Testing & Commissioning Process for a

Light Rail Project

A case study from the Dublin

Luas Light Rail System

The IET Railway Network

Young Professionals Seminar
5th October 2010

Rohan Sharma
 What is covered…
ƒ The Dublin Luas
ƒ System
ƒ Line B1
ƒ Contractual Hierarchy
ƒ Systems

ƒ Testing & Commissioning

ƒ Planning
ƒ T&C Model
ƒ Systems Integration

ƒ Examples
ƒ Substations
ƒ Gauge Runs
ƒ Control Centre

ƒ Conclusions & Discussion

2
The Dublin Luas
ƒ Light rail / tram system since
2004 – part on street, part
segregated
ƒ Red Line – Dublin Connolly and
The Point to Tallaght (15.5 km,
27 stops)
ƒ Green Line – St. Stephen’s
Green to Sandyford (9 km, 13
stops)
The Dublin Luas
ƒ Light rail / tram system since
2004 – part on street, part
segregated
ƒ Red Line – Dublin Connolly and
The Point to Tallaght (15.5 km,
27 stops)
ƒ Green Line – St. Stephen’s
Green to Sandyford (9 km, 13
stops)
ƒ Gauge – Standard 1435mm
ƒ Traction – 750 V DC overhead
catenary
ƒ Frequency – 4-5 min peak, 10-15
min off-peak
The Dublin Luas
ƒ Light rail / tram system since
2004 – part on street, part
segregated
ƒ Red Line – Dublin Connolly and
The Point to Tallaght (15.5 km,
27 stops)
ƒ Green Line – St. Stephen’s
Green to Sandyford (9 km, 13
stops)
ƒ Gauge – Standard 1435mm
ƒ Traction – 750 V DC overhead
catenary
ƒ Frequency – 4-5 min peak, 10-15
min off-peak
ƒ Rolling Stock – 66 Alstom
Citadis trams (301, 401, 402)
ƒ Signalling – conventional
absolute block with loops
The Dublin Luas
ƒ Light rail / tram system since
2004 – part on street, part
segregated
ƒ Red Line – Dublin Connolly and
The Point to Tallaght (15.5 km,
27 stops)
ƒ Green Line – St. Stephen’s
Green to Sandyford (9 km, 13
stops)
ƒ Gauge – Standard 1435mm
ƒ Traction – 750 V DC overhead
catenary
ƒ Frequency – 4-5 min peak, 10-15
min off-peak
ƒ Rolling Stock – 66 Alstom
Citadis trams (301, 401, 402)
ƒ Signalling – conventional
absolute block with loops
ƒ Depots – Red Cow (Red line) &
Sandyford (Green line)
ƒ Control Centre – Red Cow
Line B1
ƒ Green line extension from
Sandyford to Brides Glen
ƒ 7.5 km, 11 new stops
ƒ Structures – 4 bridges, 1
underpass
ƒ 6 road junctions
ƒ Track – Ballast, embedded, bi-
block slab
ƒ Journey time – 18 min
ƒ € 300 million project
ƒ Being developed on a PPP basis
as part of the Government’s
Transport 21 programme.
Line B1
 Contractual
Hierarchy

9
 Systems
Tramstops
ƒ Passenger Information
Display (PID)
ƒ Passenger
Announcement (PA)
ƒ CCTV
ƒ Lighting

10
 Systems
Tramstops
ƒ Passenger Information
Display (PID)
ƒ Passenger
Announcement (PA)
ƒ CCTV
ƒ Lighting
ƒ Emergency
telephones
ƒ Ticket machines
ƒ Ticket Validating
Machines
ƒ Earthing
ƒ Tramstop cubicle
(power & comms)

11
 Systems
Control System
ƒ Central Control
ƒ FE SCADA
ƒ PS SCADA
ƒ Remote Terminal Units
ƒ Control panel
ƒ Cable transmission, comms

12
 Systems
Substation, Traction
ƒ AC & DC distribution
ƒ MV & DC switchgears
ƒ Traction & Aux. transformers
ƒ Rectifier
ƒ Cabling
ƒ UPS & batteries

3-Phase Traction
Transformer

Auxilliary Transformer
13
 Systems
Overhead Conductor System
ƒ Switching
ƒ Trackside distribution
ƒ Feeders
ƒ Return cables
ƒ Contact wire
ƒ Section insulators

14
 Systems
Signalling
ƒ AVLS loops
ƒ On-board AVLS
ƒ Track circuits
ƒ Point motors
ƒ Point heaters
ƒ Signals
ƒ Comms/CCS

Radio
ƒ Radio Mast
ƒ Repeaters
ƒ Telephones
ƒ Antennas

Radio Mast (at Sandyford)

15
 Systems
Other
ƒ Earthing
ƒ Bonding
ƒ EMC
ƒ Stray Current

• Cable Ducts
• Chambers

16
 Systems
.... and the INTERFACES with:
ƒ All Structures and Civils
ƒ Building services
ƒ Utilities
ƒ 3rd Party
ƒ Trams

Embedded Rail
to Ballast Track

17
 Testing & Commissioning
ƒ What
ƒ A very important phase or series of activities in the
construction of a railway before it can be safely opened
for commercial operation.

