Handbook On Interlocking & Functional Testing of PI RRI EI - September 2021

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
Handbook on
Interlocking & Functional Testing
of
Panel, Route Relay & Electronic Interlocking
End Users : Signal Engineers of Indian Railways
CAMTECH/S/PROJ/2021-22/SP5/1.0
September 2021
Maharajpur, Gwalior (M.P.) – 474005

i
Blank Page
ii
Handbook on
Interlocking & Functional Testing
of
Panel, Route Relay & Electronic Interlocking
September 2021
iii
Blank Page
iv
Foreword
Signal interlocking is supposed to be the brain of a signalling system and it is
highly important in terms of safety in train operation. All the commands for the
operation of signalling gears are processed through the complex network of
interlocking. However, safety to the train movements is not ensured unless
safety and integrity checks for signal interlocking are performed, whether it is
Mechanical, Electro-mechanical or Electronic Interlocking. Testing of
Interlocking and correspondence with field gears is crucial during
commissioning of a signalling installation. Hence it becomes essential that
before any signal interlocking is connected to the field gears and commissioned,
it should be tested at every stage to eliminate the possibility of any unsafe
situation arising at a later stage.
At present, a majority of signalling installations being commissioned, are

having either electro-mechanical or electronic interlocking systems on Indian
Railways. Considering this, CAMTECH has prepared this handbook which
covers guidelines and step by step procedures for testing of Signal Interlockings
such as Panel, Route relay and Electronic Interlocking.
I hope that this handbook will guide the S&T engineers of Indian Railways
through the process of performing interlocking and functional tests of signalling
installations. I wish them all the success.
CAMTECH Gwalior Jitendra Singh

Principal Executive Director
v
Blank Page
vi
Preface
Interlocking and Functional testing are mandatory stages before commissioning
as well as after alteration work of a signalling installation. Signal Interlocking if
not tested thoroughly may lead to unsafe conditions. Testing of Interlocking
ensures integrity of wiring as per circuits in PI/RRI and integrity of Application
logic (Software) in Electronic Interlocking. By performing functional testing,
correspondence of actual gears and devices connected with PI/RRI/EI is
physically verified. The basis of all these tests is Selection Table or Control
Table, irrespective of the type of interlocking. Apart from these tests, certain
other tests which are also important for example Negative Test, Square Sheet
Test, One Signal One Train Test etc., should also be performed.
This handbook covers procedures for interlocking and functional testing of PI,
RRI and EI with references to Railway Board and Zonal Railways. As EI
installations are progressively being commissioned on Indian Railways,
guidelines for Factory Acceptance Test (FAT) and Site Acceptance Test (SAT)
for Electronic Interlocking are also added in the handbook.
We are sincerely thankful to Northern Railway, IRISET Secunderabad, M/s
Siemens Rail Automation Pvt. Ltd., Mumbai. and M/s Kyosan India Pvt. Ltd.,
Chennai, who have provided valuable inputs for preparing this handbook. Since
technological upgradation and learning is a continuous process, you may feel
the need for some addition/modification in this handbook. If so, please give
your comments on email address dirsntcamtech@gmail.com or write to us at
Indian Railways Centre for Advanced Maintenance Technology, In front of
Adityaz Hotel, Airport Road, Near DD Nagar, Maharajpur, Gwalior (M.P.)
474005.
CAMTECH Gwalior Vijay Garg

Director (S&T)
vii
Blank Page
viii
Table of Contents
Foreword ...................................................................................................................................iv
Preface .......................................................................................................................................vi
Table of Contents .................................................................................................................. viii
Issue of correction slips ......................................................................................................... xii
Disclaimer .............................................................................................................................. xiii
Our Objective .........................................................................................................................xiv
CAMTECH Publications ....................................................................................................... xv
List of Figures .........................................................................................................................xvi
List of Tables ....................................................................................................................... xviii
Abbreviations .........................................................................................................................xix
Section I...................................................................................................................................... 1
Interlocking & Functional Testing of Signalling Installation ............................................... 1
1.1 Introduction ............................................................................................................................. 3
1.1.1 Interlocking Test ................................................................................................................... 3
1.1.2 Functional Test...................................................................................................................... 4
1.1.3 Periodical Tests ...................................................................................................................... 4
1.2 Table of Control ........................................................................................................................ 5
Section II .................................................................................................................................. 13
Testing of Panel Interlocking/Route Relay Interlocking ..................................................... 13
2.1 Testing arrangements for PI/RRI ........................................................................................... 15
2.2 Tests carried out during Interlocking testing ......................................................................... 15
2.3 Connecting Simulation Panel ................................................................................................ 17
2.4 Preparations for Testing of Interlocking before commissioning............................................... 19
Section III ................................................................................................................................ 21
Testing of Panel Interlocking/Route Relay Interlocking (Metal to Metal Contact Relays)21
3.1 Introduction ............................................................................................................................. 23
3.2 Procedure for making the Panel functional ............................................................................. 23
3.3 Testing of Main Signal............................................................................................................ 30
3.3.1 Back Locking ...................................................................................................................... 30
3.3.2 Aspect Control, Cascading & Red Lamp Protection .......................................................... 33
3.3.3 Route indicator testing ......................................................................................................... 34
3.3.4 Proving of Points in the Route ............................................................................................ 36
ix
3.3.5 Crank Handle interlocking ................................................................................................. 37

3.3.6 Sub Routes and overlaps ..................................................................................................... 37
3.3.7 Approach locking ............................................................................................................... 38
3.4 Testing of Subsidiary signal ................................................................................................... 39
3.4.1 Calling On Signal ............................................................................................................... 39
3.4.2 Shunt Signals ..................................................................................................................... 39
3.4.3 Shunting Permitted Indicator (SPI) ................................................................................... 39
3.5 Testing of Points .................................................................................................................... 40
3.5.1 Normal Point operation ...................................................................................................... 40
3.5.2 Track Locking .................................................................................................................... 40
3.6 Testing of Interlocked Gates .................................................................................................. 41
3.7 Station Master’s Slide Testing ............................................................................................. 42
3.8 'A’ Sign Testing for Automatic Territory ............................................................................. 43
3.9 General Tests ........................................................................................................................ 44
3.10 Functional Tests .................................................................................................................... 45
3.10.1 Correspondence Test of Signal .......................................................................................... 45
3.10.2 Correspondence Test of Track Circuit .............................................................................. 45
3.10.3 Correspondence Test of point ........................................................................................... 45
3.10.4 Correspondence Test of Crank Handle ............................................................................. 46
3.10.5 Correspondence Test of Level Crossing Gate Slot ........................................................... 47
3.10.6 Break test for points from site for Siemens point Machine............................................. 48
3.10.7 Testing of a single ended point .......................................................................................... 50
Section IV................................................................................................................................. 51
Testing of Panel Interlocking/Route Relay Interlocking (Metal to Carbon Contact
Relays) ...................................................................................................................................... 51
4.1 Energizing the Relays ........................................................................................................... 53
4.2 Interlocking Testing using Simulation Panel and as per Control Table ................................ 57
4.2.1 Dead approach locking...................................................................................................... 57
4.2.2 Route / Back locking tests ................................................................................................. 58
4.2.3 Sectional Route Release Test ............................................................................................. 59
4.2.4 Overlap Release Test ........................................................................................................ 60
4.2.5 Checking of SM’s Lock, Crank handle, Level Crossing and Siding Points ...................... 60
4.2.6 Point Locking Circuit ........................................................................................................ 61
4.2.7 Testing of Signals............................................................................................................. 61
x
4.2.8 Random checks ................................................................................................................. 62

4.3 Functional tests ..................................................................................................................... 62
Section V .................................................................................................................................. 65
Testing of Electronic Interlocking ......................................................................................... 65
5.1 Introduction ........................................................................................................................... 67
5.1.1 Tests to be performed during FAT .................................................................................... 67
5.1.2 Tests to be performed in SAT (for new installations) ....................................................... 67
5.1.3 Tests to be performed in SAT (for alteration works) ........................................................ 67
5.1.4 Version Control of Softwares of Electronic Interlocking ................................................. 68
5.2 Safety & Integrity Checks for Interlocking/Logic Circuits .................................................. 69
5.3 Factory Acceptance Test (FAT) ............................................................................................ 72
5.3.1 FAT Setup & Objectives ................................................................................................... 73
5.3.2 Procedure for FAT ............................................................................................................ 77
5.4 Testing with Simulation Setup .............................................................................................. 80
5.5 Test Procedure for FAT ........................................................................................................ 87
5.5.1 Power On .......................................................................................................................... 87
5.5.2 Correspondence Test ......................................................................................................... 87
5.5.3 System Integrity Test ........................................................................................................ 87
5.5.4 Vital Timers ...................................................................................................................... 87
5.5.6 SM’s Key Authorization ................................................................................................... 88
5.5.7 Proving of Points in the Route .......................................................................................... 89
5.5.8 Proving of Tracks in the Route .......................................................................................... 89
5.5.9 One Signal One Train Test................................................................................................ 89
5.5.10 Sequential Route Release Test .......................................................................................... 90
5.5.11 Manual Route Cancellation Test ....................................................................................... 90
5.5.12 Crank Handle Interlocking Test ......................................................................................... 91
5.5.13 LC Gate Control Test ........................................................................................................ 91
5.5.14 Siding Control Test ........................................................................................................... 92
5.5.15 Checking of Counters........................................................................................................ 92
5.5.16 Checking of Alarms & Buzzers ........................................................................................ 93
5.5.17 Emergency Point Operation .............................................................................................. 93
5.5.18 Super Emergency Route Release ...................................................................................... 94
5.6 Negative test.......................................................................................................................... 95
5.7 Testing of Conflicting Signals (Cross Sheet Testing) ........................................................... 95
xi
5.8 Documentation of FAT ......................................................................................................... 98

5.8.1 Factory Acceptance Test Certificate .................................................................................. 98
5.8.2 Minutes of Meeting (MOM) ............................................................................................. 98
5.8.4 Control table...................................................................................................................... 99
5.8.5 Cross Table Verification ................................................................................................... 99
5.8.6 Emergency Point Operation Test report ............................................................................ 99
5.8.7 Counters and Buzzers Test Report .................................................................................... 99
5.9 Site Acceptance Test (SAT) ................................................................................................ 110
5.9.1 SAT Setup & Objectives ................................................................................................ 111
5.9.2 Interlocking Testing ........................................................................................................ 113
5.9.3 Functional Testing........................................................................................................... 113
References .............................................................................................................................. 115
xii
Issue of correction slips
The correction slips to be issued in future for this report will be numbered as follows:
CAMTECH/S/PROJ/2021-22/SP5/1.0# XX date .......
Where “XX” is the serial number of the concerned correction slip (starting from 01
onwards).
CORRECTION SLIPS ISSUED
Sr. No. of Date of issue Page no. and Item Remarks

Correction No. modified
Slip
Table of Contents
xiii
Disclaimer
It is clarified that the information given in this handbook does not
supersede any existing provisions laid down in the Signal
Engineering Manual, Railway Board and RDSO publications. This
document is not statuary and instructions given are for the purpose
of guidance only. If at any point contradiction is observed, then
Signal Engineering Manual, Telecom Engineering Manual,
Railway Board/RDSO guidelines may be referred or prevalent
Zonal Railways instructions may be followed.
xiv
Our Objective
To upgrade Maintenance Technologies and Methodologies and

achieve improvement in Productivity and Performance of all
Railway assets and manpower which inter-alia would cover
Reliability, Availability and Utilisation.
If you have any suggestion & any specific comments, please write to us:
Contact person : Director (Signal & Telecommunication)
Postal Address : Centre for Advanced Maintenance Technology,
Opposite Hotel Adityaz, Near DD Nagar,
Maharajpur, Gwalior (M.P.) Pin Code – 474 005
Phone : 0751 - 2470185

Fax : 0751 – 2470841
Email : dirsntcamtech@gmail.com
Table of Contents
xv
CAMTECH Publications
CAMTECH is continuing its efforts in the documentation and up-gradation of information on
maintenance practices of Signalling & Telecom assets. Over the years a large number of
publications on Signalling & Telecom subjects have been prepared in the form of handbooks,
pocket books, pamphlets and video films. These publications have been uploaded on the
internet as well as railnet.
For downloading these publications
On Internet:
Visit www.rdso.indianrailways.gov.in
Go to Directorates → CAMTECH Gwalior → Other Important links → Publications for
download - S&T Engineering
or click on link
https://rdso.indianrailways.gov.in/view_section.jsp?lang=0&id=0,2,17,6313,6321,6326
On Railnet:
Visit RDSO website at 10.100.2.19
Go to Directorates → CAMTECH → Publications → S&T Engineering
Or click on the link
http://10.100.2.19/camtech/Publications/CAMTECH%20Publications%20Online/SntPub.htm
A limited number of publications in hard copy are also available in CAMTECH library which
can be got issued by deputing staff with official letter from controllong officer. The letter
should be addressed to Director (S&T), CAMTECH, Gwalior.
For any further information regarding publications please contact:
Director (S&T) – 0751-2470185 (O)(BSNL)
SSE/Signal - 7024141046 (CUG)
Or
Email at dirsntcamtech@gmail.com
Or
FAX to 0751-2470841 (BSNL)
Or
Write at
Director (S&T)
Indian Railways Centre for Advanced Maintenance Technology,
In front of Hotel Adityaz, Airport Road, Maharajpur,
Gwalior (M.P.) 474005
xvi
List of Figures
Figure 1 : Signal Interlocking Plan ........................................................................................................... 9
Figure 2 : Front Plate Diagram of a Control Cum Indication Panel/VDU .............................................. 10
Figure 3 :Simulation Panel with Lamps & Switches .............................................................................. 18
Figure 4 :Interlocking Test Setup ........................................................................................................... 18
Figure 5 : Bell Test Arrangement........................................................................................................... 19
Figure 6 : Control cum Indication Panel diagram of a 2 line station with Panel Interlocking ............... 31
Figure 7 : Signalling Plan of a 2 line station with Panel Interlocking .................................................... 32
Figure 8 : Aspect Control of 3 Aspect Signals ........................................................................................ 33
Figure 9 : Panel Indications during testing of cascading of a signal ..................................................... 34
Figure 10 : Panel Indication during testing of Red Lamp Protection..................................................... 34
Figure 11 :Panel Indication during Route Indicator Testing .................................................................. 34
Figure 12 : UECR Testing when initially Signal is OFF ........................................................................... 35
Figure 13 : UECR Testing when initially Signal is ON (Cold Start) ......................................................... 35
Figure 14 : Panel Indication for S1 cleared for loop line ....................................................................... 36
Figure 15 : Approach Track dropped for Approach Locking Testing ..................................................... 38
Figure 16 : (i) Track Circuit 4AT dropped with Point Normal. (ii) Track Circuit 4AT dropped with point
operated to Reverse (iii) Track Circuit 4BT dropped with Point Normal (iv) Track Circuit 4BT dropped
with Point operated to Reverse............................................................................................................. 40
Figure 17 : Crank Handle Interlocking Circuit........................................................................................ 47
Figure 18 : Numbering of contacts in switch pedestal of point machine .............................................. 48
Figure 19 : Design & Testing Flowchart for Electronic Interlocking (Courtesy: M/s Kyosan India Pvt.
Ltd.) ....................................................................................................................................................... 69
Figure 20 : A FAT setup (Courtesy: M/s Siemens Rail Automation Pvt. Ltd.) ........................................ 74
Figure 21: K5BMC EI FAT Set up using Interlocking Simulation Software (ISS) (Courtesy: M/s Kyosan
India Pvt. Ltd.) ....................................................................................................................................... 76
Figure 22 : Block Diagram of FAT procedure for Siemens WESTRACE Mark II EI .................................. 77
Figure 23 : Display of Graphical Configuration Sub-System (GCSS) for Siemens WESTRACE EI system 78
Figure 24 : Graphical Simulator (GSIM) for Siemens WESTRACE EI system .......................................... 79
Figure 25 : Operator VDU Screen for Thalwara station (ECR) ............................................................... 81
Figure 26 : Graphical Simulator (GSIM) Tool display for Thalwara Station (ECR)................................. 82
Figure 27 : Various menu for operation available on VDU ................................................................... 83
Figure 28 : CANCEL SIGNAL Menu enabled during SM's Key OFF ......................................................... 88
Figure 29 : All options available when SM's Key ON ............................................................................. 88
Figure 30 : Crank Handle Key Transmit/Receive Menu ......................................................................... 91
Figure 31 : LC Gate Transmit/Receive Menu ......................................................................................... 92
Figure 32 : Soft Counters on VDU Panel ................................................................................................ 92
Figure 33 : Alarm Indication on VDU Panel ........................................................................................... 93
Figure 34 : Emergency Point Operation Menu ...................................................................................... 93
Figure 35 : Confirmation & Authentication for Emergency Point Operation ........................................ 93
Figure 36 : Sudden dropping of Track Circuit in the Route.................................................................... 94
Figure 37 : Emergency Route Cancellation (EUYN) Menu ..................................................................... 94
Figure 38 : Authentication for RRBU Key .............................................................................................. 94
xvii
Figure 39 : Super Emergency Cancellation (RRBU) Menu ..................................................................... 95

Figure 40 : A Sample Factory Acceptance Test Certificate .................................................................. 100
Figure 41 : A Sample Minutes of Meeting ........................................................................................... 101
Figure 42 : A sample record of logs 1 .................................................................................................. 103
Figure 43 : A sample record of logs 2 .................................................................................................. 104
Figure 44 : A Sample VDU Verification document............................................................................... 105
Figure 45 : A Sample Control Table Checked & Signed ....................................................................... 106
Figure 46 : A sample Cross Table for Signur station ER....................................................................... 107
Figure 47 : A sample Emergency Point Operation Test Report ........................................................... 108
Figure 48 : A Sample Counter & Buzzer Test Report ........................................................................... 109
Figure 49 : A Site Acceptance Test Setup (Courtesy: M/s Kyosan India Pvt. Ltd.) ............................... 112
Figure 50 : A sample Panel-VDU Correspondence Test Certificate ..................................................... 114
xviii
List of Tables
Table 1: Approach Locking distances ...................................................................................................... 7
Table 2: Table of Control ....................................................................................................................... 11
Table 3 : Contact numbering in Switch Pedestal of Siemens Point Machine ....................................... 48
Table 4 : List of interlocking Logic/Circuit Tests for EI ...................................................................... 69
Table 5: Route Control Chart for Thalwara Station ECR ...................................................................... 84
Table 6 : Cross Sheet ............................................................................................................................ 97
xix
Abbreviations
Abbreviation Description
ADSTE Assistant Signal & Telecom Engineer
CAMTECH Centre for Advanced Maintenance Technology
CCIP Control Cum Indication Panel
CH Crank Handle
CRC Cyclic Redundancy Check
CRS Commissioner of Railway Safety
CT Cable Termination
DSTE Divisional Signal & Telecom Engineer
ECR Lamp Proving Relay
EI Electronic Interlocking
FAT Factory Acceptance Test
FMEA Failure Mode Effective Analysis
ICC Inter Cabin Control
IDF Intermediate Distributory Frame
I/O Input/Output
IRISET Indian Railways Institute of Signal Engineering &
Telecommunications
JE Junior Engineer
LC Level Crossing
LSS Last Stop Signal
MDF Main Distributory Frame
MoM Minutes of Meeting
OEM Original Equipment Manufacturer
OV Overlap
PI Panel Interlocking
RCC Route Control Chart
RDSO Research Designs & Standards Organisation
RRI Route Relay Interlocking
SAT Site Acceptance Test
S&T Signal and Telecommunication
SEM Signal Engineering Manual
SIP Signal Interlocking Plan
SM Station Master
SPI Shunting Permitted Indicator
SSE Senior Section Engineer
STLT Selection Table /Locking Table
TPR Track Proving Relay
TSAA Technical System Application Approval
VDU Visual Display Unit
Note : Relay Nomenclatures have not been included in the above table
Table of Contents
CAMTECH/S/PROJ/2021-22/SP5/1.0 1
Section I
Interlocking & Functional Testing of
Signalling Installation
Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Contents
Section I- Contents
Para No. Description Page No.
1.1 Introduction 3
1.1.1 Interlocking test 3
1.1.2 Functional Test 4
1.1.3 Periodical Tests 4
1.2 Table of Control 5

