View source for European Train Control System

{{Short description|Railway signaling system}}
{{redirect|ETCS|a mathematical theory|Elementary Theory of the Category of Sets}}
{{redirect-distinguish|ETCS|ETC (disambiguation)|ECTS (disambiguation)}}
{{Update|date=June 2022}}
{{Use British English|date = December 2014}}
{{Use dmy dates|date=October 2018}}
[[File:Balizok az Őrségi vasúton2.jpg|thumb|ETCS—"[[Eurobalise]]" transceiver, installed between rails, provides information to ETCS trains.]]
{{Automated track-bound traffic}}
The '''European Train Control System''' ('''ETCS''')  is a [[train protection system]] designed to replace the many incompatible systems used by European railways, and railways outside of Europe. ETCS is the [[Railway signalling|signalling]] and control component of the [[European Rail Traffic Management System]] (ERTMS).

ETCS consists of 2 major parts: 
#trackside equipment 
#on-board (on train) equipment

ETCS can allow all trackside information to be passed to the driver cab, removing the need for trackside signals. This is the foundation for future [[automatic train operation]] (ATO). Trackside equipment aims to exchange information with the vehicle for safely supervising train circulation.<ref name=":2" /> The information exchanged between track and trains can be either continuous or intermittent according to the [[European Rail Traffic Management System|ERTMS]]/ETCS level of application and to the nature of the information itself.<ref name=":2" />

The need for a system like ETCS stems from more and longer running trains resulting from economic integration of the [[European Union]] (EU) and the liberalisation of national railway markets. At the beginning of the 1990s there were some national high speed train projects supported by the EU which lacked interoperability of trains. This catalysed the [[Trans-European high-speed rail network|Directive 1996/48]] about the interoperability of high-speed trains, followed by [[Trans-European conventional rail network|Directive 2001/16]] extending the concept of interoperability to the conventional rail system. ETCS specifications have become part of, or are referred to, the [[Technical Specifications for Interoperability]] (TSI) for (railway) control-command systems, pieces of European legislation managed by the [[European Union Agency for Railways]] (ERA). It is a legal requirement that all new, upgraded or renewed tracks and rolling stock in the European railway system should adopt ETCS, possibly keeping legacy systems for backward compatibility. Many networks outside the EU have also adopted ETCS, generally for high-speed rail projects. The main goal of achieving [[interoperability]] had mixed success in the beginning.

== History ==
The European railway network grew from separate national networks with little more in common than [[standard gauge]]. Notable differences include [[Railway electrification system|voltages]], [[loading gauge]], [[Railway coupling|couplings]], signalling and control systems. By the end of the 1980s there were 14 national standard train control systems in use across the EU, and the advent of high-speed trains showed that signalling based on lineside signals is insufficient.{{Citation needed | date = November 2014}}

Both factors led to efforts to reduce the time and cost of cross-border traffic. On 4 and 5 December 1989, a working group including Transport Ministers resolved a master plan for a [[trans-European high-speed rail network]], the first time that ETCS was suggested. The commission communicated the decision to the European Council, which approved the plan in its resolution of 17 December 1990. This led to a resolution on 91/440/EEC as of 29 July 1991, which mandated the creation of a requirements list for interoperability in high-speed rail transport.<ref name="interop" /> The rail manufacturing industry and rail network operators had agreed on creation of interoperability standards in June 1991.<ref name="nielson">{{cite web | url = http://irse.org.au/index.php/en/component/docman/doc_download/54-the-core-of-atp-data-engineering?Itemid=71 | title = The Core of ATP – Data Engineering | author = Warren Kaiser, Stein Nielson | publisher = IRSE Technical Meeting "All About ATP" Sydney | date = 14 March 2008 | access-date = 15 November 2013 | archive-url = https://web.archive.org/web/20130429142912/http://irse.org.au/index.php/en/component/docman/doc_download/54-the-core-of-atp-data-engineering?Itemid=71 | archive-date = 29 April 2013 | url-status = dead | df = dmy-all }}|</ref> Until 1993, the organizational framework was created to start technical specifications that would be published as [[Technical Specifications for Interoperability]] (TSI). The mandate for TSI was resolved by 93/38/EEC.<ref name="interop" /> In 1995, a development plan first mentioned the creation of the [[European Rail Traffic Management System]] (ERTMS).<ref name="nielson" />

Because ETCS is in many parts implemented in software, some wording from software technology is used. Versions are called [[system requirements specification]]s (SRS). This is a bundle of documents, which may have different versioning for each document. A main version is called [[Baseline (configuration management)|baseline]] (BL).

=== Baseline 1 ===
The specification was written in 1996 in response to [[Directive 96/48/EC|EU Council Directive 96/48/EC99]]<ref name="interop">{{cite EU directive | serial = 96/48/EC| date = 23 July 1996 | description = amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system | eurlextag = 31996L0048}}</ref> of 23 July 1996 on interoperability of the trans-European high-speed rail system. First the European Railway Research Institute was instructed to formulate the specification and about the same time the ''ERTMS User Group'' was formed from six railway operators that took over the lead role in the specification. The standardisation went on for the next two years and it was felt to be slow for some industry partners – 1998 saw the formation of ''Union of Signalling Industry'' (UNISIG), including [[Alstom]], [[Gio. Ansaldo & C.|Ansaldo]], [[Bombardier Transportation|Bombardier]], [[Invensys]], [[Siemens]] and [[Thales Group|Thales]] that were to take over the finalisation of the standard.<ref name="nielson" />

In July 1998, ''SRS 5a'' documents were published that formed the first baseline for technical specifications. UNISIG provided for corrections and enhancements of the baseline specification leading to the ''Class P'' specification in April 1999.{{Citation needed | date = November 2014}} This baseline specification has been tested by six railways since 1999 as part of the ERTMS.<ref>{{cite web|title=ERTMS in 10 questions |publisher=[[European Railway Agency]] |url=http://ec.europa.eu/transport/rail/interoperability/ertms/doc/ertms_10_questions_en.pdf |url-status=dead |archive-url=https://web.archive.org/web/20100215163846/http://ec.europa.eu/transport/rail/interoperability/ertms/doc/ertms_10_questions_en.pdf |archive-date=15 February 2010 }}</ref>

=== Baseline 2 ===
The railway companies defined some extended requirements that were included to ETCS (e.g. RBC-Handover and track profile information), leading to the ''Class 1'' ''SRS 2.0.0'' specification of ETCS (published in April 2000). Further specification continued through a number of drafts until UNISIG published the SUBSET-026 defining the current implementation of ETCS signalling equipment – this ''Class 1'' ''SRS 2.2.2'' was accepted by the [[European Commission]] in decision 2002/731/EEC as mandatory for high-speed rail and in decision 2004/50/EEC as mandatory for conventional rail. The SUBSET-026 is defined from eight chapters where chapter seven defines the ETCS language and chapter eight describes the [[Eurobalise|balise]] telegram structure of ''ETCS Level 1''.<ref name="nielson" /> Later UNISIG published the corrections as SUBSET-108 (known as ''Class 1'' ''SRS 2.2.2 "+"),'' that was accepted in decision 2006/679/EEC.<ref>{{cite book | title = COMMISSION DECISION concerning the technical specification for interoperability relating to the control-command and signalling subsystem of the trans-European conventional rail system (notified under document number C(2006) 964) (Text with EEA relevance) (2006/679/EC) | url = http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2006:284:0001:0176:EN:PDF | format = PDF | access-date = 17 October 2016 | date = 16 October 2006 | publisher = European Union | pages = 1–176 | chapter = I. 284 }}</ref>

The earlier ETCS specification contained a lot of optional elements that limited interoperability. The ''Class 1'' specifications were revised in the following year leading to ''SRS 2.3.0'' document series that was made mandatory by the ''European Commission'' in decision 2007/153/EEC on 9 March 2007. Annex A describes the technical specifications on interoperability for high-speed (HS) and conventional rail (CR) transport. Using ''SRS 2.3.0'' a number of railway operators started to deploy ETCS on a large scale, for example the Italian [[Sistema Controllo Marcia Treno]] (SCMT) is based on Level 1 balises. Further development concentrated on compatibility specification with the earlier ''Class B'' systems leading to specifications like [[Integra-Signum|EuroZUB]] that continued to use the national rail management on top of Eurobalises for a transitional period. Following the experience in railway operation the [[European Union Agency for Railways]] (ERA) published a revised specification ''Class 1'' ''SRS 2.3.0d'' ("debugged") that was accepted by the European Commission in April 2008.{{Citation needed | date = November 2014}}

This compilation SRS 2.3.0d was declared final (later called Baseline 2) in this series. There were a list of unresolved functional requests and a need for stability in practical rollouts. So in parallel started the development of baseline 3 series to incorporate open requests, strip off unneeded stuff and combine it with solutions found for baseline 2. The structure of functional levels was continued.

