Promising safer, more reliable, and interoperable train operations, the European Train Control System or ETCS is fast becoming the signalling standard of the future.
But for a complex, fragmented network like Australia’s, delivering this level of change takes more than technology. It’s about delivering and integrating it in the real world – and successfully – before advising others on how to follow suit.
That’s where Sigtech comes in.
With an immensely experienced team and a strong footprint across Australian rail networks, Sigtech is a leading independent specialist in ETCS design, testing and commissioning, and systems integration.
As General Manager of Signalling Design Adam Bird put it: “Sigtech has an extremely strong Australian ETCS delivery team with years of hands-on experience.
“We’ve been in the field, solving the real challenges of integration. You can’t advise with confidence on ETCS unless you’ve delivered it end to end.”
Sigtech’s journey into ETCS is built on 15 years of hands-on experience commissioning traditional signalling systems.
Founded in 2010 and currently one of Australia’s largest providers of independent signalling solutions, the company recognised early on that the industry was shifting – and proactively evolved to lead in the digital signalling and ETCS integration space.
“ETCS integration is complex,” said Abel Hurtado Tato, Sigtech’s ETCS Technical Lead. “But we’ve covered the whole life cycle, not just the design or the testing.
“We start from helping the operator define how they want to operate, and we stay through to system integration.”
What is ETCS, and why does Australia need it?
The European Train Control System originated in Europe to overcome a major barrier: incompatibility between national signalling systems.
In the past, trains travelling across borders often had to switch locomotives, signalling systems, or rolling stock entirely. ETCS provided a harmonised standard that eliminated these inefficiencies. In Australia, the signalling situation between states is surprisingly similar.
“We’ve had different rail gauges, different power distribution systems, different signalling systems,” said Sigtech’s Commissioning Manager Jesse Crick.
“ETCS gives you the ability to harmonise it. It’s not yet a problem, but it’s about to become a very big one if we don’t get it right.”
Put simply, ETCS is an advanced Automatic Train Protection (ATP) system that improves safety, enhances network capacity, and lays the foundation for digital, interoperable train control across diverse networks. It provides continuous speed and distance monitoring, real-time data exchange, and in later stages, automated train operation (ATO).
Hurtado Tato put it plainly: “It’s about interoperability and what it means in the Australian context. That’s something big in Australia right now.”
The transition is already underway. New South Wales, Queensland and South Australia have begun adopting ETCS across selected corridors.
Victoria is expected to make a call soon, and the National Transport Commission has signalled a nationwide push through its interoperability framework.
According to Bird: “It really comes down to national strategy, state and federal funding, and collaboration. The rules are there – it’s about adopting and implementing them across the country.”
Transitioning to ETCS: Not just plug and play
The European Train Control System is far from a turnkey solution. While standards are defined, every implementation must be adapted to local infrastructure, legacy systems, operational practices, and safety requirements.
“People think ETCS is like a USB,” said Hurtado Tato. “You just plug it in, and it works. It doesn’t. You need the umbrella of system integration to make sure everything works together.”
That means more than upgrading hardware. It means replacing trackside signals with in-cab displays, integrating trainborne equipment, digitising communications, and sometimes retraining drivers to shift from visual to digital signal interpretation.
“It’s a top-to-bottom transition,” said Bird. “From removing lineside assets, to ensuring cyber-secure communications, to introducing new driver practices – it’s holistic.”
In practice, Sigtech supports clients with both new-build integration and retrofit implementations. And while retrofitting to legacy systems poses challenges, it also brings efficiencies.
“You can keep your existing system live, then deliver ETCS over the top as a shadow system to facilitate integration and deployment strategies,” said Crick.
“You’re not duplicating work or changing things twice. You get the benefit all at once.”
A national leader in ETCS projects
Sigtech’s track record in ETCS now spans several states and multiple levels of integration.
In Sydney, the team has worked on the Digital Systems Program, integrating ETCS Level 2 trackside and into onboard equipment. It’s also played a key role in Sydney Trains’ Level 1 limited supervision (LS) rollout – an entry-level ETCS implementation that allows onboard speed supervision without major disruption to operations.