1.1 Introduction
The following tests are performed during commissioning of a new installation or after
making any alteration to the existing installations:
1.1.1 Interlocking Test

Interlocking test of a Signalling installation is carried out to check and confirm the
correctness of the wiring as per the approved circuit.
In case of PI & RRI, this is performed by testing integrity of wiring. This test can be done by
simulation panel at site. The Interlocking testing for a new installation is done after
completion of the wiring of circuits and before soldering of wires. During this testing each
and every route mentioned in the Route Control Table or Selection Table are operated from
the control panel. The relevant signals are taken off and the condition of the passage of train
over the signalled section is simulated. After which the routes get cancelled automatically.
The manual cancellation methods of routes are also required to be tested like SM’s
cancellation of route and individual sub-route cancellation by the S&T staff to see that they
respond correctly.
For these tests to be carried out, the points at site are not connected to the new interlocking
control panel since they are frequently required to be operated from the existing
cabin/control. In PI/RRI, the temporary connections are provided on the point groups to
simulate the operation of the point from normal to reverse and vice-versa and detection
without disturbing the existing interlocking.
In case of EI, it is carried out by testing integrity of Application Logic (Software). It is

possible to carry out this test by using Simulator and Emulator at factory, drawing office as
well as the site as an offline activity. Interlocking Testing for EI is done in two stages:
(i). Factory Acceptance Test (FAT)
(ii).Site Acceptance Test (SAT)
In a FAT Test, the simulation is done only for the interlocking software. FAT is to be done
for all major/minor yards for both new works/modifications in existing EI. FAT should
preferably be conducted at factory premises. However FAT can also be done at Railway
premises at central location but not at site.
SAT is to be conducted thoroughly for all new installations.
Table of Contents
Interlocking & Functional Testing of PI/RRI/EI September 2021
1.1.2 Functional Test

Functional Testing of a Signalling installation is carried out to confirm that the various gears
controlled from the interlocking correspond correctly to the operation of the control panel. It
is physical verification of correspondence of functioning of actual gears and devices
connected at site with PI/RRI/EI.
1.1.3 Periodical Tests

Periodical tests of signal interlocking installations are performed for a working installation at
specified periods.
Periodicity of Tests (for existing installations-Relay Interlocking/Electronic

Interlocking)
(Ref: Para 21.6.1 of New SEM June 2021)
(a) In a working installation, the following periodical tests shall be done:
(i). Physical inspection once in a year or earlier as feasible.
(ii). System integrity test as per para 19.8.8 of SEM once in five year or earlier if
interlocking is altered.
(iii). Insulation tests on Cables as per Chapter 15 of SEM.
(iv). Test of individual equipment in accordance with specifications and instructions
applicable for each apparatus as stipulated.
(b) It will be personal responsibility of SSE/JE (Signal) to test all Electrical signalling circuits
of relay interlocking up to 20 routes.
(c) It will be personal responsibility of ASTE/DSTE concerned to test all electrical signalling
circuits of relay interlocking with more than 20 routes.
System integrity Testing (SIT)

(Ref: Para 19.8.8 of New SEM June 2021)
This is a complete testing involving both Indoor & Outdoor signalling equipment for
functional working & safety. To be done in a new installation, at every interlocking alteration
or periodically once in five years.
(a). After the individual tests mentioned in previous paras for outdoor equipments and
Testing of Relay Interlocking/Electronic Interlocking as given in Chapter 21 of SEM
have been carried out, the signalling installation as a whole must be tested with detailed
operational, functional and safety tests as per approved Control Table/Route Chart and
Signalling & Interlocking Plan.
Table of Contents
(b). These tests shall be planned carefully with men, material, Tools, public address system,
Walkie-Talkie Sets, Transport vehicles & other logistics. In a working installation, Non-
interlocking/Disconnection duration shall be reasonable and commensurate with yard
complexity and to be decided in consultation with Operating department and planned
much in advance. All required sanctions/approvals shall be ensured before hand.
(c). Requisite number of staff considered essential for carrying out such tests shall be
mobilized at site, briefed suitably as per planning made and working protocols explained
and deputed to concerned locations with relevant wiring diagrams & Tools. They should
be equipped with requisite tools, meters, portable telephones and/or walkie talkie sets, so
that they are in contact with the official incharge of testing and other testing parties and
take such action as directed.
(d). Complete System Integrity testing shall be initiated only after all the field functions are
connected to the Relay Interlocking/Electronic Interlocking (during Non-
interlocking/Disconnection period in a working installation) and simulation testing is
completed and all errors removed.
(e). Complete tests shall be carried out against approved Selection Table/Control
Table/Route Control Chart. Checks against signalling plans for main signal routes and a
few spot checks of the remaining routes shall also be carried out.
(f). Field Correspondence Tests: Full correspondence of field gears such as aspects of
Signals, Condition of Points, Status of Track circuits, LC gates etc. with that of Control
Panel/Control Terminal/VDU with respective position of knobs, switches, and
indications, must be verified and corrected to obtain 1:1 correspondence, before signing
safety certificate (and ending Non-interlocking/disconnection in a working installation)
and allowing any signalling installation being opened to Train traffic.
1.2 Table of Control

Selection Table/Control Table is a tabular representation of Signalling arrangements provided
in a particular Signal layout taking into consideration about the safety requirements,
operational requirements and flexibility of train moves. It comprises of several columns and
furnishes the details about various operating conditions for clearing the signals concerned, for
holding the routes and also for cancellation of a cleared signal or a set route. The selection
table for a station is helpful for designing the circuits of that station and also is used for
undertaking functional test of various signalling functions existing in the yard. The details
given in the selection table is the basis of Interlocking provided in that particular yard.
Table of Contents
Different Railways have different formats for the Selection Table. The columns provided in
selection table and details to be furnished are discussed below.
Column No. 1: Serial number

 This Column indicates the Serial Number of Signal routes in the control table.
Column Number 2: Signal Number

 This Column indicates the Signal Number
Column No.3: To Destination (Signal Route)

 This is written as the route to which Signal No. in column 2 is being cleared. The route
can be identified as the signal to which it is leading, the road to which it is leading or the
track to which it is leading. The information about alternative overlaps is also given.
Column No. 4 & 5: Select Route (Entry & Exit buttons)

 These columns give the details of Signal button and the Route button to be operated for
clearing a route respectively.
 In case of calling on signals where three buttons such as Signal button GN, Calling ON
Signal button COGGN and Route button UN are involved in clearing ‘Calling ON’
signal, in the Signal button column it is written as Signal button GN and Calling ON
Signal button COGGN and in the Route button column the concerned UN button.
Column No. 6, 7 &8: Points required Normal, Reverse & Track Circuits free in Route
 Column number 6 refers to the Points required to be set and locked in Normal, Column
number 7 refers to the Points required to be set and locked in Reverse and Column
number 8 refers to the track circuits free in Route for clearing a signal.
Column No. 9, 10 &11: Points required Normal, Reverse & Track Circuits free in
Overlap
 Column number 9 refers to the Points required to be set and locked in Normal, Column
number 10 refers to the Points required to be set and locked in Reverse and Column
number 11 refers to the track circuits free in Overlap for clearing a signal.
Column No.12 &13: Points required Normal & Reverse in Isolation

 Column number 12 refers to the Points required to be set and locked in Normal and
Column number 13 refers to the Points required to be set and locked in Reverse in
Isolation for clearing a signal.

Column No. 14: Crank Handle Normal

 This column caters to the information about Crank Handle groups to be locked (Normal)
for the points involved in the Signalled route that is Route, Overlap and Isolation
portions.
Column No. 15:Fouling Track Circuits

 This column indicates fouling track if any coming in the route.
Column No. 16:Approach Locked by track Circuits

 In this column the track circuits proved for approach locking are to be provided,
guidelines regarding approach locking distances are as follows:
Table 1: Approach Locking distances
For Main line Home in absolute Block Dead approach
For Main line starter From the berthing track to first control track circuit
of the Home signal, if Points are set to Main Line for
the Home signal otherwise Berthing track. Dead
approach if Main Home is cleared for Main Line.
For loop line starter Berthing track
Shunt signal Track circuit just in rear of shunt signal
For LSS (Advanced Starter) Free (No approach locking required as there are no
points ahead of LSS)
For signals which do not have track Dead approach

circuits behind the signal or the track
circuited portion behind the signal is
does not cover full approach locking
distance
Column No. 17: Back Locked by track Circuits

 This column indicates the track circuits required free in the route of the signal.
Column No. 18: Signal Replaced by Track Circuits

 This column indicates the first track circuit ahead of a signal which when occupied
replaces the signal to danger.
Column No. 19 and 20: Occupation & Clearance of Track Circuits for overlap release
 Column No. 19 indicates Track Circuits required occupied for release of overlap
automatically after 120 seconds.

 Column No. 20 indicates Track Circuits required free for release of overlap
automatically after 120 seconds.
Column No. 21:Slotted by Gate

 This column indicates the Gate control required by the signal from the Gate coming in
the route or overlap of the signal.
Column No. 22:Released by other controls & Siding Point detection

 This column indicates other controls and detection of siding point if any required to be
proved in the route, overlap or isolation of a signal.
Column No. 23:Locks Routes

 This column indicates the routes which are directly conflicting to the signal.
Column Nos. 24, 25, 26 & 27: Signal Aspect Controlled by aspect of Signal ahead
 Column No. 24 indicates the aspect of the Signal ahead required to display Yellow with
Route aspect.
 Column No. 25 indicates the aspect of the Signal ahead required to display Yellow
aspect.
 Column No. 26 indicates the aspect of the Signal ahead required to display Double
Yellow aspect.
 Column No. 27 indicates the aspect of the Signal ahead required to display Green aspect.
Column No. 28:Remarks

 Any details not covered in the preceding columns can be written in remarks column.
Conflicting simultaneous movements still possible to be locked, Level Crossing gate to
be locked, timer release etc. can be mentioned. In case of Last Stop Signal, the condition
of receipt of Line clear from the next station, is mentioned in this column.
 A sample Signal Interlocking Plan, VDU Layout and Control Table of Venkatampalle
station of Guntakal Division South Central Railway are given in Figure 1,
Figure 2 and Table 2 respectively. (Ref.: Workshop on Standardization of S&T
Drawings V2.1, IRISET Secunderabad, Date:19-21 June 2021).
Note: All the entries for Signal Routes are not given in the table of control in reference to
Signal Interlocking Plan. Only few entries are given for the purpose of understanding the
concept.
Table of Contents
Figure 1 : Signal Interlocking Plan
Table of Contents
(Please see Fig. 1: Signal interlocking Plan on Page No. 9 above)
Figure 2 : Front Plate Diagram of a Control Cum Indication Panel/VDU
Table of Contents
(Please see Fig. 2: Front plate diagram of a Control Cum Indication Panel/VDU on Page No. 10 above)
Table 2: Table of Control

SELECT OVERLAP SIGNAL ASPECT
IN ROUTE OVERLAP ISOLATION
SIGNAL REPLACED BY
RELEASED BY OTHER
ROUTE RELEASES CONTROLLED BY
APPROCH LOCK BY
SLOTTED BY GATE
TRACK CIRCUITS
TRACK CIRCUITS
TO DESTINATION
FOULING TRACK
CRANK HANDLE
AFTER
LOCKS ROUTES
BACK LOCK BY
POINT POINT POINT
DOUBLE YELLOW
120 SEC. BY
SIGNAL BUTTON
CONTROLS
SIGNAL No.
TRACK CIRCUIT
TRACK CIRCUIT
ROUTE BUTTON
YELLOW WITH
CIRCUITS
NORMAL
T.CKTS.
CLEARANCE OF
Sr. No.
OCCUPIED BY
YELLOW
REMARKS
GREEN
ROUTE
CIRCUITS
CIRCUITS
TRACK
TRACK
N R N R N R
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
ID01 DG CONTROLLED BY ID01

1 D01 ID01 - - - - - - - - - - - - - - - - - - - - - - - HHG/ DG/HHG WITH POINTS NO.
DG 101N.105N
DG CONTROLLED BY S01
S01 S01
2 ID01 S01 - - - - - - - - - - - - - - - - - - - - - - DG WITH POINTS NO. 101N.
HG DG
105N
S0
01T. CH01
3
101BT. 104 BT. . 01T.
DN 101. 104. 02AT. C01-02. RG S03
3 S01 S01 02 - 105T. - 102BT. - - CH03 - DA 101BT. 01T 105T - - - - TIME RELEASE 120 SEC.
MAIN 105 102 02BT SH42-02 /H DG
02AT. 03/05/07T . 105T
G/
02BT CH04
DG
01T.
DN CH01
101BT. 01T.
LOOP . 01AT. C01-01-1. S05
4 S01 S01 01-2 101 105 105T. 104 - 104AT - - - DA 101BT. 01T 105T - - - - - TIME RELEASE 120 SEC.
SET CH03 01BT SH42-02 RG
01AT. 105T
TO BS .
01BT
DN 01T. CH01
104AT.
LOOP 101BT. . 01T. S05
104BT. 01AT. C01-01-1.
5 S01 SET S01 01-1 101 105 105T. 102 104 - - CH03 - DA 101BT. 01T 105T - - RG/ - - - TIME RELEASE 120 SEC.
102BT. 01BT SH42-01-1
TO 01AT. . 105T HG
03/05/07T
MAIN 01BT CH04
01T.
COM 101BT. CH01 01T.
C01-04-1.
MON 101AT. . 101BT.
101. 04BT. 103A C02-03. S07 TIME RELEASE 120 SEC. 'A'
6 S01 LOOP S01 04-2 - 103BT. 106 - 106AT 105 - CH02 - DA 101AT. 01T - - - - -
103 04AT T SH42-02. RG KEY IN
SET 103AT. . 103BT.
SH42-03
TO BS 04BT. CH03 103AT
04AT
01T. CH01
COM
101BT. 106AT. . 01T.
MON
101AT. 106BT. CH02 101BT. S07
LOOP 101. 106. 04BT. 103A C01-04-1. TIME RELEASE 120 SEC. 'A'
7 S01 S01 04-1 - 103BT. - 102AT. 105 - . - DA 101AT. 01T - - RG/ - - -
SET 103 102 04AT T SH42-04-1 KEY IN
103AT. 102BT. CH04 103BT. HG
TO
04BT. 03/05/07T . 103AT
MAIN
04AT CH03
S01-02. S03-
03-07.
C01T CH01 01T. S05-03-07.
DN 101. TIME RELEASE 120 SEC.
8 C01 C01 02 - OCCU - - - - - . - DA 101BT. - - - - - S07-03-07. - - - -
MAIN 105 HG CLEARS AFTER 60 SEC.
PIED CH03 105T SH42-01-1.
SH42-02.
SH42-03.

SELECT OVERLAP SIGNAL ASPECT

IN ROUTE OVERLAP ISOLATION
SIGNAL REPLACED BY
RELEASED BY OTHER
ROUTE RELEASES CONTROLLED BY
APPROCH LOCK BY
SLOTTED BY GATE
TRACK CIRCUITS
TRACK CIRCUITS
TO DESTINATION
FOULING TRACK
CRANK HANDLE
AFTER
LOCKS ROUTES
BACK LOCK BY
POINT POINT POINT
DOUBLE YELLOW
120 SEC. BY
SIGNAL BUTTON
CONTROLS
SIGNAL No.
TRACK CIRCUIT
TRACK CIRCUIT
ROUTE BUTTON
YELLOW WITH
CIRCUITS
NORMAL
T.CKTS.
CLEARANCE OF
Sr. No.
OCCUPIED BY
YELLOW
REMARKS
GREEN
ROUTE
CIRCUITS
CIRCUITS
TRACK
TRACK
N R N R N R
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
SH42-04-1.
SH43-03-07
(104W
SH42-
S01-01-1.
C01T 03. CH01 01T.
DN S05-03-07. TIME RELEASE 120 SEC.
9 C01 C01 01-1 101 105 OCCU - - - SH42- - . - DA 101BT. - - - - - - - - -
LOOP SH42-01-1. HG CLEARS AFTER 60 SEC.
PIED 04-1. CH03 105T
SH42-02
SH43-
03-07)
C02-03.
CH01 01T. C02-04-1.
COM C01T . 101BT. S01-04-01. TIME RELEASE 120 SEC.
101.
10 C01 MON C01 04-1 - OCCU - - - 105 - CH02 - DA 101AT. - - - - - S07-03-07. - - - - HG CLEARS AFTER 60 SEC.
103
LOOP PIED . 103BT. SH42-02. 'A' KEY IN
CH03 103AT SH42-03.
SH42-04-1
02
AT
. S0
104BT.
CH03 02 9
DN 03- 104. 102BT. 104BT. 104 C01-02. S09
11 S03 S03 - - - - - - . - BT - - - - - RG - TIME RELEASE 120 SEC.
MAIN 07 102 03/05/0 102BT BT SH42-02 DG
CH04 . /
7T
S0 DG
1-
02
SH42-01-1.
CONTROLLED BY DN LINE
SH42-02.
DN BLOCK INSTRUMENT 'LINE
14 S09 S09 09 - - 09T - - - - - - - - 09T - - 302 - SH42-03. - - - -
MAIN CLEAR' CONDITION. DN
SH42-04-1.
LINE BPAC CLEAR.
SH43-03-07
S01-01-1.
03/
102BT. CH04 102BT. C01-01-1.
DN SH4 05/ 102
15 SH42 01-1 102 104 104BT. - - - - - . - 104BT. - - - - C01-02. S05- - - - - TIME RELEASE 120 SEC.
LOOP 2 07 BT
104AT CH03 104AT 03-07. S09-
T
09
S01-01-2.
S01-02.
03/ S01-04-2.
CH04 102BT.
DN SH4 102. 102BT. 05/ 102 C01-01-1.
16 SH42 02 - - - - - - . - 104BT. - - - - - - - - TIME RELEASE 120 SEC.
MAIN 2 104 104BT 07 BT C01-02.
CH03 104AT
T C01-04-1.
S03-03-07.
S09-09

Section II
Testing of Panel Interlocking/Route Relay
Interlocking

Section II – Contents
2.1 Testing Arrangements for PI/RRI 15
2.2 Tests carried out during Interlocking 15
Testing
2.3 Connecting Simulation Panel 17
2.4 Preparations for Testing of 19
Interlocking before commissioning
Table of Contents
2.1 Testing arrangements for PI/RRI

For the purpose of testing all the functions of relay interlocking, a Simulation Panel (mock
panel) is employed. On the simulation panel, all the signals of site controlled from the
Control panel are repeated. The track repeater relays are directly picked up through individual
switches to simulate the condition of occupation and clearance of the track circuits. Switches
are also employed in the point indication circuit to facilitate the testing of point detection.
Similarly switches are earmarked for various inter cabin controls, level crossing gates etc.
This will facilitate to simulate conditions of sequential operation of the track circuits during
the passage of trains and the automatic cancellation of the route thereby. The signals repeated
on the simulation panel are directly connected from the corresponding terminal on the cable
termination board and when the lamps are lit, the corresponding ECRs get energised and the
corresponding indications are available on the control/indication panel. The correctness of the
signal aspects can be ascertained by looking at the signal repeaters on the simulation panel.
After simulation of all the routes of the PI/RRI are thus tested through simulation panel,
interlocking tests are carried out.
2.2 Tests carried out during Interlocking testing

The following tests are carried out during the functional test through control panel:
Points testing
 Operation of point circuits.
 Locking of points in the run, overlap and isolation.
 Proving of points detection in the signal clearance circuits.
Track Circuit testing

Proving of track circuit in Signal clearance.
Sub Route Testing

Proving of sub-route in Signal clearance.
Overlap Testing
Proving of overlap (if applicable) in Signal clearance.
Crank Handle Test

Proving of crank handle contact in Signal clearance.
Testing of Inter Cabin Control

Proving of slot (if applicable) in Signal clearance.
Checking of one slot one train feature.

