Thankyou, that explains a lot, but seems to be de-skilling drivers to an extent, whereby the speed controlling could be done by computer.
onboard ETCS is nowhere near capable of driving a train. It doesn’t have the power to apply traction, and the only braking capability will be full service and emergency.
It’s pretty damned close though. The ‘add on’ for ATO on the 700s is fairly straightforward.
Yes, I expect there'll be some debate on this front as the rollout progresses. On stock with electronically-controlled traction and braking it is possible for ETCS to be 'upgraded' to supervised automatic operation without huge bother, as Bald Rick notes.
Indeed one of the predecessor systems by which ETCS has been significantly influenced, Germany's
LZB, has included a system known as AFB (
Automatische Fahr- und Bremssteuerung, automatic driving and braking control) since the late 1980s. This is capable of adjusting traction and both rheo/regen and friction braking to maintain a target speed, and will automatically reduce speed in accordance with the braking curve when under LZB control. The driver is still responsible for effecting speed increases, and for fully stopping the train in the correct position - so it is perhaps closer in current understanding to an advanced cruise-control system then it is to full ATO.
I understand that the French
TVM system - which also strongly influenced ETCS - includes a similar feature, but I'm far less familiar with its operation.
Actually using these features is, however, entirely up to each operator. With none of the automation engaged, or when driving stock that doesn't have it installed, driving under ETCS control isn't much different from driving under either of the BR ATP systems - the driver still has full control of the train, but their adherence to the current maximum permitted speed and their braking for speed reductions, turnouts, and adverse aspects is continuously monitored.
One element that might have bigger implications for the driver's grade - though not necessarily bad ones, depending on your perspective - is that ETCS effectively converts British lines on which it's installed from the route signalling principle to that of speed signalling, whereby the signalling system primarily informs of the driver of the speed at which they're permitted to proceed rather than the route that is set for them. Since the driver therefore is constantly informed of the current maximum speed, and is informed in advance of any planned speed reduction regardless of reason, it is
hypothetically possible that current standards for route learning could be adjusted to allow for faster learning and longer retention as drivers will have a somewhat reduced need for driving by memory (though obviously they will still need to learn and recall things like braking points and platform stopping positions, and emergency procedures, etc etc).