=== Baseline 3 ===
{{Update|date = October 2016}}
While some countries switched to ETCS with some benefit, German and French railway operators had already introduced modern types of [[train protection system]]s so they would gain no benefit. Instead, ideas were introduced on new modes like "Limited Supervision" (known at least since 2004<ref>{{cite web | url=http://www.dlr.de/fs/Portaldata/16/Resources/dokumente/vk/VP_FS_EX_Vortrag_Winter_050113.pdf | title = Stand der Entwicklung und Einführung von ERTMS}}</ref>) that would allow for
* a low-cost variant,
* a new and superior model for braking curves,
* a cold movement optimisation and
* additional track description options.
These ideas were compiled into a "baseline 3" series by the ERA and published as a ''Class 1 SRS 3.0.0 proposal'' on 23 December 2008. The first consolidation ''SRS 3.1.0'' of the proposal was published by ERA on 26 February 2010<ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/Baseline3FirstConsolidation.aspx | title = Baseline 3 First Consolidation | publisher = [[European Railway Agency]]}}</ref> and the second consolidation ''SRS 3.2.0'' on 11 January 2011.<ref>{{cite web | url=http://www.era.europa.eu/Document-Register/Pages/Baseline3SecondConsolidation.aspx | title = Baseline 3 Second Consolidation | publisher = [[European Railway Agency]]}}</ref> The specification ''[[GSM-R]] Baseline 0'' was published as Annex A to the ''baseline 3 proposal'' on 17 April 2012.<ref>{{cite web | url=http://www.era.europa.eu/Document-Register/Pages/New-Annex-A-for-ETCS-Baseline-3-and-GSM-R-Baseline-0.aspx | title = New Annex A for ETCS Baseline 3 and GSM-R Baseline 0 | publisher = [[European Railway Agency]]}}</ref> At the same time a change to Annex A of ''SRS 2.3.0d'' was proposed to the ''European Commission'' that includes ''GSM-R baseline 0'' allowing ETCS ''SRS 3.3.0'' trains to run on ''SRS 2.3.0d'' tracks.<ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/ERARECERTMS03-2012.aspx | title = Recommendation on updating the Annex A of the TSI Control Command and Signalling }}</ref><ref>{{cite web | url = http://www.era.europa.eu/Communication/News/Pages/New-ERTMS-Recommendation-delivered.aspx | title = Recommendation on ERTMS delivered to European Commission | publisher = [[European Railway Agency]]}}</ref> The ''baseline 3 proposal'' was accepted by the ''European Commission'' with decision 2012/88/EU on 25. January 2012.<ref>{{cite web | url = http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:051:0001:0065:EN:PDF | title = commission decision on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system | date = 25 January 2012 | id = 2012/88/EU}}</ref> The update for ''SRS 3.3.0'' and the extension for ''SRS 2.3.0d'' were accepted by the ''European Commission'' with decision 2012/696/EU on 6. November 2012.<ref>{{cite web | url = http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:311:0003:0013:EN:PDF | title = commission decision amending Decision 2012/88/EU on the technical specifications for interoperability relating to the control-command and signalling subsystems of the trans-European rail system | date = 6 November 2012 | id = 2012/696/EU}}</ref>

The ERA work programme concentrated on the refinement of the test specification ''SRS 3.3.0'' that was to be published in July 2013.<ref name="wp2013">{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/Work-programme-2013.aspx | title = ERA Work Programme 2013 | at = Section 6. ERTMS System Authority | date = 19 December 2012 | access-date = 4 January 2012 | publisher = European Railway Agency}}</ref> In parallel the GSM-R specification was to be extended into a ''GSM-R baseline 1'' until the end of 2013.<ref name="wp2013" /> The German [[Deutsche Bahn]] since announced equipping at least the [[Trans-European Transport Networks|TEN Corridors]] running on older tracks to be using either ''Level 1 Limited Supervision'' or ''Level 2'' on high-speed sections. Work continued on ''Level 3'' definition with low-cost specifications (compare [[ERTMS Regional]]) and the integration of [[General Packet Radio Service|GPRS]] into the radio protocol to increase the signalling bandwidth as required in shunting stations. The specifications for ''ETCS baseline 3'' and ''GSM-R baseline 0'' (Baseline 3 Maintenance Release 1) were published as recommendations ''SRS 3.4.0'' by the ERA in May 2014 for submission to the ''Railway Interoperability and Safety Committee'' (RISC) in a meeting in June 2014.<ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/System%20Requirements%20Specification%20%28Recommendation%29.aspx | title = System Requirements Specification (SUBSET-026) | date = 12 May 2014 | publisher = European Railway Agency}}</ref><ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/ETCS%20Driver%20Machine%20Interface%20%28Recommendation%29.aspx | title = ETCS Driver Machine Interface (ERA/ERTMS/015560) | date = 12 May 2014 | publisher = European Railway Agency}}</ref> The SRS 3.4.0 was accepted by the ''European Commission'' with the amending decision 2015/14/EU on 5. January 2015.<ref>{{cite web | url = http://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32015D0014 | title = COMMISSION DECISION (EU) 2015/14 amending Decision 2012/88/EU on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system | date = 5 January 2015 | publisher = European Commission}}</ref>

Stakeholders such as Deutsche Bahn have opted for a streamlined development model for ETCS – DB will assemble a database of [[change request]]s (CRs) to be assembled by priority and effect in a CR-list for the next milestone report (MRs) that shall be published on fixed dates through ERA. The ''SRS 3.4.0'' from Q2 2014 matches with the MR1 from this process. The further steps were planned for the MR2 to be published in Q4 2015 (that became the ''SRS 3.5.0'') and the MR3 to be published in Q3 2017 (whereas ''SRS 3.6.0'' was settled earlier in June 2016). Each specification will be commented on and handed over to the RISC for subsequent legalization in the European Union.<ref name="dbnetz2014">{{cite web| url = http://www.db-netz.de/file/7263212/data/etcsbroschuere_2014.pdf| page = 15| title = European Train Control System (ETCS) bei der DB Netz AG| language = de| date = April 2014| access-date = 12 September 2014| url-status = dead| archive-url = https://web.archive.org/web/20140915162630/http://www.db-netz.de/file/7263212/data/etcsbroschuere_2014.pdf| archive-date = 15 September 2014| df = dmy-all}}</ref> Deutsche Bahn has expressed a commitment to keep the Baseline 3 specification backward compatible starting at least with SRS 3.5.0 that is due in 2015 according to the streamlined MR2 process, with the MR1 adding requirements from its tests in preparation for the switch to ETCS (for example better frequency filters for the GSM-R radio equipment).<ref name="dbnetz2014" /> The intention is based on plans to start replacing its [[Punktförmige Zugbeeinflussung|PZB]] train protection system at the time.

In December 2015, the ERA published the ''Baseline 3 Release 2'' (B3R2) series including ''GSM-R Baseline 1''. The B3R2 is publicly named to be not an update to the previous ''Baseline 3 Maintenance Release 1'' (B3MR1).<ref>{{cite web | url = http://www.era.europa.eu/Core-Activities/ERTMS/Pages/Recommendations.aspx | title = ERTMS Recommendations | publisher = ERA | access-date = 8 January 2016 | quote = The ETCS Baseline 3 release 2 specifications (B3R2), which will coexist in parallel with the current Baseline 2 and Baseline 3 / The formal maintenance of ETCS Baseline 3 Maintenance release 1 (B3 MR1), on the basis of two Technical Opinions of the Agency already approved | url-status = dead | archive-url = https://web.archive.org/web/20160205083128/http://www.era.europa.eu/Core-Activities/ERTMS/Pages/Recommendations.aspx | archive-date = 5 February 2016 | df = dmy-all }}</ref> The notable change is the inclusion of [[Enhanced Data Rates for GSM Evolution|EGPRS]] (GPRS with mandatory EDGE support) in the GSM-R specification, corresponding to the new [[GSM-R#Eirene features|Eirene]] FRS 8 / SRS 16 specifications. Additionally B3R2 includes the ETCS ''Driver Machine Interface'' and the SRS 3.5.0.<ref name="etcs350">{{cite web | url = http://www.era.europa.eu/Core-Activities/ERTMS/Pages/Recommendations.aspx | title = ERTMS Recommendations | publisher = ERA | access-date = 8 January 2016 | url-status = dead | archive-url = https://web.archive.org/web/20160205083128/http://www.era.europa.eu/Core-Activities/ERTMS/Pages/Recommendations.aspx | archive-date = 5 February 2016 | df = dmy-all }}</ref> This Baseline 3 series was accepted by ''European Commission'' with decisions 2016/919/EC in late May 2016.<ref name="2016.919.EC">{{cite web | url = http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32016R0919 | title = COMMISSION REGULATION (EU) 2016/919 on the technical specification for interoperability relating to the 'control-command and signalling' subsystems of the rail system in the European Union | publisher = European Commission | date = 27 May 2016}}</ref> The decision references ETCS ''SRS 3.6.0'' that was subsequently published by the ERA in a ''Set 3'' in June 2016.<ref>{{cite web | url = http://www.era.europa.eu/Core-Activities/ERTMS/Pages/Set-of-specifications-3.aspx | title = Set of specifications # 3 (ETCS baseline 3 and GSM-R baseline 1) | date = 15 June 2016 | publisher = ERA}}</ref><ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Pages/Set-3-ETCS-Driver-Machine-Interface.aspx | title = ERA_ERTMS_015560 – ETCS Driver Machine Interface | date = 15 June 2016}}</ref> The publications of the ''European Commission'' and ERA for ''SRS 3.6.0'' were synchronized to the same day, 15 June.<ref name="2016.919.EC" /> The ''Set 3'' of B3R2 is marked as the stable basis for subsequent ERTMS deployments in the EU.<ref name="LaunchB3R2" />

