Gkrt0221 Iss 2

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Railway Group Standard

Uncontrolled When Printed
GK/RT0221
Issue Two
Date September 1995
Signalling
Works
Testing
Synopsis
This standard defines the
requirements for the through
testing of new or altered
signalling installations before
they are placed into service.
Signatures removed from electronic version
Submitted by
Philip Wiltshire This document is the property

Nominated Responsible Manager of Railtrack. It shall not be
reproduced in whole or in part
Approved by without the written permission of
the Controller, Safety Standards,
Robin Nelson
Chairman, Train Control & Communications Subject Committee
Published by
Authorised by Safety & Standards
Directorate
Ken Burrage Railtrack
Controller, Safety Standards Hudson House,
York
©Copyright 1995 Railtrack

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GK/RT0221
Issue Two
Signalling Works Testing Date September1995
Page A1 of 8
Contents
Section Description Page
Part A
Issue Record A3
Responsibilities and Distribution A3
Implementation A3
Disclaimer A3
Supply A3
Part B
1 Purpose B1
2 Scope B1
3 Definitions B1
4 Objective of Testing B1
5 Testing Management B1
6 Staffing B5
7 Documentation and Certification B6
Part C Testing Procedures

1 General C1
2 Definitions C1
3 General Procedures C1
4 Cables C3
5 Equipment Rooms and location Cases C4
6 Track Circuits C6
7 Point Operation and Detection C8
8 Signals C11
9 Automatic Warning System C12
10 Panels (Operational, Emergency and Maintenance) C13
11 Mechanical Signal Boxes and Ground Frames C14
12 Telecommunications Equipment for Signalling C16
13 Power Supplies C16
14 Supplementary Systems C17
15 Level Crossings C18
16 Block Systems C19
17 Functional Testing of System - Through Testing C25
18 Functional Testing of System - Testing to Control Tables C26
19 Functional Testing of System - Principles Test C42
20 Functional Testing of System - Aspect Sequence Test C43
21 Functional Testing of System - Test Trains C45
22 Post–commissioning Work C45
23 General C47
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Page A2 of 8
Section Description Page
Part D Testing of SSI and IEEC

1 Introduction D1
2 Methodology D2
3 SSI Workstation Test D3
4 SSI TFM Equipment Tests D6
5 SSI Data Link Transmission Systems D7
6 SSI Central Interlocking Site Test D8
7 Testing SSI within an IECC Scheme D11
8 Changes and Amendments to SSI or IECC Systems D12
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Part A
Issue record
This standard will be updated when necessary by distribution of a
complete replacement Part.
Amended or additional parts of revised pages will be marked by a vertical
black line in the adjacent margin.
This standard supersedes GS/WT0001 and GS/WT0002.
Part Issue Date Comments

Part A TwoOne SeptemberFebruary 1995 Original
document.
Part B One February 1995 Original document.
Part C One February 1995 Original document.
Part D One February 1995 Original document.
Responsibilities and
distribution
Controlled copies of this standard shall be complied with by all personnel
who are responsible for the testing of new or altered signalling
installations.
Implementation
The provisions of this Railway Group Standard are mandatory, and shall
be implemented not later than 1st July 1995.
Health and
Safety Responsibilities
In authorising this Standard, Railtrack PLC makes no warranties, express
or implied, that compliance with all or any Railway Group Standards is
sufficient on its own to ensure safe systems of work or operation. Each
user is reminded of its own responsibilities to ensure health and safety at
work and its individual duties under health and safety legislation.
Supply
Controlled and uncontrolled copies of this standard may be obtained from
The Catalogue Secretary, Railtrack Safety & Standards Directorate, Floor
2, Fitzroy House, 355 Euston Road, London, NW1 3AG.
Telephone: 00 35903 or 0171 830 5903 (BT)

Facsimile: 00 35776 or 0171 830 5776 (BT)
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Index
Description Part Section/

Paragraph
A
Activity block, Wiring Diagrams App E
Alterations, Tests to be carried out for, (Modifications)
to Circuitry on New Installations not yet Commissioned,
Testing of System Components -
Equipment Rooms and Location Cases C 5.5
Apparatus Operating Currents and Voltages App F5
Aspect Sequence Test, Functional Testing of System C 20
Audio Frequency track Circuits (TI21/U/SF15/Z),
Interfacing of App F1
Audio Frequency Track Circuits with Axle Counters
(TI21/U/SF15/Z), Use of App F1
Automatic Warning System C 9
Electro Inductors, currents and voltages App F2
Axle Counters C 14.5
B
Block Systems, Double Line, Testing of System Components C 16.1
Block Token System, Single Line, Testing of System Components C 16.
C
Cable Core Insulation, Information App F4
Cable, Testing of System Components C 4
Certificates, Testing B 67.3
Master Test Certificate App B1
Test Certificate - Relay Room/Equipment Room/Location Case App B2
Test Certificate - Points App B4
Test Certificate - Signals App B3
Check Marks, Method and Identification of
Any Other Test App C78
Contact Analysis App C67
Control Tables App C45
Equipment Inspection App C56
On Track Equipment Tests App C78
Panel Fascia Details App C78
Solid State Interlocking App C78
Wiring Diagrams (one drawing method) App C2
Wiring Diagrams (two drawing method) App C3
Checklists B 76.5
Commissioning Plan B 54.4
Communication Protocol C 23.1
Competency of Staff B 65.1
Conductor Resistance for Cables App F4
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Paragraph
C (continued)
Continuity and Circuit Tests, and Diagram Wire Count C 3.416.1
Control Table Test C 18
Correlation C 3.2
Currents and Voltages, Apparatus Operating App F5
D
Deferred Test Logs B 7.6
Definitions of Test Procedures C 2
Design Details - Presentation, Production of App C1
Documentation and Certification B 7
Checklists B 7.5
Commissioning Plan B 5.4
Design Details B 7.1
Record of Testing B 7.2
Testing Plan B 5.3
Testing Strategy B 5.2
Management of Certification B 7.6
Minor Modifications Required as a Result of Testing B 7.1.8
Test Certificates B 7.3
Test Logs B 7.4
Tester Identification B 7.2
E
Earth Tests C 3.1
Equipment Rooms and Location Cases C 5

Inspection C 5.1
Wire Count and Continuity Tests C 5.2
Commissioning Tests C 5.3
Test for Alterations to Existing Working Installations C 5.4
Tests to be Carried Out for Alterations (Modifications)
to Circuitry on New Installations Not Yet Commissioned C 5.5
F
FDM Remote Control Systems C 14.2
Final Wire and Termination Check C 3.6
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Paragraph
G
Ground Frames, Mechanical Signal Boxes C 11
H
Hot Axlebox Detectors C 14.7
I
IECC Scheme, Testing SSI within an, D 7
Inspection C 3.3
Installation, Design, Manufacture, and Use of Test Rigs App H
Insulation App F4
Intermixing of Audio Frequency Jointless Track Circuits (TI21/U/SF15/Z) App F1.2
J
K
Key Token Instruments C 16.2
L
Level Crossings, Testing of System Components C 15
Location Cases and Equipment Rooms C 5
Logs, Test B 76.4
App D
M
Maintenance of Test Desks App H
Maintenance Records C 23.11
Management, Testing B 54
Mechanical Interlocking C 11.4
Mechanical Signal Boxes and Ground Frames C 11
Metric Cables, Conductor Resistance for App F3
O
Observance of Rules C 23.9
Override, Remote Control System C 18.10.2
P
Panels (Operational, Emergency and Maintenance) C 10
Permutation Chart for Point Correspondence Tests App G
Plan, Commissioning B 54.4
Plan, Testing B 54.3
Point Correspondence Tests, Permutation Chart for App G
Point Operation and Detection C 7
Measurements App F3
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Paragraph
P (continued)
Post–Commissioning Work C 22
Power Supplies, Testing of System Components C 13
Principles test, Functional Testing of System C 19
Processor Controlled Interlockings C 14.4
Production of Design details - Presentation App C1
Q
R
Recoveries C 22.23
Records of Testing C 76.2
Redundant Wiring C 23.8
Reed Track Circuits App F1
Rigs, Test - Design, Manufacture, Installation and Use App H
Rules, Observance of C 23.9
S
Security of Equipment C 23.10
Signal Beam Alignment App F2
Signal Lamp Voltages App F2
Signals C 8
Single Line Block Token System C 16.2
SSI and IECC, Testing of D -
SSI Central Interlocking Site Test D 6
SSI Data Link Transmission Systems D 5
SSI Workstation Test D 3
SSI, Testing, within an IECC Scheme D 7
SSI TFM Equipment Exercise Test D 4
SSI Test Equipment C 23.3
Staff, Competence of B 65.1
Strap and Function Test C 3.8
Strategy, Testing, Testing Management B 54
Supplementary Systems C 14
Axle Counters C 14.5
CCTV Monitoring Systems C 14.6
FDM Remote Control Systems C 14.2
Hot Axlebox Detectors C 14.7
Processor Controlled Interlockings C 14.4
TDM Remote Control Systems C 14.1
Train Describers C 14.3
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Paragraph
T
TDM Remote Control Systems C 14.1
Telecommunications Equipment for Signalling C 12
Telecomms, Testing of System Components C 12
Telephones, Level Crossing, Testing of System Components C 12.2
Telephones, Lineside Signal, Testing of System Components C 12.1
Temporary Test Wiring C 23.4
Test Certificates App B
Test Desk Wiring C 23.5
Test Instruments C 23.7
Test Log B 76.4
App D
Test Rigs, Design, Manufacture, Installation, and Use of App H
Test Trains, Functional Testing of System C 21
Tester in Charge B 54.1
Testing of SSI and IECC D -
Testing of System Components C -
Testing Plan. B 45.3
Testing Procedures C -3
Testing Straps C 23.2
Testing Strategy B 54.2
Through Testing, Functional Testing of System C 17
Track Circuits C 6
TI21 App F1
Aster Type U App F1
Train Describers C 14.3
Treadles App F
U
V
Voltages and Currents, Apparatus Operating App F4
W
Wire Count C 3
Wiring Diagram Activity Block App E
Wiring, Stage, Coloured C 23.6
Working Installations, Test for Alterations to Existing C 5.4
X, Y, Z
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Part B
1 Purpose
This standard sets out the mandatory procedures necessary to ensure
that new signalling installations and alterations to existing installations
are independently tested in a manner which assures their safe operation
and compliance with design before they are placed into service.
2 Scope
The standard applies to all new signalling installations and to all
alterations to existing installations where there is any change to the
design. The standard for testing alterations where there is no change to
the design is published as Railway Group Standard GK/RT0231
Signalling Maintenance Testing.
The Appendices for this standard are arranged sequentially within the
particular Part of the standard to which they are most relevant.
3 Definitions
Infrastructure Controller
The organisation having control of the railway infrastructure.
Maintenance Engineer
The engineer contractually responsible to the Infrastructure Controller for
the maintenance of the signalling system.
4 Objective of Testing
The objective of testing is to ensure that the installation is in accordance
with the design details supplied and that it performs to the system
specifications and infrastructure controller’s requirements. The
installation must conform to statutory requirements and Railway Group
standards.
The assurance of the quality and completeness of the installation work is
a separate activity for which testing staff must have evidence. However it
is the responsibility of all staff to be vigilant for any shortcoming which
might compromise the safety of the system and immediately advise their
superior if they become aware of such a shortcoming.
5 Testing Management
5.1 Tester in Charge
5.1.1 A person competent in accordance with Railway Group Standard
GK/RT0101 Competence Standards for S&T Staff shall be nominated as
being in overall charge of testing for each scheme. That person,
designated Tester in Charge, shall be responsible for the organisation
and satisfactory completion of the testing.
5.1.2 The Tester in Charge is responsible for the production and
implementation of the testing plan, and any associated commissioning
plans. The Tester in Charge may delegate the execution of these tasks
to competent persons, but remains personally responsible for their
completion.
5.1.3 The Tester in Charge shall ensure that each person involved is
given adequate notice of, and is fully conversant with, their role in
implementing the testing plan.
5.1.4 The Tester in Charge shall ensure that all testers involved in the
work are fully briefed and are provided with written notes detailing what is
to be done in each phase of the work.
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5.2 Testing Strategy

5.2.1 Each scheme shall have a Testing Strategy, written at the project
specification stage, and forming part of the Project Specification.
5.2.2 For minor schemes this Testing Strategy may incorporate the
Testing Plan.
5.2.3 A Testing Strategy is a written statement of the proposed testing
methodology prepared on the basis of the specification, proposed layout
and anticipated testing content of the scheme. It shall determine the
extent of testing necessary, the resources required, the appropriate
timescales and any preparatory testing required to confirm the feasibility
of the proposed strategy. It must take account of the proposed
commissioning strategy, including stageworks and possession
arrangements. It shall include an assessment of the risks involved.
5.2.4 The Testing Strategy shall be approved by the engineer with
overall responsibility for the project to ensure that it is compatible with the
proposals for Signalling Design and Installation, and the work of the other
infrastructure disciplines.
5.2.5 The Testing Strategy shall be kept up to date during project
development and must identify the resources necessary for scheme
implementation.
5.2.6 Following the authorisation of the scheme the Testing Strategy is
the basis from which the Testing Plans and Commissioning Plans,
including stagework, are to be developed.
5.2.7 The Testing Strategy shall consider the elements shown in
Appendix A1 and include those which are appropriate to the project.
5.3 Testing Plan
5.3.1 Each phase of the project shall be supported by a written Testing
Plan. The Testing Plan must detail each testing activity to be undertaken.
The Testing Plan shall state who is Tester in Charge and who is in overall
charge of the scheme.
The Testing Plan shall name the leading testers and clearly define the
responsibilities and authorities of each.
The Testing Plan shall be prepared sufficiently far in advance as to
enable arrangements to be made for the safe working of trains.
5.3.2 The Testing Plan shall identify the resources necessary to
implement the Testing Strategy. Responsibility for the procurement of
sufficient competent testing staff and other necessary resources rests
with the Tester in Charge.
5.3.3 The Tester in Charge may delegate the preparation of sections of
the Testing Plan to competent persons.
5.3.4 The Testing Plan shall specify a satisfactory method of recording
and certificating tests. The method and identification of check marks on
plans, diagrams and control tables shall be defined before the work
commences in accordance with examples contained in Appendix C. The
diagrams must be signed in accordance with Appendix E.
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5.3.5 The Testing Plan shall be independently checked by a competent

person. The master copy shall bear the signatures of both the preparer
and independent checker, one of whom must be the Tester in Charge.
Controlled copies of the checked Testing Plan and any subsequent
amendments, excluding any Check Lists and Test Certificates, shall be
issued to named addressees only. The master copy shall be retained by
the Tester in Charge.
5.3.6 The checked Testing Plan shall be issued sufficiently far in
advance of any testing activity to ensure that all staff concerned are able
to familiarise themselves with their testing roles and responsibilities
before commencing work. This does not apply to the testing of “off site”
prewiring.
When it is necessary to undertake testing while the design for other parts
of the project is incomplete, an interim Testing Plan must be issued.
5.3.7 Amendments to the Testing Plan are at the discretion of the
Tester in Charge (or competent person delegated by the Tester in
Charge). If the amendment alters the requirements of the Testing
Strategy, the engineer with overall responsibility for the project shall be
advised of the amendment. Amendments shall be recorded and must,
where possible, be independently checked.
5.3.8 The Testing Plan may incorporate the Commissioning Plan;
however, in many schemes it is impractical to separate out all the parts of
the Testing Plan to be completed in particular commissioning periods
without making numerous amendments to the Testing Plan. To
overcome this a separate Commissioning Plan shall be written in these
cases, which details the work necessary for those commissioning
periods.
5.3.9 The Testing Plan shall consider the elements shown in Appendix
A2, and include those which are relevant to the project.
5.4 Commissioning Plan
5.4.1 The Commissioning Plan shall be prepared as soon as the split of
work between preparatory testing and testing to be completed during the
commissioning period is decided. It shall be prepared sufficiently far in
advance of the proposed commissioning date to enable arrangements to
be made for the safe working of trains during the commissioning period.
5.4.2 The Commissioning Plan shall be prepared jointly by the Tester in
Charge and the engineer responsible for the installation work (or their
delegated representatives) and include all the activities to be co–
ordinated.
5.4.3 The Commissioning Plan shall be independently checked by a
competent person. The master copy shall bear the signatures of both the
preparer and independent checker, one of whom must be the Tester in
Charge.
Controlled copies of the checked Commissioning Plan and any
subsequent amendments, excluding any Checklists and Commissioning
Certificates, shall be issued to named addressees only. The master copy
shall be retained by the Tester in Charge.
5.4.4 The checked Commissioning Plan shall be issued sufficiently far
in advance of any testing activities to which it relates to ensure that all
staff concerned can familiarise themselves with their testing roles and
responsibilities.
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5.4.5 The Commissioning Plan shall consider the elements shown in

Appendix A2 and include those which are relevant.
5.5 General
5.5.1 The format of these strategies and plans will depend on the scale
and nature of the work, but they shall, as a minimum clearly indicate the
extent of the testing necessary and the allocation of testing
responsibilities to all persons involved.
5.5.2 The Tester in Charge shall carry out checks to satisfy himself that
the testing is being carried out in accordance with the standards, and with
the testing and/or commissioning plans.
5.6 Co–ordination with Railway Operations
5.6.1 Before testing commences at sites containing signalling
equipment which is in use, the engineer responsible for the maintenance
of the equipment shall be informed of the extent and programme of work.
5.6.2 At the commencement of each period of work at sites containing
signalling equipment which is in use the tester shall inform the signalman
of the intended work, its likely duration and the means of contacting the
testing staff.
5.6.3 Before any period of work during which it is intended to carry out
testing on equipment which forms part of, or is connected to, a signalling
system which is in use: arrangements shall be made to ensure the safety
of the railway in accordance with the Rule Book.
5.6.4 When the site is to be left unattended, details of any alterations to
working equipment shall be left available for reference by maintenance
staff and the engineer responsible for the maintenance shall be informed
of the arrangements made.
5.6.5 Testing activities shall be arranged so that they do not prevent
maintenance staff gaining access to working equipment.
6 Staffing
6.1 Competence
6.1.1 Testing staff shall have documented proof of competence in
accordance with Railway Group Standard GK/RT0101 Competence
Standards for S&T Staff.
6.1.2 Testing staff shall have been authorised by or on behalf of the
infrastructure controller to undertake the testing work.
6.1.3 The Tester in Charge shall be satisfied that all staff on testing
duties are competent and authorised to carry out the roles to which they
are allocated in the Testing Plan.
6.2 Independence
6.2.1 Independence of testing must be achieved. Staff who have
participated by direct preparation, direct advice or direct control of that
particular design or installation, shall not assume any testing
responsibilities for such work. Such staff may, however, undertake testing
responsibilities for any other part of the project in which they have had no
direct involvement.
6.2.2 Staff who have had a direct involvement with the design and
cannot therefore demonstrate the necessary independence may only act
in an assisting role.
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6.2.3 Care must be exercised, when deploying staff to work in an

assisting role to ensure that, if such staff are to assist other staff over
whom they normally exercise managerial responsibility, they are not
placed in a situation where the independence of the testing might be
compromised.
7 Documentation
and Certification
7.1 Design Details
7.1.1 A complete set of approved plans and independently checked
diagrams must be provided for the exclusive use of testing staff.
7.1.2 The copy of the Design details provided for the use of testing staff
shall normally be printed on Pink paper.
7.1.3 The production, issue, format and version control of all plans,
diagrams and data shall be in accordance with procedures specified in
Railway Group Standard GK/RT0201 Signalling Design Production.
7.1.4 Where it is necessary to carry out the changeover of equipment in
a series of specific phases during a particular stage of the work, the test
copies for that stage shall clearly indicate the work to be done in each
phase, in accordance with the Signalling Design Standards.
The Tester in Charge shall agree the method of presentation with the
designer.
The method of depicting the various phases shall be set out in the Test
Plan.
7.1.5 Where the installation is to be returned to service between stages
of the work, separate test copies shall be issued for each stage.
7.1.6 A closure list showing the totality of the design details issued shall
be sent to the Tester–in–Charge.
7.1.7 Once diagrams have been issued to testing staff any required
modifications shall only be produced as an approved modification in
accordance with procedures specified in Railway Group Standard
GK/RT0201 Signalling Design Production. Before issuing such diagrams
or modification sheets the Design Office shall advise the Tester in
Charge and obtain a Test Log number for each modification.
7.1.8 Minor modifications to design which are found to be required
during commissioning may be undertaken by on–site competent staff not
involved in the testing of that part of the installation. Before installing
such modifications there shall be an independent design check by a
competent person whose independence has not been compromised by
involvement in the design, installation or testing for that part of the work.
Modifications prepared in this manner shall be forwarded, as soon as
possible, to the relevant design office for approval and inclusion in the
final records.
Note: A list of plans, diagrams and other details that may be required
are shown in Appendix A3.
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7.2 Record of Testing

7.2.1 The testing copy of the design details shall be the primary
auditable record of testing achievement.
7.2.2 Each tester shall record their name, signature and the test date in
an Activity Box (Appendix E) in the colour to be used to record the tests.
7.2.3 Each tester shall use a colour for their work that does not appear
on the test copies when testing starts.
7.2.4 Individual tests shall be recorded on the test copies using check
marks specified in the testing plan (Section B5.3.4).
7.2.5 All test values shall be recorded on the maintenance record
card/sheet as specified by the infrastructure controller, during or on
completion of the work.
7.3 Certification of Testing
7.3.1 Certificates of test and conformity shall be produced covering all
equipment.
7.3.2 Certificates shall be produced on distinctively coloured paper
(normally Pink).
7.3.3 Test Certificates shall be prepared prior to the commencement of
testing, their format being dependent upon the nature of the testing
involved.
7.3.4 The Tester–in–Charge shall:
(1) Produce a Master Certificate.
(2) Be responsible for the production, issue and control of all
certification.
(3) Be responsible for documenting any non–compliances with
standards found during testing and any deferred Test Logs.
7.3.5 Management of certification is specified in Section B.7.6.
(A suggested format for certification is shown in Appendix B.)
7.3.6 The Master Certificate shall be signed by the Tester in Charge.
7.4 Test Logs
7.4.1 Test Logs shall be produced for any queries, disagreements or
deficiencies.
7.4.2 For every Testing Plan a formal Test Log Index, which may be
subdivided, shall be prepared.
7.4.3 The Tester–in–Charge shall be responsible for the index and
specify in the Testing/Commissioning Plan where the index(es) shall be
located.
7.4.4 Each Test Log shall have a unique identity number in a
continuous sequence taken from the index(es).
7.4.5 Any deferred Test Logs shall be dealt with in accordance with
Section B.7.6.
7.4.6 The Test Logs shall be made up in triplicate. The top copy
Green, the middle copy Yellow and the bottom copy Pink.
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7.4.7 The Tester shall initially fill in the Test Log detailing the problem
as they see it. The problem shall be clearly identified and, where
necessary, shall guide the person from whom the response is expected
as to where the problem lies. Where the necessity to guide becomes too
involved, or if a circuit design query is of a complex nature, the testing of
a resulting modification may need to be carried out by a tester
independent of the initial testing which highlighted the problem.
7.4.8 Generally, each item shall be entered on a separate Test Log.
Items of a common nature may only be included on one Test Log, with
the agreement of the Tester in Charge.
7.4.9 After a Test Log is filled in, the Green and Yellow copies shall be
passed forward to the relevant designer/installation group and the Pink
copy filed with the index. The relevant group shall enter a response,
complete with Mod Number if appropriate, and retain the Yellow copy for
their records. The Green top copy shall be returned, complete with any
Mod Sheets to the Tester in Charge.
7.4.10 All resulting modifications shall be subject to a retest. Such
retesting must include all parts of the installation which could have been
affected by the alteration. If the action is satisfactorily retested, then the
Green copy shall be signed by the Tester and replace the Pink copy with
the Green Copy and the Index endorsed to show that Test Log item
completed. If the action does not satisfy the Test Log item, the Green
copy shall be endorsed as such by the Tester and the index endorsed to
show that a new Test Log has been generated to progress the problem.
Note: A flow chart of the Test Log cycle and a suggested format of the
index and Test Log sheets are shown in Appendix D.
7.5 Check Lists
7.5.1 Check lists are an aid to testing and may be used as necessary
to:
(1) Summarise physical progress.
(2) Collate certification progress.
(3) Aid the Tester.
(4) Record Mod state of equipment.
7.6 Management of Certification
7.6..1 Before the installation is handed over to the infrastructure
controller to be placed into service the Tester in Charge is responsible
for:
a) The collection and inspection of all Test Logs to ensure that they
comply with one of the following categories:
• Completed to the satisfaction of a suitably competent tester.
• Not completed, with outstanding items considered to be undesirable
but not inherently unsafe.
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Such Test Logs may be deferred for later rectification when the Tester in
Charge and the infrastructure controller or his nominated representative
agree that the Test Log item is not inherently unsafe; and are satisfied
that there is an action plan which includes: the method of rectification, the
completion date and a monitoring and progress review strategy.
• Completed to the infrastructure controller’s requirements; but
endorsed to the effect that in the tester’s professional engineering
judgement concerns remain over the interpretation and application of
signalling standards to the installation under test.
The Tester in Charge shall ensure that the infrastructure controller is
aware of the details of endorsed Test Logs, and that the infrastructure
controller formally accepts the responsibility.
b) The collection and collation of all plans, diagrams and certification,
and for ensuring that all such documents have been received and are
properly annotated.
Where it is not practicable to return completed documentation to the
Tester–in–Charge prior to the handover, the Tester in Charge must be
positively notified, in writing where possible (fax acceptable) by the tester
responsible for the activities documented. The completed documentation
must be returned to the Tester–in–Charge within 72 hours of such
notification.
7.6..2 When all Test Logs and documentation have been collected and
dealt with as required in Section B7.6.1 the Tester in Charge shall certify
that the testing is complete, using the Master Test Certificate.
The installation may then be signed into use by the infrastructure
controller or, where the infrastructure controller has delegated the
responsibility, by the Tester in Charge.
7.6..3 All test results shall be entered on the forms or other
maintenance records, specified by the infrastructure controller, during or
on completion of the work and be handed over for maintenance use.
7.6.4 The set of plans and diagrams used for testing shall be returned
to the originating design office for all Test Logs modifications and layout
changes to be correlated into the final records.
7.6.5 On completion of the record update, the set of plans and
diagrams used for testing and the completed testing certification shall be
returned to the infrastructure controller or his designated engineer. The
location to which these plans were sent must be recorded on the relevant
correspondence file. A copy of the Master Test Certificate must also be
kept on the same file.
7.6.6 All testing copies of the plans and diagrams and all certification
sheets and top copies of the Test Logs must be retained by or on behalf
of the infrastructure controller.
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Appendix A1 - Testing Strategy