Testing of Approach Locking

Cancellation of route with and without train in approach.
Cancellation of route with and without time delay.
Testing of Back Locking
Testing of back locking with all the tracks mentioned in the “Back Locked by” column of
control table.
Testing of Track Locking

Normal operation and emergency operation of point when point track circuit is dropped.
Locking Testing
Testing of Signal with conflicting signals mentioned in “Locks Signal”.
Cascading and red Lamp protection testing

Testing of Signal aspects as per the Aspect Control Chart.
Calling On Signal Testing

After clearing the Calling ON, Point Test, Sub route test, Crank Handle test, Slot test are
done (if applicable for that particular route).
General Tests
 Simulation of Run through movements on main line and loop lines.
 Overlap Timer testing.
 Testing of SM’s Key.
 Testing of Auto Key.
 Testing of Main & Shunt Signal on same post.
 Releasing of first sub route after the signal by train on fusing of Red lamp.
 Releasing of first sub route by train with ZR relay dropped.
 Any other tests considered essential.

2.3 Connecting Simulation Panel

Simulation panel consists of two Boards:
(A) BOARD No.1- It depicts the yard (painted) with points, track circuits, LC gates and
slots. Switches are fixed on the board to simulate the conditions of the points, track
circuits, interlocked LC gates, slots etc. Track circuit switches are fixed on the track.
Point control switches are fixed nearer to the points for small yards. For major yards the
switches are grouped as point switches and track circuit switches. Functions requiring
ON and OFF switch (with make and break facility i.e. two wires only) with facility to
pick up a relay in one position and drop the same in other position. Example: Switch
OFF - Track Down. - TPR dropped. Switch ON - Track pick up - TPR picked up. For
controlling the following function the above type switches shall be used:-
(i). Track circuits
(ii). Siding point
(iii). Crank handle
(iv). Slot
(v). LC gate.
Points require ON and OFF switches with facility to pickup conflicting relays (i.e.,
NWKR and RWKR) in two positions. (These switches require three wires).
(B) BOARD No.2 -To simulate the signals the following bulbs are used as dummy loads for
the ECRs to pick up and also to observe the aspect of the signals during testing.
ON aspect: 110V 40 W, OFF aspect: 110V 25 W, ROUTE aspect: 110V 75 W (Jn. Type
route indicator)
Please see Figure 3 and Figure 4
(C) Wiring simulation panel to the relay room side at Main Distribution Frame (MDF):
Disconnect all the links on outdoor cable termination rack. Wires from the switches are
connected to the relay room side termination. Similarly the wires from simulation panel
Board No.2 consisting of lamps are connected to the relay room side termination. Multi
core 0.6mm dia cable is used for wiring the simulation boards. To reduce the voltage
drop, more conductors are used for supply taken to the test panel and also to the negative
since common return is used.

Figure 3 :Simulation Panel with Lamps & Switches
Figure 4 :Interlocking Test Setup

2.4 Preparations for Testing of Interlocking before commissioning

Three types of tests are conducted before taking up commissioning:
 Wire to wire test or bell test and wire count test.
 Energizing relays and testing using simulation panel.
 Circuit wise test using simulation panel and as per control table.
(a) Wire to wire test or bell test

Wire to wire test is done in two stages:
i. Once after the connection of all the wires and
ii. Second time after the soldering.
Wire to wire test or Bell test is carried out to check:
 Whether the wiring is done as per the wiring sheet and circuit diagram.
 Whether wire drawn has electrical continuity.
Arrangement for bell test

A 9V dry cell and a piezo buzzer are connected in series. Two long wires are connected, one
to the buzzer and other to cell. The other ends (test leads) of the two wires are held by two
wiremen as shown in Figure 5 . The tester reads out the terminal nos. to which the two ends
of the wire to be tested are connected. Both wiremen touch the leads of the test wire with the
wire to be tested by going to the rack and relay position. If the wiremen reach the correct
location read by the tester and the wire is drawn correctly, the buzzer sounds.
Figure 5 : Bell Test Arrangement

(b) Wire Count Test

In British Relay Interlocking with Metal to Carbon contact Relays, each Q-style Relay base
receptacle can accommodate only a maximum of two wires only. Similarly in Siemens Relay
Interlocking with Metal to Metal contact Relays, the inter relay wiring on terminals of tag
blocks on IDF should accommodate only a maximum of two wires only.
If more than two wires are drawn to any receptacle/tag block terminal, while soldering itself,
the mistake can be found out. If two wires are drawn in place of one wire or vice versa, it is
not possible to find out the mistake while soldering. This type of faults can be identified
while doing Bell Test. However, if Bell Test is not done correctly, it is quite possible that the
some of the wiring mistakes can still remain. This type of wiring mistakes can be found out
while energizing the circuit, but not all - some mistakes are left unattended which may cause
failure after commissioning of the panel.
The circuit is read by a supervisor giving the particulars of the each end of the wire drawn.
The wireman after verifying the Relay Base receptacle/Tag block terminal shall loudly
announce.
(a) The relay name
(b) The relay location
(c) The number of wires and
(d) The colour of the wires
The supervisor shall compare the circuit with the particulars given by the wireman and satisfy
himself that the wires are drawn correctly. Otherwise, these are to be rectified.
Circuit wise test using simulation panel and as per control table is explained in the following
sections.

Section III
Interlocking (Metal to Metal Contact
Relays)
Table of Contents
Section III _Contents
3.1 Introduction 23
3.2 Procedure for making Panel functional 23
3.3 Testing of Main Signal 30
3.4 Testing of Subsidiary Signal 39
3.5 Testing of Points 40
3.6 Testing of Interlocked Gates 41
3.7 Station Master’s Slide Testing 42
3.8 ‘A’ Sign testing for Automatic Territory 43
3.9 General Tests 44
3.10 Functional Tests 45
Table of Contents
3.1 Introduction
This section explains the procedure for testing of Panel Interlocking/Route Relay Interlocking
using Metal to Metal contact Relays (Siemens type) with the help of Table of Control. It is
desirable that one should be familiar with the functions of various relays/groups used in the
Siemens Relay Interlocking and have basic knowledge of circuitry to understand the
procedure of functional testing.
3.2 Procedure for making the Panel functional

Before proceeding for Interlocking and Functional Testing, the panel is to be made functional
in following steps:
(i) Preparatory steps

Ensure that:
 All the circuits are jumpered/wired as per the circuit diagrams.
 There is no earth fault in Power Panel, Relay group body, relay racks.
 There is no physical damage to Relay groups.
 Simulation Panel is wired with switches and lamps as per the functions of the station and
connected to the relay room side termination on CT rack.
(ii) Energizing Relays
Circuit wise relays are energized as given below:
(a) Point Detection Circuit

1. Make the Point loopings on Point rack & on K- rack.
2. Insert the Point Detection fuses & keep the Detection switches (on Simulation Panel) of
all the Points in ON position.
3. Verify that the WKR1 relay picks up.
4. Now switch OFF the Point Detection switch, & check that WKR1 relay drops.
5. Also check the WKR1 indication on the Point group and on Indication Panel.
In this manner check WKR1 of all the Point Groups.
(b) Track Repeater Relay

1. Keep the TPR switch(on Simulation Panel) in ON position to pick up the TPR.
2. Check whether the concerned TPR relay picks up.
3. Also the TPR relay in the Point group & TP1R, TP2R TP3R … should pick up.
Table of Contents
4. Now turn the switch to OFF position and check whether TPR & all its repeater relays
drop.
5. Check the Point track down indication on the Point group.
When all the TPRs are picked up insert the fuse for ATR circuit, verify that the ATR relay
picks up.
(c) Push Button Relays

1. Insert the fuse and keep the S.M. key in ON position.
2. Check that GNCR GNCR1 UNCR UNCR1 WNCR relay picks up.
3. Insert the fuses of Main Signal Group push button and repeater relays and Shunt signal
group push button repeater relays.
4. Now from the Operating Panel one by one press the Signal button & check that the GNR
relay inside the Signal group picks up.
5. Also the GNPR & GNP1R relays should pick up.
6. Also check the GSB GSRB etc buttons as per the circuit diagram.
7. Next press the Route button i.e. UN and check the UNR, UNPR, UNP1R relays picked
up. In this way check all the route buttons etc as per the circuit diagram.
8. Finally press the Point button i.e. WN and check that the WNR relay picks up. In this way
check all the Point buttons as per the circuit diagram.
9. Insert the fuse for EGGNR relay circuit and check whether the EGGNR and all its
repeaters pick up on pressing of EGGN buttons, of all the zones.
(d) Point Operation

1. Insert the fuse of WWNR relay circuit.
2. Now individually operate the Point (point zone track circuit must be UP) by pressing the
WWN & individual point operation button.
3. Check that the point becomes steady in both normal and reverse position.
4. Check the one to one correspondence between point group and indication panel, both in
Normal and Reverse position.
5. If two buttons are provided for the point then operate the point one by one with both the
buttons.
(e) Shunt Signal GLSR
Insert the fuse of Shunt Signal GLSR circuit and verify that all the GLSR relays inside the
Shunt Signal group are picked up.
Table of Contents
(f) Crank Handle Circuit

1. Insert the fuse of CH YCR/KLCR and keep the switch of CH YCR/KLCR in ON
position. Check that all the CH YCR/KLCR relays are picked up. Switch OFF the switch
and check that the concern CH YCR/KLCR drops.
2. Also check the indication of CH on the Indication Panel.
(g) Main & Shunt Signal Lamp Circuit

1. Insert the fuses of Main & Shunt Signal lamp circuit. Check that the RECR’s of all the
Main Signal and Independent Shunt Signals are picked up.
2. Check the indication on the Signal group and on Indication Panel.
(h) Point Chain Group Circuit

Insert the fuse of Point Chain group circuit. Check the Point Chain group circuit.
(i) Route Initiation Relays

1. Keep all the Interlocked relays in Normal Position. (this includes interlocked relays inside
the Major groups also.)
2. Insert the fuse of direction relay circuit. By referring the circuit of direction relay press
the signal and route buttons and check that the direction relay ZU(R/N)R becomes reverse
and on releasing the buttons it again comes to normal position.
3. In the same manner check the SH G(R)R and SH G(N)R circuit.
4. Insert the fuse of Diversion Relay circuit.
5. From the Selection Table / Control Table / Route chart press the Signal and Route button.
6. Check that Z1UR & Z1UPR in the route under test are picked up.
7. Finally ZDUCR and GZR relays should pick up.
8. Verify that ZDUCPR’s and GZPR’s are picked up.
In this way check that ZDUCR and GZR picks up for all the routes / movements mentioned
in Table.
(j) Route Setting and Automatic throwing of Points

1. Insert the fuses for all the Route Relay Group Section. From the route chart select the first
route.
2. Press the Signal and Route button, check that all the sub routes mentioned in the Table are
set.
3. For RRI Check that the concern Points get operated in chain and get locked.
Table of Contents
4. Now concerned DUCR in the Route Group should be picked up and on releasing the
buttons the route should get locked. i.e. U(R)LR should pick up.
5. Check the DUCR and U(R)LR indication on the Route group and Point lock indication on
the Point group.
Repeat one by one for other routes.
(k) Shunt Signal Clearance

Insert the fuse for GR1 circuit. From the Table select the first route and press the Signal and
route buttons.
1. After all the routes are set and Points are locked, Check that SH GR1 & GR2 are picked
up.
2. After this HECR should pick up.
3. Then check the indication of HECR on Shunt Signal group & on Indication Panel.
(l) Main Signal Clearance

1. Insert the fuses for GLSR, GR1 and OV circuit.
2. From the Table select the first route and accordingly press the Signal and Route buttons.
3. On setting of sub routes and OV, Main Signal GLSR should pick up.
4. With locking of Sub Routes and Points MN GR1 should pick up.
5. Then check whether UECR & UECPR (if applicable) is picked,
6. Next G(R)LR and lastly GR2 should pick up.
7. Finally HECR will pick up.
8. Check the indication on Signal group and on Indication Panel. Also check the G(R)LR
indication on Indication Panel.
9. Similarly for 3 and 4 aspect signals check whether GR3 & GR4 as well as DECR &
HHECR pick up respectively.
In this way clear all the Main Signals as per the Table
(m) Calling ON Signal

1. Insert the fuse for Calling ON initiation circuit and lamp circuit.
2. Insert the fuse for Calling ON initiation circuit and lamp circuit.
3. Make the Calling on Track down from the simulation Panel.
4. Initiate the Calling On signal as mentioned in the table.
5. Check whether COULR1 & COULR2 picks up.
Table of Contents
6. Check whether COECR relay has picked up.

7. Also check the Calling ON indication on the Indication panel
8. In this manner check the entire Calling ON signals.
Note:
During panel through process the timers may be looped.(i.e. terminal no 3 & 5 of the timer)
(n) Indications
1. Check the route setting indications on the Indication Panel by lowering the various
signals.
2. One by one make all the tracks down and check the track down indications.
3. Then make the train movement on a set route and check the track down indications.
The following indications are also to be checked:
 Normal and Reverse indication of all the Points.(with track UP, Down )
 Point Normal & Reverse Steady and Flashing indication.(with detection ON & OFF)
 Track UP and Down indication for berthing tracks.
 ON and OFF (both steady and flashing) of all the Signals.
 Steady and flashing Timer indication.
 Steady and flashing indication of Crank Handle, UECR, SPI / F Marker.
 Slot indications, Distant Signal indications, G(R)LR indication, etc
(o) Miscellaneous circuits

1. Check the ICC circuit as per the specific station.
2. Check whether feed is extended up to CT rack terminal.
3. Check whether the relay is picking up when feed is extended from outdoor.
4. Check the Gate control circuit as per the station specific circuit diagram.
5. One by one lower the signals (Main & Shunt) which are having cut in relays.
6. As per the circuit check whether the feed is getting extended up to 8 way terminals.
(p) Alarm Circuit

1. When all the buttons are un-pressed check whether NNCR relay is picked up.
2. Then press any signal button for more than 10 seconds.
3. Check whether the Buzzer sounds.
4. On releasing of button the buzzer should mute.
5. Check that the GXJR and WXJR relays are picked up.
Table of Contents
6. One by one make the signals blank and check, after time delay, whether the bell
activates, with the Signal failure indication on the Operating Panel.
7. Acknowledge the alarm by pressing the GXYN button and the bell should mute, but the
signal failure indication will remain until the fault is rectified.
8. Now one by one break the Point detection and check that the WXJR relay drops after the
time delay.
9. On dropping of the WXJR relay the bell should activate and the Point failure indication
should appear on the Operating Panel.
10. Acknowledge the bell by pressing the WXYN button. The bell will mute but the Point
failure indication will remain until the fault is rectified.
(q) Semi Automatic Signal

1. Lower the signal by pressing the Signal and Route button.
2. Insert the fuse of AGGNR circuit.
3. Keep the Auto Key in ON position.
4. Put the Signal in Automatic mode by pressing the AGGN button and Signal button.
5. Check that the GLSPR relay picks up, which in turn will make the AU(R)R relay
reverse. With this relay reverse and points locked in normal AUR will pick up. Now
AECR will pick up.
6. Check the A marker indication on Indication Panel.
7. Cancel the Automatic mode of the signal by pressing the AGGYN and Signal button.
8. Check that the A sign gets cancelled immediately since the Signal is lowered.
9. Again put the signal in Auto mode.
10. Now make the train movement by sequentially making the tracks UP and DOWN.
11. After the release of full route, check that the route re initiates and the signal gets re
lowered.
12. (Check the sequence of relays as follows: AULR will pick up then AUZ1UPR ---
GLSPR ------- AUR ------ AECR
(r) Automatic Signal

1. Insert the fuse and check whether the Signal Clears. The pick up sequence of relays will
be ------- GLSR ---------GR1 ------- G(R)LR -------- GR2--------HECR/HHECR/DECR.
2. Check the signal-cleared indication on the Panel.
3. Make the sequential train movement and check whether the route releases automatically,
(UYR1 & UYR2) and after the full route release the Signal should re- clear.
Table of Contents
After all the Signals / functions are cleared from the Panel once again clear all the Signals
/function as per the Selection Table / Route Chart.
Now the Panel is ready for Functional Testing.
Table of Contents
3.3 Testing of Main Signal
3.3.1 Back Locking

 Clear the signal under test. Flicker (momentarily drop & pick up) each TPR in the main
route of the signal, its overlap and isolation. The signal should go to danger when TPR is
dropped and should re-clear when track circuit is picked up. This proves that the
concerned track circuits have been taken in GR2 circuit.
 For example, in reference to Figure 6 & Figure 7 if Signal S1cleared for UP Main Line
(S1-ML), 1T, 9T, 10/11T, 4AT & MLT in Route, and 5AT, 2/3T in overlap are required
to be flickered one by one.
 Now fail the TPR permanently and after a few seconds pick it up. The signal should not
re-clear indicating that GR1 has dropped.
 Again fail the TPR permanently and do three button cancellation (Full Route
Cancellation) by first pressing signal button (GN) & ERN button then press signal button
(GN), EUUYN and Route button (UN) and leave the buttons with TPR failed. No sub
route should get released.
 Again do three button cancellation and keep GN and UN buttons pressed and pick up the
TPR being tested. All sub-routes and Overlaps (OVs) should get released as soon as the
TPR is picked up. In case the track circuit is a Berthing track, Overlap track or Isolation
track, the routes will get released even with TPR dropped. For example in case of S1 to
ML, MLT (Berthing Track) and 5AT & 2/3T (Overlap). In case of Dead approach
Signal, the above testing must be done after the final timer relay AJTR3 has picked up.
Repeat the above testing till the last OV track.
Note:
 For each EUUYN cancellation it should be ensured that EUUYN counter is
incrementing.
 Red indication of that particular track only must appear on the panel which is failed.
 In case there is a point in the berthing track, then with berthing track failed the route
released by three button cancellation will normally not take place. However, with train
standing on berthing track, all other subroutes and OV will get released except the point
zone berthing track.
Table of Contents
Figure 6 : Control cum Indication Panel diagram of a 2 line station with Panel Interlocking
Table of Contents
(Please see Fig. 6: Control Cum Indication Panel diagram of a 2 line station with Panel Interlocking on Page No 31 above)
Figure 7 : Signalling Plan of a 2 line station with Panel Interlocking

Table of Contents
(Please see Fig. 7: Signalling Plan of a 2 line station with Panel Interlocking on Page No.
32 above)
3.3.2 Aspect Control, Cascading & Red Lamp Protection

Aspect control must be tested as per aspect control chart of signalling plan with
correspondence from site. The aspect control chart should be tested in two steps.
Figure 8 : Aspect Control of 3 Aspect Signals
First clear all the signals and change the aspects of Last Stop Signal and ultimately make it
blank. Check the aspect of all the signals in rear and cascading of signals and it should be
seen that these signal aspects are being changed as per aspect control chart given. Change the
aspects of the signal in rear of the LSS till we reach the First Stop Signal.
In the second step we clear one signal at a time starting from the FSS and again check aspect
control till we reach the LSS. In both steps the Inter Cabin Control (ICC) must be checked as
the signal aspects change each time i.e. correct Inter Cabin Control must be send
corresponding with the aspect of the signal. For example, if the signal is Yellow only HECPR
must be sent to the next cabin.
Cascading of each signal must be checked individually apart from above. While checking
cascading of signal it must be ensured that panel indications correspond to those as given in
approved Interlocking Plan (IP).

