{"id":24491,"date":"2026-02-01T11:11:17","date_gmt":"2026-02-01T11:11:17","guid":{"rendered":"http:\/\/141.23.68.248\/wp\/?page_id=24491"},"modified":"2026-02-08T16:22:02","modified_gmt":"2026-02-08T16:22:02","slug":"3-maintenance-planning","status":"publish","type":"page","link":"http:\/\/141.23.68.248\/wp\/?page_id=24491","title":{"rendered":"3. Maintenance Planning"},"content":{"rendered":"\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<div class=\"group-h-nav-wrapper\">\n  <div class=\"group-h-navigation\">\n    <a href=\"#strategie1\">Maintenance Strategy 1<\/a>\n    <span>|<\/span>\n    <a href=\"#strategie2\">Maintenance Strategy 2<\/a>\n    <span>|<\/span>\n    <a href=\"#strategie3\">Maintenance Strategy 3<\/a>\n    <span>|<\/span>\n    <a href=\"#strategie4\">Maintenance Strategy 4<\/a>\n  <\/div>\n<\/div>\n\n<style>\n  html {\n    scroll-behavior: smooth;\n  }\n\n  .group-h-nav-wrapper {\n    width: 100%;\n    display: flex;\n    justify-content: center; \n    align-items: center;\n    margin: 30px 0;\n    padding: 0 20px;\n    box-sizing: border-box;\n  }\n\n  .group-h-navigation {\n    text-align: center;\n    font-size: 50px; \n    line-height: 1.8;\n  }\n\n  .group-h-navigation a {\n    text-decoration: none;\n    color: #595e61;\n    font-weight: 500;\n    display: inline-block;\n    transition: all 0.15s ease-in-out;\n    position: relative; \n  }\n\n  .group-h-navigation a:hover {\n    color: #000000;\n    -webkit-text-stroke: 0.8px #000000; \n    text-shadow: 0 0 0.1px #000000;\n    transform: scale(1.05); \n  }\n\n  .group-h-navigation span {\n    margin: 0 10px;\n    color: #000000;\n    display: inline-block; \n  }\n<\/style>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Maintainace optimisation<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">Railways are a vital part of everyday life, providing essential connections for commuters and long-distance travellers. Effective maintenance planning is therefore crucial to minimise service disruptions and ensure reliable passenger access. Unlike many other types of systems, railway stations measure serviceability not by full system availability, but by maximising the time during which at least one track remains operational. Maintaining partial functionality allows services to continue even during maintenance activities, reducing inconvenience for users.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">This project explores four integrated maintenance strategies designed to improve infrastructure performance over the long term. The main objectives are to reduce passenger disruption and enhance overall system reliability. By coordinating maintenance activities across different systems, the project aims to ensure that critical components are serviced efficiently and at appropriate intervals.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">Through strategic planning and optimisation, these approaches also seek to lower long-term operational and maintenance costs. By aligning technical performance with user needs, the project demonstrates how carefully designed maintenance strategies can contribute to a more resilient, sustainable, and user-focused railway network.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Lifespan and operation<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The total lifespan of the integrated railway station system is set at 120 years. This duration is modelled after Hamburg Central Station, which opened in 1906 and remains one of Germany\u2019s oldest operational railway hubs. This historical precedent provides a realistic benchmark for the service life of major transit infrastructure. Similar to the Berlin S-Bahn and other international metropolitan networks, it is assumed that the station remains accessible, but specific tracks may be shut overnight during weekdays. This operational window allows many maintenance activities to be conducted during the night shift with zero impact on daytime service availability. Only maintenance activities with a duration above 0 days will be considered in this study.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Pre-optimised timelines<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The pre-optimised standard frequencies of the maintenance interventions shown in Table 1 were used to create initial maintenance timelines for each system (Figures1-6). These baselines represent the current approach before maintenance strategies were applied,<\/p>\n\n\n\n<p class=\"has-medium-font-size\">The upper and lower range frequencies define the admissible window for each intervention. These ranges serve as constraints for the optimisation used in Strategies 1 to 4, allowing the model to shift maintenance dates to achieve the best balance among cost, environmental impact, and station downtime.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range Frequency (years)<\/strong><\/td><td><strong>Upper Range Frequency (years)<\/strong><\/td><td><strong>Standard Frequency&nbsp;<\/strong><strong>(years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Precast Concrete Facade [1]<\/td><td>CR.pcf<\/td><td>Coating Refresh<\/td><td>12<\/td><td>18<\/td><td>15<\/td><td>3<\/td><\/tr><tr><td>JM.pcf<\/td><td>Joint Maintenance<\/td><td>15<\/td><td>25<\/td><td>20<\/td><td>5<\/td><\/tr><tr><td>PR.pcf<\/td><td>Panel Replacement<\/td><td>40<\/td><td>60<\/td><td>60<\/td><td>10<\/td><\/tr><tr><td rowspan=\"3\">Glass Curtain Wall<\/td><td>DC.gcw<\/td><td>deep cleaning [6]<\/td><td>5<\/td><td>10<\/td><td>7<\/td><td>3<\/td><\/tr><tr><td>GR.gcw<\/td><td>gasket replacement [5]<\/td><td>8<\/td><td>14<\/td><td>10<\/td><td>5<\/td><\/tr><tr><td>IR.gcw<\/td><td>IGU replacement [4]<\/td><td>40<\/td><td>60<\/td><td>40<\/td><td>14<\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>10<\/td><td>20<\/td><td>15<\/td><td>7<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><td>30<\/td><td>25<\/td><td>21<\/td><\/tr><tr><td rowspan=\"4\">Building Reinforced<\/td><td>SR.brcs<\/td><td>Spall Repair<\/td><td>5<\/td><td>70<\/td><td>60<\/td><td>21<\/td><\/tr><tr><td>CS\/JR.brcs<\/td><td>Crack Sealing \/ Joints Refurbishment<\/td><td>20<\/td><td>30<\/td><td>25<\/td><td>7<\/td><\/tr><tr><td>CT.brcp<\/td><td>Carbonation Treatment<\/td><td>15<\/td><td>25<\/td><td>20<\/td><td>5<\/td><\/tr><tr><td>SG.brcf<\/td><td>Structural