The name of Set 3 follows the style of publications of the decisions of the European Commission where updates to the Baseline 2 and Baseline 3 specifications were accepted at the same time – for example decision 2015/14/EU of January 2015 has two tables "Set of specifications # 1 (ETCS baseline 2 and GSM-R baseline 0)" and "Set of specifications # 2 (ETCS baseline 3 and GSM-R baseline 0)".<ref>{{cite web|url=http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv%3AOJ.L_.2015.003.01.0044.01.ENG |title=EUR-Lex - 32015D0014 |publisher=Eur-lex.europa.eu |date=7 January 2015 |access-date=29 October 2018}}</ref> In the decision of May 2016 there are three tables: "Set of specifications # 1 (ETCS  Baseline 2 and GSM-R Baseline 1)", "Set of specifications # 2 (ETCS  Baseline 3 Maintenance Release 1 and GSM-R  Baseline 1)", and "Set of specifications # 3
(ETCS Baseline 3 Release 2 and GSM-R Baseline 1)".<ref name="2016.919.EC" /> In that decision the SRS (System Requirement Specification) and DMI (ETCS Driver Machine Interface) are kept at 3.4.0 for Set 2 while updating Set 3 to SRS and DMI 3.6.0. All three of the tables (Set 1, Set 2 and Set 3) are updated to include the latest EIRENE FRS 8.0.0 including the same GSM-R SRS 16.0.0 to ensure interoperability.<ref name="2016.919.EC" /> In that decision the SRS is kept at 2.3.0 for Set 1 – and the decision of 2012/88/EU was repealed that was first introducing the interoperability of Set 1 and Set 2 (with SRS 3.3.0 at the time) based on GSM-R Baseline 0.<ref name="2016.919.EC" />

Introduction of Baseline 3 on railways requires installation of it on board, which requires re-certification of trains. This will cost less than first ETCS certification, but still at least €100k per vehicle. This makes Baseline 3 essentially a new incompatible ETCS which requires replacement of electronic equipment and software onboard and along the track when installing. Trains with ETCS Baseline 3 are allowed to go on railways with Baseline 2 if certified for it, so railways with ETCS do not need to change system urgently.

The first live tests of Baseline 3 took place in Denmark July 2016.<ref>{{Cite web|url=https://www.railwaygazette.com/infrastructure/first-test-for-etcs-baseline-3/43231.article|title=First test for ETCS Baseline 3|website=Railway Gazette International}}</ref> Denmark wants to install ERTMS on all its railways, and then use Baseline 3.

British freight and passenger operators have signed contracts to install Baseline 3 in their trains, the first around 2020.<ref>{{Cite web|url=https://www.railwaygazette.com/network-rail-awards-etcs-freight-fitment-contract/45685.article|title=Network Rail awards ETCS freight fitment contract|website=Railway Gazette International}}</ref><ref>{{Cite web|url=https://www.railwaygazette.com/uk/electrostar-etcs-contract-awarded/46596.article|title=Electrostar ETCS contract awarded|website=Railway Gazette International}}</ref>

=== Baseline 4 ===
ETCS Baseline 4 was published on 8 September 2023 by the European Union,<ref name=":3">{{Cite web |title=EUR-Lex - L:2023:222:TOC - EN - EUR-Lex |url=https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=OJ%3AL%3A2023%3A222%3ATOC |access-date=2024-06-10 |website=eur-lex.europa.eu |language=en}}</ref><ref>{{Cite web |last=CLEARSY |date=2023-09-19 |title=Version 4 of the ETCS specification has just been published |url=https://www.clearsy.com/en/ertms-en/version-4-of-the-etcs-specification-has-just-been-published/ |access-date=2024-06-10 |website=CLEARSY |language=en-US}}</ref> together with the [[Automatic train operation|ATO]] Baseline 1, RMR: GSM-R B1 MR1 and [[FRMCS]] Baseline 0.<ref>{{Cite web |date=2022-11-25 |title=Control Command and Signalling TSI {{!}} European Union Agency for Railways |url=https://www.era.europa.eu/domains/technical-specifications-interoperability/control-command-and-signalling-tsi_en |access-date=2024-06-10 |website=www.era.europa.eu |language=en}}</ref>

The [[European Union Agency for Railways]] will prepare a report to the commission by 1 January 2025 on the availability of ETCS on-board products compliant with ETCS Baseline 4 and ATO Baseline 1, and on the availability of FRMCS on-board prototypes.<ref name=":3" />

=== Deployment planning ===
The development of ETCS has matured to a point that cross-border traffic is possible and some countries have announced a date for the end of older systems. The first contract to run the full length of a cross-border railway was signed by Germany and France in 2004 on the high-speed line from [[Paris]] to [[Frankfurt]], including [[LGV Est]]. The connection opened in 2007 using [[ICE 3|ICE3MF]], to be operational with ETCS trains by 2016.<ref>{{cite web | url = http://www.mdcr.cz/NR/rdonlyres/1251EA05-791F-40E2-AA33-48902D2A51CF/0/ertms_par_fra.ppt | format = powerpoint | title = ERTMS Pilot Project: Paris-Frankfurt corridor & ICE3 and POS trainsets | at = Presentation of the DB/RFF/SCNF projekt to working group ERTMS | publisher = Deutsche Bahn | date = 3 December 2003 | url-status = dead | archive-url = https://web.archive.org/web/20120402203820/http://www.mdcr.cz/NR/rdonlyres/1251EA05-791F-40E2-AA33-48902D2A51CF/0/ertms_par_fra.ppt | archive-date = 2 April 2012 | df = dmy-all }}</ref> The [[Netherlands]], Germany, [[Switzerland]] and [[Italy]] have a commitment to open [[#ETCS Corridors|Corridor A]] from Rotterdam to Genoa for freight by the start of 2015. Non-European countries also are starting to [[ERTMS implementation strategies|deploy]] ERTMS/ETCS, including [[Algeria]], [[China]], [[India]], [[Israel]], [[Kazakhstan]], [[Korea]], [[Mexico]], [[New Zealand]], and [[Saudi Arabia]].<ref>{{cite web |url=http://www.ertms.com/deployment-maps/deployment-world-map.aspx |url-status=dead |archive-url=https://web.archive.org/web/20101008220029/http://www.ertms.com/deployment-maps/deployment-world-map.aspx |archive-date=8 October 2010 |title=Deployment world map}}</ref> Australia would switch to ETCS on some dedicated lines starting in 2013.<ref>{{cite web | website=ertms.com | url=http://www.ertms.com/news/ertms-news/australia-embraces-ertms.aspx|title=Australia embraces ERTMS
 | access-date=21 April 2023}}</ref>

The ''European Commission'' has mandated that European railways to publish their deployment planning up to 5 July 2017. This will be used to create a geographical and technical database (TENtec) that can show the ETCS deployment status on the [[Trans-European Networks|Trans-European Network]]. From the comparative overview the commission wants to identify the needs for additional coordination measures to support the implementation.<ref name=2016-919>{{cite web | url = http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32016R0919 | title = 2016/919/EC – technical specification for interoperability relating to the 'control-command and signalling' subsystems of the rail system in the European Union | date = 27 May 2016 | publisher = European Commission}}</ref> Synchronous with the publication of ''ETCS SRS 3.6.0'' on 15 June 2017 the Regulation 2016/796/EC was published. It mandates the replacement of the ''European Railways Agency'' by the ''European Union Agency for Railways.'' The agency was tasked with the creation of a regulatory framework for a [[Third railway package|Single European Railway Area]] (SERA) in the ''4th Railway Package'' to be resolved in late June 2016.<ref>{{cite web | url = http://www.era.europa.eu/Communication/News/Pages/Techn-Pillar-of-the-4thRP-approved-by-Euro-Parliament.aspx | title = Technical Pillar of the 4th Railway Package approved by European Parliament | date = 28 April 2016 | publisher = European Railways Agency}}</ref><ref>{{cite web | url = http://www.era.europa.eu/Document-Register/Documents/european%20union%20agency%20for%20railways%20policy.pdf | title = European Union Agency for Railways Policy | date = 15 June 2016 | publisher = European Union Agency for Railways}}</ref> A week later the new EU ''Agency for Railways'' emphasized the stability of B3R2 and the usage as the foundation for oncoming ETCS implementations in the EU.<ref name=LaunchB3R2>{{cite web | url = http://www.era.europa.eu/Communication/News/Pages/ERTMS-B3R2-Launch.aspx | title = ERTMS B3R2 Launch – The Time Has Come for a Truly European Train Control System | date = 22 May 2016 | publisher = EU Agency for Railways}}</ref> Based on projections in the ''Rhine-Alps-Corridor'', a break-even of the cross-border ETCS implementation is expected in the early 2030s.<ref name=businesscase2016>{{cite magazine | url = http://www.railwaygazette.com/news/infrastructure/single-view/view/ertms-business-case-confirmed.html | title = ERTMS business case confirmed | date = 22 June 2016 | magazine = Railway Gazette | access-date = 22 June 2016 | archive-date = 23 June 2016 | archive-url = https://web.archive.org/web/20160623115538/http://www.railwaygazette.com/news/infrastructure/single-view/view/ertms-business-case-confirmed.html | url-status = dead }}</ref> A new memorandum of understanding was signed on [[InnoTrans]] in September 2016 for a completion of the first ETCS Deployment Plan targets by 2022.<ref name=businesscase2016 /><ref>{{cite web|url=http://www.ertms.net/?p=790|title=European Rail Sector commits to the 4th ERTMS MoU at InnoTrans 2016|publisher=UNIFE ERTMS|access-date=6 October 2016}}</ref> The new planning was accepted by the ''European Commission'' in January 2017 with a goal to have 50% of the Core Network Corridors equipped by 2023 and the remainder in a second phase up to 2030.<ref>{{cite magazine|url=http://www.railwaygazette.com/news/news/europe/single-view/view/revised-ertms-deployment-plan-adopted.html|title=Revised ERTMS Deployment Plan adopted|magazine=Railway Gazette|date=5 January 2017|access-date=5 January 2017|archive-date=6 January 2017|archive-url=https://web.archive.org/web/20170106103847/http://www.railwaygazette.com/news/news/europe/single-view/view/revised-ertms-deployment-plan-adopted.html|url-status=dead}}</ref>

