First ETCS train operates on the East Coast Mainline

[RyanOPlasty]

I see the linked article includes NR‘s favourite PR term, “greener”.


Can someone explain how this is greener?

Train speed can be moderated to improve flow. For example, a Heavy freight train approaching a junction instead of coming to a complete stop at a red light could be slowed beforehand so it can keep moving.

 

[MarkyT]

In theory, less materials required for signalling structures so embodied carbon saved, more energy efficient running of the trains from the advantages of ETCS signalling, less maintenance requirement so less vehicles (rail and road) running about, and a more energy efficient signalling system because it doesn't need to send power to hundreds of lineside signals. Obviously points and axle counters will still need power so the last one has limited impact, especially when comparing to modern signal designs.

Less equipment in the field. Less to go wrong. Improved resilience. Reduced exposure to danger for maintenance personnel.

Train speed can be moderated to improve flow. For example, a Heavy freight train approaching a junction instead of coming to a complete stop at a red light could be slowed beforehand so it can keep moving.

Dynamic speed advisory systems have been tried I believe. The concept could be built into modern cab systems under ETCS, I expect.

 

[zwk500]

Dynamic speed advisory systems have been tried I believe. The concept could be built into modern cab systems under ETCS, I expect.

That's the 'traffic management system' part of ERTMS, of which ETCS is also a part. I believe York ROC have had at least some of the TMS tools to help with regulating for a while.

 

[Edvid]

As of today, it is signals away on the Northern City Line.

Great Northern route to City of London transformed into UK’s first signals-free commuter railway

Today (19 May), the Great Northern 'Northern City Line' to the City of London became the UK's first commuter railway to operate without signals at the side of the track, heralding a major milestone in the national deployment of cutting-edge digital technology.

www.networkrailmediacentre.co.uk

Traditional signals – the ‘traffic lights’ at the side of the track – have been used in one form or another since the route between Finsbury Park and Moorgate opened 121 years ago.

These signals were removed at the weekend (17/18 May) as part of the £1.4bn East Coast Digital Programme (ECDP).

In their place, drivers are being told how far and how fast they can travel on an in-cab train computer screen that is fed information from a digital signalling system known as ETCS (European Train Control System).

This digital signalling system will give passengers greater reliability and better punctuality. The system is also even safer and more environmentally sustainable as there is much less physical equipment to produce and maintain.

Rail Minister Lord Peter Hendy said: “Thanks to £1.4bn of Government funding this cutting-edge programme is bringing our railways into the 21st Century and beyond.
“Digital signalling is not only more cost effective, but even safer and more resilient than traditional signalling. This technology, which is as advanced as it gets, could reduce delays by up to a third, evidence that this Government’s Plan for Change is making a real difference to people’s everyday lives.
“This is a Government on the side of working people and, through ambitious projects like this this one, is improving vital access to jobs, services and loved ones.”

Ed Akers, industry partnership director, ECDP, at Network Rail, said: “This milestone represents a real step forward in how we work together as an industry to deliver change, with a deep collaboration across track and train. The learnings we have had from delivering a no signals railway in the heart of London, are what will enable us to deliver a railway transformation on the East Coast Main Line and then nationally.
“I want to thank our partners for their tireless work in making this happen, and also passengers for their patience while the work of transformation continues.”

Oliver Turner, head of ERTMS and digital signalling at Govia Thameslink Railway, said: “This is a huge achievement, doing away with signals and moving to digital control on such an intensive commuter route. For the past 200 years there’s always been something physical at the side of the tracks.
“In terms of modern signalling this is as cutting edge as it gets; it’s like moving from a Nokia 3210 to an iPhone 16. It effectively allows our drivers to see around corners by telling them how far and how fast they can travel. They can drive more smoothly and efficiently, to the best of the train’s capabilities, helping them arrive on time and doing so in even greater safety.
“Our train crews have been brilliant in the way they’ve migrated to this new way of working and taking on board a lot of new learning and I am also incredibly proud of the team here at GTR for what they’ve achieved alongside our industry partners.”

Ben Lane, infrastructure lead and ECDP project director at Siemens Mobility UK&I, said: “This weekend, our engineering teams began removing lineside signals from the Northern City Line - a visible sign of how digital technology is transforming our railways. By integrating our ETCS solution with our Siemens Mobility Class 717 trains, we can see how important it is to bring track and train together.
“We will now see further benefits of ETCS on this route - from reduced maintenance and fewer disruptions to smoother, more reliable journeys for passengers. This achievement sets the standard for digital rail transformation across the UK and shows what's possible when industry partners collaborate to put passengers first.”

