At the beginning of the year, Network Rail, supported by Govia Thameslink Railway (GTR) and Siemens Mobility, gave an update on the East Coast Digital Programme (ECDP), a project which is equipping the southern end of the East Coast Mainline (ECML) with ETCS and removing lineside signals. This is a first step in the long-term aim of transitioning the network to ETCS for train control and thus needs to identify the challenges and develop suitable solutions.
The fitment of ETCS level 2 will enable the removal of lineside signals by providing in cab signalling information. Once achieved this should realise significant benefits including less lineside infrastructure because of fewer signals and associated equipment. This will result in lower carbon emission, greater operational flexibility, improved reliability, and significantly lower capital and operating cost especially in terms of signalling maintenance.
In addition to those benefits, implementation of ETCS provides Automatic Train Protection (ATP) ensuring the train is always operated within a safe speed envelope throughout its journey. The major challenge is getting there because of the changes to several features of current railway operation.
The primary objective of the briefing was to provide an update on the progress made over the previous 12 months and to outline the next steps.
The presentation was led by Sarah Jane Crawford, Network Rail’s industry partnership director, supported by Chris Hobden, Network Rail’s programme delivery director, Raj Patel, head of ERTMS Govia Thameslink Railway (GTR), and Mark Ferrer, operations director for rail infrastructure at Siemens Mobility.
Scale of the challenge
Moving to an in-cab signalling system presents a significant challenge. This can be gauged from the scope of the ECDP which involves 40 different types of train to be fitted with ETCS using six different onboard systems and resulting in over 3,000 drivers to be trained on the new method of working. And it isn’t just drivers; several other operations staff need to understand the changes a driver will experience as well as the fleet management and maintenance staff.
In addition, Network Rail staff, especially signallers and other operations staff, need to have an appreciation of the changes and how they affect their interface to drivers. Eventually, over 700 signals will be removed from the trackside as part of ECDP. As a prelude to national rollout, other teams need to be involved meaning the work is spread over more than 30 organisations making coordination a key issue.
The project is managing this through a number of Railway Configuration States (RCS) which aim to learn lessons step by step. The first step was fitting and running the Northern City Line using ETCS overlaid on lineside signalling. The second was removing the lineside signals on this route.
Northern City Lines progress
Early in the programme it was decided to start with the Northern City Line (NCL) running between Drayton Park and Moorgate as a ‘pathfinder’. This route is the last few miles into London used by the inner suburban train services to Hertford, Welwyn Garden City and Stevenage. While a small part of the route, the service over this section is very frequent with a train in each direction around every three minutes in peak periods. It has the advantage of a single type of modern rolling stock and a single train operator hence its selection as the ECDP pathfinder.
The route was initially equipped with an ETCS overlay to enable drivers to be trained and gain experience of driving under ETCS supervision. During this time there was some degradation of performance as people became used to the system. A particular challenge was starting a journey (or mission) in ETCS. By autumn 2024 all drivers had been trained and were building experience operating in ETCS mode so, in May 2025, the lineside signals were removed and the railway now operates in the planned end state for ECDP.
In the end, removing the signals was said to have been an underwhelming change. This was primarily because drivers, signallers, and others had been suitably trained and had experience of using ETCS as the operational signalling system, leading to a smooth, barely noticeable transition. A consequence has been a noticeable improvement in operational performance with fewer delays and cancellations from signalling causes.
Raj from GTR emphasised the effect of system integration on the people and processes involved in managing and operating with ETCS. The people across the track-train boundary need to work together just as the equipment on an ETCS railway must function across that same boundary. She said it is important their fleet control appreciate the language now used by drivers when they experience an issue, but it is of similar significance for the driver and signaller to have a common understanding of the problem when operations do not run smoothly.
In the same way, getting to the root of a problem requires staff to be open about the symptoms and effects of a fault so the correct diagnosis is generated and the problem fixed, regardless of which part of the system generated the error.
Managing the event properly can significantly influence the speed and accuracy of the rectification. As a small example of how people and system interact, there are crypto graphic ‘keys’ used in messages between track and train to ensure security. Initially when the key did not work or could not be found, some asked whether the ‘key’ was in a pocket!
The plan now is to take the learning from NCL and share it with other operators to ensure those lessons do not need to be relearnt on subsequent stages of ECDP and ultimately on further projects rolling out ETCS.
Welwyn to Hitchin
The Welwyn to Hitchin infrastructure was upgraded to operate with ETCS overlay early in 2024 and subsequently has been completing proving and safety assurance. Previous testing has already demonstrated correct interactions between train and Radio Block Centre (RBC) using Great Northern Class 717, Grand Central Class 180, and Network Rail Class 43 vehicles.