Grounding<\/td><td>30<\/td><td>50<\/td><td>40<\/td><td>41<\/td><\/tr><tr><td rowspan=\"2\">Railway Track Concrete sleepers<\/td><td>SSRC.rlw_slp<\/td><td>Systematic sleeper renewal campaign<\/td><td>40<\/td><td>60<\/td><td>50 &nbsp;[7]<\/td><td>5<\/td><\/tr><tr><td>FRR.rlw_rls<\/td><td>Full Rail Renewal<\/td><td>60<\/td><td>100<\/td><td>80 [8]<\/td><td>1.25<\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>15<\/td><td>30&nbsp;<\/td><td>20 [2]<\/td><td>1<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>80<\/td><td>120&nbsp;<\/td><td>100 [3]<\/td><td>14<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>60<\/td><td>100&nbsp;<\/td><td>80<\/td><td>1.25<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\">Table 1 &#8211; Initial Maintenance Frequencies and Admissible Ranges<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493.png\"><img loading=\"lazy\" decoding=\"async\" width=\"800\" height=\"537\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493.png\" alt=\"\" class=\"wp-image-27734\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493.png 800w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493-300x201.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493-768x516.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493-520x349.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-493-740x497.png 740w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 1 &#8211; 120-Year Timeline Railway Concrete Sleeper<br><\/figcaption><\/figure><\/div>\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"457\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-1024x457.png\" alt=\"\" class=\"wp-image-27735\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-1024x457.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-300x134.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-768x343.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-1536x685.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-520x232.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494-740x330.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-494.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 2 &#8211; 120-year Timeline Railway Timber Sleeper<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"404\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-1024x404.png\" alt=\"\" class=\"wp-image-27736\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-1024x404.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-300x118.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-768x303.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-1536x606.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-520x205.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495-740x292.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-495.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 3 &#8211; 120-year Timeline Precast Concrete Fa\u00e7ade<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"404\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-1024x404.png\" alt=\"\" class=\"wp-image-27737\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-1024x404.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-300x118.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-768x303.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-1536x606.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-520x205.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496-740x292.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-496.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 4 &#8211; 120 Year Timeline Glass Curtain Wall<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"526\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-1024x526.png\" alt=\"\" class=\"wp-image-27738\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-1024x526.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-300x154.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-768x395.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-520x267.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497-740x380.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-497.png 1333w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 5 &#8211; 120 Year Timeline Steel Truss Bridge<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"514\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-1024x514.png\" alt=\"\" class=\"wp-image-27739\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-1024x514.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-300x151.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-768x386.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-520x261.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498-740x372.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-498.png 1465w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 6 &#8211; 120 Year Timeline Station Building<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h1 class=\"wp-block-heading\">Maintainance strategies<\/h1>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"strategie1\">Strategy 1- Railway Asynchronous Maintenance<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading\">Goal<\/h3>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">To allow continued service to the station while maintenance is carried out, only one line of track is closed at any given time. This enables the implementation of single-line working, ensuring that rail operations can continue while maintenance activities are undertaken on the adjacent track.<\/p>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading\">Approach<\/h3>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The two railways (timber sleeper and concrete sleeper)are treated as independent systems;&nbsp; they will have their maintenance work scheduled at different times wherever possible. The selection of the railway maintenance schedule was driven by filtering for solutions that contained no overlapping intersystem maintenance events. Conversely, intrasystem maintenance events were optimised for overlap to reduce the total closure duration for each specific track.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"149\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-1024x149.png\" alt=\"\" class=\"wp-image-27743\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-1024x149.