1. The Design Concept.
2. Target Date.
3. Correlation of Records.
4. Installation Strategy.
5. An Outline Testing Programme.
6. The Physical Boundaries of the Total Testing Activities.
7. The Possession Pattern/Requirement/Consequential effect on the
Rules of the Route.
8. Stagework.
9. Proposed method of Changeover.
10. Source of competent testing resources.
11. Reactions with other Projects.
12. Novel or specialist Equipment.
13. Training Requirements.
14. Safety.
15. Risk Assessment.
16. Communications.
17. Transport.
18. Accommodation.
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Appendix A2 -Testing Plans and

Commissioning Plans
1. Place/Control Centre.
2. A Description of the Work.
3. Version Number and Date.
4. Distribution List.
5. Name and Signature of the Preparer.
6. Name and Signature of the Independent Checker.
7. Correspondence Reference Number.
8. The Master Test Certificate.
9. Location of Test Log Index.
10. The Signalling Plan Number and Amendment Issue.
11. A Closure List of all Design Details.
12. A Manageable detailed dated Testing Programme.
13. Work to be carried out by other departments.
14. The source and duties of competent testing resources.
15. Names and Responsibilities of the Principal Managers and Testers.
16. A complete listing and designation of responsibility of all staff involved
with the testing activities (including skill level).
17. Training Requirements/Specialist Skills.
18. Shift and Shift Change Arrangements.
19. Reporting Instructions.
20. The Method of Changeover.
21. The Method for the recovery/protection of Wiring and other
equipment.
22. Details of Disconnection/Closure of Signal Boxes.
23. Stagework Details.
24. Occupation/Possession Details.
25. Method of Train Working during Commissioning.
26. Special Safety Considerations.
27. Risk Assessment.
28. Test Equipment/Straps.
29. Test Wiring Requirements.
30. Accommodation.
31. Messing Facilities.
32. Control Centre Staffing.
33. Communications Systems and Emergency Numbers.
34. Telephone Directory.
35. Detailed Programme of Work.
36. Staff Briefings.
37. Location Area/Track Plan and Maps.
38. Transport.
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Appendix A3 - Design Details

1 Final project/operating specification.
2 Approved signalling scheme plan(s).
3 Table of signalled routes.
4 Control tables (2 copies).
5 Location area plan(s).
6 Cable route plan(s).
7 Level crossing site plan(s).
8 Bonding plan(s).
9 Mechanical interlocking tables.
10 Mechanical locking chart.
11 Nameplate/pullplate chart/lever painting chart.
12 Cable schematic plans.
13 Cable core plans.
14 Power cable plans.
15 Location/signalbox/relay room/circuit diagrams.
16 Through circuit diagrams.
17 Control panel/console/signalbox diagram/VDU map layouts.
18 Signal sighting forms.
19 SSI data lists.
20 SSI data difference lists.
21 SSI identities.
22 Aspect sequence charts.
23 TFM allocation list.
24 IECC fast files.
25 Data Link Network Plan.
26 Central Interlocking Status Record (CISR).
27 Clean copy of updated contact analysis, if requested.
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Appendix B - Suggested format for Test

Certification
B.1 Master Test Certificate
(COMPANY NAME)
MASTER TEST CERTIFICATE

PLACE/CONTROL CENTRE:
SCHEME/PROJECT:
PLAN NO: REFERENCE No:
MASTER TEST CERTIFICATE No:
CUSTOMER:
PREPARED BY: SIGNED: DATE:
IND CHECK BY: SIGNED: DATE:
NAME SIGNATURE DATE

DESIGN CLOSURE LIST
INSTALLATION
TESTING CABLES
SIGNALS
POINTS
TRACK CIRCUITS
LOCATIONS
RELAY ROOMS
CONTROL
LEVEL CROSSINGS
ASPECT
PRINCIPLES
TEST LOG ACTIONS: DEFERRED
ENDORSEMENTS
I hereby certify that all equipment and systems relative to the signalling referred to and described above has been
tested against Railway Group Standards, design details and customer specifications and found to be correct in all
respects subject to the endorsement noted above.
TESTER IN CHARGE
Name: (CAPITALS) SIGNATURE: DATE:
TIME:
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B.2 - Signal Test Certificate
(COMPANY NAME)
SIGNAL TEST CERTIFICATE
SCHEME/PROJECT:
MASTER TC No:
SIGNAL No: LOCATION No:

RECORD DETAILS OF ALL TESTS ON TEST COPY
NAME SIGNATURE DATE

Structure erected in conformity of sighting form,
structure gauge and Scheme Plan
Installation conforms to Installation Handbook
Installation
Signal handed over to
Testing Manager
Testing
Inspection (equipment conforms to diagrams)
Wire count and continuity
Functionally tested
Ready for Commissioning
Final Sighting and Alignment
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B.3 - Points Test Certificate
(COMPANY NAME)
POINTS TEST CERTIFICATE
SCHEME/PROJECT:
MASTER TC No:
POINTS No: LOCATION No:

RECORD DETAILS OF ALL TESTS ON TEST COPY DIAGRAMS
NAME SIGNATURE DATE

Drive equipment installed and set up in conformity
to Scheme plan and mechanical drawings
Installation
Points handed over to
Testing Manager
Testing
Functionally tested
Final Test
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B.4 - Location Test Certificate
(COMPANY NAME)
LOCATION TEST CERTIFICATE

SCHEME/PROJECT:
MASTER TC No: REFERENCE No:
LOCATION No:
RECORD DETAILS OF ALL TESTS ON TEST COPY DIAGRAMS
NAME SIGNATURE DATE

Installation
Location handed over to
Testing Manager
Testing
Functionally tested
Through tested
External equipment tested
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Appendix C1 - Presentation
C1.1 Information
For alterations to existing installations a two colour code system is to be
used as follows:
Green to identify existing wires / equipment to be recovered.
Red to identify new wires / equipment to be installed.
(See App Figure 2 for colour convention.)
Where alterations involve large scale recoveries or modifications to
existing circuits, consideration should be given to the production of two
copies of each drawing, showing the alterations as follows:
First copy - showing existing wires/equipment to be removed (green).
Second copy - showing new wires/equipment to be installed (red).
(See App Figure 2 for colour convention.)
Where recoveries are such that a complete drawing becomes redundant,
then the drawing must bear a cross, coloured green, through the sheet
(ie, it is not necessary to colour each individual redundant circuit).
Where an existing circuit is transferred from one drawing to another then
both drawings must bear a suitably coloured note to that effect quoting
the relevant drawing numbers.
When a new drawing is required to be produced for an existing
installation and the drawing depicts all new work to be installed, the
drawing must bear the following:
‘ALL NEW WORK’ coloured red.
Where it is required to signify that a book of drawings depicts all new
work, it will only be necessary for the index sheet to be endorsed as
follows:
‘ALL NEW WORK’ coloured red.
When stageworks are involved, a separate set of drawings must be
produced for each stage, irrespective of the timescale between stages.
Each stage must be clearly identified on each drawing or book of
drawings.
Design details produced for testing purposes must be printed on pink
paper, or alternatively, be identified by a coloured patch (see Appendix
C2).
Each new drawing or master print of the design details must bear the
producer’s printed and signed initials in the signature panel.
Where the design details are to be carried out on existing drawings, then
each drawing affected, together with subsequent duplicate copies, must
be stamped with the relevant signature panel which must contain the
producer’s printed and signed initials.
Note: The source of this Appendix is GK/RT0201, Signalling Design
Production.
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1
A B C B
TPR TPR TPR TPR
CONTACT OF NEW RELAY
A1 A2 A1 A2 A1 A2 R1 R2 USED IN EXISTING CIRCUIT
2
A B C
TPR TPR TPR
SPARE CONTACT OF EXISTING RELAY
A1 A2 A1 A2 A1 A2 USED IN EXISTING CIRCUIT
3
A B C
TPR TPR TPR
CONTACT OF EXISTING RELAY
A1 A2 A1 A2 A1 A2 REMOVED FROM EXISTING CIRCUIT
RELAY REMAINS - CONTACT SPARE
4
B B
TPR TPR
A1 A2 R1 R2 REMOVED FROM EXISTING CIRCUIT
RELAY ALSO REMOVED
5
B
TPR
A1 A2 REMOVED FROM EXISTING CIRCUIT
AND
B
TPR
RE-USED IN EXISTING CIRCUIT
A1 A2
OR
D B E
TPR TPR TPR
RE-USED IN NEW CIRCUIT
A1 A2 A1 A2 A1 A2
6
B C B C
TPR TPR
R1 R2 RELAY NOMENCLATURE CHANGE
A1 A2
7
B B
TPR TPR
R1 R2 RELAY CONFIGURATION CHANGE

C1 A1 A2 C2 EXISTING CONNECTORS RE-USED
B
TPR
EXISTING CONTACT CHANGED
B1 B2 NEW CONNECTORS REQUIRED
EXISTING CONNECTOR RE-USED - B1

NEW CONNECTOR REQUIRED - B2
App Figure 1 Colour Conventions for Alterations to Existing

Circuits (New and Old Shown on Same Drawing)
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DRAWING 1 (OLD) DRAWING 2 (OLD)
1 CONTACT OF NEW RELAY USED IN EXISTING CIRCUIT

A C A B C B
TPR TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2 R1 R2
2 SPARE CONTACT OF EXISTING RELAY USED IN EXISTING CIRCUIT

A C A B C
TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2
3 CONTACT OF EXISTING RELAY REMOVED FROM EXISTING CIRCUIT RELAY REMAINS - CONTACT SPARE
A B C A C
TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2
4 CONTACT OF EXISTING RELAY REMOVED FROM EXISTING CIRCUIT RELAY ALSO REMOVED
A B C A C
TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2
B
TPR
R1 R2
5a CONTACT OF EXISTING RELAY REMOVED FROM EXISTING CIRCUIT AND RE-USED IN EXISTING CIRCUIT
A B C A C
TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2
D E D B E
TPR TPR TPR TPR TPR
D1 D2 D1 D2 D1 D2 A1 A2 D1 D2
5b CONTACT OF EXISTING RELAY REMOVED FROM EXISTING CIRCUIT AND RE-USED IN NEW CIRCUIT
A B C A C
TPR TPR TPR TPR TPR
A1 A2 A1 A2 A1 A2 A1 A2 A1 A2
F B E
TPR TPR TPR
A1 A2 A1 A2 A3 A3
6 RELAY NOMENCLATURE CHANGE
C C B B WAS C TPR
TPR TPR TPR TPR
A1 A2 R1 R2 A1 A2 R1 R2
7 RELAY CONFIGURATION CHANGE
B B B B
TPR TPR TPR TPR
C1 C2 R1 R2 A1 A2 R1 R2
B B
TPR TPR
B1 B2 B1 B2
App Figure 2 Colour Conventions for Alterations to Existing

Circuits (Two–drawing Situation)
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Appendix C2 - Method and Identification of

Check Marks (one–drawing situation)
It is essential that staff involved in the testing process understand the
check marks used on the drawings as the testing proceeds. This
Appendix outlines the standard check marks to be used during testing. It
is impossible to be totally comprehensive. If a test is undertaken for
which no check mark is detailed, then the tester will “invent” one. When
a novel mark is used, its meaning shall be explained in the Testing Plan
and/or on the diagram used for testing. If the symbol is to be used
commonly throughout a scheme, it may be drawn and explained upon the
diagram cover or upon a specially issued explanation sheet to be issued
to all affected testers, with a copy attached to the diagrams.
This Appendix contains samples of the Wiring Diagrams (showing new
and old wiring on the same diagram) which are applicable to Signalling
Works Testing.
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Note: Only the testing check marks to be demonstrated are shown in

colour (blue).
CORE COUNT
OLD
t1 1
t2 2
WIRES TO BE REMOVED/INSULATED
REM INS INS t3 3
t4 4
Note: REM or INS is not written on the drawing until the 4c 50/0.25 mm
wire count of the old has been proven & the old
wire positively identified & labelled. Note: Wire count symbol indicates the correct number
& labelling of the cores. (if any) The tick against
the core number denotes correct core at the
appropriate end.
ON REMOVAL/INSULATION
CIRCUIT FUNCTION/STRAP & FUNCTION
REM INS INS STRAP & FUNCTION
2 FUNCTION
RELAY FUNCTIONED
NEW 1 FUNCTION
CIRCUIT FUNCTION
CONTINUITY TEST
2 FUNCTION
RELAY FUNCTIONED
1 FUNCTION
WIRE COUNT CIRCUIT FUNCTIONED TO LINKS
WIRE TO
GO ON
NEW Note: For complicated mesh circuits the practice of multi-ticking
may be too cumbersome. The test plan must show what
Note: O and TGO are interchangeable. action is to be taken.
WIRE COUNT ON CONNECTION CIRCUIT THROUGH TESTED
TT TT TT TT
App Figure 3 New and Old Shown on Same Drawing
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D F
TPR TPR
A1 A2 D3 D4
A-1 A-2 B C E 1 F
D RWKR X
TPR TPR TPR TPR TPR TPR TPR N5 j
B5 j TKZR
t1
f1
1
A1 A2 D1 D2 A1 A2 A3 A4 A1 A2 A3 A4 C1 C2 REM D1 D2 REM R1 R2
2A REM REM
INS INS 2 1 Y
INS INS RWKR N5 j
TEMP TEMP RWKR TKZR
t2
1
REM R1 R2
B1 B2 B1 B2
COMMISSIONING TEST
colour (blue).
D F
TPR TPR
A1 A2 D3 D4
A-1 A-2 B C D E 1 F
TPR TPR TPR RWKR X N5 j
TPR TPR TPR TPR TKZR
B5 j t1
1
f1 A1 A2 D1 A3 A4 C1 D1 D2 R1 R2
2A D2 REM A1 A2 A3 A4 REM C2 REM REM
INS INS INS INS 2 1 Y
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TEMP TEMP RWKR RWKR N5 j

TKZR
t2
1
REM B1 B2 B1 B2 R1 R2
Signalling Works Testing
POST COMMISSIONING TEST
D F
TPR TPR
Issue One
D3 D4
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A-1 A-2 C D E 1
TPR TPR TPR TPR RWKR X N5 j
TPR TKZR
B5 j
t1
Page B21 of 38
f1 A1 A2 R1 R2
2A D1 D2 A1 A2 A3 A4 REM A3 A4 C1 C2 D1 D2 REM
REM
1
Date February 1995
INS INS INS INS RWKR Y N5 j

TEMP TEMP TKZR
t2
1
REM R1 R2
B1 B2 B1 B2
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App Figure 4 New and Old Shown on Same Drawing
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Appendix C3 - Method and Identification of

Check Marks (two–drawing situation)
This Appendix contains samples of the Wiring Diagrams (showing the
two–drawing situation), which are applicable to Signalling Works Testing.
Note: For each case shown below only the applicable check marks are
demonstrated in blue.
OLD CORE COUNT

t1 1
WIRE TO BE REMOVED/INSULATED t2 2
INS t3 3
REM t4 4
IN
S
4c 50/0.25 mm
Note: REM or INS is not written on the drawing until the
wire count of the old has been proven & the old Note: Wire count symbol indicates the correct number
wire positively identified & labelled. and labelling of the cores. (if any) The tick against
the core number denotes correct core at the
appropriate end.
ON REMOVAL/INSULATION CIRCUIT FUNCTION/STRAP & FUNCTION

INS STRAP & FUNCTION
REM 2 FUNCTION
INS RELAY FUNCTIONED
NEW
1 FUNCTION
CONTINUITY TEST CIRCUIT FUNCTION

2 FUNCTION
RELAY FUNCTIONED
WIRE COUNT 1 FUNCTION
CIRCUIT FUNCTIONED TO LINKS

NEW
WIRE TO
TGO GO ON
Note: O and TGO are interchangeable.

Note: For complicated mesh circuits the practice of multi-ticking
may be too cumbersome. The test plan must show what
action is to be taken.
WIRE COUNT ON CONNECTION CIRCUIT THROUGH TESTED
TGO
TT TT TT TT
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App Figure 5 Two Drawing Situation
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NEW
PRE COMMISSIONING TEST

A-1 A-2 D F E 1
RWKR X
B5 j TPR TPR TPR TPR TPR TKZR N5 j
f1 t1
1 A3 A4 C1 C2 R1 R2 1
R1 R2 R1 R2 R1 R2 D3 D4 1
2 Y
NWKR N5 j
NWKR TKZR
t2
B1 B2 B1 B2 R1 R2 1
colour (blue).
COMMISSIONING TEST
A-1 A-2 D F E 1 X
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TPR TPR TPR TPR TPR RWKR TKZR N5 j

B5 j
f1 t1
1 A3 A4 C1 C2 R1 R2 1
R1 R2 R1 R2 R1 R2 D3 D4
2 1
NWKR Y
NWKR N5 j
TKZR
t2
B1 B2 B1 B2 R1 R2 1
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Date February 1995
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App Figure 6 Two–drawing Situation
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OLD
PRE COMMISSIONING TEST E 1
A B C D F
TPR RWKR X N5 j
B5 j TPR TPR TPR TPR TPR TKZR
f1 t1
1 R1 R2 REM R1 R2 A3 A4 A3 A4 C1 1 C2 REM D1 D2 REM R1 R2 1
R1 R2 REM 2 Y
INS INS INS NWKR NWKR N5 j
INS TKZR
TEMP TEMP t2
B1 B2 B1 B2 R1 R2 1
REM
colour (blue).
COMMISSIONING TEST D E 1
A B C F
TPR TPR TPR RWKR X N5 j
B5 j TPR TPR TPR TKZR
f1 t1
1 R1 R2 A3 A4 A3 A4 REM D1 D2 REM R1 R2 1
R1 R2 REM R1 R2 REM 2
C1 1 C2
Y N5 j
INS INS NWKR NWKR TKZR
INS INS
TEMP TEMP R1 R2 1 t2
B1 B2 B1 B2
REM
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POST COMMISSIONING TEST E F

A B C D 1
X N5 j
B5 j TPR TPR TPR TPR TPR RWKR TPR TKZR
f1 t1
1 R1 R2 A3 A4 A3 A4 REM D1 D2 REM R1 R2
R1 R2 REM R1 R2 REM 2
C1 1 C2 1
Y N5 j
INS INS NWKR NWKR TKZR
INS INS
TEMP REM TEMP R1 R2 t2
B1 B2 B1 B2 1
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Date February 1995
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App Figure 7 Two–drawing Situation
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Appendix C4 - Control Tables

This Appendix contains samples of the Control Tables which are
applicable to Signalling Works Testing.
TRACKS CLEAR TRACKS POINTS SET AND DETECTED SIGNALS REPLACED SPECIAL
OCC. ALIGHT BY TRACKS CONTROLS
end locked NORMAL N or R end locked REVERSE
SIGNAL occ. occ. X

CONTROLS AB. AC. AD. AA1. AA2 451. 452 460 453 47 AA AB UDL 1
REQUIRE
COMBINED
POINT CONTROLS
ROUTE LOCKING RELEASED BY SWINGING OVERLAP REQUIRES

POINTS REQUIRES SET BY REQUIRES ROUTES
CALLED TRACKS ROUTES & ROUTE LOCKING OR ROUTE
CLEAR NORMAL OR TRACKS POINTS
TRACKS CLEAR SET OR & ROUTE
TRACKS CLEAR SECS LOCKING
OCC NO. FREE
NORMAL
N-R CO 239A. 239B 345 1D CM. CO
345 1D CE CM CO
243A 243B 245 A 245 B CO
34(9)A CM CY
R-N CO 34 (S)D. 245A CY CM
36 (S)D. 245B CY CM
243A. 243B.
243A. 245B.
245A. 243B.
34(5)A.
= Where more than one function is tested (eg, 451 locked normal
& detected normal)
Note: Controls not shown on the tables, but usually tested at this stage should be written on,
but ticked through when tested.
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App Figure 8 Control Table
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Appendix C5 – Equipment Inspection

This Appendix contains a sample of the Equipment Inspection check
which is applicable to Signalling Works Testing.
INSPECTION TESTS
CR 3 4 5 110 / 50
TR T/J 3A
VT1
CP CP CR
TT TH TJ
BX 110 NX 110 B 50 N 50
12 12
1 5 1 4
T Bf RNf
Tfg RBt
CP CR
650 v LINKS 650 /110
T
1 2 3 4 0.5 KVA
Inspection tests are denoted by a tick for profile, labelling (front and rear) and
Relays or other plug-in equipment needs a tick for the base and a tick for the equipment itself. In
the example, the single tick on the number denotes correct position. The double tick on the name
denotes correct front label ( ) and correct back label ( ). The relay style name tick is ticked
through, and this denotes that it is correct. The double tick through the pin code denotes correct
base drilling ( ) and the relay itself is correct ( ). The single tick through the contact
arrangement denotes this being correct.
3 CR TPR QN1 003 12F4B
4 CS TPR QN1 004 8F8B

5 CR TPRJ QXR1 6015
App Figure 9 Inspection Tests Check
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Appendix C6 - Contact Analysis

This Appendix contains a sample of the Contact Analysis sheets (shown
in three parts) which are applicable to Signalling Works Testing.
R1 R2/R3 R3/R2 R4 A1 A2 A3 A4 A5 A6 A7 A8 B1 B2 B3 B4
POSN W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W
R1 1 52 2 - - - 1F 203 2A F A A B - - - F A F A
R2 1 58 1 - - - 1F 203 1A F A A B - - - F A F A
R3 1 58 2 - - - F A F A 1A 233 2B - - - F A F A
B5 B6 B7 B8 C1 C2 C3 C4 C5 C6 C7 C8 D1 D2 D3 D4
W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W W SHT W
A B - - - F A F A A B - - - F A F A
A B - - - F A F A A B - - - F A F A
2A 233 2B - - - F A F A 1A 233 1B - - - F A F A
D5 D6 D7 D8
BR PIN
W SHT W W SHT W POSN TITLE TYPE CONTACTS SPEC CODE
A B - - - R1 95 ALZR QNHX1 8F 4B 966F7 029
A B - - - R2 116/118 ACK R QNHX1 8F 4B 966F7 029
A 233 2B - - - R3 OLB (FREE) R QNHX1 8F 4B 966F7 029
* * * * * *
* Note The ticks through these functions are usually done when the
profile information is not sufficient to tick off the inspection
on that document.
App Figure 10 Sample Contact Analysis Sheet

(shown in three parts)
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Appendix C7 - Miscellaneous
C7.1 On Track Equipment Tests
On track features are ticked through the appropriate item on the track
plan or other document. Any electrical tests are recorded by writing the
figures on the appropriate Record Card or Test Certificate. Where this is
not appropriate, the electrical tests are recorded on the diagrams
themselves.
On a ‘Sweep Test’ of a track circuit, the dropping points are denoted by
an arrow pointing to the position of the drop.
C7.2 Solid State Interlocking
SSI plug couplers must not be opened to wire count internally. Pins
present and wired on the socket can be checked and marked as shown
in App Figure 11.
The Function Test, performed to one data link will be denoted by a
forward tick. A sample of Functions will be tested to the second data link,
and these should be denoted by a cross tick. When all inputs and
outputs have been tested to one data link - and sufficient sampling of the
second link - then module testing is complete, and a large tick is placed
through the whole box (as shown in App Figure 12).
C7.3 Panel Fascia Details
Panel features shall be checked against the Fascia diagram. Details on
the diagram are to be ticked as correct.
C7.4 Any Other Test
For any test not covered in Appendix C, a Check Mark is to be invented
and used. The meaning of the Check Mark is to be recorded on the
diagram cover or other relevant place.
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SIGNAL
MODULE 01S11
BXE •25 •
'A' A7
•11 1(5V) NXE • • 01S11 NXE
28 BB
•10 0(0V)
BXI • •HH TR
•8 MOD 67 A1
•1 0 (LSB) NXI •36 • 01S11 NXI
1 BB
•2 O/P7 RA
•3 2 •44
•4 3 O/P7 S •57
•5 4
5 (MSB) O/P7 PS
•7 48
'B' O/P3 RA
46
•
21
1(5V)
• 0(0V) O/P3 S •55
20
• MOD O/P3 PS •56
18 01S11 FREE CONNECTOR
• 0 (LSB) (WIRE SIDE)
12
• 1 CD(1) •
13 71
GUIDE PIN GUIDE
• 2 CS(1) •79
14
• 3
15 CD(234) •
• 4 JACK SOCKET GUIDE
16 70
5 (MSB)
• CS(234) • 3 2 1
17 74 7 5 4
EARTH • • t6 11 10 8
53 f2
14 13 12
BX110 • • • BX110(1)
80 4A 17 16 15
t2 21 20 18
NX110 •82 • NX110(1)
24 23 22
27 26 25
30 29 28
33 32 31
DENOTES 32/0.20mm 36 35 34
39 38 37
42 41 40
DENOTES 32/0.20mm 45 44 43
48 47 46
51 50 49
54 53 52
57 56 55
60 59 58
64 63 62
67 66 65
ALL ADDRESS CONNECTIONS WIRE 72 71 70
1/0.50mm INSULATED
(BLACK FOR `0' - RED FOR `1'). 75 74 73
78 77 76
82 80 79
GUIDE PIN JACK
GUIDE SOCKET GUIDE
DENOTES CRIMPED
DENOTES WIREWRAP PIN
WITH ANTI-ROTATION COLLAR)
App Figure 11 SSI TFM Checks
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SSI TRACKSIDE MODULES

LOC 24/24 LOC 24/78
14A TO LOC
24/95
14B
DLM DLM DLM DLM
A B A B
MOD MOD
14504 14506
MOD MOD
14505 14507
MODULE 14504 MODULE 14506

