Los Angeles County Metropolitan Transportation Authority
Metro Gold Line Eastside Extension
TEST PROGRAM PLAN
ISSUED:
RAIL TRANSIT PROJECT TEST PROGRAM PLAN
Prepared by: ______W. T. McCann Program Start-Up Manager Los Angeles County Metropolitan Transportation Authority
Approved: ______Systems Design, Manager/Engineer Design/Build Contractor
Approved: ______Start-Up Manager Design/Build Contractor
Approved: ______Safety Certification, Manager/Engineer Design/Build Contractor
Approved: ______Project Management Construction/Engineering Los Angeles County Metropolitan Transportation Authority
Approved: ______Deputy Executive Officer of Rail Operations Los Angeles County Metropolitan Transportation Authority Metro Gold Line Eastside Extension
Table of Contents
SYSTEM DESCRIPTION AND CHARACTERISTICS
SECTION I-INTRODUCTION
1.0 GENERAL
1.1 SCOPE
1.2 OBJECTIVES
1.3 RELATED DOCUMENTATION
1.4 TEST CATEGORIES
TEST CATEGORIES 4
SECTION 2 -TEST PROGRAM ORGANIZATION 7
2.0 GENERAL
2.1 TEST PHASE OPERATING PROCEDURES
2.2 TRACK ALLOCATION NOTICE
2.3 OPERATIONS TRAINING COORINDATION
2.4 TEST PROGRAM STATUS REPORTING
2.5 SUBSTANTIAL COMPLETION TASK FORCE
2.5.1 SUBSTATNTIAL COMPLETION
2.6 TEST GROUP
2.7 DESIGN/BUIDL (D/B) CONTRACTOR
2.8 QUALITY CONTROL
2.9 SAFETY
2.10 SAFETY CERTIFICATION
2.11 DESING/BUILD CONTRACTOR
2.12 CONTRACTORS
2.13 FIRE/LIFE SAFETY COMMITTEE
2.14 LAW ENFORCEMENT AGENCIES
2.15 MTA QUALITY MANAGEMENT
2.16 RESIDENT ENGINEER
2.17 MTA OPERATIONS DIVISION
SECTION 3 -TESTING METHODOLOGY 16
3.0 GENERAL
3.1 PREPARE TEST PLANS
3.2 REVIEW AND APPROVE TEST PLANS
3.3 PREPARE TEST PROCEDURES
3.4 REVIEW AND APPROVE TEST PROCEDURES
3.5 SCHEDULE, PERFORM AND DOCUMENT TESTS
3.6 REVIEW AND EVALUATE TEST DATA
3.7 REPEAT TESTS
3.8 REPORT TEST COMPLETION
SECTION 4 -SYSTEM INTEGRATION TESTING 19
4.0 GENERAL
4.1 IDENTIFY TEST REQUIREMENTS AND PREPARE TEST PLAN
4.2 SCHEDULE TESTS
4.3 PREPARE SYSTEM INTEGRATION (SI)TEST PROCEDURES
4.4 PERFORM AND DOCUMENT TESTS
4.5 REVIEW AND EVALUATE FACILITY/SYSTEM DATA
4.6 REPEAT TESTS
4.7 REPORT TEST COMPLETION
4.8 EMERGENCY READINESS DRILLS
4.8.1 ROLES AND RESPONSIBILITIES
4.8.2 DRILL DEBRIEFINGS
SECTION 5 -TEST PROGRAM MANAGEMENT AND CONTROL FOR PRE-REVENUE READINESS
5.0 TEST PROGRAM FINAL STATUS REPORT 2S
5.1 PRE-REVENUE OPERATONS READINESS MEETING 25
5.2 POST PRE-REVENUE OPERATIONS READINESS MEETING 25
VOLUME ii
SYSTEM INTEGRATION TESTlNG
SECTION 1 AUXILIARY VEHICLES TEST SECTION 2 PASSENGER VEHICLES TEST SECTION 3 TRACTION POWER SUPPLY INTEGRATION TESTS SECTION 4 LOCAL FACILITY MONITORING AND CONTROL TESTS SECTION 5 RADIO TESTS SECTION 6 SCADA INTEGRATION TESTS SECTION 7 SYSTEM READINESS DRILLS SECTION 8 FIRE/LIFE SAFETY SECTION 9 SYSTEM TEST SEQUENCE
Metro Gold Line Eastside Test Program Plan
RECORD OF CHANGES
Change Number Date Entered Signature/Title/Company
FORWARD FORWARD TO THE TEST PROGRAM PLAN
Prepared by William T. McCann
INTRODUCTION
The successful testing and start-up of the Metro Eastside Extension will require the concentrated and coordinated efforts of MTA Construction and Operations Divisions, the Construction Manager, his systems and construction subcontractors and other Agency and consultants staffing in order to capitalize on the knowledge gained from previous successful Metro projects.
This knowledge has identified elements in prior start-up efforts that were successful which will be employed again, such as proper organization, realistic schedule, and execution of goals and objectives. Experience has also identified elements such as attempting end-to-end testing as the initial strategy as problematic and will be avoided by using the Building Block testing approach.
The following eight issues will serve as the focus for this project.
Contractor Controls and Schedule Agency Organization Structure Scope of Work Agency and Contractor Staffing Levels Division of Responsibilities Test Scheduling Project Turnover to the Agency
Roles and responsibilities must be clearly defined, overlap must be minimized, lines of authority between contractors, consultants, and the Agency's Construction Division Start- up Program Manager will be clarified and any additional resources necessary will be identified and allocated to assure success. Actions identified and developed from previous start-ups will be taken to facilitate a more orderly and cost-effective execution of the testing and start-up activities and the eventual turnover of the project to the Agency. These actions developed on previous start-ups are summarized below.
INTEGRATED TESTING AND START -UP PHILOSOPHY
The Test & Start-up Group (TSG) will focus on the Building Block approach by participating in facility hardware testing of electrical and mechanical devices that will prove the functionality within the facility, followed by phase one system integration testing, that is the interconnection from facility to facility, and finally conducting Phase Two end to end integrated testing with the Rail Operations Control (ROC) Center. Previous experience has proven this approach will allow for a more simplified troubleshooting and repair process when problems are discovered, resulting in a substantially higher pass rate for each test performed and reducing the additional expenditure of time spent retesting. Past experience has revealed when attempting end-to-end testing as the initial strategy the results are neither sufficiently successful nor efficient. End to end testing assumes all elements of the project are installed properly and should work when integrated testing starts, when problems develop due to malfunctioning equipment testing is delayed, repairs are required, and re-testing is necessary. This is neither cost effective nor time saving to a rail construction project.
An intricate requirement to the successful implementation of the Building Block approach is the need to properly staff the test and start-up group (TSG). Test engineers with experience must be utilized to maximize productivity and minimize delays and re- tests. Accordingly, the Construction Manager should develop and authorize a (TSG) staff to remain on the project developing test procedures, witnessing selected tests and coordinating with various Resident Engineers to witness contractual testing, to ensure that in phase one, testing all systems and facility equipment can be successfully integrated and operated. This will assure that manual operation of the system is feasible and should the project experience a possible delay due to the development of any software problem the project could open on its scheduled (ROD) without placing the Agency in the position of having to announce a delay in (ROD) to the public.
MTA ORGANIZATIONAL STAFFING PLAN
With MTA taking a more direct role in the testing and start-up process, the MTA Program Start-up Manager will report directly to the MTA Executive Officer/Project Manager. The Program Start-up Manager for MTA will oversee the Construction Manager's Rail Activation Manager and the Integrated Test Group Manager.
The Corridor Project office of the Construction Manager will staff a systems Manager or an equivalent employee to coordinate the efforts of the various systems Resident Engineers (RE's) with the Facilities Resident Engineers, further the CM's system Manager ensures that all engineering changes in the system contracts are coordinated with other related systems contracts and the entire process is documented and will be made ready for review by MTA when circumstances require.
The MTA Operations Department Support Manager will act as a single point of contact between the Operations Department and the Construction Program Start-up Manager. The Operations Support Manager will generally communicate operational requirements, facilitate staffing and access requests, and assist the Program Start-up Manager in providing a fully tested and operational system prior to Revenue Opening Day (ROD).
The Program Start-up Manager and the Operations Support Manager will work together daily to ensure complete coordination for MTA's responsibilities. The Operations Support Manager will develop an Operations Department staffing plan which meets the needs of both the start- up effort and the subsequent pre-revenue and revenue operations requirement working in conjunction with the Program Start-up Manager. The Operations Department will have a presence in the project as early as twelve (12) months prior to ROD.
Operations Department staff participates in the design review, test and start-up activities and their involvement, assures their personnel a familiarity with the system design and augments MTA training. During contract acceptance testing and contract closeout activities, they will have the opportunity to witness tests and participate in facility walk- throughs. During system integration testing, they will provide additional support by operating and/or monitoring vehicles, systems and equipment, and participate in simulated readiness drills. Following successful testing, the Operations Department is given responsibility for the rail line and will conduct pre-revenue operations.
TRACK ALLOCATION
The Construction Manager' Track Allocation Coordinator (T AC) will support the CM's Rail Activation Group during integration testing and will provide weekly track allocation notices in conjunction with Rail Operations red tag activities.
The Track Allocation Coordinator supports the RAG meetings by taking minutes, resolving Action Items, following up on Action Items responses by other groups or sub- contractors, identifying new issues or problems that need immediate resolution. The T AC will coordinate all corridor testing activities at the weekly track allocation meetings, between the Construction Manager (C.M.), the contractors and the MTA Operations and Constructions Departments to control access to portions of the railroad, stations and tunnel, so contractors can plan their work to accommodate each other's schedule and the CM can set access priorities. During the integrated testing track allocation meetings will be conducted by the CM's (T AC) to establish access priorities.
Factors affecting the granting of site access include the criticality of the on-going contractor work, the potential impact that rescheduling tests may have on other tests and the availability of personnel needed to support the tests.
The "Red Tag" procedure will be implemented to enforce all necessary safety rules and regulations for the protection of personnel, equipment and property.
EMERGENCY READINESS DRILLS
The Emergency Readiness Drills will be conducted during system integration testing. The drills are performed in coordination with involved outside agencies such as fire services, coroner's office, and specialized emergency response departments such as bomb squad, SWAT, emergency medical, etc.
The drills will help evaluate procedures, familiarize and train organizations involved, verify that equipment works as expected, identifies areas for improvement in equipment, facilities, personnel or procedure connections, and finally determine if the rail system is ready for the handling of emergencies for the protection of the riding public.
Drill debriefings will be held to gain necessary feedbacks from the participating agencies and observers. The success of the drill, the pass/fail assessment to a large extent is influenced by the comments received and recorded on a matrix of open identified issues that must be corrected as a pre-requisite to certifying the issues are fixed and the drill is complete. All or any part of the drill may be repeated during pre-revenue operation by the Operations Department as required. Only upon successful resolution of the open issues matrix will prompt the RAG to prepare a Safety Certification Test Certificate for each drill, to document its closeout. This document will be filed with the CM's Safety Certification Manager.
Upon the conclusion of phase one testing, a signed Safety Certification Test Completion Report will be issued to the MTA Safety Certification Manager in order to certify manual operation of the system is a reality.
With the successful completion of Phase One testing, Phase Two testing will commence on those tests identified as unnecessary to support manual operation. When Phase Two testing is completed, a signed Safety Certificate Test Completion Report will be issued to the MTA Safety Certification Manager, which certifies the completion of the software tests back to the Rail Operations Control (ROC).
PRE-REVENUE OPERATIONS READINESS MEETING
A Pre-Revenue Operations Readiness meeting will be held to review status of each contract in preparation for pre-revenue operation of the rail system. The CM representatives will describe the completeness of each contract, and any items that may require a workaround. This meeting will enable the Operations Department to formalize the actual pre-revenue operation date. The meeting will be co-chaired by the CM's Manager of Safety Certification and the Manager of Occupational Health and Safety for the Operations Department, in coordination with presentations by a representative of the CM's RAG and the Rail Activation and Integration Start-up Program Manager.
POST-REVENUE OPERATIONS MEETING
The Post-Revenue Operations Meeting will be held after ROD on a mutually accepted date determined at the close of the previous Pre-Revenue Operations Readiness Meeting to identify remaining actions that need to be tracked in matrix format until completion, and to identify responsibility for the closure of each item. This meeting will be chaired by the CM's Program Start-up Manager presenting the status of the project to the MTA Operations and Construction Departments' Executive Staff. The frequency of this meeting will then be determined jointly by the attending group, until all in attendance agree the meeting should be terminated.
IN CONCLUSION
The expectations of the MTA are:
The D/B contractor will adhere to a test program which will assure that the structures, facilities, equipment, manuals, and materials included within the Eastside LRT project conform to their contract requirements are delivered on time and function correctly and efficiently together to provide a safe and reliable rail service for MTA passengers.
The D/B contractor will adhere to all contract requirements in performing the planning, scheduling and conducting all required tests and completing all required documentation. When equipment fails to meet contract requirements, the D/B contractor will make all necessary corrections and re-test to verify compliance to the contract specifications stated in Section 18.5 of the Project Management Plan.
SYSTEM DESCRIPTION AND CHARACTERISTICS
Metro Gold Line SYSTEM DESCRIPTION AND CHARACTERISTICS
Metro Gold Line-Eastside Extension Project Description
The Metro Gold Line-Eastside Extension Light Rail Corridor Project is a 5.8-mile double track light rail transit line with eight new stations between the existing Union Station and its eastern terminal at the Pomona! Atlantic station. The project consists of 4.0 miles of at-grade track and 1.8 miles of underground segment. The underground segment is designed to create only minimal surface disruption. Station structures, crossovers, ventilation shafts and ancillary structures are to be constructed by the cut-and-cover method. The ventilation system will be similar to the type used on the Metro Red Line. Most of the other two thirds of the alignment is to be at-grade and is to be constructed with track segments embedded in city streets. Trains will operate at speeds no higher than that of the adjacent street traffic in accordance with the regulations of the California Public Utilities Commission (CPUC).
The project has been integrated with the existing Metro Gold Line Segment 1 double track light rail transit line operating between Union Station and East Pasadena. The project has also been integrated with the existing and projected bus network and the Metro Red Line heavy rail transit subway. It is integrated with Amtrak Intercity and Amtrak California services and the Metrolink commuter rail system at Union Station, and with the Metro Blue Line and Metro Green Line light rail transit lines via the Metro Red Line at 7th and Metro and Imperial Station.
The project uses conventional electrically propelled articulated light rail vehicles, which draw electrical energy from an overhead catenary system that is accessed by pantographs located on the tops of the vehicles. The light rail vehicles are approximately 90 feet long and 8 feet 9 inches wide. They are designed to seat 76 passengers with room for an additional 68 standees for a total practical capacity of 144 passengers each. The station platforms are designed to accommodate trains of three vehicles coupled. Surface operating speeds in the streets will reach up to 35 miles per hour due to traffic speed limits, while underground segment speeds will reach up to 55 miles per hour. Average speed including station dwell times for the Eastside Extension is expected to be approximately 20 miles per hour.
The Eastside Extension will originate at Union Station in downtown Los Angeles at its connection with the Metro Gold Line to East Pasadena. It will bridge the U.S. 101 Freeway and then travel south on Alameda to 1st Street where it will begin eastward direction. The first station will be located at 1 st Street! Alameda Street and will be called the Little Tokyo/Arts District Station. The line will then cross the Los Angeles River and the railroad lines on each side of the river on the 1st Street Bridge. The First Street Bridge, a historically significant structure, will be enlarged to accommodate all light rail tracks.
The next station will be located at 1st Street/Utah Street and will be called the Pico/ Aliso Station. The line will then transition into a 1.8 mile underground segment beneath the Boyle Heights with underground stations at 1st Street/Boyle Avenue (called the Boyle
Heights/Mariachi Plaza Station) and at 1st Street/Soto Street. The alignment will return to the surface near the intersection of 1st and Lorena Streets, jog to the south parallel to and east of Indiana Street, then transition to follow 3111 Street. The stations will be located at 3111 Street/Indiana Street, 3rd Street/Ford Boulevard (called Maravilla Station), 3rd Street/Mednik Avenue (called East L.A. CiVic Center Station) and Pomona! Atlantic Station, the eastern terminal of the line located just east of the intersection of Pomona and Atlantic Boulevards.
Many of the elements of the Metro Gold Line Eastside Extension Project have been or will be defined by Segment 1 of the Metro Gold Line to East Pasadena, which has just begun revenue service. The revenue segments of the combined Eastside and Pasadena Line Projects will be approximately 19.4 miles long. The Pasadena Gold Line Project is state and locally funded. The Federal Transit Administration is the Federa1lead agency for the Eastside Project. The Eastside Extension will be built in accordance with design and operating criteria that are compatible with MTA's existing light rail lines.
METRO GOLD LINE EASTSIDE EXTENSION
Metro Gold Line Facilities and Systems
Stations and System Accessibility
The following is a complete list of Metro Gold Line stations including the Eastside Extesion, beginning at the north end of the Pasadena line and continuing to the east (or railroad south) -end of the Eastside Extension:
SYSTEM DESCRIPDON AND Characteristics
East Pasadena (Formerly Sierra Madre Villa) AG, FM Allen/College (Formerly Allen) AG, FM Lake BG, FM Old Pasadena/Civic Center (Formerly Memorial Park) BG, LO Del Mar G Fillmore G South Pasadena (Formerly Mission) G Highland Park (Formerly Avenue 57) G Southwest Museum BG, S Heritage Square/Arroyo (Formerly French Ave.) G Lincoln Heights/Cypress Park (Formerly Avenue 26) AG Chinatown AG, AE Union Station AG Little Tokyo/Arts District (Formerly Ist Street/Alameda Street) G Pico/A1iso (Formerly 1st Street/Utah) G Boyle Heights Mariachi Plaza (Formerly 1st Street/Boyle) – UG 1st Street/Soto Street UG 3rd Street/Indiana Street G Maravilla (Formerly 3rd Street/Ford Street) G East LA Civic Center (Formerly 3rd Street/Mednik) G Pomona/Atlantic G
______AE=Aerial Structure BG=Be1ow Street Grade G=At Street Grade AG=Above Street Grade FM=Freeway Median UG=Underground LO=limited Open Air/Under Structure S=Side hill configuration
Stations will all be equipped with public telephones. Interior stations will be equipped with a telecommunications device for the deaf ((TDD) for persons with hearing disabilities. Stations will also be equipped with push-button-activated (“non-voice only”) passenger assistance intercom systems. Canopies will be installed on portions of the platforms to provide customers with moderate protection from some weather elements. Map and information display cases are located on all platforms. Once all work has been completed, all new stations on the Eastside Extension will be equipped with PA and VMS systems.
Metro Gold Line Stations Including Eastside Extension
Mile- Customer Access Platform Elevator Escalator Parking Station Post East Pasadena 13.63 Parking Structure and Center Yes (6) No Yes Pedestrian Bridge Sierre Madre Villa Blvd. Halstead Street Allen/College 11.65 Allen Avenue Center Yes (2) No No Underpass Lake 10.63 Lake Avenue Center Yes (2) No No Overpass Old Pasadena/Civic 9.59 Holly St. Overpass Side No No Yes Center Del mar 9.15 Del mar Blvd Side No No Yes Raymond Avenue Arroyo parkway Fillmore 8.56 Fillmore Street Center No No No South Pasadena 7.08 Mission Street Side No No No El Centro Street Highland Park 4.95 Avenue 57 Center No No No Avenue 59 Southwest Museum 3.67 Marmion Way Center No No No Woodside Drive Heritage Square/Arroyo 2.77 French Avenue Side No No No Lincoln Heights/Cypress 2.17 Avenue 26 Side No No No Park Chinatown 0.62 Spring Street Center Yes (2) Yes (3) No College Street Union Station 0.00 Gateway Transit Center Yes (1) No Yes Center/LAUS Pedestrian Tunnel Little Tokyo/Arts District E0.62 1st Street Center No No No Pico Aliso E1.37 1st Street Center No No No Boyle Heights/Mariachi E1.74 1st Street Center Yes Yes No Plaza (underground) 1st Street/Soto Street E2.35 1st Street Center Yes Yes No (Underground) 34d Street/Indiana E3.61 3rd Street Center No No No Street Maravilla E5.04 3rd Street Center No No No East LA Civic Center E5.45 3rd Street Center No No No Pomona/Atlantic E5.84 Atalantic Avenue Center No No No
On the Pasadena Line, eight of the stations have a single platform located between the two tracks. However, five of the stations are equipped with two side platfonns, one serving each track, which are located to the outside of both tracks. On the Eastside Extension, all stations will be constructed with a single center platform between the two tracks so passengers may reach a train on either track from the center platform. . Each of the new stations to be built on the Eastside Extension will meet Americans with Disabilities Act of 1990 (ADA) accessibility requirements. Grade separated stations will be equipped with elevators for the elderly and physically impaired and will also have escalators and/or stairs between the underground segment and the surface level. Street level stations will be equipped with ramps and stairways. The station platforms are all elevated and designed for level boarding of the light rail vehicles. Level boarding, in addition to providing accessibility, also reduces the total time necessary for passengers to detrain and entrain thereby reducing station dwell times, one way trip times and round trip cycle times for all trains.
TEST PROGRAM PLAN
VOLUME I
TEST PROGRAM MANAGEMENT
SECTION 1 INTRODUCTION
1.0 GENERAL
The Eastside Project once in the construction and system start-up phase will follow a comprehensive Test Program Plan to assure that:
All elements of the system provided under the various construction, procurement and installation contracts conform to the Design/Build specifications.
Personnel who will operate and maintain the system are capable of functioning effectively together to provide a safe and dependable service.
Assure the LACMTA receives all documents owed, such as Warranties and Operations/Maintenance Manuals and all necessary/required contractor training with lesson plans and accepted training schedule.
The ultimate objective of the Test Program Plan is to verify rail system readiness and compliance with contractor requirements and government regulations and requirements for revenue operations.
1.1 SCOPE
The Eastside Extension Test Program Plan (TPP) sets standardized guidelines for managing and conducting test activities. The plan is presented in two parts.
Volume I describes the management approach to all phases of the test program. It defines the test program objectives, test elements, methodology, management approach and organization.
Volume II describes the tests conducted during the start-up phase; namely System Integration (51), Emergency Readiness Drills and Fire Department Tests and Inspections. It focuses on the System Integration Test phase, identifying and summarizing the tests that are to be conducted and the general sequence in which they are to be performed. A test summary sheet for each integration test is included to provide the detail necessary to enable development and maintenance of a test schedule and for the preparation of test procedures. The D/B Contractor is responsible for the preparation of the 51 test procedures, conducting tests, and acceptance of the test results.
During the construction and system start-up phase, a comprehensive test program plan will be followed to ascertain that:
Elements of the system provided under the various construction, procurement and installation packages conform to the system design specifications.
Personnel who will operate and maintain the system are capable of providing a safe and dependable service.
The ultimate objective of the test program is to verify system readiness for revenue operation by conducting a systematic series of tests and emergency readiness drills.
1.2 OBJECTIVES
The objectives of the Eastside Extension Test Program Plan are to:
1) Provide a framework for achieving Eastside Extension SI and Emergency Readiness Drill Program objectives by:
a) Identifying the test program organization and defining the roles and responsibilities of the participants. b) Establishing the process for managing test program activities. c) Defining the administrative requirements of the test program.
2) Describe the types of tests and drills to be performed for:
Verification of contract design interface and compliance. Validation and demonstration of system performance. Demonstration of safety and service characteristics.
1.3 RELATED DOCUMENTATION
The following documents provide the basis for and/or augment the Test Program Plan requirements:
Eastside Extension RFP Documents
Specifications relating to the procurement, installation, and/or construction of systems equipment and facilities.
Safety Certification Program Plan.
1.4 TEST CATEGORIES
Eastside Extension fixed facilities, systems and equipment undergo tests throughout the construction and start-up phases. These tests progress from the component to the system level to confirm that the Eastside Extension operates as an integrated system. As elements of the system become operational, certain start-up tests are performed to verify operational readiness, the adequacy of operations personnel training, and the reliability and safety of the system. The type of tests required throughout the manufacturing and/or construction and start-up phases are:
1) Construction Phase
Factory Acceptance Testing (FAT)
Tests conducted by suppliers/manufacturers at the factory prior to hardware/software delivery.
