Lessons from Clapham Junction - SNCF WAY OF TESTING December 5th 2013 - IRSE Conference 05/12/2013
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December 5th 2013
Lessons from Clapham Junction
SNCF WAY OF TESTING
IRSE Conference 05/12/2013
Agenda
1. Major accidents in SNCF at the time of Clapham Junction
2. Signalling issue
3. French Railway maintenance and works organisation
1. New works on a new line
2. New works on an Operational Railway
3. Maintenance Works
4. Comparison between UK and French ways of testing
5. Conclusion
CONFIDENCE
MOVES
THE WORLD
IRSE Conference 05/12/2013
SNCF has suffered major accidents as well
CONFIDENCE
MOVES
THE WORLD
IRSE Conference 05/12/2013
1. Major accidents on SNCF network at the time of
Clapham Junction disaster.
Summer 85 was bloody for SNCF
4 IRSE Conference 05/12/2013
July the 8th 1985. Saint Pierre‐du‐Vauvray : collision of a « Corail» train Le
Havre ‐ Paris with a truck at a Level Crossing
The train was continued to be pushed by the locomotive after the collision had occurred.
10 people were killed and more than 60 injured.
• A system was then introduced to switch off the locomotive’s engine if train integrity is no longer detected.
• In parallel, a campaign of subtitution by bridges of dangerous Level Crossings began.
5 IRSE Conference 05/12/2013
August the 3rd 1985. Flaujac : Face to face collision on a single line
between a « Corail » train Paris‐Capdenac and an «autorail» Rodez‐Brive
Both trains were running at 120 km/h. The signaller of one station made a fatal error. He sent a train before the Autorail
arrived in the station. He had no way to contact any of the trains after he had realized his mistake.
35 people were killed.
• A controversy raised from this catastrophe. SNCF was reproached for priorising TGV instead of investing in the Classic Network.
• A new token block “CAPI” was created to reinforce the safety of secondary lines with simplified Signalling.
• The implementation program of track to train radio was re-enforced.
6 IRSE Conference 05/12/2013
August the 31st 1985. Argenton‐sur‐Creuse : Deraillment of a night train
Paris to Port‐Bou.
The train derailed at 100Km/H. It should had run at 30. With the activation of EB some of the coaches derailed and were foul
of the other track, then a Mail Post crossing train hit 2 of the sleeping coaches.
The driver was confused by multiple permanent and temporary speed restrictions in the same section.
43 corpses were excavated from the wreckage.
• Change of rules for TSR implementation.
• The decision to implement an overspeed control system on SNCF Network was re-enforced.
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3 majors disasters occurred within 2 months in summer 1985. The
President of SNCF was fired.
In the following years some majors accidents occurred again.
The most deadly happened in Paris.
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27 juin 1988. Paris Gare de Lyon, underground station: A train full of
passengers parked on a dead end was strucked at 60km/h by a train with
the braking system partially disabled.
Following multiple activation of the EB system by rough passengers, the braking system of several coaches was
damaged. To carry on the trip, the driver isolated the braking system of several coaches of the train. This was completely
forbidden on this old class of train. 56 people died and hundreds were trapped and injured.
• Afterwards in suburban Parisian Trains, the Emergency Stop has been replaced by an interphone connected to the driver.
• The renewal of trains has been accelerated .
• Procedures and systems have been improved to avoid disabling the braking system.
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Drivers follow up improved
In the nineties several Driver/Signaller errors created other deadly accidents:
- Train starts without authorization.
- Signals passed at danger.
- Misunderstanding between Signaller and Driver.
Training, audits and follow up of the drivers were improved.
10 IRSE Conference 05/12/2013Improvement of the Signalling System
In parallel to prevent human errors:
Some changes in Signalling principles were implemented:
- Repeater “crocodile” (equivalent to AWS) were to be installed
at every “Sémaphore” (Stop signals) on single lines in order
to implement a train stop function.
New Systems were introduced or deployed on most of the
lines.
- KVB (Over-speed and SPAD detection and action on
braking)
- CAPI (Computer Aided Token Block) for non signalled lines
- HBD (hot box detection)
11 IRSE Conference 05/12/20132. Signalling issues on SNCF Network
In the last decades no major accident was due to
SNCF Signalling System fault...
12 IRSE Conference 05/12/2013Signalling issues
….Except on the 12/12/2001 where a train
collided with the one in advance…
IRSE Conference 05/12/2013
Page 13December the 12th 2001. Lyon St Clair. A Fret train collided with an
other Fret train.
The wire’s poor insulation of an old cable allowed signalling circuits to be bypassed (despite double cutting!). Then a
green light was displayed to the second train with the ahead Track Circuit occupied. Nobody was killed but drivers of the
second train where injured.
• Once the issue was known, a national Campaign was immediately set up to measure the insulation
of the same sort of cables. The more deteriorated cables were replaced in emergency.