The costs for the switch to ETCS are well documented in the Swiss reports from their railway operator SBB to the railway authority BAV. In December 2016 it was shown that they could start switching parts of the system to ETCS Level 2 whenever a section needs improvement. This would not only result in a network where sections of ETCS and the older ZUB would switch back and forth along lines, but the full transition to ETCS would last until 2060 and its cost were estimated at 9.5&nbsp;billion Swiss Franc (US$ {{Format price|{{To USD|9500000000|CHE|round=yes}}|-2}}). The expected advantages of ETCS for more security and up to 30% more throughput would also be at stake. Thus legislation favours the second option where the internal equipment of interlocking stations would be replaced by new electronic ETCS desks before switching the network to ETCS Level 2. However the current railway equipment manufacturers did not provide enough technology options at the time of the report to start it off. So the plan would be to run feasibility studies until 2019 with a projected start of changeover set to 2025. A rough estimate indicates that the switch to ETCS Level 2 could be completed within 13 years from that point and it would cost about 6.1&nbsp;billion Swiss Franc (US$ {{Format price|{{To USD|6100000000|CHE|round=yes}}|-2}}). For comparison, SBB indicated that the maintenance of lineside signals would also cost about 6.5&nbsp;billion Swiss Franc (US$ {{Format price|{{To USD|6500000000|CHE|round=yes}}|-2}}) which however can be razed once Level 2 is effective.<ref name=changover2017>{{cite news|url=https://www.blick.ch/news/wirtschaft/bahn-verzoegerungen-und-milliardenkosten-bei-etcs-zugsicherung-befuerchtet-id6741879.html|title=Verzögerungen und Milliardenkosten bei ETCS-Zugsicherung befürchtet|newspaper=Blick|date=26 May 2017}}</ref>

The Swiss findings influenced the German project "[[#DigitaleSchiene|Digitale Schiene]]" (digital rail). It is estimated that 80% of the rail network can be operated by GSM-R without lineside signals. This will bring about 20% more trains that can be operated in the country. The project was unveiled in January 2018 and it will start off with a feasibility study on electronic interlocking stations that should show a transition plan by mid 2018. It is expected that 80% of the network will have been rebuilt to the radio-controlled system by 2030.<ref name=digitalrail2018>{{cite web|url=http://www.deutschebahn.com/de/presse/pressestart_zentrales_uebersicht/16796322/digitale_schiene_deutschland.html|title=Digitale Schiene Deutschland" bringt mehr Leistung und Qualität auf die Gleise|date=25 January 2018|publisher=Deutsche Bahn}}</ref> This is more extensive than earlier plans which focused more on ETCS Level 1 with Limited Supervision instead of Level 2.

=== Alternative implementations ===
The ETCS standard has listed a number of older [[Automatic train control|Automatic Train Controls]] (ATC) as ''Class B'' systems. While they are set to [[obsolescence]], the older line side signal information can be read by using ''Specific Transmission Modules'' (STM) hardware and fed the ''Class B'' signal information to a new ETCS onboard safety control system for [[#Partial supervision|partial supervision]]. In practice, an alternative transition scheme is sometimes used where an older ATC is rebased to use Eurobalises. This leverages the fact that a Eurobalise can transmit multiple information packets and the reserved national datagram (packet number 44) can encode the signal values from the old system in parallel with ETCS datagram packets. The older train-born ATC system is equipped with an additional Eurobalise reader that converts the datagram signals. This allows for a longer transitional period where the old ATC and Eurobalises are attached on the sleepers until all trains have a Eurobalise reader. The newer ETCS-compliant trains can be switched to an ETCS operation scheme by a software update of the onboard train computer.<ref name="TrainGuard">{{cite web| url = http://www.mobility.siemens.com/mobility/global/SiteCollectionDocuments/de/rail-solutions/rail-automation/train-control-systems/trainguard-mappe-de.pdf| title = Trainguard| trans-title = Train Guard| language = de| website = Mobility.Siemens.com| publisher = [[Siemens]]| year = 2014| access-date = 26 February 2015| archive-date = 26 February 2015| archive-url = https://web.archive.org/web/20150226103138/http://www.mobility.siemens.com/mobility/global/SiteCollectionDocuments/de/rail-solutions/rail-automation/train-control-systems/trainguard-mappe-de.pdf| url-status = dead}}</ref>

In Switzerland, a replacement of the older [[Integra-Signum]] magnets and [[ZUB 1xx|ZUB 121]] magnets to Eurobalises in the Euro-Signum plus EuroZUB operation scheme is under way. All trains had been equipped with Eurobalise readers and signal converters until 2005 (generally called "Rucksack" "{{lang|en|backpack}}"). The general operation scheme will be switched to ETCS by 2017 with an allowance for older trains to run on specific lines with EuroZUB until 2025.<ref name="BAV Standbericht 2015">{{cite web|title=European Train Control System ETCS
|url=http://www.bav.admin.ch/dokumentation/publikationen/00568/00570/01501/index.html?lang=de&download=NHzLpZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDfIF,gWym162epYbg2c_JjKbNoKSn6A--|website=www.bav.admin.ch |archive-url=https://web.archive.org/web/20160506045003/http://www.bav.admin.ch/dokumentation/publikationen/00568/00570/01501/index.html?lang=de&download=NHzLpZeg7t%2Clnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDfIF%2CgWym162epYbg2c_JjKbNoKSn6A-- |archive-date=6 May 2016}}</ref>

[[File:Croco+TBL1+ETCS.jpg|thumb|Croco + TBL + ETCS balises at the same signal in Belgium]]

In [[Belgium]], the [[Transmission balise-locomotive#TBL 1|TBL 1]] [[Crocodile (train protection system)|crocodiles]] were complemented with Eurobalises in the [[Transmission balise-locomotive#TBL 1|TBL 1+]] operation scheme. The TBL 1+ definition allowed for an additional speed restriction to be transmitted to the train computer already. Likewise in [[Luxembourg]] the ''Memor II'' (using crocodiles) was extended into a ''Memor II+'' operation scheme.

In [[Berlin]], the old mechanical train stops on the local [[Berlin S-Bahn|S-Bahn]] rapid transit system are replaced by Eurobalises in the newer [[Zugbeeinflussungssystem S-Bahn Berlin|ZBS train control]] system. Unlike the other systems it is not meant to be transitional for a later ETCS operation scheme. The signalling centres and the train computer use ETCS components with a specific software version, manufacturers like Siemens point out that their ETCS systems can be switched for operating on ETCS, TBL, or ZBS lines.<ref name="TrainGuard" />

The [[Wuppertal Suspension Railway]] called for bids on a modernization of its train protection and management system. Alstom won the tender with a plan largely composed of ETCS components. Instead of GSM-R the system uses [[TETRA]] which had been in use already for voice communication. The TETRA system will be expanded to allow movement authority being signaled by digital radio. Because train integrity will not be checked, the solution was called as ETCS Level 2+ by the manufacturer.<ref>{{cite web|url=http://www.alstom.com/press-centre/2012/6/alstom-signs-a-signalling-system-contract-worth-17-million-with-wsw-mobil-gmbh-/|title=Alstom signs a signalling system contract worth €17 million with WSW mobil GmbH |publisher=Alstom|date=6 June 2012}}</ref> Train integrity is the level of belief in the train being complete and not having left coaches or wagons behind.<ref name=":2" /> The usage of moving blocks was dropped however while the system was implemented with just 256 balises checking the odometry of the trains that signal their position by radio to the ETCS control center. It is expected that headways will drop from 3,5 minutes to 2 minutes when the system is activated. The system was inaugurated on 1 September 2019.

== Levels of ETCS ==
{| class="wikitable"
|+ ETCS is specified at four numbered levels.
! width=120|Level !! Description
|-
| 0 || ETCS-compliant [[locomotive]]s or [[rolling stock]] do not interact with lineside equipment, e.g. because of missing ETCS compliance.
|-
| NTC (former STM) || ETCS-compliant driving cars are equipped with additional ''Specific Transmission Modules'' (STM) for interaction with legacy signalling systems. Inside the cabs are standardised ETCS driver interfaces. With ''Baseline 3'' definitions it is called '''''N'''ational '''T'''rain '''C'''ontrol''.
|-
| 1 || ETCS is installed at lineside (possibly superimposed with legacy systems) and on board; spot transmission of data from track to train (and versa) via [[Eurobalise]]s or [[Eurobalise#Euroloop|Euroloops]].
|-
| 2 || As Level 1, but Eurobalises are only used for the exact train position detection. The continuous data transmission via [[GSM-R]] with the [[Radio Block Center]] (RBC) give the required signalling information to the driver's display. There is further lineside equipment needed, i.e. for train integrity detection.
|-
| 3 || As Level 2, but train location and train integrity supervision no longer rely on trackside equipment such as [[track circuit]]s or [[axle counter]]s. Note that Levels 2 and 3 have been merged as an extended Level 2 in CCS TSI 2023.<ref name=":4">{{Cite news |title=TSI Revision Package 2023 - Key Changes (Part I - Rolling stock and CCS) |url=https://www.era.europa.eu/system/files/2023-06/15%2006%2023%20Webinar%20Slides.pdf |work=ERA}}</ref>
|}

=== Level 0 ===
Level 0 applies when an ETCS-fitted vehicle is used on a non-ETCS route. The trainborne equipment monitors the maximum speed of that type of train. The train driver observes the trackside signals. Since signals can have different meanings on different railways, this level places additional requirements on drivers' training. If the train has left a higher-level ETCS, it might be limited in speed globally by the last [[balise]]s encountered.