Construction Acceptance Testing (CAT)
Field tests conducted by contractors to exercise each system function at its most remote point of require operations, including the imposition of simulated conditions, to prove the installation complies with specified requirements.
2) Start-Up Phase
System Integration Tests (SIT)
System Integration Tests are conducted to confirm that elements of the rail system will function properly as an integrated system. These tests will confirm that the Eastside Extension can be operated as designed and constructed. The tests involve end-point-to-end-point verification of the system's functionality when more than one subsystem is involved. The test group determines the necessary prerequisites in preparation for all integrated tests.
Examples of System Integration Tests include:
Fire Management Panel (FMP) control of the ventilation system
ROC de-energization of traction power
Emergency Readiness Drills
Pre-Revenue Operations Tests
Emergency Readiness Drills
Emergency Readiness Drills are a subset of system integration testing performed during the system integration test phase. They are designed to verify that the system equipment is capable of the appropriate response to an abnormal or emergency operational condition. The drills involve the simulation of an abnormal or emergency situation that generates a response by MTA Operations and Emergency personnel. They also provide an opportunity for verifying operational readiness, testing planned emergency response procedures and providing a training exercise for personnel.
Examples of Emergency Readiness Drills are:
Earthquake
Simulated fire and smoke in a traction power substation.
Train fire in a tunnel.
Satisfactory completion of the integration tests and emergency readiness drills provide the basis for certifying that the system is capable of providing a safe and dependable revenue service operation. These drills are held in conjunction with local Emergency response agencies.
MTA Rail Operations is responsible for scheduling, preparing procedures, conducting drills and completing drill issue matrices prior to substantial completion
Fire Department Demonstration Tests and Inspections
Prior to issuance of a Certificate of Occupancy by the Fire/Life Safety Committee (FII.SC) and the MTA, The Los Angeles City Fire Department, and The Los Angeles County Fire Department will witness a series of tests and conduct inspections to check compliance to codes, functionality and supervision of all fire/smoke detection, monitoring and control equipment. The series of tests will be conducted after portions of integration testing are completed. The F/LSC will submit a list of requirements, including descriptions, which will constitute a complete FII.SC program for the issuance of the Certificate of Occupancy prior to Final Acceptance of the project by the MTA.
Pre-Revenue Operations Tests
Pre-Revenue Operations Tests are conducted by MTA at a system level to simulate revenue service operations during normal, abnormal and emergency conditions. Schedules, timetables and train consist lengths are determined by MTA Operations Department. These tests augment the training of operating personnel, Rail Operations Control personnel, maintenance personnel, security, and safety personnel.
SECTION 2 TEST PROGRAM MANAGEMENT AND CONTROL
2.0 GENERAL
Integration testing requires a careful system of management control in order to assure that all on-site activity, including testing and construction/installation work, proceeds safely, on schedule and with a minimum of conflict. It is important that management be kept abreast of the test program progress.
2.1 TEST PHASE OPERATING PROCEDURES
Execution of certain final acceptance tests and system integration tests will require a series of procedures to govern the day-to-day operations. These arise from the complexity of interfaces among contractors, facilities and systems concurrently under work and the potential safety hazards associated with high voltage and moving equipment. A manual titled Rules and Procedures for Conducting Test °Rerations will be prepared through the joint efforts of the D/B contractor MTA Start-Up Program Manager and reviewed by the MTA Quality Management Department, and will be used to control test and construction operations during the start-up testing period. The manual will contain the following:
General Operating Rules for Conducting Test Operations. General Safety Rules for Test Operations. Test Operations Procedures. Test Emergency Procedures
The rules and procedures will be instituted on a segment-by-segment basis prior to the electrical contact system being energized for a particular power section. The rules will control the activities of all personnel on the system including Contractors, Consultants, and MTA employees. Notification will be made to Segment Managers in affected segments through contractor/staff safety meetings and notification to all subcontractors will be through track allocation and safety meetings.
2.2 TRACK ALLOCATION NOTICE
As part of the Rules and Procedures for Conducting Test Operations, a Track Allocation Notice Procedure will be implemented by the CM. This will allow construction, installation, and testing activities to be coordinated and accomplished safely, efficiently and without conflict. A track allocation procedure requires weekly meetings between Rail Activation and Start-Up, CM, support Operations staff and contractor personnel to coordinate access to the construction site. This will allow contractors to plan their work to accommodate other participants’ schedules. The CM will set access priorities, when necessary.
During integration testing, Track Allocation meetings are chaired by the CM's Track Allocation Coordinator of the Rail Activation Group, with participation by the contractors and Operations personnel. The Track Allocation Coordinator will establish access priorities, taking into account the importance of maintaining the master schedule. Factors affecting the granting of site access include the critical nature of the contractor's work, the potential impact that rescheduling tests may have on other tests and the availability of personnel needed for the tests. A "Red Tag" procedures will be implemented to enforce all necessary safety rules and regulations for the protection of personnel, equipment and property.
D\B Contractor Track Allocation Coordinator (TAC) supports the Substantial Completion Task Force (SCTF) during integration testing, provides weekly track allocation reports and manages the Track Allocation.
The Track Allocation Coordinator supports the SCTF meetings by taking minutes, resolving Action items, following up on Action Item responses by other groups and identifying new issues and problems that need to be addressed and resolved. The TAC will also coordinate all start-up activities as directed by the D/B Start-Up Manager
2.3 OPERATIONS TRAINING COORDINATION
The training of Operations and Maintenance personnel is an important element of system activation. It is the responsibility of the DB-C to confirm that supervisory personnel and/or instructors are knowledgeable in system design and operation so that they are able to train personnel who will be directly responsible for operating and maintaining facilities and equipment. It is critical, that Operations personnel who support system integration testing have the necessary training to safely operate electrical and mechanical equipment prior to the start of the system integration testing phase.
The participation of Operations and Maintenance personnel in system integration testing and emergency readiness drills will serve to enhance and augment their training for revenue operations and maintenance, however, this will not relieve the DB- C of providing all contract required training to the MTA staff responsible for daily rail service.
Facilities and systems contracts vary with respect to training requirements. The majority of the contracts specify limited on-site field instruction by factory representatives after installation and acceptance of the equipment. Several systems contracts such as automatic train control and communications formalize training programs, which include lesson plans and classroom instruction, as well as on-site field instruction. These programs may be provided for where this equipment is used, and subsequent training will be provided by Operations instructors. During final contract acceptance testing and system integration testing, training opportunities for Operations personnel will include on-site orientation, witnessing of tests, and hands- on operation of equipment in conjunction with class room instruction and lesson plans.
The RAG of the D/B Contractor will work with Operations Departments to establish detailed training schedules compatible with test program schedules. The RAG will also work with the Resident Engineers to verify that all Operations and Maintenance Manuals and Warranty Information are delivered in accordance with contract requirements and schedules.
A chart which identifies training activities and the number of training days required will be developed by the Design/Build Contractor. This will serve as a basis for correlation with the project testing schedules and the development and implementation of specific training programs.
The Training Program will be presented to MTA for review and comment.
2.4 TEST PROGRAM STATUS REPORTING
Reporting of contractual testing activities by the D/B Contractor will keep the RAG members informed of the day-to-day status of individual contracts and of the system as a whole. Of particular importance is reporting the status of contract acceptance tests by schedule that can affect the schedule of tests on other contracts. Delays or unsuccessful execution of tests can impact other installations or tests. Close monitoring enables corrective action to be taken in a timely manner. RAG members are provided copies of the schedule status reports.
The D/B Contractors Start-Up Manager will report on test status during the integration test phase at the scheduled RAG meetings.
A test matrix will be utilized by the D/B Start-Up Activation Manager to track the contract acceptance test program. The list will be kept current and will indicate the scheduled and actual date of a particular test, as well as the disposition of the test. The information will be supplied to the D/B Start-Up Activation Manager by the Resident Engineers and Quality Control.
Weekly progress reports on the status of the system integration test program will be prepared by the D/B Contractors' Rail Activation Manager. This will enable timely review of all test related issues and resolution of any problems.
The weekly report will include information to meet the current requirements of the project as determined by the D/B Start-Up Activation Manager. Typically, these reports may include:
Test schedule adherence Tests percent completed status Status of Interim, Pre-Final and Final Test Reports issued Problems encountered and resolved, and outstanding Discrepancy Reports Status of Safety Certifications Issued Test schedule slippage and corrective action
2.5 SUBSTANTIAL COMPLETION TASK FORCE
The Substantial Completion Task Force (SCTF), under the direction of D/B Start-Up Manager, function on a day-to-day basis to bring the Eastside Extension from the Construction/Installation phase to substantial completion. To accomplish the transition, this group holds RAG meetings to address issues and problems relating to substantial completion, brings together all start-up team members and organizations to assure resolution of problems in a timely manner, ensures that System Integration Testing is performed by the Test Group (TG) in accordance with the project schedule, and supports the Safety Certification Program.
During systems integration testing, the D/B Start-Up Manager is responsible for assuring test program performance. Duties to be performed included, but are not limited to:
1 Monitor schedules for all testing. 2. Review requests for additional tests. 3. Ensure safe operation is maintained by contractors and testing personnel. 4. Set up meetings for problem solving. 5. Monitor overall system safety during testing. 6. Coordinate MTA and third party participation in Emergency Readiness Drills. 7. Approve procedures and final reports for contractor and integration testing. 8. Approve O&M Manuals and training program. 9. Approve System Performance Demonstration and Reliability Demonstration Procedures and reports. 10. Monitor QC practices. 11. Ensure Warranties and 0 & M manuals are delivered to MTA in accordance with the contract requirements in a timely manner. 12. Provide the approved list of all deliverables and a schedule of their arrival dates.
2.5.1 SUBSTANTIAL COMPLETION
The D/B Start-Up Manager is responsible for the overall management of all testing and integration activities prior to substantial completion. The Start-Up Manager works with MTA to ensure that operating needs will be met and that system activation can be supported. The D/B Start-Up Manager oversees the TG prior to substantial completion, including the on-site systems integration testing and all prerequisite requirements as identified in the plan and test procedure.
2.6 TEST GROUP
The Test Group (TG) is made up of the D/B Contractor and its subcontractors and the design subconsultants. These entities all work together to ensure a successful substantial completion of the project under the direction of the D/B Start-Up Manager. The TG is responsible for all activities during the testing phase until substantial completion.
Prior to substantial completion, the TG will:
1. Provide test schedules
2. Prepare System Integration Test procedures and test reports.
3. Conduct System Integration Tests.
4. Manage safety and quality control of contractor activities during start-up and conduct contractor safety training.
5. Report on progress.
6. Review Discrepancy Report list and compel the responsible contractors to respond in a timely manner for corrective action.
7. Conduct Fire Department Inspection Tests.
8. Manage and complete punchlist items following substantial completion.
9. Prepare test procedures for System Performance Demonstration Test and Reliability Demonstration Test.
10. Provide a weekly look-ahead test/schedule.
2.7 DESIGN/BUILD (D/B) Contractor
The D/B Contractor is responsible for design, construction, testing, training and start- up activities, and its subcontractors' scope of work includes:
Prepare and Update Project Schedules Enforcement of Safety/Security Quality Control Requirements Integration of Systems and Facilities Equipment Coordination of Subcontract Acceptance Testing Support of System Integration Testing Preventive Maintenance Support of Pre-Revenue Operation Construction Security Provide warranties on all installed equipment Provide all required maintenance manuals per contract requirements
2.8 QUALITY CONTROL
The D/B Contractor Quality Control is responsible for conducting independent and systematic audits and surveillance's of all construction activities to verify compliance to contract documents and approved operating procedures. MTA will conduct their own audits as they consider necessary.
D/B Q/C or subcontractor inspectors will witness all Factor Acceptance Tests (FAT) and construction Acceptance Tests (CAT) performed by Facilities and Systems subcontractors. No equipment will be operated without the applicable FATs and/or CATs being successfully completed. D/B Q/C or subcontractor Q/C will document the witnessing and acceptance of each increment of a particular test by filling out the appropriate areas on the contractor generated test procedures. Q/C acceptance will be required to attest completion of relevant pre-requisite testing for each system integration test.
2.9 SAFETY
D/B Contractors Safety Manager oversees system safety for the project. This encompasses all safety issues relating to design and construction that impacts public safety.
The Fire/Life Safety Committee (F/LSC) includes representatives from D/B Contractor, MTA, and all the Fire Departments having jurisdiction over the project. The F/LSC issues a Certificate of Occupancy, which is a pre-requisite for ROD, following verification of safety requirements and allowing public occupancy of the facilities.
The Safety Certification Program verifies the project is safe for revenue service. The Safety Certification Report is submitted by MTA to the California Public Utilities Commission (CPUC), as a pre-requisite for substantial completion, allowing the project to open to the public. The D/B Contractor and the MTA coordinates all applicable safety issues with the California Public Utilities Commission (CPUC), and verifies conformance to the Safety Oversight Plan.
2.10 SAFETY Verification
D/B Contractor is responsible for implementing the Safety Certification Program as outlined in the Safety Certification Program Plan. This involves completing safety certificates for each contractual portion of the integrated test, completing the verification of specification conformance checklists, and completing safety certificates upon completion of required training, approval of maintenance manuals and completion of the emergency drills. Safety certificates must be submitted to the MTA Systems Safety Manager upon completion in a timely manner. The D/B Contractor Team will support the local fire jurisdictions to demonstrate compliance to codes. Upon completion of all the individual safety certificates, they are compiled into a safety certification report, which is submitted to MTA prior to substantial completion.
2.11 DESIGN/BUILD Contractor
The D/B-C Start-Up Manager will manage D/B-C support of the Substantial Completion Task Force (SCTF). D/B-C engineers will participate in contractual testing as it pertains to the integrated test requirements. The engineering team will prepare integrated test procedures and test plans, maintain discrepancy report files, prepare reports, participate in and support the issuance of safety certificate reports, provide design support during testing, assure that specifications are met, maintain testing schedules and maintain contractual pre-requisite testing matrixes.
The engineering team is responsible for developing detailed plans for system integration testing, identifying test requirements and developing detailed test procedures to assure proper interface among all system elements including train control, communications elements, passenger vehicles, traction power and fixed facilities equipment. During the system integration testing phase, Test Engineers support the SCTF, conduct system integration tests, provide daily schedules for SI testing, evaluate test results and recommend approval and/or re-testing. The engineering team is responsible for completing the Systems Integration Testing Safety Certificates and Reports.
2.12 CONTRACTORS
The remaining members of the TG are the subcontractors responsible for systems:
Signaling, Communications, Traction Power and OCS Stations, Yard and Shops (including the Rail Operations Control -ROC), and Traffic Signals
These contractors are responsible for:
1. Preparing procedures for factory acceptance and contractor acceptance Testing. 2. Conducting factor and contractor testing. 3. Preparing and submitting test reports. 4. Supporting Integration Testing 5. Providing O&M Manuals 6. Conducting training. 7. Completing any punchlist items. 8. Providing warranties on the equipment supplied.
2.13 FIRE/LIFE SAFETY COMMITTEE
The Fire/Life Safety Committee (FIISC) is required to approve a list of fire/life safety items (detailed in Volume II) before a Certificate of Occupancy (C of 0) is issued. The C of 0 is required prior to ROD and the subsequent opening of a rail system for revenue operations.
Some items can be progressively tested, however, all systems must pass a full integration test. Test and demonstrations to the Fire Services will only take place after the D/B Contractor is confident the item or system has been inspected and approved.
All systems will be inspected for compliance with the following codes, standards, regulations and approvals:
Title 19 -State Fire Marshall NFP A 130 Title 24 -CAL Bldg. Code NFP A 101 Underwriters Laboratories, Inc. NFP A 70 NFPA 13,14,24 NFP A 72
If D/B-C has been granted a Request for Special Consideration (RFSC) from FISC, that document must be presented at time of inspection.
2.14 LAW ENFORCEMENT AGENCIES
The MTA law enforcement agencies having jurisdiction over the project will participate in all Emergency Readiness Drills acting as a liaison with outside agencies.
2.15 MTA QUALITY MANAGEMENT
The MTA Quality Management Department is responsible for conducting independent and systematic audits and surveillance's of all rail activities to verify compliance to contract documents and approved operating procedures. Results of Quality Management audits and surveillance's are forwarded to MTA Construction Management.
MTA Quality Management oversees the Construction Manager responsibility for providing Quality Control support for Rail Activation activities, including, but not limited to, factory acceptance, field receiving acceptance, installation, field acceptance tests, demonstration tests, system pre-revenue tests and system integration tests. The D/B-C shall develop the Quality Control instructions and procedures to be implemented to ensure compliance to design requirements. The right of review and denial by the MTA Quality Management Department will assure MTA receives a rail system ready for revenue service.
2.16 RESIDENT ENGINEER
The Resident Engineer (RE) is responsible for all communications with the contractor concerning technical matters. The RE receives, processes and approves/disapproves all contractually required submittals from the contractor, including design documentation, schedules, progress reports and contractual test plans. The RE manages the contract, responds to contractor Requests for Information (RFI) and clarification and has limited authority to direct changes to design.
During contract acceptance testing the Resident Engineer and staff process and review test procedures, witness selected tests, coordinates any necessary support, verify tests, provide test status reports, and provide contract maintenance manuals for revenue operations as soon as they can be obtained in accordance with contract. The RE will contact the F/I.SC so that they can conduct construction progress inspections. This will help clarify any F/I.S issues during construction.
During the start -up phase of the project and after contract beneficial occupancy, the RE will schedule contractor access through track allocation. For contractors working and testing on-site, site access coordination will be performed by Resident Engineers at Track Allocation Meetings upon implementation of the Track Allocation procedures for each segment of the Eastside project.
The Resident Engineers for the various systems contracts will provide support in the form of Acceptance Testing status reporting, Integration Testing support and problem resolution.
2.17 MTA OPERATIONS DIVISION
The Operations Division will operate and maintain the rail system upon commencement of pre-revenue operations. To prepare for this role, Operations Division staff participates in the design, test and start-up activities. Involvement by Operations personnel assures support and familiarity with the system design and augments training. During contract acceptance testing and contract close-out activities, they will have the opportunity to witness tests and participate in facility walk- throughs. During system integration testing, they will provide additional support by operating and/or monitoring vehicles, systems and equipment and participate in simulated readiness drills. Following successful testing, Operations is given responsibility for the rail line and will conduct pre-revenue operations. SECTION 3 TESTING METHODOLOGY
3.0 GENERAL
Contract specifications require that the contractor perform acceptance testing on installed equipment and systems.
The tests will:
Substantiate design and performance criteria Ensure operational compatibility among all components Verify compliance with codes and standards Verify that the equipment is acceptable Ensure uniform production quality.
The steps in the acceptance testing process are: Prepare test plans Review and approve test plans Prepare test procedures Review and approve test procedures Prepare schedule, perform and document tests Review and evaluate test data .Repeat tests, if necessary . Report test completion.
3.1 PREPARE TEST PLANS
The D/B-C's Resident Engineer is responsible for verifying that all contractually specified acceptance tests are identified and documented in the test plan for that contract. The contractor will prepare and submit the test plan to the Resident Engineer for review and approval.
3.2 REVIEW AND APPROVE TEST PLANS
The Resident Engineer submits the contractor's test plans to the appropriate MTA and Engineering staff for review and comment. The D/B-C's engineering staff reviews the contractor-submitted test documentation to verify that the tests will adequately demonstrate that systems and equipment function as specified.
The Safety Certification Review Team (SCRT) reviews all safety related acceptance test plans. Comments are forwarded to the RE for consolidation and transmittal to the contractor. When required, the contractor revises the test plan and resubmits it for approval. The reviewers comment back to the RE and the RE has the final authority for approving test plans.
3.3 PREPARE TEST PROCEDURES
Once the test plan has been approved, the RE notifies the contractor to prepare the test procedures. Format is governed by the requirements in the contract documents. Each test procedures includes information on the test objective, success/failure parameters, equipment and instrumentation to be used, test set-up, test methodology, test data evaluation procedures, sequence of test steps, test duration and the type of report or data to be submitted.
3.4 REVIEW AND APPROVE TEST PROCEDURES
Test procedures are submitted to the RE and subject to the same review and approval cycle as the test plans. The RE submits safety-related test procedures to the Safety Certification Review Team (SCRT) for review.
The RE works closely with the contractor to assure that test procedures are delivered in a timely manner. The RE monitors the status of test procedure receipt and approval and maintains an up-to-date status log. Each RE provides a status log of the Contractor's acceptance tests to the Scheduler, Track Allocation and Test Managers for coordination with other project activities.
3.5 SCHEDULE, PERFORM AND DOCUMENT TESTS
One of the objectives of the Test Program Plan Submittal is to ensure that the contractor has considered all of the contractual testing requirements and has made adequate provisions for testing in his overall program plan and schedules. As part of this submittal, the contractor is required to provide a preliminary schedule of tests and a flow diagram indicating the logical sequence of the tests.
The logic, timing and level of detail in the tests schedule may require the contractor to revise his previously approved overall schedule. The manner by which the contractor's schedule may be revised is covered under the schedule specifications of the contract. The incorporation of the test schedule information in their overall schedule will not be basis for adjustment of the contractual milestones. The Test Program Plan also requires updates of the test schedule as the work progresses. This may be provided with the contractor's monthly update of their overall schedule. The SCRT is to receive all safety-related test schedule notifications. The SCRT must be notified at least 48 hours in advance of any safety-related tests. Actual test execution will be the responsibility of the contractor, who will provide the necessary test equipment, test technicians and data recorders. The RE is responsible for assuring that all acceptance tests are performed on schedule and in accordance with approved test procedures and schedule. If the test methods deviate from the approved test plans or procedures, the RE has the responsibility to enforce corrective actions.
As each test step is successfully accomplished, test data sheets are annotated. The approved test procedures and associated test result data sheets are compiled and made available for review and determination that the test was successfully completed.
3.6 REVIEW AND EVALUATE TEST DATA
The RE is responsible for reviewing test results and notifying the Contractor as to test acceptability. The D/B-C's Project Engineer supports the RE by reviewing the test results and recommending approval or rejection of the test. If the test results are not acceptable, the contractor analyzes the cause of the failure, and the test is repeated after the failure is corrected.
3.7 REPEAT TESTS
A repeat test is required when the element being tested does not pass all of the success criteria/parameters identified in the approved test procedures. In the event there is failure of the repeated test, the cause is analyzed by the contractor, the RE, and the D/B-Project Engineer and corrective action taken to assure failure is resolved and the test is repeated until success pass criteria is achieved.
To successfully complete the test, it may be necessary to modify the element being tested, the test set-up, test procedures, or a combination of these factors. Modifications are documented and subject to the change control process if they affect a design parameter or specification requirement. If test procedures are modified, the development, review and approval cycle may need to be repeated. The contractor or the RE prepares a statement describing the schedule and contractual impacts of repeating the test.
3.8 REPORT TEST COMPLETION
The test report, including a copy of the approved test procedures and associated annotated data sheets is prepared and submitted by the contractor upon successful completion of the test. This documentation is maintained by the RE. Test Status Reports are transmitted to the Rail Activation Group (RAG). SECTION 4 SYSTEM INTEGRATION TESTING
4.0 GENERAL
Subsequent to the acceptance testing of individual systems and prior to system integration testing, equipment and facilities system interface tests are performed to verify:
Proper functioning of system or subsystem features that have not been verified by contractual tests. Compatibility of equipment and/or facilities supplied by more than a single contractor. Operating procedures developed for use under normal, abnormal and emergency conditions.
System Integration Testing will be performed in four phases.