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-300x44.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-768x112.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-520x76.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500-740x108.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-500.png 1211w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\"><strong>Figure 7 &#8211; Total interruptions duration (days) of Two Railway Systems (before optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The original maintenance strategy has 6 different intervention types and in total 23.5 days of interruptions for a total lifetime of 120 years. This interruption duration is calculated with the standard frequencies.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range Frequency (years)<\/strong><\/td><td><strong>Upper Range Frequency (years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Railway Track Concrete sleepers<\/td><td>SSRC.rlw_slp<\/td><td>Systematic sleeper renewal campaign<\/td><td>40<\/td><td>60<\/td><td>5<\/td><\/tr><tr><td>RM.rlw_rls<\/td><td>Rail milling<\/td><td>2<\/td><td>5<\/td><td>0<\/td><\/tr><tr><td>FRR.rlw_rls<\/td><td>Full Rail Renewal<\/td><td>60<\/td><td>100<\/td><td>1.25<\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>15<\/td><td>30<\/td><td>1<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>80<\/td><td>120<\/td><td>14<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>60<\/td><td>100<\/td><td>1.25<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\"><strong>Table 2 &#8211; Inputs of Design Exploration for Two Railway Systems<\/strong><br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"622\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-1024x622.png\" alt=\"\" class=\"wp-image-27744\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-1024x622.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-300x182.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-768x467.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-1536x933.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-520x316.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501-740x450.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-501.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 8 &#8211; Design exploration of <strong>Two Railway Systems<\/strong><br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-7.jpeg\"><img loading=\"lazy\" decoding=\"async\" width=\"512\" height=\"474\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-7.jpeg\" alt=\"\" class=\"wp-image-27745\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-7.jpeg 512w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-7-300x278.jpeg 300w\" sizes=\"auto, (max-width: 512px) 100vw, 512px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 9 &#8211; Design exploration of <strong>Two Railway Systems<\/strong><\/figcaption><\/figure><\/div>\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">This figure shows the design exploration results used to identify maintenance timelines where the two railway systems do not overlap.<br>Each point represents a possible combination of maintenance timing between the two railway systems.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">The selected point indicates the solution where maintenance events are fully separated in time, ensuring that both railway tracks are never closed simultaneously.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526.png\"><img loading=\"lazy\" decoding=\"async\" width=\"934\" height=\"448\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526.png\" alt=\"\" class=\"wp-image-27945\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526.png 934w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526-300x144.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526-768x368.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526-520x249.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-526-740x355.png 740w\" sizes=\"auto, (max-width: 934px) 100vw, 934px\" \/><\/a><figcaption class=\"wp-element-caption\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-502.png\"><\/a>Figure 10 &#8211; Maintenance Schedule for Two Railway Systems (after optimisation)<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">This table shows the optimised maintenance schedule candidates for the two railway systems.All selected solutions have an overlap count of <strong>0<\/strong>, meaning that maintenance events between the two railway systems do not occur at the same time.This table shows the optimised maintenance schedule candidates for the two railway systems.All selected solutions have an overlap count of <strong>0<\/strong>, meaning that maintenance events between the two railway systems do not occur at the same time.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range of Best Frequency (years)<\/strong><\/td><td><strong>Upper Range<\/strong><strong>of Best Frequency (years)<\/strong><\/td><td><strong>Total Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"2\">Railway Track Concrete sleepers<\/td><td>SSRC.rlw_slp<\/td><td>Systematic sleeper renewal campaign<\/td><td>51<\/td><td>51<\/td><td rowspan=\"5\">28.5<\/td><\/tr><tr><td>FRR.rlw_rls<\/td><td>Full Rail Renewal<\/td><td>80<\/td><td>80<\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>30<\/td><td>30<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>90<\/td><td>90<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>65<\/td><td>66<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\">Table 3 &#8211; Maintenance Schedule for Two Railway Systems (after optimisation)<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The total maintenance duration was originally <strong>23.25 days<\/strong>, but after applying the optimisation constraints (zero overlap and minimum gap requirements), the final selected duration increased to <strong>28.5 days<\/strong>.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"strategie2\">Strategy 2- Railways Grouped with the Nearest System<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading\">Goal<\/h3>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The objective of this strategy is to facilitate single-track working by grouping each railway track with its respective passenger access system. This ensures that maintenance activities affecting both access and track operations are coordinated and executed simultaneously. By aligning these interventions, the station avoids redundant closures, while the staggered scheduling derived in Strategy 1 ensures that the adjacent track remains operational.