INPUT OUTPUT INPUT OUTPUT
447 EC 7 447 RGE RR 451 EC 7 451 RGE RR
6 447 HGE 6 451 HGE
447 R/H/D EK 5 447 HHGE 451 R/H/D EK 5 451 HHGE
447 HH EK 4 447 DGE 451 HH EK 4 451 DGE
3 447 I PS 3 451 I PS
FJ TP 2 FM TP 2
FK TP 1 1
0 0
DATA LINK A B DATA LINK A B
LOC TESTER INT WA EXT RG LOC TESTER INT WA EXT RG
DATE 2/2/92 DATE 2/2/92
MODULE 14505 MODULE 14507

INPUT OUTPUT INPUT OUTPUT
449 EC 7 449 RGE RR 453 EC 7 453 RGE RR
6 449 HGE 6 453 HGE
449 R/H/D EK 5 449 HHGE 453 R/H/D EK 5 453 HHGE
449 HH EK 4 449 DGE 453 HH EK 4 453 DGE
3 449 I PS 3 453 I PS
DW TP 2 DX TP 2
1 DY TP 1
0 0
DATA LINK A B DATA LINK A B
LOC TESTER INT WA EXT RG LOC TESTER INT WA EXT RG
DATE 2/2/92 DATE 2/2/92
Note: 1 Full test of all functions must be carried out on one transmission link, but testing of a sample of functions shall be
carried out on the other transmission link. The tick marks should reflect testing done.
Note: 2 The large tick through the whole box indicates that note 1 has been carried out and the module testing is complete.
App Figure 12 SSI Through Test
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Appendix D1 - Test Logs

D1.1 Information
The format of the Test Log is not mandatory, although it must contain
certain information (listed below). However, Test Logs will always be
made up in triplicate pads. The top copy of the log will be Green, middle
copy Yellow and bottom copy Pink. This enables the Test Log Cycle to
be followed (see Appendices D3, D4 and D5).
The Test Log shall always be uniquely numbered, contain the design
version number, the Master Test Certificate Number and list the
Scheme/Project Title and the Control Centre. There shall be space for
the date, testers name and signature, Work Site and to whom the Action
is addressed. The tester shall have space to fill in the details of the
defect, reminder or query that he/she wishes to raise.
For the reply, space will exist for a date, modification number,
respondents name and signature and a space for detailing any actions
for decisions taken.
The Log shall contain a space for the tester to enter a Tested Date (or
further Log Number), and the tester’s name and signature.
D1.2 Suggested Format
A suggested format is shown in App Figure 13, which meets all the
requirements of this Instruction.
Old Test Log Books bearing number BR13438/1001 do not meet the
standard, but may continue in use until local supplies are exhausted
provided that all the information necessary to meet the requirements of
the standard is included.
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Suggested format only.
SIGNALLING WORKS TESTING
TEST LOG
SCHEME/PROJECT:
MASTER TEST CERTIFICATE NUMBER:
LOG NUMBER:
DESIGN VERSION NUMBER
ITEM
DATE
TESTER'S NAME
TESTER'S SIGNATURE
WORK-SITE
ACTION BY
REASON/ACTION TAKEN/DECISION
DATE
D.O. MOD. NUMBER
NAME
SIGNATURE
TESTED DATE/FURTHER TESTER'S NAME TESTER'S SIGNATURE

TEST LOG NUMBER
END
App Figure 13 Test Log
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Appendix D2 - Test Log Index

D2.1 Information
The format of the Test Log Index is not mandatory, although it must
contain certain information (listed below). The location of the Test Log
Index (or Indices) shall always be included in the Testing Plan. each
Index shall have its entries numbered sequentially, and the next vacant
number allocated and entered upon the Log.
The Test Log Index shall always contain the Master Test Certificate
Number and list the Scheme/Project Title and the Control Centre. The
sheet number of the Index shall be included. There shall be space for
the Log Number, date, a brief summary description of the item, and for
the date of completion or further Log Number.
Immediately before the scheme is signed into work, the Test Log Index
shall have further entries prevented by the Tester–in–Charge signing
immediately below the final entry. This only prevents further entries,
although some of the logs may be closed and entries made in the
completion column some time after commissioning.
D2.2 Suggested Format
A suggested format is shown in App Figure 14, which meets all the
requirements of this Instruction.
Old Test Log Books bearing number BR13438/1001 do not meet the
standard, but may continue in use until local supplies are exhausted
provided that all the information necessary to meet the requirements of
the standard is included.
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Suggested format only.
SIGNALLING WORKS TESTING

TEST LOG INDEX
SCHEME/PROJECT:
MASTER TEST CERTIFICATE NUMBER:
SHEET NUMBER: OF
LOG DATE ITEM DATE COMP.

NUMBER SENT OR FURTHER
LOG NUMBER
END
App Figure 14 Test Log Index
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Appendix D3 – Test Log Cycle

LOG INDEX
No No
LOG
LOG
LOG
DESIGN OR
INSTALLATION
RETAINS THIS
DRG.
FOR RETEST
App Figure 15
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Appendix D4 – Test Log Cycle (flowchart for

situation where modification DOES work)
DRG.
RETEST OK
COMPLETED INDEX
No
TESTER MAY
RETAIN THESE
TEST RECORDS
INDEX
No
DRG.
App Figure 16
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Appendix D5 – Test Log Cycle (flowchart for

situation when the issued modification DOES NOT
work)
DRG.
RETEST NOT OK
INDEX
COMPLETED
No
FURTHER INDEX
TEST LOG No
App Figure 17
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Appendix E – Sample Wiring Diagram Activity

Block
This Appendix shows the Sample Wiring Diagram Activity Block
applicable to Signalling Works Testing.
TESTER NAME SIGNATURE DATE ACTIVITY COMP DATE
1 Prep. Inspection
2 Prep. WC & Cont.
3 Prep. S & F / CFT.
4 Cab core. Loc End
5 Cab core. Equ End
Complete tester details in your own check Changeover Comp

marking colour.
Sign off for completed activities.
Note: The source of the document is GK/RT0201 Signalling Design

Production Figure D3.
App Figure 18 Sample Wiring Activity Signature Block
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Part C - Testing Procedures

1 General
1.1 The testing process may be divided into separate activities which
may be carried out by different staff.
1.2 Any pre–assembled equipment (for example, relay racks, location
cases) delivered to site in a pre–wired condition shall be accompanied by
an appropriate test certificate, detailing the tests undertaken so far, as
well as the testing copy of the diagrams which have been used for
recording these tests.
1.3 Pre–wired unsealed Signalling components (for example, Signal
Heads, Point Machines) delivered to site shall have valid proof that they
have been correctly tested. If this proof is not present, then the
component shall not be commissioned into use until such proof is
furnished, or the components are tested.
2 Definitions
Earth Test
A test to ensure that leakage current to earth is below specified limits.
Correlation
A check to ensure that all existing circuits and equipment are in
accordance with the record drawings.
Inspection
A visual check to ensure that the correct type of equipment has been
installed securely, undamaged and in accordance with the design details.
Continuity Test
A test to ensure the continuity and correspondence of each individual
wire shown on the wiring diagrams.
Wire Count
A visual examination to ensure that the correct number of wires/ cable
cores is securely connected to each terminating point as shown on the
wiring diagram and analysis, and that the wires/cable cores are correctly
labelled.
Circuit Function Test
A test of each individual circuit to verify the presence of the necessary
controls, and prove that it works as designed.
Strap and Function Test
A Circuit Function Test where the presence and operation of each
individual contact is verified by the application of a test strap.
3 General Procedures
3.1 Earth Tests
At the commencement and end of each shift’s work at a work site an
earth test shall be carried out. The results of these tests shall be
recorded. If any earth fault is detected on an installation where any
equipment is in use, the engineer responsible for the maintenance of the
installation shall immediately be informed.
3.2 Correlation
3.2.1 A check shall be made to ensure that any record of the
installation on site is to the same version of the design details as the
correlation copy.
3.2.2 A check shall be made to ensure that the existing layout of the
equipment conforms to the correlation copy of the design details.
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3.2.3 A wire count shall be carried out against the correlation copy of
the design details. Any discrepancy shall be recorded.
3.2.4 A check shall be made to ensure that all equipment labels refer to
the current installation. If any labels are missing or are incorrect the
details shall be recorded.
3.3 Inspection
3.3.1 It shall be confirmed that all installed equipment is as specified
and is laid out in accordance with the design details. Wiring and wiring
routes shall be considered as equipment.
3.3.2 Layout discrepancies shall be recorded on the test copy, and a
test log shall be raised.
3.4 Continuity Tests and Diagram Wire Count
3.4.1 Wiring shall be checked at each termination point to ensure that
the correct type, size number of wires and permanent label are provided.
The check shall be recorded on the diagrams (Appendix C).
3.4.2 On new installations the test shall be carried out with all wires
terminated and relay connectors locked into their base positions, but with
all relays and fuses removed and links disconnected.
3.4.3 On existing working equipment this test shall be carried out
before the wires are terminated. The tester shall then oversee the final
termination to ensure that each wire is connected in accordance with the
diagrams. Where the wire cannot be terminated immediately it shall be
checked as being present and ready for termination, suitably insulated
and identified by its permanent label. Its subsequent termination shall
then be overseen by a tester who must recheck to ensure that the
number of cores terminated is in accordance with the diagrams.
3.4.4 For SSI module free connectors a check shall be made that pins
are only inserted where a wire is to be connected. Connectors shall not
be opened but test boxes should be used to allow continuity tests to take
place. The test shall include verification of the address and modifier
looping in the trackside functional module free connectors, and of the
control centre identity number, and interlocking/trackside looping of long
distance terminals where provided.
3.5 Analysis Wire Count
3.5.1 This wire count shall be carried out with all wires terminated and
permanently labelled.
3.5.2 The presence or absence of wires at each individual termination
shall be checked to the analysis.
3.6 Final Wire and termination check
3.6.1 This is a recheck that all modifications have been identified, all
redundant wiring removed, and also provides an excellent base for a
correlation check on any future scheme. The extent of this check will be
determined by the amount of modifications undertaken.
3.6.2 Whilst making the final check, a check shall be made to ensure
that there are no loose nuts, washers, off–cuts of other superfluous metal
objects in the vicinity of working circuits.
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3.7 Circuit Function Test

3.7.1 Each path to each end function shall be proved from the initiating
fuse, or from each output of TDM, FDM, SSI or other remote control
systems, through all circuit contacts.
3.7.2 The circuit function test shall exercise each circuit in turn to
establish that it works correctly and to verify the presence of the
necessary controls. Where controls appear on either side of a device,
both legs shall be individually tested.
3.8 Strap and Function Test
3.8.1 The presence of each contact shall be verified in turn by breaking
down the condition and the application of a test strap, while monitoring
the circuit under test.
3.8.2 Where controls are wired in parallel, each path shall be selected
in turn and all the conditions tested with all other paths broken. Unless
absolutely necessary (e.g. pole change circuits), this shall not be by
physical circuit disconnection.
Where controls appear on either side of a device, both legs shall be
individually tested.
4 Cables
4.1 A check shall be made to ensure that cables are correctly and
securely terminated in the correct core numbering and/or colour
sequence, in accordance with the design, and where fitted the permanent
labels are correct.
4.2 Continuity and core to core and core to earth insulation tests shall
be made on all cores of new signalling cables including internal, lineside,
tail and power cables. These tests shall also be made on all spare cores
in existing external cables where spare cores are intended to be brought
into use. Where defective cores are discovered, the defect is to be
reported to the Maintaining Organisation and either the defects repaired,
or the whole cable tested (for the effects to be evaluated) prior to
undertaking the work.
Single track circuit tail cables which are connected directly to the running
rails are exempt.
4.3 Telecommunications cables carrying safety signalling circuits shall
be treated as signalling cables.
Note: This provision does not apply when the signalling functions are
within a telecomms transmission system.
The testing of telecommunications cables carrying safety signalling
circuits shall be carried out jointly with the engineer responsible for the
telecommunications cable.
4.4 For multi–core and power cables all insulation and continuity tests
shall be made after their permanent installation and termination has been
completed. For tail cables, the test may be carried out with only the
location end terminated and with the equipment end prepared for
termination. For internal cables the test may be carried out prior to
termination. Existing internal equipment room cables need not be tested.
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4.5 The minimum acceptable values of insulation resistance are those

set out in Appendix F4 unless alternative values have been specified by
the Infrastructure Controller. The Test Plan shall define the insulation
resistance values to be worked to.
4.6 Before cable tests are conducted, all apparatus including SSI
datalink modules and terminating resistors shall be disconnected, all links
opened and fuses removed. It is desirable that new lineside cables be
left in situ to acclimatise as long as possible before carrying out these
tests.
4.7 A check shall be made to ensure the correct polarity of two–core
lineside cables using a low voltage direct current source (e.g. a battery)
connected to one end of the cable, and a voltmeter applied to each
termination.
4.8 The results of the cable tests shall be recorded on a cable test
record sheet approved by the infrastructure controller. These cable tests
do not require independence between the installation and testing
activities.
As a minimum the following shall be recorded:
• Cable number/identity
• Resistance core to core
• Resistance core to earth
• Continuity per core
• Weather/Ground conditions
• Reasons for test (e.g. new)
• Name, signature and date
5 Equipment Rooms
and Location Cases
5.1 Inspection
For all new works and alterations a check shall be made to ensure that:
5.1.1 Correct number/name is clearly visible.
5.1.2 Equipment is installed to profile diagram.
5.1.3 All equipment including SSI modules is as specified in the
diagrams (including the modification state), is properly secured.
5.1.4 Relay bases are of the correct configurations and labelled with
the correct code number. Polarising pins and sockets are fitted correctly
to SSI module free connectors.
5.1.5 All fixed labels carry correct descriptions and are secure.
5.1.6 Equipment is not damaged (this examination must be done after
installation on site). During alterations adjacent equipment is also to be
checked.
5.2 Wire Count and Continuity Tests
The following tests shall be carried out on all new or altered circuits:
• Continuity test and diagram wire count.
• Analysis wire count.
• Final wire count and termination check.
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5.3 Commissioning Tests

5.3.1 The tester shall verify that any installation and/or manufacturers
pretest certification corresponds to the current issue of the wiring
diagrams. If there is any discrepancy arrangements must be made for
any modifications to be retested.
5.3.2 The following tests shall be carried out as appropriate on all new
or altered equipment:
• A test of internal cables
• A power supply test
• An earth leakage test /interconnection of power supplies.
• A panel test (See Section C10)
• Timer Adjustment and sealing
5.3.3 Circuit Function Tests and/or Strap and Function Tests and/or
SSI equipment exercise tests shall be carried out as appropriate.
Indication circuits need not be Circuit Function or Strap and Function
Tested unless the particular circumstances of the Interlocking demand it.
5.4 Tests for Alterations to Existing Working Installations
5.4.1 This area of testing demands great vigilance and strict control.
A risk assessment must be made of the proposed method of carrying out
the alterations. Working circuitry is involved; therefore no alterations
shall be made without first complying with the Rule Book and making the
necessary disconnections to protect the work. Preparatory testing shall
not take place without proper safeguards to keep the Railway safe.
5.4.2 Circuit recoveries shall be correctly identified and independently
checked. The method of denoting these independent checks shall be
detailed in the Testing Plan.
5.4.3 Where new wiring is continuity tested, in advance of the
changeover it shall be labelled.
5.4.4 Where a new contact of an existing relay or other component is to
be used, the wires may be inserted at the pretest stage, provided the
Tester in Charge is satisfied that working circuitry will not be affected.
Note this is unlikely to be the case with Geographical Systems.
5.4.5 Controlled Changeover
The changeover shall be carried out in the smallest practical portions,
e.g. (wherever possible) one wire or one contact at a time. The actual
extent of testing following changeover shall be defined by the Tester in
Charge BUT must be sufficient to ensure the integrity of the safety
circuitry.
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5.4.6 Non Controlled Changeover

This method of changeover may only be used where a complete
possession is in force to protect the changeover and the testing. The
Testing Plan shall state which parts of the equipment rooms or locations
are protected by the possession.
• The changeover may be carried out by the installers without the
testers present.
• When the changeover is finished, Wire Count and any Circuit
Function or Strap & Function Tests shall be carried out on all circuits in
the area of the changeover, as described in the Testing Plan.
5.5 Tests to be carried out for Alterations (Modifications) to
Circuitry on New Installations Not Yet Commissioned
Modifications required to new circuitry, not yet commissioned, but already
having been tested shall be treated in the same manner as alterations to
existing circuitry. No ’break ins’ to circuitry to be attempted without the
permission of the Tester in Charge and the presence of a suitably
qualified tester. Modifications to prewired locations, having their prewired
test certification complete, are to be treated in the same way, or are to
have a complete retest to the new diagram, and reissue of the
appropriate certification. This testing shall be independent of design and
installation.
6 Track Circuits
6.1 Inspection
Ensure that:
The whole of the track circuit equipment and its arrangement is as
specified in the wiring diagrams and Track Circuit Handbook
(GK/RH0751).
All equipment is correctly labelled in accordance with the Signalling
Installation Handbook.
The limits of the track circuit, positions of insulated rail joints, point and
other insulations, track circuit interrupters, rail jumpers and track circuit
bonds are in accordance with the bonding and scheme plans and are
secure.
Traction bonds, structure bonds and track circuit protection boarding is
as shown on the bonding and traction return plans.
Stainless steel strips are as shown on the bonding plan.
Any redundant cables have been removed or made safe, and
redundant insulated joints bonded out or removed.
Overlap track circuits are of the correct length, and that dead sections,
clearance points and physical staggers are in accordance with the
Track Circuit Handbook.
Wheel detectors are set to the correct height, gauged correctly and set
to the correct time delay.
IMPORTANT
Be aware of the possibility of the presence of prohibited
combinations of track circuits.
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6.2.1 Carry out a wire count of all on–track terminations and all
terminations between the outgoing links and the rails.
6.2.2 Test in accordance with Section C4 any track circuit tail cable
with more than one core. Carry out a hand trace or continuity test of
cables to on–track terminations. Ensure that the cables are correctly
terminated and secured throughout.
6.3.1 Ensure that the track circuit has been set up in accordance with
the relevant instruction/Track Circuit Handbook, account being taken of
weather and ballast conditions, and recording progress and values on the
relevant test certificate and duplicate record card. If there are indications
of unusually low ballast resistance, a test of the rail fixing insulations may
be required.
6.3.2 Where new insulated joints are installed, they must be tested in
the approved manner.
6.3.3 Ensure that the track relay de–energises with a shunt (of the
minimum value specified for that type of track circuit) across the rail head
at several places through the track circuit length, including all extremities.
6.3.4 Through points and crossings: this test must be carried out at the
extremity of all legs and at each side of each insulated joint within the
switch and crossing work to ensure that each part of the bonding is
functionally proved.
6.3.5 For jointless track circuits, prove that the theoretical extremities
are the actual extremities.
6.3.6 Ensure that with a short circuit across the rails, the track relay
drops away sharply.
6.3.7 Ensure that all adjoining track circuits are energised and clear.
Remove feed links of the track circuit under test and check that only the
correct track relay(s) respond and all adjoining unaltered track circuits
must be similarly tested.
6.3.8 Where point and crossing work falls within a DC track circuit, the
voltage across the relay must be measured with the feed disconnected.
If after two minutes the voltage across the relay still exceeds 30% of the
relay drop away value, then the source of the extraneous voltage must be
identified and remedial action must be taken.
Note In the case of track circuits specifically designed to tolerate
residual voltages (ie, multiple track circuit relays), a higher residual
voltage is permitted. These must be identified in the testing plan.
6.3.9 Where point and crossing work falls within an AC track circuit, the
AC voltage across the relay must be measured with the feed
disconnected.
If the AC voltage exceeds 10% of the drop away value of the relay, the
source of the extraneous voltage must be identified and remedial action
shall be taken.
6.3.10 Ensure that track circuit polarities correspond to the bonding plan,
and that the correct electrical stagger/phasing is achieved throughout the
track circuit. This should be proved by applying a short circuit across all
the insulated rail joints.
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6.3.11 When satisfied, enter the test results on the maintenance record
card.
6.3.12 Ensure that associated wheel detectors (mechanical and solid
state treadles, delta rail circuits, depression bars, shunt assister
detectors, etc) operate their corresponding function correctly.
6.4 Correspondence Test
Carry out a correspondence test between the rails of each track circuit
(each section of a multiple track circuit) and any indications, or to final
track circuit repeating relay where no indications are provided. When at
each extremity of the track circuit under test, occupy and correspond
each adjacent track circuit to prove the validity of the extremities.
7 Point Operation
and Detection
7.1 Inspection
Ensure that:
Point equipment is of the correct type as specified in the plans and
wiring diagrams and is fitted to the correct side of the track.
Point equipment is correctly installed and of the correct switch blade
opening in accordance with the specifications.
Insulations are correctly placed and installed in the sole plate, stretcher
bars, point connections, etc.
Additional drive(s) and supplementary detector(s) are correctly
installed. The travel at the additional drives should be in accordance
with specifications.
The identification number is as per scheme plan and is correctly
installed as shown in the Installation Handbook.
All tail cables are correctly installed, labelled and secured clear of
moving parts, and are clamped at the point of entry.
Points are easy to operate manually and are tested with gauges in
accordance with the specifications.
For systems employing micro–switches, each individual microswitch is
tested with a continuity tester to ensure that the contacts make and
break at the correct position in the stroke as described in the
specifications.
For clamplocks, ensure that the hydraulic fluid level is correct.
Point machine internal wiring has valid test certificate (see Section
C1.3); if not, test in accordance with Section C7.2 for all internal wiring.
7.2.1 Carry out a wire count on all external terminals and all
terminations between outgoing links and point mechanisms.
7.2.2 Ensure that all tail cables are tested in accordance with Section
C4. When terminated, either by continuity testing or hand tracing, ensure
that the cables are correctly run to and between the point equipment.
Ensure that the cables are correctly terminated and secured throughout.
7.2.3 Carry out a continuity test or hand trace of the external strapping
of point equipment.
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7.3.1 Connect earth leakage detectors with an audible alarm on to the
point operating and detection power supplies. They must remain
connected for the duration of the tests.
7.3.2 Ensure that any power isolating contacts operate correctly.
7.3.3 Ensure that each local fuse, link, point control and detection relay
operates with its corresponding point end(s). (Where repeat relays exist
between the points and the interlocking, these should be tested as a part
of the through testing.)
7.3.4 Ensure that the clutch (where provided) slips with an obstruction
in the points in each switch, and that the slip current is in accordance with
specifications. If a cut–off timer is provided, ensure that it operates as
specified in the design, and that it is then possible to drive the points
back.
7.3.5 Ensure that heating resistors are working correctly.
Tests in Sections C7.4.1 and 7.4.3 can be directed from either the ground
or the operating panel, and will be signed for on the test certificate by the
person directing the test.
7.4.1 Operate the points to normal and reverse, confirming detection
locally and to the relay room and signal box. Ensure that the switch /
lever / signalmans control system, all control and detection relays, and
the indications are in correspondence.
Note 1 Where a four–wire detection circuit is involved, a meter must be
connected to the terminals of the opposite pair of wires of the incoming
tail cable to those under test in order to observe any irregular voltage
which may appear during this and the following tests.
Note 2 When describing the position of points, the term left (or right)
hand switch closed when facing the points must always be used. The
points should be operated by the signalmans control device, and the
indications confirmed at the signalmans display.
7.4.2 Detection contacts must be broken three times in succession to
ensure that the correct detection relay de–energises for both normal and
reverse positions.
Where exposed detection contacts are used, each must be broken.
For micro–switch systems, operate the non–operated microswitches.
The final break for both normal and reverse must be retained in the
disconnected position for longer than ten seconds to ensure the
detection break is not masked by the contactor back–proving circuits.
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7.4.3 On multi–ended points, correspondence must be proved as

follows:
With all ends NORMAL, isolate one end.
Operate the point interlocking to REVERSE and ensure it is out of
correspondence; after ten seconds briefly place the isolated end to
power and ensure the points do not move (unless otherwise identified
in the testing plan).
Manually operate the isolated end to REVERSE and ensure that
reverse detection is obtained when the end is fully reverse.
Operate the point interlocking to NORMAL and ensure it is out of
correspondence; after ten seconds briefly place the isolated end to
power and ensure the points do not move (unless otherwise identified
in the testing plan).
Manually operate the isolated end to NORMAL and ensure that normal
detection is obtained when the end is fully normal.
Repeat the above by isolating point ends for all possible permutations
(see Appendix G).
7.4.4 On single and multiple ended points, interlocking correspondence
must be proved as follows:
With all ends NORMAL, isolate all ends.
Operate the point interlocking to REVERSE and ensure it is out of
correspondence, wait for at least ten seconds.
Repeat the test with all ends isolated REVERSE.
Note 1 Where supplementary detectors are provided, they must be
treated as additional point ends. This will involve the mechanical
disconnection of such detectors during these tests.
Note 2 On multiple ended points on which each of the end(s), and
supplementary detector(s), are provided with individual detection circuits
summated into the control detection circuit (summated detection), the out
of correspondence test may be simplified. Such points must be identified
in the Testing Plan.
7.4.5 On completion of the commissioning tests, either sign the points
into operational use, or ensure that the points have been secured in the
required position by the operator or civil engineer.
7.5 Final Test
Undertake a final facing point lock test in accordance with specifications
before bringing the points into use. Complete the facing point lock
maintenance test record card.
Note For clamplocks, recheck that the hydraulic fluid level is correct.
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8 Signals
8.1 Inspection
Ensure that:
The position and profile of signals, together with any notice boards, are
in accordance with the test copy of the signal sighting form and scheme
plan.
Close–up segments (hot strips) are correctly positioned, the correct
lenses (colour, main, spread–light, etc) and hoods are fitted and that
the signal is correctly aligned.
Correct telephone and label with national grid reference, signs and
identification plates, are fitted as appropriate (see Sections C12.1 and
12.2).
The signal post replacement switch is fitted where applicable, and that
the key can be withdrawn in either position of the switch. If more than
one switch is provided on a structure, ensure that they are correctly
labelled.
Lamps and filament change–over relays are of the correct type in
accordance with the wiring diagrams.
Signal heads and associated indicators have valid test certificates (see
Section C1.3); if not, test in accordance with Section C8.2 for all
internal wiring.
8.2.1 Carry out a wire count of all external terminations and all
terminations between outgoing links and signals.
8.2.2 Ensure that tail cables are tested in accordance with Section C4.
When terminated, either by continuity testing or hand tracing, ensure that
the cables are correctly run to and between the signal equipment. Ensure
that the cables are correctly terminated and secured throughout.
8.2.3 Carry out a continuity test of signal head external strapping.
Ensure that:
Each aspect control relay or TFM output correctly operates its
corresponding aspect.
Note For a searchlight signal, ensure correct polarity and operation
of mechanism.
Where provided, the correct signal post replacement switch places
each proceed aspect to danger (red) and maintains that signal at
danger. On SSI installations this may be a test to a TFM input.
For each aspect it is the main (horizontal) filament which is lit, and
that the lamp voltage is correctly adjusted; ensure the signal lamp
record card is completed.
Failure of each main filament de–energises its filament changeover
relay, illuminates the auxiliary filament and inputs to the first filament
failure alarm circuit. The lamp proving relay or TFM input remains
energised during first filament failure but becomes de–energised
when both filaments fail.
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Correct indications for each route are displayed by junction, theatre