The phases refer to a building block approach to testing that will achieve and maintain system-wide consistency of the interfaces between placement of facility hardware, wiring on and between all electrical and mechanical devices and prove the functionality within the facility up to the interface with the automatic supervisory control system. Each facility of the rail system will be tested for control and indication logic between the facility equipment and the Supervisory Control system or moving to the next station facility and repeating the facilities interface tests between all the hardware devices within the next facility. This decision would be predicated on the D/B-C's notification of readiness and adherence to the Construction schedule. Options must remain open to allow quick adjustment to the testing schedule should any unforeseen event cause a delay that would impact the testing schedule pattern. The TSG will witness the contractor local field acceptance tests prior to the start of building block testing. The TSG will prepare standardized checklists for all integration testing, write, track and status all discrepancy reports (DR's) and forward tests to the D/B-C for corrective action by the RE's. The TSG will coordinate all tests to ensure participation and/or observation by all necessary organizations, i.e. MTA Quality Assurance, D/B-C Quality Control, MTA Police, CPUC, MTA System Safety Fire/Life Safety, etc. The TSG will prepare test reports and review contractor test reports for accuracy and/or deviation of specifications and/or contract requirements.
Phase One is conducted in conjunction with, or just after, the completion of a facility and/or local field acceptance testing (LFAT). Phase Two is the interface testing conducted between the facility equipment and the PLC system. Phase Three is the integration testing conducted between the facility equipment and the EMP and (ROC). Phase Three will be conducted in two parts, one between the facility equipment and the EMP and the second between the facility equipment and (ROC).
The Fourth and final stage is group control system testing such as EVOP and EBPS integrated tests. The fourth phase brings together many of the individual integration tests into a fully integrated system. This approach was used successfully on Segment 2-B of the Red Line Project and eliminated any controversy or dispute regarding whether a problem was caused by hardware installed in the facility or the software used to activate the field equipment.
The basis for phased implementation is to start end-to-end multi-contract tests as soon as equipment, facilities and software become available, thus ensuring early problem identification and therefore minimizing any negative impact of the system integration testing on ROD.
The D/B-C's Start-Up Manager as head of Test Group (T -G) is responsible for test management, and is supported in test planning, test procedure development and test performance by the D/B-C and MTA Operations. The Start-Up Manager also receives support from these groups in scheduling facility access, use of equipment and arranging for human resources to conduct and witness the test. The steps in the testing process are:
Identify test requirements and prepare Volume II of this Test Program Plan Prepare a test pre-requisite matrix to follow contractual testing Prepare test procedures Perform and document tests Review and evaluate test data Report test, if required by Discrepancy Report Report test completion
4.1 IDENTIFY TEST REQUIREMENTS AND PREPARE TEST PLAN
Test requirements for System Integration Tests are the responsibility of the D/B-C's, TSG and Emergency Readiness Drills are the responsibility of the MTA Operations Department and are provided in Volume ll. Each test and drill is described on a summary sheet that identifies: objective, description, pre-requisites, resource requirements (personnel and test equipment), and time required to complete. The list of test requirements will be recorded in a master list of tests to facilitate test scheduling, including assignment of a test to a specific test phase and status reporting. All test procedures will be updated to reflect as-built conditions.
The TSG will distribute the test plan and requirements to MTA Quality Management, MTA Operations, MTA System Safety, MTA Rail Activation and Integration and the D/B-C for review and comment. Following resolution of any comments the TSG will submit the plan through the MTA Start-Up Program Manager to the Director of Rail Activation and Integration for approval. Requests to include additional tests not on the master list must be submitted in writing to the MTA Start-Up Program Manager. When approved, the test will be added to the master list.
4.2 SCHEDULE TESTS
Included in Volume II is the preferred test sequence defining the order in which to perform system integration tests.
4.3 PREPARE SYSTEM INTEGRATION (SI) TEST PROCEDURES
All integrated test procedures will be prepared by D/B-C. During performance of the integrated test, the test engineer may be required to revise the approved test procedures to reflect the as-built conditions and incorporate field changes. All revisions will require the approval of the MTA. A revision sheet will be attached to the integrated test procedure to document these revisions and will contain the signatures of the above-named approval parties.
The Test and Start-Up Group prepares detailed integration test procedures. The test procedures will describe test objectives, test pre-requisites, success/failure parameters, equipment and instrumentation to be used, test set-up methodology, data evaluation procedures, sequence of test steps and the type of report or data to be submitted.
The TG maintains a list of all SI Test Procedures and the latest revisions. Formal SI tests must be conducted per the latest approved revision.
4.4 PERFORM AND DOCUMENT TESTS
The TG arranges for all test support personnel and assures that the system integration test program according to the approved plan, procedures and schedule confirms that:
Pre-drill conference and de-briefing will be held for all emergency readiness drills.
The lead TSG person will possess a copy of the latest revision of the Systems Integrated Test Procedure. Partial or dry run tests do not require a modified procedure.
The test can be run safely at the scheduled time and location.
Other contractual tests that can be run concurrently or in sequence do not conflict with the schedule of System Integration Tests and Emergency Readiness Drills.
All appropriate personnel are notified of the System Integration Tests and Emergency Readiness Drills.
The D/B-C's Start-Up Manger will have the lead responsibility to coordinate the emergency readiness drills with MTA and emergency response agencies.
During integration testing, the test engineer assures that as each test step is successfully completed, test data sheets are annotated.
At the conclusion of each test, test procedures and associated annotated test result data will be reviewed by the D/B-C's Test Manager and the MTA and a determination will then be made as to whether the test was successfully completed or if the test must be repeated.
4.5 REVIEW AND EVALUATE FACILITY/SYSTEM DATA
Test result data is evaluated by the TG to determine if the test was successful. If the test is successful, the Test Manager will approve it accordingly. If a test is unsuccessful, a Discrepancy Report (DR) will be written in accordance with QC Procedures. The DR will explain the cause of the test failure and the TG will troubleshoot the problem to identify the subcontractor responsible for the remedial work required.
A DR will be issued for any portion of a test that fails. The step number of the test and any portion of the test that the DR affects will be noted on the DR and on the integrated test data sheet. Every DR that is opened will be entered into a DR database file under a unique number. A hardcopy of every DR will be maintained in the TG office. If during the DR flX, another problem surfaces that is very similar to the original DR then the DR description will be updated accordingly. If, however, the DR fix was not complete, the DR will be updated to reflect that an attempt at correcting the DR failed. If the problem was corrected but another problem surfaced, then the original DR will be closed and a new DR will be generated to reflect the new problem.
All DR's will remain open until verified, corrected and retested by the TG. All actions taken on the DR regardless of pass or fail will be noted on the DR and entered into the DR database. The final integrated test report on each individual integrated test will reflect all DR's related to each integrated test and their resolution.
4.6 REPEAT TESTS
A repeat test is required when the elements being tested do not meet the success criteria identified in the approved test procedure. In the event of a test failure, a DR is written, the cause is analyzed and corrective action will be taken before a retest can occur.
4.7 REPORT TEST COMPLETION
The D/B-C's Start-Up Manager maintains a master record of all tests conducted. Upon successful test completion, a copy of the approved test procedures and associated annotated data sheets is documented and a test report will be issued by the test engineer to be approved by the D/B-C's Start-Up Manager prior to distribution to MTA within 2 weeks of the tests conclusion.
4.8 EMERGENCY READINESS DRILLS
The Emergency Readiness Drills are conducted during the System Integration Testing period. The drills are performed in coordination with involved outside agencies such as fire services, coroner's office, and other specialized emergency response departments (bomb squad, SWAT, emergency medical, etc.)
The objectives of the drills are:
To evaluate procedures, both before and after the emergency readiness drill.
To familiarize and train involved organizations, including outside agencies on handling emergencies.
To verify that the equipment works as planned.
To ascertain if any improvements may be required, including facility or equipment modifications, personnel or procedure corrections.
To help determine system readiness for handling emergencies.
4.8.1 ROLES AND RESPONSIBILITIES
The procedures for the Emergency Readiness Drills are prepared by MTA Operations Department. The D/B-C's Start-Up Manager is responsible for the planning and scheduling of the actual drills. This includes obtaining the equipment necessary for the successful completion of the drills. The D/B-C's Start-Up Manager is also responsible for conducting the debriefing following each drill. MTA Operations and Safety Departments provide support for the emergency drills. This includes manpower, equipment, and coordination with in-house staff.
4.8.2 DRILL DEBRIEFINGS
Following every Emergency Readiness Drill, a debriefing will be conducted to gain feedback from participating agencies and observers. This will be performed by the D/B-C's Start-up Manager with support from the D/B-C's staff, MTA, fire and law enforcement agencies and Fire/Life Safety Representatives.
The success of the drill is dependent on the amount and quality of the feedback from all involved organizations. To a large extent, the pass/fail assessment is influenced by the comments received.
A matrix of open issues identified as a result of the emergency drill will be prepared in a timely manner by the D/B-C's Start-Up Manager with support from the D/B-C's Team. Finalization of all significant issues is a pre-requisite to certifying the drill as complete. A status review of all issues shall be conducted on a regular basis. The RAG meetings held will be the forum for this function.
4.8.3 DRILL SUMMARY
Drills are performed in accordance with the drill procedure. Each drill will have an assessment of how well the drill was performed and will be summarized during the debriefing.
If the drill reveals an issue relating to a misunderstanding or confusion concerning roles and responsibilities, facility/systems shortcomings, or other conditions which may result in an injury, fatality or system damage, the drill will be evaluated to identify any corrective actions to be taken for future drills conducted by the operator during pre-revenue testing.
Emergency drills, when first conducted, just point out shortcomings that must be corrected, there is no pass/fail criteria to meet. Shortcomings can be either in the equipment drill procedure or the employee performance of the drill. The drill procedure will be updated accordingly when required.
The D/B-C's Start-Up Manager in coordination with the MTA Operations Support Manager and the FI.SC shall have final determination on whether the drill was a success or should be repeated.
4.8.4 DRILL CLOSE-OUT
Upon successful resolution of the matrix issues, the MTA will prepare a Safety Certification Test Certificate for each drill, to document its closeout. This will be part of the MTA safety certification process. SECTION5 TEST PROGRAM MANAGEMENT AND CONTROL FOR PRE-REVENUE READINESS
5.0 TEST PROGRAM FINAL STATUS REPORT
A draft report on the test program will be prepared by the Rail Activation Group immediately prior to the beginning of pre-revenue service to document the overall status of testing at that time. This report will be provided to IACMTA Management.
The final report will include the following information:
Summary of the test program's history, achievements and problems. Description of the current status of the test program, including a summary of remaining test requirements and operational restrictions. List of open issues and recommended actions. A chart that identifies missing 0 & M manuals, training and warranties that are owed to the LACMTA. Recommendations regarding close-out of test program activities necessary for certification.
5.1 PRE-REVENUE OPERATIONS READINESS MEETING
A Pre-Revenue Operations Readiness meeting will be held four weeks prior to the planned substantial completion date to review status of each contract in preparation for pre-revenue operations. Substantial Completion Task Force (SCTF) representatives will describe the completeness of each subsystem, and any items that may require a workaround. This meeting will enable MTA to finalize the actual pre- revenue operations date. The meeting will be co-chaired by the D/B-C and MTA in coordination with the Substantial Completion Task Force (SCTF).
5.2 POST PRE-REVENUE OPERATIONS READINESS MEETING
A post pre-revenue operations readiness meeting will be held by the SCTF one week after the conclusion of pre-revenue operations to identify any remaining actions that were reported during pre-revenue operation. This meeting will be co-chaired by the MTA Deputy Executive Officer of Rail Operations and the D/B-C's Start-Up Manager in coordination with the D/B-C's, the TO and the Deputy Executive Officer of the MTA Facilities/Maintenance and Rail Vehicle Departments to jointly determine whether the ROD date can be attained or delayed.
TEST PROGRAM MANAGEMENT
Construction Manager
Test & Startup Manager
Clerical/Data Entry
Test Supervisor
I Systems Test Engineer I
Procedure Writers
Schedule
Engineering Support Supervisor
Mechanical/ HVAC
Communication Engineer
Traction Power Engineer
Train Control
SCADA
I[ Facility Test Engineer
-
MTA
Deputy Executive Officer Project Manager
Director Quality Management
MTA Quality Management
MTA -Police Security
MTA Engineering
Rail Activation & Integration Start !Up Program Manager
Integrated Test & Startup Manager
Rail Activation Manager I(CM)
Clerical/Data Entry
MTA Scheduler
Service Delivery Supv & Rail Ops
Systems for Project
Vehicle Testing
Consultant 5upport Staff
Test Assistant
CM Test Support Team
Document Control Office Library
Administrative Assistant
Construction Schedule
MTA Signal- TPSS Comm.
MTA Systems CCF
Conslr Cleanup Contactor
Consultant Support Staff
MTA Ops Staff Support
Coord of Track Allocation
Resident Engineers
Support Manager Operational
Red Tag Control Staff ITOS
Dps Safety Rep
Rail Technical Support signals- Track-CCF-Systems TPSS
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EXHIBITS
SAFETY CERTIFICATION TEST COMPLETION REPORT
Test Description:
Date(s) of Test:
Location:
Results:
Test Procedure Number:
Revision: and results are accepted with the following exceptions:
Test(s) was/were conducted in accordance with the following approved test procedure:
- No Exceptions
Exceptions listed below (attach list ifne,eded):
WITNESS:
Support Manager Operations:
APPROVAL:
Start-up Program Manager:
I Dated:
Integrated Test & Start-up Manager:
Rail Activation Manager CM:
,.'
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Attachment n
SAFETY CERTIFICATION REVIEW TEAM
The Safety Certification Review Team reviews project compliance in the verification of the construction, testing and training of elements within the project to provide for a safe operating system.
The Safety Certification Review Team consists of the following personnel:
o CM's Manager of Safety Certification o MTA's Manager of Safety Certification o MTA's Safety Engineer Operations Department 0 Representative from CPUC o Test Start-up. Group (TSG) Representative 0 MTA's Quality Assurance Manager o Representative from the Rail Activation Group (RAG) 0 Representative from Support Consultants Organizations
The responsibilities of this review team include:
o Oversee consultant review of contractor and start-up test procedures to verify that safety concerns have been addressed. o Identify procedures for which a Safety Certification Test Completion Report or checklist needs to be submitted to the MTA Safety Certification Manager. o Identify any additional safety tests required and assist in the preparation of the necessary test procedure. o Verify completion of all safety related requirements, in order for LACMTA to issue a certificate of a safe, operable system to the CPUC. o Ensure all tests related documentation is completed to facilitate issue a Certificate of Occupancy (CofO). o MTA Safety Certification Manager prepares and issues the final Safety Certification Report to the CPUC.
The CM's Safety Certification Engineer (SCE) monitors and audits the Resident Engineers (RE's) completion of the Safety Certification Specifications Conformance Checklists and assists the CM's Integration Test Group with the preparation of the Safety Certification Test Completion reports.
The SCE is a member of the Safety Certification Review Team and the coordinator of the CPUC Safety Oversight Plan. The Plan includes tests, inspections and witness hold points either by MTA or CPUC where a test is stopped and when item or failure is corrected the test is rescheduled for retesting. MINIMUM SAFETY AND OPERATIONAL REQUIREMENTS FOR ROD * INDICATES CODE DRIVEN REQUIREMENTS
FIRE/LIFE SAFETY REQUIREMENTS
*Radio communications from ROC to Train Operator and Stations: ROC Controllers and train operators shall be able to communicate with each other, such as with a voice radio. ROC controllers shall also be able to communicate with station personnel at the Emergency Management Panel (EMP) and Fire Control Panel (PCP). ROC staff and personnel at the Emergency Management Panels (EMP) and the Fire Control Panels (FCP) shall be able to communicate with personnel at other stations, for example, by voice radio or other means.
Blue Light Stations: All Blue Light Stations (BLS) shall be fully functional. That is, the emergency trip switches ("mushroom") which de-energize power in a certain section of track under emergency conditions and the telephones at all BLS locations shall be functional. The deluge push button must be operational;
*Emergency Management Panel (EMP) Annunciation and Controls, EMP Procedures Book: All functions, alarms, indications and controls from the E1vIP shall be functional. This includes all fire and smoke detection and suppression equipment indications, and gas and seismic alarms. All systems (ventilation, P A, VMS, Escalator and Elevator Control, telephones) shall be functional from the panels. Furthermore, the emergency procedures book, which identifies the various ventilation fan configuration modes during an emergency, shall be completed and a copy shall be available at each of the E1vIPs.
*Fire Control Panel (FCP): The FCP shall be able: to monitor, receive and annunciate alarmn and trouble indications of all remote fire and smoke detection and suppression devices.
*Smoke/Heat/Fire Detection and Suppression systems: All fire detection devices (smoke, heat) and water flow devices (sprinklers, valves, deluge system, hose cabinets) shall be functional and transmit the appropriate indication to the FCP and EMP when activated.
*Gas Detection System: The Gas Detection System to detect the presence of hazardous levels of methane and hydrogen sulfide gas shall be functional and transmit alarms to the station EMP's. .-
*Ventilation Systems: All ventilation system fans to control the spread of fire/smoke as well as to ffiitigate the build up of gases mentioned above shall be fully functional from the EMP. All fans shall also be capable of being activated from their respective local control panels. *(Control required from EMP, recommended but not required from ROC for temporary CO. Control from ROC is required for permanent CO.).
*Emergency (ETEL's) & Administrative (ATEL's) Telephones: All emergency telephones (ETELS) shall be functional. This will allow passengers to communicate with personnel at ROC. All administrative telephones (ATELS) located in the non-public areas shall be
This List is meant to be a general concept of minimum safety and operational requirements. The actual details of its implementation shall evolve through discussions with involved staff for each item on the list. MINIMUM SAFETY AND OPERATIONAL REQUIREMENTS FOR ROD * INDICATES CODE DRIVEN REQUIREMENTS
functional. This system will serve as a back up to the hand held radio system for maintenance staff.
*Public Address (PA) & Variable Message Signs (VMS): The PA and VMS systems shall be functional. These systems will help Fire Department and/or MTA staff to evacuate a station in case of an emergency.
*Unobstructed Exitways and Functional Exit Devices (Hatches, Panic Hardware): All corridors and paths identified as an exit shall be clear of obstructions to conduct an expeditious evacuation in case of an emergency. Exit hatches and panic devices shall be functional per the specification code requirements.
*Emergency Lighting: The emergency lighting system shall be tested and verified to provide the minimum levels of lighting shall it be necessary to conduct an evacuation of trains in tunnels or at a station.
*Stopping Escalators and Homing of Elevators: The control function to stop escalators and home elevators remotely from the EMP shall be functional. This will be required since the escalators are to be used as fixed stairs in the event of an evacuation. Operation of the escalators and elevators is not a safety requirement. Operation of elevators may be required for ADA. .
*Exit and Operational Signage: All EXIT and ADA signage shall be installed and functional for fire life safety needs. Operational signage such as mile posts, speed limits shall also be installed. *(Exit signage required.) ADA
*Emergency Equipment: All equipment supplied (evacuation carts, fire extinguishers, reflective vests, stretchers) shall be available at each station in the emergency equipment room.
*Manned..EMP, FCP, LCP (operational requirements), TPSS (operational requirements for reliability): The E1vIP and FCP must be manned by qualified staff for fire/life safety concerns. One person may serve as the fire watch at each station to monitor the EMP and FCP. The LCP (to control switches at the turnouts) will have to be staffed for operational and not fire/life safety needs by qualified p-personnel since the TRACS system may not be available. The TPSS manning is for reliability and is not a fire/life safety req1\ifement. Final determination of the need for TPSS manning will be made by Operations. *(EMP staffing required for Temporary CO. Final CO requires full TRACS capability to control EMP functions w/o EMP staffing.)
Trained Staffing: Staff who will be manning the EMP, FCP, and LCP locations must be adequately trained in the functions they will be expected to perform in the course of their duties. In-house training of all operations staff will be particularly important in the areas of
This List is meant to be a general concept of minimum safety and operational requirements. The actual details of its implementation shall evolve through discussions with involved staff for each item on the list. MINIMUM SAFETY AND OPERATIONAL REQUIREMENTS FOR ROD * INDICATES CODE DRIVEN REQUIREMENTS
train operations, ROC, maintenance, emergency response, and is in addition to contractual training.
Integrated Testing: Safety related and Fire/Life Safety testing shall be completed to verify the equipment and systems function as designed. These integrated tests have been identified from Volume II of the Test Program Plan. Tests identified herein exclude those aspects going to ROC via TRACS, commonly referred as "Phase 11" testing.
Emergency Drills: All emergency drills identified in the Test Program Plan shall be conducted to establish or improve upon the coordination between outside supporting agencies and the MTA. EMP staffing shall participate in the drills as part of their training.
*Fire/Life Safety Inspections: Fire/Life Safety Inspections identified in the Test Program Plan shall be completed prior to revenue service. These inspections verify the installation and proper functioning of fire life safety elements such as standpipes, sprinklers, fire extinguishers, station and tunnel exits, etc.
EVOP Air Flow Measurement Tests: These tests shall be conducted to verify the ventilation system is capable of providing critical air velocities during emergency fire conditions to clear the tunnel and stations of smoke.
SAFETY AND OPERATIONAL REQUIREMENTS
Safety Certified Vehicles: All Safety related equipment and functions on the vehicles shall be operational (for example, propulsion, braking, on-board train control equipment, radios, passenger assistance intercoms, emergency door release devices). Emergency evacuation signage shall be installed on all vehicles.
Facility and Traction Power System Available and Functional: Power shall be available on both bus I and 2 at stations. This provides a backup source of power to be back fed through the trainway feeder if a station loses power. A reliable Traction Power system will minimize situations where passengers have 1:0 be evacuated from trains stopped in tunnels because of traction power failures or nuisance trips of power breakers.
Trackwork: Special trackwork must be operable from the local control panel (LCP). All trackwork must be inspected and accepted by the Construction Manager's RE.
Train Control System with ATP and Cab Signals, Functional LCP: Provision of ATP with cab signals will be consistent with existing train operation. This is an operational requirement.
Emergency Back-up Power Supply: This provides minimum ventilation during the evacuation period following an area-wide power outage. Test 1-416
This List is meant to be a general concept of minimum safety and operational requirements. The actual details of its implementation shall evolve through discussions with involved staff for each item on the list. MINIMUM SAFETY AND OPERATIONAL REQUIREMENTS FOR ROD * INDICATES CODE DRIVEN REQUIREMENTS
Sump Pumps: In the event the water suppression system is activated, sump pumps will be required to dewater the tunnel in order to restore revenue service on the system. This is an operational requirement. Test 1-411
Contractual (vendor) Training: Adequate contractual (vendor) training as required by individual contracts, must be provided to permit personnel to perform the duties expected of them. Contractual training may need to be supplemented by additional in-house operations training to reinforce concepts and techniques.
O&M Manuals and Drawings: Manuals and drawings enable personnel to properly operate and maintain equipment. This is an operational requirement. Where this is not possible, sufficient information must be made available regarding operation and maintenance of equipment to allow personnel to perform the functions expected of them. Where equipment is similar to existing equipment. existing documentation shall suffice until approved documentation is received. Information must be provided for any new or modified equipment technology, until the approved final information is received.
Rulebook and SOP's: This is a basic requirement for an operating system. The SOP's will need to be reviewed to ensure adequate coverage for a TRAC-Iess system. This is an operational requirement.
Spares: Adequate spares shall be available to sustain reliable train service. 11ris is an operational requirement.
*UPS: Provide necessary electrical circuitry to provide power to station vital panels during utility power outage.
This List is meant to be a general concept of minimum safety and operational requirements. The actual details of its implementation shall evolve through discussions with involved staff for each item on the list.
RULES AND PROCEDURES
TEST OPERATIONS Procedure NO. 2
I. TITLE: RED TAG PROCEDURE
II. PURPOSE
Contractors will be engaged in pe~J work on the right-of-way with dynamic testing taking place. It Is essential l\at a disciplined procedure be implemented to control access to the proper1:y to protect all personnel from the hazards of moving trains and energized cootict power.
III. REQUIREMENTS
Contractors and others requiring access to any Test Operations areas for any activity must
Complete- -Rail Safety Training course and will retain in their possession a photo safety identification badge at all times.
Receive permission at the Track AIIocation Meeting to perform the activity and be included in the Track Allocation Notice.
A contractor/appropriate designated individual will be responsible for picking up and returning Red Tags. AI Red Tags must be returned daily before power will be restored to work location. The contractor foreman/appropriate designated individual in charge of work is responsible to assure all Red Tags are returned to the Test Controller.