Disruptive possessions were required during February and March 2026 to complete the system proving. In early February, other possession works were used to enable balises to be reprogrammed with additional functionality, particularly to prevent trains moving in shunt mode outside the designated area.
Testing in mid-February included two trains – a Class 717 and a Class 180 – running to prove system function with multiple trains and demonstrated the latest Radio Block Centre (RBC) software version. A key requirement was upgrading the software to provide significantly more flexible implementation of the Temporary Speed Restriction (TSR) functionality enabling shorter restrictions to be implemented.
At the time of writing, it was anticipated overnight testing and one Sunday test in March would further check some of the operational scenarios that have been developed to ensure the actual on site performance corresponds with the laboratory testing that is already complete.
The next stage will occur in July when it is expected the first service trains will start to operate under ETCS supervision albeit with lineside signalling available. These are planned to be the Class 717 units already operating on the Northern City Line. It is then intended to increase the number and types of train running using ETCS as the trains and drivers become suitably equipped.
Moving to a significant number of trains operating in ETCS mode over the Welwyn to Hitchin section will happen during the various stages of Railway Configuration State 3.
Train fitment
This is presenting some challenges. The Class 717 inner suburban trains are all fitted and working as previously discussed. The very similar Class 700 outer suburban Thameslink units are now being updated to the latest software. This includes provision of GPRS data communications to cope with the expected volume of data traffic. The Grand Central Class 180 trains are all retrofitted and have taken part in testing.
The first in class LNER Azuma (Class 800) has had a software upgrade and been tested at the Melton test site. It provides a basis for all the other Class 80x trains operating on the route. The largest passenger fleet for retrofitment is the GTR Class 387. GTR has already ‘deadfitted’ the first 20, which means they are not yet operational.
The biggest retrofitment issues involve the freight locomotive fleet. The Class 66 locomotive fleet is a challenge. Given the age and variety of sub-fleets as well as the total size of the fleet, this is perhaps not surprising. For the early stages of ECDP the focus is now solely on getting sufficient Class 66 locomotives fitted and operational.
Work on other freight fleets is currently paused. There is a move to a freight sector centred fitment model based on an amended design developed with three of the major freight sector players. The aim is to achieve approval and then fit around 15 vehicles for use on the initial ECDP area. It is noted that the initial first in class fitment to locomotive 66 039 will need to be reworked to meet the amended design.
Fitment on two heritage locomotives, steam engine Tornado and D9000 Class 55 Royal Scots Grey are complete, and Tornado was dynamically tested on the Cambrian Route in April 2025. Interestingly, the fitment to Tornado appears to be at least a European first, if not a World first, in terms of ETCS fitment to an operational steam locomotive. A further 16 Class 43 units are being fitted. The options for fitment or alternative means of movement for various elements of on-track plant are being investigated.
Signals away
The forward ECDP schedule is currently undergoing a rebaselining, which is expected to conclude over the summer
Once services over Welwyn to Hitchin have fully migrated to ETCS, the next stage will involve going directly to a no signals railway on iterative sections.
Initial work was focused on Biggleswade to Fletton but various options are actively being evaluated, with current asset condition being a key consideration. Signals Away sections are expected to be introduced in phases during CP8.
Ensuring the railway is ready
Mark Ferrer emphasised that safety and ETCS approval alone are not sufficient. Regulatory compliance is insufficient. The whole system needs to be verified as being reliable and delivering the opportunities for the future. This requires not only laboratory testing, which has been taking place at Chippenham, but is followed by on-site testing to confirm the laboratory really does represent conditions that may be experienced on site.
Then there is demonstration of the reliability of the system including the response of the people using it. Finally, is the question of whether the industry is ready for the change and the associated changes to behaviours. Given this is a pilot for wider national roll out, the ECDP is developing the future standards that will be used by other routes.
The project is funded by the Department for Transport (DfT) up to and including Railway Configuration State 3 (Operation of the Welwyn to Hitchin section). The rest of the signals away plan on the line is primarily funded by renewals and is budgeted in Control Period 7. There are a few outstanding issues around added costs because this is a first application and these are under review.
In many ways, the ECDP is proving that the transition to digital signalling is as much about people and processes as it is about technology. While significant progress has been made, from the successful Northern City Line pathfinder to advancing infrastructure and train fitment, the scale and complexity of the programme remain considerable. The lessons now being captured will be critical in shaping the next phases and informing wider national rollout.
Image credit: Network Rail
