European Train Control System or ETCS technology, which has already proven itself across Europe as well as in Australia, is steadily transforming local signalling standards.
The implementation of ETCS Level 1 in New Zealand has improved safety and the drivers’ experiences, but should New Zealand prepare to evolve from ETCS Level 1 to Level 2 and move to a solution with increased frequency, flexibility and long-term digital readiness?
After rolling out ETCS Level 1 across the entire Auckland metropolitan network, New Zealand is exploring how both Auckland and Wellington’s metropolitan rail infrastructure can progress to the next stage and transition to ETCS Level 2. The aim is to enable higher-capacity train movements on a growing passenger network without the need for expensive new track.
Rail Express spoke with Siemens Mobility New Zealand Sales and Branch Manager Fred Grace and Head of Systems, Projects and Specialty Engineering Mark Kilby, as well as KiwiRail Engineering Design Signals Lead, Leroy Koen and Senior Signals Engineer, Martin Tompkins, about the impacts and benefits of ETCS technology in New Zealand, and what the future could look like with a transition to ETCS Level 2.
What is ETCS and why does it matter?
ETCS technology was originally developed to harmonise train signalling across Europe’s borders, but its impact is increasingly global.
Kilby explained that ETCS was developed “to move trains safely from A to B” by standardising multiple and often incompatible systems to enable rail travel across countries, allowing greater control and a vast improvement in safety compared to traditional signalling systems.
The technology delivers automated train protection by continuously monitoring a train’s position, speed and movement authority. This allows operators to maintain shorter, safer headways between services. ETCS exists in several levels, each delivering increased functionality.
ETCS Level 1, now standard in Auckland, overlays digital control on top of existing signals using eurobalises – track-mounted devices that transmit information to trains. Level 2 goes further, removing the reliance on trackside signals and replacing them with continuous data communication via GSM-R or other radio systems.
New Zealand’s ETCS Level 1 journey
Auckland’s adoption of ETCS Level 1 marked a national first and, according to Grace, may have been the first full Level 1 deployment in a metropolitan city in the southern hemisphere.
“It really was a step change in safety,” Grace said. “New Zealand had a significant number of SPADs (signals passed at danger). If the country wanted to modernise the railway and bring in rolling stock, it was clear that the signalling system was just not acceptable.”
The decision to adopt ETCS was made during a broader modernisation of Auckland’s metropolitan network. The project, Grace noted, delivered measurable improvements in operational safety, with a dramatic drop in safety risk metrics following rollout.
Koen agreed: “The initial benefit of the ETCS Level 1 was its ATP (automatic train protection) safety benefit.”
However, implementation wasn’t without challenges. Introducing cutting-edge signalling to a legacy rail network required an entirely new knowledge base.
As Kilby put it: “You’re building a virtual map where data is very calculated and carefully designed.”
“The system expects to see precise inputs – balises, points, track geometry – exactly as designed. If a renewal team shifts something like a set of points greater than one metre, and the change isn’t communicated, that can affect the data.”
This highlighted the need for closer coordination for KiwiRail and its suppliers, as well as a mindset shift in how rail data and infrastructure are managed.
But the ETCS Level 1 journey isn’t over just yet. Koen shared that KiwiRail is currently working on fitting the DL class Freight locomotives with ETCS Level 1 to improve the safety of the Auckland Metro area, which would involve upgrading the trackside ETCS infrastructure.
“The trackside ETCS infrastructure is currently optimised for the passenger EMUs, which means we need to take into consideration the different requirements of heavy freight trains. The addition of ETCS Level 1 to the freight locomotives will enhance operations of both the freight and passenger operations.”
Upon reflection of KiwiRail’s experience with the ETCS 1 implementation, Tompkins said: “The key lesson learned has been that ETCS Level 1 can’t just be a signal engineering solution imposed on the railway. It needs all the stakeholders in both the safety and operational efficiency of the railway onboard and involved from the beginning so that the maximum benefits of the system can be realised.”
Why make the move to ETCS Level 2?
ETCS Level 2 removes fixed signals and operates using ‘virtual blocks’ – dynamic
zones calculated in real-time based on braking distance and train speed. This enables trains to operate closer together, boosting frequency and throughput, especially in bottlenecked hubs such as Wellington and Auckland.
“It’s a big step forward,” said Kilby. “You move away from line-side signalling; everything is now very much within the data. You don’t have all that cost of the installation, the maintenance and the power.”