The designated MTA/Contractor individual with the responsibility of energizing and de-energizing must either have a portable radio or other means to establish communications with the Test Controller.
IV. RESPONSIBILITIES
The Red Tag Desk nm by the Test Controller on a daily basis will have the authority and responsibility to:
Issue Red Tags for approved schedules (Track Allocation Notice).
Maintain a record of all Red Tags issued.
Ensure that all personnel required to work i1 Red Tag areas understand the procedure and return all Red Tags daily at the prescribed time and location as required by the Test Controller.
Maintain a visual display board showing all Red Tags issued.
Clear Red Tag Log and display board as Red Tags are returned.
Maintain contact with the Rail Activation Manager as required.
Contractor, MTA. R.E.s and Test Personnel:
Obtain Red Tags from Red Tag Desk daily.
Distribute Red Tags to workers involved in activity.
Return Red Tags to Red Tag Desk when all activity is completed in accordance with the Test Controller instructions.
V. PROCEDURES
1. Contractors and others that have been scheduled to work in the Test Operations Area. per the Track Allocation Notice, will have the designated individual in charge of the work party procure Red Tags from the Red Tag Desk prior to access to the area. A Red Tag will be issued for each person in the work party by the individual in charge.
2. When the scheduled work has been completed each day. The individual in charge of the work party will return all Red Tags to the Red Tag Desk. After all the Red Tags distributed that day are returned and accounted for the Test Controller will notify an concerned that train testing and/or energizing the traction power system can resume.
3. Work crews in the trackway are subject to challenge by Security/MTA Safety Personnel or designee. When challenged, they must produce the appropriate Work Permit. Red Tag, or Train Order and their Safety and Security Photo I.D. Badge or Pink Badge - Safe Clearance 1dentification(see Note below) authorizing their presence.
NOTE: Certain Individuals, because of the nature of their work and their knowledge of their knowledge of activities taking place, will be issued a pink badge (Safe Clearance Identification) which allows them to be in the Red Tag Area without a Red Tag. Those individuals will be kept on file by the Test Controller and must keep the pink Safe Clearance identification badge in their possession and present it to authorized Safety Personnel upon request.
4. The designated individual in charge of the work party must be familiar with station locations along the 1ine, so that he/she can safely locate and mark the limits of the work area. If the individual is not familiar with the limits, then he/she must request an exception from the Track Allocation Coordinator or designee to guide and accompany the work party to the work area and mark its limits.
5. It is mandatory that the designated individual secure Red Tags froma nd return those tags to the Red Tag Desk promptly when the work is completed. Failure to return a Red Tag will seriously disrupt work and test schedules. It shall be the policy of this project that an individual’s failure to obtain and return a Red Tag promptly shall be cuase for discipline up to and including removal from the Metro Rail System Project.
TRACK ALLOCATION I WORK PERMIT PROCESS
Los Angeles County Metropolitan Transportation Authority Rail Operations Control
TRACK ALLOCATION I WORK PERMIT PROCESS
All work on or in close proximity to MTA rail property must receive prior approval from the Rail Operations Control department of MTA. This Track Allocation / Work Permit process must be complied with to ensure the safety of outside contractors, MTA employees, and MTA customers. MTA Rail Operations Control Work Permits will be issued for approved work. Failure to meet all the requirements listed below will delay the approval of requested work.
SUBMITTAL
X Track allocation request forms must be submitted no later than the Monday (5:00 PM) PRIOR to the week (Sunday through Saturday) of requested/projected work start date.
X Request may be submitted up to one month in advance of requested/projected start date.
X Request form must be filled out completely and provide necessary information.
standard time of work, dates of requested work, detailed description of work I testing, description of all types of equipment to be used.
X Track allocation requests must be submitted each week until completion of work or project.
X Submit Track Allocation Request forms to Andrea Sabella via Fax or E-mail.
X Fax: 323.563.5068 QB X E-mail: [email protected]
X Submitting a Track Allocation request does not guarantee that approval for work will be authorized.
SUPPORT
X Requests for support from MTA departments will be the responsibility of the individual submitting the request. Confirmation will be required upon submittal of your request.
X For train operator, field supervisor. or vehicle support, contact the appropriate individual as listed below.
Red Line Transportation Manager: 213.922.3220
Los Angeles County Metropolitan Transportation Authority Rail Operations Control
Red Line Equipment Maintenance Manager: 213.922.3304 Blue/Green Line Transportation Manager: 310.816.5530 Green Line Transportation Manager: 310.643.3849 Blue/Green Line Equipment Maintenance Manager: 310.816.5504 Gold Line Transportation Manager: Equipment Maintenance Manager X Requests for support from other MTA departments will be addressed at the Track Allocation Meeting: Track, Traction Power, Signals, Rail Communications, Facilities Maintenance.
MEETING ATTENDENCE
X A representative for the person/agency/department requesting Track Allocation shall attend the Track Allocation meeting on Wednesday of the same week the request is submitted. Meeting location:
X Central Control Facility, 2000 East Imperial Highway, LA 90059 (Wilmington exit from the 105 Freeway) 2nd Floor Conference Room
Blue Green Line Track Allocation Meeting: 9:00 a.m. Metro Gold Line Eastside Extension Red Line Track Allocation Meeting: 10:00 a.m.
X All Track Allocation Requests will be discussed at the Track Allocation Meeting. The Track Allocation Coordinator will grant or decline the request based upon information received, support required, impact to service and other work requests.
SAFETY TRAINING/ID BADGE
X All members of the work crew will be required to attend MTA safety training.
X Contact the Heavy Rail Instruction Department at 213.922.3241 for work on the Metro Red Line.
X Contact the Light Rail Instruction Department at 310.816.5596 for work on the Blue or Green Line.
X Safety 10 badges will be issued upon successful completion of the safety training.
X Crew members will be required to wear MTA Safety Badges at all times while performing work on or near MTA property.
WORK PERMIT
X MTA Work Permits will be is~5ued for approved work.
X To obtain MTA Work Permits, contact the appropriate Rail Controllers a minimum of two hours prior to scheduled start time of work.
Blue Line Control: 323.5Ei3.5015 Green Line Control: 323.563.5298 Red Line Control: 323.563.5290 Gold Line Control 323.563.5241 X Sign work permit and fax back to Controller: 323.563.5241.
X Each member of the crew must have a signed copy of the permit in their progression at all times.
X Upon arrival at work location, the work crew leader must contact the appropriate Controller to activate the Work Permit.
X Work crew leader must notify the appropriate Controller each time they move to a different work location if multiple work locations are noted on work permit.
X The Rail Controller will authorize work crew to begin work after all safety requirements are satisfied.
X Work permits must be activated each day.
X Upon completion of work each day, contact Control to de-activate work permit.
ADDITIONAL INFORMATION
EMERGENCIES
Emergencies occurring after Track Allocation may necessitate the revoking of approved work. Urgent repairs, maintenance, or abnormal operations are some conditions, which may require modification to approved work.
Incidents occurring while work is in progress could also necessitate the immediate removal of a work crew from a work area.
All work crews are expected to immediately comply' with Control's instructions. Request for an explanation of removal may be addressed to the ROC Manager or Track Allocation Coordinator.
RULES AND PROCEDURES
X All work shall be performed in accordance with MTA Light and Heavy Rail Operations Rules and Procedures.
X Restrictions and protective equipment will be required per applicable rules.
X Violation of Rail Operations Rule or Procedure may result in the cancellation of a Work Permit.
RESTRICTIONS
X Power down may be required when working within 10-feet of Overhead Catenary (Gold Line/Green Line). Power down and grounding of the Contact Rail (Red Line) is required when working at track level. Remote power down may be required for work being down in close proximity to the Overhead Catenary System or Contact Rail.
X Slow Zones and Flag Protected Areas are required when working in close proximity to tracks and trains. Requirements are determined per the applicable Rule Boo~.
CONTACTS
Rail Operations Control Manager:
MARTIN, DUANE 323.563.5026 Fax: 323.563.5068 email: [email protected]
Track Allocation Coordinator:
Andrea L. Sabella: 323.563.5010 Fax: 323.563.5068 email: [email protected]
Rail Operations Control 24 hours, 7 days
Senior Supervisor/Controller 323.563.5022
Blue Line Control 323.563.5015
Green Line Control 323.563.5298
Red Line Control 323.563.5290
Gold Line Control 323.563.5241
Trk Alloc Wk Prmt 07/1211.002
Page 5
Los Angeles County Metropolitan Transportation Authority RAIL OPERATIONS CONTROL
METRO RAIL TRACK: BLUE LINE:" n Gold Line' Eastside: D
CONTRACTOR:
CONTRACT NO:
REQUESTED BY:
GREEN LINE:
OFFICE TEL.#
FAX TEL.#
MOBILE TEL. #
RED LINE: 0
METRO RAIL
-- INTERAGENCY CORRESPONDENCE --
To:
From:
SUBJECT:
DISTRIBUTION
Dave Farle,
Phone:
TRACK ALLOCATION SCHEDULE
Date:
location; Main Office
Attached find the track allocation schedule for the coming week.
In view of the increased demand for Trackway access and in order to identify and resolve potential conflicts prior to the Weekly Track Allocation Meeting, sit requests for trackway access must be received by the Track Allocation Manager by close of business on the Thursday prior to the meeting.
Track Allocation Request Forms should also identify the equipment to be operated and the crew size, location(s), and any requirements tor power removal, etc. (MARK ALL LOCAT10NS ON LAYOUT SHEET ATTACHED)
Just because you sent in a Track Allocation Schedule does not mean that you are assigned track access. Everyone should make arrangements to attend the Track Allocation Meeting to work out any differences that may develop in requesting a particular work location.
The next track allocation meeting will be held on Tuesday, 09/12/95 at 9:30 8.m. in the Tijuana Room, fourth floor I Main Office Building, at 523 W. Sixth Street. Please contact me if you have any questions or comments.
DlatributJofl: ~
PARSONS-DILLINGHAM:
CONTRACTORS
WEEKLY TRACK Allocation SCHEDULE
WEEKLY !BACK ALLOCATION SCHED~~
WEEKLY TRACK ALLOCATION SCHEDULE
4
WEEKL V TRACK A~CATION SCHEDULE
WEEKLY TRACK ALLOCATIOIN SCHEDULE
~
WEEKLY TRACK ALLOCATION SCHEDU~E NOTES and TRACK RESTRICTIQNS
-'nstaO Equipment In all TC&C rooms. -Install Switch Machine Rods and Wevslde Equipment on the Main Line. -Install Train Control and Negative Return Bond$ on the M~ln Une. .Test Rbor Optic Cable between Westlake and CCF.
-Deliver Material via MOS-1 to the AUBL end AR/BR.
-Install' F 81. EM Equipment in both Tunnels and Stations. Walkway Acces8 Only-
-Install CCTV and PA Equipment In various TC & C rooms and Station Areas. -Put Cable between Rail equipment and C'C Cabinets In all ltatlons.Acce.. to varlou8 rooms will be necessary. -Install Communication Equipment at CCF. -install Variable Message Signs on all Station Platforms. -Install Smote Detectors in the Pocket Track Area. Hi-Rei' Scaffold will be in use. -Install Smoke Detectors in the elevator shafts at Wilshire-Western and Wilshire-Normandie.
.Test Facility Equipment at Wilshire & Western
-Deliver Material via MOS-1 to the AL/BL and AR/BR.
-Install Radios and Coexist Cable in all station areas. HI-AmI Vehicle and tr~ cart! scaffold will be in use. AcC81S to all Station rooms and corridors will be necessary.
-Install! Contact Rail Feeder Cables and Cadweld connections. Hi-Raf' Vehicle and track carts will be in use. -Complete MDS Installation end Punchlist work. -Perform Contractual Tests for DC Switchgear Short Circuit and Vehicle Start-Up Tests. Note: 750DC Voltage win be energized.
. Perform Tunnel Grouting between Wilshire-Vermont and Normandie in both Tunnels. J.B.Ht-Rail Vehicle and Trafters will be in use.
-Haul Material/Equipment for various Contracts end Contractors.
-No Testing Scheduled.
-Install milepost markers and Stationing Signage in both Tunnels. Hi-Rail Vehicle will' be in use.
~
WEEKLY TRACK ALLOCATION SCHEDULE GENERAL NOTES AND Bulletin
O\} MOS.2A Rail Activation Rules &Procedure8 Training will be available on September 20 & 21. All Contractors that work in 0'" within 10 feet of the trackway muS1 send supervisory pcT801Jnel to attend the safety classes. Anyone that does not attend cannot be allowed to work in the RED TAG ZONE. The classes will be held at 523 West Sixth Street on the 4th 1Ioor In the Audio-Visual room from 800-1000 AM. Arrangements to attend can be made at the track allocation meeting.
02) The Trainway Feeder is energized. and work requiring Core Drilling must be approved prior to drilling. Date: 03~ All Rite of Way Access must be clear of equipment and materials by 1530 hours on9/'.J'. ,9/13/! ,91 ,/ train movement.
.and 9/161 J to accommodate
DISCREPANCY REPORTS
Report No.:
-(Please print and sign ~ name)
Discrepancy Report Date Issued:
Originator --
-.~
TEST REFERENCE
Location: SIT Procedure Name: SIT Procedure No.:
Nature of discrepancy~
Contract No.:
(Use additional sheets if necessary) Reviewed for accuracy and completeness: Contract Quality Control k\Spector Date
Assigned to:
for disposition by: RESOLUTION
Resolution (attach additional sheets if necessary)
I
EttG approval of design change: (NA if Not Applicable) Contract. Engineer Date
Corrected by:
Available for retest
Witnessed by: Date Con1rB~ Quality Conb'olinspedof
Retested and dosed by:
Date:
DISCREPANCY REPORTS
1. PURPOSE
This procedure describes the method for identifying, documenting, resolving and statusing discrepancies, via Discrepancy Reports (DRs) arising from System Integration Testing (SIT) performed during the execution of the Rail Activation Test Program Plan.
2 GENERAL
Mandatory adherence to this procedure shall ensure that all discrepancies documented during SIT are satisfactorily resolved.
Depending on the nature of the discrepancy (see section 3.1), testing mayor may not be allowed to continue until the discrepant item is resolved.
Any member of the Rail Activation Group (RAG) can generate a Discrepancy Report DR), Form 538. Regardless of the originator of a particular DR, the DR item description shall be checked for completeness and accuracy and be so indicated on the DR by the cognizant Design/Build Contractors (D-B/C) inspector. The DR will then be forwarded to the testing engineer (TE) for resolution of the discrepancy.
The actual cause of the discrepancy may be difficult to ascertain without further investigation, study, discussion and/or testing; however, the DR must be generated and logged as soon as the discrepancy manifests itself during testing.
3 DEFINITIONS
Discrepancy: any problem observed by RAG personnel during the performance of a SIT, documented via a DR (see subsection 3.1).
Discrepancy Report (DR): completed by any RAG member, clearly describes problems disclosed during the execution of a particular step (or steps) of a given integrated test. The DR must contain sufficient detail to clearly describe the problem and provide enough information for prompt, efficient resolution of the item described in the DR. Each DR shall be uniquely sequentially numbered, and logged (see example 7.2). Each DR will only be closed when the witnessed retest by Quality Control substantiates that the approved resolution has been implemented, and did correct the problem.
3.1 Integration Testing Anomalies. The DR will be generated for problems associated with integration testing. The problem described in the DR will affect the particular test in one of the following ways:
All tests or portions affected by the noted discrepancy must stop; no further testing can be performed until the discrepancy is resolved; or
If the discrepancy has been observed and documented, but does not affect the outcome of the testing, the testing is allowed to continue. Note: the DR should also document problems that may require RAG approval after the SIT has been completed, or when
An anomaly has been noted which does not affect the intended test outcome. An item such as a burned-out bulb filament would be so noted on the test procedures comment section and also documented by using a Problem Report Matrix to ensure that the anomaly is eventually corrected.
Integration Testing Anomalies. Nonconformance: any deficiency in the characteristics of the documentation or procedure that affects safety, form, fit, or function, and thereby renders the quality of an item unacceptable or indeteminate in meeting all relevant project requirements. Usually nonconformances resulting from SIT shall be documented on a DR (which is equivalent to a Nonconformance Report.
Rail Activation Group (RAG): please refer to section 3
Test and Startup Group (TSUG): a group composed of representatives of the Construction Manager (CM), including Quality Control (QC) inspectors, and (CM) Engineering Department. TSUG is responsible for proving systems integration and is also referred to as the Rail Activation Group (RAG).
4 RESPONSIBILITIES
Quality Control Department
MTA Quality Control Department will witness and document all Contractor Acceptance Tests (LFATs), and Systemwide Field Acceptance Tests (SFATs) (none of which are described in this procedure), and Rail Activation testing in accordance with the Rail Activation Test Program Plan. (Note: No equipment shall be operated without the applicable FATs and/or LFATs being successfully completed. )
QC shall document its witnessing and acceptance of each increment of a particular SIT by filling out the appropriate areas on the approved SITs. No testing will be allowed to proceed without an approved testing procedure, and no testing will be allowed to proceed without a D/B QC inspector being afforded the opportunity for witnessing/acceptance of the current step in the testing procedure. No SIT can be performed until D/B-C's QC management has documented that the pre-requisites required for each SIT have been met. Each step of the testing procedure shall include
provisions for the D/B QC inspector to affix, in a designated area, his/her printed name, signature, and date of the inspection.
The D/B QC inspector is responsible for ensuring that the documented problems manifested during the performance of an incremental step of an SIT are accurately and completely described on any associated DRs. When D/B QC has decided not to witness an incremental step or the entire test, the TE shall then be responsible for documenting the problem on a DR and shall add Not Applicable (N/ A) to the inspector's signoff section of the DR. The TE will then forward the DR to the D/B-C's Integration Test Manager (ITM) and the D/B Rail Activation Manager (RAM). The TE is responsible for ensuring that all approved retesting is performed. Upon successful retest, the cognizant D/B QC inspector must verify and sign! off on the DR, indicating thereby that the approved resolution for the DR has been satisfactorily implemented. The TE is responsible for ensuring that the DR is then given to the Discrepancy Reports Coordinator (DRC) for logging and distribution of the closed DR.
Testing Engineer
The TE is responsible for coordinating and performing each SIT. If the TE observes a problem during an SIT, he/she is responsible for documenting the problem, with sufficient detail, on the DR (refer to number 3). This may require that the TE first do some "troubleshooting" so that the RAM and ITM can determine the resolution of the DR. The TE is then responsible for forwarding each DR to the ITM and the RAM, in order to determine the appropriate party to resolve the DR.
D/B's Rail Activation Manager (RAM)
D/B's Rail Activation Manager (RAM) is responsible for reviewing each DR. In conjunction with TE, ITM, the RAM determines the responsible contractor; or, if a design change is required to resolve the DR, the RAM also distributes the DR to the responsible design/engineering contractor. For resolution, MTA must be notified of any proposed design changes affecting the project.
The RAM, in conjunction with the ITM, then evaluates the response from the responsible organization and/or the actions taken by the responsible design! engineer contractor.
Changes required to the physical work or to testing operations, requiring modification or revisions to the design, must be approved by the DIB-C's Engineering Department prior to any work proceeding. The RAM, in conjunction with the ITM, is responsible for evaluating the change resulting from the disposition of the DR and then informing the TE of the required retesting.
The RAM will close out a DR after the cognizant inspector has witnessed and signed off on the retest and the TE has also signed off on the DR. The DRC then logs the DR as closed.
Integration Test Manager
The Review of all DR's with the Test Engineer (TE) and the DIB-C's Rail Activation Manager (RAM) will insure to resolve the problem identified and evaluates the response from the responsible sub-contractor organization and the proposed action to resolve the issue and assures re-testing when appropriate.
Contractor
The contractor is responsible for providing and executing an approved resolution for each DR, upon determination by the RAM and ITM that the contractor is at fault. Any DR resolution requiring a design change must be approved by the MTA prior to DR closeout.
Engineering
The D/B engineering contractor shall provide the engineering solutions to any/all design conflicts encountered during testing, irrespective of the responsible party. Any changes made to the design must be approved by the MTA, with signature on the DR indicating MTA's approval of the design change.
Resident Engineer/Lead Inspector/RE/LD
If the problem described on a DR cannot be resolved, the relevant Facilities or Systems resident engineer/lead inspector may issue a Non-Conformance Report (NCR) to the responsible contractor.
Discrepancy Report Coordinator
The RAM will designate a DRC to maintain the Discrepancy Report Log.
5 PROCEDURE
The TE observes a problem, documents the problem on the DR, and forwards the DR to the RAM and the ITM.
The RAM and ITM determine if resolution of the problem is the responsibility of the D/B contractor or installation equipment failure.
The RAM then forwards the DR to the DRC for logging in the Discrepancy Report Log and for distribution to the responsible party.
Regardless of who is responsible, if the DR resolution requires a design change, the MTA must approve the change. MTA is to document its approval of the design change by affixing its signature and date to the appropriate DR. DRs not requiring MTA review or approval shall indicate NA in the appropriate DR section.
The RAM and ITM evaluate the resolution/answer received from the responsible party. If the RAM and ITM do not concur with the resolution/answer, they request another answer from the responsible party, until an acceptable resolution is presented.
NOTE: Rail Activation Discrepancy Report Log goes here
LIST OF COMMONLY USED ACRONYMS
LIST OF COMMONLY USED ACRONYMS
ADA Americans with Disabilities Act AFR Audit Finding Report CA Contract Administrator CCB Change Control Board CCR Consultant Change Request CCRB Consultant Change Review Board CCS Change Control System CM Construction Management CN Consultant Change Notice CO Change Order CPM Critical Path Methodology CPUC California Public Utility Commission DBE Disadvantaged Business Enterprise EAC Estimate At Completion EMC Engineering Management Consultant ESLRT Eastside Light Rail Transit (changed to MGLEE) FCE Fair Cost Estimate FFGA Full Funding Grant Agreement FLS(C) Fire/ Safety (Committee) FMIS Financial Management lnformation System FTA Federal Transit Administration LACMTA Los Angeles County Metropolitan Transportation Authority LAUSD Los Angeles Unified School District LPA Locally Preferred Alternative
LRT Light Rail Transit MCA Master Cooperative Agreement MGLEE Metro Gold Line Eastside Extension MOS Minimum Operable Segment MPSR Monthly Project Status Report MRL Metro Red Line MTA Los Angeles County Metropolitan Transportation Authority NCR Non-Conformance Report NTE Not- To-Exceed NTP Notice To Proceed OCIP Owner Controlled Insurance Program PBCR Project Budget Change Request PE Preliminary Engineering PERC Partnership for Excellence in Rail Construction PIP Project Implementation Plan PM Project Manager PMOC Project Management Oversight Consultant PMP Project Management Plan PGL Pasadena Gold Line PGLCA Pasadena Gold Line Construction Authority QA Quality Assurance QC Quality Control QPSR Quarterly Project Status Report RE Resident Engineer RFC Request For Change RFI Request For Information RFIQ Request For Information & Qualifications RFP Request For Proposal ROD Revenue Operations Date ROM Rough Order of Magnitude ROW Right Of Way SAP Safety Awareness Program SHE Small Business Enterprise SCADA Supervisory Control And Data Acquisition SIT System Integration test SSOA State Safety Oversight Agency SSPP System Safety Program Plan TACS Transit Automatic Control & SCADA VE Value Engineering WACN Work Authorization Change Notice WBE Woman-Owned Business Enterprise
TEST LIST OF ABBREVIATIONS
Close Circuit Television CCTV Construction Manager CM Design/Build Contractor D/B-C Discrepancy Report DR Emergency Back-up Power Supply EBPS Emergency Gas Operating Procedures EPOP Emergency Management Panel EMP Emergency Seismic Operating Procedures ESOP Emergency Ventilation Operation Procedures EVOP Design/Build Engineering D/B-E Factory Acceptance Test FAT Fire/Life Safety Committee F/LSC Los Angeles County Metropolitan Transportation Authority LACMTA Los Angeles Fire Department LAFD Metro Construction MC Metro Eastside Line MEL Metropolitan Transportation Authority MTA Non-Revenue Operating Procedures NROP Programmable Logic Controller PLC Contractor Rail Activation & Integration CRAI Contractor Rail Activation Group CRAG Revenue Operations Day ROD Resident Engineer RE Safety Certification Review Team SCRT Substantial Completion Task Force SCTF System Integration SI System Integration Test SIT Systemwide Field Acceptance Test SFAT Contractor Test & Start-up Group CTSG Test Program Plan TPP Track Allocation Coordinator TAC
SYSTEMS INTEGRATION TESTS
LISTS OF TESTS
SECTION 1
AUXILIARY VEHICLES TESTS
TEST NUMBER TEST TITLE
AUXILIARY VEHICLES TESTS
I-101 Hi-Rail Vehicle(s) Test Yard and Mainline Clearances
I-102 Hi-Rail Vehicle(s) Test All Mainline Clearances
I-103 Hi-Rail Vehicle(s) Test All Yard Clearances
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name Hi-Rail Vehicle(s) Yard and Mainline Clearance Test
Test Procedure: I-101
Contracts Involved:
Hi-Rail Vehicle(s)
Test Objectives:
Verify that there is adequate clearance between the hi-rail vehicle and the equipment and facilities; between the hi-rail and the equipment and facilities along the mainline.