and stencil type route indicators as specified in the wiring diagram.
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Any lamp proving relays for junction and route indicators operate
correctly, and that failure of the indicator prevents or replaces a
proceed aspect where required.
Any lamp proving relays for position light ground signals de–energise
with the red lamp out.
Lamp proving relays for limit of shunt indicators de–energise with
both lamps failed, and remain energised if only one lamp has failed.
The arms of electro–mechanical banner signals operate smoothly
and fully to both positions, and that any arm and light proving
operates correctly.
Fibre optic banner signals and their lamp proving circuits operate
correctly.
The operation of associated indicators (eg, off, right away) is by the
correct control relay or TFM output.
The signal post telephone corresponds correctly (see Section
C12.1.3).
A correspondence test of each signal to its associated signal box
indications (where provided) is carried out.
8.5 Sighting
View the signal and ensure that the specified sighting distance is
achieved for all aspects and for any junction/route indicators. Ensure that
there is no ambiguity or conflict with other signals/extraneous lighting. In
cases of any doubt, a sighting test from a train or a night visit may be
required. This may be verified post commissioning.
9 Automatic Warning
System
9.1 Inspection
Ensure that:
Layout and position of AWS inductors, together with commencement,
termination and cancelling boards, is as shown on the scheme plan.
Inductors and ramps are of the correct type, height, and position, in
accordance with the specifications.
9.2.1 Carry out a wire count of all external terminations and all
terminations between outgoing links and the inductor.
9.2.2 Ensure that all tail cables are tested in accordance with Section
C4. When terminated, either by continuity testing or hand tracing, ensure
that the cables are correctly run to the AWS equipment. Ensure that the
cables are correctly terminated and secured throughout.
Ensure that:
Internal AWS links are connected for correct voltage.
Any AWS surge arresting rectifier is connected with the correct polarity
to the outgoing side of the links directly connected to the inductor.
The correct voltage appears at the AWS inductor terminals, and the
correct current is flowing in the circuit (see Appendix F5).
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Each AWS inductor is of the correct strength and polarity and the
electro–inductor is energised only when the correct green aspect is
proved alight, or the correct semaphore arm is proved OFF. With SSI, if
the AWS has been tested on the Workstation System, only the correct
strength, polarity and correspondence to the signal is necessary.
The strength of the field decays rapidly when the inductor is de–
energised.
Any suppressor inductor correctly responds to the controlling relay or
TFM output; for extra strength suppressor inductors, a agues meter
must be used.
If an AWS maintenance record card is used, this must be completed.
Note 1 Measuring instruments (except the strength and polarity indicator
and probe of gauss meter) must not be allowed closer than one metre
from any inductor, otherwise the accuracy of the instrument may be
permanently affected.
Note 2 Watches (even if described as non–magnetic) and magnetic
cards should be kept well clear of inductors.
10 Panels (Operational,
Emergency and
Maintenance)
10.1 Inspection
Ensure that:
The fascia is in accordance with specification and construction
drawings.
10.2.1 Carry out a wire count of all external terminations.
10.2.2 Carry out a termination check and continuity test of all panel
wiring. The Testing Plan will describe the scope of this test.
Note If the panel carries a manufacturer’s test certificate, testing in
accordance with Section C10.2.2 may not be necessary.
10.3 Operational Tests
10.3.1 Ensure that each switch/button/indication corresponds with its
input or output terminations.
10.3.2 Ensure that all panel switches and buttons operate their correct
functions.
10.3.3 Ensure that all panel indications and alarms respond to the
correct interlocking functions.
10.3.4 The operational combinations of route and track indications may
need to be finalised after the interlocking is set to work to ensure the
integrity of the functional test.
10.3.5 Ensure that all panel power supply tests are carried out (see
Section C13).
10.4 Verification
Ensure that the fascia is a correct representation of the scheme plan.
Note For IECC VDU see Part D.
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11 Mechanical Signal
Boxes and
Ground Frames
11.1 Inspection
Ensure that:
All equipment is of the correct type and is installed to profile, as
specified in the diagrams, and is correctly labelled.
The signal box/ground frame diagram is an accurate representation
of the scheme plan.
All wiring is of the correct type, is secured clear of moving parts and
removable covers, and is suitably protected.
All mechanical fittings (eg, wire runs, wheels, rodding runs, cranks,
compensators) are correctly installed, adjusted, cottered and pinned.
Ground frame lock slides are properly secured (riveted where
appropriate), and that key release configurations are correct.
Semaphore signal arms move freely and are fitted with backlight
blinders where required. Ensure also that the correct spectacles and
counterbalance weights are fitted, backstops and springs are
correctly adjusted, and any electrical contact boxes and pyrometers
are of the correct type.
Note In places with existing working power supplies, earth leakage

detectors should always be used (where fitted).
Carry out:
A continuity test and diagram wire count.
Analysis wire count.
Final wire count.
Carry out:
An insulation test of internal cables (see Section C4).
A test of power supplies (see Section C13).
A circuit function test, or strap and function test.
A test on altered circuits (see Section C5.4).
Timer adjustment and sealing.
A check that all economiser contacts are correctly set.
A check that all circuit controller contacts are of the correct length and
are correctly set with respect to the positions of the levers.
A check that all electric locks are equipped with the correct slides, are
correctly set and the force down feature and/or lock proving contacts
operate correctly where fitted.
Signal arms and contact boxes are correctly adjusted and slotting
arrangements operate correctly.
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A correspondence test of each mechanical signal to its associated

lever and indicator where provided. Colour light signals should be
tested in accordance with Section C8.
For low voltage polar circuits, ensure the line current is consistent with
the resistance of all the functions in the circuit (see Appendix F).
Emergency releases are properly sealed.
11.4 Mechanical Interlocking
Ensure that any mechanical locking alterations are complete and that:
All levers and quadrants are correctly installed.
Catch handle knuckles are securely fixed to the catch rod.
Spring boxes are securely fixed to the levers with no loose play in the
springs.
Locking trays and brackets are securely fixed.
All tappets (and driving links, or any other locking actuating
apparatus, where provided) are correctly fitted, cottered and pinned.
Cotter pins should be free to rotate with no excessive movement, and
split pins should be installed and open.
Any necessary spacers are provided.
Fixed locks are securely attached to the locking bars. All loose locks
and block pieces are properly held down.
All long bars and butts are adequately supported by blocks and/or
other supporting pieces.
All conditional locking bridges, brackets or swinging pieces are
properly secured. All tappet locking washers are correctly fitted.
Tappets, including swinging tappets, locking bars, loose locks and
any conditional locking move freely, but without excessive play.
The locking is in accordance with the locking (dog) chart.
Note A visual check should be made for any obvious conflicting
notches or conditions which may give rise to a false release or
conflicting lock.
All holding down straps or covers (where provided) are correctly
fitted.
All levers are coloured correctly.
Correct name and pull plates are fitted.
Short lever handles are provided, and back weights removed where
appropriate.
Fixed levers and any spare levers fitted with locks and circuit
controllers are secured in the frame.
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12 Telecommunications
Equipment for
Signalling
12.1 Lineside Signal Telephones
12.1.1 Telecommunications Instruction BTEL 9031 should be used for
inspection and testing of Signal Post Telephones, Point Telephones,
General User Telephones, Plug Point Telephones and Maintenance
Telephones.
12.1.2 Instruction BTEL 9018 should be used for labelling of such
equipment.
12.1.3 The tests to be adopted are contained in Appendices A, B & C of
instruction BTEL 9031 and should be recorded on Appendix D of
instruction BTEL 9031.
12.2 Level Crossing Telephones
12.2.1 Instruction BTEL 9034 should be used for inspection and testing
of all Level Crossing telephones.
12.2.2 The tests to be adopted are contained in Appendices A, B & C of
instruction 9034 and should be recorded on Appendix D of instruction
BTEL 9034.
13 Power Supplies
13.1 Inspection
Ensure that:
Equipment is of the correct type and rating as specified in the wiring
diagrams.
Equipment is installed to profile drawing and is properly secured.
Hazard warning labels are fixed, and equipment labels carry correct
descriptions and are secure.
Equipment is not damaged (this examination must be done after
installation on site). During alterations, adjacent equipment is also to
be checked.
Conductors carrying in excess of 170 volts nominal are segregated
and in unslotted trunking.
Carry out a continuity test and diagram wire count.
13.3.1 Test power supplies at source and at the extremities of the
feeders to ensure correct voltages on normal and (when possible) on
maximum load. Special care must be taken to ensure that phasing and/or
polarities are correct throughout. (This is particularly important for phase
sensitive equipment such as reactance–fed track circuits and AC point
detection.)
13.3.2 Ensure that fuse rating and discrimination is correct in relation to
the recorded loads.
13.3.3 Test all switching and isolating devices within the distribution
system, including relevant indications.
13.3.4 Verify that there is no interconnection between the busbars of
different supplies.
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13.3.5 Test main/standby supplies and any duplicated changeover

arrangements for normal operation and under power failure conditions.
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13.3.6 Ensure that for any standby batteries, secondary cells are
suitably rated, and the charging equipment is correctly adjusted.
13.3.7 Test standby inverters/uninterruptible power supplies in
accordance with manufacturers instructions, with special attention to any
master/slave phasing arrangements.
13.3.8 Record voltage and current values on the maintenance records
for both main and standby supplies.
13.3.9 Ensure that power supply status indications and alarms operate
correctly.
13.4 Earthing and Earth Leakage Tests
13.4.1 Test all earthing and earth bonding.
13.4.2 Test busbars for earth leakage.
13.4.3 Test earth leakage detectors and their associated indications and
alarms, and adjust for correct sensitivity.
13.4.4 Record earth test results on maintenance records for all busbars.
14 Supplementary
Systems
14.1 TDM Remote Control Systems
14.1.1 Ensure that system tests are carried out.
14.1.2 Where duplicate systems and/or lines are provided, test for
correct operation, including change–over facilities.
14.1.3 Carry out correspondence tests for each function from the
controlling signal box to the controlled relay at the remote relay room
(and vice versa).
14.1.4 Ensure correct response of TDM systems to power failures. Test
alarm circuits including panel indications.
14.2 FDM Remote Control Systems
14.2.2 Test each channel of all FDM systems from the control to the
associated relay. Ensure that system line levels are within specification.
14.2.3 Ensure that background voltage and cross talk from adjacent
systems are within specification, and record all readings.
14.2.4 With vital reed systems, ensure that each system meets the
manufacturer’s specialised earth requirements.
14.3 Train Describers
14.3.2 Carry out a full functional test of all stepping, transmission,
interpose, cancel facilities, and feeds to train information systems.
14.3.3 Test all emergency alarms/bells.
14.4 Processor Controlled Interlockings
14.4.2 Check that the production of the EPROMS conforms to the laid
down instructions.
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14.4.3 On most processor and ERSE (Electronic Route Selection

Equipment) controlled relay interlockings, the point calling is generated
within the processor, thus the interlocking must be isolated when
functioning to the control tables. This test may have to be done at the
interlocking using the technician’s panel and keyboards or switchbox
designed for the task.
14.4.4 Carry out function tests to listings provided.
14.5 Axle Counters
14.5.2 Ensure that counter heads are located in accordance with the
scheme plan and engineering drawings.
14.5.3 Carry out full correspondence and functional tests.
14.5.4 Carry out tests with combinations of counts to ensure that the
system operates correctly.
14.6 CCTV Monitoring Systems
Ensure that system tests are carried out.
14.7 Hot Axlebox Detectors
14.7.2 Confirm equipment is to layout plan.
14.7.3 Wire count and continuity test as required to Section C5.2.
14.7.4 Interconnecting cables tested to Section C4.
14.7.5 Power supply tested to Section C13.
14.7.6 EPROMS correct to BR1990.
14.7.7 Check system gain to specification.
14.7.8 Check alarm levels.
14.7.9 Check alignment.
14.7.10 Check transmission level.
14.7.11 Correspond count/alarms to signal box.
15 Level Crossings
15.1 Inspection
Carry out equipment room and location case inspection.
Carry out wire count and continuity test for all level crossing equipment.
15.3 Other Tests
Carry out equipment room and location case tests.
15.4 Layout Inspection
Ensure that where applicable:
15.4.1 The level crossing conforms to the layout drawing, signalling
scheme plan, level crossing order, BRB level crossing principles,
statutory requirements and Traffic Signs Regulations.
15.4.2 All road signals are of the correct profile with lenses correctly
orientated and aligned. Lamps are of the correct type, and hoods are
fitted correctly. Adequate sighting is available.
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15.4.3 Drivers red/white flashing rail signals and crossing illumination

lamps and Barriers Up indicators are of the correct profile, aligned
correctly and have the correct lamps fitted.
15.4.4 All lineside notice boards are to specification, correctly positioned
and sighted, and secured to prevent rotation.
15.4.5 Barrier booms and skirts where fitted are of the correct length and
clearance. They are correctly balanced and fitted with boom lamps and
(where required) fracture segments.
15.4.6 The pedestal is fitted with a power pack of the correct type. The
hydraulic type is set and sealed to Automatic or Manual as appropriate.
15.4.7 Type, position and setting of all treadles/wheel detectors is
correct.
15.4.8 Audible warning devices are of the correct type, orientation, and
of loudness for the environs of the crossing.
15.4.9 Local control unit is correctly sited and labelled.
15.4.10 Telephones are correctly installed.
15.4.11 All fencing, road markings, road signs and cattle–cum–trespass
guards are correct to the layout drawing. All pedestrian protection
facilities (eg, wicket gates) are correct to the layout drawing.
15.4.12 Camera platform winding mechanisms operate freely and lock
when fully up, and that the hoist mechanisms have statutory certification.
Road lighting and crossing illumination levels are correct to statutory
requirements and BRB level crossing principles.
16 Block Systems
16.1 Double Line Block Systems
Because of the specialist nature and declining occurrence of these
systems, testers should seek advice and guidance from others with
intimate knowledge of each particular system.
16.1.1 Inspection
Ensure that:
a) The block instruments are of the correct type (ie, Absolute,
Permissive, Pegger, Non Pegger), and that where provided, the
commutator operates in a positive manner and pegs at the position
required (and in the case of a permissive instrument, is fitted with a
counting mechanism). Also that any intermediate in–line block indicators
(usually for level crossing purposes) are of the correct type.
b) In the case of an absolute block instrument, the block indications
show for example, Line Blocked/Normal (white), Line Clear (green) and
Train in Section/Train on Line (red), and that the needle points in the
correct direction (typically LC to the left). Line direction must be
displayed.
c) In the case of a permissive block instrument, the block indications
show for example, Line Blocked/Normal (white), Line Clear (green) and
Line Occupied (yellow), and that the needle points in the correct direction
(typically LC to the left).
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d) In the case of intermediate level crossing indicators, the block

indications show for example, Normal to correspond with Line Blocked,
Train Approaching to correspond with Line Clear, and Train in
Section/Train on Line to correspond with Train in track section.
e) In the case of the block indications being integral with the panel
and/or signal box diagram, ensure that the colours of the indication lamps
are as shown above.
f) The block control relays (BCRs) are of the correct type (ie, if a
moving iron polar type, the relay is biased ‘normal when de–energised’
where used directly, and biased ‘centre when de–energised’ when
follower relays are used).
g) The interlinking relays are of the correct type (ie, where Welwyn
Controls are provided, that the relay unit, and the associated timing
mechanism is of the correct type; otherwise, if the interlinking controls are
integral with the pegging instrument, that the necessary relay(s) is fitted
and sealed).
h) Where the system employs a sequential block system, that the
ratchet on the commutator acts as required, that any cooperative cancel
provided is fitted with the correct seals, and that the train arrived detector
is provided at the position shown on the scheme plan.
j) Where a switching out facility is provided, that the switch has the
required number of positions (eg, Signal box open, Intermediate and
Signal box closed) and that the required number of ‘make before, break
after’ contacts are fitted. Ensure also that the switch is lockable.
k) That the block bell is fitted with a dome of a tone which does not
conflict with any other block bell within the same signal box.
16.1.2 Wire Count, Continuity and Circuit Tests
Carry out a wire count of all instruments, timers and block switch external
terminations.
For all block and associated circuits carry out tests as specified in
Sections C5.2 and 5.3.
16.1.3 Commissioning Tests
Block systems often employ a return system which is common between
the Up block, the Down block and the Block bell, and sometimes with
other circuits (eg, Signal indicators). Careful observations must be made
to ensure that when the block bell is operated, there is no effect upon the
deflection of either block indicator needle or any other indicator. Likewise,
observations must be made to ensure that there is no interference
between other circuits on the same return system. Any interference
(which is usually because of high resistance in the return system) is not
tolerable, and in this event steps must be taken to rectify the cause. In
the event of earth free common return circuits, this can usually be
overcome by increasing the capacity of the return system. Where an
earth return is used, this can usually be overcome by increasing the
number of the earth electrodes. It is not permissible to improve the return
circuit by adding an earth to a common return system.
At the signal box which is to accept the train (Pegging Instrument) ensure
that:
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The current flowing in the circuit, at both the line clear and train on–line
positions, is insufficient to over energise the series circuit elements
(typically a block control stick relay, a pegger indicator, a block control
relay and a non pegger indicator, and any required intermediate
indicators). Typically 15-20mA (see Appendix F).
It is not possible to transmit a Line Clear unless the Interlinking Controls
are satisfied (see Section C16.1.4).
Where Welwyn Control is provided, once a Line Clear has been
transmitted, it is not possible transmit a further Line Clear unless the
home signal berth track circuit has been occupied and then cleared with
the home signal off and then returned to danger, or the timing
mechanism has been operated. Also that during the operation of the
timing mechanism, a Train on Line is transmitted. It should not be
possible for the occurrence of a power failure to permit a retransmission
of the Line Clear.
With the home signal berth, and/or the overlap track circuit occupied, that
with the block commutator at any position, the system transmits Train on
Line, and that this transmission cannot be changed until the track
circuit(s) are clear, and the interlocking for the home signal is normal with
the block pegger having been first placed into the Train on Line position.
(The overlap track circuit may be omitted from this control if working
under Block Regulation 3.5 is permitted.)
Where a Rotary block system is used, that the commutator can only be
turned anti–clockwise as far as ‘Blocking Back Inside’, that once the
commutator has been turned clockwise as far as ‘Line Clear’, then it can
only be returned to ‘Line Blocked’ by the operation of the co–operative
release from both ends of the block section, and finally that the
commutator can only be turned clockwise from ‘Train on Line’ to ‘Line
Blocked’ when the train arrived detector has been operated.
If the system is permissive, that the commutator cannot be returned to
Line Blocked until the counter has been counted back to zero.
At the signal boxes at each end of the block section under test ensure
that:
The block indications on the non pegging instruments functionally
correspond with those shown on the pegging instruments.
The currents in the block bell circuit are set such that the single stroke
block bells operate with a strong clear tone.
At the signal box which is to offer the train (Non Pegging instrument)
ensure that:
It is only possible to clear (one of) the starting signal(s) once a Line Clear
is received, and that the Line Clear control is effective, also that the line
clear control is ineffective unless the line clear is given with the
interlocking to the starting signal normal.
In the event that there is more than one starting signal applying to the
same block section, ensure that the Line Clear control is applicable to
each signal, and that the use of any one signal cancels the control for all
other starting signals.
Ensure that it is not possible to reset the Line Clear control by the
momentary operation of the Block Switch or by interruption to the power
supply.
Ensure that any sequential locking is effective, and that the Line Clear
release locking is effective before the sequential locking to rear is
released.
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At any signal box capable of being Switched Out ensure that:

With the blockswitch turned to the Signal box Closed position, the
block circuits between the adjacent signal boxes are able to
successfully communicate and correctly correspond with each other.
This test may need to be repeated with all combinations of adjacent
signal boxes switched out to ensure successful overall operation.
Care to be taken with correspondence.
If the blockswitch is placed to the intermediate position (where
provided), the Non Pegging (forward section) instruments show an
indication corresponding with the condition of that block circuit for that
section.
Signals operated from the signal box which is switched out are not
disengaged by track circuit occupation during the time of closure.
At any place in the block section fitted with an intermediate block
indicator, ensure that:
The indicator functionally corresponds with the indications shown on
the section block instruments.
16.1.4 Definitions
Line Clear Control

Signals applying for moves into the block section under test are
appropriately controlled by the block system (ie, Line Clear One Pull for
semaphore signals or Line Clear One Clearance for colour light signals
which do not have a separate overlap track circuit, otherwise by Line
Clear One Train).
Sequential locking
Signals applying for moves towards the starting signal cannot be cleared
unless that signal is at danger (and alight if a colourlight) with interlocking
normal. Also that sequential locking is applied to any intermediate stop
signals between the outermost home signal and the most advanced
starting signal. (This control may be applied mechanically.)
Interlinking
Line Clear cannot be given for a train to proceed from the signal box in
the rear unless:
The distant signal is at caution (and alight if a colourlight).
The home signal is at danger (and alight if a colourlight) with
interlocking normal.
This control has the effect of Interlinking the the Line Clear controls on
the starting signal at the signal box in the rear with the block controls and
sequential locking at the signal box under test.
16.2 Single Line Block Token System
Because of the specialist nature and declining occurrence of these
systems, testers should seek advice and guidance from others with
intimate knowledge of each particular system.
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16.2.1 Inspection
For Keytoken systems ensure that:
The keytoken instruments are of the correct type (ie, Main Section,
Intermediate, Auxiliary, Automatic operator, Remotely operated).
The keytoken instruments are of the correct configuration.
The tokens are of the correct configuration, shape and colour (the
configuration is a notch on the edge of the key which prevents the
token being placed into any instrument except that for which it is
intended; the shape is a cut–out in the handle of the token; the colour is
that painted around the shape - Typically A : Red, B : Blue, C : Green,
D : Yellow).
Every token allocated to that single line section is engraved with the
unique name of the section to which each token applies, and that the
engraving should be on the body of the key and not on a plate riveted
to it.
The number of tokens allocated to the system is recorded on the
scheme plan, and subsequently on the record signalling plan.
Only the token of the configuration intended can be placed into any of
the instruments on the system; ensure also that any of the ground
frames for connections to that section of single line are fitted with a
keytoken release of that configuration.
The commutator turns freely in a clockwise (insertion) direction, and
that when turned in an anticlockwise (withdrawal) direction engages the
lock during each phase. Also that the commutator dwells positively at
each position.
Each token operates the instrument freely.
With no tokens in the magazine, confirm the line contacts at the 1–1A
and 2–2A settings (even phase). If not set, it will be necessary to
position the commutator.
If the instrument is single capacity, the commutator is mechanically
prevented from making a full rotation.
The galvanometer and correct block section indicator, where required,
is fitted.
If open linewires are used, that one is insulated throughout.
The relays associated with the system are of the correct type (ie, Lock
Relay (LR) polar centre bias, In Phase Cancel Relay (SYR) polar
normal bias, Bell Relay (XR) low resistance neutral).
Note It is now normal practice to use standard BR930 series relays.
Where provided, the interlinking resistor is of the correct value to only
permit the operation of the blockbell. (True interlinking is only possible
where the instruments are connected by physical line circuits.)
The passing contacts operate correctly (ie, Make momentarily when
token withdrawn, and Break momentarily when token inserted).
The block bell is fitted with a dome or gong which has a tone which
does not conflict with any other blockbell within the same signal box.
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Where a balancing magazine is fitted, that it not possible to liberate

keytokens from the instrument via the magazine aperture unless the
correct balancing magazine is locked in place, and that it is only
possible to liberate keys from the balancing magazine when the
magazine is locked to the instrument.
16.2.2 Wire Count, Continuity and Circuit Tests
Carry out a wire count of all instrument external terminations.
For all single line block and associated circuits, carry out tests as
specified in Section C5.2.
Carry out a line phase verification and through circuit test in accordance
with Section C17.
16.2.3 Commissioning Tests
At the signal boxes at each end of the block section under test ensure
that:
In the case of physically connected instruments, the line current when
transmitting is set to such a value that with the interlinking circuit intact
(ie, all signals On), the current is sufficient to operate the Lock Relay,
and that with the interlinking circuit interrupted, the current is only
sufficient to operate the blockbell relay.
The testing of a single line system is most conveniently carried out by
(after having accounted for all the tokens allocated to the system)
placing a tester at each instrument in the section, with some tokens in
each main section instrument and each intermediate instrument empty,
and some tokens held by each tester or assistant; thus it is possible to
emulate the sending of a token. During the tests, the line polarity must
be monitored at the line terminals of the main section instrument and at
both line terminals of any intermediate instrument. The operation of the
Lock/Phase relays must be observed. (Instruments are said to be ‘in
phase even’ or ‘in phase odd’ when the polarity of the circuit through all
the commutators on the system is such to allow a token to be safely
withdrawn. If there are only two instruments on the system it is possible
to assign ‘even’ or ‘odd’ to a particular commutator position or polarity.)
Start each test with all instruments at even and the system in phase, and
ensure that:
For each instrument in turn, a token can be withdrawn only when the
system is in phase. The tests for each instrument must be carried out
for both ‘even phase’ and ‘odd phase’. This will involve permutating the
combinations of commutator position at every instrument on the
system.
For Main Section, Intermediate and Auxiliary instruments, a token being
inserted is locked within the instrument before a release can be
obtained at any other instrument on the system.
For auxiliary instrument systems (which are of the same configuration
as the Main Section instruments, but are not electrically connected and
always stand in opposite phase), similar tests are carried out (such
systems may have their own Intermediate instruments).
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For automatic operator instrument systems (where the remote

