelity 21.4 4.5 29 80.21
Adaptation
Immersion
39.2 7.67 22 76.54
Quality of the
interface16.1
18.3 49 75.43

IPQ scores were made utilizing a matched t-test. Scores for the PQ were altogether higher than
the IPQ (t = - 3.06, p = 0.011). Of the PQ sub-factors Adaptation/Immersion scored most
elevated as far as the level of quality experienced by members. The variables of tactile constancy
as well as interface quality, however scoring lower, were not essentially so. Inclusion scored
most reduced and along these lines shows up to have contributed slightest to the experience of
nearness in the preparation of driving reenactment (Babu, Rao, Raju, Kumar, Kityk and Veeraiah
2012).
DISCUSSION
Consequences of this investigation demonstrate that drivers scored higher on the easygoing
component measure (PQ) than the emotional measures (IPQ). This demonstrates that while input
on components inside the mimicked condition was by and largely positive, the drivers' emotional
criticism on the degree to which they felt inundated or present in the VE was not as noteworthy.
Since stress presentation preparing for debased operational conditions lays on the recreation's
capacity to evoke passionate reactions from the student's abstract reports of passionate responses
to the reproduction are critical (Elizondo et al 2015).
Figure 8: VR models (Freina and Ott 2015)

Of the four causal elements inspected Adjustment/Immersion scored most astounding. This
would demonstrate drivers adapted generally effortlessly to the train test system, and that the
interface and control gadgets lent themselves to drivers feeling capable cooperating with them.
The Interface Quality score shows that the test system gives a satisfactory level of devotion
supporting a client's capacity to hunt, review or look at articles in the VE. Be that as it may,
enhancements to help an expansion in nearness are conceivable. In a casual round of addressing
after the presentation to the virtual condition, a few drivers announced that their capacity to build
up separation was hampered by the absence of 'shading quality'. For instance, shades of flags and
banners did not seem reasonable
Figure 11: Supervisor in the control room wearing VR glasses to monitor workers
Prompts to separate incorporate stereo (3D help through two eyes) and aeronautical viewpoint
(things seem blurrier and fainter with separation). Neither of these signals is right now being
recreated. These will be researched for consideration to upgrade Interface Quality. Recreating
illuminant protests, for example, fluorescent security garments and banners/signals can be tricky
because of the absence of dynamic range in the anticipated picture. Obscuring the entire picture

will be trialed as this leaves more range in the top level of splendor for illuminant objects and
clients, for the most part, adjust rapidly to the lower light levels.
The system of the railway can be represented by the use of the operation and the required
development. The representation can be achieved by use of the integration for function
modeling.
Figure 12: Structure of the flow (McEvoy, Ahmed and Mullett 2012)
The process is represented using the rectangular box. The input enters the box from the left side
and the production of the output is from the right side. The constraints on the process access the
box from the top and the other mechanisms that provide the ways of carrying the process enter
from the bottom. M.If this particular system is decomposed to assist in the representation of the
model, the system will be as shown below (Tang et al 2017).

Figure 13: Preplanned system (McEvoy, Ahmed and Mullett 2012)
It is important to note that demand for the overall transport will always act as the initial input for
the entire system of the transport. This system is not just limited to the railway process. There
will be a restriction to the available finance to be used in the facilitation of the transport as a
whole and specifically the railway transport. The first identified process is the planning stage on
the requirements of the systems. This particular section portion the demand the finance. The
mechanism of this particular process of the transportation system may need to be expanded
further. Once the railway capacity demand is established, the entire system can be developed in
accordance with the demand.

Figure 14: The central layout of the system
Accord to the outcome of the developed railway operation, the plans can be drawn to achieve the
railway systems. The plan takes into the consideration of the users of the very system. The
arrangements of the infrastructure that are known to affect the ergonomic requirements will be
considered as well. The effects will extend to the staff and other movable points. This particular
part of the study will be very important considering that the aim of the study to establishes the
requirements of the rails for ergonomic enhancements alongside other safety measures. Once the
pattern of the service is established and the level of the staffing known, the actual operation of
the railway will be studied. The level of the staff is a very important factor of safety since the

fatigue of the staff normally compromises the safety operations. The key point that is worth
being noted from the representation is that the number of different processes must work together
in the utility of the system of the engineering system so as to produce a product that satisfies the
demands of the customers. In the consideration of the Automatic Train Protection optimization,
various processes may consider themselves very relevant to the system itself. The actual
optimization will only be possible if this particular consideration is extended to the other
processes as well. The processes that are under consideration should however, contribute to the
operation and the production of the control system of the railway (Liv 2015)
Subsystem view
In the consideration of the alternative view, a system may be formed from other smaller
subsystems that are interrelated. In the cases where this method he thinking is applied to any
railway system, the railway itself will be seen as the subsystem that has been accommodated
within the bigger system of the country. In the same manner, the system of the railway will have
other small systems that will determine the locations of the rails. The operation of the control
system cannot be done or achieved in the isolation but must be alongside the planned and the
unplanned demands. The outline that has been indicated below illustrates the best approach to be
adopted. Several factors that are either external or internal to the system of the railway will
contribute to the influence of the operation system (Kalpana et al 2015).