A no-signals railway was introduced as an early pilot on the rural Cambrian line in 2011. This is the first time it has been introduced on a high-frequency metro railway. With work now under way to extend the system on to the East Coast Main Line and emerging plans to introduce it elsewhere in the country, digital signalling is projected to create significant cost savings long-term and play a key part in the future of the railway.

Passengers have seen dramatic advances on the Northern City Line, which runs mostly underground, serving six stations on its 3.5-mile route between Finsbury Park and Moorgate.

Delivering such a change across track and train requires industry wide collaboration, and this initial project has proven the success of the unique delivery model involved.

As recently as six years ago, Govia Thameslink Railway (GTR) was operating Great Northern services along the route with the UK’s oldest mainline electric trains (Class 313s that entered service 42 years earlier, in 1976), on a signalling system that worked with air-operated ‘trip cocks’.

Since then, GTR has introduced a £240 million fleet of digitally-enabled Class 717 units, and Network Rail and Siemens Mobility have comprehensively replaced and upgraded the signalling infrastructure. Many months of testing and commissioning has followed alongside extensive driver training.

Industry experts have highlighted the transformative change as symbolic for the industry as it celebrates the 200th anniversary of the birth of the modern railway in 1875 [sic].

Over the weekend other ECDP work took place involving further digital signalling testing between Welwyn Garden City and Hitchin (this will become the first mainline section to operate with ETCS) and preparatory digital signalling work between Biggleswade and Peterborough.

Notes to Editors​

The Northern City Line has been steadily migrating to the new European Train Control System (ETCS) digital signalling system. Passenger services had already been using ETCS but the traditional signals remained in place. Over the weekend of 17–18 May 2025, Siemens Mobility engineers took the final step to switch off and remove the legacy signalling infrastructure, marking the full transition to digital operations.

This is the first ‘no signals’ conversion on the national rail network since the Cambrian Line pilot in 2011, and the first of its kind in a busy, metro-style passenger corridor.
ETCS is in operation on the Thameslink ‘core’ section in the heart of London between London Bridge and St Pancras International but conventional lineside signals are still in place and operate in tandem.

 

[zwk500]

As of today, it is signals away on the Northern City Line.

Great Northern route to City of London transformed into UK’s first signals-free commuter railway

Today (19 May), the Great Northern 'Northern City Line' to the City of London became the UK's first commuter railway to operate without signals at the side of the track, heralding a major milestone in the national deployment of cutting-edge digital technology.

www.networkrailmediacentre.co.uk

A very important step - hopefully the rollout can speed up a bit from 15 years between signals-away conversions!

 

[swt_passenger]

Is the higher frequency all day Moorgate service, (that the 717s were intended to allow for AIUI), still on the back burner?

 

[liam456]

Is the higher frequency all day Moorgate service, (that the 717s were intended to allow for AIUI), still on the back burner?

May 2026, I heard on the ECML timetable thread.

 

[Failed Unit]

As of today, it is signals away on the Northern City Line.

Great Northern route to City of London transformed into UK’s first signals-free commuter railway

Today (19 May), the Great Northern 'Northern City Line' to the City of London became the UK's first commuter railway to operate without signals at the side of the track, heralding a major milestone in the national deployment of cutting-edge digital technology.

www.networkrailmediacentre.co.uk

This one will be very interesting to watch, see how often they need to close the branch now. Not sure if it will help recovery as it isn't desirable to bunch trains up down there. Really want trains help on a platform.

 

[ChristopherJ]

Today (19 May), the Great Northern 'Northern City Line' to the City of London became the UK's first commuter railway to operate without signals at the side of the track, heralding a major milestone in the national deployment of cutting-edge digital technology.

Hang on, hang on.

HS1 just called, and they're not happy.

- is mainline (heavy rail)
- has no signals (TVM430)
- is a commuter line (SE Javelins)

 

[zwk500]

Hang on, hang on.

HS1 just called, and they're not happy.

- is mainline (heavy rail)
- has no signals (TVM430)
- is a commuter line (SE Javelins)

It's not a commuter line, it's an international High-Speed line that happens to carry local trains. Very different to the Moorgate lines. HS1 also does have signals at St Pancras (leaving Ashford Int'l station area out of this as that's not HS1 proper) but I appreciate that's being slightly over-pedantic.

 

[MarkyT]

It's not a commuter line, it's an international High-Speed line that happens to carry local trains. Very different to the Moorgate lines. HS1 also does have signals at St Pancras (leaving Ashford Int'l station area out of this as that's not HS1 proper) but I appreciate that's being slightly over-pedantic.