<\/p>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading\">Approach<\/h3>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The maintenance schedules established in Strategy 1 serve as the foundation for this approach, maintaining the requirement that the two tracks are serviced at different times. Each railway system is paired with the specific infrastructure that provides its access: the timber sleeper track is grouped with the steel truss bridge, and the concrete sleeper track is grouped with the station building.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">For the timber railway and concrete railway components, the frequencies used are the &#8220;Best Frequency&#8221; results obtained from the initial Strategy 1 optimisation. Conversely, the frequencies for the steel truss bridge and the reinforced concrete building are taken directly from original maintenance data without additional optimisation. This allows for a clear evaluation of how existing structural maintenance needs integrate with optimised railway schedules.<\/p>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Strategy 2-1&nbsp; Railway Track Timber sleepers and Steel Truss Bridge<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">Because the timber sleeper track is reached exclusively via the footbridge, coupling bridge maintenance with timber railway interventions prevents the track from being inaccessible by a bridge closure. Before optimisation, this combined grouping accounted for 129.25 days of interruptions over the 120-year lifecycle. Following the alignment of bridge member replacement and recoating with the track&#8217;s best frequencies, the total duration is significantly reduced.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527.png\"><img loading=\"lazy\" decoding=\"async\" width=\"928\" height=\"121\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527.png\" alt=\"\" class=\"wp-image-27947\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527.png 928w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527-300x39.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527-768x100.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527-520x68.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-527-740x96.png 740w\" sizes=\"auto, (max-width: 928px) 100vw, 928px\" \/><\/a><figcaption class=\"wp-element-caption\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-503.png\"><\/a><strong>Figure 11 &#8211; Total duration (days) of Railway Track Timber sleepers and Steel Truss Bridge (before optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The original maintenance strategy has 5 different intervention types and in total 129.25 days of interruptions for a total lifetime of 120 years. This interruption duration is calculated with the standard frequencies.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range<\/strong><strong>of Best Frequency (years)<\/strong><\/td><td><strong>Upper Range&nbsp; of Best Frequency (years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>30<\/td><td>30<\/td><td>1<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>90<\/td><td>90<\/td><td>14<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>65<\/td><td>66<\/td><td>1.25<\/td><\/tr><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range Frequency (years)<\/strong><\/td><td><strong>Upper Range Frequency (years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>10<\/td><td>20<\/td><td>7<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><td>30<\/td><td>21<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\"><strong>Table 4 &#8211; Inputs of Design Exploration for Railway Track Timber sleepers(after optimization) and Steel Truss Bridge (before optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"605\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-1024x605.png\" alt=\"\" class=\"wp-image-27757\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-1024x605.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-300x177.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-768x454.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-1536x907.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-520x307.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504-740x437.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-504.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\"><strong>Figure 12: Design Exploration of Railway Track Timber Sleeper and Steel Truss Bridge<\/strong><br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"819\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-1024x819.png\" alt=\"\" class=\"wp-image-27758\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-1024x819.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-300x240.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-768x614.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-1536x1229.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-520x416.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505-740x592.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-505.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\"><strong>Figure 13 &#8211; Design Exploration of Railway Track Timber Sleeper and Steel Truss Bridge<\/strong><br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">This table presents the optimised maintenance schedule for the timber sleeper railway system and the steel truss bridge. The selected schedule represents the minimum feasible maintenance duration of 66.25 days, as the optimisation prioritises minimising total downtime rather than maximising the maintenance gap.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Best Frequency (years)<\/strong><\/td><td><strong>Total Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>30<\/td><td rowspan=\"5\">66.25<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>90<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>66<\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>20<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\"><strong>Table 5 &#8211; Maintenance Schedule for Railway Track Timber sleepers and Steel Truss Bridge (after optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The total maintenance duration was originally <strong>129.25 days<\/strong>, but after applying the optimisation constraints,&nbsp; the final selected duration decreased to <strong>66.25 days<\/strong>.