For testing the cascading arrangement:
I. Clear the signal under test for example 3 Aspect

Down Home Signal S1 to Green by simulating run
through conditions.
II. Remove the DG fuse of the Signal. The indication
of the signal should be Flashing Green with
Steady Yellow.
III. Now remove the HG fuse of the signal. The
indication of the signal should be Flashing Green
and Flashing Yellow with Steady Red.
Figure 9 : Panel Indications during testing of

cascading of a signal
IV. Now remove the RG fuse of the signal. Both Green & Yellow indications flashing
should come with control relays picked up and Red indication blank.
V. Now press GN & EGGN button. Signal control relays will drop, Green and Yellow
indications become blank and Flashing Red indication appears.
For testing of Red Lamp Protection:
 Clear the concerned signal for example Down
Home Signal S1 and remove the RG fuse of the
signal ahead i.e. Down Main Starter S2 .
Figure 10 : Panel Indication during testing
of Red Lamp Protection
 The indication of the ahead signal S2 should be flashing Red.

 The rear signal S1 should go to danger. On re-insertion of RG lamp fuse of ahead signal
S2 the rear signal S1 should not re-clear.
3.3.3 Route indicator testing

 For all signal movements with diversion clear the signal and
remove the route indicator lamps supply fuse.
Figure 11 :Panel Indication during
Route Indicator Testing
 The indication of route indicator on panel should start flashing.
Table of Contents
 The signal should go to danger and should re-clear with the fuse re-inserted.
 It must be checked that all route lamp checking repeater relays (UECPRs) has been picked
up from the concerned signal group’s 60 V fuse.
UECR Testing
I. Take Off the Signal for diversion. UECR is picked up.
II. Remove one Route Indicator Lamp, UECR should remain pickup and signal should
remain OFF
III. Remove 2nd Route Indicator Lamp, UECR should remain pickup and signal should
remain OFF.
IV. Remove 3rd Route Indicator Lamp, UECR should drop and signal should go to
danger.
Figure 12 : UECR Testing when initially Signal is OFF
I. Now with Signal in ON position, Remove one Route Indicator Lamp and take OFF
the signal. UECR should remain pickup with 4 route indicator lamps lit and signal
signal should remain OFF
II. Again put back the signal to ON position. Remove 2nd Route Indicator Lamp and take
OFF the signal. UECR should not pick up with 3 route indicator lamps lit and signal
should not clear.
Figure 13 : UECR Testing when initially Signal is ON (Cold Start)
Table of Contents
While testing signal for diversion, clear the ahead signal for straight route and the rear signal
being tested should display Yellow with route only. This will ensure that the correct ADUCR
and NWKR has been taken in GR3 and GR4 circuits of the rear signal. For example, Home
Signal is being tested for loop line, then Main line Starter should be cleared while testing
home Signal. This is to be tested that the Home Signal should not clear with Green and
Double Yellow with the Route indicator burning.
3.3.4 Proving of Points in the Route

 Clear the concerned signal.
 Flash (fail the detection momentarily and make it steady) each point in the run (route) of
the signal, its overlap and isolation as per selection table. For example in reference
toError! Reference source not found. Clear the signal S1 for Loop Line (S1-LL) and fail the
oint detection of Point no.4 (in Route), Point no. 5 (in overlap) and Point No. 6 (in
isolation) one by one. The signal should go to danger, when point is failed and should re-
clear when point indication is steady. This proves that the concerned points have been
taken in GR2 circuit.
Figure 14 : Panel Indication for S1 cleared for loop line
 Now fail point permanently and after few seconds pick it up. The signal should not re-
clear indicating that GR1 has dropped.
 For PIs the sub-routes should not get set or released with point failed during Three button
cancellation and for RRIs the sub-routes should get set and released.
 The point should be failed by dropping WKR1, in non-RE areas by disconnecting links
on CT rack and in 25 KV RE area by removing external detection supply fuse for the
concerned point.


It must be checked that panel indication corresponds to the point group of point being
failed.
 After clearing each signal it must be ensured that concerned points are locked and cannot
be operated from panel.
3.3.5 Crank Handle interlocking

This has to be tested as detailed below:
 Clear the signal and try to give slot (control) for concerned Crank Handle Key Lock
Relay (KLR). The slot should not go and signal should not go to danger.
 Fail the Crank Handle Key Lock Checking Relay (KLCR) coming from site, the signal
should go to danger. On failing KLCR the Crank Handle indication becomes flashing red
on the panel.
 Give the slot for concerned KLR and try to clear the signal. For PIs the route will initiate
and for RRIs the route will set but the point will not get locked, and the point will not
operate in chain group operation. In both cases the point must be free for individual
operation after slot for concerned KLR is given. The panel indications with slot given
must be flashing White and with KLR key extracted as flashing Red.
 Give the slot for concerned KLR, the visual indication at site will lit. Now extract the key
at site and see that the slot cannot be taken back. Insert the key and take back the slot,
now it must not be possible to extract the key at site.
3.3.6 Sub Routes and overlaps

 Clear the signal and normalize each sub route at a time manually or by (EUYN)
emergency route cancellation button. For example in Fig. The signal should go to danger
and indication of that particular sub route should extinguish on the panel.
 Similarly on normalizing the (OV) overlap relay, the signal should go to danger. In case
(OV) Overlap Relay cannot be normalized manually, then remove the overlap common
fuse and then try to clear the signal. The overlap will not set and signal will not clear.
 It must be checked in circuit that overlap points get unlocked only after the last sub route
relay U(N)S before the berthing track becomes normal.
 Also the releasing of all sub routes and overlap by EUYN and counting of each operation
by EUYN and OYN counter must be checked here for each signal movement. The above
emergency release of OV by EUYN button must be possible only when the last subroute
Table of Contents
before the berthing track has been released. The same must be tested for each OV
(overlap).
3.3.7 Approach locking

 Approach locking must be checked with approach track circuit failed as per selection
table. Clear the signal and fail the approach track. For example in Figure 15 , A1T is the
Approach Track for Down Home Signal S1. If selection table says ATR, then each track
which is a part of ATR must be failed. The approach lock timer will start on doing three
button cancellation. Try to do three button cancellation with the timer flashing, it must not
be possible to release the route with timer flashing. Only after the timer becomes steady
after a delay of 120 seconds, it should be possible to release the route by three button.
 If the signal has Dead Approach, check that the timer starts when the full route
cancellation is initiated and always the cancellation takes place with a time delay of 120
seconds.
 If the signal does not have Dead Approach, then keep all the Approach tracks clear and
cancel the full route. Check that the signal gets cancelled without time delay.
Figure 15 : Approach Track dropped for Approach Locking Testing
Table of Contents
3.4 Testing of Subsidiary signal
3.4.1 Calling On Signal

 For testing of calling on signal after clearing Calling- On Signal, testing of points
proving , KLRs testing, Sub-route testing, Station Master’s Slide testing must be carried
out. With calling -on given all conflicting signals must be locked.
 The Calling On Signal should clear only after two minutes after Calling On/Approach
Track being occupied and should go to danger when this track circuit is picked up.
 When the calling on is given, the corresponding counter must increment.
 It must not be possible to clear the calling-on signal with the Main signal showing “Off”
aspect and it must be possible to clear the Calling-On Signal with the Main Signal
showing “Blank” aspect.
 At many places a signal and Calling-On are conflicting i.e. “A” sign clears only for
straight route and Calling-On only for diversion. The same must be tested.
3.4.2 Shunt Signals

 For Shunt Signals, testing of track circuits (Back Locking) except berthing track, OV
track and isolation track must be done. Testing of points, KLRs, Sub-routes, Approach
locking must also be done.
 When points and KLRs are failed and again picked up, the shunt signal will re-clear.
There is no cascading in Shunt Signals.
3.4.3 Shunting Permitted Indicator (SPI)

 For SPIs the following testing must be done:
 Once slot for SPI is given, all concerned points are locked.
 Slot for SPI can be taken back only after a time delay of two minutes.
 On failing the points over which the SPI reads, the SPI should go to danger.
 If any sub-route or overlap reading towards SPI is set then slot for SPI cannot be given.
 Once slot for SPI is given conflicting sub-routes and overlaps cannot be set.
 If the controlling track between the two SPIs is failed, slot for SPI cannot be given.
 SPI and Shunt Signal on the same post cannot be cleared at the same time.
Table of Contents
3.5 Testing of Points
3.5.1 Normal Point operation

When point zone track circuits are unoccupied or in picked up condition and points are not
locked in any route, it shall be possible to operate the points to other position.
3.5.2 Track Locking

Track locking must be checked for each track circuit of any point/crossover individually in
two steps.
(i) Fail one point zone track circuit with the other track circuit of the point/crossover as pick
up and it must not be possible to individually operate the points through WWN common
points button. It must be possible to operate the point through EWN (Emergency point
button) and EWN counter must increment.
Figure 16 : (i) Track Circuit 4AT dropped with Point Normal. (ii) Track Circuit 4AT
dropped with point operated to Reverse (iii) Track Circuit 4BT dropped with Point Normal
(iv) Track Circuit 4BT dropped with Point operated to Reverse
(ii) Fail the other track circuit with first track circuit of the point/cross over as pick up and
test as above in (i).
Table of Contents
3.6 Testing of Interlocked Gates

For interlocked Level crossing Gates the following testing must be done:
(i) The concerned signals, ‘A’ sign, Calling-on, Shunt Signals must go to danger when
the XCKR of gate is failed.
(ii) It must not be possible to open the gate with subroute or overlap leading over it is set
for any line or when only ‘A’ sign is given with route released, the slot for gate
opening must not go and the signal should not go to danger.
(iii) It must not be possible to open the gate with gate track circuit failed. In many places
this has been done only for signalled movements.
(iv) With chain locking in suburban section the XR relay must drop and all signals must
clear with yellow aspect only. Once chain has been connected it can be released when
slot for gate opening is given.
(v) For motor operated lifting barriers the XCKR limit switches contact must be broken
and it must be ensured that XCKR drops for each barrier. The limit switches must
make only for 85 degree to 90 degree zone. The lever lock Reverse and Normal bands
contacts must be broken for each lever lock to ensure that XCKR and XR relays drop
respectively.
(vi) Testing of road warning bell, pedestrian bell, boom lights and road signals must be
done. Pedestrian warning bell must be tested separately for each line separately by
failing concerned track circuits.
(vii) When gate is open, it must be possible to initiate the route and operation should take
place up to GLSR.
(viii) When ‘A’ sign and ‘AG’ sign are provided, ‘A’ sign should clear with gate closed
and points locked and ‘AG’ sign should clear with gate open i.e. XCKR dropped and
points locked.
(ix) On turning the emergency key if provided with Gateman/ASM, all signals should go
to danger.
For winch operated gates apart from above, on breaking of ‘N’ band of gate lever-lock, the
Gate KLCPR relay must drop in the relay room and if the gate KLCPR holds through ‘NA’
band the same must also be tested. The ‘NR’ coil must get energized only when the slot for
gate opening is given and DR coil only after the KLCPRs, XCKRs/XCKPRs in the relay
room have dropped due to breaking of NA band at site while gate opening.
Table of Contents
3.7 Station Master’s Slide Testing

Apart from mechanical testing of locking of Station Master’s Slide frame as per its locking
table the following testing must be done. While the exact testing to be done may depend the
circuit actually adopted at the station, the circuit conform to the following:
YNCR picks up through all “N” bands of Station Master’s Slide frame, first sub route not set,
all YRs dropped. YNCPR picks up through YNCR pick up contact and first sub route not set
and YNCR pickup contact is bypassed by YNCPR front contact which means that YNCPR
once picked up should drop only when sub route is set. The concerned YRs pickup through
‘R’ band of concerned slide, first track before berthing track up and YNCPR up. The YNCPR
up contact is bypassed by concerned YR front contact. Hence the testing will be as under:
 Pull each slide of slide frame, the concerned YR only will pick up and YNCR must drop
and YNCPR must remain up as route is not set. The panel indication must be checked
accordingly.
 Fail the first track before the berthing track, the concerned YR must drop and if sub route
is set, YR must not pick up even if track is picked up.
 Set the sub route and pull the Station Master’s Slide, the concerned YR must not pick up
as YNCPR has dropped. Thus YR will pick up only when sub route is not set.
 YNCR must pick up only when all slides are normal and with all slides normal on setting
the sub route YNCR and YNCPR must drop.
 After the train has arrived complete and sub route has released, YR must not pickup and
YNCPR must not pick up until YNCR has picked up which in turn will pick up only
when all slides are normal.
 All main signals, calling ‘ON’ signals must go to danger when the concerned Station
Master’s slide is put back to normal.
 After the signal has been cleared and Station Master’s slide is put back, the signal can be
re-cleared only when sub route is released and Station Master’s Slot is taken again by
pulling the concerned slide and then pressing signal button and route button.
 The calling–ON slide YR must pick up only when the
 calling–ON/ Approach track has dropped. The calling-on YR circuit will generally
contain only the TPR back contact and the calling-on slide will be mechanically released
by the Main signal slide.
Table of Contents
3.8 'A’ Sign Testing for Automatic Territory

For Semi-Automatic signals with ‘A’ sign working introduced, the following must be tested:
(i) With route released by three button cancellation, all points must be locked by ‘A’
sign.
(ii) With route released by three button cancellation, gate must be locked by ‘A’ sign and
it must not be possible to open the gate.
(iii) Fail each point and Gate XCKR, the ‘A’ sign should go to danger i.e. extinguished.
(iv) With route released, the conflicting movements must be locked by ‘A’ sign. The step
(i), (ii) and (iv) must be repeated with ‘A’ sign bulb fused, the points, gate and
conflicting sub-routes must still be locked.
(v) The signal should be repeated automatically when ‘A’ sign working is introduced and
AULR should pick up only when OV track is down.
(vi) Clear the signal and release any sub-route in the path of the signal through EUYN
button, the signal should go to danger. Remove the fuse of this particular sub-route.
Now simulate the train movement by failing track circuits at a time till we reach the
OV track. With OV track down, AULR will pick up and AUZ1UR will be up. Since
the sub-route cannot set due to its fuse being removed, GLSPR will not pick up and
AUZ1UR will remain permanently up. This will cause GNCR1, UNCR1 to drop
making the panel inoperative with NCR indication. The route locking indication of
G(R)LR must start flashing. On pick up of OV track, AUZ1UR must drop and the
panel must again become operative. Also on pressing concerned GN button and
AGGYN button the NCR indication should extinguish due to picking up of AULR.
(vii) It must be possible to clear ‘A’ sign even if main signal above is blank.
(viii) In old installations when ‘A’ sign is cancelled, it remain flashing on panel till the
passage of the train or emergency three button cancellation is done. In new circuits, it
must be possible to cancel ‘A’ sign directly if main signal above is ‘Off’ and by three
button cancellation if the signal above is ‘On’ and by EUYN and GN button if the
signal above is ‘On’.
Table of Contents
3.9 General Tests

The following tests must be carried out.
 Run through movements on main line and loop lines must be simulated and tested.
 With berthing track occupied (for main movement) the OV timer must initiate and OV
must release automatically after two minutes.
 All the Key on the Panel must be tested. Check that it is possible to take out the S.M.
key in OFF (i,e, the panel is made inoperative ) position only. With S.M. key out
GNCR1, UNCR1, WNCR1 must drop and the panel must become inoperative except
for throwing signal to danger. This condition must be tested. With Auto key out, it
must not be possible to give ‘A’ sign or cancel ‘A’ sign.
 It must not be possible to take OFF both Main & Shunt Signal on same post at the
same time.
 With Red lamp fused the first sub route after the signal should not release by train
movement.
 With ZR relay dropped the sub routes should not release by train movement.
 Clear all possible signals from panel and switch OFF the TPR supply (or track control
supply in case of AC motor track relays), causing all TPRs to drop. On restoring the
supply no sub route should get released.
Table of Contents
3.10 Functional Tests

All the Interlocking tests which were conducted with the help of simulation panel shall now
be done again from the working control panel with field gears connected.
3.10.1 Correspondence Test of Signal

Correspondence of each signal aspect should be checked from site. It must be checked that
panel indication corresponds to the signal aspect at site. Following tests should be done:
Correctness of aspect being lit at site when 110 V AC is directly applied on the main cable
terminal after disconnecting the link.
Put though the cable and conduct the following tests:
(a) Take ‘Off’ the signal and see that the relevant ‘Off’ aspect is lit at site. ‘OFF ECR is picked
up and indication appears on the control panel. The ECR must drop and off indication must
disappear/flash when the lamp is removed.
(b) Drop the controlling relay, the ‘ON’ aspect must burn at site and its ECR pick up. Remove
the ‘ON’ aspect lamp, the ECR drops.
3.10.2 Correspondence Test of Track Circuit

Correspondence of each track circuit should be checked from site. It must be checked that
panel indication corresponds to the track circuit condition (pick up or drop) at site. Following
tests should be done:
(a) Test each track circuit to verify that they are not over-energised, and the track relay drops
when TSR is applied.
(b) Put through the links on the Main Cable Terminals in the cabin and in the track relay
location. The relevant TPR should pick up.
(c) Shunt the track at site, the TR & TPR must drop and red strip indication must appear on the
control panel and the same must disappear when the shunt is removed.
3.10.3 Correspondence Test of point

