We carried out tests providing power to the ETCS from our existing two locomotive power supplies.  We could do this in the event of a complete failure of the ETCS battery and chargers.  This showed that both the Auxiliary and Essential Services supplies have the capacity to power the ETCS if required.  If we did have a failure of the ETCS battery system we would prefer to use the Auxiliary supply as backup, as there are few loads on this supply that are important to operation of the locomotive.  

A full set of tests were performed on the cab and instrument lighting in the dark.  These showed, as expected, that the new TPWS panel on the roof, and the ETCS DMI (when in place) mask the light to the lower driver controls and gauges from the existing light box, which had to be moved to accommodate the new panel.  So a small new light box was built and, following trials in various positions, was placed just below the new panel.  The LEDs in the new box were set up, and those in the original box were re-pointed, so that together they provide good light everywhere.  Some final adjustments may be needed following any feedback from drivers.  All our light boxes have individual dimmers, so drivers can set them to provide optimum illumination whilst preserving their night vision.

An initial set of tests of the new ADA were carried out during the loco’s first short trip to Quorn and back at the end of August.  The ADA worked very well, providing charge to the ETCS batteries via the two DC-DC converters in the ETCS Battery Box.  Tests with our ETCS Load Bank set to maximum showed that it would deliver 34A, which is as much as it is asked to provide into the converters and load.  So, as expected, it has no issue with capacity.  Testing did show that, when the loco slows past the point where the ADA stops generating, the DC-DC converters switch on and off as the voltage fluctuates.  We have experienced exactly the same characteristics with the turbogen outputs, so a simple tachometer circuit driving an HCR relay was designed and fitted.  This detects when the loco speed is greater than about 22mph and switches in the loads, providing a clean pickup and closedown as the vehicle speed changes.  The tachometer circuit was built, installed and successfully tested on the Nene Valley Railway (NVR).  All our safety systems passed our annual tests by Steven Greeno of DC RailTech on 24^th October.  These included the tests for the new Mk4 TPWS and JRU.

Monitoring of all our electrical systems will continue through the running-in on the NVR and onto the main line test runs.  The ADAs will be further evaluated during the 2,000 mile ‘In-service experience trial’ which we are running with our certification body, Ricardo.  The trial will verify that the ADAs under the coach and tender perform correctly under all service conditions.  Ricardo will scrutinise the results of the trial and, if they are satisfied, they will issue Attestation Statements covering both our Mk1 ADA (on the coach) and Mk2 ADA (on the loco).  These Statements will allow us to run both ADAs on the main line, and to build and fit further new ADAs to support coaches and locomotives in the future.

We are currently completing the big job of finishing all the documentation and writing-up our test results.  These will all go off shortly to Ricardo for their final scrutiny.  After this we just need to look after all the systems in service!