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Strategy 2-2\u00a0 Railway Track Concrete sleepers and Building Reinforced<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The concrete sleeper track is accessed directly through the station building. Consequently, building maintenance is coupled with the concrete railway\u2019s optimised maintenance cycle. Originally, this strategy involved 7 different intervention types totalling 138 days of interruptions. By synchronising these structural tasks with the primary rail renewals, the downtime is consolidated into fewer, more efficient operational windows.<\/p>\n\n\n\n<figure class=\"wp-block-image size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528.png\"><img loading=\"lazy\" decoding=\"async\" width=\"924\" height=\"125\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528.png\" alt=\"\" class=\"wp-image-27950\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528.png 924w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528-300x41.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528-768x104.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528-520x70.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-528-740x100.png 740w\" sizes=\"auto, (max-width: 924px) 100vw, 924px\" \/><\/a><figcaption class=\"wp-element-caption\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-506.png\"><\/a><strong>Figure 14 &#8211; Total duration (days) of Railway Track Concrete sleepers and Building Reinforced (before optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The original maintenance strategy has 7 different intervention types and in total 138 days of interruptions for a total lifetime of 120 years. This interruption duration is calculated with the standard frequencies.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"strategie3\">Strategy 3- Grouped Fa\u00e7ade Maintenance<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Goal<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">To reduce on-site manpower requirements and overall maintenance costs by coordinating both fa\u00e7ade systems, recognising that fa\u00e7ade maintenance does not require closure of the station building and does not interrupt railway operations. By grouping fa\u00e7ade interventions, the number of times contractors need to come to the site is reduced, which should lower overall maintenance costs. This strategy therefore focuses on minimising repeated access requirements and user disruption, rather than maintaining system availability, since fa\u00e7ade maintenance does not cause system disruption.<\/p>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Approach<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The two fa\u00e7ade systems are treated as a single maintenance group, and their interventions are scheduled concurrently wherever possible.&nbsp;<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-full\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529.png\"><img loading=\"lazy\" decoding=\"async\" width=\"926\" height=\"88\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529.png\" alt=\"\" class=\"wp-image-27952\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529.png 926w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529-300x29.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529-768x73.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529-520x49.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-529-740x70.png 740w\" sizes=\"auto, (max-width: 926px) 100vw, 926px\" \/><\/a><figcaption class=\"wp-element-caption\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-508.png\"><\/a>Figure 15 &#8211; Total duration (days) of Two Facade Systems (before optimisation)<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The original second maintenance strategy has 6 different intervention types and in total 135 days of interruptions for a total lifetime of 120 years. This interruption duration is calculated with the standard frequencies.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range Frequency (years)<\/strong><\/td><td><strong>Upper Range Frequency (years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Precast Concrete Facade<\/td><td>CR.pcf<\/td><td>Coating Refresh<\/td><td>12<\/td><td>18<\/td><td>3<\/td><\/tr><tr><td>JM.pcf<\/td><td>Joint Maintenance<\/td><td>15<\/td><td>25<\/td><td>5<\/td><\/tr><tr><td>PR.pcf<\/td><td>Panel Replacement<\/td><td>40<\/td><td>60<\/td><td>10<\/td><\/tr><tr><td rowspan=\"3\">Glass Curtain Wall<\/td><td>DC.gcw<\/td><td>deep cleaning<\/td><td>5<\/td><td>10<\/td><td>3<\/td><\/tr><tr><td>GR.gcw<\/td><td>gasket replacement<\/td><td>8<\/td><td>14<\/td><td>5<\/td><\/tr><tr><td>IR.gcw<\/td><td>IGU replacement<\/td><td>40<\/td><td>60<\/td><td>14<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\">Table 6 &#8211; Inputs of Design Exploration for Two Facade Systems (before optimisation)<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"442\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png\" alt=\"\" class=\"wp-image-27764\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-300x129.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-768x331.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1536x663.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-520x224.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-740x319.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png 1588w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 16 &#8211; Design Exploration of Two Facade Systems<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"442\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png\" alt=\"\" class=\"wp-image-27767\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-300x129.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-768x331.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1536x663.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-520x224.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-740x319.