=== Level 1 ===
[[File:ETCS L1 en.svg|thumb|ETCS Level 1 schematic]]

Level 1 is a [[cab signalling]] system that can be superimposed on the existing signalling system, leaving the fixed signalling system (national signalling and track-release system) in place. Eurobalise radio beacons pick up signal aspects from the trackside signals via signal adapters and telegram coders (''Lineside Electronics Unit'' – LEU) and transmit them to the vehicle as a ''movement authority'' together with route data at fixed points. The on-board computer continuously monitors and calculates the maximum speed and the ''braking curve'' from this data. Because of the spot transmission of data, the train must travel over the Eurobalise beacon to obtain the next ''movement authority''. In order for a stopped train to be able to move (when the train is not stopped exactly over a balise), there are optical signals that show permission to proceed. With the installation of additional Eurobalises ("''infill balises''") or a ''EuroLoop'' between the distant signal and main signal, the new proceed aspect is transmitted continuously. The EuroLoop is an extension of the Eurobalise over a particular distance that basically allows data to be transmitted continuously to the vehicle over cables emitting electromagnetic waves. A radio version of the EuroLoop is also possible.

For example, in [[Norway]] and [[Sweden]] the meanings of single green and double green are contradictory. Drivers have to know the difference (already with traditional systems) to drive beyond the national borders safely. In Sweden, the ''ETCS Level 1'' list of signal aspects are not fully included in the traditional list, so there is a special marking saying that such signals have slightly different meanings.{{efn|The [[City Tunnel (Malmö)]] has ETCS Level 1 signals as a preparation for ETCS Level 1 installation}}

==== Limited Supervision ====
{{Update section|date=November 2016}}
[[File:ERTMS-Korridor A.PNG|thumb|The ETCS Corridor A will mostly be using Level 1 Limited Supervision. (Outdated for Germany, the Level will be mostly Level 2, only some bordertracks will be Level 1 LS.)<ref>{{Cite web |title=ETCS Migrationsstrategie |url=https://www.dbinfrago.com/web/schienennetz/etcs/etcs-migrationsstrategie-11089586 |access-date=2024-09-27 |website=www.dbinfrago.com |language=de-DE}}</ref>]]
Whereas ETCS L1 Full Supervision requires supervision to be provided at every signal, ETCS L1 Limited Supervision allows for only a part of the signals to be included, thus allowing to tailor the installation of equipment, only to points of the network where the increase in functionality justifies the cost.<ref name=":1">{{Cite journal|last=Endersby|first=Tom|date=June 2015|title=Viability of ETCS limited supervision for GB application|url=https://www.rssb.co.uk/research-development-and-innovation/research-project-catalogue/t1043|journal=RSSB Research Project Catalogue}}</ref> Formally, this is possible for all ETCS levels, but it is currently only applied with Level 1. As supervision is not provided at every signal, this implies that cab signalling is not available and the driver must still look out for trackside signals. For this reason, the level of safety is not as high, as not all signals are included and there is still reliance on the driver seeing and respecting the trackside signalling.<ref name=":1" /> Studies have shown that ''ETCS L1 LS'' has the same capacity as plain Level 1 FS for half the cost.{{Citation needed|date=May 2018}} Cost advantages come from reduced efforts necessary for calibrating, configuring and designing the track equipment and ETCS telegrams. Another advantage is, that ''Limited Supervision'' has little requirements for the underlying interlocking, hence it can be applied even on lines with mechanical interlockings as long as LEUs can read respective signal aspects. In contrast Level 2 requires to replace older interlockings with electronic or digital interlockings. That has led to railway operators pushing for the inclusion of ''Limited Supervision'' into the ''ETCS Baseline 3''. Although interoperable according to TSI, implementations of ''Limited Supervision'' are much more diverse than other ETCS modes, e.g. functionality of L1LS in Germany is strongly based on [[Punktförmige Zugbeeinflussung|PZB]] principles of operation and common signal distances.

''Limited Supervision'' mode was proposed by [[SNCF|RFF/SNCF]] ([[France]]) based on a proposal by [[Swiss Federal Railways|SBB]] (Switzerland). Several years later a steering group was announced in spring 2004. After the [[International Union of Railways|UIC]] workshop on 30 June 2004 it was agreed that UIC should produce a ''FRS document'' as the first step. The resulting proposal was distributed to the eight administrations that were identified: ÖBB (Austria), [[National Railway Company of Belgium|SNCB/NMBS]] (Belgium), [[Banedanmark|BDK]] (Denmark), [[DB Netze]] (Germany), [[Rete Ferroviaria Italiana|RFI]] (Italy), [[Căile Ferate Române|CFR]] ([[Romania]]), [[Network Rail]] ([[United Kingdom|UK]]) and SBB (Switzerland). After 2004 German Deutsche Bahn took over the responsibility for the change request.<ref>{{cite web | url = http://ertms.uic.asso.fr/documents/etcs/etcs_report_04.pdf | archive-url = https://web.archive.org/web/20120402191248/http://ertms.uic.asso.fr/documents/etcs/etcs_report_04.pdf | url-status = dead | archive-date = 2 April 2012 | title = UIC Project – ETCS Annual Report 2004 | at = section 2.3.9.4 New ETCS Mode "Limited Supervision" | publisher = UIC | id = I/92/E/051 | date = 31 March 2005 }}</ref>

In Switzerland the ''Federal Office of Transport'' (BAV) announced in August 2011 that beginning with 2018 the Eurobalise-based EuroZUB/EuroSignum signalling will be switched to Level 1 Limited Supervision.<ref>{{cite journal | journal = [[Railway Gazette International]] | title = Siemens Awarded Swiss ETCS Level&nbsp;1 Roll-Out Contract | url = http://www.railwaygazette.com/news/single-view/view/siemens-awarded-swiss-etcs-level-1-roll-out-contract.html | publisher = [[DVV Media Group]] | date = 9 September 2011 | access-date = 25 December 2014 | archive-date = 26 November 2020 | archive-url = https://web.archive.org/web/20201126203806/https://www.railwaygazette.com/news/single-view/view/siemens-awarded-swiss-etcs-level-1-roll-out-contract.html | url-status = dead }}</ref> High-speed lines are already using ETCS Level 2. The north–south corridor should be switched to ETCS by 2015 according to international contracts regarding the TEN-T Corridor-A from Rotterdam to Genova ([[European backbone]]).<ref>{{cite web| url = http://www.bav.admin.ch/dokumentation/publikationen/00568/00570/01501/index.html?download=NHzLpZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDeXx_g2ym162epYbg2c_JjKbNoKSn6A--&lang=de| title = Information zur Weiterentwicklung der ETCS-Strategie| language = de| publisher = Bundesamt für Verkehr| access-date = 22 September 2011| archive-url = https://web.archive.org/web/20111124122127/http://www.bav.admin.ch/dokumentation/publikationen/00568/00570/01501/index.html?lang=de&download=NHzLpZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDeXx_g2ym162epYbg2c_JjKbNoKSn6A--| archive-date = 24 November 2011| url-status = dead| df = dmy-all}}</ref> But it is delayed and will be used with December 2017 timetable change.

=== Level 2 ===
[[File:ETCS L2 en.svg|thumb|ETCS Level 2 schematic]]
[[File:Thales RBC Hardware 3.13752 b 1E HG.jpg|thumb|Radio Block Centre (RBC)]]

Level 2 is a digital radio-based system. ''Movement authority'' and other signal aspects are displayed in the cab for the driver. Apart from a few indicator panels, it is therefore possible to dispense with trackside signalling. However, the train detection and the train integrity supervision still remain in place at the trackside. Train movements are monitored continually by the ''radio block centre'' using this trackside-derived information. The ''movement authority'' is transmitted to the vehicle continuously via GSM-R or GPRS together with speed information and route data. The Eurobalises are used at this level as passive positioning beacons or "electronic milestones". Between two positioning beacons, the train determines its position via sensors (axle transducers, accelerometer and [[Doppler radar|radar]]). The positioning beacons are used in this case as reference points for correcting distance measurement errors. The on-board computer continuously monitors the transferred data and the maximum permissible speed.