 It must be checked that panel indication corresponds to the point being failed.
 After clearing each signal it must be ensured that concerned points are locked and cannot
be operated from panel.
 It is very important that the normal and reverse position of points at site must be checked
as per selection table while checking correspondence from site for each point.
 The Normal and Reverse position at site for both points of a crossover or for the single
ended point must correspond to the panel position and the point Group position.
Table of Contents
 When the Point/Crossover is Normal at site, the panel position must show Normal steady
and in the point Group (N) WLR must be up for PI station and (N)WLR1, 2, 3 must be
up for RRI station. In this position for PIs the NWKR relay of the point/crossover must
be picked up and for RRIs the NWKR relay must pick up on route setting. (iii)Similarly
we test for Reverse position of the point/crossover.
 It is very important that both points of a crossover are checked at the same time when
testing correspondence i.e. both points must be ‘Normal’ or both points must be
‘Reverse’.
 The point/crossover must be operated two or three times and correspondence checked for
both Normal and Reverse positions.
3.10.4 Correspondence Test of Crank Handle

 With the concerned route sections and overlaps normal, CHKLCR relay in the relay
room should be in picked up condition. Now ask the man at site to cooperate for crank
handle release. At site, a push button on the Crank Handle Key lock relay Box is pressed.
 The white indication near CHYN on the panel should extinguish and flashing Red
indication should appear. Now press CHYN along with the common Slot Release Button,
YYN on the operating panel. The CHKLR relay should pick up at site and CHKLCR
relay in relay room should drop.
 At site, with the button still pressed, a steady Red indication should appear on the box. It
should now be possible to extract the key from the Key Lock Relay to operate the point
machines concerned. When the key is extracted, the steady red indication on the box and
control panel continues to be displayed.
 When the key is re-inserted on the Key lock Relay after use and turned, the CHKLR
relay drops. The red indication at site disappears.
 On the panel also, the steady red indication disappears and flashing white indication
reappears. Seeing this, the panel operator has to press CHYN along with common Slot
Return Button, YRN. This normalises the slot and the concerned white indication on the
panel should become steady.
A circuit for Crank Handle Interlocking is given in Figure 17
Table of Contents
Figure 17 : Crank Handle Interlocking Circuit
3.10.5 Correspondence Test of Level Crossing Gate Slot

 When route sections and overlaps involving the gate are normal, press LXN along with
YYN on operating panel. The steady white indication near LXN on the panel should start
flashing.
 A steady red indication should appear on the level crossing Key lock Relay box at site.
When the push button on the box is pressed, the key lock relay picks up and releases the
key. When the key is extracted, the steady red indication on the box remains.
 The flashing white indication near LXN on the panel should disappear and a flashing red
indication should appear. After the gate is closed, when the key is reinserted in the Key
lock Relay and turned, the relay drops.
 The flashing red indication at LXN on the panel should disappear, and the flashing white
indication should reappear.
 On seeing this, when the panel operator presses LXN alongwith YRN, the slot gets
withdrawn and the white indication becomes steady.
 At site, the red indication on the box now disappears.
Table of Contents
3.10.6 Break test for points from site for Siemens point Machine
Testing of the first machine of a crossover
(i) Point Normal

 Keep the point normal and carry out break test of detection assembly contacts as explained
below:
 For the first machine of a cross over break the indication contacts (3, 3a for RH Crossover
& 4,4a for LH Crossover) that are making, operation contacts (2, 2a for RH Crossover &
1,1a for LH Crossover) that are making and turn the NX key one at a time.
Table 3 : Contact numbering in Switch Pedestal of Siemens Point Machine

Type of Layout Condition of Point Contacts make in detection
assembly (Switch Pedestal)
RH Normal & Locked 2/2a, 3/3a, 6/6a & 7/7a
Reverse & Locked 1/1a, 4/4a,5/5a & 8/8a
LH Normal & Locked 1/1a, 4/4a,5/5a & 8/8a
Reverse & Locked 2/2a, 3/3a, 6/6a & 7/7a
Figure 18 : Numbering of contacts in switch pedestal of point machine
On breaking the contacts as above:

 For a right hand cross over the point must fail on the panel (its indication should become
flashing white) and WKR1 must drop in the point group.
Table of Contents
 For a left hand cross over the point must fail only when the indication contacts are broken.
The point must not fail when operation contacts and NX contacts are broken.
Note:
 After breaking each contact as above, the point fails (except for LH crossover when
operation contacts and NX contacts are broken) and on again making these contacts the
point indication must become steady and WKR1 must pickup.
(ii) Point Reverse

Keep the point reverse and carry out break test of detection assembly contacts as explained
below:
 For the first machine of a cross over break the indication contacts (4, 4a for RH Crossover
& 3,3a for LH Crossover) that are making, operation contacts (1, 1a for RH Crossover
&2,2a for LH Crossover) that are making and turn the NX key one at a time.
 For a right hand cross over the point must fail only when the indication contacts are
broken. The point must not fail when operation contacts and NX contacts are broken.
 For a left hand cross over the point must fail on the panel (its indication should become
Testing of the second machine of a crossover
(i) Point Normal

Keep the point normal and carry out break test of detection assembly contacts as explained
below:
 For the second machine of a cross over break the indication contacts (3, 3a for RH
Crossover & 4,4a for LH Crossover) that are making, operation contacts (2, 2a for RH
Crossover & 1,1a for LH Crossover) that are making and turn the NX key one at a time.
 For a right hand cross over the point must fail only when the indication contacts is
broken. The point must not fail when operation contacts and NX contacts are broken.
 For a left hand cross over the point must fail on the panel (its indication should become

(iii) Point Reverse

Keep the point reverse and carry out break test of detection assembly contacts as explained
below:
 For the first machine of a cross over break the indication contacts (4, 4a for RH
Crossover & 3,3a for LH Crossover) that are making, operation contacts (1, 1a for RH
Crossover &2,2a for LH Crossover) that are making and turn the NX key one at a time.
 For a right hand cross over the point must fail on the panel (its indication should become
 For a left hand cross over the point must fail only when the indication contacts is broken.
The point must not fail when operation contacts and NX contacts are broken.
3.10.7 Testing of a single ended point

For a single ended point the point must fail when indication contacts, operation contacts and
NX contacts are broken for both Normal and Reverse positions of a point.
Table of Contents
Section IV
Interlocking (Metal to Carbon Contact
Relays)
Table of Contents
Section IV - Contents
4.1 Energizing the Relays 53
4.2 Interlocking Testing using Simulation Panel 57
and as per Control Table
4.2.1 Dead Approach Locking 57
4.2.2 Route/Back Locking Tests 58
4.2.3 Sectional Route release Test 59
4.2.4 Overlap release Test 60
4.2.5 Checking of SM’s Lock, Crank Handle, Level 60
Crossing & Siding Points
4.2.6 Point Locking Circuit 61
4.2.7 Testing of Signals 61
4.2.8 Random Checks 62
4.3 Functional Tests 62
Table of Contents
4.1 Energizing the Relays

Before making the panel functional, relays are required to be energised
(i) Sequence of Relay energisation:

 Relays which are normally in picked up condition.
 No condition is required. Ex: TPR, TPPR, NWKR, NWKPR, CHLR, LXPR, SMR,
SMPR, KLPR, CHFR, Knob relays of points.
 Conditions are to be satisfied: Ex: ASR, TSR, TRSR, TLSR.
 Relays which are normally in de-energised condition ex: UCR, Signal knob Relay, HR,
DR, ECRs, JSLR, NJPR, UYRS.
(ii) Energizing of specific Relays
(a) Signal Clearance Circuit
ASR
 This is a stick Relay. There are 3 or 4 paths of energisation including stick path. (3 paths
where Dead approach locking is provided and 4 paths where Approach locking is
provided). Stick Relay shall not be energised by the stick feed. It shall be energised by
Approach locking where available or cancellation path where dead approach locking is
available.
 It shall be ensured that the ASR relay is energised through all the possible paths in the
back lock portion of the track circuit.
 Similar procedure shall be adopted where sectional Route Release is provided to pick up
TRSR and TLSR.
TSR
 This is a stick Relay. This Relay also shall not be picked up by stick feed. If all the
ASRs pertaining to TSR are in picked up condition and the respective signal RRs are
de-energised (i.e. knob normal) TSR picks up through TPR front contact of the
controlling track circuit. When one TSR is used for more than one signal, the circuit is
designed in such a way that the TSR does not drop when an unconnected track circuit
fails or drops. The effectiveness of this aspect shall be checked.
Table of Contents
UCR
 This relay picks up after reversing of the signal knob and fulfilling certain conditions
like, detecting of the required points, conflicting signals are not taken off , CHLRs
and KLCRs where required are available.
 Check up all the parallel paths as per the circuit by setting all routes.
 Energisation of UCR drops the concerned ASR.
RR
 This relay picks up through UCR front contact and the Reverse band of the signal knob.
 This relay is required to re-clear the signal automatically when point detection breaks
momentarily and corresponding UCR also drops.
HR/DR
 In addition to the conditions required for energizing UCR, keep all TPRs, TSRs and
LXPR in picked up condition and observe that HR picks up (For diverging route, UGR
picks up first, route lamps are lit on the illumination board, UECR picks up and then HR
picks up).
 Check up whether the HG bulb is lit on the illumination board and HECR picked up. In
case of indication transformer, check up whether indication is available on the panel.
 Wherever more than one OFF aspect is available for a signal, all the aspects shall be
energised. All panel indications shall be checked up separately from IDF.
(b) Cancellation Circuits
JSLR
 This relay initiates time delay cancellation circuit and shares the same circuit of the
corresponding ASR. The same JSLR may pick up for different ASRs (in different paths).
 This relay is energised when the signal knob is normalized and all signal control Relays
are de-energised, all the back lock tracks are in energised condition and, the concerned
ASR is in the dropped condition, conflicting JSLRs are dropped (i.e. JSLRs sharing same
timer) and cancellation button is pressed.
 JSLR picking up is indicated by lighting on the panel.
Table of Contents
NJPR
 This relay picks up after 120 sec. after the picking up of JSLR.
 JSLR and NJPR front contacts together are used in the cancellation path of the ASR.
 When NJPR picks up, the indication on the panel is extinguished.
(c) Route Releasing
UYRs
 A group of conflicting signals which share the route partially or fully have common set
of UYRs. Conditionally conflicting signals however shall have different UYRs since no
two signals can be taken off within the group.
 The signal shall be cleared and the signal knob normalized. Then the train movement is
simulated by dropping and picking up the track circuits sequentially. The required UYRs
shall pick up. While simulating the train movement, both the light engine and long
formation conditions shall be checked.
 When there is only one track circuit available to route releasing, in major stations where
shunting is frequently done, use of TPSLR relay is made. This shall also be checked.
Dropping and picking up of track circuit momentarily shall not release the route.
 UYRs shall be energised through all the paths provided.
(d) Point Control Circuit
Siemens Point Contactor Unit

 Keep all required ASRs in energized condition, check whether free indication available
near the point knob and operate point knob to reverse.
 Check up whether WLR picks up and outgoing supply is available for reverse control on
cable termination rack.
 Keep test lamp (-) ve connected to W4 and check B24 outgoing is available on W1 and
W3. For reverse to normal, check up B24 outgoing is available in W1 and W2.
Point Contactor unit with QBCA1 relays

 Keep all the required ASRs in required condition.
 Check whether 'Free' indication is available near the point knob and operate the point
knob to reverse.
 Check up whether WLR picks up and out going supply is available for reverse control on
cable termination rack.
Table of Contents
 Check up the correct polarity out going is available on W1 & W2 as shown in circuit
diagram (negative on W1 & positive on W2) and also, supply is available on W3 & W4
(positive on W3 and negative on W4).
 In case of reverse to normal operation, positive on W1 and negative on W2 shall be
checked and there is no change in polarity on W3 and W4.
Note:
If the point contactor unit is in relay room, check up its operation and also B110/N110
outgoing is available in the cable termination rack.
(e) Calling on Signals

Clearance
 Keep the calling on track circuit in occupied condition, check whether approach bell
rings (COAR picks up), reverse the calling on signal knob and press the calling on
clearance button COGGN (COUCR picks up and COJSLR picks up).
 An indication will appear indicating the progress of the circuit.
 Timer starts functioning and after 120 seconds NJPR picks up and COHR picks up and
calling on signal is taken OFF.
Note:
Calling on signal can be taken off even if home signal route is held up.In such cases where
calling on cancellation is done, home signal route also gets released. This operation should be
checked.
(f) Cancellation
 Separate ASR is provided for calling on signal.
 Whenever calling on signal is taken off, the route has to be cancelled every time whether
train is received on calling on signal or not.
 Press the calling on cancellation button (COCAR picks up).
 Timer circuit is (240 sec.) triggered with an indication on the panel and after 240 seconds
calling on ASR picks up, thus releasing the route.
 Calling on signal ASR also releases the Main signal route, if it is in locked condition.
Table of Contents
4.2 Interlocking Testing using Simulation Panel and as per Control Table
This activity consists of clearing of signals on the simulation panel and carrying out the
following tests (as per table of control).
 Negative test
 Dead/Approach locking test
 Route/back locking test
 Sectional Route Release test
 Overlap release test
 Testing of conflicting signals-Cross Sheet Testing.
 All other circuits viz. SM’s key, CHLR, LXPR, KLCPR are proved correctly in the
respective signalling circuits.
Note:
Negative Test and Cross -Test are explained in Section V.
4.2.1 Dead approach locking

Dead approach locking is provided for those signals (usually home signals, shunt signals
from siding) whose approach track is not track circuited. To normalize the route for such
signals when a movement has not taken place, cancellation has to be applied.
The approach locking path for picking up of ASR is TSR pick up and approach track relay
pick up. For cancellation process the path for picking up ASR is JSLR pick up and NJPR pick
up.
Testing:
Clear the signal. Put back the signal by normalizing the knob. Check that the route is held.
Apply cancellation. Route is released after 120 seconds and the respective counter is
incremented.
Approach locking
Approach locking is provided for those signals (usually starters and shunts signals) whose
approach track circuit is track circuited or provided with axle counters. If the approach track
of the signal is not occupied, the route gets released immediately after putting back the signal
knob to normal. In case the approach track is occupied the route can be released only by
cancellation process, which is counted.
Approach locking is implemented by the signal in rear also.
Table of Contents
Example: Main line starter is approach locked by the home signal for main line i.e. when
pass through signals are taken off, normalizing the starter signal does not release the starter
route, though the approach track circuit is clear.
Testing:
 Clear the signal. Keep the approach track clear. Put back the signal knob to normal. The
route gets released immediately.
 Clear the signal. Drop the approach track circuit. Put back the signal knob to normal.
The route shall not get released. The route is released by cancellation only.
 When approach locked by signals, the testing shall be done by taking off the signal in
rear. The route shall not get released when the ahead signal (starter) knob is normalized.
In case of conditional approach locking, the free condition of approach locking shall also
be tested.
4.2.2 Route / Back locking tests

For testing of back, route locking either of the following two methods may be adopted.
Method – I
 Take off the signal for each and every route. Drop the track circuit and pick up the same
sequentially, so as to pick up UYRs correctly. Now drop the back lock track circuit. Put
back the signal knob to normal. Route will be still in locked up condition (ASR
dropped). Now all conditions are favorable for ASRs to pick up except the back lock
track circuit, which is in dropped position. Now pick up the above back lock track circuit
and observe the route getting released (ASR picks up).
 This operation shall be repeated for each back lock track circuit and for each and every
route of each signal. The above method is suitable for way side stations.
Method – II
 Take the ASR circuit (any ASR), put through UYRI, UYR2 contacts in ASR circuit and
disconnect the ASR stick circuit. As per the circuit drop the back lock track circuit one
by one and observe the ASR drops and picks up as and when the track circuit has picked
up. This test shall be done for all the conditions.
 This test shall be done for all the ASRs, individually check up the parallel paths if any
are defective in back lock circuit. The above method is most suitable for major yards. Do
not forget to remove shorts for UYRI UYR2 contacts after the testing is completed.
Table of Contents
 As part of route holding test, attempt shall be made to release the route by cancellation
when back lock track circuit is in dropped condition. It shall not be possible to initiate
cancellation. Note: Apart from the above test the following test is also to be conducted to
check the effectiveness of point locking.
 Clear the signal. Observe the points free indication and compare it with the Table of
Control. Attempt shall be made to operate a locked point by operating the point
operating knobs. The point indication shall remain steady.
 Do not clear any signal. The point free indication shall be available. Drop the point
controlling track circuits one by one and make attempt to operate the point.
 The point indication shall remain steady. In both these cases, observe the WLR relay in
the relay room.
4.2.3 Sectional Route Release Test

 Take off the signal for each and every route. Drop the back lock track circuits and pickup
only three numbers of track circuits just ahead of the signal sequentially. So as to pick up
UYR1, UYR2 relay correctly.
 Now drop any one back lock track circuit of these three track circuits and put back the
signal knob to normal position. Route will be still in locked up condition (ASR dropped).
 Now pick up the above back lock track circuit, the route sections(parts of the route)
within these three track circuits will get released (ASR picked up and concerned WLRs
picked up). Now points in above said back lock track circuits (route sections) can be
operated for next operation of train.
 Now pick up back lock track circuits ahead of these three track circuits one by one
sequentially as per train movement simulation and observe that as train moves ahead and
clears track circuits, route sections getting released (TRSR/TLSR picks up and
concerned WLRs picks up) and points within these route sections are free for their
operation.
 This test shall be repeated for each and every route of the signal.
Table of Contents
4.2.4 Overlap Release Test

 Take off the signal for main line. ASR will drop and overlap relay OVSR will also be in
dropped position. Drop and pick up the back lock track circuits and berthing track
circuits sequentially to pick up UYR1 and UYR2 relays correctly as per train movement
simulation for run through train. Put back the signal knob to normal position.
 Now ASR will pick up and also overlap relay (OVSR). Thus overlap will get released
and overlap point is free for operation.
 Again take off the signal for main line. ASR and overlap relay OVSR will drop. Drop
the back lock track circuits and berthing track circuits and pick up the same sequentially
except the berthing track circuit so as to pick up UYR1 and UYR2 correctly as per train
movement simulation so that train has to be stopped on main line. Put back the signal
knob to normal position. Now ASR will pick up but overlap relay (OVSR) will be in
dropped position.
 In this condition overlap relay (OVSR) will get picked up after two minutes through
OVJSLR and NJPR relay front contacts. Thus overlap will get released after 2 minutes
from when route have been released and ASR picked up.
 The emergency release of overlap by EUYN/OYN must be possible only when the
whole route (all route sections) has been released and ASR picked up. The same must be
tested for each (OV) overlap. Counting of each operation by EUYN and OYN counter
must be checked here for each signal movement.
4.2.5 Checking of SM’s Lock, Crank handle, Level Crossing and Siding Points
 Effectiveness of SM’s key shall be checked for all functions (signals, points, crank
handle, siding points level crossing). When SM’s key is out with SM’s control knob
reverse, none of the above functions shall work when the knobs are operated. When
SM’s key is IN with SM’s control knob normal, it shall be possible to operate the
functions. It locks the functions in the last operated conditions.
 For checking CHLRs, KLCRs, LXPRs the converse locking has to be checked i.e. when
the signal is taken off, the key cannot be released. If the key is out, the signal cannot be
taken off. For way stations the above testing has to be done for all signals and for every
route. For major yards CHFRs, LXFRs,KLYRs shall be tested, keeping the circuit sheet
and breaking the conditions one by one and observe the relay drop every time when the
condition is broken. Check up all the parallel paths are effective. The following example
is given for testing of crank handle/slot:
Table of Contents
(i). Clear the signal and try to give concerned CHLR / KLCR. CHLR / KLCR
permission should not go and signal should not go to danger. Fail the KLCPR (or
YCR) coming from site the signal should go to danger. On failing CHLR / KLCPR
(or YCR) the CH indication becoming flashing RED.
(ii). Give the slot for concerned KLCR and then try to clear the signal. The route will not
initiate the point will get locked .i.e. LR will drop and the point will not operate. The
panel indication with slot given must be flashing white and with CHLR /KLCR key
Extracted as Flashing Red.
(iii). Give the slot for the concerned CHLR/KLCR, the visual indication at site will lit.
Now extract the key at site and see that the slot cannot be taken back. Insert the key
and take back the slot, now it must not be possible to extract the key at site.
4.2.6 Point Locking Circuit