• A plan to change the old cables (and the type of the faulty one in priority) has been implemented…
14 IRSE Conference 05/12/20133. French Railway maintenance and works organisation Since the end of the nineties, RFF is the owner of the infrastructure. RFF has delegated the railway maintenance to SNCF which was the historical owner and maintainer. Therefore SNCF is the only one company approved to work on the Operational Railway. A contractor can work in a protected area put in place by SNCF staff. Therefore only SNCF staff is allowed to manage possessions. Things will change with “PPP” process… 15 IRSE Conference 05/12/2013
Signalling Works
3 sorts of works are to be considered in French Railway
1. New works on a new line
2. New works on an Operational Railway
3. Maintenance Works
IRSE Conference 05/12/2013
Page 163.1. New Works on a New Line
Validation Process for a New Signalling System is now international
This process
is for
computer-
based
interlokings
17 IRSE Conference 05/12/2013Application of the « V » cycle on a French Project
Each step of testing is certified by a « Procés Verbal »
18 IRSE Conference 05/12/2013Signalling testing phases on New Lines
Signalling Testing Phases
Factory On site
Phase Phase 1 Phase 2.1 Phase 2.2 Phase 2.3 Phase 3 Phase 4 Phase 5
Name Trial Run
Factory Acceptance Test Technical Verifications Pre‐tests Line Side Integration Integration of others Dynamic Tests Drivers, Signallers Cert
Checkings/Tests in Factory Installation check Power up the equipement Track Side connected Integration with other Dynamic Validation tests Runs with theTime Table
Site Acceptance Tests Local Integration of Systems Dynamic System Integration Degraded Mode
Tunning of sub systems Line side Equipments Operationnal Tests Drivers, Signallers Cert
Sub Systems Integration from IXL and from SCC Dedicated "pre"
Activity I/O testing with dummy TS dynamic tests
Local tests
Factory Test Plan Static Int Test Plan Static Int Test Plan Static Int Test Plan Static Test Plan Dynamic Test Plan
Factory Test specifications Maintenance procedures Maintenance procedures Maintenance procedures Test Specifications Dynamic Test Scenarios
Input Docs TV Test Specifications Test Specifications Test Specifications Operationnal Scenarios
Scheme Plan, CT Scheme Plan, CT
Factory Acceptance Cert Static Int Test Plan Site Acceptance Cert Maintenance sheets Static Integration TC Dynamic integration TC Drivers, Signallers
Maintenance procedures Maintenance Sheets Static Test Certificates Commissioning Certificate Certifications
TV Test Specifications (TC1)
Certificates
All SP, CT DD validated
Output docs
Transfert to the Operator
Hardware Chipment &
Installation for sig Rooms and SCC
AQ Process
Building& Equipemnt Room Ready
Chipment & Site Installation for Track Side Equipment
AQ Process to monitor quality of implementation
Power Supply Installation and Tests
Other
Activities FTN SCC Installation and tests
FTN Trackside Installation and tests
IXL, RBC Software Production & Factory Integration & Validation
GSMR Installation and tests
EMC Measurments
Trains fitment and tests
Maintenance Cycle to be implemented for sub systems put in use
Maintainers Training and Certification
Drivers, Signallers Training and Certification
19 IRSE Conference 05/12/2013Phases of Tests for a new Line
‐ Factory Tests
‐ Installation Check
‐ Technical Verification
‐ Pre‐Tests
‐ Integration Tests
‐ Integration Tests with Others
‐ Dynamic Tests
‐ Commissioning
‐ Trial Run
IRSE Conference 05/12/2013
20Phase 1 Factory Tests
‐ Hardware Factory Acceptance Tests to ensure hardware is fit for purpose
‐ Software Tests (Validation and integration)
IRSE Conference 05/12/2013
21Installation check
The PAQ (Assurance Quality Plan) application ensures good practice and defines steps
of verification and tests to be completed up to the installation achievement.
2 gates of control are applied during installation
‐ “Point d’arrêt”: predefined step where the client must attend to witness a certain
task (e.g. first installation of an equipment). The work only carries on if the client is
happy with the task he has witnessed.
‐ “Point de contrôle”: predefined step where the contractor must inform the client
when and where a task is to be undertaken. If the client is not there, the contractor
carries on the work.
IRSE Conference 05/12/2013
22Phase 2.1: Technical Verifications
Technical Verifications consist in checking the quality of installation
Location of equipment
Installation conformity
Label check
Continuity of wires
Wire counting
Insulation check
Mark up of drawings
Earth Measurement
Earth connexion
Cable Testing
Mechanical adjustments
23 IRSE Conference 05/12/2013Phase 2.2: Pre‐tests
Pre‐testing
Power up equipment
Insulation measurment
I/O allocations check (computerised systems)
Adresses check (computerised systems)
Local integration with dummy track side…
Calibration of equipment
Double cutting of external circuit
Local tests for each individual circuit
Build up of calibration references
Safety tests
24 IRSE Conference 05/12/2013Phase 2.3: Integration tests
• Local Integration from Signalling equipment room to track side
• Remote Integration from the SCC (end to end tests)
• Tests between interlockings (SR to SR)
• Functional and Operational Tests
• Degraded Mode Tests
IRSE Conference 05/12/2013
Page 25Phase 3: Integration tests with other Systems
• Interface Tests with other Lines
• Integration with other Systems
• Interface degraded mode tests
• Dedicated Technical Verification before
OHLE is supplied
• Dedicated tests for others including some
special trains for Track, OHLE, Radio….