=== Level 3 ===
[[File:ETCS L3 en.svg|thumb|ETCS Level 3 schematic]]

With Level 3, ETCS goes beyond pure train protection functionality with the implementation of full radio-based [[train spacing]]. Fixed train detection devices (GFM) are no longer required. As with Level 2, trains find their position themselves by means of positioning beacons and via sensors (axle transducers, accelerometer and [[Doppler radar|radar]]) and must also be capable of determining train integrity on board to the very highest degree of reliability. By transmitting the positioning signal to the radio block centre, it is always possible to determine that point on the route the train has safely cleared. The following train can already be granted another ''movement authority'' up to this point. The route is thus no longer cleared in fixed track sections. In this respect, Level 3 departs from classic operation with fixed intervals: given sufficiently short positioning intervals, continuous line-clear authorisation is achieved and train headways come close to the principle of operation with absolute [[braking distance]] spacing ("[[moving block]]"). Level 3 uses radio to pass movement authorities to the train. Level 3 uses train reported position and integrity to determine if it is safe to issue the movement authority.<ref name=":2">{{Cite book|url=https://www.era.europa.eu/node/641/210_en|title=Subset-023. "ERTMS/ETCS-Glossary of Terms and Abbreviations"|publisher=ERTMS USERS GROUP|year=2014|access-date=21 December 2018|archive-date=21 December 2018|archive-url=https://web.archive.org/web/20181221134721/https://www.era.europa.eu/node/641/210_en|url-status=dead}}</ref> Level 3 is currently{{as of?|date=June 2020}} under development. Solutions for reliable train integrity supervision are highly complex and are hardly suitable for transfer to older models of freight rolling stock. The Confirmed Safe Rear End (CSRE) is the point in rear of the train at the furthest extent of the safety margin. If the Safety margin is zero, the CSRE aligns with the Confirmed Rear End. Some kind of [[end-of-train device]] is needed or special lines for rolling stock with included integrity checks like commuter multiple units or high speed passenger trains. A ghost train is a vehicle in the Level 3 Area that are not known to the Level 3 Track-side.

(The Level 3 will be integrated into Level 2 and Level 3 will be no more available in the future as an own Level.)<ref name=":4" />

==== ERTMS Regional ====
A variant of Level 3 is [[ERTMS Regional]], which has the option to be used with virtual fixed blocks or with true moving block signalling. It was early defined and implemented in a cost sensitive environment in Sweden. In 2016 with ''SRS 3.5+'' it was adopted by core standards and is now officially part of Baseline 3 Level 3.

It is possible to use train integrity supervision, or by accepting limited speed and traffic volume to lessen the effect and probability of colliding with detached rail vehicles. ''ERTMS Regional'' has lower commissioning and maintenance costs, since trackside train detection devices are not routinely used, and is suitable for lines with low traffic volume.<ref>{{cite web|title=Overall presentation of ERTMS ERTMS European Rail Transport Management System Regional |publisher=[[International Union of Railways]] |url=http://www.uic.org/spip.php?article420 |url-status=dead |archive-url=https://web.archive.org/web/20110816202736/http://www.uic.org/spip.php?article420 |archive-date=16 August 2011 }}</ref><ref>{{cite magazine|title=Yet more ERTMS challenges ahead |magazine=[[International Railway Journal]] |url=http://www.railjournal.com/this-month/yet-more-ertms-challenges-ahead.html |url-status=dead |archive-url=https://web.archive.org/web/20100502153804/http://www.railjournal.com/this-month/yet-more-ertms-challenges-ahead.html |archive-date=2 May 2010 }}</ref> These low-density lines usually have no [[automatic train protection]] system today, and thus will benefit from the added safety.

This system was put into operation in 2012 on one railway in Sweden, however without passenger traffic. It is still in operation there (as of 2022), but has not been put into operation on any other railway, since more development and higher requirement on installation is needed to fulfil the high ETCS safety standards, causing much higher cost than originally anticipated. So the targeted railways in general keep their manual signalling.

==== ETCS Hybrid Train Detection (formerly known as ETCS Hybrid Level 3) ====
ETCS Hybrid Train Detection is under development.<ref>{{Cite web |url=https://www.irse.nl/resources/170314-ERTMS-L3-The-gamechanger-from-IRSE-News-Issue-232.pdf |title=ERTMS Level 3: the Game-Changer |access-date=6 June 2022 |archive-date=9 February 2022 |archive-url=https://web.archive.org/web/20220209103249/https://www.irse.nl/resources/170314-ERTMS-L3-The-gamechanger-from-IRSE-News-Issue-232.pdf |url-status=dead }}</ref>
The last published reference <ref>[https://ertms.be/wp-content/uploads/2023/06/16E0421F_HTD.pdf Principles of ETCS Hybrid Train Detection] (EEIG ERTMS Users Group) (PDF)</ref> by [https://ertms.be/ EEIG] introduced "Joining two trains" as additional feature. This additional functionality will pave the way to live shunting in Virtual Coupling which will enhance Train Convoys (platooning) principles. The basic setup is like Level 2 with fixed blocks supervised by trackside train detection systems. But for approved trains, there can be much shorter virtual blocks, "Virtual Sub-Sections", which allow such trains to go more dense, without having so many expensive and fault prone trackside detection systems. These trains, mainly passenger trains, must have their own train integrity supervision and other requirements like known train length, and software for Hybrid Train Detection. Only one non-approved train allowed per Level 2 block at each time, which make traditional freight trains possible, but consuming more capacity. For metros, [[Communications-based train control|CBTC]] is a system in operation using similar ideas. ETCS Hybrid was deployed in real traffic for the first time on the [[Delhi–Meerut–Saharanpur line|Delhi–Meerut]] railway in India in October 2023.<ref name=indias-first-semi-high-speed>{{cite web |url=https://www.alstom.com/press-releases-news/2023/10/indias-first-semi-high-speed-regional-train-alstom-namo-bharat-gets-inaugurated-sets-new-world-standard-advanced-signalling-technology |title=India’s first semi high-speed regional train by Alstom – NaMo Bharat gets inaugurated, sets a new world standard in advanced signalling technology |date=2023-10-20 |publisher=Alstom |access-date=2025-06-08}}</ref>

==== GNSS ====
Instead of using fixed [[balises]] to detect train location there may be "virtual balises" based on [[global navigation satellite system|satellite navigation]] and [[GNSS augmentation]]. Several studies about the usage of GNSS in railway signalling solutions have been researched by the UIC (GADEROS/GEORAIL) and ESA (RUNE/INTEGRAIL).<ref>{{cite web |url=http://galileo.uic.asso.fr/pages/gaderos.html |title=Galileo |website=galileo.uic.asso.fr |access-date=6 June 2022 |archive-url=https://web.archive.org/web/20061126110807/http://galileo.uic.asso.fr/pages/gaderos.html |archive-date=26 November 2006 |url-status=dead}}</ref> Experiences in the [[LOCOPROL]] project show that real balises are still required in railway stations, junctions, and other areas where greater positional accuracy is required. The successful usage of satellite navigation in the [[GLONASS]]-based Russian [[ABTC-M]] block control has triggered the creation of the [[KLUB-U|ITARUS-ATC]] system that integrates Level 2 RBC elements – the manufacturers [[Ansaldo STS]] and [[VNIIAS]]<ref>{{cite web | url = http://www.vniias.ru/ | title = ОАО "НИИАС" | access-date = 19 July 2017 | archive-date = 25 July 2017 | archive-url = https://web.archive.org/web/20170725051336/http://www.vniias.ru/ | url-status = dead }}</ref> aim for certification of the ETCS compatibility of this system.<ref>{{cite web | url = http://www.eav.ru/publ1p.php?publid=2009-01a16 | title = Комплексная российско-итальянская система управления и обеспечения безопасности движения поездов}}</ref>

The first real implementation of the virtual balise concept has been done during the [[ESA]] project ''3InSat'' on 50&nbsp;km of track of the [[Cagliari–Golfo Aranci Marittima]] railway on [[Sardinia]]<ref>{{cite web|url=https://artes-apps.esa.int/projects/3insat |title=3INSAT - Train Integrated Safety Satellite System |publisher=Artes-apps.esa.int |access-date=29 October 2018}}</ref> in which a [[Safety integrity level|SIL-4]] train localisation at signalling system level has been developed using [[differential GPS]].

There is a pilot project "''ERSAT EAV''" running since 2015 with the objective to verify the suitability of [[EGNSS]] as the enabler of cost-efficient and economically sustainable ERTMS signalling solutions for safety railway applications.<ref>{{cite web|url=http://www.gsa.europa.eu/ertms-satellite-%E2%80%93-enabling-application-validation |title=Enabling Application Validation |publisher=Gsa.europa.eu |date=11 October 2018 |access-date=29 October 2018}}</ref>

Ansaldo STS has come to lead the UNISIG working group on GNSS integration into ERTMS within ''Next Generation Train Control'' (NGTC) WP7,<ref>{{cite web |url=http://www.ngtc.eu/structure/ |title=NGTC &#124; Structure |publisher=Ngtc.eu |access-date=29 October 2018 |archive-date=29 December 2020 |archive-url=https://web.archive.org/web/20201229194305/http://www.ngtc.eu/structure/ |url-status=dead }}</ref> whose main scope is to specify ETCS virtual balise functionality, taking into account the interoperability requirement. Following the NGTC specifications the future interoperable GNSS positioning systems, supplied by different manufacturers, will reach the defined positioning performance in the locations of the virtual balises.<ref>{{Cite web |url=http://cordis.europa.eu/result/rcn/171527_it.html |title=Commissione europea : CORDIS : Servizio Progetti e risultati : Periodic Report Summary 1 - NGTC (Next Generation Train Control) |access-date=8 June 2016 |archive-url=https://web.archive.org/web/20161018011831/http://cordis.europa.eu/result/rcn/171527_it.html |archive-date=18 October 2016 |url-status=dead |df=dmy-all }}</ref>

=== Level 4 ===
Level 4 is an idea that has been mooted that envisages Train Convoys or Virtual Coupling as ways to increase track capacity, it is merely for discussion at the moment.<ref>{{Cite web|url=https://webinfo.uk/webdocssl/irse-kbase/ref-viewer.aspx?RefNo=1882928268&NextPrevious=YES|title=ERTMS Level 4, Train Convoys or Virtual Coupling (2016)|website=webinfo.uk}}</ref>

== Train-borne equipment ==
[[File:Führerstand ICE 1 ETCS.jpg|thumb|A driver's cab with an ETCS Driver-Machine Interface amongst other instruments and displays]]
Operation under ETCS requires that each train be fitted with a number of interlinked on-board systems that monitor the position and the status of the train, and that allow the driver to receive Movement Authorities and interact with the ETCS system. The equipment must be certified by the appropriate [[Notified Body|Notified Bodies]].