 It is always preferable to test WLR circuits as per circuit sheet. Break the condition and
observe WLR drops and picks up as soon as the condition is restored back. Check up
whether all parallel paths are effective.
 In addition to the above, after taking off a signal the free indication of the points is to be
observed and to be tallied with the Table of Control. Then all the points should be
operated, the locked points should not get operated while the free points should be
operated.
4.2.7 Testing of Signals

 Check up distant signal aspects for M/L and loop line. Green for main line and double
yellow for loop line shall be displayed at distant signal. Remove home signal HG bulb
and observed the distant signal goes to caution aspect.
 In the same home signal green aspect may be checked by removing DG bulb of main
line starter and DG bulb of advance starter separately on the bulb panel. The home signal
displays caution aspect.
 Check up main line starter green aspect is controlled by Advance starter green aspect by
removing the DG bulb of the advance starter.
 Check up advance starter proceed aspect is controlled by block instrument TGT
condition.
 On double line sections, effectiveness of SR1 and SR2 is to be checked up in LSS,
usually LCPR picked up contact is by passed by DECR picked up contact of LSS. This
Table of Contents
is done to prevent LSS going back if the block is made to TOL before the train passes
the LSS. This should be checked.
 TAR indication and block instrument release from TOL is to be checked. This is
normally done at the time of reconnecting block with panel circuit.
 Check up whether main line starter is approach locked by home signal i.e. take off both
home and starter and put back starter signal knob. The starter ASR shall not pick up
unless home signal ASR picks up.
 Remove route lamp and observe the home signal assumes ON position.
 Individually all the signal lamps have to be removed and check, that ECR drops or NA
transformer does not give sufficient voltage to lit the indication lamp on the panel.
 Check up whether all parallel movements are functioning correctly. This is very
important as the wrong contact will be known by this test.
 Panel indication for points, signals, crank handle, level crossing and routes in track
picked up and track dropped conditions are to be observed carefully.
 Cancellation circuits functioning for all the ASRs to be checked. Proper cancellation
indication shall appear in panel.
 By removing the signal lamp of the signal ahead, test the signal in rear does not clear for
the respective line.
4.2.8 Random checks

 Check up that indirectly conflicting signals cannot be taken off simultaneously.
 Keep one or more points in the route in unfavourable position and try to take off signal,
which should not be possible.
 For taking off calling on signal, keep all the track circuits in dropped condition and
check whether it could be taken off. Special attention may be given for overlap point
detection whether required or not as per circuit.
4.3 Functional tests

Before commissioning of a station following Functional Tests should be carried out:
 All signals of the station should display ON aspect when no signal is taken OFF and
indications on the panel correspond to the ON aspect of the signals.
 Check that home signal, First Distant and second Distant display aspects as per aspect
chart of Interlocking Plan when Home signal is taken OFF for main line and indications
on panel correspond to the aspect of the signals.
Table of Contents
 Check that Home signal display green aspect when taken off for main line with main line
starter and advance starter in off position and in this position off aspect of the main line
starter, advance starter, first Distant second distant should be as per Interlocking Plan
and panel indications shall be corresponding to the aspect of the signals.
 Check that home signal shows correct route indicator and aspect when taken off for loop
line along with correct aspect of first and second Distant as per aspect chart of
Interlocking Plan and panel indications should be conforming to the aspect of the
signals. Home signal and Distant signals should not change their aspects when main line
starter and advance starter are taken OFF.
 Main line starter shall display correct aspect as per interlocking plan with advance starter
not taken off and panel indications correspond to the aspect of the signal.
 Operate and check position of each point for Normal and Reverse at site and
corresponding panel indications as per site.
 Try to take off advance starter without receiving line clear on the block instrument from
the station in advance. It should not be possible to take off the Advance starter without
obtaining line clear.
 Cascading and intra signal cascading should be checked for each signal. When signal is
intended to display DG aspect and the bulb of this DG aspect is removed or fused, signal
should display more restrictive aspect means HG aspect and signal in rear should display
aspect as per aspect control chart of interlocking plan and circuit diagram. When signal
is intended to display HG aspect and the bulb of this HG aspect is removed or fused,
signal should display more restrictive aspect means RG aspect and signal/signals in rear
changes and display aspect as per aspect control chart of I.P. and circuit diagram.
 Drop each and every track circuit of the station one at a time shorted by positive and
negative rails of the track circuit with a wire and check corresponding occupied
indication on the panel.
 Check that it must not be possible to open any interlocked gate after the signal has been
taken off.
Note:
All the functional tests as mentioned in para 3.10.1 Correspondence Test of Signal, 3.10.2
Correspondence Test of Track Circuit, 3.10.3 Correspondence Test of point, 3.10.4
Correspondence Test of Crank Handle & 3.10.5 Correspondence Test of Level Crossing

Gate Slot of Section III for testing of Relay Interlocking (Metal to Metal Contact Relays) are
applicable for Relay Interlocking (Metal to Carbon Contact Relays) also.
Table of Contents
Section V
Testing of Electronic Interlocking
Table of Contents
Section V _Contents
5.1 Introduction 67
5.2 Safety & Integrity Checks for 69
Interlocking/Logic Circuits
5.3 Factory Acceptance test (FAT) 72
5.4 Testing with Simulation Setup 80
5.5 Test Procedure for FAT 87
5.6 Negative test 95
5.7 Testing of Conflicting Signals (Cross Sheet 95
Testing)
5.8 Documentation of FAT 98
5.9 Site Acceptance Test (SAT) 110
Table of Contents
5.1 Introduction
(Ref.: Para 21.5.2 of Signal Engineering Manual Version 3.0 June 2021)
For Electronic Interlocking, the integrity of interlocking inside E.I designed for a specific
station can be tested at factory which is termed as Factory Acceptance Test (FAT). When the
interlocking is installed at site and interface wiring is connected, the test carried out as laid
down for relay interlocking, is known as Site Acceptance Test (SAT).
5.1.1 Tests to be performed during FAT

FAT is performed with the computer simulation. Only the testing of interlocking on
Application Software with reduced time as per SIP and RCC is performed during this stage.
Interface with I/O card, intercommunication is not checked as E.I hardware is not used in
FAT. Hence, following test are to be usually done during FAT (Computer Simulation),
besides any other tests as required-
(i) Control Table (including Negative Testing).
(ii) Cross Table (Also known as Square sheet testing).
5.1.2 Tests to be performed in SAT (for new installations)

In SAT, similar testing is performed at site with E.I hardware and simulation panel in first
stage. The correspondence & Interface testing are also performed after interface with field
gears. Any other test may also be conducted as required.
(i) Logic and interlocking testing:
 Control Table (including Negative Testing).
 Cross Table (Square sheet).
(ii) Interface and Equipment functional Test:
 Intercommunication test between sub-racks,
 Correspondence test
5.1.3 Tests to be performed in SAT (for alteration works)

(I) When the existing ports (I/O and communication) are not disturbed, the following tests
besides FAT and any other tests as required are to be done;
(i). Logic and interlocking testing Control Table to the extent as decided by the Zonal
Railway.
(ii). Interface and Equipment functional Test:
 Correspondence test (new additions)
Table of Contents
 Intercommunication test between sub-racks (if any new addition)
(II) When the existing ports (I/O and communication) are disturbed, the following tests
besides FAT and any other tests as required are to be done;
(i) I/O port correspondence check between Application logic and Interface circuits.
(ii) Logic and interlocking testing Control Table to the extent as decided by the Zonal
Railway.
(iii) Interface and Equipment functional Test:
 Correspondence test (new additions)
 Intercommunication test between sub-racks (if any new addition)
Note:
(i). FAT should preferably be conducted at factory premises. However, FAT can also be
done at railway premises at central location but not at the site. For this, the setup should
be made by all the Zonal Railways.
(ii). FAT & SAT should be done by separate officials where ever feasible.
5.1.4 Version Control of Softwares of Electronic Interlocking

(Ref.: Para 21.4.7 of Signal Engineering Manual Version 3.0 June 2021)
(a) Version of the Generic System software and hardware shall be approved and controlled
by authority competent to approve the Electronic Interlocking system and its
specifications.
(b) Version and checksum of the Application logic (station specific logic) shall be unique
for the installation and shall be approved by the authority competent to approve the
circuit diagrams. Corresponding Checksum shall be recorded and controlled by the
same authority.
(c) Version number and Checksum shall change whenever any modifications are carried
out to the Application logic (site specific logic).
Table of Contents
Figure 19 : Design & Testing Flowchart for Electronic Interlocking (Courtesy: M/s
Kyosan India Pvt. Ltd.)
5.2 Safety & Integrity Checks for Interlocking/Logic Circuits

(Ref.: Northern Railway Policy No.07/2018 dated 03.04.2018)
As per the existing practice, Testing of Electronic Interlocking is done with Selection Table
during FAT/SAT. There are number of tests which are also important and should be done
along with selection table test. The following Interlocking Logic/Circuits tests and
certifications given in Table 4 are to be completed for each and every station before
commissioning:
Table 4 : List of interlocking Logic/Circuit Tests for EI
Sr. Test Type Description
No.
1 Negative test Status of every function mentioned in STLT will be

changed i.e. track, point, LX gate, slot, crank
handle etc. controlling the signal and observe the
change in the status of the sign
2 One signal one train test After signal is cleared, first control track circuit is
dropped and picked up. Signal shall change to red
and remain in danger even after first control track
circuit is picked up again
3 Route release test for light After clearing the signal, tracks are dropped to
simulate light engine movement. Route release


No.
engine movement relays operation as specified in STL'F at each stage

is checked
4 Route release test for long train After clearing the signal, tracks are dropped to
movement simulate long train movement. Route release relays
operation as specified in STLT at each stage is
checked.
5 Route holding test All route releasing conditions are fulfilled except
the picking up of route holding track and route
locking is observed
6 Approach locking test Signal is cleared without approach track occupied.

Route release shall take place without time delay
after cancellation of route. With approach track
occupied cancellation shall take place with time
delay.
7 Red lamp protection test When signal is cleared and red aspect of signal in
ahead becomes unavailable. Previous signal shall
change to danger.
8 Signal lamp cascading test After signal clearance, each OFF aspect supply is
cutoff. Signal shall change to more restrictive
aspect.
9 Signal aspect sequence control After clearing all signals for a line, each aspect of a
signal starting from advanced starter is brought
down to next restrictive aspect. Change of aspect of
signals in rear are observed as per STLT/Aspect
Control Chart
10 Track locking test for points Each controlling track is dropped and attempt is
made for operating the point. It shall not operate.


No.
However, emergency point operation shall be

possible in this situation.
11 Crank handle locking test Attempt is made to transfer the control of each
crank handle locked by the signal when the signal
is cleared. It is expected that the CH Control is not
transferred. Test should also be done to check
releasing of CH when point control is not available
and/or TC is failed. It should be possible.
12 LC gate locking test Attempt is made to transfer the control of each LC

gate locked by the signal when the signal is
cleared. It is expected that the Gate Control is not
transferred
13 Route locking test Attempt is made to operate each point which is

locked by the signal, when the signal is cleared. It
is expected that the point does not operate. Attempt
is made to operate each point which is not locked
(Free) by the signal, when the signal is cleared. It is
expected that the point Shall operate
14 SM Key Lock Test Each Asset Operation is Tested for SM Key

Effectiveness
15 Point Operation through Route All the controlling points in a route are set opposite
Test to the required condition. Now route is initiated and
operation of Points to the required Position and
setting and locking of Route are checked.
16 Timers Test All Timers are first set to their original value. After
setting a Route, Cancellation is applied and the
time to release of Route is observed. This test is


No.
repeated until all the Timers are covered.

Emergency operation of all routes, overlaps,
approach/ dead approach locking should also be
checked.
17 Square sheet Test A route is set and every other route is attempted to
check whether it is locked I free. This is repeated
for all the routes.
18 Route Checking Test When all Non control Functions (Tracks, Points,
Crank Handles, Gates indications) are dropped. It is
expected that the Signal Status remains intact.
19 Correspondence of VDU & VDU and Panel indications at EI installations

Panel indications should be checked. It should match.
5.3 Factory Acceptance Test (FAT)

(i). Factory Acceptance Test (FAT) for EI system shall be tested in Factory environment
with simulation setup to validate application software.
(ii). The purpose of Factory Acceptance Test is to:
 Ensure that the Interlocking system fulfils the station Interlocking & Route Control
Chart requirements and workings in safe manner even if any false inputs /
information received.
 Minimises the site errors & risks and reduces the corrections at site. This results in
saving of time at site testing.
(iii). FAT is carried out through simulation set up (using Simulator Panel with toggle
switches or Simulator PC with Interlocking Simulation Setup - software) in which all
field inputs are simulated.
(iv). FAT is carried out for each station interlocking installation separately.
(v). After designing the Application Software, designer issues it to the validation
department for carrying the Factory Acceptance Test.
Table of Contents
(vi). It is carried out only through VDU panel, whereas Site Acceptance Test (SAT) is
carried out through CCIP and VDU panels, if both the options are available at site.
(vii). During FAT, Timers in Application logic are modified for the FAT testing for Timer
values used for signal, point, overlap and cancellation are reduced from 120 seconds to
12 seconds to speed up the testing. It is essential that the original values of timers are
reinstated and validated at the completion of testing.
(viii). In FAT setup, the I/O boards are not physically present and the same are simulated
using the test setup. Therefore, field inputs and outputs delivered by Input and Output
card will be disabled and will be directly delivered into simulation VDU. However this
will not affect the interlocking part of the application logic.
(ix). To carry out FAT, the following inputs are required:
 Signal Interlocking Plan (SIP)
 Route Control Chart (RCC).
 Control cum Indication Panel Diagram.
 Cross Table/Square sheet.
 Station Interlocking Application Software files as designed (example in case of
MicrolokII, .ML2, .MLL, .MLP).
(x). After carrying out FAT, the following are the outputs:
 Station Interlocking Application Software files as tested (example in case of
MicrolokII.ML2, .MLL, .MLP).
 Total Management System (TMS) Forms.
 FAT Certificate.
When Railways/Customer testing is completed, the Check sum and CRC values of the FAT
simulated application logic will be recorded as per the Application Logic and it is to be
jointly signed by OEM and Railways representative.
5.3.1 FAT Setup & Objectives

Unlike in PI or RRI, all the relays except controlling relays are encompassed in a software
called Interlocking Logic in EI. In Factory Acceptance Test (FAT), Relay rack, hard wired
panel etc. are not required since it is software testing. FAT is possible at factory premises,
Zone headquarter or Divisional offices.
In Figure 20, a FAT arrangement before commissioning of one station is shown.
Table of Contents
Figure 20 : A FAT setup (Courtesy: M/s Siemens Rail Automation Pvt. Ltd.)
 The two VDUs on top display the yard diagram (A & B). Whatever conditions are
simulated on simulator, are displayed on these VDUs.
 In the bottom there are three windows.
 Middle window (C) is the Simulator through which all the signalled movements are
simulated and interlocking between various functions is tested as per the Selection Table.
 The window on bottom right (D) is the Table of Control or Selection Table.
 The window on bottom left (E) is for the analysis of logics in case any criterion is not
met as per the selection table. In this window, logics can be opened in rung states for
analysis. A rung state can be taken to see the status of a particular logic whether it is in
high or low state (on or off).
Table of Contents
Whatever deviations/observations are made during FAT, are logged into a separate PC for
discussion. These observations are required to be tested again and finalized. Results of the
test are observed and documented in a Test Report. Documents supporting FAT are signed
jointly by Railway official and OEM representative. Sometimes these are signed without any
comments indicating that there is no discrepancy. Sometimes there may be open comments
which require further discussion. In case if these are within the purview of testing officials,
then they are sorted out at the location of FAT, implemented and tested. However,
sometimes the comments require discussion with headquarter in reference to Railway Board
or RDSO circulars or CRS's previous noting etc. In this case the decision is made by the
headquarter after discussion or alternative solutions if any are given and the comments are
closed. These solutions are either implemented in the software and again tested in FAT stage
or kept reserved for implementation in future projects as decided by the headquarter and
recorded in the minutes of meeting.
Prerequisites
The designing of PI/RRI/EI circuits is based Signal Interlocking Plan (SIP) and Route
Control Chart (RCC) or Selection table, hence these are the essentially required for FAT.
Objectives
 To check whether the VDU is displaying the yard and functions correctly.
 To verify that all inputs from SIP captured in VDU.
 To verify that indications are as per Operators’ Jurisdiction.
 To verify that additional info/ indications/ Alarm are as prescribed by RDSO / Railway
circulars
 To test the interlocking software through:
 RCC, Square Sheet & Negative Testing
 Any other tests preferred by Railways.
 Retesting Defects/Observations/Improvements
The Factory Acceptance Test ensures that station interlocking system fulfils the station
control table requirements and if any false inputs/information is received, it can be corrected
at software level. FAT is carried out through simulation set up at factory with all
field inputs simulated. Performing FAT for each station interlocking at factory before
delivering to site minimizes the site error and reduces the correction at site. Each entry in the
Table of Contents
Selection Table is to be tested during FAT. All the software versions are tested. If required,
previous version can be loaded and tested for discrepancies.
Figure 21: K5BMC EI FAT Set up using Interlocking Simulation Software (ISS)
(Courtesy: M/s Kyosan India Pvt. Ltd.)
Table of Contents
5.3.2 Procedure for FAT

In the following Figure 22 a block diagram of FAT procedure for Siemens WESTRACE
Mark II EI is given.
Figure 22 : Block Diagram of FAT procedure for Siemens WESTRACE Mark II EI
1. Software is designed in terms of interlocking. In other words, Signal interlocking Plan

and Selection table are converted into a Graphical based Configuration software. In the
Figure 23. Given below, front view of Graphical Configuration Sub-System (GCSS) for
Siemens WESTRACE EI system is shown. It is used to prepare the application data for a
WESTRACE application (Module placements in housings, configuration logic and
communication settings).
Table of Contents
Figure 23 : Display of Graphical Configuration Sub-System (GCSS) for Siemens

WESTRACE EI system
2. Signal, Track, Points and Train conditions are simulated over simulation module and
tested in reference to Selection Table without any field gears, relay racks or any other
wiring connected externally. A front view of Graphical Simulator (GSIM) for Siemens
WESTRACE EI system is shown in Figure 24 It has following features:
 It is a PC tool used for offline simulation of WESTRACE MKII.
 It is used to test the WESTRACE installation logic using graphical on-screen
computer simulations of railway Signalling systems.
 It can be connected with other WESTRACE software in order to test an interlocking
system without using WESTRACE hardware.
After testing, the software is validated and it becomes compiled or Application Software. It is
signed by the testers both from railways as well as OEM with changes in control table,
changes in logics, differences in first and final version and all logs closed. Application
software becomes Application data and it is sent to Installation Check System (ICS) for
further processing.
Table of Contents
Figure 24 : Graphical Simulator (GSIM) for Siemens WESTRACE EI system
3. Application data is sent for uploading in hardware through Installation Check System
(ICS). A front view of Installation Check System (ICS) for Siemens WESTRACE EI
system is given below. It has following functions:
 It uploads application data to a WESTRACE PM.
 It downloads and decompiles application data from a WESTRACE PM.
 It compares the downloaded or retrieved application data with the original, approved
application data.
 It generates an Installation Check Report.
4. Application data is loaded in the hardware (here Processor Module of WESTRACE
Mark II).
5. Application data loaded in the hardware is downloaded in the ICS for comparison with
the original data. After comparison, the ICS gives the controlled version of software.
The hardware is then sent to field for Site Acceptance Test (SAT).
Table of Contents
5.4 Testing with Simulation Setup

The simulation testing during FAT shall be carried out through Simulation panel.
FAT Setup
Tester- in-Charge is responsible to set up for FAT according to the specific requirements of
the station. The following inputs and equipments are required to set up the FAT:
 Station circuits (Hard copy & Read-only soft copy)
 Station SIP
 Station Route Control Chart (RCC)
 Station Control cum indication panel diagram
 Cross tables
 Operator VDU Screen
 Simulator Tool or Simulation Panel
 Power supply Equipments (Converters, Cable Extension Cards)
Simulation Panel
The simulation panel consists of toggle switches to simulate the track and point detection
conditions and lamp proving detection. All I/O bits are simulated through PC via serial
communication between PC and the interlocking software. Any additional requirements such
as block, IBH, Crank Handle, Level Crossing and Axle Counters pertaining to indications are
simulated according to the requirements of station layout by switches. The simulation
system is used to operate control bits in order to set/cancel routes, set
points and give releases. It will also provide make and break controls to the Field Equipment
Simulation system e.g. Clear/Occupy track circuits, make/break point detection, make/break
lamp proving etc.
We shall take the example of testing with Graphical Simulator (GSIM) tool for Siemens
WESTRACE EI (Figure 26). In GSIM tool, WESTRACE software is used without any
hardware and all the inputs coming from the field can be toggled and simulated on the
Operator VDU (Figure 25) through this tool. Double clicking the input on Simulator with
mouse will drop it and single clicking it will pick up it. Menu for all the operations like point
operation, transmission of LC Gate control, route setting, signal clearance, route cancellation
etc. are available on the operator VDU screen.