I think it's more interesting that the Moorgate line is actually fairly high-frequency urban transit; a metro-like, mostly tunnel railway that was once under the control of London Underground. Commuter is one of those annoying words that the press often uses to refer to all rail passengers no matter how far they travel or for what purpose. Commuters can be found on many services of course, although with more flexible working practices, their importance has declined relative to other journey purposes post-covid.

 

[zwk500]

I think it's more interesting that the Moorgate line is actually fairly high-frequency urban transit; a metro-like, mostly tunnel railway that was once under the control of London Underground. Commuter is one of those annoying words that the press often uses to refer to all rail passengers no matter how far they travel or for what purpose. Commuters can be found on many services of course, although with more flexible working practices, their importance has declined relative to other journey purposes post-covid.

Indeed, 'commuter' being a fairly widely applied tag for various services! Moorgate was a sensible place to start with, although I'd be interested to know if anybody can divulge the rollout plan from King's Cross to not quite Peterborough, both the order of sections and an approximate timescale for each.

 

[Intercity_225]

Realtime Trains | 5Q98 2058 Hornsey E.M.U.D. to Welwyn Garden City | 27/05/2025

Real-time train running information for 5Q98 2058 departure from Hornsey E.M.U.D. to Welwyn Garden City on 27/05/2025. From Realtime Trains, an independent source of train running info for Great Britain.

www.realtimetrains.co.uk

Realtime Trains | 5Q99 0514 Welwyn Garden City to Hornsey E.M.U.D. | 28/05/2025

Real-time train running information for 5Q99 0514 departure from Welwyn Garden City to Hornsey E.M.U.D. on 28/05/2025. From Realtime Trains, an independent source of train running info for Great Britain.

www.realtimetrains.co.uk

Is this run ETCS related?

 

[Earle Grey]

Indeed, 'commuter' being a fairly widely applied tag for various services! Moorgate was a sensible place to start with, although I'd be interested to know if anybody can divulge the rollout plan from King's Cross to not quite Peterborough, both the order of sections and an approximate timescale for each.

All completed by 2030... and it suggests to Stoke Junction, although south of Peterborough as you suggest is more likely "termination point"

East Coast Digital Programme - Network Rail

We're transforming the East Coast Mainline, using digital train control technology to deliver a better, more dynamic and reliable service.

www.networkrail.co.uk

Realtime Trains | 5Q98 2058 Hornsey E.M.U.D. to Welwyn Garden City | 27/05/2025

Real-time train running information for 5Q98 2058 departure from Hornsey E.M.U.D. to Welwyn Garden City on 27/05/2025. From Realtime Trains, an independent source of train running info for Great Britain.

www.realtimetrains.co.uk

Realtime Trains | 5Q99 0514 Welwyn Garden City to Hornsey E.M.U.D. | 28/05/2025

Real-time train running information for 5Q99 0514 departure from Welwyn Garden City to Hornsey E.M.U.D. on 28/05/2025. From Realtime Trains, an independent source of train running info for Great Britain.

www.realtimetrains.co.uk

Is this run ETCS related?

It is 5Q98/5Q99 is working in Item 25 (tonight), 31 (Wed) and 37 (Thurs), according to the published WON for this week between Digswell to Potters Bar Up/Down Fast 2310 to 0510

 

[Horizon22]

It's not a commuter line, it's an international High-Speed line that happens to carry local trains. Very different to the Moorgate lines. HS1 also does have signals at St Pancras (leaving Ashford Int'l station area out of this as that's not HS1 proper) but I appreciate that's being slightly over-pedantic.

I'd however suggest the Elizabeth line/Crossrail is a commuter line though and a railway (albeit the section "without signals next to the track being managed by TfL).

 

[zwk500]

I'd however suggest the Elizabeth line/Crossrail is a commuter line though and a railway (albeit the section "without signals next to the track being managed by TfL).

The Crossrail Core is right on that line of Commuter Railway vs Metro given it's operations style but I'd personally agree with you that if Moorgate counts, Crossrail should as well.

I'd also raise the point that Thameslink has been operating with the no-signals blocks for some time, even if the signals are themselves still present.

All completed by 2030... and it suggests to Stoke Junction, although south of Peterborough as you suggest is more likely "termination point"

Sorry for not being clear - I am aware that the final state by 2030 will be ETCS signals-away from King's Cross/Moorgate to somewhere between Fletton Jn and Peterborough, and then ETCS L2 Overlay on convetional signals from there to Stoke Junction.
What I was asking is what the phasing of this will be (e.g. King's Cross-Welwyn by 2026, Welwyn-Biggleswade by 2027, etc), assuming that there isn't enough resource to do one 'big bang' transition of the full length at once.