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png 1588w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 17 &#8211; Design Exploration of Two Facade Systems<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">This table presents the optimised maintenance schedule for the Two Facade Systems. The selected schedule represents the minimum feasible maintenance duration of 53 days, as the optimisation prioritises minimising total downtime rather than maximising the maintenance gap.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Best&nbsp; Frequency (years)<\/strong><\/td><td><strong>Total Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Precast Concrete Facade<\/td><td>CR.pcf<\/td><td>Coating Refresh<\/td><td>18<\/td><td rowspan=\"6\">53<\/td><\/tr><tr><td>JM.pcf<\/td><td>Joint Maintenance<\/td><td>18<\/td><\/tr><tr><td>PR.pcf<\/td><td>Panel Replacement<\/td><td>60<\/td><\/tr><tr><td rowspan=\"3\">Glass Curtain Wall<\/td><td>DC.gcw<\/td><td>deep cleaning<\/td><td>9<\/td><\/tr><tr><td>GR.gcw<\/td><td>gasket replacement<\/td><td>9<\/td><\/tr><tr><td>IR.gcw<\/td><td>IGU replacement<\/td><td>60<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\">Table 7 &#8211; Maintenance Schedule for Two Facade Systems (after optimisation)<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The total maintenance duration was originally <strong>135 days<\/strong>, but after applying the optimisation constraints,&nbsp; the final selected duration decreased to <strong>53 days<\/strong>.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"strategie4\">Strategy 4- Bridge and Building Grouped<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Goal<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">Similar to the grouping of the fa\u00e7ades, an alternative maintenance strategy is to coordinate the maintenance of both the bridge and the station building. By grouping these activities, the total system shutdown time can be reduced, because when both systems are closed, the entire station must close due to a lack of access to the rail. This approach also reduces cost, as the contractors required for bridge and building maintenance are likely similar, meaning the number of site call-outs can be reduced.<\/p>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Approach<\/h2>\n\n\n\n<div style=\"height:10px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">Bridge and building maintenance activities are scheduled together within a shared maintenance timeline.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-full is-resized\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530.png\"><img loading=\"lazy\" decoding=\"async\" width=\"911\" height=\"84\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530.png\" alt=\"\" class=\"wp-image-27954\" style=\"width:695px;height:auto\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530.png 911w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530-300x28.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530-768x71.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530-520x48.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-530-740x68.png 740w\" sizes=\"auto, (max-width: 911px) 100vw, 911px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 18 &#8211; Total duration (days) of Steel Truss Bridge and Building Reinforced (before optimisation)<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The original second maintenance strategy has 6 different intervention types and in total 295 days of interruptions for a total lifetime of 120 years. This interruption duration is calculated with the standard frequencies.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Lower Range Frequency (years)<\/strong><\/td><td><strong>Upper Range Frequency (years)<\/strong><\/td><td><strong>Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>10<\/td><td>20<\/td><td>7<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><td>30<\/td><td>21<\/td><\/tr><tr><td rowspan=\"4\">Building Reinforced<\/td><td>SR.brcs<\/td><td>Spall Repair<\/td><td>5<\/td><td>70<\/td><td>21<\/td><\/tr><tr><td>CS\/JR.brcs<\/td><td>Crack Sealing \/ Joints Refurbishment<\/td><td>20<\/td><td>30<\/td><td>7<\/td><\/tr><tr><td>CT.brcp<\/td><td>Carbonation Treatment<\/td><td>15<\/td><td>25<\/td><td>5<\/td><\/tr><tr><td>SG.brcf<\/td><td>Structural Grounding<\/td><td>30<\/td><td>50<\/td><td>41<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\"><strong>Table 8 &#8211; Inputs of Design Exploration for Steel Truss Bridge and Building Reinforced (before optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:40px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"394\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-1024x394.png\" alt=\"\" class=\"wp-image-27766\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-1024x394.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-300x116.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-768x296.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-1536x591.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-520x200.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511-740x285.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-511.png 1600w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 19 &#8211; Design Exploration of Steel Truss Bridge and Building Reinforced&nbsp;<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-image size-large\"><a href=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"442\" src=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png\" alt=\"\" class=\"wp-image-27765\" srcset=\"http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1024x442.png 1024w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-300x129.png 300w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-768x331.png 768w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-1536x663.png 1536w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-520x224.png 520w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510-740x319.png 740w, http:\/\/141.23.68.248\/wp\/wp-content\/uploads\/2026\/02\/image-510.png 1588w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/a><figcaption class=\"wp-element-caption\">Figure 20 &#8211; Design Exploration of Steel Truss Bridge and Building Reinforced&nbsp;<br><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">This table presents the optimised maintenance schedule for the Steel Truss Bridge and Building Reinforced. The selected schedule represents the minimum feasible maintenance duration of 172 days, as the optimisation prioritises minimising total downtime rather than maximising the maintenance gap.