Figure 25 : Operator VDU Screen for Thalwara station (ECR)

Go to Para: 5.5.7 Proving of Points in the Route, 5.5.8 Proving of Tracks in the Route , 5.5.9 One Signal One Train Test, 5.5.10 Sequential Route Release Test, 5.5.11
Manual Route Cancellation Test, 5.5.12 Crank Handle Interlocking Test, 5.5.13 LC Gate Control Test, 5.5.18 Super Emergency Route Release, 5.7 Testing of
Conflicting Signals (Cross Sheet Testing)

(Please see Fig. 25 : Operator VDU Screen for Thalwara Station (ECR) on Page No. 81 above)
Figure 26 : Graphical Simulator (GSIM) Tool display for Thalwara Station (ECR)

{Please see Fig. 26 : Graphical Simulator (GSIM) Tool display for Thalwara Station (ECR) on Page No. 82 above}
Figure 27 : Various menu for operation available on VDU

Table of Contents
(Please See Fig. 27 : Various Menu for operation available on VDU on Page No. 83 above). Go to Para: 5.5.7 Proving of Points in the Route, 5.5.8 Proving of Tracks
in the Route , 5.5.9 One Signal One Train Test, 5.5.10 Sequential Route Release Test, 5.5.11 Manual Route Cancellation Test, 5.5.12 Crank Handle Interlocking Test,
5.5.13 LC Gate Control Test, 5.5.18 Super Emergency Route Release, 5.7 Testing of Conflicting Signals (Cross Sheet Testing)
Table 5: Route Control Chart for Thalwara Station ECR

LOCKS REMARKS SIG.
OFF OR T. CCT OCCUPIED

ROUTE INTERLOCKING OVERLAP
APPROCH LOCK BY SIG.
TRACK CCT. OCCUPIED

SELECT
SIGNAL REPLACED BY
REQUIRES/ BACK RELEASES SIGNAL / No.
ED REQUIR RELEASED BY KEY 'IN' OF
CONTROLLED BY
Sr No. OF ROUTE
DETECTS LOCKED 2 MIN. ROUTES

ROUTE ES SIG.
TRACK CCT.
POINTS AFTER
SIG No.
Sr. No.
CRANK POINTS OTHER
BY TRACK CCT.
UNTILL TRACK
DESTINATION
OCCUPATION
FROM
CLEARANCE
CCT. CLEAR
HANDLE CONTRO CONTRO
ENTRANCE
OCCUPIED
TO
L L
O
OF
OF
OFF N R
N
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
1 1 1 3 S1 D3 1A 3 3 51,52, -- SIG 1T, 2T, 1T, 1T 1T, 03T, 52T CH1, -- G-31 2, C1, 103, OVERLAP 1A
58,60 OFF 02T, 2T, 2T, OR CH2, 203, 202, SET
51BT, 02T, 02T, 03T CH8, 206 TOWARDS
52T, 51BT, 51BT, 1, CH10
M/L
03T2 52T 52T, OR
03T2, 03T
03T1, 2
03T,
3T,
60BT,
011T
2 2 1 3 C1 D3 C1A 3 -- 51,52 -- SIG 1T, 2T, 1T, 1T 1T -- -- CH1, CH2 -- -- 1,2,3,5,7,11, CLEARS C1A
OFF 02T, 2T, 103,105,107 AFTER 60
51BT, 02T, ,203,205, SECS.
52T, 51BT,
202,206 OCCUPATIO
03T2 52T
N OF C1T
3 3 1 5 S1 D5A S1B 5 -- 51,58 52 SIG 1T, 2T, 1T, 1T 1T, 05T 52T CH1, -- -- C1, 2, 203, OVERLAP 1B
OFF 02T, 2T, 2T, OR CH2, 204, 206L2 SET
51BT, 02T, 02T, 05T CH8 TOWARDS

LOCKS REMARKS SIG.

TRACK CCT. OCCUPIED

SELECT
SIGNAL REPLACED BY
CONTROLLED BY
Sr No. OF ROUTE

ROUTE ES SIG.
TRACK CCT.
POINTS AFTER
SIG No.
Sr. No.
CRANK POINTS OTHER
BY TRACK CCT.
UNTILL TRACK
DESTINATION
OCCUPATION
FROM
CLEARANCE
CCT. CLEAR
ENTRANCE
OCCUPIED
TO
L L
O
OF
OF
OFF N R
N
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
52T, 51BT, 51BT, 1 OVERRUN

05T2 52T 52T, OR LINE
05T2, 05T
05T1, 2
05T
OR
AXC
L1,5T
4 4 2 DN S2 D- 2 -- -- -- -- -- -- -- 2T 2T, -- -- -- -- -- 1, C1, C- CONTRLLED 2
HS DM 1T, 12A, 203, BY TLBI WIT
OF C1T 104, 106, HYT &
HY
202, 204, HASSDAC
T
206L2 CLEAR
5 5 3 11 S3 D11 3 11 11 58, 60 -- SIG 3T, 3T, 3T 3T, -- -- CH8, -- G-31 C1A, 103, 5 SECS. TIME 3
OFF 60BT, 60BT 60BT, CH10 203L2, 202, DELAY
011T 011T 206 PROVIDED
IN 3HR
CIRCUIT
6 6 103 11 SH D11 103 11 -- 58, 60 -- SIG 3T, 3T, 3T 3T, -- -- CH8, -- G-31 1A, C1A, 3, 5 SECS. TIME 103
10 OFF 60BT, 60BT 60BT CH10 11, 202, 206 DELAY
3 011T PROVIDED
IN 103HR

LOCKS REMARKS SIG.

TRACK CCT. OCCUPIED

SELECT
SIGNAL REPLACED BY
CONTROLLED BY
Sr No. OF ROUTE

ROUTE ES SIG.
TRACK CCT.
POINTS AFTER
SIG No.
Sr. No.
CRANK POINTS OTHER
BY TRACK CCT.
UNTILL TRACK
DESTINATION
OCCUPATION
FROM
CLEARANCE
CCT. CLEAR
ENTRANCE
OCCUPIED
TO
L L
O
OF
OF
OFF N R
N
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
CIRCUIT
7 7 202 2 SH D2 SH 1, -- 51, 52 -- SIG 52T, 52T, 52T 52T, -- -- CH1, CH2 -- -- 1, C-1, 2, 3, 1RECR PICK SH202
20 202 2 OFF 51BT, 51BT 51BT 103, 203L2 UP
2 02T
8 8 203 3 20 D3 203 3 -- 51, 52 -- SIG 51BT, 51BT, 51B 51BT, -- -- CH1, CH2 -- -- 1, C1, 3, 5, 1RECR PICK SH203
3 L2 OFF 52T, 52T T 52T 7, 11, 2, UP L2
03T2 202, 206L2
9 9 206 202 20 D20 206 20 202 58, 60 -- SIG 60BT, 60BT, 60B 60BT, -- -- CH8, -- G-31 1, C1, 3, 4, 1RECR PICK SH206
6 2 L2 2 OFF 3T, 3T T 3T CH10 6, 11, 12A- UP L2
03T ALT, 103,
203L2, 2,
12B-ALT
10 10 5 11 S5 D11 5 -- 11 60 58 SIG 5T, 3T, 5T, 5T 5T, -- -- CH8, -- G-31 C1A, C1B, -- S5
OFF 60BT, 3T, 3T, CH10 105, 203L1,
011T 60BT 60BT, 203L2, 204,
011T
206L1
Go to Para: 5.5.7 Proving of Points in the Route, 5.5.8 Proving of Tracks in the Route , 5.5.9 One Signal One Train Test, 5.5.10 Sequential Route Release Test, 5.5.11
Manual Route Cancellation Test, 5.5.12 Crank Handle Interlocking Test, 5.5.13 LC Gate Control Test, 5.5.18 Super Emergency Route Release, 5.7 Testing of
Conflicting Signals (Cross Sheet Testing)
Table of Contents
87
5.5 Test Procedure for FAT
5.5.1 Power On
Power On test includes extending power to Operator VDU, Simulation Panel and other PCs.
5.5.2 Correspondence Test

 The Tester shall check the correspondence between all controls and indications of
the VDU and the Simulation Panel.
 Verify that all the details are captured from Signal Interlocking Plan.
 Check that the entire menu for signals, points, LC gates, routes, cancellation etc. are
available. These shall be noted down in the log.
 Test the point operation manual as well as emergency point operation.
 Clear the signals one by one and check that all are working.
5.5.3 System Integrity Test

 System Integrity test is to prepare the simulator to the station specific needs before
starting Interlocking tests.
 To initialize the station interlocking, field inputs (Track status Unoccupied, Point status
Normal and Signal status –Red or ON) from Simulator PC are kept in favourable
position. Check whether indications in VDU are in correspondence with field
simulations.
 Toggle all track circuits from Simulator PC one after another and check VDU display
changes correspondingly.
 Operate points from VDU and change the field status from Simulator PC and check the
VDU display changes accordingly.
 Toggle signal lamp (Red) switches and check VDU indication flashes.
5.5.4 Vital Timers

In order to minimize testing time, if required, the application logic timer variable setting will
be reduced for nominated variables as nominated by the tester. A List
of timers altered for test purposes is recorded on test certificate as
“Timers Altered for Testing Log”.
Note:
It is essential that the original times are reinstated and validated at the completion of testing.

88
5.5.6 SM’s Key Authorization
 When Red Key symbol of SM’s Key is visible on operator VDU it means SM’s Key is
OFF.
 Try to do any operation without SM’s Key authorization.
 No operation shall be enabled in the menu except CANCEL Signal.
Figure 28 : CANCEL SIGNAL Menu enabled during SM's Key OFF
 Now enter the SM’s Key

 The system will prompt for Username and Password.
 Enter Username and password
 On submitting, Green Key symbol is visible which means SM’s Key is IN.
 Now all the options for the operation are available.
Figure 29 : All options available when SM's Key ON

89
5.5.7 Proving of Points in the Route
 In reference to front panel display of operator VDU in Figure 25 remove the line collar
block of UP Main Line No. 2, with the help of “Reminder Collar Disable” menu.
 Simulate the Gate close condition for LC Gate G-31 as it comes in the overlap.
 Set the points in route and overlap in unfavourable condition i.e. points 51, 52, 58 & 60 in
Reverse.
 Set the route for UP Main Home S1A to S3 with overlap set towards UP mainline.
 The points shall move and get set and locked in the desired position as per Control Table
(Table 5: Route Control Chart for Thalwara Station ECR) definition.
 Ensure that signal shall display OFF aspect only when points in the route and in
the overlap are locked and detected in the desired position as per the control table.
 Now remove the input for point No.51 Normal detection, signal should go to danger.
 Restore the detection of point No. 51, signal should nor re-clear automatically. For
clearing the signal route has to be again initiated. (This may differ from railway to
railway).
 Similarly test with point nos. 52, 58 & 60.
5.5.8 Proving of Tracks in the Route

 In reference to Figure 25, set the route as above for UP Main Home S1A to S3 with
overlap set towards UP mainline and clear the signal.
 Drop the track circuits one by one in route and overlap except the first signal replacing
track circuit.
 See that the signal goes to ON each time the track circuit is dropped and restores each
time when the track circuit is picked up.
5.5.9 One Signal One Train Test

 Toggle the first signal replacement track circuit 1T to drop condition, the signal shall be
replaced to ON condition.
 Now pick up the track 1T, and ensure that even then the Signal S1 should remain in ON
condition.

90
5.5.10 Sequential Route Release Test
Aim:
To check the Route cancellation with train movement (Long train and Light Engine
including sectional route release if applicable)
Procedure:
 Drop the tracks one by one given in the column “Back locked - By Track Circuit
Occupied” in Selection Table (Table 5) i.e. drop 1T, 2T, 02T, 51BT, 52T, 03T2
sequentially.
 Now pick up the track circuits one by one given in the column “Back locked – Until
Track Circuit Clear” in Selection Table (Table 5) i.e. pick up 1T, 2T, 02T, 51BT, 52T,
sequentially keeping the berthing track 03T2 down.
 Ensure that the route gets released automatically with sequential occupation and clearance
of track circuits in route even when the berthing track is in occupied condition.
 The above test is applicable for a long train. For Route release test for a Light Engine
movement, simulate the conditions by dropping ahead track circuit followed by picking
up track circuit immediately behind it sequentially. For example for the above route
follow th sequence as give below:
1T↓, 2T↓, 1T↑, 02T↓, 2T↑, 51B↓, 02T↑,52T↓, 51BT↑,032T↓
In this case also the route should get released.
5.5.11 Manual Route Cancellation Test

Aim:
 The manual route cancellation shall be immediate if the approach tracks are unoccupied
 The manual route cancellation with appropriate timer if the approach tracks are occupied
 The manual route cancellation with appropriate timer if dead approach is applicable;
Procedure:
 Set the required route.
 Simulate route set and locked condition for the given route.
 Ensure manual route release is applicable only when signal is put back to danger using
command from VDU.
 With the following preconditions, simulate the route cancellation:

91
 Test 1: Approach lock tracks unoccupied, apply ‘Signal Cancel’ followed
by ‘Route Cancel’ command from VDU, the route shall release immediately.
 Test 2: Approach lock tracks occupied, apply ‘Signal Cancel’ followed by
‘Route Cancel’ command from VDU the route shall release after elapse of appropriate
time.
 Test 3: For Dead Approach routes, apply ‘Signal Cancel’ followed by ‘Route Cancel’
command from Simulator, the route shall release after elapse of appropriate timer.
5.5.12 Crank Handle Interlocking Test

 Simulate the release of key for crank handles from VDU.
 Ensure the route becomes unavailable if the route is not set and locked.
 In case route was set and locked, the route shall be released before releasing the key.
Figure 30 : Crank Handle Key Transmit/Receive Menu
 If the key is forcibly extracted, the signal shall go back to danger.

 Remove the detection for Crank Handle CH1, Signal should go to danger.
 If after sometime, CH1 detection is restored, Signal should re-clear.
 Similarly test the interlocking for CH2, CH8 & CH10.
5.5.13 LC Gate Control Test

 Remove the Gate Control for G-31.
 In reference to Figure 25, try to set the route for UP Main Home S1A to S3 with overlap
set towards UP mainline.
 Route gets set and locked but signal No. S1A will not clear. (In some railways, route
initiation is also prevented).
Table of Contents
92
 Simulate the gate closed condition and transmission of key from gate to SM.
Figure 31 : LC Gate Transmit/Receive Menu
 The signal S1A will still not clear.

 Now simulate the acknowledgement of Gate key by SM. (Receive or Restore option)
 Signal S1A should clear.
 In route set condition, simulate the release of key for Level Crossing. The key should not
be released.
 The route shall be released before releasing the key.
 If the key is forcibly extracted, the signal shall be put back to danger.
5.5.14 Siding Control Test

 Simulate the release of key for Siding Control Lever using VDU.
 Ensure the route becomes unavailable if the route is not set and locked.
 In case the route was set and locked, the route shall be released before releasing the key.
 If the key is forcibly extracted, the signal shall be put back to danger.
5.5.15 Checking of Counters

If any route is cancelled, Emergency Point operation is done, Overlap is cancelled or Calling
On Signal cleared, the respective soft counter should increment for example EGGNCNT,
COGGNCNT, EUYNCNT, RRBUCNT, EWNCNT, EOVNCNT.
Figure 32 : Soft Counters on VDU Panel

93
5.5.16 Checking of Alarms & Buzzers
All alarms and buzzers should be checked for their proper working along with the associated
indications. The buzzer should stop on acknowledging, while indication should remain till the
fault is resolved. Example alarm/buzzer for point failed in Normal or Reverse condition.
Figure 33 : Alarm Indication on VDU Panel
5.5.17 Emergency Point Operation

 Emergency Point operation should be tested with each point zone track circuit in
dropped condition one by one.
Figure 34 : Emergency Point Operation Menu
 While doing emergency point operation through the menu option, it will ask for
confirmation.
Figure 35 : Confirmation & Authentication for Emergency Point Operation
 On confirming, it will ask for username and password. On entering username and
password and submitting the point will be thrown to the other position.

94
5.5.18 Super Emergency Route Release
 Simulate the condition of sudden drop of a track in the route say 51BT through
Simulator, when train is still in approach.
Figure 36 : Sudden dropping of Track Circuit in the Route

 Try to release the route with Emergency Route Cancellation (EUYN) option, it will not
get released.
Figure 37 : Emergency Route Cancellation (EUYN) Menu
 Enable RRBU Key by clicking on the RRBU Red Key symbol.