 

[DerekC]

The Crossrail Core is right on that line of Commuter Railway vs Metro given it's operations style but I'd personally agree with you that if Moorgate counts, Crossrail should as well.

I'd also raise the point that Thameslink has been operating with the no-signals blocks for some time, even if the signals are themselves still present.

On Thameslink, when operated in Level 2 no-signals blocks are brought into operation for closing up, but Thameslink deliberately didn't go for the "signals away" solution because the migration problems were seen as too severe, and because the powers-that-be had cold feet about being 100% dependent on the new technology. And TfL adamantly refused to have anything to do with ETCS for the Crossrail core even though the trains had to be fitted with ETCS anyway for GWML - they wanted a "tried and tested" metro CBTC solution. So Moorgate does represent an important step forward for the industry, even though you can quarrel with the headline. It's the first time an intensively used commuter route in the UK has used "signals away" ETCS Level 2.

 

[zwk500]

On Thameslink, when operated in Level 2 no-signals blocks are brought into operation for closing up, but Thameslink deliberately didn't go for the "signals away" solution because the migration problems were seen as too severe, and because the powers-that-be had cold feet about being 100% dependent on the new technology. And TfL adamantly refused to have anything to do with ETCS for the Crossrail core even though the trains had to be fitted with ETCS anyway for GWML - they wanted a "tried and tested" metro CBTC solution. So Moorgate does represent an important step forward for the industry, even though you can quarrel with the headline. It's the first time an intensively used commuter route in the UK has used "signals away" ETCS Level 2.

I don't wish to downplay the importance of Moorgate as a step in the ETCS pathway! As I replied to the initial post of the press release, it's extremely significant. It's (as you say) the reporting that's poor.

This is close to the Crossrail core but as you allude to, ETCS has quite a different set of operating rules to the Crossrail CBTC so this first intense signals-away use is a vital part of the ETCS rollout.

 

[St. Paddy]

The Crossrail Core is right on that line of Commuter Railway vs Metro given it's operations style but I'd personally agree with you that if Moorgate counts, Crossrail should as well.

I'd also raise the point that Thameslink has been operating with the no-signals blocks for some time, even if the signals are themselves still present.


Sorry for not being clear - I am aware that the final state by 2030 will be ETCS signals-away from King's Cross/Moorgate to somewhere between Fletton Jn and Peterborough, and then ETCS L2 Overlay on convetional signals from there to Stoke Junction.
What I was asking is what the phasing of this will be (e.g. King's Cross-Welwyn by 2026, Welwyn-Biggleswade by 2027, etc), assuming that there isn't enough resource to do one 'big bang' transition of the full length at once.

Hitchin to Peterborough is the next phase which is currently having preparatory work done. As it will be a signal free area, I suspect the 2030 deadline for the whole route is overly optimistic as Driver training between Hitchin and Welwyn is unlikely until next year

 

[duffield]

Hitchin to Peterborough is the next phase which is currently having preparatory work done. As it will be a signal free area, I suspect the 2030 deadline for the whole route is overly optimistic as Driver training between Hitchin and Welwyn is unlikely until next year

As a minor point of interest, I wonder if this stage will include Fletton Junction, and so prevent access for non-ETCS fitted stock to the Nene Valley Railway from the north?

 

[eastcoast77]

In the single track section across Digswell Viaduct and into Welwyn North, they've added extra block sections between signals presumably to increase capacity... but this doesn't seem to be the case further down the line between Knebworth and Hitchin?

Wouldn't it make sense to split the exist blocks into smaller ones for the entire length of Kings Cross - Peterborough, to unlock more capacity? (Try and reduce the 3 min headway needed between trains leaving KGX?)

 

[takno]

View attachment 180914
In the single track section across Digswell Viaduct and into Welwyn North, they've added extra block sections between signals presumably to increase capacity... but this doesn't seem to be the case further down the line between Knebworth and Hitchin?

Wouldn't it make sense to split the exist blocks into smaller ones for the entire length of Kings Cross - Peterborough, to unlock more capacity? (Try and reduce the 3 min headway needed between trains leaving KGX?)

The signals are currently placed around 30 seconds apart at line speed, so that isn't what's driving the 3 minute headway. You pretty much need moving block authority to make a decent dent in that, and that doesn't necessarily require more infrastructure.

Incidentally, that map is just based on what appears in the data feed, which isn't necessarily related to the location of physical infrastructure. It's quite likely that there is one berth per balise, but not a given.

 

[St. Paddy]

As a minor point of interest, I wonder if this stage will include Fletton Junction, and so prevent access for non-ETCS fitted stock to the Nene Valley Railway from the north?

I believe it was mentioned upthread that Fletton to Stoke will remain an overlay