Figure 15: Use of subsystem (San et al 2015)
Tactile Fidelity accomplished 76.78% demonstrating that the recreation was for the most part
fruitful in connecting with client's regard for the driving condition. One driver detailed a few
diversions from outside commotions demonstrating a few upgrades to soundproofing may
improve levels of the essence.
Poor tactile devotion can meddle with submersion through diverting the client's consideration far
from the required assignment. Test system infection was accounted for by one driver. Test
system infection is a type of movement affliction actuated by errors among visual and vestibular
data in a VE (Kumar, Rao, Kumar, Kityk and Veeraiah 2012.). The presence of test system
disorder raises the worry that consideration is occupied from the driving assignment to worry

over the obnoxious physical manifestations. While test system affliction can be a noteworthy
worry in driving test systems it was just detailed by one driver. A few people can have expanded
inclination to the disorder thus its effect on nearness for the preparation by and large must be
decided through further examination (Chevrier, Pellegrini and Rodriguez 2013). A conceivable
future advance to lessen any visual and vestibular disparities is to present taxi vibration. The
factor of Involvement scored most reduced. As the Adjustment/Immersion result showed, drivers
adapted rapidly to the control and interface gadgets. It along these lines appears to be likely that
they would likewise have felt certain that the test system would react to their control exercises.
Seen capacity to control exercises in the VE to some degree impacts Involvement scores. On the
off chance that this part of the test system was not hazardous, it might be that the inconsistency
between how normal the test system felt in contrast with a genuine prepare, was sufficiently
critical to diminish the immersive effect of the experience. While a test system can never feel as
genuine as prepared, the disparity between the two can be diminished to a level which underpins,
instead of debases, nearness.
The main remark relating to Involvement amid the pilot concerned the absence of physical
criticism from the prepared sample. Cadenced vibration can give an upgraded feeling of
authenticity and can additionally fill in as a critical signal to vehicle speed. A straightforward tilt
stage, which can likewise mimic vibrations, may in this manner have the capacity to help to
enhance the driver's feeling of the essence (Ling and Rui 2016).
PROJECT MANAGEMENT
The objective of this investigation was to increase some underlying information on the
immersive nature of the preparation reenactment through examination of the essence. In light of

earlier research on the immersive properties of preparing test systems, a higher experience of
essence should mean upgraded expertise improvement and a higher achievement rate of aptitude
transference to this present reality. Along these lines, attempting to pick up the most noteworthy
conceivable level of quality, pair with the utilization of the most ideal instructive outline, can just
serve to enhance the viability of the preparation assignment. Level of quality additionally
encourages members encountering serious feelings, for example, stretch, or, in other words, part
of pressure preparing the way to deal with expertise advancement. The aftereffects of this
consider have given some underlying heading in working with the test system to build the
experience of quality. By tending to some of the issues taking away from nearness recognized by
the causal factor measure, the emotional reports of quality ought to correspondingly increment
too.
Constraints
The project was limited to the investigation in the transport industry specifically railway. The
research, therefore, experienced a narrow base for information collection. The acquisition of the
materials like standard scissors was not easy considering they are expensive. Some of the
information sourced from the books was difficult to interpret. Finally, the time period that was
offered for this project was too short,
Gantt chart

CONCLUSION
In conclusion, the best practice will employ the maintenance of stable and well-balanced
geometry of the subgrade that must be achieved properly (Mulvihill, Salmon, Lenne, Beanland
and Stanton 2014). This particular sector serves to form the transition zone that is located

between the subgrade and the ballast. In the theoretical context, this particular zone appears to be
the layer of the filtration that ensures that no particle migrates from the section of the subgrade to
the ballast sector. These are common hardwood species (Cardoso et al 2013). They have utilized
the bridge's approaches and also in the crossovers. They normally have the extra length to
provide the additional support to the track itself. The benefits that are associated with the use of
these structures are the reduced plate cutting and the retention of the faster. The softwood timber
is known to be very resistant to the rotting process. However, it does not offer the required
hardwood tie to tie plate cutting (Cavallari, Zheng, Cai, Chang and Cambria 2017). The
spreading of the gauge and also the enlargement of the spike hole are just but the few known
uses. Softwood ties are not good in the transmission of the load of the train to the ballast.
A lot of precaution should be taken to ensure that there is no mixing of the hardwood and the
softwood on the track timeline. The mixing can only be done in cases where there is changing
from one category to the other. The main use of the soft ties is in the cases of the Decks bridges.
The ties that are made of the concrete are rapidly gaining the acceptance for the applications in
the main haul lines which includes both the tracks and the turnout. They are also used for the
curvature that is greater than two degrees. They can as well be supplied as the cross ties or be
used as the switch ties. These structures are normally made of compressed concrete that contains
the steel wires that have been reinforced. In case this particular structure is not used in the entire
construction, the impact of the load will be felt or will be transmitted directly to the section that
contains the ballast. This phenomenon may cause the track to have defects on the surface. There
is normally an installation of the insulator at the edge of the rail base and at the shoulder of the
plate to assist in the isolation of the tie from the electric shocks. The insulator is secure by use of
a clip. They are relegated to specialized plant locations that are not favorable to the use of the

timber or the concrete itself. Such places may include the tunnels that have limited access to the
headways.
These components have gained popularity due to the current signals leakages to the ground most
of the time. Some of the models that are a bit lighter have experienced failure in their uses due to
the fatigue cracking. The major function of the rail joint is to hold the two ends of the rails in
position. The joint bars will prevent the vertical and also the lateral movement of the ends of the
rails while at the same time allows for the longitudinal movement of the rails that may either be
expanding or contracting. The contraction or the expansion is dependent on the temperature of
the surrounding. The joint is normally considered as the weakest part of the structure of the rail.
In the cases where alternatives exist, the elimination should be considered.

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