• OHLE is powered up
IRSE Conference 05/12/2013
Page 26Phase 4: Dynamic Tests
• Dynamic specific runs
• Dynamic integration
• Dynamic Operational Tests
• Dynamic degraded mode tests
IRSE Conference 05/12/2013
27Commissioning
• Test of the System in the Operational Configuration
• Static Confidence Tests
• Dynamic Confidence Tests
IRSE Conference 05/12/2013
28Phase 5: Trial Run
• Time table tests
• Safety tests
• Final Operators’ Training
• Operational tests
• Permit to Use
IRSE Conference 05/12/2013
293.2. New works on an Operational Railway
On operational lines phases of test are sequenced by
the construction phases
Stage test works are to be designed to coordinate with the construction phase and to
not affect the operation.
A migration strategy is to be built up. Over‐and‐back process is implemented in order
to give back the System to the Operator at the end of each test shift.
The works on operational lines are mostly during night shifts once the passenger
service is over; therefore the work and test duration is reduced for operation to be
able to resume early in the morning.
IRSE Conference 05/12/2013
30New works on an Operational Railway (2)
Stage works and relevant documentation supported by a robust configuration
management and methodology of wiring change are the only way to not
interrupting the operation in a safe way.
IRSE Conference 05/12/2013
313.3. Maintenance Works
Maintenance Works
Maintenance works are like for like replacement of equipment.
They are performed by maintenance people or specialized SNCF team and carried out
between trains during day shift (at night in some big centres).
IRSE Conference 05/12/2013
324. Comparison between UK and French ways of testing (1)
Responsibility for testing phases for New Works and Maintenance
Stage France UK Comments
Platform tests SNCF** Contractor* Data integration & validation
Installation Contractor Contractor*
Installation check Contractor Contractor AQ Process
Technical Verifications SNCF ** Contractor* Hand over to test
Pre‐Tests SNCF ** Contractor*
Static Tests SNCF ** Contractor*
Dynamic Tests SNCF ** Contractor*
Principle Tests NR
Commissioning SNCF Contractor*/NR
* NR supervision
** PPP with SNCF supervision
Tests after maintenance works and before handing over to operation are
exclusively made by SNCF staff.
IRSE Conference 05/12/2013
33Comparison between UK and French ways of testing (2)
Testing Documentation
Document France UK Comments
Strategy Stratégie d’essais Test Strategy
Test Plan Programme de Test Plan Now « Contrat de
Travaux Travaux » for SNCF
References IN SNCF NR Standards
Test Procedure Procédure d’essais Test Procedure/ New systems
Specification
Test record sheet Fiche d’essais Test record sheet
Fault record Fiche d’analyse Test Log
Design copies for Collections essais Testing sets Design Documents are
testing validated by ticking in
both countries
Updated drawing Retour Chantier Red Line
Final issue from Copie Conforme As Built
Design
Certificates PV VT et Essais Test certificates
IRSE Conference 05/12/2013
34Comparison between UK and French ways of testing (3)
Organisation of works and tests
France UK
Work generally in day shift (excepted Work in night shift when the Lines are
where it is not possible with the traffic) closed for traffic.
With competent Persons In Charge
SNCF manages the safety for contractors
Routine Maintenance is completed on day Maintenance during night shift.
shift by SNCF staff.
On call system out of the shift Duty maintainer all the time on site.
35 IRSE Conference 05/12/2013Comparison between UK and French ways of testing (4)
Formation / Habilitation of Testers
France UK
Training Training
Testers are from SNCF staff therefore they are trained IRSE with the individual technical and experience
and qualified in Signalling works and tests. follow up guaranties the competence of tester.
2 complementary Modules for testers:
‐ Essais simples
‐ Essais complexes
The certification of Testers for PPP is made through a
training approved by EPSF
Assessment Assessment
Testers are assessed by the SNCF Technical Manager TIC assessed by NR Testing & Commissioning Manager
(Project or Maintenance) Testers assessed by TIC.
Follow up Follow up
Plan de veille held by the Manager Individual IRSE Log Book and follow up by the
Company
36 IRSE Conference 05/12/20135. Conclusion
Until now SNCF has kept the Management of Maintenance and Testing.
With the introduction of PPP for new lines (SEA, CNM, BPL…) SNCF GID
(Gestionnaire de l’Infrastructure Délégué) only completes the final integration and the
Commissioning.
MOE and the contractor performs all the tests with the approval of the GID.
This is possible only in an isolated environment from operation.
This safe environment is created by the Project (New Line or part of line frozen for the
works or by SNCF Maintenance Staff during the period of Work and Test)
SNCF performs confidence tests to hand back System to operation.
Also with PPP contractors have got the Maintenance for 10 or 25 years.
Certification of Maintainers and Testers from other companies is becoming possible
through training centres approved by EPSF.
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