 On entering RRBU from the menu, it will ask for username and password.
Figure 38 : Authentication for RRBU Key

 On entering the username and password, RRBU Green Key Symbol will be available.
 In the drop down menu of Signal No. 1A, “Super Emergency Route Release (RRBU)”
option will be enabled. Clicking on it will start the timer.

95
Figure 39 : Super Emergency Cancellation (RRBU) Menu

 After 120 seconds (timer steady indication) the RRBU key is to be removed and the
route is released.
5.6 Negative test

 The negative test is conducted on the signals. The signal is cleared with the help of
simulation panel. Controls like point detection, track circuits, LC gates, siding points,
crank handle and slots are withdrawn one at a time and checked in each case that the
signal responds correctly.
 After clearing the signal when the unconnected Controls (points, track circuits, LC
gates etc.) are disturbed, it shall have no effect on the signal.
 In case of slotting, attempt shall be made to clear the signal with wrong slot.
 Negative test shall be conducted with the Conditions as controls provided in the Table
of Control.
 Fouling track circuits are required to be checked in the field and even when they are not
provided in the Table of Control, the same shall be incorporated and HQ advised.
5.7 Testing of Conflicting Signals (Cross Sheet Testing)

While testing conflicting signals, it shall be ensured that all the conditions are favourable for
taking off both the signals under test and check that they lock each other. Conflicting signals
are of two types.
(i). Directly conflicting (example: Dependent Shunt below Main Signal)
(ii). Indirectly conflicting (example: Main line and loop line starters).
Locking of Directly conflicting signals only is given in the Table of Control. Where
conditional locking is given, the testing shall include locking condition as well as free
condition i.e. when the condition is broken, it shall be possible to take off the other signal
also. To ensure that all possible conflicting movements are barred and all the parallel

96
movements are available, a cross-sheet should be prepared. In the cross sheet, both on
vertical column and horizontal row, all the signals with the permissible routes, crank handle
release etc. should be recorded.
Each signal column-wise should be tested with the signals row-wise:
 If both the signals are cleared simultaneously without any condition then these signals
are termed as FREE and √ mark to be made in the cross sheet at the junction.
 If on clearing one signal the other signal directly locked then these signals are termed as
directly conflicting and X mark to be made in the cross sheet at the junction.
 If on clearing one signal the clearance of other signal is prevented through Normal or
Reverse condition of any points, then these signals are termed as indirectly conflicting
signals and P mark to be made in the cross sheet at the junction.
When one Signal Route is set and signal is cleared, all the conflicting Signal routes should
get locked and conflicting signals should not clear.
Examples
In reference to layout in Figure 25 : Operator VDU Screen for Thalwara station (ECR) and
Table 5: Route Control Chart for Thalwara Station ECR following are the examples of
conflicting signals testing:
(i) Free Signals

Set the route for UP Loop line and clear the Up Loop Home Signal S1B with overlap set for
overrun Line with point Nos. 51 and 58 Normal and 52 Reverse. Try to clear Up Main Starter
Signal No. S3, it should clear.
(ii) Directly Conflicting Signals

 Set the route for UP Main Home S1A to S3 with overlap set towards UP mainline and
clear the signal:
 Try to clear Signal No. S2 which is directly opposite to S1A. S2 should not clear.
 Try to clear Signal No. C1 which is Calling-On Signal below S1A. C1 should not
clear.
 Clear Signal No. SH103 which is dependent Shunt below UP Main Starter S3. Try to
clear S1A, it should not clear.
 Clear Signal No. SH203 which is Shunt Signal in UP direction. Try to clear S1A, it
should not clear.

97
 Clear Signal No. SH202 which is opposite Shunt Signal on the UP main line. Try to
clear S1A, it should not clear.
 Clear Signal No. SH206 which is also opposite Shunt Signal on the UP main line. Try
to clear S1A, it should not clear.
(iii) Indirectly Conflicting Signals

Clear Up Loop Starter S5 by setting point No.58 in reverse towards main line, and try to clear
Up Main Starter S3 for Up Main line, it should not clear.
A sample Cross-Sheet for the layout is given below:
Table 6 : Cross Sheet

S1A S1B C1A S2 S3 SH103 SH202 SH203 SH206 S5
S1A P X X √ X X X X √
S1B P P X √ √ P X √ √
C1A X P X X X X X X X
S2 X X X √ √ X X X √
S3 √ √ X √ X X X X P
SH103 X √ X √ X X √ X P
SH202 X X X X X X X √ √
SH203 X X X X X √ X X X
SH206 X X X X X X √ X P
S5 √ √ X √ P P √ X P
Table of Contents
98
5.8 Documentation of FAT
The record of Factory Acceptance Test (FAT) shall be kept in following documents to enable
railways in referring at a later date if required:
5.8.1 Factory Acceptance Test Certificate

This shall consist of details of following items:
 Location of Testing
 Certified by OEM Representative
 Approved by Railway Representative
 Route Control Chart (RCC)
 Front Plate Panel Diagram if applicable
 The Checksum and Version which was approved
A sample Test Certificate is given in Figure 40
5.8.2 Minutes of Meeting (MOM)

This shall consist of details of the types of tests conducted like:
 Checking of Yard Layout
 Testing of RCC
 Negative Testing
 Cross Sheet testing
 Emergency Operation
References
This shall consist of references of Signal Interlocking Plan, Route Control Chart and actions
taken by OEM along with signatures of OEM and Railway representative.
A sample of MoM is given in Figure 41
Log
The record of following events are kept in the log:
 How many versions are tested?
 Deviations as per the minutes of meeting recorded.
 Detailed log of observations.
 Rounds of testing
A sample record of logs is given in Figure 42 & Figure 43

99
5.8.3 VDU Verification
All the controls and indications of VDU are to be checked and the VDU drawing should be
jointly signed by OEM and Railway representatives. It becomes a controlled document and
saved in a controlled server. A sample VDU Verification is given in Figure 44
5.8.4 Control table

Each entry should be checked in the control table and testing to be done. Corrections if any
should be marked. After checking one by one each row and testing the interlocking, the
control table should be jointly signed by OEM and Railway representatives. A sample
Control table checked and signed is given in Figure 45
5.8.5 Cross Table Verification

A Cross Table should be prepared for testing of conflicting signals and after testing it should
be jointly signed by Railway and OEM representatives. A sample Cross Table for Singur
station of Eastern Railway is given in Figure 46
5.8.6 Emergency Point Operation Test report

Each point is tested for emergency point operation and checked that whether EWN counter is
incrementing and the observations are recorded. A sample Emergency point Operation Test
Report is given in Figure 47
5.8.7 Counters and Buzzers Test Report

Each counter and buzzer is tested and a test report is prepared which is jointly signed by
Railway and OEM representatives. A sample test report is given in Figure 48
Note:
FAT process is not complete until all observations are closed mutually between OEM and
Railway representative. Observations are to be either closed or some open comments should
be recorded. If these are not closed then they become open ended comments and
changes/deviations if any required are to be resolved and approved at a next (higher) level by
competent authority before Site Acceptance Test (SAT).
Table of Contents
100
Figure 40 : A Sample Factory Acceptance Test Certificate

101
Figure 41 : A Sample Minutes of Meeting
Table of Contents
102
Blank Page
Table of Contents
103
Figure 42 : A sample record of logs 1
Table of Contents
104
(Please see Fig. 42 : A sample record of logs 1 on Page No. 103 above)
Figure 43 : A sample record of logs 2
Interlocking & Functional Testing of PI/RRI/EI Table of September

Contents 2021
105
(Please see Fig. 43 : A sample record of logs 2 on Page 104 above )
Figure 44 : A Sample VDU Verification document
Interlocking & Functional Testing of PI/RRI/EI Table of Contents

September 2021
106
(Please see Fig. 44 : A sample VDU Verification document on Page No. 105 above )
Figure 45 : A Sample Control Table Checked & Signed
Table of Contents
107
(Please see Fig. 45: A Sample Control table Checked & Signed on Page No. 106 above)
Figure 46 : A sample Cross Table for Signur station ER
Interlocking & Functional Testing of PI/RRI/EI September

Table 2021
of Contents
108
(Please see Fig. 46 : A sample Cross Table for Singur Station ER on Page No. 107 above)
Figure 47 : A sample Emergency Point Operation Test Report

Table of Contents

109
(Please see Fig. 47 : A Sample Emergency Point Operation Test Report on Page No. 108
above)
Figure 48 : A Sample Counter & Buzzer Test Report

110
5.9 Site Acceptance Test (SAT)

(i). Site Acceptance Test (SAT) defines the procedure for Site testing of Station
Interlocking System, where tests are executed at site environment.
(ii). SAT mainly involves the System integrity and functional testing of all equipments
and interlocking testing also shall be carried out with full setup except the trackside
equipments.
(iii). SAT is carried out for each station separately.
(iv). Results of the tests are observed and documented in a Test Report.
(v). The Site Acceptance Test ensures that all the equipments installed at site i.e. EI
Hardware, Communication equipments, Power supply equipments, Relays and
Control cum Indication Panel are functioning correctly as per approved system
configuration and station interlocking requirements and working in safe manner and
failsafe even if any equipment fails / false inputs/information received.
(vi). SAT ensures the overall system safety and error free system is being delivered to the
client.
(vii). To carry out SAT, the following inputs are required:
 Application source file, Application listing file, Application program file (in case
of Microlok II, .ML2, .MLL& .MLP file (Hardcopy & Read-only Softcopy)
 Station SIP
 Station Route control chart
 Station Control cum indication panel diagram
 Square Sheets/Cross tables
 Wiring circuits
(viii). All the equipments involved for station working are being installed before proceeding
SAT, so there is no need of separate set up is required except to simulate the field inputs
with Simulation panel.
(ix). All the field inputs are simulated by using simulation panel through toggle switches
and inputs are sent to EI via relays and the field outputs are sent to lamps through
relays.
(x). The following testing shall be carried out while doing SAT
 Visual test
 Wire count test
 Bell test
Table of Contents
111
 Insulation resistance test
 Earthing test
 Power On
 VCOR
 Communication testing
 Correspondence Test
 System Integrity Test
 Interlocking testing
 Change over test
As explained above SAT is performed in two stages:
I. Testing of Electronic Interlocking at site with E.I. hardware and simulation panel.
II. Testing of the outdoor gears, viz., points, signals, track circuits, LC gates etc.
Following guidelines are to be followed during SAT:

(Ref.: Northern Railway Policy No.07/2018 dated 03.04.2018)
 SAT for EI should be done first from panel and thereafter from VDU.
 SAT certificate should be signed only after testing has been completed both from panel
and VDU.
 If dual VDU is provided, then SAT to be done with each VDU separately.
 SAT certificate should be jointly signed by OEM and Railways. SAT certificate should
mention Check-sum as well as CRC code of the final interlocking logic loaded in EI on
which station will be commissioned. This certificate should also mention the
 changes made after the FAT.
 Above tests may be under taken using data logger also.
5.9.1 SAT Setup & Objectives

Prerequisites
 Route Control Chart (RCC)- Approved and signed from FAT
 Approved logic
 Interface diagram (EI connected with Field gears)
 FAT certificate
Table of Contents
112
 Minutes of meeting (MoM) of FAT for any special instructions
 EI Hardware & Relay rack arrangements
 Field simulation Panel along with VDU (dual)
 Monitoring software and tools availability
 NI & Transition plan for commissioning
Objectives
 To test VDU with redundancy (Automatic Changeover)
 To test Interlocking with RCC
 To test field correspondence with Field Simulation Panel
 To test Crank Handle, LC Gate, Block working, etc.
 Failure Mode Effective Analysis (FMEA)
 OEM checklist documentation
 Technical System Application Approval (TSAA) documentation
 Monitoring Systems –Diagnostic Tool & Datalogger
 Preparation for EI commissioning
Figure 49 : A Site Acceptance Test Setup (Courtesy: M/s Kyosan India Pvt. Ltd.)
Table of Contents
113
5.9.2 Interlocking Testing
The interlocking testing shall cover all the tests which are done for Panel or Route relay
Interlocking and during FAT, with the help of Simulation Panel connected to EI Hardware
and Control Table, namely:
 Back Locking
 Aspect Control, Cascading & Red Lamp Protection
 Route indicator testing
 Proving of Points in the Route
 Crank Handle interlocking
 Emergency Route and overlap cancellation
 Approach locking
 Calling On Signal testing
 Shunt Signal testing
 Shunting Permitted Indicator (SPI) testing
 Track Locking
 Testing of Interlocked Gates
 Slot Testing
 One Signal One Train Test
In addition to above following tests are also to be conducted:
 Correspondence of VDU and Panel Indications (If Operating panel is also available).
 Automatic Changeover from Normal to Standby VDU and vice -versa (for dual VDU)
A sample VDU-Panel Correspondence Test Certificate is given in Figure 50
5.9.3 Functional Testing

(i). Correspondence Test of Signal
Correspondence of each signal aspect should be checked from site. It must be checked that
Panel and/or VDU indication corresponds to the signal aspect at site.
(ii). Correspondence Test of Track Circuit

Correspondence of each track circuit should be checked from site. It must be checked that
Panel and/or VDU indication corresponds to the track circuit condition (pick up or drop) at
site.
Table of Contents
114
(iii).Correspondence Test of Points
It must be checked that panel indication corresponds to the point being failed.
After clearing each signal it must be ensured that concerned points are locked and cannot be
operated from panel.
It is very important that the normal and reverse position of points at site must be checked as
per selection table while checking correspondence from site for each point
Note:
The details of functional tests are mentioned in para 3.10.1 Correspondence Test of Signal,
3.10.2 Correspondence Test of Track Circuit, 3.10.3 Correspondence Test of point, 3.10.4
Correspondence Test of Crank Handle & 3.10.5 Correspondence Test of Level Crossing
Gate Slot of Section III for testing of Relay Interlocking (Metal to Metal Contact Relays).
These are applicable for Electronic Interlocking also.
Figure 50 : A sample Panel-VDU Correspondence Test Certificate
Table of Contents
115
References
1. Signal Engineering Manual Version 3.0, June 2021
2. RDSO Report on Standardization of the Typical Circuits for Electronic Interlocking -
2019.
3. Railway Board Letter No. 2017/Sig/3/85th SSC dated 14.12.2018 on FAT, SAT for EI
4. Northern railway Policy No.07/2018 on Standardization of Safety and integrity checks
for Interlocking Logic/ Circuits.
5. Guidelines on Procedure of making Panel functional –M/s Siemens Rail Automation
Ltd., Mumbai
6. Procedure for Functional Testing –M/s Siemens Rail Automation Ltd., Mumbai
7. Standardization of S&T Drawings V2.1, June 2019 – IRISET Secunderabad
8. IRISET notes on Electronic Interlocking (S18)
9. Handbook on Panel Interlocking Testing (Metal to Metal contact Relays)- August 2007-
CAMTECH Gwalior
10. Handbook on Panel Interlocking Testing (Metal to Carbon contact Relays)- June 2008-
CAMTECH Gwalior
11. Presentation on Functional Testing of EI by M/s Siemens Rail Automation Pvt. Ltd.,
Mumbai dated 27.08.2021.
12. Information on Functional Testing of EI by M/s Kyosan India Pvt. Ltd., Chennai.
13. Signal Interlocking Plan (SIP) for EI of Thalwara station of ECR
14. Route Control Chart (RCC) for EI of Thalwara station of ECR
15. Sample Test documents for EI of Singur station Howrah Division ER.
16. WESTRACE System Description by Shri M K Rao, Professor Signal II/IRISET
Table of Contents
116
Blank Page
Table of Contents
Quality Policy
“We at RDSO Lucknow are committed to maintain and update
transparent standards of services to develop safe, modern and cost
effective railway technology complying with statutory and regulatory
requirements, through excellence in research, designs and standards
by setting quality objectives, commitment to satisfy applicable
requirements and continual improvements of the quality management
system to cater to growing needs, demand and expectations of
passenger and freight traffic on the railways through periodic review of
quality management systems to achieve continual improvement and
customer appreciation. It is communicated and applied within the
organization and making it available to all the relevant interested
parties.”
Table of Contents

INDIAN RAILWAYS
Centre for Advanced Maintenance Technology
Maharajpur, Gwalior (M.P.) Pin Code – 474 005

Handbook On Interlocking & Functional Testing of PI RRI EI - September 2021

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Handbook On Interlocking & Functional Testing of PI RRI EI - September 2021

Uploaded by

Copyright:

Available Formats

GOVERNMENT OF INDIA

End Users : Signal Engineers of Indian Railways

Maharajpur, Gwalior (M.P.) – 474005

At present, a majority of signalling installations being commissioned, are

CAMTECH Gwalior Jitendra Singh

CAMTECH Gwalior Vijay Garg

3.3.5 Crank Handle interlocking ................................................................................................. 37

4.2.8 Random checks ................................................................................................................. 62

5.8 Documentation of FAT ......................................................................................................... 98

Issue of correction slips

CAMTECH/S/PROJ/2021-22/SP5/1.0# XX date .......

Sr. No. of Date of issue Page no. and Item Remarks

To upgrade Maintenance Technologies and Methodologies and

Phone : 0751 - 2470185

Figure 39 : Super Emergency Cancellation (RRBU) Menu ..................................................................... 95

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Para No. Description Page No.

1.1.1 Interlocking test 3

1.1.2 Functional Test 4

1.1.3 Periodical Tests 4

1.2 Table of Control 5

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

1.1.1 Interlocking Test

In case of EI, it is carried out by testing integrity of Application Logic (Software). It is

1.1.2 Functional Test

1.1.3 Periodical Tests

Periodicity of Tests (for existing installations-Relay Interlocking/Electronic

System integrity Testing (SIT)

1.2 Table of Control

Column No. 1: Serial number

Column Number 2: Signal Number

Column No.3: To Destination (Signal Route)

Column No. 4 & 5: Select Route (Entry & Exit buttons)

Column No.12 &13: Points required Normal & Reverse in Isolation

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Column No. 14: Crank Handle Normal

Column No. 15:Fouling Track Circuits

Column No. 16:Approach Locked by track Circuits

For loop line starter Berthing track

Shunt signal Track circuit just in rear of shunt signal

For signals which do not have track Dead approach

Column No. 17: Back Locked by track Circuits

Column No. 18: Signal Replaced by Track Circuits

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Column No. 21:Slotted by Gate

Column No. 22:Released by other controls & Siding Point detection

Column No. 23:Locks Routes

Column No. 28:Remarks

Figure 1 : Signal Interlocking Plan

(Please see Fig. 1: Signal interlocking Plan on Page No. 9 above)

Figure 2 : Front Plate Diagram of a Control Cum Indication Panel/VDU

Table 2: Table of Control

ID01 DG CONTROLLED BY ID01

Interlocking & Functional Testing of PI/RRI/EI September 2021

SELECT OVERLAP SIGNAL ASPECT

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Interlocking & Functional Testing of PI/RRI/EI Table of Contents September 2021

Para No. Description Page No.

2.1 Testing Arrangements for PI/RRI 15

2.2 Tests carried out during Interlocking 15

2.3 Connecting Simulation Panel 17

2.4 Preparations for Testing of 19

Interlocking before commissioning