instrument emulates a Main Section instrument by means of a timing
relay set which is initiated by a line pulse from the Main Section
instrument), similar tests are carried out (such systems may have their
own Intermediate instruments). Test the correct operation of the field
relay set. Ensure that a release is only received on the sending
instrument when the field instrument commutator is at the key–in
position, and that the field instrument release is effective only with a
key in the withdrawal position.
For Remotely Operated systems (where one or both ends of the
section are operated by trainmen under the telephoned instructions of
the signalman, and that one or both ends of the section are provided
with separate receiving and sending instruments (which have to be
balanced), and where the phase is summated by relay operation),
similar tests are carried out. (In this case, treat the sending instruments
as the Main Section instruments, and the receiving instruments as the
Intermediate instruments.)
Where communication between the ends of the section is by means of
a multiplex system, the integrity of the redundancy controls must be
validated.
During these tests (where fitted), the block bell and galvanometer
operate correctly, and that, if provided, the block indicator operates
correctly.
On completion of these tests, lock the instruments, ensure that all
tokens are within the instruments and accounted for. Leave the main
system in phase and any auxiliary system out of phase. Leave no
tokens free.
At the signal box which is to accept the train ensure that:
It is not possible to transmit an effective release unless the interlinking
controls are normal, where existing.
At the signal box which is to offer the train ensure that:
It is only possible to clear (one of) the starting signal(s) once a token for
that move has been withdrawn, and that the token block release control
is effective. This release may be effected by more than one instrument.
Also that the token release is ineffective unless at the time the token is
withdrawn, the interlocking for the starting signal is normal.
In the event of a cancellation which results in the token being returned
to this instrument, or being carried through the section by other than a
signalled train and then inserted into the other instrument, the token
release feature is cancelled.
In the event that there is more than one starting signal applying to the
same single line section, the token release control is applicable to each
signal, and that the use of any one signal cancels the control for all
other starting signals.
Ensure that any sequential locking is effective.
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Finally withdraw and replace a token at each end in turn to cancel any
starting signal releases that may have been stored.
Although this section has been written for keytoken systems, the same
general principles of testing apply to tablet and staff systems.
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16.2.4 Definitions
Keytoken Release
Starting signals applying for moves into the block section under test are
appropriately controlled by the withdrawal of a token for the move (ie,
One Pull for One withdrawal of a token for semaphore signals, or One
Clearance for One withdrawal of a token for colourlight signals).
Sequential locking
Signals applying for moves towards the starting signal cannot be cleared
unless that signal is at danger with interlocking normal. Also, the
sequential locking is applied to any intermediate stop signals between the
outermost home signal and the most advanced starting signal. (This
control may be applied mechanically).
Interlinking
A token release cannot be transmitted for a train to proceed from the
signal box in the rear unless:
The distant signal is at caution (and alight if a colourlight signal).
The home signal interlocking is normal with the signal at danger (and
alight if a colourlight signal), and the interlocking is normal for the
starting signal for moves in the opposite direction.
This control has the effect of ‘Interlinking’ the home and distant signal
being normal, with the release of the starting signal at the signal box in
the rear, and the sequential locking of the signals at the signal box
under test.
17 Functional Testing
of System -
Through Testing
17.1 New Work
17.1.1 Each lineside through circuit must be tested from its own power
supply to the final control relay. Where, because of partial connections
this cannot be achieved, the test may be done two stages. This must be
identified in the Testing Plan.
17.1.2 For each circuit, all relay contacts and links in the same locations,
together with the source power supply fuse, must be functioned. Links at
other intermediate locations, where no controls are picked up, may
require to be functioned if there is a possibility of crossed circuits. This
need not be done in locations where it can be established that cables are
directly linked through, or are linked by a visible strap.
17.1.3 For polar circuits, the through test will be applied to one polarity
only. For the other polarity, the function causing polarity change and any
new conditions (links or contacts) should be checked.
17.1.4 Where the through circuits are via FDM or TDM systems, ensure
that each output responds to the relevant input.
17.1.5 Where controls are derived externally to the interlocking, such
controls demand a full control table/principles test in addition to a through
circuit test. Such tests may be combined.
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17.2 Altered Work

Note 1 This area of testing requires great vigilance and strict control
because working circuitry is involved.
Note 2 The provisions of Section C17.1.1 apply, with the following two
exceptions.
17.2.1 Where an existing circuit has a functional change, the testing
need only encompass that change, together with the unaltered function
on each side of the change. This does not remove the requirement to
validate all the controls at a higher testing level.
17.2.2 Where one cable is being renewed between any two adjacent
terminating points, through testing need only be carried out between the
disturbed terminations provided the cable is changed one core at a time
with the circuit energised, so that the voltage on that circuit may be
observed to be interrupted. This form of controlled changeover must only
take place during a complete occupation/possession of the cable. In this
case, higher level testing need only encompass one unaltered function
either side of the renewal.
of System -
Testing to Control
Tables
18.1 Introduction
This series of Tests will ensure that the installation conforms to the
Control Tables. The controls should be tested when the complete
interlocking is operational, either direct to the external equipment, or
using a simulator or test desk (ensuring firstly that each simulator or test
desk control operates the correct function). It should be borne in mind
that if an interlocking is processor controlled, the test desk must be
designed to reproduce the processor controls. If a technician’s monitor
panel is provided, this is ideal. The tests will be recorded as specified in
Part B, Appendix C4. The testing plan will specify whether the control
table test is to be conducted separately from the principles test, or
whether these tests are to be combined as an integrated exercise.
18.2 Basis
It is impossible to define a rigorous method of testing for every system. In
order to provide a basis for testing, some guidance notes are appended
for a method of Control Table Testing.
18.3 Preparation
18.3.1 Any straps or false feeds applied to assist testing must be
recorded in accordance with Section C23.2. The physical location of any
straps applied for a long term, or any disconnections, must be recorded.
18.3.2 It is sometimes convenient to remove any anti–preselection
controls from the points under test before the tests actually commence. It
is not essential to do so; indeed, some systems of interlocking do not
allow this to be done easily. If this cannot be done, it will be necessary to
key the points after each lock phase (remembering to leave sufficient
time for the preselection to re–set), and trying all points twice. It is
important that the Control Table Tester ensures that any point controls
tested are not masked by approach locking or other controls; if any doubt
exists, make the control ineffective by preventing the signal from
becoming approach locked.
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18.4 Point Interlocking Controls

18.4.1 Point to Point Locking
Check that any point to point locking is effective. With the point under test
free to swing (and proven free) place the locking point to the position
required to apply the lock. Ensure that the point under test is locked.
Move the locking point to the opposite position, and prove that the test
point is now free. Test for converse (if any) in similar fashion.
18.4.2 Track Circuit Dead Locking
A test to ensure that tracks occupied as designated on the control table
prevents the points from moving.
From the control tables, scheme plan and Civil Engineer’s Plan supplied,
work out the locks to be applied and test for them as below. If any doubt
exists regarding clearance points, these should be checked on site.
Check that the points are free to move. Put the points to normal (say) and
occupy the track control to be tested. Put the point key to the reverse
position. The points will remain normal. If the anti–preselection has not
been disabled, the points should be tried twice on the key or equivalent. If
anti–preselection has been disabled, leave the key in the reverse
position. On clearing the track circuit, the points stay where they are in
the former case, and go reverse in the latter. To complete the ‘Normal to
Reverse’ test in the former case, place the key in the centre for a moment
and then key reverse again, observing that the points now move (if you
are too quick, the anti–preselection will lock). Now occupy the track
circuit again, and repeat the sequence for testing ‘Reverse to Normal’.
Sometimes you will find different track conditions for ‘Normal to Reverse’
as opposed to ‘Reverse to Normal’. These differences are usually
associated with foul track circuit controls.
18.4.3 Points Called by Routes Set
This test will be completed under Section C18.5.1 (below). This column
on the control table can be ticked as a ‘converse’ to the signal testing.
18.4.4 Route to Point Direct Locking
a) This test will ensure that the route setting function only locks the point
in its required position.
b) Set all the points in the route to the wrong position, but leave them
free. Call the route and ensure that all the points move. Prove that each
set of points is locked by keying to the opposite lie, the points will not
move. (This will highlight any timing problems in the route setting, either
SSI or conventional.)
c) The remainder of the tests are now best carried out on one point at a
time. With some Interlocking setting, the route applies both direct and
route locking. In these instances action must be taken to separate the
locking under test (direct). This can be done on specification 850 and
other similar interlockings in the manner described in Sections C18.4.4(d)
or 18.4.4(e).
d) After ensuring that the points are free, set the route, ensuring that the
point under test is locked by applying an opposite call on the point key.
Then remove the route locking by false feeding the route locking chain
(USRs). Note that the route lights will go out. Ensure that the point is still
locked. Release the route by pulling the entrance button and ensure that
the point becomes free (ie, it moves to the opposite position). Place the
point key in the centre, and observe removal of the false feed by resetting
the route and then asking for the feed to come off. The route lights will
reappear.
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e) Where it is inappropriate to false feed, verify the existence of this

locking by examining the circuitry. On SSI, the route maintained locking
cannot be separated from the direct locking.
18.4.5 Route to Point Maintained Locking
This test will ensure that the point is held locked by the route track
circuits occupied after the direct locking has been removed. It is
important that route locking is not masked by the approach locking on the
signal. If necessary, stop the signal clearing.
Set the route and check that the point under test is locked by applying an
opposite call on the point key. Occupy the first track past the signal, and
cancel the route by pulling the entrance button. Ensure that the point
under test has not moved. ‘Walk’ the train through the route, ensuring
that the point moves behind the train. On interlockings such as
specification 850, confirm that the route locking is positively carried
through as far as the point track circuits. It is often missed, as the track
circuit over the points no longer appears in the route locking table.
Ensure that track circuits leading up to the first dead track do not lock the
point when a route is not set (ie, route locking is genuinely that, and is
only applied with a route set).
If a preset or preceding shunt appears in the route, it is important that this
is prevented from clearing whilst the above test is carried out, and also
that any attempt to cancel the preset or preceding signal does not allow
the points to become free.
Where trailing points exist in the overlap to a signal, these should be
tested exactly in accordance with the foregoing sections. However, the
route locking must be tested to release if the train comes to a stand at the
signal. This is usually on a time basis. Ensure that if the train enters the
overlap, the time release becomes ineffective. For long trains the overlap
release position must be as stated in the Control Table.
18.4.6 Special Point Controls
Check that any points not in line of route or required for flank protection,
but which are dead locked by a track circuit in the line are driven to a
position that allows parallel moves to be made.
Where self restored points exist, test that the self restoration conditions
as stated in the Control Table apply correctly (ie, that the points drive only
when they are free of locking and a time delay has occurred). Ensure that
non–self–restored–but–alarmed points give the appropriate alarm after
the points become free, or if normal detection is lost, unless the points
are locked by the point key.
For ERSE interlockings (or intelligent panel processor controlled
interlockings), the non–vital interlocking must be ‘by–passed’. This is to
ensure that the ERSE or Processor does not mask any Interlocking
functions.
If it is possible to step up a Warning class route to a Main class route,
ensure that full overlap locking is applied. Obviously, the tests to be
followed will be to the previous sections for the stepped up route. When
the Warner class route is set, the full overlap should be free of locking.
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If the foregoing tests were carried out with anti–preselection disabled, this
must now be restored and tested. If the tests have been carried out by
keying, the preselection may already have been tested. As usual, prove
the points are free (leaving the points normal), and then operate a
suitable track control which will lock the points. Operate the point key to
reverse, ensuring that the points do not move. Clear the track and check
that the points still do not move. Return the key to centre, pause and then
reverse; the points will go reverse. Repeat the test going from reverse to
normal.
18.4.7 Time of Operation Locking
Where a set of facing points exist in an overlap, these may be locked for
a time by occupation of the berth track circuit. This will happen if the
points are within 22 yards of the berth/overlap track circuit block joint.
The Point is locked in both positions when the berth track circuit is
occupied and the route up to the protecting signal is set. The lock will be
released after the berth track circuit has been occupied for a period of
time as specified in the control tables.
Ensure that the point is free with the route not set and the berth occupied.
Set the route and ensure that the point is not locked until the berth track
is occupied; it will remain locked until the required time has elapsed.
Repeat the test with the points going the opposite way.
18.5 Route Interlocking Controls
18.5.1 Points in Position Required or Available to Set
Lock each set of points in turn to the wrong position and attempt to set
the route. It is preferable to try the route twice to make sure that the route
call did register and the lock was really there. This tests the points
against the signal lock, and is recorded on the Route Interlocking Table.
Remove the lock on the points BUT LEAVE THE POINTS LYING THE
WRONG WAY, and try the route again; this time it will come. This tests
the Point Calling, and is recorded on the Points Control Table. Do not
forget to include any flank or overlap points. Ensure that the route will set
over a set of points lying the correct way, and which is also keyed that
way.
In some interlockings, a check can be made that the lock is applied by
the Interlocking and not by the non–failsafe button circuitry. This is done
by putting each set of points in turn the wrong way, and keying to the
opposite position faster than the points can follow. Ensure that the route
will not set (twice). Place the points the correct way, and key them to the
opposite position faster than the points can follow. Try the route and
ensure that it sets.
Rogue Calling Test
Place all the points to reverse. Set the route that you are testing and
confirm that only the points required to be normal have moved. Repeat
the test with all points normal.
18.5.2 Track Circuit Selection of Class of Route
If the class of route is selected by track circuit condition, as stipulated in
the control tables, ensure that the route class obeys the state of the track.
Should the state of the track alter after route setting, test that the class of
route does not change.
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18.6 Signal Aspect Controls

18.6.1 Track Circuit Clear in Route
a) The test will ensure that Track Circuits occupied will prevent an
aspect clearing, or will replace it as designated in the control tables.
b) Drop all track circuits within the interlocking, or the immediate area
under test on large interlockings. Set the route under test (note that you
will need to ensure that the points are the correct lie before dropping the
tracks). Clear the tracks required by the route one by one until the aspect
clears. In certain Interlocking systems, the operation of one particular
track disengages the signal, thus this test must be tailored to that system.
It is a good indication that too many tracks have not been included in the
aspect level.
c) Clear all the track circuits and set the route under test, ensuring that
the aspect clears. Drop each track circuit required by the route in turn,
and check that each one replaces the aspect. Beware of the disengaging
track. Ensure that the Track Control is not masked by it (eg, occupy berth
and first track together and then set the route over the top; clear the first
track and observe the signal clear; occupy the first track again and
observe the effect).
d) If the signal has calling on facilities, ensure that clearance/occupation
of the appropriate Route Selection Track Circuit(s) does not affect the
class of aspect. This should usually have no effect on the aspect itself.
e) Where the track controls are conditional on point lie, ensure that this
is achieved on point detection.
f) When an entrance signal has alternative overlaps at the exit, test that
each individual overlap has the correct controls, but that the non chosen
overlap track controls do not affect the Signal Aspect.
g) Beware of track timer contacts. Dropping a track with a track timer on
it will cause two breaks in the aspect level - the track itself and the time
back contact. It is important that both are there and no masking takes
place. This can be achieved by preventing the timer actually starting and
ensuring that the track circuit itself replaces the aspect. The timer can
then be restored (the signal will clear), and the timer can then be falsely
started (signal replaces again).
h) If the signal ahead of the one under test is approach released by
track occupancy, ensure that the relay providing the approach release (or
a later repeat of it) is the one in the aspect level of the signal under test.
This can be done by simply dropping the Track repeat relay giving the
approach release, and observing the signal in rear revert to danger.
j) When testing shunt signals, ensure that only the track controls
stipulated in the control tables are present. Also, test that any track circuit
override buttons do not preselect by operating them with no train present,
then dropping the relevant track circuit and ensuring that the signal stays
at red. Operate the override button and ensure that the signal clears.
Clear the track and occupy again (the signal will revert to danger).
k) Where the shunt signal has a hold off such as last wheel
replacement, exercise particular care. Test that with the hold off engaged
that the tracks in line of route are maintained out of the aspect level once
the signal has cleared, but that foul or flank tracks are still in the aspect
level.
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18.6.2 Track Circuits Occupied in Aspect

Where a track circuit in the line of route is required occupied on the
control table to clear a signal aspect, then test that initially the track clear
does not allow the signal to clear, but that with the track occupied,
clearance takes place. Test that with subsequent clearance of the track
circuit, the signal aspect responds as shown on the control table.
18.6.3 Approach Releasing
Test that removal of the temporary approach control link initiates the
approach control (note that the TPR back contact test detailed in Section
C18.6.1(g) should also be applied to the temporary approach control
track).
Where a signal is approach released, test that the signal does not clear
until the appropriate track circuit becomes occupied. In some cases this
may be a timed release; ensure where appropriate that the timed release
is effective. Subsequent reclearing of the track circuit will replace the
signal to danger.
18.6.4 Points Set, Detected and Locked
The ‘Set’ part of this test is not achievable, since the signal cannot be
cleared if the route is not set (as the setting tests have already proved).
To test for detection, drop out the point detection and ensure that the
signal replaces to danger. Make up and observe the reclearance. Where
a swinging overlap hinge point exists, dropping the detection when
steady state exists IMMEDIATELY replaces the entrance signal.
However, breaking detection with the outer signal clear at the same time
as the points are swung results in the signal holding off for 5 seconds
before reverting to danger. Reclearance is immediate once the detection
is made up. This test must be repeated for both positions of the hinge
points.
Testing for locked (non swinging points only) is not so easy. The only
way to do this effectively is to either false feed the point anti–preselection
relay (the WZR or equivalent) or to drop the locking repeat relay in the
aspect line and observe that the signal replaces to red. With SSI,
Geographical, or similar systems this is not possible. Note that on altered
interlockings, extreme caution should be exercised when carrying out any
false feeding. In some cases it may be more prudent to seek an
assurance or to check the circuit diagrams to ensure the correct controls
are present.
18.6.5 Signal Ahead Light
Test for Signal ahead lamp proving by clearing the signal under test,
extinguishing the lamp ahead and observing the signal indications. Make
up the lamp and again observe the signal. Clear the signal ahead and
repeat the test; where lamp or controls exist, the signal under test should
not replace when the signal ahead is extinguished.
18.6.6 Disengaged by Track Circuits Occupied
This test ensures that a controlled signal is prevented from reclearing
after a train has passed the signal displaying a proceed aspect.
Test that the correct track circuit(s) disengage the signal. This is usually
by berth and first track past the signal occupied. To do this, clear the
signal, permutate the occupancy of the tracks and ensure that no release
condition disengages the signal apart from the two tracks occupied at the
same time (having been dropped in the right order).
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Reset the route and occupy the two tracks in the right order. Ensure that
if pulled up and restroked, the route sets up over the first track occupied.
On clearing the first track, the signal will usually reclear.
18.6.7 Aspect Special Controls
For signals provided with Auto buttons. Test the signal disengaging
without the Auto button operated in the normal way (see Section
C18.6.6).
Set the route but prevent the aspect clearing by dropping a control in the
route; then operate the Auto button. Clear the control and ensure that the
signal clears, and that running a train through now allows the signal to
work automatically. Ensure that with a very short train (no more than two
track circuits operated at the same time), or a very long one (all tracks
occupied), the Auto feature works correctly.
Ensure that pulling the entrance button removes auto working. Confirm
that auto working has not been stored by running a train through and
ensuring that the signal disengages.
Set the Route and select auto working (proving that it has established),
then pull the auto button and ensure that this causes the next train to
disengage the signal.
Should a signal be approach released, check that operating the auto
button does not store the approach release condition. Run the first train
and then make sure that the second train still needs to satisfy the
appropriate conditions before the signal reclears.
For Signals with more than one Route, ensure that the auto feature only
applies to routes as designated on the control table.
Note that some older systems may work differently to the above. Test for
the way that the system is supposed to work and try to break down the
conditions.
Test any other special controls on the aspect, such as route links, slots or
any other controls which do not have a specific space allocated on the
control table.
With Acceptance Switches on the aspect, test for control in the aspect of
the signals concerned. Test for the way that the system is supposed to
work by reference to the relevant diagrams (eg, that it is available for one
train movement and is cancelled by the passage of a train). Check that
the aspect is replaced by turning the switch to ‘Line Blocked’ or
equivalent.
18.7 Route Interlocking Controls
18.7.1 Route to Route Class Locking
Where different classes of route exist on the same signal, ensure that
each class locks out the others until the first class is completely released
(eg, if a main class is set, ensure that the shunt cannot be set).
An effective way of doing this for systems employing NLR/RLRs is to pull
the main entrance button quickly, dropping the RLR, but not allowing the
NLR to re–pick. Then try to set the other class of route. In fact, no other
class will set. Pull up the entrance button properly, and let the route
release. Now try for the alternative again, and this time it will come.
Repeat for all classes of route on that signal against every other class.
An alternative method of achieving the above for most other systems is to
Approach Lock the Route under test. Attempt to cancel the Route, and
whilst the Approach Locking timer is running, try to set the other
Route(s). This may entail altering the track circuit conditions and/or using
other exit route buttons.
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18.7.2 Route to Directly Opposing Route Direct Locking

This test ensures that any opposing route which can be set without
altering any points in the route under test is locked. To extinguish any
possible masking, prevent the signal clearing during the following tests.
Set the route, ensuring that the directly opposing route will not set. If an
anti–preselection removal circuit (such as a DJR hold) exists, key this in
before the opposing route is tried. If this is impossible, then the route
setting will have to be tried at every stage of the test. It is recommended
to always try a route twice under these circumstances in order to be
positive that the route did register correctly.
Remove the Route Locking by false feeding the Route Locking chain
(USRs). Note that the route lights will go out. Ensure that the opposing
route still does not set. Release the route by pulling the entrance button,
and ensure that the opposing route now sets. Remove the DJR hold, or
equivalent if used, and cancel the opposing route. Set the original route
again and observe removal of the false feed. The route lights will
reappear.
Where it is inappropriate to false feed, verify the existence of this Locking
by examining the circuitry. On SSI, the Route Maintained Locking cannot
be separated from the Direct Locking.
18.7.3 Route to Directly Opposing Route Maintained Locking
a) This test will ensure that any directly opposing route to the route
under test is held locked by the Route Track Circuits occupied after the
Direct Locking has been removed. To extinguish any possible masking,
prevent the signal clearing during the following tests.
b) Set the route, ensuring that the directly opposing route will not set. If
an anti–preselection removal circuit (such as a DJR hold) exists, key this
in before the opposing route is tried. If this is impossible, then the route
setting will have to be tried at every stage of the test. It is recommended
to always try a route twice under these circumstances in order to be
positive that the route did register correctly.
c) Occupy the first track past the signal, and cancel the route by pulling
the entrance button. Ensure that the opposing route still does not set.
‘Walk’ the train through the route, ensuring that the opposing route does
not set until the ‘train’ has reached the signal of the applicable route.
d) Remove the DJR hold, or equivalent if used, and cancel the opposing
route.
e) Ensure that all track circuits leading up to the opposing route do not
lock it out when no route is set (ie, route locking is genuinely that, and is
only applied with a route set).
f) If permissive moves apply, or if the maintained lock is against an
overlap, test that a time release allows the opposing route to set. This
test must look for the exact conditions, such as the berth track to the
overlap occupied only.
g) For ERSE Interlockings (or intelligent panel processor controlled
interlockings), the non–vital Interlocking must be by–passed. This
ensures that the ERSE or Processor does not mask any interlocking
functions.
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18.7.4 Route to Indirectly Opposing Route Maintained Locking

Where a route does not directly oppose another, but becomes opposing
part way into a route.
Indirect Opposing Locking occurs where two lines merge into one. For
example, the route from one of the two lines onto the single becomes
opposing to the route from the single along the other leg once the train
has passed the hinge point.
A similar test to that covered in Section C18.7.3(b) is carried out by
walking the train in exactly the same manner as before, except that after
the train has passed the hinge, it is usual to key the points to the opposite
lie, so that all points are in the required position for the route under test
and cannot mask the locking.
18.7.5 Preset/Preceding Shunt Signal Controls
Ensure that the appropriate Controls applicable to the main signal also
apply to the preceding shunt. In particular, ensure that the preceding
signal is route locked by the main signal route set and maintained whilst
the train is between the main signal and the preceding shunt. Apart from
the fact that this is not an opposing route, the tests are exactly as
described in Sections C18.7.2 and 18.7.3.
18.8 Other Signal Controls
18.8.1 Special Controls
Special Controls are difficult to describe because they are rarely
standard. The tests devised will depend upon the Control itself in order to
ensure that it carries out the necessary function and that the condition
cannot be broken down erroneously.
18.8.2 Reduced Overlaps
Check that the reduced overlap only sets when the appropriate exit
button has been pressed and that a Warner class route can be stepped
up by the subsequent setting of the route ahead only if the signal has not
yet cleared.
Check that any permitted change to full overlap that occurs is irreversible
when route ahead is set, and is subsequently cancelled if the signal
under test has cleared.
After having received an unrestricted yellow, ensure that full overlap
controls are still valid after the Aspect release has operated (berth track
timer).
Check that the full overlap locking is no longer applied when oversetting
a second train (Warner class) after a first train (Main class).
If there is an Auto button, check that this operates for full and reduced
overlap conditions as stipulated by the control tables. Also check that if
pressed after a Warner class route is set, the route will revert to a Warner
class route for subsequent trains if changed up in status by the route
ahead.
Ensure that any route setting controls are operative as stipulated in the
control tables. Test for the way the system is supposed to work and try to
break down the conditions (eg, if a release is required before the route
can set, test that the route will not set until the release is given). Once the
route is set, ensure that taking the release away does not cancel the
route (it may have an effect on the aspect, depending upon the system).
Test the release cancel conditions.
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18.8.3 Preceding Signals