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Best&nbsp; Frequency (years)<\/strong><\/td><td><strong>Total Duration (days)<\/strong><\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>20<\/td><td rowspan=\"6\">172<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><\/tr><tr><td rowspan=\"4\">Building Reinforced<\/td><td>SR.brcs<\/td><td>Spall Repair<\/td><td>50<\/td><\/tr><tr><td>CS\/JR.brcs<\/td><td>Crack Sealing \/ Joints Refurbishment<\/td><td>20<\/td><\/tr><tr><td>CT.brcp<\/td><td>Carbonation Treatment<\/td><td>20<\/td><\/tr><tr><td>SG.brcf<\/td><td>Structural Grounding<\/td><td>40<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\"><strong>Table 9 &#8211; Maintenance Schedule for Steel Truss Bridge and Building Reinforced (after optimisation)<\/strong><\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-medium-font-size\">The total maintenance duration was originally <strong>295 days<\/strong>, but after applying the optimisation constraints,&nbsp; the final selected duration decreased to <strong>172 days<\/strong>.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">However, This strategy was not adopted in the final maintenance plan. Although these systems show positive relationships, it is weaker and less operationally critical compared to the railway access system relationships defined in Strategy 2. This strategy did not provide sufficient benefit to justify the potential risks to system downtime.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading has-text-align-center\">Best Timeline<\/h2>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><tbody><tr><td><strong>Systems<\/strong><\/td><td><strong>Event<\/strong><strong>Code<\/strong><\/td><td><strong>Intervention<\/strong><\/td><td><strong>Best&nbsp; Frequency (years)<\/strong><\/td><\/tr><tr><td rowspan=\"3\">Precast Concrete Facade<\/td><td>CR.pcf<\/td><td>Coating Refresh<\/td><td>18<\/td><\/tr><tr><td>JM.pcf<\/td><td>Joint Maintenance<\/td><td>18<\/td><\/tr><tr><td>PR.pcf<\/td><td>Panel Replacement<\/td><td>60<\/td><\/tr><tr><td rowspan=\"3\">Glass Curtain Wall<\/td><td>DC.gcw<\/td><td>deep cleaning<\/td><td>9<\/td><\/tr><tr><td>GR.gcw<\/td><td>gasket replacement<\/td><td>9<\/td><\/tr><tr><td>IR.gcw<\/td><td>IGU replacement<\/td><td>60<\/td><\/tr><tr><td rowspan=\"2\">Steel Truss Bridge<\/td><td>MP.stb<\/td><td>Member Replacement<\/td><td>20<\/td><\/tr><tr><td>FR.stb<\/td><td>Full Recoating<\/td><td>20<\/td><\/tr><tr><td rowspan=\"4\">Building Reinforced<\/td><td>SR.brcs<\/td><td>Spall Repair<\/td><td>50<\/td><\/tr><tr><td>CS\/JR.brcs<\/td><td>Crack Sealing \/ Joints Refurbishment<\/td><td>20<\/td><\/tr><tr><td>CT.brcp<\/td><td>Carbonation Treatment<\/td><td>20<\/td><\/tr><tr><td>SG.brcf<\/td><td>Structural Grounding<\/td><td>40<\/td><\/tr><tr><td rowspan=\"3\">Railway Track Concrete sleepers<\/td><td>SSRC.rlw_slp<\/td><td>Systematic sleeper renewal campaign<\/td><td>51<\/td><\/tr><tr><td>RM.rlw_rls<\/td><td>Rail milling<\/td><td>5<\/td><\/tr><tr><td>FRR.rlw_rls<\/td><td>Full Rail Renewal<\/td><td>80<\/td><\/tr><tr><td rowspan=\"3\">Railway Track Timber sleepers<\/td><td>rlwt_TS.full<\/td><td>Full sleeper renewal<\/td><td>30<\/td><\/tr><tr><td>rlwt_SB.geo<\/td><td>Geotextile full replacement<\/td><td>90<\/td><\/tr><tr><td>FRR.rlwt<\/td><td>Full Rail Renewal<\/td><td>66<\/td><\/tr><\/tbody><\/table><figcaption class=\"wp-element-caption\">Table 10 &#8211; Best Timeline<\/figcaption><\/figure>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">Conclusion<\/h2>\n\n\n\n<p class=\"has-medium-font-size\">By evaluating the four proposed maintenance strategies against the 120 year lifecycle of the station, a final Best Timeline has been developed. This integrated approach combines the strengths of Strategies 1, 2, and 3, while intentionally omitting Strategy 4. The integrated maintenance timeline was developed based on system relationships and operational constraints.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">The two railway systems are scheduled to avoid overlapping maintenance periods, while maintenance events within each individual railway system are aligned where possible. This approach minimises downtime at the system level while ensuring that both railway tracks are not closed simultaneously, thereby maintaining overall system availability. While the staggering of events ensures the station remains functional, it naturally extends the cumulative duration of individual track closures over the lifecycle. This result demonstrates that to maintain the seven day railway objective, a slight increase in total work days is a necessary trade off to ensure that passengers always have access to at least one operational railway.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">The optimised railway timelines were aligned, where feasible, with systems that have positive relationships. This includes coordinating the timber railway with the bridge system and the concrete railway with the building system. This alignment maximises simultaneous maintenance opportunities and reduces the frequency of access-related shutdowns.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">Both fa\u00e7ade systems were scheduled to overlap with each other. As fa\u00e7ade maintenance has no direct operational dependency on railway or access systems, these interventions were grouped independently. This reduces repeated site access and maintenance effort without impacting the operational status of the rail network.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">The strategy of grouping the building and bridge systems together was not adopted. Although these systems show some positive relationships, it is weaker and less operationally critical compared to the railway access system relationships defined in Strategy 2. This grouping did not provide sufficient benefit to justify the potential risks to system downtime.