While Auckland has had its Level 1 system in place for nearly a decade, Wellington is now exploring what is needed for a Level 2 upgrade.
Grace noted that although no major funding has been allocated specifically for new signalling projects in New Zealand’s latest rail budget, conversations about Level 2 and detailed business cases are already underway.
“Wellington needs a solution like ETCS L2 to bring about a step change in improved driver and passenger safety, increase the capacity and frequency of passenger EMU services and greatly improve the operational reliability.”
The introduction of new, innovative technology brings with it the ability to support the creation of stronger connections for the rail network, which aligns with KiwiRail’s vision for a more networked and digital railway environment, Koen explained.
“The introduction of ETCS Level 2 will provide much more real time information on the state of the railway and its assets. This will benefit both KiwiRail and its customers in terms of improved reliability, rapid information sharing and a more predictable service.”
More trains, better reliability
As the New Zealand rail network continues to grow and passenger demands increase, Koen said the number of trains in metro areas will need to increase.
“The number of trains also increases the ETCS train protection that we will need to migrate from the current Level 1 system in the Auckland Metro to a Level 2 system on both the Auckland and Wellington Metro networks to maximise the network capacity.”
For passengers, Level 2 offers the potential for more frequent trains, better reliability, and timetable-free travel, which is promising news.
“Turn up and Go is a concept where you won’t actually have to look at the timetable, because you know there’s going to be a train coming soon,” Grace said.
“That would be a transformative change from a psychological perspective – a big step up, which this enables.”
Removing visual signalling reduces breakdown risks, meaning fewer delays due to failed signal aspects.
The radio-based data exchange provides drivers with real-time authority via an in-cab interface, giving them a clearer picture of the line ahead and enabling smoother operation.
Kilby added: “When we upgrade our systems, we get some great benefits. The new technology means we need fewer trackside components to maintain, which makes everything safer and more efficient. It’s really a win-win – we’re making operations smoother while saving money in several different ways.”
Infrastructure and workforce readiness
Upgrading to Level 2 requires more than new software. Rail operators need to prepare their fleets, infrastructure and teams.
“You can’t just suddenly turn off the signals on one day and hope that you’re in Level 2,” Kilby said.
“Every train has to be fitted. Anything that rides on the railway has to be prepared for that jump forward.”
Operationally, it’s a significant change. Drivers used to waiting for red and green aspects must instead rely on digital instructions displayed in-cab. Kilby pointed out that this shift requires psychological adaptation as much as technical training.
“There’s going to be a big psychology change,” he said.
“Previously, you would have gone past a green signal; here, you don’t have that visual. You’re putting your faith in the technology.”
Initially, Koen said that the ETCS Level 1 implementation meant that drivers had to adapt.
“As time has gone on the drivers have learned to use all the additional information that the DMI display gives them allowing then to drive more confidently”.
From a workforce perspective, Grace said the transition is also an opportunity to upskill the drivers, engineers, and operators.
“I think it moves them into more high skill level jobs – skilled up to look at the digital aspects of the railway.”
Bringing Siemens Mobility’s global expertise to New Zealand
Grace highlights that Siemens Mobility’s global experience and ongoing product development makes it a future-proof choice for customers looking to upgrade their signalling systems to improve safety, productivity, and passenger experience.
“You are investing in a product that has a future road map and will be future proofed going forward.”
Kilby added: “You’re part of this international data standard. You’re not getting left behind.
“Customers can follow upgrades like Baseline 3 and remain aligned with international best practice.”
Siemens Mobility’s global ETCS footprint is extensive, with successful Level 2 implementations including the United Kingdom’s East Coast Main Line, Norway, and the Sydney Digital Systems Program.
Kilby said these projects set a strong precedent for how to work internationally.
“It’s proven that it can be done – and done well – even across different hemispheres.”
In New Zealand, Siemens already holds a strong position with more than 100 commissionings in the past six years.
“Our capability speaks for itself – and the trust we’ve built with the customer does too.”
Looking ahead, both Grace and Kilby see ETCS Level 2 as an enabler, not just for more trains, but for a smarter, greener rail system.
“It sets you up in the world of digitalisation and virtualisation,” Grace said.
“You’ve got safety, new jobs, a greener environment, less congestion on the road; it’s an enabler for all of these things to happen.”
For local railways, the real signal change is just beginning.