Test Description:
Operate the hi-rail vehicle over the yard track including any special trackwork. Observe clearances.
Operate the hi-rail vehicle over the section of mainline track between the connector and yard area and observe clearances. Repeat for each hi-rail vehicle that it is to be operated.
______
Test Pre-requisite
Hi-rail vehicle delivered.
Resources Required:
Personnel: MTA Representative Hi-Rail Vehicle Operator Hi-Rail Vehicle Contract Engineer CM Representative
Equipment: Hi-Rail Vehicle Clearance Measuring Devices Paint markers for identifying interference points
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hi-Rail Vehicle(s) Yard and Mainline Clearance Test
Test Procedure: I-101
Facilities: Yard Track Mainline Track
Time Required: Two Days
Acceptance Criteria:
Minimum twelve inch clearance between vehicle and structures, and between vehicle and curb; six inch clearance between vehicle and poles/fences. Nominal three inch clearance between vehicle and platform.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hi-Rail Vehicle(s) Mainline Clearance Test
Test Procedure: I-102
Contracts Involved:
Hi-Rail Vehicle(s) Trackwork Installation Guideway and Station Construction Overhead Catenary Installation Automatic Train Control
Test Objectives:
Verify that there is no interference between hi-rail vehicle(s) and the equipment and facilities along the mainline and that the possibility for derailment or damage to hi-rail gear is precluded.
Test Description:
Operate hi-rail vehicle at low speed over all mainline track in both directions. Operate through all special trackwork in each possible operating direction. For those vehicles so equipped, deploy any accessories (platform), aerial bucket, etc.) to ensure clearances are respected and equipment can be used safely. Observe clearances between vehicle and all facilities; equipment. After one complete trip at reduced speed, repeat test operating hi-rail vehicle at maximum authorized speed.
Repeat for each hi-rail vehicle that is to operate.
Test Pre-requisites:
Mainline trackage available Overhead catenary system installed
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hi-Rail Vehicle(s) Mainline Clearance Test
Test Procedure: I-102
Personnel: Hi-Rail Vehicle Operator LACMTA Representative Wayside Observer CM Representative
Equipment: Hi-Rail Vehicle Clearance Measuring Devices Paint/Markers for Identifying Interference Points
Facilities: Mainline Track with all Wayside Equipment Installed
Time Required: Five Days
Acceptance Criteria:
That the hi-rail vehicle has traveled along the entire length of the mainline and has satisfied the clearance envelope guidelines.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hi-Rail Vehicle(s) Yard Clearance Test
Test Procedure: I-103
Contracts Involved:
Hi-Rail Vehicle(s) MGL Track. Yard and Shop Complete Overhead Catenary Installation
Test Objectives:
Verify that there is no interference between hi-rail vehicle(s) and the equipment and facilities along the yard trackage and that the possibility for derailment or damage to hi-rail gear is precluded.
Test Description:
Operate the hi-rail vehicle at low speed over all yard track in both directions. Operate through all pieces of special trackwork in each possible operating direction. For those vehicles so equipped, deploy any accessories (platform, aerial bucket, etc.) to ensure clearances are respected/equipment can be used safely. Observe clearances between the hi-rail vehicle and all facilities/equipment. Continue the test, at the hi-rail vehicle yard speed limit.
Repeat for all hi-rail vehicles.
Test Pre-Requisites:
Yard Track Available Overhead Catenary System Installed All Yard Equipment Installed
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hi-Rail Vehicle(s) Yard Clearance Test
Test Procedure: I-103
Resources Required:
Personnel: LACMTA Representative Facilities Contract Engineer CM Representative Hi-Rail Vehicle Operator
Equipment: Hi-Rail Vehicle Clearance Measuring Devices Paint/Markers for Identifying Interference Points
Facilities: Yard Track
Time Required: Two Days
Acceptance Criteria:
That the hi-rail vehicle has traveled in the yard and has satisfied the clearance envelope guidelines.
SECTION 2
PASSENGER VEHICLE TESTS
PASSENGER VEICHLE TESTS
I-201 Light Rail Vehicle/Hi-Rail Vehicle(s) Interface Test
I-202 Light Rail Vehicle/Yard and Mainline Clearance Test
I-203 Light Rail Vehicle/Wheel Truing Machine Interface Test
I-204 Light Rail Vehicle/Mainline Clearance Test
I-205 Light Rail Vehicle/Yard Clearance Test
I-206 Light Rail Vehicle/Shop Equipment Interface Test
I-207 Light Rail Vehicle/Car Wash Interface Test
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle/Hi-Rail Vehicle(s) Interface Test
Test Procedure: I-201
THIS TEST WILL BE REPEATED WHEN THE FINAL VERSION VEHICLES BECOME AVAILABLE.
Contracts Involved: Hi-Rail vehicle P2550 Light Rail Vehicle (LRV)
Test Objectives:
Verify that the designated hi-rail vehicle couples to the LRV and that the hi-rail vehicle can pull and push trains of LRV. This test will be performed for each LRV configuration. 1-201 will use the final configuration LRVs.
Test Description:
Couple the hi-rail vehicle to a LRV, confirming the proper engagement of both the electrical and mechanical couplers. Confirm the satisfactory clearance between the car mover and the LRV. Pull, then push, and stop the LRV (at AWO weight) on level tangent track. Pull than push a 2-car train (at A WO weight) the length of the revenue track, stopping on grade during operation. (This portion of the test may be combined with the LRV clearance test.) Repeat test with each type of hi-rail vehicle to be used.
Test Prerequisite
Hi-rail vehicle acceptance and clearance tests complete (1-102) LRV delivered. Revenue and yard tracks ready and cleared for train towing or operation. LRV cleared to be towed or operated on the mainline and yard tracks. Radio communications available.
Resources Required: Personnel: MTA Representative
P2550 Contractor Engineer CM/Test Engineer LACMTA Train Operator Hi-Rail Vehicle Operator
SYSTEM INTEGRATI0N TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Yard and Mainline Clearance Test
Test Procedure: I-201
Equipment: Hi-Rail Vehicle Two LRVs (at A WO weight)
Facilities: Revenue and Yard Track
Time Required: Four Days (yard and mainline elements of the test may be scheduled separately).
Acceptance Criteria:
Successful coupling of both the electrical and mechanical couplers, pulling, pushing, stopping of all LRV cars without undue hi-rail vehicle strain (engine lugging, heating, loss of power, etc.) no interfering between the hi-rail vehicle and the LRV.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Yard and Mainline Clearance Test
Test Procedure: I-202
THIS TEST WILL BE REPEATED WHEN THE FINAL VERSION VEHICLES BECOME AVAILABLE.
Contracts Involved:
Hi-Rail Vehicle P-2550 Light Rail Vehicle (LRV) ~ Final Configuration Vehicles Passenger Station Contracts Complete Trackway Installation Contracts Complete
Test Objectives:
Verify that there is adequate clearance between the LRV and the Gold Line yard equipment and facilities, between the LR V and Gold Line mainline from the connector to the yard. This test will be performed for each LRV configuration.
Test Description:
Tow a LRV with the pantograph retracted using the hi-rail vehicle over the Gold Line track. Observe clearances. Repeat above towing the LRV over the section of mainline track between the MGL mainline and MGL yard access.
Test Prerequisites:
Passenger vehicle delivered, P-2550). I-101 complete (may be done concurrently if necessary) I-201 (for respective LRV configurations, P-865 -P-2000 -P-2550).
Resources Required:
Personnel: LACMTA representative P2550 contractor's engineer Hi-rail vehicle operator Test Engineer
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Yard and Mainline Clearance Test
Test Procedure: I-202
Equipment: Clearance measuring devices Hi-rail vehicles Light rail vehicles
Facilities: Gold tine connector track between MGL mainline and yard access tracks
Time Required: 4 days
Acceptance Criteria:
Demonstrate that the two coupled LRVs (P-2550 under a simulated dynamic clearance envelope will clear all OCS poles, fixed structures, electrical and mechanical wayside mounted equipment.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail vehicle/Wheel Truing Machine Interface Test
Test Procedure: I-203
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLES
Contracts Involved: P-2550 Light Rail Vehicle Gold Line Shop Facility
Test Objectives:
Verify that the wheel truing machine will cut the designated profile on wheels that are axle- mounted. This test will be performed for the final configuration vehicle.
Test Description:
Verify the proper positioning and clearances between the truck and the truing machine. Simultaneously cut the profile of both wheels of a wheel/axle set to pre-determined dimensions. Inspect results. All operations to be performed in accordance with the wheel truing machine manufacturer's recommendations. Cut the profile of all four wheels on a vehicle-mounted truck assembly. Cut the profile of all four wheels on a truck assembly (not mounted to a LRV). Inspect results.
Test Prerequisites:
Light rail vehicle available. Access to Gold Line shop.
Resources Required:
Personnel: MTA representative MTA shop engineer and/or Director of MTA vehicles LACMTA shop mechanic LACMTA vehicle operator and/or hi-rail vehicle operator
Wheel truing machine operator
Equipment: One light rail vehicle One axle set with wheels One truck with axle sets installed Shop and yard traction power
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle/Wheel Truing Machine Interface Test
Test Procedure: I-203
THIS TEST WILL BE REPEATED WITHIN FINAL CONFIGURATION VEHICLES
Time Required: Eight Hours
Acceptance Criteria:
Wheel truing operation and resulting trued wheel set meet the specified wheel profile.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Mainline Clearance Test
Test Procedure: I-204
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Contracts Involved:
P-2550 -Light Rail Vehicle (LRV) ~ Train Control Engineer Guideway and Station Contracts -Stage 1 Trackway Installation Contracts Complete
Test Objectives:
Verify that there is adequate clearance between the LRV and the equipment and facilities along the mainline. This test will be repeated with mock-ups for each of the vehicle configurations to be used on the MGL. Mter mock-up testing is completed, the final configuration P-2550 LRV will be used to confirm mock-up test results.
Test Description:
Tow a full-scale mock-up of the dynamic envelope of the LRV over the mainline right-of- way. Confirm clearances are as specified. Tow a vehicle over the mainline right-of-way with the pantograph retracted. Confirm clearances are as specified. For special trackwork: Tow vehicle over the trackwork in each direction and with track switch in normal and reverse position.
Test Prerequisites:
Equipment and facilities installed along mainline right-of-way.
Resources Required:
Personnel: MTA representative P-2550 contractor engineer CMs Test Engineer LACMTA train operators for LRV and tow vehicles LACMTA representative Q.C.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Mainline Clearance Test
Test Procedure: I-204
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Equipment: Full-scale mock-up of LRV dynamic outline with interface detection sensor Tow vehicle (e.g. hi-rail vehicle) Operational LRVs (each configuration)
Facilities: Both tracks the length of the mainline
Time Required: Seven Days
Acceptance Criteria:
That the dynamic envelope dimensions will be used as a guideline. Nominal two and one half to three inch clearance between vehicle and platform.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Yard Clearance Test
Test Procedure: I-205
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Contracts Involved:
P-2550 Light Rail Vehicle (LRV). Yard and shops trackwork installed.
Test Objective:
Verify that there is adequate clearance between the passenger vehicle and the yard equipment and facilities. This test will be performed for each vehicle configuration to be used on this system and the final configuration vehicles (P-2550).
Test Description:
Tow a full-scale mock-up of the dynamic envelope of the passenger vehicle over the yard track and through the car wash and the shop and observe clearances. Repeat above, towing a vehicle pair with the hi-rail vehicle.
Test Prerequisites:
Car mover yard clearance test completed. Passenger vehicle delivered. Car/mover passenger vehicle interface test completed, Communications available, and shop building complete.
Resources required:
Personnel: P-2550 Contractor engineer LACMTA train and hi-rail vehicle operators LACMTA representative CM test engineer
Equipment: Full-scale mock-up of light rail vehicle dynamic outline with retractable interface detection devices.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle Yard Clearance Test
Test Procedure: I-205
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Hi-rail vehicles Light rail vehicles
Facilities: Yard track
Time Required: Two Days
Acceptance Criteria:
At least six inches clearance for center poles and twelve inches clearance for fixed wayside structures.
For special trackwork: No undue wheel or track wear, climbing or interference with special trackwork appurtenances (e.g. picking points). No undue settlement or change in cross- elevation of the track. At least eight and a half inches clearance between the under-car equipment and track. No impact, rubbing, or touching of cars within a train, any track system apparatus or the hi-rail/car mover equipment.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle/Shop Equipment Interface Test
Test Procedure: I-206
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Contracts Involved: P-2550 Light Rail Vehicle. P-2550 Gold Line Yard and Shop.
Test Objectives:
Verify that there is appropriate interface of the LR V and the track, hoists and other equipment installed in the shop. Test will be performed for each vehicle in its final configuration, after the mock-up test is completed. P-2550, P-2000, P-865.
Test Description:
Move a train into and out of the shop using OCS> Life and lower a LRV using the hoist and car body supports Push a truck through each possible route of each truck turntable. Life and lower a truck on the LRV truck hoist.
Test Prerequisites:
Mock-up test completed. LRV delivered and operational. Shop equipment installed and operational. Communications available.
Resources Required:
Personnel LACMTA representative CM test engineer LACMTA shop mechanics
LACMTA train operator P-2550 contractor engineer
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name : Light Rail Vehicle Shop Equipment Interface Test
Test Procedure: I-206
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Equipment: LRV Shop hoist
Facilities: Gold Line shop with utilities complete Yard track
Time Required: Two Days
Acceptance Criteria:
Hoists and body supports made with LRV jacking pads. Trucks move smoothly through the turntables. Truck hoist lifts/lowers truck. Hoist lifts and lower LRV evenly and without undue strain. Car body supports LRV.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle/Car Wash Interface Test
Test Procedure: I-207
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Contracts Involved: P-2550 Light Rail Vehicle (LRV). Gold Line Yard and Shops. Wash Track.
Test Objective:
Verify that there is adequate clearance between the car wash and the LRV and that the car wash performs as specified when activated. Test will be performed for the final configuration vehicles. P-2550 -P-2000 -P-865.
Test Description:
Manually operate a LRV through the car wash confirming that wash and rinse arcs and brushes are activated at the proper time and provide specified coverage.
Test Prerequisites:
Mock-up test complete » LRV Operational Car Wash Operational » Car wash energized
Resources Required:
Personnel: CM contract engineer P-2550 contract engineer CMs test engineer LACMTA vehicle operator
Equipment: Light Rail Vehicle
Facilities: Car Wash
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Light Rail Vehicle/Car Wash Interface Test
Test Procedure: I-207
Time Required: One Day
Acceptance Criteria:
Car wash and rinse arcs and wash brushes are activated at the correct time, perform as specified and provide specified cleaning and coverage.
SECTION 3
TRACTION POWER SUPPLY INTEGRATION TESTS
TRACTION POWER SUPPLY INTEGRATION TESTS
I-301 Traction Power/Emergency Trip Station (ETS) Integration Test
I-302 Traction Powertrrain Starting Test
I-303 Traction Power/Load Sharing Test
I-304 Traction Power/Full Voltage Simultaneous Pullaway-Load Test
I-305 Hot Frame Detector Test
I-306 Emergency Back-Up Power Supply (EBPS) Integration Test
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power/Emergency Trip Stations (ETS) Integration Test
Test Procedure: I-301
Contracts Involved:
Traction Power Supply System Cable Transmission System
Test Objectives:
To verify proper ETS operation. Test will most likely be broken into manageable sections (based on available sections).
Test Description:
Operate every emergency trip station in the Gold Line and verify correct overhead contact wire section de-energization and proper lockout at the local substation only. Verify that power to the overhead wire section cannot be restored from the local substation or from Rail Operations Control (ROC) unless the ETS has been reset. Verify that power to the overhead wire section can be restored locally at the adjacent substations if the OCS section(s) are healthy.
Test Prerequisites:
All traction power substation installation verification and acceptance tests have been performed and accepted. The CTS (ETS) system has been installed, tested and accepted.
Resources Required:
Personnel: Traction Power Contractor Technician/Electrician Cable Transmission Engineer
CM Test Engineer LACMTA Traction Power Technicians CM Representatives
Equipment: Megohmmeter and Portable Radios
Facilities: Emergency Trip Stations SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power/Emergency Trip Stations (ETS) Integration Test
Test Procedure: I-301
Time Required: 12 Days
Acceptance Criteria
Each ETS operator to d-energize the appropriate OCS section and can be reset and re- energized.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Powertrain Starting Tests
Test Procedure: I-302
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Contracts Involved: Traction Power Supply System
Test Objectives:
To verify proper operation and coordination of the DC feeder circuit breaker relaying during LRV starting. To obtain single LRV voltage and current characteristics. Test will be performed for each vehicle and final configuration vehicle.
Test Description:
One LR V shall accelerate from the substation feeder point at maximum throttle to the desired speed and then brake to a full stop using the full service brake. Obtain chart record of line current, substation voltage and voltage on board the train. Repeat dragging a dead LRV to simulate passenger loading of the LRV.
Test Prerequisites:
DC feeder breaker rate-of-rise relays have been calibrated (for 3 adjacent substations) LRV tested and accepted.
Resources Required:
Personnel: Traction Power Contract Technician/Electrician CM Test Engineer LACMTA A Traction Power Technicians LACMTA Train Operator
Equipment: LRV Chart
Recorders Portable Radios
Facilities: Substations (3 adjacent) Mainline Track
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power Train Starting Tests
Test Procedure: I-302
THIS TEST WILL BE REPEATED WITH THE FINAL CONFIGURATION VEHICLE
Time Required: Five Days
Acceptance Criteria:
The LRV accelerates to speed with no indication that the train under voltage relays have dropped out.
Substation and OCS equipment sustain the accelerating currents with no indication that protective relays have operated.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power/Load Sharing Test
Test Procedure: I-303
Contracts Involved:
Traction Power Equipment and Installation
Test Objectives:
To verify the proper load sharing between two traction power substations during the starting of two LRVs half way between the two substations.
Test Description:
Two LRVs will accelerate gradually from half-way between the two substations to 20 mph and continue at this speed as long as practical. Obtain chart record and monitor of line current. Substation voltage and voltage and current on board the LRVs during this period.
Repeat having both LRVs pull one dead car to simulate passenger loading of LRVs.
Test Prerequisites:
After DF feeder breaker Rate-Of-Rise relays have been set at their final values and Test 1- 302 is complete.
Resources Required:
Personnel: Traction Power Contractors technician/Electrician CM Test Engineer LACMTA Train Operator LACMTA Traction Power Technicians
Equipment: Two Two Car LRVs Chart Recorders and Portable Radios
Facilities: Adjacent substation Corresponding Mainline Track
Time Required: 5 Days
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Summary Sheet: Traction Power/Load Sharing Test
Test Procedure: I-303
Acceptance Criteria:
The two substations properly share the train loading.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power/Full Voltage Simultaneous Pull Away Load Test
Test Procedure: I-304
Contracts Involved:
Traction power equipment and installation
Test Objectives:
To verify the proper operation and coordination of the DC Feeder Circuit Breaker relaying during simultaneous LRV starting.
To obtain voltage and current characteristics during simultaneous starting of two LRVs.
Test Description:
Two LRVs shall accelerate from a single substation at maximum throttle to the authorized speed. At this point, each LRV shall brake to a full stop using the full service brake Obtain chart record of line current, substation voltage and voltage on board the LRVs. Repeat with both LRVs pulling one dead LRV to simulate LRV passenger loading.
Test Prerequisites:
DC feeder breaker rate-of -rise relays have been calibrated. I-302 and I-303 completed.
Resources Required:
Personnel: Traction Power Contractor Technician/Electrician CM Test Engineer LACMTA Power Personnel LACMTA Train Operators
Equipment: Two Two-Car LRVs Chart Recorders and Portable Radios
Facilities: Mainline Track Adjacent Substation
Time Required: Five Days
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Traction Power/Full Voltage Simultaneous Pull Away Load Test
Test Procedure: I-304
Acceptance Criteria:
Both LRVs accelerate to speed with no indication that the car under voltage relays have dropped out. Substation and OCS equipment sustains the accelerating currents of both 2 car LRVs with no indication that protective relays have operated.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hot Frame Detector Test
Test Procedure: I-305
Contracts Involved:
Traction Power Equipment and Installation Overhead Contact System
Test Objectives:
To prove the functioning of the protective relaying circuitry under a worst-case condition.
Test Description:
Initiate a hot frame condition by applying 750 VDC to the frame of the DC switchgear assembly. The 164 devices should then trip and lockout the associated breakers and provide annunciation to SCADA. The equipment used to conduct this test should provide adequate protection to personnel involved.
Test Prerequisites:
All traction power equipment installed and operational including transfer trip. All protective relaying installed and fully tested using current injection to simulate actual fault conditions.
Resources Required:
Personnel: 2 LACMTA Traction Power Electricians 1 MTA Engineer 1 Contractor Test Engineer 1 CM Representative
Equipment: Hot Frame Jig including Fuse Hand tools
Facilities: Traction Power Substation
Time Required: 8 Hours per Substation All Substations Tested
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Hot Frame Detector Test
Test Procedure: I-305
Acceptance Criteria:
The 164 device trips and lockouts the appropriate breakers. SCADA annunciation will not be tested during this test as SCADA will not be fully operational at the time of test, but should be tested at later date at several selected substations ehn SCADA is operational.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Backup Power Supply (EPBS) Test
Test Number: I-306
Contracts Involved:
Station contracts Fiber optics and cable transmission » Traction Power System Installation » SCADA Gas & seismic monitoring/communications installation » Fire & Emergency Management (EMP)
Test Objectives:
The purpose of this test is to verify that the EBPS comes on line and starts the appropriate equipment in the event of a total utility outage.
Test Description:
A total utility outage will be simulated by opening of the primary incoming circuit breaker at every traction power substation. Correct EBPS start-up sequencing will be verified. EBPS sequence:
1. All appropriate breakers open or close as directed by the EBPS program. 2. Generator starts up and supplies appropriate 34.5 KV AC power. 3. Verify load shed has occurred. 4. Generator connects to trainway feeder 5. Verify appropriate ventilation fans start.
All indications from the sequence listed above will be verified at the ROC terminal display.
Test Prerequisites:
All contractual tests have been completed. » EBPS system installed and accepted. Traction power equipment installed and accepted.
SCADA installation and acceptance testing is complete including software, cross- connects, etc.). Ventilation fans are installed and accepted. Voice communications available between locations within the station and between the station and the ROC.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Back-up Power Supply (EBPS)
Test Number: I-306
Resources Required:
Personnel: Traction Power Inspector(s) Engineer Associate (Software) (1) (ROC) ROC Controller (SCADA Console Operator) (1) Test Engineer (1) Field RAG Test Representative (1) ROC
Equipment: Traction power equipment SCADA terminal Ventilation fans Portable radios Generator
Facilities: All required locations ROC control room
Time Required: TBD
Acceptance Criteria:
The EBPS generator starts; the load shed panels allow the appropriate fans to start and appropriate indications and alarms are displayed on the SCADA terminal (graphics and displays), in ROC.