ƒ When
ƒ After Detailed Design, after safety validation and
submission of reports, during and after construction

ƒ Why
ƒ To ensure safe opening of the railway
ƒ To demonstrate all technical and project requirements
are met
ƒ To prove all internal and external interfaces are
systematically closed

ƒ Who
ƒ Employer, Main Contractor, Sub-contractor(s),
Supplier(s), Testing Bodies

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 Testing & Commissioning
ƒ Planning
ƒ Basic strategy by employer
ƒ All Contractors follow the T&C model
ƒ Contractors provide T&C Plan and other
documentation
ƒ Contractors provide supervisory and technical staff and
equipment for inspection and testing
ƒ Contractors are responsible for testing, reporting,
certifying, getting approvals, etc.

ƒ Documentation
ƒ T&C Plan – by Contractor
ƒ Test Procedures – by Sub-contractor/ Manufacturer/
Approval Body
ƒ Test Reports – by Sub-contractor/ Contractor
ƒ Test Certificates – by Sub-contractor/ Contractor
ƒ Snag Lists, etc.

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 Testing & Commissioning
ƒ T&C Model: FAT-SIT-SAT-SATOV

ƒ FAT – Factory Acceptance Tests

ƒ To prove that components and equipment meet
specifications.
ƒ FAT Types:
Hardware
‰ Routine Tests – on individual components
‰ Type Tests – on ONE complete equipment
Software
‰ Simulations
‰ Test bench
ƒ Responsibility: Manufacturer (or Contractor)

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 Testing & Commissioning
ƒ T&C Model: FAT-SIT-SAT-SATOV

ƒ SIT – Site Installation Tests

ƒ To demonstrate all equipment are correctly
installed, wired, checked and suitable for operation.
ƒ SIT types:
‰ Visual
‰ Functional
‰ Operational (low level)
ƒ Responsibility: Contractor + Manufacturer

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 Testing & Commissioning
ƒ T&C Model: FAT-SIT-SAT-SATOV

ƒ SAT – Site Acceptance Tests

ƒ Pre-commissioning stage
ƒ To show that the equipments and sub-system can
functionally operate as an integrated system.
ƒ Sub-stages:
SAT-Interim
‰ Pre-verification of performance of interfaces to minimise
modification
SAT-Internal
‰ Integration of equipment under one contract/ discipline/ scope
of works
SAT-External
‰ Integration of equipment under more than one contract/
discipline/ scope of works
ƒ Responsibility: Contractor

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 Testing & Commissioning
ƒ T&C Model: FAT-SIT-SAT-SATOV

ƒ SATOV – Overall Site Acceptance Tests

ƒ Commissioning stage
ƒ To prove that overall system will operate
satisfactorily in commercial service and can be
handed over to the employer.
ƒ Sub-stages:
SATOV-Equipment
‰ Functional
‰ Operational
‰ Degraded Mode
‰ Endurance
SATOV-Line
‰ Take-over by employer
‰ Trial running of old/new trams on new infrastructure
ƒ Responsibility: Employer + Contractor + Operator

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 Testing & Commissioning
ƒ Actual T&C Model used: FAT-SIT-SAT-
SAT-Dynamic-SATOV

ƒ SAT-Dyamic – SAT-External + Trams

ƒ Integration of equipment under more than one
contract/ discipline/ scope of works
ƒ Tram running takes places at low speeds to test
integration with various sub-systems.
ƒ Responsibility: Contractor + Operator (with
Employer witnessing the tests)

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Systems Integration
Systems Test Room
STR is a true replica of the
Central Control Room (CCR)
Used to:
‰Test systems without affecting
existing service
‰Upgrading the Central Control
System and Room
‰Smooth migration of systems

STR was used during systems

testing for Line C1
STR tested systems for Line
B1 and for any future lines
 SIT (Substation)
‰ Visual
‰ Functional
‰ Operational
(low level)

Cable Tests Rectifier

Battery
Charger

MV Switchgear

PS SCADA - MV Switchgear –
RTU & Panel Dielectric Test
SAT

Gauge Tests
– Structures

Gauge Tests
– Platform

Interface between – Tram &

Crossovers, Pantographs & OHLE
SAT & SATOV

Central Control Room –

CCTVs, PIDs &
Energisation – interface with AVLS
Voltage, Sectioning
& interface with
substation
 Conclusions & Discussion
ƒ Strengths
ƒ Robust model, phase-wise, whole systems approach
ƒ Repetition of certain tests while closing interfaces between disciplines
ƒ Ensures low level interfaces/snags are closed before high level integration
ƒ Hands over a safe, integrated system with complete testing records

ƒ Weaknesses
ƒ Stage split up could be unclear if not laid out at the beginning
ƒ Time consuming

ƒ Some lessons learnt

ƒ Ideal versus practical?
ƒ Time, budget constraints and safety?
ƒ Competency of the T&C personnel?
ƒ Best Practice?

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Questions?

Thanks