Train testing on the Elizabeth line

Published by Darron Toy on


Dynamic Testing is the final stages of
testing the key railway systems so it’s the integration of fundamentals of
the signalling system, the train board systems and the wayside (trackside) so it’s that
final part before we enter into Trial Running so it’s a key component.
As a Crossrail project we call this the RCC which is the Route Control Centre.
Everything’s controlled front-end from here. In the control room floor
you have people looking after the traction power, the non-traction power, the comms systems and the signalling systems as well so from a testing perspective this is
the central hub to allow to complete Dynamic Testing. It’s fundamental for us to
test the system thoroughly. It takes as long as it takes to get us to a point
where the system can be signed off as safe allowing obviously us to move into
Trial Running then into Trial Operations and into Passenger Service as well. The testing is key in relations to core safety requirements basically “So we’re going to be moving from the Eastbound over to the Westbound, perform a manual cab change and then move to Bond Street where we’re going to continue with the PSD test. From a testing perspective we start with one train. The process of testing with one train is
slow speed testing with non-signalling and then you move up to the signalling control
perspective of it. After various safe stages of assurance then you can step up to multi-train testing. From a maximum allowed units perspective in Dynamic Testing it’s four trains. We have to test the functionality and requirements of each
of the tour systems ie We have to test the functionality and requirements of each of the core systems i.e so you’re testing the train, you’re
testing sitting system, you’re testing the power system, your testing the comms
system, you’r testing the platform screen doors We need to demonstrate in an
integrated manner that the trains operate safely and correctly. We have to
reach these core requirements and assurance as well before moving into the
next stage of testing. What we do in Dynamic Testing, we find many and
multiple different faults. That’s the reason we test because you wouldn’t want
these faults to come up during an operational railway so again it
could be any number of matters. It’s usually do to with interfaces. We’ve
got key systems that are obviously operating independently but it needs to be
working as in unison as a whole so again a big part for us is the integration
side of it. I don’t believe people realise how much integration and
planning goes into what we’re trying to delivery here. You’re talking multiple stakeholders so this could be around, in an involvement of one test
window for us, maybe 150 to 200 people that are involved directly and then you
maybe have 50 to 60 people that are back behind that, in relation to
the planning and we’re testing a system that runs from the southeast of
London across to the west with 10 new stations being built so you’re
interfacing, integrating with these people all the time and again the key fundamental
for us is safety. The systems have to be safe. One, to allow us to start testing and
then for us to obviously complete the testing as well.


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