Check that a preceding shunt signal, when preset, has the same controls
as the main signal that presets it. Test that the main signal will not clear
unless any preceding shunt signals have also cleared. Ensure that once
the main signal has cleared, a train operating the track circuits between
the main signal and the preceding shunt signal does not replace the
latter.
Check replacement conditions, which are:
With a train approaching the main signal, pulling the main signal button
will replace both main and preceding signals. The approach locking
release timer will operate. Both may be recleared by restroking the
complete route.
With a train approaching the main signal, pulling the preceding shunt
button will replace both signals. Both may be recleared by restroking
the complete route. The approach locking release timer will not
operate.
With a train having passed and replaced the main signal, pulling the
main signal button will not replace the preceding shunt signal, and the
route will commence to cancel normally.
With a train having passed and replaced the main signal, pulling the
preceding shunt button will replace the shunt signal. It can be recleared
by pushing the preceding shunt button (SSI by setting the preceding
shunt route). No approach locking release timing sequence will take
place.
18.9 Approach Locking and Train Operated Route Release (TORR)
18.9.1 Approach Locking Application
If the signal has simple approach locking, test to ensure that the signal
becomes approach locked as soon as it clears. Prevent the signal from
clearing and ensure the route will release immediately.
With comprehensive approach locking, the tests are more complicated.
Clear the signal and check that it is not approach locked. Keeping an
approach track circuit occupied, prevent the signal from clearing and then
ensure that the route will release immediately. Allowing the signal to clear
will apply the approach locking.
For the following tests, the approach locking must be released and
proven free each time (before and after each test). This is best
accomplished by satisfying the approach lock release conditions and
then setting and cancelling the route to ensure that it is free.
When testing conventional circuitry, it is advisable to monitor the Train
Approaching Relay (TAR), where provided. This can save time.
For SSI, or for any non storing system, the track under test must be kept
occupied throughout the test. Where the circuitry stores the track
occupancy, ‘flash’ the track (ie, occupy and clear the track and rely on the
storage effect).
Ensure that the signal in rear, if applicable, is at red and free of approach
locking. First try the berth track circuit, this will approach lock the signal;
prove it by cancelling the route. Release the Approach Locking, not
forgetting to prove that the signal is free again, and test the next track
circuit. Repeat with all track circuits to the next signal in rear.
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Where facing points in the direction of travel are encountered on the

approach, they must remove the tracks on the approach side when
leading away from the signal under test. This is done by detection. To
test, drop the track circuit with the facing point set towards the signal and
making sure the track circuit applies approach locking. Ensure that
moving the point in a storage system does not institute a false release.
Release the Approach Locking and clear the track (where appropriate).
With the point still in the opposite lie, occupy the track (keep it occupied if
using the flash technique). This will not now approach lock the signal.
Drop the point detection and ensure that the signal becomes approach
locked. Clear the track and release the Approach Locking. Make sure
that the signal is not approach locked, and then pick up detection.
This circuit is a network, and if it is poorly designed, the point can take
out too much. To check this, place the facing point to the position leading
away from the signal and drop the track circuit signal side of the point,
ensuring that the signal is still approach locked. This test may be applied
to other track circuits on the signal side of the points at the discretion of
the tester (this could affect the time allocated in the Testing Plan).
Trailing Points (in the direction of travel) may not remove the tracks from
the Approach Locking.
The Approach Locking will extend to the Sighting Point of the first caution
signal in rear, or such track circuit as stipulated in the control tables. A
network can also exist in these situations where the approach tracks in
rear of the cautionary signals can, by poor design, be omitted. Any tracks
in rear of the cautionary signal(s) need to be proven that they approach
lock the signal under test where the cautionary signal(s) are at a proceed
aspect or are themselves approach locked. Test to ensure that any tracks
in rear of the cautionary signal(s) do not prevent the signal from being
released of its Approach Locking if the cautionary signal, or any signal
between itself and the signal under test, are at Red and free of Approach
Locking. Test all facing points between the signal in rear and the signal
under test.
In circuits where a TAR is used, the Network is tested by dropping the
TAR. With the Signal in rear free of Approach Locking, this will have no
effect (ie, no approach lock applied to the forward signal). Drop the
Approach Lock Relay (ALSR) falsely with the TAR up and observe that
this has no effect. During the preceding tests, we have already seen the
case of TAR up, ALSR up.
Now try ALSR down, TAR down. This time the forward signal will be
approach locked. This circuit is again routed to the forward signal by a
network and this must be tested. This time, the network is carried by the
point lock relays rather than by detection.
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To test, drop the rear signal ALSR and TAR with the facing point leading
to the signal, and make sure that approach locking is applied (if the point
was moved it will institute a release). With the Approach Locking
released and the points set away from the rear signal, drop the ALSR
and TAR again. This will not now approach lock the signal. Reset the
route and drop the point detection, ensuring that the signal is still not
approach locked. Restroke and key the points. It will now be approach
locked. Release the Approach Locking. Test all facing points between the
signal in rear and the signal under test. Trailing points should not affect
the network. In four aspect territory, the network will extend back to the
sighting point of the first caution or to such track circuits as stipulated in
the Control Tables.
With SSI, it is only possible to test the tracks of the signal in rear; these
tracks will only be effective when the signal in rear is Approach Locked.
18.9.2 Approach Locking Releasing
Ensure that the approach lock release is only effective when the signal is
proved on. If the RGPR (or equivalent) is dropped out, the signal should
not release. This is tested three times altogether. First, with no train
approaching, drop the RGPR and cancel the route. It will not release until
the RGPR is made up; the route then cancels immediately. Secondly, try
dropping the RGPR before running a train through the route. The
approach locking will not release until the RGPR is made up and a
second train is run through. Be careful that the timer has not operated in
the time taken to undertake this test. Finally, try the timer path. Approach
lock the signal and ensure that with the RGPR down the signal never
times out (this is a good time for a coffee break!). Make up the RGPR
and ensure that the timer takes the full allotted time.
Ensure that the track circuit release is exactly as specified. This is usually
by first track occupied, and is cleared with second track occupied. Test
the proper release by Approach Locking the signal, pulling the button and
then utilising the correct sequence of tracks to give a release. Make sure
that the signal has been disengaged (ie, the GSR has dropped), or the
circuitry may not allow this type of release. Ensure that only the correct
sequence of tracks allows release by permutating all the possible
combinations of tracks. If in doubt that the test can be accomplished
before the approach locking times out, either refresh the signal by
resetting and then re–cancelling the route, or alternatively disconnect the
timer.
On completion of the above test, ensure that the correct track sequence
releases the Approach Locking. Disconnect the power off timer, and
ensure that the correct operation of the tracks will not allow approach
lock release. Reconnect this timer, and ensure that the release now
operates after the appropriate time. If this is as little as 5 seconds, you
will find it impossible to test the actual time, and the above will need to
suffice - together with assurance that the circuit has been circuit tested.
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Test the timing circuit by occupying the berth track circuit and clearing the
signal. Replace the signal by dropping a control in the route, and ensure
that the timer has not started to run. Reclear the signal and attempt to
cancel the route. Ensure that the timer is operating and that the approach
lock release is given by it after the specified time. Reclear the signal, and
cancel the route. Ensure that the signal reclears, even though the time
has started, and that the timer itself is re–set by so doing. Cancel the
route and ensure that the timer takes the correct time to operate. If the
timer is thermal, wait for at least five minutes between tests before
confirming the time.
On SSI, the Signal at Red is written into the programme and is not
testable. Test that the timer operates correctly for each and every Route.
A Power Off timer is not provided. The non–storing system means that
testing the Approach Locking Release as above will give the impression
that this is by berth track clearing. The only way to test this properly is to
leave an approach track occupied.
18.9.3 Train Operated Route Release (TORR)
Test to ensure that TORR only applies to the signals it is meant to. Run a
train through the route, ensuring that the route TORRs when the signal
has actually cleared, but does not occur when the signal is passed at
danger.
Test that the TORR only works when the approach lock release is
satisfied. First ensure that TORR is operating in the normal manner. Re–
set the route and run a train through, missing out one of the approach
lock release tracks. Ensure that the signal does not TORR. Restroke and
try again, this time running the train properly. Repeat the test of skipping
over one of the approach lock release tracks (but this time make it the
other one). Repeat once again the normal track occupancy allowing
TORR.
Test that TORR does not occur if the Approach Locking conditions are
satisfied, but with a second train approaching within the approach track
section. This can be tested by dropping a track circuit on the approach to
the signal under test and leaving it down. Releasing the approach locking
does not cause TORR, although the route can be cancelled manually.
Although there are almost certainly more tracks within the approach lock
distance, one is considered sufficient as the relevant approach lock
circuitry receives a full test when the comprehensive path itself is tested.
As usual, check that with normal operation, TORR does happen. Repeat
the above tests, with one track behind each of the intervening signals
(back to the full approach locking distance), and with the relevant signals
approach locked.
With SSI, the preceding tests must be carried out for EVERY track circuit
in the Approach Locking network.
18.10 Miscellaneous Controls
18.10.1 Swinging Overlap Controls
Counter conditional locking is tested by checking that the condition is
held when it should be. For example, where a facing point exists in an
overlap followed by a trailing point (if the facing end is Normal). To test
this, first ensure that with no overlap set, the two sets of points do not
apply any locking to each other. Set the overlap with the facing end
reverse and the trailing points reverse. The facing end will be locked
reverse until the overlap over the facing points is normal. Repeat the test,
ensuring that the facing end is again locked under the above conditions,
but this time operate the trailing end from reverse to normal; the facing
end will be locked until the trailing end goes fully normal.
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When more complicated swinging controls exist, ensure that there are no
conditions which may enable the locking to be broken down. There have
been cases where the overlap locking has disappeared under certain
combinations of points within an overlap.
To test for Conditional Signal to Signal Interlocking, where opposing or
conflicting interlocking is conditional upon point setting, it will be tested as
in conventional opposing route locking, and afterwards proved released
by the appropriate point setting. When both routes are set, the conditional
points must be proved locked in the position which gives the freedom.
Verify that the points are free, set them in position to give the freedom,
and return the point switch to the central position. Set up one route (the
conditional points must still be free). Set up the conflicting route and
check that the points are now locked. Then occupy the first track circuit
ahead of the signal and clear the berth track circuit.
Occupy each track circuit separately in the direction of running,
subsequently clearing the one immediately in rear. Verify that the points
remain locked until the route is released or until an appropriate track
circuit has been occupied for a time equivalent to a train having been
brought to a stand at a signal under suitable circumstances.
Repeat the test on the other route(s) with the route already tested
remaining set.
To test for Conditional Signal to Points Interlocking, where a counter
condition relates to conditional interlocking between a signalled route and
one or more other sets of points, the conditional points must be proved
locked in the position which gives the freedom when the route and one of
the interlocked points are operated.
Verify that the conditional points are free, set them in the position to give
the freedom, and return the point switch to the central position. Operate
one of the interlocked points and confirm that the conditional points are
now locked. Where more than one set of interlocked points are involved,
restore the first set of points and confirm that the conditional points are
free. Separately operate each additional set of interlocked points, each
time confirming that the conditional points are locked. Leave the last set
of points operated.
Occupy the first track circuit ahead of the signal and clear the berth track
circuit. Then occupy each track circuit separately in the direction of
running, subsequently clearing the one immediately in rear. Verify that
the conditional points remain locked until the route is released, or an
appropriate track circuit has been occupied for a time equivalent to a train
having been brought to a stand at a signal under suitable circumstances.
Where more than one set of points are involved, operate each of the
points concerned and confirm that the conditional points remain free.
To test for Conditional Signal to Tracks Interlocking, where overlaps are
conditional upon the position of facing points and extend beyond the
track circuits which lock those points directly, the points must be proved
locked unless the alternative overlap on the route to which the points are
to be set is clear.
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Test as conventional routes and ‘Conditional Signal to Points Interlocking’

but for each reference to ‘set of interlocked points’ read ‘conditional
overlap track circuit’ and occupy one such track circuit where the
instruction is to operate a set of points.
Repeat the above tests with the facing points in the opposite position,
where applicable.
Note 1 Each class of route must be tested separately.
Note 2 MASKING TIP: Counter conditional locking must be in route
calling and locking.
If a preferred overlap direction is specified, check that when the route is
first set, the overlap always sets in this direction (moving all points to the
required position), but that it sets to an alternative position if points in the
preferred overlap are not available.
Check that the outer signal (or any preset shunt signals ahead of it in
route) is not replaced during overlap swinging if the alternative overlap is
fully established.
Check that the overlap will only swing if all trailing points in the new
overlap, and all points giving flank protection to it, are available to move
to the correct position or are already locked in that position and all track
circuits in the new overlap (including flank tracks) are clear.
Check that the subsequent occupation of any route or flank track or the
loss of any point detection in the overlap replaces the outer signal.
Check that there is no pre–selection of alternative overlap(s) (ie, set
route, make alternative overlap(s) not available, key hinge points towards
alternative overlap), then free alternative overlap and check no swinging
takes place.
Check that any overlap will initially set into an occupied track circuit.
Check that unless an operating advantage is gained as a result, facing
points in an overlap are set and locked to prevent an overlap swinging to
a wrong–road movement.
18.10.2 Remote Control System Override
Signals behave differently depending on the type of system and the
signal performance required.
Those signals placed to Red by the override are tested by setting the
route from them, allowing the signal to clear. Occupy the berth track
circuit and initiate override; ensure that the signal replaces and that the
route times off correctly.
Those signals placed to Red by the override unless a train is actually
within the approach locking area are tested by setting the route from
them, allowing the signal to clear. Initiate override and ensure that the
Route cancels. Restore to normal working, reclear the signal and occupy
the berth track circuit and initiate override. Ensure that the signal does
not replace. Pass the train through the track section and ensure that the
signal does not reclear and the route cancels. Repeat this test for each of
the approach tracks.
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Those signals set to work automatically by operation of the override are

tested initially with no route set. Initiate override, ensuring that the routes
have set and the signals have cleared. Check that if the Signal was
disengaged whilst going into override, the signal will clear. Pass trains
within the area, ensuring that the signals work automatically. Ensure that
if one particular route fails to set, the others are not affected in any way.
Come out of override and, for each route, start the next test with the route
set and the signal clear. Ensure that the aspect does not replace when
override is initiated. Ensure also that any signals that were in automatic
working before override implementation have come out of auto working
when the override is cancelled.
When in override, ensure that any Warner class routes set do not step up
to main class routes.
Those signals that can be set by operation of individual control buttons
are tested by initiating override and individually checking the operation of
each button and indication light. (No light indicates route normal, steady
light indicates route called.) Ensure that with one route set, a conflicting
route can be selected and that the indication light flashes to register the
demand. Check that the second route sets when the first route ceases to
conflict.
Ensure that in all modes of override and in normal working, initiating
‘Signals On’ immediately places all controlled signals in the interlocking
to danger.
With SSI and Processor Controlled Interlockings, test the ‘All Signals On’
Control by operating and checking that all signals are replaced to their
most restrictive aspect.
18.11 Aspect Sequence
18.11.1 Aspect Sequence Controls
Test any aspect sequence controls such as route indicator proving alight
in the aspect. These tests are commonly performed during the aspect
sequence test, although referred to on the Control Tables. For full details
of these tests refer to Section C20.
Other Testing, not described here in detail, will also be required in
accordance with the Control Tables.
of System -
Principles Test
19.1 This test is to be made using the tester’s knowledge of signalling
principles, departmental instructions, statutory requirements and
operating requirements. The test will involve using this knowledge to
independently determine the controls required in each function by
reference to the signalmans display system/simulator signalmans display
and the scheme plan(s) after first determining that the display system is
an accurate representation of the scheme plan(s). Care must be taken to
ensure that track circuit clearance points are accurately determined,
checking on–site where doubtful. The link with mechanical interlockings,
adjacent interlockings (including cross boundaries), signal boxes, level
crossings, or auto sections must be incorporated into these tests. Care
must be taken to ensure that assumptions made during simulation are
validated by site testing prior to commissioning. The base document for
the principles test will be the signed scheme plan(s).
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19.2 This test may be carried out at the same time as the control table
test. It will be done by the tester calling out and testing the controls each
function requires without reference to the control tables. These will be
check marked on the control table by another person competent in the
use of these tables who also has an appreciation of testing principles and
has taken no part in the design of those control tables. It is desirable that
the tester has a working knowledge of the system under test.
19.3 Following the formal principles test, the tester must exercise the
interlocking, attempting to simulate the most complex operating
conditions (eg, set as many parallel routes as possible) in order to
determine that there is no interference with adjacent lines.
19.4 Carry out a full test of the mechanical interlocking (ensure that the
effect of the mechanical interlocking is not masked by the presence of
electric lever locks). This test should be made by reference to the signal
box diagram and be independently recorded on the locking tables,
incorporating the requirements of Sections C19.1 and 19.4 (above).
Ensure the effectiveness of front locks, backlocks, bothway locks and
conditional locks. Ensure these operate in accordance with the locking
table and that they are maintained under all conditions. It is particularly
important to check that levers do not become free mid–stroke (conflicting
notches) or under non–valid permutation of release conditions.
Note Draw attention to the presence of any pull–betweens.
19.5 Check for smooth operation of mechanical interlocking (ie, neither
slack nor tight).
19.6 In the case of mechanical interlocking, care must be exercised to
ensure that the interface between mechanical and electrical interlocking
is complete. The principles tester who is responsible for the overall works
at that interlocking must ensure that the mechanical interlocking is
certificated as tested, and must liaise with the tester of the mechanical
interlocking. The mechanical interlocking test must have been completed
before the principles test of the electrical controls is commenced.
of System -
Aspect Sequence Test
20.1 This test will ensure that only the correct aspect and route indication
are displayed to the driver of the train.
20.2 Unless full climbing aspect sequence controls (eg, HR cut into HHR,
HHR cut into DR) are present, the complete aspect sequence must be
simultaneously observed in its entirety. Such a requirement will be
identified in the Testing Plan. For each route of the signal under test (the
entrance signal), the exit signal(s) must be cleared to each attainable
aspect. The entrance and exit signals, together with any intermediate
banner signal(s) must at all times maintain the correct aspect sequence
demanded by signalling principles and practice.
20.3 Aspect controls of the entrance signal should be derived from the
exit signal lighting relays (SSI data preparation is normally written so as
to emulate this situation). If the circuits are designed in any other way it
will be necessary to clear the exit signal to each attainable aspect for all
available routes.
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20.4 Additionally, because of certain slotting (AYR, FHR) arrangements,

if the entrance signal is a junction signal, all exit signals ancillary to the
sequence under test must be cleared for each attainable aspect for all
available routes. This requirement may be relaxed such that the ancillary
exit signals are maintained at their least restrictive aspect for each aspect
sequence test. Such relaxation must be identified in the testing plan.
20.5 When testing an aspect sequence up to an exit signal at Red, the
next signal(s) ahead should be maintained at the least restrictive aspect.
20.6 Surveillance of maintained aspects must be an integral part of the
aspect sequence test.
20.7 Ensure that the lamp out in each aspect (except the top yellow of a
double yellow aspect) of the exit signal replaces the entrance signal to its
most restrictive aspect, or to a yellow aspect if the ‘lamp or controls’
feature exists. (However, in non SSI systems in the case of a flashing
aspect sequence, a failure of the bottom lamp of a flashing double yellow
may not cause the signal in rear to revert to danger.)
20.8 For a double yellow aspect on the entrance signal under test,
control this signal to danger by track circuit occupation, and ensure that
the signal reverts to danger. (This is not necessary for signals controlled
from an SSI interlocking.)
20.9 Ensure correspondence of the operators indications throughout.
20.10 Ensure that any approach release operates correctly and
maintains the signal in the rear at danger.
20.11 Where flashing aspects are employed, the complete sequence
from the signals in advance of the diverging junction back to the green
aspect in rear of the first flashing aspect must be observed in its entirety.
Special attention must be paid to the aspect releasing conditions of the
junction signal.
20.12 In automatic signal sections, the control table/principles test is
usually done at the same time as the aspect sequence test, which must
be augmented by verifying that each track circuit (including each
individual section of a multiple section track circuit) replaces the signal
under test to its most restrictive aspect when occupied. Check (when
provided) that local and signal box replacement switches operate
correctly.
20.13 Ensure that the correct AWS electro–inductor is only energised
when the signal is showing a green aspect and the lamp is proved alight
(in the case of a semaphore signal, showing a correct off), together with
any special controls, and is being controlled by the correct signal under
reversible/parallel line situations.
20.14 With SSI, all the above tests, with the exception of boundaries
with adjacent interlockings via TFMs, can be carried out on the
Workstation Simulation System with the Terminal VDU set in the signal
aspect monitoring mode.
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of System -
Test Trains
It is advisable to finalise testing by the use of test locomotive(s) or train(s)
in order to verify:
Signal sighting: To include focus, alignment, relationship with other
signals and interference from other sources of light. The use of such
a test train for signal sighting is most useful when the test is
conducted during the hours of darkness.
AWS correspondence: To include suppression of inductors applying
to moves in the opposite direction, supplementary inductors used to
warn of signals passed at danger and inductors used for the warning
of permanent speed restrictions.
That on lines operated by multiple unit stock with body mounted AWS
receivers, the AWS is effective on sharp curves.
Track circuit correspondence: To include the maintenance of locking
and indications where the method of indication changes (ie, direct
wire to TDM), or at the boundaries between track circuits which have
different operating characteristics.
The performance of track circuits on rails which have a contaminated
surface, and advising the operator(s) where appropriate.
Aspect displays, with particular reference to approach release points:
To include route indications, particularly those unproved.
Automatic level crossing controls: To include the automatic lowering
and raising of manually operated crossings, where provided.
That all the necessary recoveries of redundant signals and AWS
have been completed.
Train operated Warning Systems operate to defined limits.
22 Post–commissioning
Work
22.1 Checks and Adjustments
The following items should be examined and adjusted prior to, or during,
testing as appropriate, and re–examined and re–adjusted as soon as
possible after the installation has been placed in service:
Voltages of all power supplies to ensure they are within approved
tolerances. Final figures to be entered on the maintenance records.
Settings of all adjustable battery chargers, etc.
Lamp voltages of all signal lamps to ensure they are within approved
tolerances. Final figures to be entered on the maintenance records.
Lighting levels at level crossings controlled with the aid of CCTV.
Check of automatic level crossing timings (in service).
Final sighting of signals.
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22.2 Recoveries
22.2.1 Equipment identified on the signalling scheme plan as being
redundant at the time of the commissioning must be removed or clearly
marked as out–of–use in accordance with the rule book, at the time that
the installation is being brought into service.
22.2.2 Semaphore Signals and Ground Discs: The arm and lamp and
any route indicators must be removed.
22.2.3 Colour Light and Banner Signals: Identification plate and signal
head to be removed wherever practicable, or suitably masked in
accordance with the Rule Book.
22.2.4 Route indicators and elevated position light signals to be similarly
dealt with. Identification plates to be removed.
22.2.5 Ground shunting signals and associated route indicators must be
removed from site. Identification plates to be removed.
22.2.6 Related Notice Boards must be removed.
22.2.7 Permanent magnet AWS inductors and suppressors to be
removed.
22.2.8 Where points are not removed prior to the commissioning of the
new or altered signalling ensure that:
22.2.9 The points have been secured with locked clamps, scotches and
fishplates, or switch securing blocks (where appropriate), by the
operators or the civil engineers.
22.2.10 Mechanical points have their drive rods removed.
22.2.11 Power operated points have their operational feeds removed.
22.2.12 Mechanical facing point locks are secured in the locked position.
22.2.13 Power operated facing point locks are secured in the locked
position; this may need special equipment (eg, clamplock solid rods in
lieu of the drive ram).
22.2.14 Additional facing point locks are provided on trailing points which
become facing points in the alteration.
22.2.15 Where redundant points are to be left in situ for long periods and
are detected until recovered, the arrangements will be shown in the
wiring diagrams, and the point positions will be shown on the signalmans
display. A separate testing plan and wiring diagrams will be required
when the points are subsequently removed.
22.2.16 Any temporary bonding and bonding out of redundant insulated
block joints must be suitably programmed for removal, and accepted as
the responsibility of the Project, Maintenance, or other suitable engineer.
22.2.17 On electrified lines special procedures are required.
22.2.18 All equipment identified as disconnected is to be signed off as
recovered on or accepted as the responsibility of the Project,
Maintenance, or other suitable engineer on that certificate for eventual
removal.
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23 General
23.1 Communication Protocol
23.1.1 Care must always be taken to ensure that instructions and
requests are phrased in a manner that is clearly understood. A system of
acknowledgment/repetition should be used at all times.
23.1.2 The identities of the originator and the receiver of any messages
must be clearly established.
23.1.3 When using radio, call signs may be allocated, and correct
protocol must always be observed in identification and acknowledgment.
23.1.4 In requesting an action to be carried out, a tester must always
ensure that confirmation is received and the action has been done before
noting the result.
23.1.5 Requests for information must always avoid leading the
respondent towards a particular answer (never ask - “is relay XXXX up
?”-, always ask - “what is the state of relay XXXX ?”).
23.1.6 The following can be used as guidelines:
Relays
When observing, Up and Down are acceptable as a statement of
position. In polarised circuits Normal and Reverse are acceptable.
Point
The tester on site must state the geographical location, the number of the
points to be tested, the line upon which the points are standing, and the
direction in which the points are facing. The tester must then state which
point switch blade is closed when facing the points.
Signals
The tester must state the geographical location, the number of the
observed signals, the line adjacent to which the signals are standing, and
the direction in which the signals are facing. Main aspects are to be
stated by colour: Red, Single Yellow, Double Yellow (preceded by
flashing where appropriate) and Green. Where subsidiary aspects are
shown, these should be stated as Red or Red with subsidiary aspect.
Position light shunting signals must be quoted as On or Proceed; the
colour of the On lamp must be stated.
Junction indicators must be quoted as per the Position number identified
in the Rule Book (see below) and Number of Lamps lit. Multi lamp and
stencil route indicators must state the indication displayed. Banner
signals must state Repeating On or Repeating Proceed.
Semaphore stop signals must state Danger and Off, and distant signals
must state Caution and Off. In the case of mechanical disc signals the
colour of the face must be stated.
Note Position light junction indicators are most clearly described as
follows:
Position 1. Top Left 45 degrees.
Position 2. Centre Left 90 degrees.
Position 3. Bottom Left 45 degrees.
Position 4. Top Right 45 degrees.
Position 5. Centre Right 90 degrees.
Position 6. Bottom Right 45 degrees.
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Track
Tester must state the geographical location, the line the tester is standing
upon, and the Circuits identification of the track circuit under test.
The track circuit shall be termed as being Clear or Occupied.
23.2 Testing Straps
The Tester in Charge shall have control of a finite number of testing
straps. These straps shall be uniquely numbered and be distinctively
coloured so as to be easily distinguished from other wiring. A record
must be maintained of these straps and of the distribution to the staff
controlled by the Tester in Charge. This record must be verified at the
start and completion of each turn of duty. The use of personal or
temporary straps, especially extractor tools, is forbidden.
23.3 SSI Test Equipment
Some or all of the following will be required when testing an SSI
installation:
An SSI Design Work Station which incorporates a simulation system
capable of testing the geographical data for any single Central
Interlocking. Two or more of these Workstations may be connected
together to test cross boundary functions.
An on–site simulator, made up of a Technician’s Terminal fitted with a
colour graphic display, trackerball, special memory modules and
adapter cables which are used to convert the third Interlocking MPM
into a simulator MPM. This may also include additional data to
simulate train movements.
A TFM Tester (Go/No Go), normally located at the Control Centre,
which carries out a comprehensive test of all functions of a TFM and
also clears the TFM identity so that it can be installed in any central
interlocking area.
A TFM exerciser which provides facilities to exercise the module
outputs by means of simulated command telegrams, and to monitor
the reply telegrams. This exerciser feeds into the TFM only and
automatically isolates the data links, thus avoiding the possibility of
sending telegrams to other TFMs via the data links.
A Data Link Telegram Monitor which when connected to the data link
test points can be used to display the current state of the telegram
message bits to or from a particular Trackside Functional Module.
A Data Link Telegram Generator which provides facilities to create
simulated command telegrams.
Note: Care should be exercised when using these devices. These
devices must never be connected to commissioned interlockings.
The custody and issue of uniquely numbered SSI Telegram Generators
must be strictly controlled by the Tester in Charge and kept secure when
not in use.
23.4 Temporary Test Wiring
Any wiring used for test purposes must be properly documented and
controlled, it must be of a distinctive colour, secure and ‘treed’ separately
from the permanent wiring. All test wiring must be removed before
bringing any equipment into service.
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Note The use of test lamps or LEDs etc, for circuit testing purposes is
strictly forbidden. Signal lamps or dummy loads may be used to facilitate
the energisation of lamp proving circuits (ECR or TFM).
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23.5 Test Desk Wiring