=== Driver Machine Interface ===
The '''''{{ill|Driver-Machine Interface|de|Driver Machine Interface}}''''' (DMI), formerly "Man-Machine Interface" (MMI), is the standardised interface for the driver. It consists of a set of colour displays that show the train's speed, the ETCS Movement Authority (where relevant), and other information about the status of the ETCS equipment. It is also used to display train control information sourced from pre-ETCS signalling and train protection systems when the train is not under ETCS control. To allow access to setup and configuration menus, the DMI is provided with either a [[touchscreen]] or an array of [[soft key]]s.

=== Balise Transmission Module ===
[[File:Snimac etcs.jpg|thumb|A Balise Transmission Module mounted on the underside of a railway vehicle]]
The '''''Balise Transmission Module''''' (BTM) is a wireless [[transceiver]] that facilitates the traffic of data telegrams between the train and the Eurobalises mounted on the track.

=== Odometric sensors ===
[[File:Etcs471042 08 doppleruvradar.jpg|thumb|A [[Doppler radar]] odometry system mounted on the underside of a railway vehicle]]
{{Further interlanguage link|Odometry (ETCS)|de|Odometrie (ETCS)}}
The '''''[[Odometry|odometric]] sensors''''' allow the train to determine the distance it has travelled along the track since it last passed a Eurobalise or other known fixed position, which is necessary for the train's ETCS controller to ensure that the train does not proceed past the end of its Movement Authority. A number of different technologies are applied for this purpose, including rotation counters mounted on one or more of the train's axles, [[accelerometer]]s, and [[Doppler radar]].

=== European Vital Computer ===
[[File:Etcs471042 04 cpu.jpg|thumb|A rack-mounted European Vital Computer system]]
The '''''{{ill|European Vital Computer|de}}''''' (EVC), sometimes referred to as Eurocab, is the heart of train's on-board ETCS equipment. It receives and processes the information received from the train's sensors and communications equipment, sends the display image to the DMI, monitors the train's compliance with Movement Authorities and other operational constraints, and intervenes if necessary to ensure safety by making an emergency brake application or otherwise overriding the driver's controls. Because there is an upper limit to length of the cables that connect the EVC to the other ETCS components, longer multiple-unit trains can sometimes require a separate EVC for each driver's cab.

=== Euroradio ===
The '''''Euroradio''''' communication unit is for both voice and data communication. Because in ETCS Level 2 all signalling information is exchanged via GSM-R, the radio equipment is capable of maintaining two simultaneous connections to the ETCS Radio Block Centre.

=== Juridical Recording Unit ===
[[File:Etcs471042 05 jru.jpg|thumb|An ETCS Juridical Recording Unit]]
The '''''Juridical Recording Unit''''' (JRU) is an [[train event recorder|event recorder]], usually integrated with the EVC, that logs the actions of the driver and the state of both the signalling and the ETCS equipment itself. It can be considered equivalent to an aircraft's [[flight data recorder|flight recorder]].

=== Train Interface Unit ===
The Train Interface Unit (TIU) is the interface between the EVC and the train/locomotive, for submitting commands or receiving information.

=== Specific Transmission Modules ===
[[File:DMI STM PZB Bombardier.jpg|thumb|A DMI operating in STM mode for PZB, a German Class B system]]
A '''''Specific Transmission Module''''' (STM) is a special interface for the EVC that enables operation with one or more Class B ''ATP'' systems, such as [[Punktförmige Zugbeeinflussung|PZB]], MEMOR, or [[Automatische treinbeïnvloeding|ATB]]. It consists of the hardware needed to link the specific sensors and receivers that pick up on-track and lineside signals from the legacy installation with the EVC, and the software that allows the EVC to emulate the processing functions that would be performed by the legacy system controller on a non-ETCS train. The information provided by the legacy system is then shown to the driver via the DMI. It is possible to fit an EVC with STMs for multiple legacy systems, as required.

== Lineside equipment ==
Lineside equipment is the fixed installed part of ETCS installation. According to ETCS Levels the rail related part of installation is decreasing. While in Level 1 sequences with two or more of eurobalises are needed for signal exchange, in Level 2 balises are used for milestone application only. It is replaced in Level 2 by mobile communication and more sophisticated software. In Level 3 even less fixed installation is used. In 2017 first positive tests for satellite positioning were done.

=== Eurobalise ===
The [[Eurobalise]] is a passive or active antenna device mounted on rail sleepers. Mostly it transmits information to the driving vehicle. It can be arranged in groups to transfer information. There are Fixed and ''Transparent Data Balises''. ''Transparent Data Balises'' are sending changing information from LEU to the trains, e.g. signal indications. ''Fixed Balises'' are programmed for a special information like gradients and speed restrictions.

=== Euroloop ===
The {{ill|Euroloop|de}} is an extension for Eurobalises in ETCS Level 1. It is a special [[leaky feeder]] for transmitting information telegrams to the car.

=== Lineside Electronic Unit ===
The '''''Lineside Electronic Unit''''' (LEU) is the connecting unit between the ''Transparent Data Balises'' with signals or ''Signalling control'' in ETCS Level 1.

=== Radio Block Centre ===
A '''''{{ill|Radio Block Centre|de}}''''' is a specialised computing device with specification [[safety integrity level]] 4 (SIL) for generating ''Movement Authorities'' (MA) and transmitting it to trains. It gets information from [[signalling control]] and from the trains in its section. It hosts the specific geographic data of the railway section and receives cryptographic keys from trains passing in. According to conditions the RBC will attend the trains with MA until leaving the section. RBC have defined interfaces to trains, but have no regulated interfaces to Signalling Control and only have national regulation.

== Operation modes in ETCS ==
[[File:ETCS Modes during Cab Change.svg|thumb|Modes during a cab change under ETCS Level 2]]
[[File:DMI ETCS-areas.svg|center|thumb|640x640px|Screenshot of the Driver Machine Interface of ETCS, highlighting the areas of the display]]
{| class="wikitable"
|- class="hintergrundfarbe6"
! Abbreviation and<br>'''''{{ill|Driver-Machine Interface|lt=DMI|de|Driver Machine Interface}}''''' symbol || Full name || style="width:100px;"| Used<br /> in level || width=350|Description
|-
| FS<br />[[File:ERTMSmodeFS.svg]]
| ''Full Supervision''
| 1, 2, 3
| The locomotive pulls the train, ETCS has all required information
|- style="background:#DADADA;"
| LS<br />[[File:ERTMSmodeLS.svg]]
| ''Limited Supervision''
| 1, 2, 3
| ''This mode is new to SRS 3.0.0''
|-
| OS<br />[[File:ERTMSmodeOS.svg]]
| ''On Sight''
| 1, 2, 3
| On-sight ride
|-
| SR<br />[[File:ERTMSmodeSR.svg]]
| ''Staff Responsible''
| 1, 2, 3
| The driver was granted permission to pass faulty signals
|-
| SH<br />[[File:ERTMSmodeSH.svg]]
| ''Shunting''
| 0, 1, 2, 3
|
|- style="background:#DADADA;"
| PS<br />(no symbol)
| ''Passive Shunting''
| 0, NTC, 1, 2, 3
| ''This mode is new to SRS 3.0.0''
|-
| UN<br />[[File:ERTMSmodeUN.svg]]
| ''Unfitted''
| 0
| The line is not fitted with ETCS: the system will only observe master speed limit and train protection is left to older systems
|-
| SL<br />(no symbol)
| ''Sleeping''
| 0, NTC, 1, 2, 3
| Second locomotive controlled from the leading one
|-
| SB<br />[[File:ERTMSmodeSB.svg]]
| ''Stand By''
| 0, NTC, 1, 2, 3
|
|-
| TR<br />[[File:ERTMSmodeTR.svg]]
| ''Trip''
| NTC, 1, 2, 3
|
|-
| PT<br />[[File:ERTMSmodePT.svg]]
| ''Post Trip''
| 1, 2, 3
| The train overpassed the order to stop, full braking will be executed
|-
| SF<br />[[File:ERTMSmodeSF.svg]]
| ''System Failure''
| 0, NTC, 1, 2, 3
| Trainborne ETCS equipment detected its failure
|-
| IS<br />(no symbol)
| ''Isolation''
| 0, NTC, 1, 2, 3
| Driver disconnected ETCS
|-
| NP<br />(no symbol)
| ''No Power''
| 0, NTC, 1, 2, 3
|
|-
| NL<br />[[File:ERTMSmodeNL.svg]]
| ''Non Leading''
| 0, NTC, 1, 2, 3
| Second locomotive with its own driver
|- style="background:#DADADA;"
| SE<br />(no symbol)
| ''STM European''
| NTC
| ''This mode has not been implemented by any vendor and was removed by SRS 3.1.0''
|-
| SN<br />[[File:ERTMSmodeSN.svg]]
| ''National System''
| NTC
|
|-
| RV<br />[[File:ERTMSmodeRV.svg]]
| ''Reversing''
| 1, 2, 3
|
|}

== ETCS test laboratories ==
To be a reference laboratory ERA is [https://web.archive.org/web/20110719125714/http://www.era.europa.eu/Document-Register/Documents/Criteria%20for%20ERTMS%20reference%20labs%20v5%20%282%29.pdf requesting the laboratories to be accredited ISO17025].