SECTION 4
LOCAL FACILITY MONITORING AND CONTROL TESTS
TEST NUMBER TEST TITLE
LOCAL FACILITY MONITORING AND CONTROL TESTS
I-401 Emergency Management Panel (EMP)/Escalator Integration Test
I-402 Emergency Management Panel (EMP)/Elevator Interface Test
I-403 Fire Detection/Sprinkler Integration Test
[-404 Cathodic Protection Testing
I-405 Track To Earth Resistance Testing
I-406 Stray Current Testing
[-407 Fire Detection/TCCB AC Power Shutoff Integration Test
I-408 Train Control/Control line Test
I-409 Train Control/Hi Rail Vehicle Integration Test
I-410 Train-to-Wayside Communications Test
I-411 Train Control/SCADA Integration Test
I-412 Train Control/Fire Detection Integration Test
I-413 Train Control/Seismic Detection Integration Test
I-414 Train Control/Algorithms Integration Test
I-415 Public Address Integration Test
I-416 Variable Message Display Integration Test
I-417 System Simulation
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Management Panel (EMP)/Escalator Integration Test
Test Procedure: I-401
Contracts Involved:
Safety and Security Communications System Guideway And Station Construction Contracts Test will be performed at applicable stations.
Test Objectives:
Verify escalator stop capability from the station Emergency Management Panel (EMP). Verify escalator indication on public address access panel at EMP. Test will be performed for each applicable station separately.
Test Description:
Activate the stop escalator control on the public address access panel at the EMP. Verify that each escalator stops. Verify escalator indication at the EMP panel.
Test Prerequisites:
Stations complete. Escalator installed. Tested and accepted. Safety and security communications complete and tested satisfactorily.
Resources Required:
Personnel: Communications Safety Security Contractor CM- Test Engineer LACMTA Engineer/Technician
Equipment: Emergency Management Panel Station Escalators
Radio Communications Available
Facilities: Each Station
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Management Panel (EMP)/Escalator Integration Test
Test Procedure: I-401
Time Required: 4 hours per location
Acceptance Criteria:
Escalator comes to full stop upon command from station EMP.
SYSTEM INTEGRATON TESTING TEST SUMMARY SHEET
Test Name: Emergency Management Panel (EMP/Elevator Interface Test)
Test Procedure: I-402
Contracts Involved:
Safety and Security Communications Test. Guideway and station construction contracts test will be performed at applicable stations.
Test Objectives:
Verify elevator home call capability from the station emergency management panel. Test will be performed separately for each applicable station.
Test Description:
Activate the elevator home control from the public address access panel at the EMP. Verify the elevators return to the home location. Verify indication of elevator position at the EMP.
Test Prerequisites:
Stations complete. Safety and Security Communications complete. Elevators tested satisfactorily and operational.
Resources Required:
Personnel: Communications Safety/Security Contractor CM- Test Engineer LACMTA Engineer/Technicians
Equipment: Emergency Management Panel Elevators and their emergency phones
Radio communications available/working
Facilities: Stations, ROC, Yard
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Management Panel (EMP)/Elevator Interface Test
Test Procedure: I-402
Time Required: 8 hours per location.
Acceptance Criteria:
Elevator returns to home location upon command from the station EMP. Elevator Emergency phone tested and working.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Fire Detection Sprinkler Interface Test
Test Procedure: I-403
Contracts Involved:
Safety and Security Communications System TCCB/SCCR Facilities
Test Objectives:
To verify the operation of the sprinkler flow. Valve tamper and pressure switches in the Train Control Communications Building (TCCB) and the passenger stations with the Emergency Management Panel (EMP) and the Fire Annunciation Control Panel (F ACP).
Test Description:
The tamper, flow and pressure switch indications are simulated. The alarms are verified at the station EMP and TCCP.
Test Prerequisites
All subsystem level testing is complete. Stations and TCCBs are complete.
Resources Required:
Personnel: Safety and Security Communications Contractor/ Engineer CM Test Engineer LACMTA Engineer/Technicians(s) and Fire Life Safety L. A. Fire Department
Equipment: Fire Detection System Radio Communications Available
Facilities: Stations and TCCBs Yard
Time Required: 5 hours per location.
SYSTEM INTEGRATION TESTING TEST PROCEDURE
Test Name: Fire Detection Sprinkler Interface Test
Test Procedure: I-403
Acceptance Criteria:
The sprinkler flow. Pressure and tamper switches alarm properly at the FACP in the TCCP and the EMP in the Station.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Cathodic Protection Testing
Test Procedure: I-404
Contracts Involved:
Eight Passenger Stations Yard and Shops Facility Sites Other contracts as needed (overpass/bridges)
Test Objectives:
This test will verify the cathodic protection systems installed by the contractors for buried piping and hydraulic elevator cylinders at the facilities listed above.
Test Description:
Testing to be performed in accordance with national association of corrosion engineers standards.
Test Prerequisites:
Contractor cathodic protection systems have been installed and contractor performance tests completed and reports submitted.
Resources Required:
Personnel: CM's Test Engineer Corrosion Control Subconsultant to the Contractor LCMTA Representative
Equipment: Voltmeters, ammeters, other electrical instrumentation to be provided by CM's subconsultant.
Facilities: All passenger stations and other facilities as needed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Cathodic Protection Testing
Test Procedure: I-404
Time Required:
Average 1 day maximum for each buried pipe system and for each elevator cylinder.
Acceptance Criteria:
Effective corrosion control per the National Association of Corrosion Engineers standards, and other applicable industry standards and codes.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Track To Earth Resistance Testing
Test Procedure: I-405
Contracts Involved:
Installed trackway train control complete. ~ Traction power installation complete.
Test Objectives:
To verify that track to earth isolation characteristics conform to the design criteria and establish benchmark values for periodic maintenance testing.
Test Description:
Testing will be performed prior to closeout of above listed contracts then again after all signal and traction power connections are installed.
Test Prerequisites:
First Stage: Facilities construction is complete. Contractor test results submitted and approved. Second Stage: Train control installation and [mal traction power connections are complete.
Resources Required:
Personnel: CMs Test Engineer Corrosion Control Subconsultant to Contractor MTA Representative Engineer
Equipment: Voltmeters. Ammeters. Other electrical instrumentation to be provided by subconsultant.
Facilities: All passenger stations and other facilities as needed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Track To Earth Resistance Testing
Test Procedure: I-405
Time Required:
8 hours at each applicable location.
Acceptance Criteria:
Track- To-Each Resistance -a minimum of 500 ohms per 1000 feet of track, with all signal and traction power connections installed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Stray Current Testing
Test Procedure: I-406
Contracts Involved:
Yard and Shops Bridges and Station Facilities Stations -Passenger and Sub. Train Control Trackway
Test Objectives:
To perform stray current testing at various facilities prior to and during pre- revenue operations. Also, to test during early revenue so as to establish a basis for stray current corrosion control O&M manual development.
Test Description:
Will be provided by corrosion control subconsultant.
Test Pre-requisites:
Facilities construction is complete. Train Control (TC) installation complete.
Resources Required:
Personnel: CMs Test Engineer Corrosion Control Subconsultant to Contractor MTA -Representative
Equipment: Voltmeters, ammeters, other electrical instrumentation to be provided by corrosion control subconsultant
Facilities: All passenger stations and other facilities as required.
Time Required: 8 hours at each applicable location.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Stray Current Testing
Test Procedure: I-406
Acceptance Criteria:
Structure stray current level will not to affect structure service life.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Fire Detection/TCCB AC Power Shutoff Integration Test
Test Procedure: I-407
Contracts Involved:
Safety and Security Communications System Cable Transmission System Train Control
Test Objectives:
If applicable, to verify the operation of the fire detection system in the TCCB.
Test Description:
1. Simulate TCCB Zone 1 and TCCB Zone 2 simultaneously. Verify the HV AC is disabled, and the main AC breaker to the train control communications building is tripped. 2. Simulate TCCB Zone 1 and Sprinkler water flower simultaneously. Verify the AC and backup power to the TCCB is deenergized. 3. Simulate TCCB Zone 1 and TCCB Zone 2 simultaneously, and sprinkler water flow. Verify the HV AC is disabled, the main AC breaker to the TCCB is tripped and all backup power for the TCCB communication and train control (TC) is deenergized.
Note: All equipment in the TCCB/SCCR communications rooms will be deenergized during this test.
Test Prerequisites:
All subsystem level testing is complete. Stations and TCCBs are complete.
Resources Required:
Personnel: Safety/Security Communications System-Contractor CM Test Engineer
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Fire Detection/CCB AC Power Shutoff Integration Test
Test Procedure: I-407
LACMTA Engineer/Technicians
Equipment: Fire Detection System TC Backup Power System Radio Communications Available
Facilities: All stations (including TCCR and COmIn. Rooms), TCCBs and yard TCCB/SCCRs
Time Required: 4 hours per applicable locations
Acceptance Criteria:
Power is removed from the appropriate equipment upon alarm indication.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Control Line Test
Test Procedure: I-408
Contracts Involved:
Train Control Light Rail Vehicle
Test Objectives:
To confirm proper detection of LRVs by the wayside TC equipment and transmission of the correct resultant speed command back to the LRV.
Test Description:
Verify each speed command received against the appropriate control line drawings utilizing two vehicles, one moving towards a stationary vehicle, for each track circuit in normal and reverse traffic direction.
Test Prerequisites:
Wayside Train Control (TC) system tests are completed and the TC system is operational. LRVs tested and accepted.
Resources Required:
Personnel: TC Engineer CM Test Engineer LACMTA Train Control Engineer
Equipment: Two Light Rail Vehicles
Facilities: Mainline trackage
SYSTEMS INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Control line Test
Test Procedure: I-408
Time Required: Six Months
Acceptance Criteria:
Each speed command is received as per approved design.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Hi-Rail Vehicles Integration Test
Test Procedure: I-409
Contracts Involved:
Hi-Rail Vehicles Train Control
Test Objectives:
Ensure that hi-rail vehicles are not detected by train control system and reported as block occupancy.
Test Description:
Operate the hi-rail vehicle over all yard and mainline trackage. Operate through all pieces of special trackwork.
Verify that hi-rail vehicle bock occupancy is not detected on either an interim or constant basis.
Repeat for each hi-rail vehicle that will be operated on the rail system.
Test Prerequisites:
Yard and mainline trackage available. Train Control system tested. Radio communications available.
Resources Required:
Personnel: LACMTA Hi-Rail Vehicle Operator Controller at ROC TC Engineer CMs Test Engineer
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Hi-Rail Vehicles Integration Test
Test Procedure: I-409
Resources Required:
Equipment: Hi-Rail Vehicle Train Control System including ROC console Radio communication available
Facilities: Yard and mainline track, ROC facility.
Time Required: Three Days
Acceptance Criteria:
Hi-Rail Vehicle does not shunt track at any point on-line resulting in a detected track occupancy by the train control system.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train-To-Wayside Communications Test
Test Procedure: I-410
Contracts Involved:
Train Control P-2550 Light Rail Vehicles
Test Objectives:
Verify the TWC operation at all locations.
Test Description:
With a LRV positioned on a TWC loop, verify by simulation that the data is being transferred between the on-board train control (TC) equipment and the wayside equipment.
Test Pre-requisites
Wayside TC system tests are completed and the TC system is operational.
Resources Required:
Personnel: Train Control Engineer, CM's Test Engineer, LACMTA Train Control Engineer
Equipment: Light Rail Vehicle
Facilities: Mainline Trackage
Time Required: Three Hours Per Applicable Location
Acceptance Criteria:
Meets the specification requirements of the contract.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/SCADA Integration Test
Test Procedure: I-411
Contracts Involved:
SCADA System TC System
Test Objectives:
To verify that:
1. The communication link between the TC and SCADA systems is operational. 2. The interface between the TC system and the SCADA master clock is operational.
Test Description:
The exchange of the following information between the TC and SCADA systems shall be verified and timed: both incremental and complete data transfers shall be verified.
1. SCADA to TC OCS segment energization SCADA overview alarm indicators Seismic events
2. TC to SCADA Fire signal from TPS and TCCBs
The ability of both the TC system and the SCADA system to detect a failure of the link and of the other system shall be verified.
The receipt by the TC system of current time and date information from the SCADA master clock shall be verified.
Test Pre-requisites:
TC system acceptance test complete. SCADA system acceptance test complete.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/SCADA Integration Test
Test Procedure: I-411
Resources Required:
Personnel: SCADA Contractor Engineer and Programmer -ROC TC Contractor Engineer and Programmer -ROC CMs Test Engineer -ROC LACMTA Controller -ROC LACMTA SCADA Engineer -ROC
Equipment: ROC Control Console (SCADA and ATC)
Facilities: ROC
Time Required: Three Days
Acceptance Criteria:
All data is exchanged as specified; link failures are detected as required. The TC system obtains the data and time from the SCADA master clock system.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Fire Detection Integration Test
Test Procedure: I-412
Contracts Involved:
Safety and Security Communications System ~ Automatic Train Control
Test Objectives: If Applicable
Verify train control (TC) initiates a zero speed code upon fire detection in Train Control Communications Building/Room (TCCB) or (TCCR). This test will be performed at each TCCB/SCCR.
Activate a fire detection device in each TCCBSCCR and verify that the TC speed commands revert to zero speed in the appropriate track circuits bringing the LRV to a full stop.
Test Pre-requisites:
Safety and security communications complete and tested. TC complete and tested. LRV tested and available.
Resources Required:
Personnel: Safety and Communications Engineer Train Control Engineer CM Test Engineer F.D. Observers
Equipment: Light Rail Vehicles
Facilities: Mainline Trackage. Each Station. TCCB/SCCR
SYSTEM INTEGRADON TESTING TEST SUMMARY SHEET
Test Name: Train Control/Fire Detection Integration Test
Test Procedure: I-412
Time Required: Six Days
Acceptance Criteria:
LRV is halted in the appropriate TC block upon fire detection activation.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Seismic Detection Integration Test
Test Procedure: I-413
Contracts Involved:
Safety and Security Communications System ~ Train Control P2550 and P2000 Light Rail Vehicles
Test Objectives: If Applicable
Verify that TC initiates a zero-speed code in an earthquake and the LRV comes to a full stop.
Test Description:
Simulate seismic trigger at each seismic device, verify that LRV receives a zero speed code and comes to a full stop.
Test Pre-requisites:
Safety and security communications are complete and tested. TC is complete and tested. LR V has been tested and accepted.
Resources Required:
Personnel: Safety and Security Communications Engineer TC Engineer LACMA Operations/Maintenance CM Test Engineer
Equipment: Light Rail Vehicle
Facilities: Mainline Trackage
Time Required: Three Days
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control/Seismic Detection Integration Test
Test Procedure: I-413
Acceptance Criteria:
The LRV in the vicinity of an activated seismic detector comes to a full stop.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control Algorithms Test
Test Procedure: I-414
Contracts Involved:
Train Control System P2550 and P2000 Light Rail Vehicle
Test Objectives: If Applicable
To confirm that the train tracking, schedule control, train operation perform as specified under normal and abnormal operating conditions.
Test Description:
Scheduled and unscheduled LRVs will be dispatched on the mainline. Abnormal conditions will be simulated on the wayside to verify the train control software.
Test Pre-requisites:
Train Control (TC) and Cable Transmission (CTS) are operational; Mainline trackage are installed and energized; Three light rail vehicles are tested and accepted; Radio communications.
Resources Required:
Personnel: TC Engineer, LRV Engineer, MTA Controller at ROC, MTA Transit Operations Supervisors, MTA Operations and Safety representatives, CM representative, CMs Test Engineer
Equipment: Three Light Rail Vehicles
Facilities: Mainline Trackage, Train Control Console at CCF.
Time Required: 40 Hours
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Control Algorithms Test
Test Procedure: I-414
Acceptance Criteria:
Meets the specification requirements of the vehicle and train control contract.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Public Address Integration Test
Test Procedure: I-415
Contracts Involved:
Safety and Security Communications System
Test Objectives:
Verify PA announcement will be performed at each station.
Test Description:
Verify that the proper PA announcement is made, and can be understood by the listener.
Test Pre-requisites:
All systems are complete. ROC is operational.
Resources Required:
Personnel: CMs Communications Contractor Engineer (ROC and Field) LACMTA Operations/Maintenance Personnel CMs Test Engineer (Field)
Equipment: One Light Rail Vehicle Radio Communications Available
Facilities: Mainline Trackage, Stations and ROC
Time Required: 8 days
Acceptance Criteria:
The test announcement is made at each station and message is understandable.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Variable Message Display Integration Test
Test Procedure: I-416
Contracts Involved:
HO900 -Safety and Security Communications System
Test Objectives: If Applicable
Verify message display. Test will be performed at each station.
Test Description:
Move a LRV to the approach track circuit for each station on each track and for each possible direction of travel. Verify that the proper message is sent and received at each station.
Test Pre-requisites:
All systems complete and tested. ROC is operational
Resources Required:
Personnel: CMs Communications Contractor Engineer LACMTA Operations/Maintenance Personnel CMs Test Engineer
Equipment: One Light Rail Vehicle Radio Communications Available
Facilities: Mainline Trackage, Stations and ROC.
Time Required: 8 Days
Acceptance Criteria:
Routing information, train destination and emergency messages are proper displayed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: System Simulation
Test Procedure: I-417
Contracts Involved:
Train Control System Light Rail System SCADA System
Test Objectives:
To confirm that the train tracking, schedule control, train operation and SCADA system perform as specified under normal and abnormal operating conditions.
Test Description:
The morning pullout, morning peak period and early hours of midday operation will be run in real time with system operation anomalies created during operation (i.e., door blockage, person on trackway, etc.).
Test Pre-requisites:
Train Control (TC) Cable Transmission System (CTS) systems are operational; Mainline trackage are installed and energized; Light rail vehicles are tested and accepted at peak hour headway requirements; SCADA/traction power integration tests complete; Radio communications.
Resources Required:
Personnel: CMs Train Control System Engineer CMs SCADA System Engineer LACMTA Controller at ROC LACMTA Transit Operations Supervisors/Train Operators LACMTA Operations and Safety Representatives CM Representative CMs Test Engineer
Equipment: Light Rail Vehicles, Peak Hour Headway
Facilities: Mainline Track, Train Control Console at ROC
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: System Simulation
Test Procedure: I-417
Time Required: Three Days
Acceptance Criteria:
Meets the specification requirements of the contract.
Section 5
Radio Tests
RADIO TESTS
TEST NUMBER TEST TITLE
1-501 Voice/Radio Vehicle Interface Test
1-502 Voice Channel RF Coverage Test
1-503 Telephone/Yard Public Address Integration Test
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Voice Radio Vehicle Interface Test
Test Procedure: I-501
Contracts Involved:
P-2550 Light Rail Vehicle Radio
Test Objectives:
To verify voice radio communication to vehicle on mainline and in yard.
Test Description:
Move vehicle along mainline and yard. Send and receive voice messages from ROC. Measure/record signal strength and noise levels.
Test Pre-requisites:
Vehicle and radio subsystem testing is complete.
Resources Required:
Personnel: Radio Contractor Engineer, P-2550 Representative, CM's Test Engineer, MTA Technician, MTA, Controller, MTA Operator
Equipment: Radio Subsystem, Vehicle
Facilities: All Stations, Mainline Track
Time Required: Eight Hours
Acceptance Criteria:
Signal strength and noise levels are within limits specified in contract.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Voice Channel RF Coverage Test
Test Procedure: I-502
Contracts Involved:
Radio System
Test Objectives:
To ensure the radio communication equipment in the mainline trackways and yard track area provide coverage throughout areas of train operation.
Test Description:
Move radio along track and maintenance areas. Verify voice operation with ROC from various locations.
Test Pre-requisites:
System installed.
Resources Required:
Personnel: Radio contractor Engineer, CMs Test Engineer, MTA Technicians, MTA Controller, MTA Operator
Equipment: Handheld Radios, LRV, LRV Radios
Facilities: All Stations, TCCB, TPSS, Yard, Mainline
Time Required: Five Hours
Acceptance Criteria:
Voice channels are operable to receive and transmit messages at a1llocations specified.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Telephone/Yard Public Address Integration Test
Test Procedure: I-503
Contracts Involved:
Telephone Safety and Security Communications System ) Yard Control Center
Test Objectives:
Verify the operation of the PA via the yard telephone system (EP ABX).
Test Pre-requisites:
P A installations complete and tested. EP ABX operational in the yard control center complete.
Resources Required:
Personnel: Telephone Contractor Engineer CMs, Safety & Security Communications Engineer CMs, Test Engineer CM Representative, LACMTA Engineer technician( s)
Equipment: Telephone System, Public Address System
Facilities: Yard Control, Yard Site
Time Required: 1.5 Days
Acceptance Criteria:
Yard control personnel are able to operate yard system via telephone EP ABX. Messages are audible in all appropriate yard areas.
Section 6
SCADA Integration Tests
TEST NUMBER TEST TITLE
SCADA INTEGRATION TESTS I-601 SCADA/Fare Collection System Integration Test
I-602 SCADA/Intrusion Integration Test
I-603 SCADA/Telephone System Integration Test
I-604 SCADA/CCTV System Integration Test
I-605 SCADA/Hi-Rail Access Gate Integration Test
I-606 SCADA/Car Wash Integration Test
I-607 SCADA/Fire Detection and Suppression Monitoring System Integration Test
I-608 SCADA/Seismic Detection System Integration Test
I-609 SCADA/Platform Intrusion Detection Deleted System Not Equipped
I-610 SCADA/Wayside Intrusion Detection Deleted System Not Equipped
I-611 SCADA/Public Address Integration Test
I-612 SCADA/Variable Message Sign System Integration Test
I-613 Deleted Test Incorporated into I-617
I-614 SCADA/Emergency Trip Station Integration Test
I-615 SCADA/Traction Power Integration Test
I-616 SCADA AC Power Integration Test
I-617 SCADA/Traction Power Disconnect Switch Test
I-618 SCADA/Seismic Integration Test Inc. Into I-608
I-619 SCADA/Escalator Integration Test
I-620 SCADA/Elevator Integration Test
I-621 Gas Testing Lfate and System Complete
I-622 SCADA -Emergency Ventilation Performed (EVOP)
I-623 SCADA -Emergency Ventilation Performance With Trains Stopped In Tunnel
I-624 SCADA -SCADA Train Routing Integration Test For Both Normal and Reverse Train Operation
I-625 SCADA -Sump Pump Integration Test
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Fare Collection System Integration Test 1-601 Test Procedure: I-601
Contracts Involved:
SCADA System Fare Collection System If Applicable
Test Objectives:
To verify that the remote monitoring and control of fare collection equipment from the CCF is operational. Test will be performed at each station.
Test Description:
Test the following indications and controls for each ticket vending machine (TVM) or group of machines at each passenger station:
1. Group key entry indications 2. Group intrusion indications 3. Service required indications 4. In/out of service indications 5. In/out of service controls
Test Prerequisites:
Fare collection system acceptance test complete ) SCADA acceptance test compliance.
Resources Required:
Personnel: Contractor Engineer (ROC) Contractor Engineer (Field) LACMTA Technician (Field) & Controller (ROC)
Equipment: (ROC) Control Console; Ticket Vending Machines; Telephones at Facilities
Facilities: (ROC) Control Room; Ticket Vending Machine Platform Areas
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Fare Collection System Integration Test Test Procedure: I-601
Time Required: 9 hours per station
Acceptance Criteria: All indications received at the (ROC) and controls initiated at (ROC) correctly executed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Intrusion Detection System Integration Test
Test Procedure: I-602
Contracts Involved:
SCADA System Safety and Security Communication System
Test Objectives:
To verify that the remote monitoring of the intrusion detection equipment at the stations and TCCB is operational at the (ROC) if applicable.