“That project delivered the entire network rollout with almost no operational impact,” said Crick. “It’s a good entry point to ETCS and proved the system could be integrated with minimal disruption.”
In Queensland, Sigtech is engaged in both Cross River Rail and the North Coast Line ETCS deployments, supporting everything from system integration to operational readiness.
The remit extends beyond infrastructure. Sigtech has integrated multiple ETCS onboard systems across different rolling stock fleets with the trackside equipment of multiple suppliers. In addition, the company is currently undertaking ETCS design activities to support the entry into service for the New Intercity Fleet and the New Regional Fleet for Transport for NSW. These enabling works also include the ETCS design for Automatic Selective Door Operation (ASDO), which uses ETCS data to safely control passenger doors within platform boundaries. After these enabling works, Sigtech personnel will have contributed to the successful integration of four discreet onboard subsystems with the trackside subsystem of multiple suppliers, which demonstrates the depth of knowledge and experience that Sigtech has.
“We’re doing the signalling design to support rollout, integration, and safety assurance – all the way through to station-level enabling works,” said ETCS Engineering Manager Bryce Gallen.
Safety, efficiency, and system integrity
While safety is a key selling point of ETCS, its value lies in measurable improvements to how trains operate.
“You don’t want trains passing signals at stop. You don’t want overspeeding,” said Crick.
“ETCS continuously supervises speed and
distance, providing a constant layer of protection that supports drivers and enhances overall system safety.”
That includes monitoring of odometry accuracy, automatic braking profiles, and in some cases, fully automated train operation (ATO) – which not only increases safety but improves headway, energy efficiency, and service frequency.
“By removing lineside signals and going digital, you can bring trains closer together without compromising safety,” said Crick.
“The driver has information in the cab, not out the window.”
In turn, that reduces the need for on-track infrastructure, cutting maintenance costs and failure points. With fewer trackside assets, systems become more reliable and downtime is reduced.
“And when you bring in digital,” said Hurtado Tato, “you can start enabling real-time monitoring and predictive maintenance. That’s a big step forward.”
Sigtech’s approach to verification and validation (V&V) is key to ensuring these systems work.
“It’s about identifying hazards early,” said Crick. “We start from the operator’s specific risks – things like SPADs [signal passed at danger], low adhesion, braking – and make sure we’re addressing those all the way through the system life cycle.”
Towards a national standard
What’s next for ETCS in Australia? Sigtech sees a tipping point approaching.
“We’re just at the beginning,” said Hurtado Tato. “But already, Australia ranks as one of the top countries worldwide for ETCS activity.”
Still, full interoperability remains a challenge unless national bodies, rail infrastructure managers, and operators move in sync.
“There is a real risk that networks working in silo to develop and deploy ETCS to their own needs will result in creating a new form of network segregation and incompatibility,” said Gallen.
To prevent history from repeating, he said, Australia needs a top-down approach.
“We need a national level approach. Otherwise, the fragmentation will persist.”
Bird agreed: “There’s going to be a real explosion in ETCS projects over the next five years. It’s coming from state and federal levels. But to make it work, we need collaboration.”
That’s the message Sigtech wants decision-makers to hear loud and clear: act now, and act together.
“ETCS isn’t just a project,” said Crick. “It’s the foundation of the future rail network. The benefits will only be realised if we get harmonisation right.”
Collaboration is key
If there could be one statement made to the Australian rail industry on the transition to ETCS, Gallen said it is that collaboration between all stakeholders is key.
“Whether they are rail infrastructure managers (RIMs), government entities, equipment suppliers or private delivery firms, only through early and consistent collaboration, particularly between networks, will a truly interoperable national network become a reality.
“With the considerable experience that Sigtech has, it is well placed to support these early engagements and assist RIMs and networks on the journey.”
As the rail industry looks to a digital, efficient, and unified future, Sigtech is helping keep that future firmly on track.