The Test Desk wiring will be formally recorded on a series of wiring
schedules or diagrams. These records will be comprehensive in detailing
all circuits associated with the test desk and will be prepared by a person
competent to undertake such design. They will receive a completely
independent check, as designated for all design documentation, and will
be certified as correct by signature of the person preparing the design
and the person independently checking the design. The test desk wiring
must be installed in accordance with the Installation Handbook. Where
false feeds are to be applied, these must be fed from a separate fused
supply. In other than completely new installations, the test desk must be
kept locked and disconnected from the power supply when no testing
staff are present. The wiring of the test desk must be verified by
corresponding the function with the controlling device. After removal of
the test desk, a wire count must be carried out on all affected
terminations (see Appendix H).
23.6 Coloured Stage Wiring
For details of acceptable coloured stagework wiring refer to the Signalling
Installation Handbook.
23.7 Test Instruments
23.7.1 The preferred meter for testing purposes is an analogue moving
coil meter.
23.7.2 Digital electronic meters will normally require ballast resistance
loading to ensure that when used on voltage tests, a load current is
drawn.
23.7.3 All meters shall be calibrated.
23.8 Redundant Wiring
In all instances, redundant wiring must be removed from its terminal and
insulated before the testing of relevant circuits commences. Where the
wiring is to be recovered but the scale of the work precludes total
recovery prior to the installation being brought into service, then each
wire must be insulated with its labels in situ; particularly on relay racks,
this labelling may be achieved by the positioning of the wires in the
trunking outlets. This should be localised as much as practicable, but the
details of the temporary arrangement and the subsequent arrangements
for its safe recovery must be recorded in the testing plan. All wiring which
cannot be completely recovered because of wire degradation or risk of
damage to adjacent wires must be cut back as far as possible, clear of all
terminations, and must be permanently insulated.
23.9 Observance of Rules
23.9.1 Before commencing work at any installation the tester must
ascertain what equipment, if any, is in work. When working at any
site/location where there are any working circuits, the tester must:
23.9.2 Inform the signalman (and, where appropriate, Signal Fault
Control) of the presence of all testing staff.
23.9.3 Not interfere with any working circuits without the signalman’s
permission.
23.9.4 When working on or near the track ensure that each Person in
Charge of the Work (PICOW) is fully aware of team’s testing activities so
that adequate lookout protection can be afforded.
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23.9.5 If occupations/possessions are required, ensure that the relevant

disconnections have been made in accordance with the Rule Book.
23.9.6 At a commissioning, the tester must be familiar with the relevant
details in the Commissioning Plan. The full occupation/possession details
will be stated in the Commissioning Plan by line, location and Rule Book
section (ie, E6, E8, T2 or T3). The plan must also state which signals are
to be maintained at danger and the method of disconnection to be used,
together with the person responsible for making the necessary
disconnections and the subsequent reconnections. (Similarly for
disconnections of Points, AWS and other items of signalling equipment.)
23.10 Security of Equipment
Upon completion of testing a check shall be made to ensure the correct
security locks have been fitted to signalling equipment and enclosures,
ensuring that operator access points have correctly fitted locks (eg,
RKB222 or Submaster), and that S&T access points can only be opened
by the required S&T key (eg, RKB221 or Grandmaster).
23.11 Maintenance Records
An accurate set of final records must be available on site at the time the
installation is brought into service. Any site modifications must be
incorporated and the records must be endorsed with a signature and
date; the Maintenance Engineer must be informed.
Final maintenance records incorporating all testing amendments must be
available on site within six weeks of the installation being brought into
service.
These maintenance records are the responsibility of the Project
Engineer.
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Appendix F1 - Track Circuits and Treadles

F1.1 Information
Track Circuit Type Minimum Shunt Desired
Shunt
Ohms Ohms
AC Auto/Res Impedance Bond. 0.3 0.8
DC. All types. 0.5 0.8
Jeaumont / Lucas. 0.5 0.8
Westrak / Relay end fed. 0.5 0.8
Reed. 0.5 0.8
Reed (Impedance Bonds). 0.4 0.8
Aster 1 Watt, Jointless. 0.5
U Type, Jointless. 0.5 0.8
SF Type, Jointless. 0.5 0.8
TI21 Type, Jointless. 0.5 0.8
(0.3 with impedance bond)
Silec Mechanical Arm Top to Arm to Time to Return

Treadles Rail Top Running Edge to Normal
Cautor Type 59 11(+1) mm 10(+2) mm 6 to 8 secs

Cautor Type 69 16(+1) mm 10(+2) mm 6 to 8 secs
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TI21 Track Circuit Receiver Gain Connections - Length in Metres
Gain Length Length Input 1 Strap 1 Strap 2 Strap 3

Step High Low to to
Power Power
1 1H 1L
2 3L 1l 1H to 3H
3 200-240 3H 3L
4 240-300 50-90 1H 3L 1L to 3H
5 300-360 90-110 3L 9L 1H to 9H 1L to 3H
6 360-415 110-140 3L 9L 3H to 9H
7 415-475 140-170 3L 9L 1H to 3H 1L to 9H
8 475-535 70-200 1L 9L 1H to 9H
9 535-595 200-230 9H 9L
10 595-655 230-250 1H 9L 1L to 9H
11 655-710 3H 9L 1L to 3L 1H to 9H
12 710-770 3H 9L 3L to 9H
13 770-1100 1H 9L 1L to 3H 3L to 9H
Notes:
Input 2 is always taken to the bottom terminal of the 1 ohm resistor.
Strap 1 is connected from the top terminal of the 1 ohm resistor to the
terminal indicated in the table.
No entry in a strap column indicates that the strap is not required for that
gain setting.
The above table is for the initial setting of the receiver in non–electrified
areas.
Where impedance bonds are installed, the setting should be one gain
step higher than indicated in the table.
When a centre fed transmitter is used, the distances in the table refer to
that for each half of the track circuit (ie, from the transmitter to a receiver).
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U/SF Type Track Circuit Receiver Gain Connections - Length in Metres
Length REC 1 REC 2 Strap Length REC 1 REC 2 Strap

to to to to
50 A B 800 D H EG
C D A H BD,EG
A D BC C H EG
A H BC,EG
100 D E 900 E H CF
A E BD E H AF,BD
C E E H DF
A E BC D H AF,BC
200 E G CF 1000 D H CF
E G AF,BD B H AF
E G DF F H
D G AF,BC A H BF
C H DF
300 D G CF A H BC,DF
B G AF D H EF
F G A H BD,EF
A G BF C H EF
A H BC,EF
400 C G DF
A G BC,DF
D G EF
A G BD,EF
500 C G EF
A G BC,EF
E H CG
E H AG,BD
600 E H DG
D H AG,BC
D H CG
B H AG
700 G H
A H BG
C H DG
A H BC,DG
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F1.2 Intermixing of Audio Frequency Jointless

Track Circuits (TI21/U/SF15/Z)
Transmitter on the low power setting shall be a minimum of 50 metres
from a receiver of the same frequency (ie minimum length of TC is 50
metres).
Transmitter on the normal power setting shall be a minimum of 200
metres from a receiver of the same frequency (ie minimum length of TC
is 200m).
Track circuit arrangements of the following frequencies are prohibited:
• Equipment in the same location case.
• Parallel track circuits.
• Track circuits abutting at an insulated rail joint.
• Tail cables in the same cable route.
PROHIBITED INTERMIXING
U TYPE / SF15 TI21 Z TYPE
1700 Hz Freq A
2300 Hz Freq B
2000 Hz Freq C
2600 Hz Freq D 2580 Hz
F1.3 Use of Audio Frequency Track Circuits with

Axle Counters (TI21/U/SF15/Z/REED)
A 5kHz axle counter detector (ie, One on each rail) should be a minimum
of 200m from a U Type / SF15 1700 Hz transmitter.
A 5kHz axle counter detector should be a minimum of 100m from a Z
Type 1580 Hz or 1850 Hz transmitter.
Any axle counter detector should be a minimum of 5m from any audio
frequency track circuit tuned zone.
Any axle counter detector should be a minimum of 15m from any audio
frequency track circuit end termination.
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F1.4 Interfacing of Audio Frequency Track Circuits

(TI21/U/SF15/Z)
All such interfaces must have an Insulated Rail Joint in both rails.
Non preferred arrangements must not be perpetuated in new work, but
may be encountered when interfacing with existing track circuiting
arrangements.
ADJOINING TRACK CIRCUITS
Track Circuit WR Quick WR Quick DC Jointed AC Jointed Non Track

Rel Feed Rel Relay F or R F or R Circuited
U / SF15 TX Non Prefer Prohibited Non Prefer Non Prefer Non Prefer
U / SF15 RX Permitted Prohibited Permitted Permitted Permitted
TI21 TX Permitted Prohibited Permitted Permitted Permitted
TI21 RX Permitted Prohibited Permitted Permitted Permitted
AC F or R Permitted Prohibited Permitted Permitted Permitted
Z Type Tx Permitted Prohibited Permitted Permitted Permitted
Reed TX Permitted Prohibited Permitted Permitted Permitted
Reed Rx Permitted Prohibited Permitted Permitted Permitted
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Appendix F2 - Signals and Automatic

Warning System
F2.1 Tables
Signal Beam Alignment
Height of most restrictive Aligned to rail level at

aspect above Rail Level distance in Rear of Signal
3 metres 185 metres
Signal Lamp Voltages
Lamp Application Nominal Minimum Maximum

Type Voltage Voltage Voltage
SL35 Multi Aspect Signal 12 10.5 10.9
SL35 Junction Indicator 12 10.5 10.9
SL34 Searchlight Signal 12 11.3 11.7
Other 6 5.7 6.0
Note: Quartz halogen lamps shall always be run at their rated voltage.
Automatic Warning System Electro Inductors
Inductor Coils Nominal Minimum Maximum Current

Type Connected Voltage Voltage Voltage Amps
Yellow Parallel 12 10.8 0.85
Series 24 21.6 24 0.45
Yellow 24 22.8 25.8 0.8

Suppressor
Green Mk1 12 4.6

Extra Strength Parallel 24 2.3
Series 48 1.15
Green Mk2 60 51 60 1.5

Extra Strength
Green Mk2 110 93.5 121 2

Extra Strength
Suppressor
Parallel Operation (+ve to 4) (-ve to 1) (strap 2 to 3)

Series Operation (+ve to 4) (-ve to 1) (strap 1 to 2) (strap 3 to 4)
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Appendix F3 - Points
F3.1 Tables
Point Switch Opening
Type of Point Layout Normal Minimum Maximum
Turnout 108mm 102mm 120mm

Switch Diamond 85mm
Facing Point Lock–obstruction
Type of Point Operation Allows Lock Prevents Loc

All 1.5mm 3.5mm
Point Detection–obstruction
Type of Point Operation Allows Detection Prevents Detection
Mechanical 3.5mm 5mm

Point Machine 3.5mm 5mm
Clamplock 2.5mm 4mm
Supplementary Detector 6mm 8mm
Clutch Slip Current
Type of Point Machine Acceptable Slip Current

GEC HW1000 / HW2000 Normal + 25% to 50%
WBS Style 63 Maximum 15 Amps
ML Style Jea 50 Normal + 25%
GRS Style 5A
WBS Style M3 / M3A
SGE Style HB 8 to 10 Amps
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Appendix F4 - Cable Core Resistance

F4.1 Information
Minimum Values of Insulation Resistance
New lineside cables 50 Megohms
New tail cables 30 Megohms
Existing lineside cables 1 Megohm
Existing tail cable 2 Megohms
Table of Conductor Resistance for Metric Signalling Cables
Conductor Single Core

Strands Diameter Resistance
mm Ohms/Km
1 0.85 30.70
9 0.40 30.20
1 1.13 17.90
16 0.30 17.00
1 1.53 9.760
50 0.25 8.210
7 0.67 7.410
1 1.78 7.210
7 0.85 4.600
7 1.04 3.050
7 1.35 1.810
7 1.70 1.140
7 2.14 0.719
19 1.53 0.519
19 1.78 0.383
19 2.14 0.270
19 2.52 0.191
37 2.03 0.151
37 2.25 0.123
Table of Conductor Resistance for Metric Telecomm Type Cables Commonly Used for
Signalling Purposes

mm Ohms/Km
1 0.60 55.00
1 0.90 27.50
1 1.27 13.75
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Table of Conductor Resistance for Imperial Signalling Cables

ins Ohms/Km
9 0.12 28
1 0.036 26.7
1 0.044 18
16 0.12 15.8
3 0.029 13.5
3 0.36 8.77
1 0.064 8.5
7 0.029 5.9
110 0.0076 5.8
7 0.036 3.8
7 0.044 2.56
7 0.052 1.83
7 0.064 1.21
19 0.044 0.926
19 0.052 0.68
19 0.064 0.45
19 0.083 0.26
37 0.072 0.18
37 0.083 0.14
37 0.103 0.087
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Appendix F5 - Apparatus Operating Currents

and Voltages
F5.1 Information
The figures given in these tables are for the equipment loading at 110
volts AC (corrected to 0.9 power factor), and include the transformers
where appropriate. Having summed the VA total at 110 volts for a
location, 10% should be added for 650/110 transformer losses.
Signals Route Indicators

Multi–aspect 40 Junction 160
Top yellow aspect 30 Theatre greater than 300
Searchlight 50 Stencil 40
Ground position light 70
Subsidiary 70
Banner 55
Signal motor 70
Points Hot Axlebox Detector

Relays 30 Detector 250
Rectifier per end 1000 System 1300
Battery 850
Track Circuit Automatic Warning System
DC Feed and Relay 7 Relays 5

U Type Transmitter 50 Inductor 50
U Type Receiver 20 Suppressor 80
Quick Release 20-40
Miscellaneous Level Crossings
Relay 3.5 AHB Machine 1100

Indication bulb 1.2 MB Machine 1100
Location Heater 25 CCTV System 1000
Point Heater 25
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Shelf Type Resistance Current Use

Timing Relays Ohms mA
4F/B or 2F/B 2F 2 PU-100, DA-60 Track
4F/B or 2F/B 2F 250 PU-10, DA-6 Line
6F/B or 4F/B 2F 250 PU-10, DA-6 Line
4F/B or 2F/B 2F 1000 PU-5, DA-3 Control/Line
6F/B or 4F/B 2F 1000 PU-5, DA-3 Control/Line
1B 150 10 Lamp Proving
Post Office Type Resistance Current Use

Neutral Relays Ohms mA
1F 0.3 PU-750, DA-400 (PO)R

1F, 1B 0.3 PU-750, DA-400 G(M)ECR
1F, 1B 250 ZR
1F 1000 R(LS)
1F 10 50 Block Bell
1F 50 50 Block Bell
Panel/Shelf Type Resistance Current Use

Polar Relays Ohms mA
1ND/R 400 10 Block Control
1ND/R 250 6 Block Control
1 N/R 250 6 Signal Repeat
1ND/R 50 22 Interlink
1ND/R 50/1K 25/6 Interlink
1F 100 100 Key Token
2F 400 10 SL STG
Shelf Type Neutral Resistance Current Use

Polar Relays Ohms mA
4N/R - 4F/B - 2F 1000 Point Detection
4N/R - 4F/B - 2F 250 Point Operation
Shelf Type Resistance Current Use

Timing Relays Ohms mA
2F/B, 1F 300 when timing. Time Release
1F, 1B Thermal Approach Lock
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Electric Lever Resistance Current Type

Locks Ohms mA
N/P Vertical 42 220
STO 10 1000 WB&S Co.
Horizontal 20 340
Vertical 20 300
Block Bells Resistance Current

Type
Ohms mA
Locally Operated 10 500
Line Operated 50 50
Ground Frame Resistance Current Type

Ohms mA
Release Instrument 100 100 Key Release
Electric Key Resistance Current Type

Token Ohms mA
Commutator Lock 10 600
Automatic Warning Resistance Current Type

System Inductor Ohms mA
Yellow Parallel 8 850 12 V Operation
Yellow Series 32 (2 * 16) 450 24 V Operation
Yellow Suppressor 800 24 V Operation
Green Mk1 Parallel 4600 12 V Operation
Green Mk1 Parallel 2300 24 V Operation
Green Mk1 Series 1150 48 V Operation
Green Mk2 1500 60 V Operation
Green Suppressor 2000 110 V Operation
Note: Green AWS Inductors are for use in areas electrified at 750 V
DC.
Yellow AWS Inductors are for use in areas electrified at 25 kV AC.
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Needle Type Resistance Current Use

Indicators Ohms mA
Coil P 50 8.0 As Below
Coil Q 200 3.5
Coil R 1000 2.0
Coil S 4000 2.0
Application Indication
Dial A (3 Pos) Stop Signal Arm On–Failed–Off

Dial B (3 Pos) Distant Signal Arm On–Failed–Off
Dial C (3 Pos) Distant Signal Slot Arm and Slot On–Failed–Slot Off
Dial D (3 Pos) Stop Signal Slot Arm and Slot On–Failed–Slot Off
Dial E (3 Pos) Points Normal–Out of Correspondence–Reverse
Dial F (2 Pos) Lock Free–Locked
Dial G (2 Pos) Light Alight–Out
Dial H (2 Pos) Track Circuit Clear–Occupied
Dial Z As specified
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Appendix G - Permutation Chart for Point

Correspondence Tests
This Appendix shows the Permutation Chart for Point Correspondence
Tests, which is applicable to the Signalling Works Testing Handbook.
EXAMPLE FOR A DOUBLE-ENDED SET OF POINTS WITH NORMAL
Result " Lie of SB NKR RKR
Step
Action A End B End Indic Volt Volt
1 Operate SB control R to N RHSC RHSC N 50 0
2 A End to Manual / / / / /
3 Operate SB control N to R RHSC LHSC OOC 0 0
4 Manually operate A End to R LHSC LHSC R 0 50
5 Operate SB control R to N LHSC RHSC OOC 0 0
6 Manually operate A End to N RHSC RHSC N 50 0
7 A End to Power / / / / /
8 B End to Manual / / / / /
9 Operate SB control N to R LHSC RHSC OOC 0 0
10 Manually operate B End to R LHSC RHSC R 0 50
11 Operate SB control N to R RHSC LHSC OOC 0 0
12 Manually operate B End to N RHSC RHSC N 50 0
13 B End to Power / / / / /
14 Operate SB control N to R LHSC LHSC R 0 50
15 Isolate all ends N, control N to R RHSC RHSC OOC 0 0
16 Isolate all ends R, control R to N LHSC LHSC OOC 0 0
The above checklist should be developed for multi-ended

Supplementary detectors should be treated as an additional end
(isolation may require mechanical disconnection).
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Appendix H - Code of Practice for the Design,

Manufacture, Installation and Use of Test
Rigs
H1.1 Design of Rig Circuitry
a) A list of functions required for testing to be outlined in the Testing
Plan. This would give an indication of the likely size and content of the
rig.
b) The final test rig arrangement to be agreed between the Tester in
Charge and the Design Engineer and if possible the allocated principles
tester(s) to confirm adequacy. This will determine functions to be
switched across links,those to be false fed, turnback circuits and any
other test wiring necessary. The arrangements will depend on the
functions required, whether new or altered circuitry, size and type of test
desks (ie, straight forward I/P and O/P conditions), or if N/C/R contacts or
FM/T contacts required. Also if false feed conditions to be altered to
across links over commissioning.
c) The test rig circuitry will then be designed, independently, checked
and issued as stated in the Signalling Design Handbook.
H1.2 Manufacture of Test Desks
a) There should be an aim for a standard design for application
throughout the Railway. Desks to be constructed of 20, 50, 100
switches.
b) Desks to be capable of false feed operation or circuit disconnection
mode.
c) Special requirements (eg, to simulate point switches and signal
buttons to be catered for).
d) Switches to be chosen for robustness and reliability.
e) Internal wiring of desks to be more substantial than current use of
telecomms wire say 16/0.20mm
f) All desks to be capable of being closed and locked mechanically.
g) Desks to be designed to allow cable terminations onto plug couplers
at desk end and linked IDF at other end.
h) Standard internal wiring to be held by all Design Offices and Service
Centres
H1.3 Installation of Test Rigs/Wiring
a) All wiring from linked IDF at end of test desk cables, to be in coloured
9/0.30mm and installed as per Sections C23.4 and 23.5. and the
Signalling Installation Handbook * (suggest violet).
b) Wiring to be installed by Installation Staff to the Signalling Design
Handbook.
c) Test wiring onto existing circuitry to be cut in with correct
possession/occupation and disconnections to Section C5.4 and
independently tested.
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H1.4 Use of Test Rigs

a) The installation of test wiring to be independently tested to issued
design as per SWTH.
b) Operation of test desk to be by a Tester qualified to Module 5 or
higher.
c) Modifications to test wiring to be treated in the same manner as
modifications to working circuitry, being independently designed, installed
and tested.
d) Where Test Straps are used as part of the test wiring they must be
fully documented with unique numbering and included in the Test Plan.
e) Ensure that all test wiring, including straps, is removed before
commissioning. Final wire counts to be conducted on any circuitry that
had been affected.
f) A log book should be retained with each test desk. This should
record the wiring of the desk, places used and maintenance record of
that desk.
H1.5 Maintenance of Test Desks
a) Test Desks to be stored in clean dust–free areas.
b) A thorough inspection, including cleaning of test desks to be carried
out periodically by competent staff, including megger testing of switch
contacts.
c) Test desk cables between couplers and IDF blocks to be meggered
prior to use on each scheme.
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Part D - Testing of SSI and IECC

