Integration Context
Well established in the ontology of railway systems is the subdivision in NetRelation and NetElement. The NetRelation is the track itself which enables the connection between two locations. NetElements are significant points which influence the operation (turnouts, stations, crossings) or enable otherwise difficult terrain (tunnel and bridges). See Figure 1. To integrate the needs of different users grade separated junctions need to be integrated in the system. Many different design possibilities exist, depending on the type of crossing traffic and the environment. The examined system combines a tunnel for motorized traffic and a underpass for non-motorized traffic as junctions to the track. In the graphic the different components are listed with examples and their function. One can also see that all components are in a maintenance relationship to each other, because on one hand the interventions on one part could influence the operations on other parts. On the other hand measures could be combined in an attempt to cut costs. This relationship is further examined on the page maintenance planning.
Figure 1 integration context. Own figure.
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To design each of these systems is already a not to be underestimated task. But the integration into one context adds complexity. From this point of view a situation would be desirable, where interventions on elements (sub-systems) do not influence the other elements in operation. A situation where they can be designed independently without much loss. But this is clearly not the case. We identified the following Influences (Interfaces):
- geometrical: the width of the track (single lane or more) influences the dimensions of all NetElements and junctions.
- physical: underlaying structures must be designed to transfer the applied loads to the ground. The design is influenced by the maximum permissible weight of trains.
- maintenance related: interventions on NetElements and junctions could influence operations of the track. Measures to maintain different components could be combined thereby saving costs, material and time. When they cannot be combined, they sometimes can be coordinated to minimize downtime periods. The used materials also influence the maintenance. Therefore the choice of material and design influences the later occurring maintenance interface.
- operational: evacuation or misuse of certain system would influence the others
- failure related: depending on the occurring failure it could slop over to other system parts.
Because these influences exist the interfaces need to be included, when finding the optimal system configuration. An integrated holistic approach at least has the potential to catch interface related difficulties. Therefore the maintenance planning, the inventory and the multi-objective optimization, were fulfilled with this in mind.
In the end the goal is to create a system that is sustainable and fitted for generations.
This are the old and new Buschtunnel near the German-Belgian border.
[1]
[Own image]
Not so fast! The old Buschtunnel was finished in 1843 and was 164 years in operation.[3]
[1] https://de-academic.com/pictures/dewiki/50/220px-Buschtunnel.JPG
[3] Academic: Buschtunnel. online available at https://de-academic.com/dic.nsf/dewiki/217344