BIM assisting the delivery of Quality Management

Railways do not exist in isolation from their contextual environment. Where that environment consists of man-made and natural interfaces (where two or more things come together and affect one another – Cambridge University Press, 2025). These interfaces often include highway bridges over a railway; railway retaining walls or earthworks adjacent to urban or rural land uses; utilities above, adjacent, under, the railway operational environment. Whilst physical railway infrastructure remains relatively unchanged for decades, its contextual environment changes more frequently. I.e., road widening, urban development, replacement of utilities.

Moreover, these interfaces are not only tangible (man-made/engineered); they are intangible (man-made, but often in the form of legislation or legal agreements, procedures, etc.). They affect, and are affected by, land, sub-soil, airspace, structures, and their related systems, and sub-systems (Darroch, 2012; 2014; 2020; 2021; Darroch, Beecroft, & Nelson, 2016; 2018; 2021). If these tangible and intangible interfaces are not understood effectively by railway infrastructure managers, through BIM applications, the operational interface risk between railway systems and their contextual environment increases (RSSB, 2025). Where a lack of interface data and subsequent interface management can lead to a failure in keeping railway operational risks as Low As Reasonably Practicable (ALARP) (RAIB, 2013; 2014; 2017a; 2017b; 2018; 2022; 2025).

The proposed presentation shall therefore introduce considerations such as the need for Railway Engineers to take a Quality Management perspective (ISO9001) to interface management through project, asset, operational, and risk management (ISO 21500; 55000; 31000; CIRO, 2014). Incorporating the need for greater systems thinking, critical thinking and analysis through BIM, ensuring effective Reliability, Availability & Maintainability of railway systems (ISO22163; IfATE, 2018).