Test Description:
Test Each Of The Following Indications At Each Location:
1. Station Door Intrusion Indications 2. EMP Intrusion Indications 3. Platform Gate Intrusion Indications 4. TCCB Door Intrusion Indication 5. TCCB Ventilation Grill Tamper Indication
Test Prerequisites:
Intrusion detection system acceptance test complete SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Safety & Security Communications Contractor Engineer (Field) CM's Test Engineer (Field)
LACMTA Controller (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Intrusion Detection System Integration Test Test Procedure: I-602
Equipment: (ROC) Control Console/Intrusion Detection Equipment Telephone at Facilities and Radio Communication
Facilities: (ROC) Control Room: TCCB Passenger Station, or Yard Facilities, as Appropriate
Time Required: 5 hours per location
Acceptance Criteria:
All indications correctly received at ROC upon initiation at TCCB or stations
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Emergency Telephone (ETEL) System Integration Test
Test Procedure: I-603
Contracts Involved:
SCADA System Telephone System
Test Objectives:
To verify that the remote monitoring of telephone equipment from the ROC is operational.
Test Description:
Test Indication of The Following Types At Each Location:
1. Emergency Telephone System Loop Failure Indications
Test Prerequisites:
Telephone system acceptance test complete ~ SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field) Safety & Security Communications Contractor Engineer (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
Equipment: (ROC) Control Console Telephone Equipment Radio Communications Available
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Emergency Telephone (ETEL) System Integration Test
Test Procedure: I-603
Time Required: 5 hours per station
Acceptance Criteria:
Loop failure indications are received at the ROC when initiated at the station.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/CCTV Integration Test
Test Procedure: I-604
Contracts Involved:
SCADA System Safety and Security Communication System
Test Objectives:
To verify that the remote monitoring of CCTV system equipment from the ROC is operational. This test will be performed once at each station.
Test Description:
Test Each Of The Following Indications For Each CCTV Camera At Each Passenger Station:
1. Power Failure Indications 2. Modulator Failure Indications
Test Prerequisites:
CCTV acceptance test complete SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field) Safety & Security Communications Contractor Engineer (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/CCTV Integration Test
Test Procedure: I-604
Equipment: (ROC) Control Console CCTV Equipment Telephone at Facilities and Radio Communication Available
Facilities: (ROC) Control Room: TCCB (MDF. CCTV Equipment Areas)
Time Required: 4 hours per station
Acceptance Criteria:
All failure indication received at ROC upon initiation at stations.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Hi-RaiI Access Gate Integration Test
Test Procedure: I-605
Contracts Involved:
SCADA System Hi-Rail Access Gate Equipment If Applicable
Test Objectives:
To verify that the remote monitoring of Hi-Rail Vehicle access gates from the ROC is operational.
Test Description:
Test The Following Indications At Each Access Gate:
1. Access Gate Open/Closed Indications If Applicable
Test Prerequisites:
Access gate equipment acceptance test complete ) SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Hi-Rail Access Gate Integration Test
Test Procedure: I-605
Equipment: (ROC) Control Console; Intrusion Detection Equipment; Telephone at Facilities
Facilities: (ROC) Control Room, Hi-Rail Access Gates
Time Required: 6 hours per location
Acceptance Criteria:
All indications received at ROC upon initiation at gate and control properly executed at the access gates.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Car Wash Integration Test
Test Procedure: I606
Contracts Involved:
SCADA System Wash Track In G.L. Yard
Test Objectives:
To verify that the remote monitoring of the car wash from ROC is operational and car wash indications are operational.
Test Description:
Test The Following Indications:
1. Car Wash Indications
Test Prerequisites:
Car wash equipment acceptance test complete SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
Equipment: (ROC) Control Console Car Wash Telephone at Facilities, Radio Communication Available
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Car Wash Integration Test
Test Procedure: I-06
Facilities: (ROC) Control Room: TCCB; Car Wash
Time Required: 1 day
Acceptance Criteria:
All indications correctly received at ROC upon activation at the car wash
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Fire Detection and Suppression Monitoring System Integration Test
Test Procedure: I-607
Contracts Involved:
SCADA System Safety and Security Communication System
Test Objectives:
To verify that the remote monitoring of the fire detection and suppression equipment from ROC is operational.
Test Description:
Test Each Indication Input Of The Various Types Listed Below At Each Location:
1. Equipment Failure Indications 2. Fire Alarm Indications 3. Sprinkler Valve Position Indications 4. Air Pressure Indications 5. Stand Pipe Pressure Indications 6. Sprinkler Flow Indications 7. High temperature Indications
Test Prerequisites:
Fire detection and suppression equipment acceptance test complete SCADA acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Fire Detection and Suppression Monitoring System Integration Test
Test Procedure: I-607
CM's Test Engineer (Field) LACMTA Controller (ROC) and Fire Lie Safety/F.D.
Equipment: (ROC) Control Console Fire Detection and Suppression Equipment Telephones at Facilities, Radio Communication Available
Facilities: (ROC) Control Room: TCCB Passenger Station, or Yard Facilities, as Appropriate
Time Required: 5 hours per location Number of locations to be identified
Acceptance Criteria:
All indications correctly received at SCADA upon initiation of failure and alarm indications in the station.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Seismic Detection System Integration Test
Test Procedure: I-608
Contracts Involved:
SCADA System Safety and Security Communication System
Test Objectives:
If Applicable -To verify that the remote monitoring of seismic detection equipment from the ROC is operational.
Test Description:
Test The Following Indications At Each Location:
1. Seismic Event Indications (Major, Warning) 2. Battery Low Voltage Indications
Test Prerequisites:
Seismic detection acceptance test complete SCAD A acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
Equipment: (ROC) Control Console Seismic Equipment
Telephone at Facilities, Radio Communications Available
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Seismic Detection System Integration Test
Test Procedure: I-608
Facilities: (ROC) Control Room: TCCB (Seismic Equipment Area)
Time Required: 4 hours per location Locations TBD
Acceptance Criteria:
All alarm indications and event indications are correctly received at the ROC upon initiation in the TCCB.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Platform Intrusion Detection System Integration Test
Test Procedure: I-609
DELETED SYSTEM NOT EQUIPPED
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Wayside Intrusion Detection System
Test Procedure: I-610
DELETED SYSTEM NOT EQUIPPED
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Public Address System Integration Test
Test Procedure: I-611
Contracts Involved:
SCADA System Safety and Security Communication System
Test Objectives:
To verify that the remote monitoring of PA system equipment from ROC is operational. This test will be performed once at each station.
Test Description:
Test The Following Indications For Each Passenger Station and For The Yard:
1. P A System Failure Indication 2. P A Power Failure Indication 3. Line A/Line B Failure Indications (Each Zone) 4. Line A/Line B Amplifier Failure Indication (Each Zone) 5. Stand-By Amplifier Failure Indications (Each Zone) 6. Tape Deck Failure Indications (Each Tape Deck) 7. Tape Deck Power Failure Indications (Each Tape Deck)
Test Prerequisites:
P A system acceptance test complete SCAD A acceptance test complete
Resources Required:
Personnel: SCADA System Contractor Engineer (ROC) Contractor Engineer (Field)
CM's Test Engineer (Field) LACMTA Controller (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Public Address System Integration Test
Test Procedure: I-611
Equipment: (ROC) Control Console P A System Equipment Telephones at Facilities, Radio Communications Available
Facilities: (ROC) Control Room: TCCB (MDF, PA Equipment Areas)
Time Required: 4 hours per station 5 hours for yard
Acceptance Criteria:
All failure indications correctly received at ROC upon initiation at station.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Variable Message Sign System Integration Test
Test Procedure: 1-612
Contracts Involved:
SCADA System Safety and Security Communications System
Test Objectives:
To verify that the VMS system properly alarms to the SCADA system when a failure has occurred at the VMS system.
Test Description:
Verify that the SCADA indicates a VMS power failure when AC Power is removed from the VMS equipment at the station.
Test Prerequisites:
Variable message sign system acceptance test complete ~ SCADA acceptance test compliance.
Resources Required:
Personnel: Contractor Engineer (ROC) Contractor Engineer (Field) CM's Test Engineer (Field) LACMTA Controller (ROC)
Equipment: (ROC) Control Console Variable Message Sign Equipment at (ROC) Telephones at Facilities, Radio Communications Available
Facilities: ROC Control Room; TCCB (VMS Equipment Areas); Passenger Station
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Variable Message Sign System Integration Test
Test Procedure: I-612
Time Required: 4 hours per station
Acceptance Criteria:
The SCADA system accurately reflects field conditions when a VMS power failure has occurred.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Overhead Catenary's System Integration Test
Test Procedure: I-613
DELETED TEST INCORPORATED INTO I-617
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/CTS/ETS Integration Test
Test Procedure: I-614
Contracts Involved:
SCADA System Cable Transmission System
Test Objectives:
To verify that the remote monitoring of CTS/ETS Equipment from the ROC is operational.
Test Description:
Activate each ETS push-button and ensure that the appropriate OCS power section is de-energized and verifiable at ROC
Test Each Of The Following Indications and Controls At Each Location:
1. Circuit A/B ETS Loop Failure Indications 2. ETS Switch Trip Indication (TP, Platform, Emergency Stairs, Wayside, (Etc.) 3. ETS Reset Controls (North, South) 4. CTS System Failure Indications (Major, Minor) 5. Check For All Open Loop Failures
Test Prerequisites:
CTS/ETS acceptance test complete SCAD A acceptance test complete
Resources Required:
Personnel: Contractor Engineer (ROC) Contractor Engineer (Field)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/CTS/ETS Integration Test
Test Procedure: I-614
CM's Test Engineer (Field) LACMTA Controller (ROC) 4 LACMTA Traction Power Electricians
Equipment: (ROC) Control Console CTS/ETS Equipment Telephones At Facilities, Radio Communications Available
Facilities: (ROC) Control Room: TCCB
Time Required: 10 days
Acceptance Criteria:
All failure indications correctly received at ROC upon initiation at the station or TCCB and reset control sent from ROC function properly.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Traction Power Integration Test
Test Procedure: I-615
Contracts Involved:
Traction Power Supply System SCADA
Test Objectives:
To verify the remote control status indications and alarms of all traction power equipment function properly via SCADA. This test will be performed at each traction power substation.
Test Description:
1. Operate every traction power device from central ROC and verify correct operations in the field and proper change of status at the display for the 34.5, 16.0,12.0 KV AC circuit breakers 34.5, 16.0, 12.0 KV AC circuit breakers and motorized disconnect switches and 750VDC circuit breakers. 2. Operate every traction power device locally and verify proper change of 3. status at the ROC display for the 34.5, 16.0, 12.0 KC AC circuit breakers and motorized disconnect switches and 750VDC circuit breakers. 4. Simulate abnormal conditions in the traction power substation and verify proper central control alarms of:
-Circuit breakers in local control; -AC and DC relay protection alarms and operation; -DC enclosed hot frame protection alarms and operation; -Control voltage power source alarms; -Transformer over temperatme alarms; -Momentary change detection; -Un-commanded change of state
5. Verify analog voltage 6. Verify the fire detection system alarms to SCADA at ROC 7. Verify the detection of a fire disables the air conditioning units in the TPS 7. Verify the intrusion system alarms to SCADA at ROC
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Traction Power Integration Test
Test Procedure: I-615
8. Verify improper battery charger operation alarms to SCADA at the ROC 9. Verify air conditioner operation and alarms to ROC
Test Prerequisites:
The substation installation verification and acceptance tests have been performed and accepted. The SCADA system is completed, tested and accepted.
Resources Required:
Personnel: Contractors Technician Electrician (Field) Contractors Engineer (ROC) CM's Test Engineer (Field) 6 LACMTA Traction Power Technicians (Field) CM Representative (Field) or (ROC)
Equipment: High Voltage Meter Megohmmeter Ammeter Portable Radios
Facilities: Each Substation and Rail Operations Control
Time Required: 16 hours per substation
Acceptance Criteria:
All status indications and alarms received at ROC upon initiation at the substation and all controls initiated at ROC properly executed at the substation.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/TCCB Battery Charger Integration Test
Test Procedure: I-616
Contracts Involved:
SCADA Station CTE/ETS
Test Objectives:
To verify that the remote monitoring of the TCCB battery charger is operational.
Test Description:
Test The Following Indications For Each Location:
1. Rectifier 1 Status 2. Rectifier 1 High Voltage Indication 3. Rectifier I Low Voltage Indication 4. Rectifier 2 Status 5. Rectifier 2 High Voltage Indication 6. Rectifier 2 Low Voltage Indication 7. Blown Fuse/Breaker Trip Indication 8. Rectifier AC Status 9. Inverter AC/DC Input Indication 10. Inverter Indication
Test Prerequisites:
Battery charger subsystem installed, tested and accepted SCADA subsystem installed, tested and accepted
Resources Required:
Personnel: Contractor Technician (ROC) Contractor Technician (Field) CM Representative (Field) and or (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/CCB Battery Charger Integration Test
Test Procedure: I-616
CM's Test Engineer (Field) LACMTA Controller (ROC) 2 LACMTA Traction Power Electricians
Equipment: (ROC) Control Console Telephone at Facilities, Radio Communications Available
Facilities: (ROC) Control Room, TCCB
Time Required: 8 hours per substation
Acceptance Criteria:
All status indications and alarms correctly received at the ROC.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/OCS/EOS Integration Test
Test Procedure: I-617
Contracts Involved:
Traction Power Supply System )- SCADA )- OCS
Test Objectives:
To verify the proper operation of electrically operated switches from both local and (ROC) Rail Operation Control.
Test Description:
1. Switch shall be prevented from opening or closing when a voltage greater than 100 VDC is present at either terminal of the switch. 2. Switch can be operated either local or from ROC. 3. By closing or opening the switch, verify the proper indications at ROC display.
Test Prerequisites:
The 480-12- V AC power supply to the motorized disconnect switches is available. Traction power, SCADA and OCS subsystems are completed, tested and accepted.
Resources Required:
Personnel: Contractors Traction Power Technician/Electrician (Field) Contractors SCADA Engineer (ROC) Contractors OCS Engineer (Field) LACMTA Controller (ROC) CM Representative (Field) and or (ROC) 4 LACMTA Traction Power Electricians
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/OCS/EOS Integration Test
Test Procedure: 1-617
Equipment: High Voltage Meter Megohmmeter Ammeter Portable Radios High Voltage Safety Equipment
Facilities: Rail Operations Control and Each Disconnect Switch Location (Mainline Track and Yard)
Time Required: 10 days
Acceptance Criteria:
The electrically operated switches shall operate with the proper status indication at ROC as designed.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: SCADA/Seismic Integration Test
Test Procedure: I-618
DELETED TEST INCORPORATED INTO I-608
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Escalator SCADA Integration Test
Test Procedure: 1-619 At Applicable Stations
Contracts Involved:
Stations Contracts Public Address Fiber Optic & Cable Transmission SCADA Fire & Emergency Management Gas & Seismic Monitoring/Communications Installation Elevators and Escalators VMS
Test Objectives:
The objective of this test is to verify that the up, down and stop indication and controls for normal and emergency operation are received at the EMP and SCADA at ROC.
Test Description:
The escalator will be commanded in the up, down and stop position from ROC and locally. An emergency will be simulated and the proper response will be observed at EMP, P A and VMS and SCADA. May be completed in sequence with test 1-401.
Test Prerequisites:
All escalator contractual testing has been completed. The EMP installed and accepted. SCADA installation and acceptance testing is complete. Voice communications are available.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Escalator SCADA Integration
Test Procedure: Test 1-619 At Applicable Stations
Resources Required:
Personnel: LACMTA LACTA Support (Facilities) CM's Test Engineer (Field) Contractor Engineer (ROC) Contractor Engineer (Field) LACMTA Controller (ROC)
Equipment: ROC- Emp-SCADA-Escalators
Facilities: (ROC) Control Room: TCCB (Seismic Equipment Area)
Time Required: 1 day per station
Acceptance Criteria:
That indications are received for normal and emergency events at the ROC, EMP and SCADA.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Elevator SCADA Integration Test
Test Procedure: I-620
Contracts Involved:
Stations Contracts Fiber Optic & Cable Transmission SCADA Fire & Emergency Management Gas & Seismic Monitoring/Communications Installation Elevators and Escalators
Test Objectives:
The objective of this test is to verify the up, down and home sequence of the elevator in normal and emergency operation. That indications and controls at the EMP and SCAD function properly.
Test Description:
Local and remote commands will be sent for up, down and home for normal and emergency operation. May be completed in sequence with test 1-402.
Test Prerequisites:
All elevator contractual testing has been completed. ~ All elevators are operational from the elevator cab. ~ The EMP installed and tested. SCADA installation and acceptance testing is complete ~ Voice communications are available.
Resources Required:
Personnel: LAMCTA support (Facilities)
CM's Test Engineer Contractors Engineer (ROC)
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Elevator SCADA Integration Test
Test Procedure: I-620
Contractors Engineer (Field) LACMTA Controller
Equipment: ROC- Emp-SCADA-Elevators
Time Required: 1 day per station
Acceptance Criteria:
That indications and controls function operate for normal and emergency events at the SCP, EMP and TRACS (graphic and tubular displays).
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Gas Monitoring Integration Test
Test Procedure: I-621
Contracts Involved:
Stations Contracts Fiber Optic & Cable Transmission SCADA Gas & Seismic Monitoring/Communications Installation
Test Objectives:
Where Applicable The objective of this test is to verify that alarms and indications are received at SCADA and the EMP .
Test Description:
At each gas probe, a major, minor and trouble alarm will be initiated.
Test Prerequisites:
All contractual testing has been completed All gas monitoring equipment installed, tested and accepted ~ The EMP is installed and tested SCADA installation and acceptance testing is complete ~ Voice communications are available
Resources Required:
Personnel: MTA Support (ROC) and (Field) CM's Test Engineer CM Support Contractual Support
Equipment: Gas Samples
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Gas Monitoring Integration Test
Test Procedure: I-621
Time Required: TBD per location
Acceptance Criteria:
All indications and alarms are received at ROC and the EMP.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Ventilation Operating Procedures (EVOP)
Test Procedure: I-622
Contracts Involved:
Station Contacts Fiber Optic & Cable Transmission SCADA Gas & Seismic Monitoring/Communications Installation
Test Objectives:
Where Applicable The objective of this test is to verify that the correct Emergency Ventilation Operating Procedure (EVOP), via group commands are selected, accepted and executed for each of the possible scenarios. The status of the fans and dampers will be monitored at the ROC console.
Test Description:
At the EVOP scenario display, input the train location and desired direction of egress. Select "accept" for the appropriate scenario. Allow EVOP to run for 5 minutes. With EVOP running, verify fan status. For another scenario, place two fans in "local mode" prior to initiating the scenario. Verify that the EVOP is unaffected by the devices being inoperative. Once all scenarios have been tested, repeat testing for three scenarios. After entering the scenario information, change the information by rejecting the scenario and changing the input information. Verify that the scenario is executed based on the revised input. Verify that all devices are returned to their original state following each scenario.
Test Prerequisites:
All contractual testing has been completed All emergency fans and dampers are installed, tested and accepted ~ Exhaust fans installed and tested
Ventilation fans installed and tested Air Handling units installed and tested
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Ventilation Operating Procedures (EVOP)
Test Procedure: I-622
SCADA installation and acceptance testing is complete Voice communications are available
Resources Required:
Personnel: MTA Support (ROC) & (Field) CM's Test Engineer CM's Support Contractual Support
Equipment: Volt-ohmmeter
Time Required: TBD per location
Acceptance Criteria:
Group commands are correctly executed and display functions, and alarms are correctly displayed at the ROC terminals.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Ventilation Performance with Trains Stopped in Tunnel
Test Procedure: I-623
Contracts Involved:
Station Contracts
Test Objectives:
Where Applicable The objective of this test is to verify that proper ventilation is sufficient when a train is stationary in the tunnel.
Test Description:
At designated locations, a train will be positioned and an emergency scenario initiated. Airflow measurements will be taken 1 00 feet up and downstream of the train. This sequence will be repeated at appropriate locations.
Test Prerequisites:
All contractual testing has been completed. All emergency fans operational and functional testing is complete and accepted. Air handling units tested and accepted. Voice communications are available.
Resources Required:
Personnel: MTA Support (ROC) & (Field) CM's Test Engineer CM's Support Contractual Support
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Emergency Ventilation Performance with Trains Stopped in Tunnel
Test Procedure: I-623
Equipment: Flow Meter Ladder
Time Required: TBD per location
Acceptance Criteria:
That the air flow measurements do not exceed 2200 feet per minute (fpm). Maximum and 100 feet per minute (fpm) minimum.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Routing SCADA Integration Test
Test Procedure: I-624
Contracts Involved:
Train Control Fiber Optic & Cable Transmission SCADA Gas Seismic & Monitoring/Communications Installation ~ Passenger Vehicle
Test Objectives:
The objective of this test is to verify that train routing commands initiated at ROC function properly.
Test Description:
Train routing will be initiated at ROC and verified to function properly with trains on the mainline.
Test Prerequisites:
All contractual testing has been completed. SCADA installation and acceptance testing is completed. Voice communications are available.
Resources Required:
Personnel: MTA Support (ROC) & (Field) CM's Test Engineer CM's Support Contractual Support
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Train Routing SCADA Integration Test
Test Procedure: I-624
Equipment: Volt-ohmmeter
Time Required: 4 days
Acceptance Criteria:
Each train route function properly when activated from ROC and is verified in the field by vehicular movement, for both normal and reverse train operation.
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Sump Pump/SCADA Integration Test
Test Procedure: I-625
Contracts Involved:
Station Contracts Fiber Optic & Cable Transmission SCADA
Test Objectives:
The objective of this test is to verify that the sump pump controls and indications operate properly and are received at ROC and LCP.
Test Description:
Sump pumps will be operated to verify fluid level control to respond to fluid levels, low, 10-10, high and hi-hi. I
Test Prerequisites:
All contractual testing has been completed. All sump pumps tested and accepted. SCADA installation and acceptance I testing is complete. Voice communications are available.
Resources Required:
Personnel: MTA Support (ROC )& (Field) CM's Test Engineer CM's Support Contractual Support
SYSTEM INTEGRATION TESTING TEST SUMMARY SHEET
Test Name: Sump Pump/SCADA Integration Test
Test Procedure: I-625
Equipment: Volt-ohmmeter
Time Required: TBD per location
Acceptance Criteria:
All indications are properly received at the ROC console and control functions are properly executed at the device. Flow switches activate/deactivate sump pumps.
SECTION 7
SYSTEMS INTEGRATION TESTS LISTS OF READINESS DRILLS
TEST NUMBER TEST TITLE
DRILLS
D-701 Train Collision/Derailment With Injuries On Mainline
D-702 Hazardous Material Spill On Freeway Requiring Evacuation Of Adjacent Station
D- 703 Loss Of Power In The CCF, Requiring Local Control Of Operations
D-704 Bomb Threat On Train On Mainline
D-705 Hostage On Moving Train With Weapon Involved
D-706 Earthquake With Loss Of Power And System Evacuation
D- 707 Train Fire On Mainline
D-708 Suicide/Accidental Death On Right-Of-Way
D-709 Fire In Yard Substation Requiring Evacuation of Shop Building
SYSTEMS INTEGRATION TESTS DRILL SUMMARY SHEETS
SYSTEMS INTEGRATION TESTS DRILL SUMMARY SHEETS
Test Name: Train Collision/Derailment W/Injuries On Mainline
Drill Procedures: D701
Drill Objectives:
To verify the ability to respond to an emergency involving a LRV collision and derailment on the mainline with resulting injuries to passengers, validating emergency procedures, personnel training and system design.
Drill Description:
A collision between two revenue LRVs is simulated on the mainline with fire damage, passenger injuries, and derailment of one LRV. Emergency procedures are implemented and alternative service is established. Evacuation and response to the emergency is monitored and recorded. A debriefing is held after the drill to review observer's comments. Emergency procedures are revised as necessary.
Drill Prerequisites:
Two light rail vehicles available and operational. Communications system (radio, telephone, emergency management panel subsystem), ATC and SCADA systems operational, personnel trained in emergency procedure.
Resources Required:
Personnel: LACMTA: Transit Operations Supervisor (TOS), controller at CCF, bus dispatcher at bus dispatch center, equipment maintenance personnel, facilities maintenance personnel for power, track and signal, safety representative, rail superintendents, roving transit attendants.