WARNING
All electronic equipment (including IECC and SSI) contains
semiconductor components and can, therefore, be easily damaged
by wrong connections, high voltages or mishandling.
Procedures to limit the possibility of damage to equipment from
electrostatic discharge shall be followed.
Before modules are plugged in, it is essential that all connections
and power supply voltages are tested and verified as correct.
It is also essential to ensure that no high voltages are applied
during testing (eg, meggering).
False feeds shall not be applied to trackside functional module
inputs or outputs.
1 Introduction
In both Integrated Electronic Control Centre (IECC) and Solid State
Interlocking (SSI) the software consists of two parts:
• The tested program.
• The data that describes the layout and operation of an area of the
signalling system to the program.
Together these will be described here as the “scheme application
software”. This standard assumes that the program code has been fully
tested and accepted. Therefore, it concentrates on testing the data and
then the subsequent combination of the program and data into scheme
application software for a specific scheme or stage of a scheme.
Modern systems such as SSI and IECC can perform the functions
previously undertaken by electromechanical means, thus replacing many
relays used within an interlocking function or Signalman’s panel with
regard to the control and display of signalling items. IECC also provides
other functional elements (eg, automatic route setting, communications
with adjacent signalboxes and systems, and various self–monitoring
activities).
The functions performed by these systems are controlled through the use
of data specific to a given site, whereas the program, with minor
exceptions, is general to all sites. These systems have been specifically
designed so that testing can be carried out using specialist techniques
off–site at premises where specialist testing facilities are available.
Within SSI, the program and data are held in independent memory
devices (EPROMs) and each can be independently modified with the
alterations monitored through the generation of difference lists.
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Within IECC, the program and data in some of the individual subsystems
are not held in independent memory devices; any EPROM could contain
elements of both program and data. Amending data or program can alter
the physical storage locations of both within the EPROMs and, therefore,
meaningful difference lists cannot be generated directly. However, such
lists can be generated separately for all program elements under the
Source Code Control System (SCCS). With regard to data, utilities may
be written to allow difference lists to be generated for some individual
data areas. For these areas, only limited re–testing may be possible
after amendments have been made and the validity of the difference lists
established.
Occasionally, amendments to program and data within the Signalling
Display System (SDS) may induce anomalies in the IECC displays which
can cause confusion and be misleading to a signalman. Discrepancies
such as these can be minimized by following the testing procedures in
this standard.
2 Methodology
The Project Engineer and Tester in Charge of a project shall produce,
document and implement (in accordance with Part B of this Handbook)
an agreed testing strategy and testing plan that:
Includes all the provisions of this standard as well as its reference
documents.
Ensures all parts of the system shall be tested as fully as possible
prior to being delivered to site.
Makes maximum use of facilities for testing off–site (eg, on the SSI
Design Work Station (DWS) and replicas of the installed IECC
system).
Makes clear which tests shall be done off–site and which tests shall
be done on–site.
Makes adequate allowance for the time taken to test and rectify
problems in these complex systems prior to delivery to site.
Ensures that testing done at each stage of production and installation
(including any corrective action and re–testing) are fully documented.
Ensures IECC program and data shall be fully tested using the
methods described in Reference A and B, and all errors corrected
and successfully re–tested before the EPROMs are installed on site.
The practice of issuing stage versions of IECC data which allow “greying
out” of areas yet to be commissioned is undesirable and shall be avoided
where possible. The tests carried out off–site shall check the quality of
the data, the scheme application software and the board configuration.
For IECC, guidance on testing is given in the IECC Project Handbooks
(see References in this Part of the Handbook). Additional guidance is
given in this standard with respect to testing IECC after part of the system
has been changed. Whilst quality testing processes, such as Factory
Acceptance System Testing (FAST) file testing of IECC, are time
consuming, more significant delays to the project will occur if testing is
not carried out thoroughly and has to be repeated for subsequent
changes due to problems found on site.
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Changes or upgrades of any EPROMs (particularly in IECC) shall only be

carried out as a properly constituted project where a testing strategy and
testing plan has been developed and agreed with full knowledge of all
changes being made (including those carried out by automatic upgrading
of the IECC programs in the program build process). Where necessary,
the advice of an expert, such as the custodians of the design of SSI and
IECC, shall be sought to ascertain the extent of testing required. Where
decisions have been made to apply a limited testing strategy with respect
to testing minor changes to otherwise fully tested scheme application
software, the reasons for this and the testing strategy shall be fully
documented.
If problems during testing occur that require replacement of EPROMs,
these problems can only be rectified on–site by substituting EPROMs
that have been adequately tested. The scheme is to be returned to a
known safe configuration (eg, operating with the previous set of EPROMs
which did not exhibit the problem) until the problems have been solved
and the solution agreed and tested, within the framework of a
documented testing strategy, and to the satisfaction of the Tester in
Charge.
3 SSI Workstation
Test
As the name suggests, this series of tests shall normally to be carried out
off–site on an SSI Design Workstation. These tests may alternatively be
carried out on a standard SSI cubicle with the third interlocking in
simulation mode. No testing of SSI using IECC shall take place until the
Tester in Charge is satisfied that the IECC Signalmans Display System
(SDS) is working correctly.
3.1 Preparation
The tester shall be in possession of the relevant Central Interlocking
Status Record(s) (ClSR) with the progress record signed to confirm that
the data is ready for testing, before commencing the Workstation Testing
of the interlocking. A new CISR and difference list to a new sub version
number shall be provided for any revised data that is issued during the
testing process, however the modification was instigated. Similarly, with
alterations to a working installation, the revised geographic data shall be
produced to an updated version number and issued with a new CISR and
difference list. The difference list may be used to assess the extent of
retesting required.
Throughout all tests the terminal VDU and the cartridge tape recorder
shall be kept operational to ensure that the operator is made aware of
equipment faults, data timing problems, and to allow any unusual
incidents to be analysed. It is not necessary to keep the tapes as a
permanent record.
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3.2 Tests
Exercise all controls and indications. These tests shall be confirmed on
the Technician’s Terminal, where applicable.
Exercise each allocated input and output telegram bit in turn on the
internal and trackside data links and verify:
Correspondence between the Schedule of Telegram Data and the
telegram contents displayed.
That the correct indication is displayed on the Trackside VDU.
That, where appropriate, the correct indication is displayed on the
panel VDU, SDS or Trackside Display System (TDS).
Where an internal dataIink telegram is used to transfer request codes for
route locking across interlocking boundaries, check that all the correct
requests and acknowledgement codes are passed between the
interlocking under test and the simulator which represents the other
interlockings in the Control Centre.
Carry out the control tables/principle tests as described in this standard.
Additionally testing any track circuit bobbing protection that may be
provided.
For linking with adjacent interlockings via a Trackside Functional Module
or via the internal data link, the controls in any outgoing message shall be
exercised and verified by observing the output displayed on the
Trackside VDU. Incoming controls shall be operated from the Trackside
VDU and their effect on the interlocking under test verified. The actual
individual controls which make up the incoming message shall be verified
either by on–site testing, or when the geographic data for the adjacent
interlocking is tested.
Apply each of the following technician’s controls in turn and verify its
correct response:
Track Circuit Occupied: One for each track circuit. When applied, it
occupies the track circuit or holds it occupied.
Points Disabled: Two per set of points (namely, ‘points disabled at
normal’ and ‘points disabled at reverse’). When the normal control is
applied, the points cannot be moved from the normal to reverse
position. When the reverse control is applied the points cannot be
moved from the reverse to normal position. Routes can be set over
disabled points if the point control is in the correct position or is free
to move to that position.
Route Prohibit: One per signal route or ground frame release. When
applied, the route or ground frame release cannot be set.
Aspect Disconnected: One per signal. When applied, the signal is
held at its most restrictive aspect.
Interlocking Disabled: One per interlocking. When applied, all signals
are commanded to their most restrictive aspect.
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Verify that the correct response is displayed for each fault capable of
being recorded on the Technician’s Terminal, ie:
Signal lamp failure for each aspect.
Signal lamp first filament failure for each aspect.
Route indicator lamp failure.
Banner or Searchlight Signal out of correspondence.
Point detection failure normal or reverse.
Points Fail to respond to interlocking call.
Point Contactor fault.
Special miscellaneous faults (eg, earth leakage detectors, insulated
track circuit interrupters).
Loss of reply telegrams from each individual TFM.
Simultaneous loss of reply telegrams from all TFMs in each location.
Simultaneous loss of reply telegrams from groups of TFMs to
simulate possible breaks in data links and power supply failures.
Where diverse routing of data links is provided, this test shall be
carried out separately for the A & B data links.
Simultaneous outward data link faults on groups of TFMs to simulate
repeater faults. Where diverse routing of data links is provided the
tests shall be carried out separately for the A & B data links.
When using a Design Workstation to test, and the tests are complete, the
geographic data stored on the design workstation shall be verified
against the floppy disc back–ups to ensure that no corruption has taken
place during the tests. It is recommended that verification be carried out
whenever the data is reloaded into the simulation system, so as to
minimise the re–testing required should data corruption be subsequently
detected.
Any outstanding testing (ie, cross boundary) shall be suitably identified
for further testing on site.
When all of the above has been satisfactorily completed and the
necessary updating and signing of test certificates and the CISR has
taken place, the CISR shall be returned to the designer as his authority to
produce the EPROMs.
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4 SSI TFM
Equipment Tests
Before Trackside Functional Modules (TFMs) are installed or transferred
to a different central interlocking, they shall be checked on the TFM
Go/NoGo tester. This carries out a comprehensive test of all functions of
a TFM and also erases the TFM identity.
If a TFM appears to have an output or input interface failure, or it is found
to have ‘gone to sleep’, then first power it down and up again and ensure
it is receiving the correct data. If the fault recurs, then the TFM shall be
removed for repair. Always record these events in the testing occurrence
book. Always fill in the SSI failure report form for EVERY module failure
and add relevant comments in the remarks space, since this may provide
valuable information to help identify the fault.
SSI modules shall be powered down before connecting or disconnecting
plug couplers.
4.1 Exercise Test
This test may be combined with the through test. If using a TFM
exerciser or datalink generator, ensure that the location under test is
completely isolated from both A and B datalinks.
Ensure SSI module seals are intact on TFMs, Data Link Modules (DLMs)
and Long Distance Terminal (LDTs).
Connect the TFM exerciser to each TFM in turn and exercise each
working telegram bit. By connecting a voltmeter across the end function,
or across the terminals of an outgoing part circuit, verify that the correct
output is obtained in accordance with the schedule of telegram data.
When a TFM exerciser is not available, then testing shall be carried out
using a Data Link Telegram Generator and a Data Link Telegram
Interrogator. A Data Link Telegram Generator provides facilities to
simulate command telegrams from the Interlocking. This arrangement
performs the same functions as a TFM exerciser but does not
automatically isolate the test instrument and the TFM under test from the
datalinks.
Connect the TFM exerciser to each TFM in turn and exercise each
working input and verify correspondence with the schedule of telegram
data. Each input shall be simulated by operating the relevant relays etc.,
and each contact shall be broken and strapped, thus proving to the wiring
diagrams. If the external equipment cannot be connected, then these
may be replaced by dummy loads to assist in testing, by using point or
signal dummy loads, strapping where appropriate (eg, TPR or filament
failure circuitry), or simulating current proving circuits by resistive loads.
For Signal Modules verify that the red retaining outputs are directed to
the most restrictive aspect(s) when no data link signal is supplied to the
module.
For Point Modules check that the timed motor feed cut off operates
correctly when the relevant detection input is withheld. The motor supply
shall be re–activated if the detection input is broken once having been
made.
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There are situations where relay contacts are present (for example, the
back proving of point contactors) between the module output and the end
function. If the contacts are broken with the output on load, the security
fuse may blow. The contacts shall be tested by substituting a voltmeter
for the end function and then operating the relay to break the contacts
and strapping them.
For point modules it should be noted that when one valve output is
energised, a voltage also appears on the other output. The valve outputs
shall, therefore, be loaded, and for an open circuit (ie, not connected to a
point machine) an 820 ohm, 25 watt resistor shall be connected across
the outgoing terminals for each valve feed which reduces the non–
energised output to not more than 30 volts. It should also be noted that
due to a pair of small de–coupling capacitors acting as a voltage doubling
circuit the point motor output can be over 300 volts on no load but should
produce the correct voltage at 120 to 140 volts when loaded.
5 SSI Data Link
Transmission
Systems
Set up and test the data link transmission system as soon as possible,
particularly where data link repeaters or diverse routes are involved, or
where LDTs (Long Distance Terminals) and PCM are involved.
The data link should be tested using a Data Link Telegram Monitor and
an Oscilloscope. The oscilloscope should be earth free and must not
require a 240 volt supply. A storage oscilloscope is recommended. The
trigger for the oscilloscope is to be provided by a dedicated output from
the Data Link Telegram Monitor. The oscilloscope is used to measure
the signal across the pairs of each data link in turn. Measurements
should be taken at all ends of all link sections and on both sides of any
repeaters.
The oscilloscope should be set to permit a comfortable viewing of signals
between half a volt and six volts peak to peak. A timebase of 5ms will
capture a single message, while 10ms will generally capture an outward
message and a reply, 50ms will capture two to four pairs of messages
and 750ms will normally capture a complete set of 64. Reply messages
will have different amplitudes from each other, and from outward
messages.
The oscilloscope should be used to check the following:
No message has an amplitude of greater than 6 volts.
No message from the Central Interlocking has an amplitude of less
than 1 volt.
No message from a TFM, which has to pass the measuring point to
reach the Central Interlocking, has an amplitude of less than 1 volt.
All messages are the same length.
The amplitude does not vary within any message.
There are no sudden spikes within or without messages.
Any discrepancy should be reported to the Systems Engineer for further
investigation.
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6 SSI Central
Interlocking Site Test
The purpose of on–site testing is to verify that the system functions
correctly. If during Workstation Simulation Testing of the geographical
data, all the interlocking and controls performed by each interlocking
have been functionally tested, then there is no need to repeat this on–
site.
6.1 Preparation
The tester shall ensure that a valid CISR and Installed SSI Software
Record (ISSR) were supplied with the sealed Memory Modules before
fitting them into the Central Interlocking Modules. Any subsequent
updated data shall be issued in sealed Memory Modules to a new version
number with a new CISR and ISSR.
Central Interlocking Multiple Processor Modules (MPMs) shall be
disabled by the technician’s terminal before powering down.
SSI modules shall be powered down before connecting or disconnecting
plug couplers.
6.2 Cubicle Tests
For each SSI cubicle and Technician’s Terminal, carry out a full
inspection, continuity test and wire count to the applicable diagrams
unless the equipment is accompanied by a manufacturer’s test
certificate recording that these inspections have already been
performed.
Test all interconnecting cables.
Check that all module seals are intact.
For each Central Interlocking verify that the information on the labels
of all Memory Modules (including spares) is correct to the CISR.
For each Central Interlocking verify that the hard wired identity and
version numbers correspond with those shown on the ISSR.
For each Central Interlocking which contains Long Distance
Terminals verify that the Control Centre identity number and
interlocking/trackside looping is correct.
Check that the modification state of all SSI Modules is as specified on
the ISSR.
Check the data link system and ensure that all line termination
resistors have been connected, all links and fuses are in place and
intact and that the red power lamp is illuminated on all Data Link
Modules. If long line links are being used then check that the Power,
System, PCM TX Clock, PCM RX Clock and PCM RX Line
indications are illuminated. The latter three indications indicate that
the Long Distance Terminal is connected to a functioning telecomms
interface. Other more extensive tests to the data links are described
else where in this standard.
The Technician’s Terminal configuration and clock shall be set up.
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The trackside data links shall be unplugged from each Central

Interlocking and replaced by temporary 47 ohm line loading resistors.
Alternatively, if long line links are being used then unplug the
connector from the Central Interlocking to the telecommunications
interface. Power up each Central Interlocking and ensure that all the
relevant lights on all the modules (except LDTs) are illuminated and
that the panel indications display their expected state when no
telegrams are being received from the trackside (ie, track circuits
occupied, points out of correspondence, signal out etc.).
Use the Technician’s Terminal to start each Central Interlocking, and
check that the ‘Normal Working Delayed’ is extinguished. Then
disable and enable each of the three Interlockings in turn checking
that the system lights on the remaining modules remain illuminated.
Check that the panel indications and controls continue to function
normally with components in each of the duplicated panel
processors/panel multiplex channels disconnected in turn. Turn off
both PPMs and check the correct operation of the panel indications
and the associated ‘indications failure alarm’.
Disconnect the Technician’s Terminal from each Central Interlocking
in turn and check that a non–critical alarm is generated.
Check that the train describer is receiving information from both
PPMs in each Central Interlocking and carry out sample tests to
ensure that this information is being correctly interpreted.
Check the facility for remote access to the Technician’s Terminal via
a modem.
A logging tape recorded on the Technician’s Terminal shall be
removed for analysis to check that the cartridge tape recorder is
working correctly and that the tape analysis geographic data discs
correctly decode telegram changes and panel requests into signalling
equipment names. The analysis shall be carried out using the IBM
PC and cartridge recorder in the control centre, where one is
provided for this purpose.
During testing, note and report any odd or erratic system behaviour,
as it could be very important. Remove the Technician’s Terminal
tapes for investigation if any oddities or serious failures occur. Make
sure that the new tapes are not write protected.
Always fill in the SSI failure report form for EVERY module failure and
add relevant comments in the remarks space, since this may provide
valuable information to help identify the fault.
Disable and switch off the bottom interlocking MPM in each Central
Interlocking cubicle, and convert them to Simulator MPMs by fitting
them with adapter cables and Simulator Memory Modules containing
the correct geographic data; these shall simulate reply telegrams on
the trackside data links. Switch on the Simulator MPMs and use the
Technician’s Terminal to enable the simulated reply telegrams; check
that the panel indications now display track circuits clear, points
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detected normal, and signal lamps alight. When in simulation mode

TFMs shall be either powered down or disconnected.
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Ensure that the Technician’s Terminal is connected to its trackside

VDU and trackerball, and load the trackside VDU geographic data
from cartridge tape. Replace data tape with blank logging tape and
keep the cartridge tape recorder operational throughout all
subsequent tests. Make sure that the new tapes are not write
protected.
Carry out the operational panel tests as detailed in Part C Section
10.3.
If any interlocking or control functions that cross the boundary
between two interlockings in the control centre were not tested on the
Workstation Simulator they shall now be proved. Similarly
interlocking or control functions that cross the boundary between SSI
and adjacent interlockings via TFMs shall be tested.
A selection of the controls passed between each pair of Central
Interlockings shall be tested with each internal data link disabled in
turn to prove that this has no effect on normal operation.
6.3 Through Testing to External Functions
Ensure that all Trackside Functional Modules (TFMs) are disabled by

the removal of their power supply fuses, and then connect the Central
Interlockings to their trackside data links or to their long line links, as
appropriate.
Carry out a through functional test for all TFM outputs and inputs
from the Control/Indication system to the trackside function, checking
the data link telegram contents on the Technician’s Terminal at the
Interlocking. Where it is not possible to connect the external function
until commissioning, then the through test should be carried out up to
the apparatus case external cable links using dummy loads if
necessary, and the tests should then be completed at
commissioning. It is not necessary to test the internal logic within the
SSI, which has already been verified as part of the pre–site tests
using the Design Workstation.
In the location, disable each of the Data Link Modules (DLMs) or
Long Distance Terminals (LDTs) in turn and check that the TFM
connected to it continues to operate normally and reports the loss of
messages in the correct reply telegram status bit. This should be
checked on the Technician’s Terminal in the control centre. With both
DLMs or LDTs disconnected, check that the TFM disables its output
interfaces (and that a signal module maintains the most restrictive
aspect), and the panel indications indicate the most restrictive state
of the TFM inputs. Check that the Technician’s Terminal reports the
loss of the reply telegrams correctly.
When all tests involving a particular TFM have been completed, the
TFM power supply fuse shall be removed.
Only when all through testing of external functions on a particular
interlocking has been completed (and the other site tests have been
completed) shall the power supply fuse for each TFM controlled by
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that interlocking be inserted, and the system shall, as far as possible,

be left working so that it may be monitored for failures.
New TFMs may only be connected to a working data link if they are
using spare TFM addresses on that system as detailed on the
Testing Plan.
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6.4 Final Tests
Verify the correct operation of the signalman’s Emergency Signals

On control(s), checking that all signals are replaced to their most
restrictive aspect and remain so.
Simulate a variety of faults and check the Technician’s Terminal fault
reports and signalman’s alarms. Test the other functions described
in the Technician’s Terminal manual, including a selection of
technician’s controls on each Central Interlocking. Particular
attention must be paid to any interfaces with relay systems or other
types of processor–driven system.
On completion of the above tests, it is recommended that the
complete system is monitored during a period of “soak testing” in
order to check for any effects of traction interference, perturbations of
the telecommunications transmission systems, etc.
When all testing is completed to the tester’s satisfaction, he shall
update the CISR accordingly and advise the design office who shall
then produce one set of spare Memory Modules which shall be used
to run the interlocking to prove their integrity before commissioning.
When a Memory Module tester becomes available, installing of the
spare Memory Modules will not be required.
It is the responsibility of the tester to ensure that the current ISSR is
placed in the rear of the appropriate Central Interlocking Cubicle, and
all seals are intact.
7 Testing SSI
within an
IECC Scheme
If SDS data is available, it is possible to test the SSI geographical data
using a TDS connected to the Design Workstation Simulation System in
place of the normal Panel VDU.
Note: No testing of SSI using IECC shall take place until the Tester in
Charge is satisfied that the IECC SDS is working correctly.
As an initial check prior to initial and further Principles Testing, testers
shall satisfy themselves that the IECC is working correctly by carrying out
a full display and correspondence test in accordance with this standard.
Whichever method is used, it is necessary to be able to simulate panel
requests originating from the Automatic Route Setting (ARS) as well as
the SDS.
7.1 Tests
For each button reminder device (including ARS sub–areas), check

that applying the reminder device gives the correct indication and
prevents the operation of the appropriate function(s) such as route
setting using the normal SDS and ARS panel requests, cancelling
emergency signal replacement, initiating automatic working and
releasing ground frames.
Check that the special SDS panel requests ignoring reminder devices
continue to work normally and set the correct route.
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For each points reminder device, check that applying the reminder
device with the key in the normal and then reverse positions gives
correct indication and prevents the point key position being amended.
Check that the reminder device cannot be applied with the key in the
centre position.
Verify that the correct route is set for each valid ARS route request.
For each ARS sub–area, check the correct operation of the ARS
sub–area status latch and its indication by requests from the SDS
and ARS, and verify that no ARS routes in the sub–area can be set
when the sub–area is disabled.
Occasionally special controls are provided for ARS purposes; these shall
be identified and tested accordingly.
8 Changes and
Amendments to
SSI or IECC
Systems
References A and B provide help and guidance for new IECC
installations and provide little guidance for project managing and testing
changes or amendments. As mentioned previously, SSI difference lists
can be generated to indicate the extent of any retesting. The same care
afforded a new scheme shall be exercised when making changes to SSI
and IECC.
It may be necessary to obtain expert advice about the extent of testing
required particularly when changes are being made. It may be prudent,
where significant changes occur, to re–apply the original tests to the
whole of the changed sub–system software; however, in some cases
only limited re–testing may be sufficient. The final decision on the extent
of re–testing rests with the Tester in Charge, and a suitable testing
strategy and plan shall be approved by him before work begins.
Additional guidance has been provided below as a guide to the minimum
testing that shall be required when correcting errors or when minor
alterations are made to individual parts of the IECC system that have
been previously fully tested prior to the change. This guidance is given
on the assumption that the producer of the scheme application software
has provided sufficient signed documentary evidence to enable the
Tester in Charge to satisfy himself that:
• He is fully aware of all the changes being introduced and their
implications.
• Prior to any change the original scheme application software was
adequately tested.
• Where difference lists are used to determine the extent of the testing
required then the test records certifying the correctness of that sub–
system software and data are available to determine the validity of the
difference listing and the original code.
• More extensive testing may be required when software in more than
one sub–system is changed or amended.
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8.1 Changes to any Program Code

Because changing program code within the IECC shall have an effect on
the operation of the scheme application software, the Additional Tests
and the Set–to–work tests below shall be carried out whenever program
is changed as well as and in addition to any other testing deemed
necessary.
8.2 SDS Amendments
Changes to “Create” files that define the picture layout.
Note: It is not practical to produce difference lists for changes to
“Create” files or “fixed data” that define the picture layout. It is therefore
necessary to treat them with care.
EITHER
If the change only affects characters that cannot change state (ie,
fixed data; for example, addition of occupation L.C., changes to
shape of platform etc.) then:
Verify that the alterations on the screen are correct and confined
to
the intended alterations.
Carry out the Additional Tests below.
Carry out the Set–to–work tests below.
OR
If the change does affect characters that can change state (for
example, changing T.C. boundaries, positions of points and signals)
then:
A complete off–site re–run of FAST files associated with screen
indications on the screen affected is required.
If the complete FAST file tests are completed successfully, ensure all
signals are replaceable by trackerball and keyboard but it may be
considered unnecessary to do the rest of Additional Tests below.
Changes to all other SDS files:
Use difference lists to determine the extent of testing required.
Test these areas using the methods (see References A and B) used
for testing the original scheme application software.
Typical examples of this type of relational data are panel requests, TD
stepping and “HIT” areas.
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8.3 ARS, Timetable Processor (TTP), Gateway, IECC System

Monitor (ISM), External Communications Subsystem (ECS) and
Information Generator Subsystem (IGS) Changes
Use difference lists to determine the extent of testing required.

Test these areas using the methods (see references A and B) used
for testing the original scheme application software.
Additionally:
If the Gateway system has been changed, the ability of the
workstations(s) to select TD maps shall be verified.
8.4 Service Data Changes
Service data and codes reside in all subsystems, therefore:
8.5 Additional Tests
Ensure all signals are replaceable by trackerball and keyboard.
Correspond IECC aspect indications (on and clear for one route only)
to trackside display on all screens on affected workstation(s). (This
could be carried out using the SDS connected to a working 68K
simulator, if available.)
Ensure all point indications are corresponded to the trackside display
on all screens on affected workstation(s), including observing out of
correspondence indication during point moves.
Correspond any track circuits driven by special trigger data.
These tests shall be carried out on either the working EPROMs or
EPROMs from which the working set are blown.
8.6 Set–to–work Tests
The following “set–to–work” functional tests shall also be carried out:
Bring the system up to master/standby state.
Change over roles of computers A and B from master to standby and
vice versa.
Check that there are no errors on ISM.
Check that the network is clear of errors.
Check communications to fringe and adjacent signal boxes are
working.
Check ARS can set routes.
Check IGS responds to inquiries to external systems.
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References
A IECC Project Handbook IECC 8003
B IECC Project Handbook IECC 8005
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Section Description Page

Part C Testing Procedures

Section Description Page

Part D Testing of SSI and IEEC

Part Issue Date Comments

Telephone: 00 35903 or 0171 830 5903 (BT)

Description Part Section/

Description Part Section/

Equipment Rooms and Location Cases C 5

Description Part Section/

Description Part Section/

Description Part Section/

5.2 Testing Strategy

5.3.5 The Testing Plan shall be independently checked by a competent

5.4.5 The Commissioning Plan shall consider the elements shown in

6.2.3 Care must be exercised, when deploying staff to work in an

7.2 Record of Testing

Appendix A1 - Testing Strategy

Appendix A2 -Testing Plans and

Appendix A3 - Design Details

Appendix B - Suggested format for Test

MASTER TEST CERTIFICATE

MASTER TEST CERTIFICATE No:

PREPARED BY: SIGNED: DATE:

IND CHECK BY: SIGNED: DATE:

NAME SIGNATURE DATE

TEST LOG ACTIONS: DEFERRED

B.2 - Signal Test Certificate

SIGNAL TEST CERTIFICATE

SIGNAL No: LOCATION No:

NAME SIGNATURE DATE

Installation conforms to Installation Handbook

Inspection (equipment conforms to diagrams)

Wire count and continuity

Ready for Commissioning

Final Sighting and Alignment

B.3 - Points Test Certificate

POINTS TEST CERTIFICATE

POINTS No: LOCATION No:

NAME SIGNATURE DATE

Installation conforms to Installation Handbook

Inspection (equipment conforms to diagrams)

Wire count and continuity

Ready for Commissioning

B.4 - Location Test Certificate

LOCATION TEST CERTIFICATE

RECORD DETAILS OF ALL TESTS ON TEST COPY DIAGRAMS

NAME SIGNATURE DATE

Inspection (equipment conforms to diagrams)

Wire count and continuity

External equipment tested

Ready for Commissioning

R1 R2 RELAY CONFIGURATION CHANGE

EXISTING CONNECTOR RE-USED - B1

App Figure 1 Colour Conventions for Alterations to Existing

DRAWING 1 (OLD) DRAWING 2 (OLD)

1 CONTACT OF NEW RELAY USED IN EXISTING CIRCUIT

2 SPARE CONTACT OF EXISTING RELAY USED IN EXISTING CIRCUIT