<\/p>\n\n\n\n<p class=\"has-medium-font-size\">During the analysis, only positive and negative relationships were used to define scheduling constraints. Positive relationships allow for simultaneous maintenance, while negative relationships require temporal separation. Except for the dual railway constraint, all other integrations aim to minimise overall downtime by coordinating compatible maintenance events.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<div class=\"sources-container\">\n  <input type=\"checkbox\" id=\"sources-toggle\" class=\"sources-input\">\n  <label for=\"sources-toggle\" class=\"sources-title\">References<\/label>\n  <div class=\"sources-content\">\n    <div class=\"sources-inner\">\n      <div class=\"source-item\">[1] Jasiczak, W., &#038; Girus, I. (2017). Defect frequencies in Polish precast concrete fa\u00e7ades.<\/div>\n      <div class=\"source-item\">[2] Network Rail. \u201cOur High Output team delivers rapid renewals.\u201d <a href=\"https:\/\/www.networkrail.co.uk\/our-work\/looking-after-the-railway\/our-fleet-machines-and-vehicles\/high-output\/\" target=\"_blank\">Link<\/a>. Accessed 21 12 2025.<\/div>\n      <div class=\"source-item\">[3] Terram Geosynthetics Ltd. \u201cExtending track bed life using geosynthetics.\u201d <a href=\"https:\/\/www.terramgeosynthetics.com\/market-sector\/railways\/?aaopen=extending-track-bed-life-using-geosynthetics\" target=\"_blank\">Link<\/a>. Accessed 22 12 2025.<\/div>\n      <div class=\"source-item\">[4] K. P. Allana, Curtain Wall Handbook, 2017.<\/div>\n      <div class=\"source-item\">[5] E. T. Yalaz, Curtain Wall Deficiency and Failures: Observations on Multi-Story Buildings in Istanbul, 2016.<\/div>\n      <div class=\"source-item\">[6] Environmental Protection Administration (EPA), Acid Rain and Air Pollution Annual Report.<\/div>\n      <div class=\"source-item\">[7] <a href=\"https:\/\/extranet.artc.com.au\/docs\/eng\/track-civil\/procedures\/sf\/Section2.pdf?26\" target=\"_blank\">https:\/\/extranet.artc.com.au\/docs\/eng\/track-civil\/procedures\/sf\/Section2.pdf?26<\/a><\/div>\n      <div class=\"source-item\">[8] <a href=\"https:\/\/ipweelearning.org.in\/images\/PDF\/Sem_2\/Sem_2_2_Track_Renewal.pdf\" target=\"_blank\">https:\/\/ipweelearning.org.in\/images\/PDF\/Sem_2\/Sem_2_2_Track_Renewal.pdf<\/a><\/div>\n    <\/div>\n  <\/div>\n<\/div>\n\n<style>\n  .sources-container {\n    margin: 30px 0;\n    font-family: inherit;\n  }\n\n  .sources-input {\n    display: none;\n  }\n\n  .sources-title {\n    font-size: 15px; \n    color: #595e61;\n    font-weight: 500;\n    cursor: pointer;\n    display: inline-block;\n    transition: all 0.15s ease-in-out;\n    user-select: none;\n  }\n\n  .sources-title:hover {\n    color: #000000;\n    -webkit-text-stroke: 0.8px #000000;\n    text-shadow: 0 0 0.1px #000000;\n    transform: scale(1.05);\n  }\n\n  .sources-content {\n    max-height: 0;\n    overflow: hidden;\n    transition: max-height 0.6s cubic-bezier(0.4, 0, 0.2, 1);\n  }\n\n  .sources-inner {\n    opacity: 0;\n    padding-top: 10px;\n    transition: opacity 0.4s ease;\n  }\n\n  .sources-input:checked ~ .sources-content {\n    max-height: 1000px;\n  }\n\n  .sources-input:checked ~ .sources-content .sources-inner {\n    opacity: 1;\n  }\n\n  .sources-input:checked + .sources-title {\n    color: #000000;\n    -webkit-text-stroke: 0.8px #000000;\n  }\n\n  .source-item {\n    display: block;\n    padding: 6px 0;\n    color: #595e61;\n    font-weight: 500;\n    font-size: 14px;\n    cursor: default;\n  }\n<\/style>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<div class=\"group-h-nav-wrapper\">\n  <div class=\"group-h-navigation\">\n    <a href=\"\/wp\/?page_id=24432\">Home<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24487\">1. Introduction<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24489\">2. Integration Context<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24491\">3. Maintenance Planning<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24493\">4. Life-Cycle Analysis<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24495\">5. Objective Optimization<\/a>\n    <span>|<\/span>\n    <a href=\"\/wp\/?page_id=24497\">6. Conclusion<\/a>\n  <\/div>\n<\/div>\n\n<style>\n  \/* 1. CENTERING *\/\n  .group-h-nav-wrapper {\n    width: 100%;\n    display: flex;\n    justify-content: center; \n    align-items: center;\n    margin: 30px 0;\n    padding: 0 20px;\n    box-sizing: border-box;\n  }\n\n  .group-h-navigation {\n    text-align: center;\n    font-size: 15px; \n    line-height: 1.8;\n  }\n\n  .group-h-navigation a {\n    text-decoration: none;\n    color: #595e61;\n    font-weight: 500;\n    display: inline-block;\n    transition: all 0.15s ease-in-out;\n    position: relative; \n  }\n\n  \/* 2. THICKNESS ON HOVER *\/\n  .group-h-navigation a:hover {\n    color: #000000;\n    -webkit-text-stroke: 0.8px #000000;; \n    text-shadow: 0 0 0.1px #000000;;\n    transform: scale(1.05); \n  }\n\n  .group-h-navigation span {\n    margin: 0 10px;\n    color: #000000;\n    display: inline-block; \n  }\n<\/style>\n","protected":false},"excerpt":{"rendered":"<p>Maintenance Strategy 1 | Maintenance Strategy 2 | Maintenance Strategy 3 | Maintenance Strategy 4 Maintainace optimisation Railways are a vital part of everyday life, providing essential connections for commuters and long-distance travellers. Effective maintenance<a class=\"read-more\" href=\"http:\/\/141.23.68.248\/wp\/?page_id=24491\">Continue reading<\/a><\/p>\n","protected":false},"author":277,"featured_media":0,"parent":24432,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"page-templates\/page_fullwidth.php","meta":{"footnotes":""},"class_list":["post-24491","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/pages\/24491","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/users\/277"}],"replies":[{"embeddable":true,"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=24491"}],"version-history":[{"count":65,"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/pages\/24491\/revisions"}],"predecessor-version":[{"id":27963,"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/pages\/24491\/revisions\/27963"}],"up":[{"embeddable":true,"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=\/wp\/v2\/pages\/24432"}],"wp:attachment":[{"href":"http:\/\/141.23.68.248\/wp\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=24491"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}