Police Department(s), LA County FD Personnel
Rail Activation Group Personnel to organize and coordinate the drill and run briefing and debriefing sessions.
Volunteers to be passengers and observers.
Equipment: Light rail vehicles, rerailing equipment, car mover, communications system (radio, telephone, emergency management panel), SCADA
Facilities: Mainline track (both tracks, full length), control center, bus dispatch center.
Time Required: Three hours on site, six hours including briefing and debriefing sessions.
Acceptance Criteria:
Timely implementation of emergency procedure and establishment of alternative service, rapid respond and evacuation of passengers, timely removal of damaged equipment and restoration of normal service.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Hazardous Material Spill Requiring Evacuation of Adjacent Station
Drill Procedure: D702
Drill Objectives:
To verify the ability of the system to respond to emergency involving a hazardous material spill requiring evacuation of the adjacent station, validating emergency procedure, personnel training and system design.
Drill Description:
A hazardous material spill is simulated along the right of way near a passenger station. Evacuation of the adjacent passenger station is required and halting of train service in the area near the spill response to the emergency is monitored and recorded. A debriefing is held after the drill and all comments by observers evaluated and selected comments incorporated into emergency procedure. Note: This drill will include closure of one or two lanes of street traffic for 3- 4 hours during the drill.
Drill Prerequisites:
Light Rail Vehicle Operational; Mainline energized; graphics installed in the station, emergency exits accessible and functional; communications operational.
Resources Required:
Personnel: LACMTA: Transit Operations Supervisors (TOS) on site, controller at CCF Facilities maintenance personnel for power, Rail Superintendents, Safety Representative, Transit Police, roving transit attendants.
Police Department(s) and LA County FD Personnel and Hazardous material handling team.
Rail Activation Group personnel to organize and implement the drill and run briefing and debriefing sessions
Volunteers to participate as passengers and observers
Equipment: Light Rail Vehicles, Communications (radio, telephone, fire detection), traction power, operational graphics, system plans
Facilities: Passenger station, traction power substation, mainline track .control center.
Time Required: Three hours on site, five hours including briefing and debriefing sessions
Acceptance Criteria:
Passengers evacuated from passenger station in a safe and orderly manner with no injuries. Revenue service in affected area halted at start and promptly restored after cleanup. Alternative service implemented during incident. All Fire/Life Safety devices operating as designed.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Loss Of Power in CCF Requiring Local Control of Operations
Drill Procedure: D703
Drill Objectives:
To verify the ability of the system to continue operations during an emergency situation involving the loss of central control, validating emergency procedures, personnel training and system design.
Drill Description:
A fire is simulated within the CCF, resulting in Facility evacuation and loss of power and central control. Local control of operation is implemented to maintain revenue service. Evacuation and response is monitored and recorded. After the drill, a debriefing meeting is held and observers' comments are evaluated. Emergency procedures are revised as necessary.
Drill Prerequisites:
Light Rail Vehicle Operational, Central Control Operational, Local Control panels for communications and Train Control Operational, communications (Radio, Telephone, Fire & Emergency Management Subsystem, Public Address) Operational, Mainline Energized, personnel trained in emergency procedure.
Resources Required:
Personnel: LACMTA: Controllers at CCF, Transit Operations Supervisors and Facilities Maintenance personnel (power Signal) to assume local control of system, Safety representatives, Rail Superintendents, roving transit attendants
Police Departrnent(s) LA County FD Personnel.
Rail Activation Group personnel to organize and coordinate the drill and run briefing and debriefing sessions.
Equipment: Light Rail Vehicles, Communications system
Facilities: Mainline. Passenger station. train control & communications room. traction power substations. CCF
Time Required: Three hours on site: Six hours including briefing and debriefing
Acceptance Criteria:
CCF is evacuated safely; evacuation produces a minimum of disruption to revenue service. Contingency plans for operating without CCF are put into effect and system operates with minimal disruption.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Bomb Threat On Train 0 Mainline
Drill Procedure: D704
Drill Objectives:
To verify the ability to respond to an emergency situation involving a bomb threat on a train, validating emergency procedure, personnel training and system design.
Drill Description:
Bomb threat is called in to CCF. The Controller follows emergency procedures. Response to emergency is monitored and recorded. A debriefing is held after the drill. Observer comments are discussed and evaluated and selected comments incorporated into emergency procedure.
Drill Prerequisites:
Light Rail Vehicle operational, section of right-of-way and at least one station accessible and energized operational graphics installed (temporary graphics acceptable), communications (radio) available, central control operational, emergency operating procedures prepare.
Resources Required:
Personnel: LACMTA: Transit Operations supervisor (TOS) on site; controller at CCF, Transit Police; safety representative and Rail superintendents, roving transit attendants.
Police Department(s) LA County FD Personnel
Rail Activation group personnel to organize and implement the drill and run briefing and debriefing sessions.
Volunteers to participate as passengers and observers.
Equipment: Light Rail vehicle, Communications (portable radios and emergency telephones), system plans.
Facilities: Control Center, Mainline Track Energized
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Bomb Threat On Train 0 Mainline
Drill Procedure: D704
Time Required: Three hours on line; six hours including briefing/debriefing sessions and preparatory time.
Acceptance Criteria:
Bomb located and removed quickly and safely utilizing emergency procedures with minimum of interference to revenue service.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Hostage On Moving Train With Weapon Involved
Drill Procedures: D705
Drill Objectives:
To verify the ability of the system to support a response by law enforcement personnel to a hostage situation on the mainline, validating emergency procedure, personnel training and system design.
Drill Description:
A subject with a weapon holds a hostage on a moving LRV. Controller at CCF follows established procedure, alerting sheriff department dispatcher. Response to emergency is monitored and recorded by observers. Following a debriefing to review comments by observers, emergency procedures are revised as necessary.
Drill Prerequisites:
Light Rail Vehicles operational. Communication system (Radio, Telephone, CCTV) operational, control center operational, personnel trained in emergency response.
Resources Required:
Personnel: LACMTA: Transit operations supervisors (TOS) on site, controller at CCF, transit police, safety representative, rail superintendents, roving transit attendants.
Police department(s) SWAT Team personnel to respond to alarm
Rail activation group personnel to organize and implement the drill and run the briefing and debriefing sessions.
Volunteers as passengers and observers.
Equipment: Light Rail Vehicle, communications system (Radio, CCTV, telephone), operational graphics in drill vicinity.
Facilities: Station, Mainline section, control center.
Time Required: Three hours on site, six hours including briefing and debriefing sessions.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Hostage On Moving Train With Weapon Involved
Drill Procedures: D705
Acceptance Criteria: Action between agencies is efficient and coordinated. There is no breakdown in communication and no overlapping and duplication of activities. Emergency rescue work is completed in the shortest time possible with minimal danger to passenger safety.
SYSTEM READINES DRILL SUMMARY SHEET
Drill Name: Earthquake With Loss Of Power and System Evacuation
Drill Procedure: D706
Drill Objectives:
To verify the ability of the system to support an emergency response to an earthquake resulting in systemwide loss of power and requiring evacuation, validating emergency procedures, personnel training and system design.
Drill Description:
An earthquake is simulated in which system-wide power is lost and evacuation of passengers from a station and light rail vehicle is required. Injuries are involved. Evacuation and response to the emergency is observed and recorded. Observers' comments are reviewed and emergency procedure is revised as necessary following a debriefing meeting. Minimal availability of rescue personnel from outside agencies is assumed.
Drill Prerequisites:
Light Rail Vehicle operational, communication systems (radio, public address, emergency management panel) operational, traction power available, ups and back-up power supply operational, fire/life safety system functional, operational graphics installed, train control and SCADA systems operational.
Resources Required:
Personnel: LACMTA: Transit operations supervisors (TOS) on site controller at CCF, facilities maintenance personnel for power, signal, and communications, safety representatives, rail superintendents, roving transit attendants.
Police department(s) and LA county FD personnel
Note: Assistance in this type of emergency situation from outside agencies could be very minimal. MTA must be prepared to provide all
necessary emergency assistance to our customers with just the staff from within our agency.
Rail Activation group personnel to organize and coordinate the drill and run briefing and debriefing sessions.
Volunteers to participate as passengers and observers.
SYSTEM READINES DRILL SUMMARY SHEET
Drill Name: Earthquake With Loss Of Power and System Evacuation
Drill Procedure: D706
Equipment: Light Rail Vehicles, communications system
Facilities: Station, Mainline Track, Emergency exits with operational graphics
Time Required: Three hours on site, six hours including briefing and debriefing sessions.
Acceptance Criteria:
Emergency procedure is implemented as prescribed. Evacuation and rescue operations safely carried out in an orderly and timely manner. With effective communications among agencies.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Train Fire On Mainline
Drill Procedure: D707
Drill Objectives:
To verify the ability of the system to respond to an emergency involving a light rail vehicle fire and evacuation on the mainline, validating emergency procedure, personnel training and system design.
Drill Description:
An under floor fire on a light rail vehicle which interferes with propulsion is simulated. Response by outside agencies is carried out as per emergency procedure. Emergency ventilation and evacuation of passengers are implemented. A debriefing is held after the drill to evaluate response procedure and coordination among agencies. Emergency procedure is revised as necessary.
Drill Prerequisites:
Light rail vehicle operational, communication system (radio, telephone, (P A) public address, fire detection & suppression monitoring subsystems) operational, ventilation equipment functional, personnel trained in established emergency procedures.
Resources Required:
Personnel: LACMTA: Transit operators supervisors (TOS) on site, controller at CCF, safety representatives, rail superintendents, roving transit attendants.
Police department(s), LA County Fire Department personnel.
Rail Activation group personnel to organize and coordinate the drill and run briefing and debriefing sessions.
Volunteers to participate as passengers and observers.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Train Fire On Mainline
Drill Procedure: D707
Equipment: Light Rail Vehicle, communications system (radio, public address, fire detection & suppression monitoring subsystem). Ventilation equipment, traction power.
Facilities: Mainline Track with access to station with operational graphics installed, control center.
Time required: Three hours on site, six hours including briefing and debriefing sessions.
Acceptance criteria:
Emergency procedure implemented as prescribed. Drill safely carried out in a timely and orderly manner with safety to personnel
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Suicide/Accidental Death On Right-Of-Way
Drill Procedure: D708
Drill Objectives:
To verify the ability of the system to support an emergency response to a death in the trainway. Validating emergency procedures, personnel training and system design.
Drill Description:
Death of an intruder/passenger or MTA employee on the trainway at a station is simulated. Minor injuries and shock sustained by passenger or MTA employee on train (due to emergency braking) are also simulated. Emergency procedures are implemented, run-around service is established. Response to the emergency is monitored and recorded. A debriefing meeting is held and observers' comments are evaluated. Emergency procedure is revised as necessary.
Drill Prerequisites:
Light Rail Vehicle Operational, Communication System (radio, SCADA) in operation, personnel trained in applicable emergency procedures.
Resources Required:
Personnel: LACMTA: Transit Operations Supervisors (TOS), Controller at CCF, Equipment Maintenance personnel, Facilities Maintenance personnel for track, Power and Signal, Safety Representative, Rail Superintendents, Roving Transit Attendants.
Police Department(s), LA County FD personnel
Rail Activation Group personnel to organize and coordinate the drill and run briefing and debriefing sessions.
Volunteers as passengers and observers.
Equipment: Light Rail Vehicles (minimum two), communication system (radio), SCADA, ATC System and public address.
Facilities: Mainline Trackage, station access for emergency response and evacuation, operational graphics.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Suicide/Accidental Death On Right-Of-Way
Drill Procedure: D708
Time Required: Two Hours on site, five hours including briefing and debriefing sessions.
Acceptance criteria:
Timely response to emergency adhering to established emergency procedure good coordination among agencies, timely establishment of run-around train operations and timely restoration of regular service after the incident.
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Fire In Shop Substation Requiring Evacuation Of Shop
Drill Procedure: D709
Drill Objectives:
To verify the ability of the system to respond to emergency involving fire in the shop substation validating emergency procedure, personnel training and system design.
Drill Description:
A fire is simulated in the shop traction power substation, personnel in the building are evacuated, emergency procedures are implemented and the fire department and utility company are notified, evacuation and response to the emergency is monitored and recorded, observers comments are reviewed and emergency procedure is revised as necessary following a debriefing meeting.
Drill Prerequisites:
Shop traction power substation energized; shop building fire/life safety systems installed and operating, communication system (radio, telephone) functional, control center operational.
Resources Required:
Personnel: LACMTA: Controller at CCF, shop supervisor, safety personnel, power supervisor, rail superintendents, roving transit attendants.
LA County FD personnel, respond to alarm
Utility company to respond to de-energize substation
Rail activation group personnel to organize and implement the drill and run briefing and debriefing sessions.
Evacuation volunteers
Equipment: Communications equipment (radio, telephone), fire suppression and alarm equipment in the shop building
Facilities: Main Shop, Yard Control Center, Yard Traction Power Substation
SYSTEM READINESS DRILL SUMMARY SHEET
Drill Name: Fire In Shop Substation Requiring Evacuation Of Shop
Drill Procedure: D709
Time Required: One hour for emergency evacuation and emergency response. Three hours including briefing and debriefing meetings.
Acceptance Criteria:
Quick safe evacuation of personnel, appropriate execution of emergency procedures and the demonstrated ability of fire department and utility crews to respond to fire as system is designed.
Section 8
FIRE/LIFE SAFETY
TEST NUMBER FIRE/LIFE SAFETY NAME
TO BE CONDUCTED BY FIRE/LIFE SAFETY PERSONNEL
F-801 Tunnel Standpipe System Inspection
F-802 Station Exit Inspection
F-803 Tunnel Exit and Cross-Passage Inspection
F-804 Station Standpipe System Inspection
F-805 Fire Sprinkler System Inspection
F-806 Fire Extinguisher Inspection
F-807 Emergency Hatches
F-808 Emergency Equipment
F-809 Station Fire Alarm System
F-810 Fire Management System
F-811 UPS Loading/Emergency Lighting
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Tunnel Standpipe System Inspection
Test Number: F-801
Contracts Involved:
Tunnel
Test Objectives:
Final inspection of standpipe system is to ensure system is operational. Ensure standpipe system complies with NFPA 14.
Test Description:
Perform manual valve test of all fire hose valves and tunnel valves. (SW-CLOZ Valve) supply and sectional valves are open and supervised. Perform flow test from two most remote fire hose valves.
Test Prerequisites:
All hydrostatic and flush tests to be completed prior to final. All integration tests of standpipe water flow and valve position monitoring have been completed.
Resources Required:
Personnel: MTA-FLSC (ROC) (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractor Support
Equipment: Flow test kit
Time Required: 1 night per tunnel corridor
FIRE/LIVE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Tunnel Standpipe System Inspection
Test Number: F-801
Acceptance Criteria:
Flow test -500 gpm @ 65 psi from two most remote FHV . Slo-Cloz Valve -shall prevent water hammer.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Exit Inspection
Test Number: F-802
Contracts Involved: Station Contracts
Test Objectives:
Provide a clear, unobstructed path of egress from the station. Ensure correct operation of egress hardware.
Test Description:
Check for no obstructions to egress path. Ensure proper widths and heights of egress path. Ensure proper illumination of egress path for normal lighting. Ensure proper signage in place. Check for proper operation and listing of exit hardware and door/hatches.
Test Prerequisites:
Station construction is complete.
Resources Required:
Personnel: MTA-FLSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support
Equipment: Tape measure
Time Required: 1/2 day per station
FIRE/LIVE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Exit Inspection
Test Number: F-802
Acceptance Criteria:
Compliance with F/I.S criteria, NFP A 101 & Title 24
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Tunnel Exit and Cross-Passage Inspection
Test Number: F-803
Contracts Involved:
Tunnel
Test Objectives:
To provide a clear unobstructed path of egress from the tunnel and ensure correct operation of egress hardware. If applicable.
Test Description:
Check for no obstructions to egress path. Ensure proper widths and heights of egress path. Ensure proper illumination of egress path for normal lighting. Ensure proper signage in place. Check for proper operation and listing of exit hardware and door/hatches and cross-passages if applicable.
Test Prerequisites:
Installation and construction of tunnel is complete.
Resources Required:
Personnel: MTA-FLSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractors Support
Equipment: High Rail Vehicle Tape measure
Time Required: One day per tunnel corridor.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Tunnel Exit and Cross-Passage Inspection
Test Number: F-803
Acceptance Criteria:
Compliance with FILS criteria
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Standpipe System Inspection
Test Number: F-804
Contracts Involved:
Station Contracts
Test Objectives:
Final inspection of standpipe system is to ensure system is operational. Ensure standpipe system complies with NFPA 14.
Test Description:
Perform manual valve test of all fire hose valves. Ensure all supply and sectional valves are open and supervised. Inspect all fire hose cabinets for 1 1f2" hose, nozzle and rack. Perform flow test from two most remote fire hose valves. Check for 2 Yz valve clearance from extinguisher/shelf.
Test Prerequisites:
All hydrostatic and flush tests to be completed prior to final. Integration test for sprinkler flow and valve position monitoring have been completed. Verify all water supply valves are open (valve pits, rooms and sectional control valves).
Resources Required:
Personnel: MTA-FLSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractor Support
Equipment: Hoses to channel discharge water to drains Flow test kit
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Standpipe System Inspection
Test Number: F-804
Time Required: 1 day per station
Acceptance Criteria:
All FHV are operational. Fire hose cabinet equipment in place, ready for use. Flow test- 500 gpm @ 65 psi from two FHV, one on platform and one to any ancillary required by L.A.F.D.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Sprinkler System Inspection
Test Number: F-805
Contracts Involved: Station Contracts
Test Objectives:
Final inspection of fire sprinkler system is to ensure system is operational. Ensure fife sprinkler system complies with NFPA 13.
Test Description:
Check for adequate and unobstructed coverage for all rooms and station areas. Ensure all control valves are open. Ensure all tamper switches are operational and locks are in place. Check for sprinkler heads in valve room sprinkler box. Check all valves are signed.
Test Prerequisites:
All hydrostatic and flush tests to be completed prior to final. Integration test for sprinkler flow and valve position monitoring have been completed.
Resources Required:
Personnel: MTA-FLSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractor Support
Equipment: None
Time Required: 1 day per station (same as fire extinguisher inspection).
Acceptance Criteria:
Completion of all punchlist items.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Extinguisher Inspection
Test Number: F-806
Contracts Involved:
Station Contracts
Test Objectives:
Check location of extinguisher (fire hose cabinet and/or room); check type and size as per code for expected hazards.
Test Description:
Visual inspection, location and current dates for hydrostatic tests and annual inspections.
Test Prerequisites:
Cabinets and brackets or shelves installed.
Resources Required:
Personnel: MTA-FlSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractor Support
Equipment: None
Time Required: 1 day per station (in conjunction with fire sprinkler system inspection).
Acceptance Criteria:
All fire extinguishers are of the proper type and installed in the correct location per fire code.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Emergency Exit Hatches
Test Number: F-807
Contracts Involved: Station Contracts
Test Objectives:
The objective of this test is to ensure proper opening of the emergency exit hatches if applicable while appropriate opening force is applies in a continuous motion.
Test Description:
Visual inspection. Measure and document opening and closing force.
Test Prerequisites:
Facilities installation complete.
Resources Required:
Personnel: MTA-FI.SC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Contractor Support
Equipment: Calibrated pull-push gage (0 to 50 lbs.) Dynamometer with attachments (C-clamp, brace, cable pull) Fire Department spanner
Time Required: 1 day per location
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Emergency Exit Hatches
Test Number: F-807
Acceptance Criteria:
The opening force from 0 to 90 degrees shall not exceed 30 pounds when applied in a continuous motion. The latching mechanism adjustment nut shall be permanently fixed after adjustment to prevent backing off. The door assembly is installed in accordance with approval submittal. The striker plate of the latching mechanism shall not deform when the latching bolt is pushed against it.
Field confirmation that a Fire Department spanner fits the pentagon nut. Each door must open independent of the other door leaf. The closing force measured from the outside and applied to each door leaf must not exceed 300 lbs.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Emergency Equipment
Test Number: F-808
Contracts Involved:
Station Contracts
Test Objectives:
The objective of this test is to verify by inspection that all emergency equipment supplied under the contract (evacuation carts, fire extinguishers, stretcher, etc.) are available at each station in the emergency equipment room or other designated location within the facility. And all emergency evacuation devices fit in elevators.
Test Description:
Visual inspection.
Test Prerequisites:
Facilities installation complete.
Resources Required:
Personnel: MTA-FLSC (FIELD) (L.A.F.D.) CM's Test Engineer CM's Support Supply Contractor Support
Equipment: None
Time Required: 1 day per station
Acceptance Criteria:
All emergency equipment is in proper location and meets the specifications of all appropriate fire department codes for evacuation.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Fire Alarm (Smoke Detectors and Associated Fans)
Test Number: F-809
Contracts Involved:
Station Contracts Communications Contracts
Test Objectives:
Verify the location of all smoke detectors within the rail system for function and maintenance/testing accessibility.
Test Description:
Determine all smoke detectors and associated fans are the correct type and function in accordance with the contract specifications. All equipment reports to F.C.P. and R.O.C. and allow for ease in maintenance, testing and accessibility.
Test Pre-requisites:
All station construction complete, all wiring to F.C.P. and F.A.P. installed and all devices upon inspection conform to NFP A 70 (NEC) and NFP A 72.
Resources Required:
Personnel: One person for FCP One person for F ACP One TOS for ROC Two persons for visual inspection of fans and dampers One CMs Test Engineer One LAFD or appointed representative
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Station Fire Alarm (Smoke Detectors and Associated Fans)
Test Number: F-809
Equipment: Canned smoke, magnets, ladders, screw drivers, pliers and radio communications.
Time Required: One day per location.
Acceptance Criteria:
All smoke detectors and fans are properly installed for easy maintenance and testing, function properly, insure proper coverage per specifications and conform in operation to NFP A 70 (NEC) and NFP A 72 requirements.
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Management System
Test Number: F-810
Contracts:
Emergency Management Systems Contractor
Test Objective:
To verify the ability of the Fire Management System to function properly in an emergency.
Test Description:
Manually operate each sub-system and verify performance with visual inspection of each function, automatically operate sub-systems capable of remove control, than override the remote operation from the local control fire management panel to assure override capability, and verify performance with visual inspection after each operation.
Test Pre-requisites:
System installed by contractor and pre-tested at required locations, and declared ready by the contractor for F.D. inspection and testing.
Resources Required:
Personnel: CMs Test Engineer Fire Department Inspectors CM Technical Support CMs Sub-contractor installer representative capable of making repairs as required.
Equipment: Operational Procedure Manual System designs indicating the function of each sub-system
FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Management System
Test Number: F-810
Time Required: T .B.D. by location Estimated time -one/two days at each location FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Management System
Test Number: F-810
Acceptance Criteria:
Fire Management System meets requirements for automatic or manual function, as required by all F.D. codes and contract specifications. FIRE/LIFE SAFETY TEST PROCEDURES TEST SUMMARY SHEET
Test Name: Fire Management System
Test Number: F-810
FIRE/UFE SAFETY TEST PROCEDURE TEST SUMMARY SHEET
Test Name: UPS Loading/Emergency Lighting
Test Number: F-811
Contracts Involved: UPS Contractor
Test Objective:
To verify the ability of the emergency lighting and UPS system to function properly and support the system for the time required during loss of power incidents.
Test Description:
Verify all systems are listed/approved and installed properly. Open breaker providing power to the location and verify power has been removed. Cycle power for emergency lighting to normal lighting and returned back to emergency lighting three times. Visually inspect all locations and assure power's capacity is sufficient to support necessary lighting levels for the required time duration. When testing is completed, restore power to normal operating conditions.
Test Pre-requisites:
Emergency lighting sub-system installed. ~ UPS equipment is installed and pre-tested.
Resources Required:
Personnel: CMs Test Engineer Fire Department Inspector Sub-contractor installer or representative capable of making repairs, as requested. CMs support technician
Equipment: Sight plan showing UPS locations and emergency lighting units. Light meter to measure illumination
Time Required: Two hours per location.
SECTION 9
SYSTEMS INTEGRATION TESTS TEST SEQUENCE