Many ETCS test laboratories work together to bring support to the industry, most are members of the ERTMS Accredited Labs (EAL) association which is recognized as a Representative Body:<ref>{{cite web |title=ANNEX to the COMMISSION DECISION amending Decision C(2020)2140 final defining the list of representative bodies from the railway sector acting at Union level |url=https://www.era.europa.eu/system/files/2022-11/annexe_acte_autonome_part1_v3_en.pdf |publisher=EUROPEAN COMMISSION |ref=C(2021) 7945 final ANNEX}}</ref>
* [http://www.multitel.be/ertms Multitel] has become accredited [http://ng3.economie.fgov.be/NI/belac/labotesting/applic/accreditedc_en.asp?certificatienummer=427-TEST ISO17025 for EVC Test (Subset-076 / Subset-094)] since 22 February 2011.
* [https://www.groupe-sncf.com/fr/innovation/partenaires-europe/laboratoire-ertms-france The Laboratoire ERTMS France] (France ERTMS Laboratory) of [[SNCF Voyageurs]] is accredited [https://tools.cofrac.fr/fr/organismes/fiche.php?entite_id=12126015 ISO 17025] since2017.

== Future ==
{{Main|GSM-R}}

GSM is no longer being developed outside of GSM-R.{{Citation needed|date=April 2021}} However, as of 2021, ERA expected GSM-R equipment suppliers to support the technology until at least 2030, however this may be extended further depending upon the availability and validation of a suitable replacement system. ERA is considering what action is needed to smoothly transition to a successor system,<ref>{{cite web|date=26 October 2018|title=Radio Communication|url=https://www.era.europa.eu/activities/european-rail-traffic-management-system-ertms/radio-communication_en|access-date=15 April 2021|website=[[European Union Agency for Railways]]|publisher=}}</ref> with  [[International Union of Railways|UIC]]'s [[FRMCS|Future Railway Mobile Communication System]] (FRMCS) program considering [[5G NR]].<ref>{{cite web | url = https://www.railengineer.co.uk/2019/01/30/gsm-r-a-migration-strategy-to-its-successor/ | date = 2019-01-30 | title = GSM-R: a migration strategy to its successor? | first =  Clive | last = Kessell | work = Rail Engineer | archive-url= https://web.archive.org/web/20190222204653/https://www.railengineer.co.uk/2019/01/30/gsm-r-a-migration-strategy-to-its-successor/ | archive-date = 2019-02-22 }}</ref> The Baseline 3 of ETCS contains functionality for this.

== Deployment ==
In July 2009, the [[European Commission]] announced that ETCS is mandatory for all EU-funded projects that include new or upgraded signalling, and GSM-R is required when radio communications are upgraded.<ref>{{cite journal| title = EC Sets Out ERTMS Deployment Deadlines| url = http://www.railwaygazette.com/news/single-view/view/ec-sets-out-ertms-deployment-deadlines.html| journal = [[Railway Gazette International]]| publisher = [[DVV Media Group]]| date = 31 July 2009| access-date = 25 December 2014| archive-date = 14 June 2015| archive-url = https://web.archive.org/web/20150614000548/http://www.railwaygazette.com/news/single-view/view/ec-sets-out-ertms-deployment-deadlines.html| url-status = dead}}</ref> Some short stretches in Spain,<ref>{{Cite web |last=trenyrail |date=2019-07-17 |title=Atlas, la tecnología de Alstom para ERTMS Nivel 2 entra en servicio en España |url=https://www.trenyrail.com/atlas-la-tecnologia-de-alstom-para-ertms-nivel-2-entra-en-servicio-en-espana/ |access-date=2023-02-14 |website=Tren y Rail |language=es}}</ref> Switzerland, Italy, the Netherlands, Germany, France, Sweden, and Belgium are equipped with Level 2 and in operation.<ref>{{Cite web|url=http://www.uic.asso.fr/uic/spip.php?article388|archive-url=https://web.archive.org/web/20081119153756/http://www.uic.asso.fr/uic/spip.php?article388 |url-status=dead |title=UIC ERTMS Implementation Maps|archive-date=19 November 2008}}</ref>

=== ETCS corridors ===
{{Update | date =October 2016}}
Based on the proposal for 30 [[Trans-European Transport Networks#TEN-T Priority Axes and Projects|TEN-T Priority Axes and Projects]] during 2003, a cost/benefit analysis was performed by the UIC, presented in December 2003.<ref>{{cite web | title = Implementing the European Train Control System – Opportunities for European rail | url = http://www.uic.org/cdrom/2003/ertms_conference_2003/docs/etcs_report_1.pdf | publisher = International Union of Railways | first = Paolo | last = de Cicco | access-date = 21 April 2014 | archive-url = https://web.archive.org/web/20140421050552/http://www.uic.org/cdrom/2003/ertms_conference_2003/docs/etcs_report_1.pdf | archive-date = 21 April 2014 | url-status = dead | df = dmy-all }}</ref> This identified ten rail corridors covering about 20% of the TEN network that should be given priority in changing to ETCS, and these were included in decision 884/2004/EC by the ''European Commission''.<ref>{{cite web | url = http://ertms.uic.asso.fr/documents/etcs/etcs_report_04.pdf | archive-url = https://web.archive.org/web/20120402191248/http://ertms.uic.asso.fr/documents/etcs/etcs_report_04.pdf | url-status = dead | archive-date = 2 April 2012 | title = UIC Project – ETCS Annual Report 2004 | at = section 2.1 ETC migration strategy for European Rail corridors | publisher = UIC | id = I/92/E/051 | date = 31 March 2005 }}</ref>

In 2005 the UIC combined the axes into the following ETCS Corridors, subject to international development contracts:<ref>{{cite web | url = https://www-docs.tu-cottbus.de/verkehrswesen/public/Lehre/LV/Kolloquium/2009_2010/091207_ETCS_Migration.pdf | title = Migration und Sicherung der Interoperabilität von ETC | publisher = DLR | date = 7 December 2009 | access-date = 22 September 2011 | archive-url = https://web.archive.org/web/20120402191421/https://www-docs.tu-cottbus.de/verkehrswesen/public/Lehre/LV/Kolloquium/2009_2010/091207_ETCS_Migration.pdf | archive-date = 2 April 2012 | url-status = dead | df = dmy-all }}</ref><ref>{{cite web | url = http://ec.europa.eu/transport/rail/doc/2008_ertms_corridor_route_comparison.pdf | archive-url = http://arquivo.pt/wayback/20160519183853/http://ec.europa.eu/transport/rail/doc/2008_ertms_corridor_route_comparison.pdf | url-status = dead | archive-date = 19 May 2016 | title = ERTMS Corridor route comparison | publisher = European Commission | year = 2008 }}</ref>
* Corridor A: Rotterdam – Duisburg – Basel – Genoa
* Corridor B: Naples – Bologna – Innsbruck – Munich – Hamburg (branch from Berlin) – Stockholm
* Corridor C: Antwerp – Strasbourg – Basel/Antwerp – Dijon – Lyon
* Corridor D: Valencia – Barcelona – Lyon – Turin – Milan – Trieste – Ljubljana – Budapest
* Corridor E: Dresden – Prague – Vienna – Budapest – Constanta
* Corridor F: Aachen – Duisburg – Hanover – Magdeburg – Berlin – Poznań – Warsaw – Belarus
The Trans-European Transport Network Executive Agency (TEN-T EA) publishes ETCS funding announcements showing the progress of trackside equipment and onboard equipment installation.<ref>{{cite web | url=http://tentea.ec.europa.eu/en/ten-t_projects/ten-t_projects_by_transport_mode/ertms_european_rail_traffic_management_system.htm | title=ERTMS (European Rail Traffic Management System) | url-status=dead | archive-url=https://web.archive.org/web/20110705063728/http://tentea.ec.europa.eu/en/ten-t_projects/ten-t_projects_by_transport_mode/ertms_european_rail_traffic_management_system.htm | archive-date=5 July 2011 | df=dmy-all }}</ref>
* Corridor A gets trackside equipment January 2007 – December 2012 (2007-DE-60320-P German section Betuweroute – Basel), June 2008 – December 2013 (2007-IT-60360-P Italian section). The Betuweroute in the Netherlands is already using Level 2 and Switzerland will switch to ETCS in 2017.
* Corridor B, January 2007 – December 2012 (2007-AT-60450-P Austrian part), January 2009 – December 2013 (2009-IT-60149-P Italian section Brenner – Verona).
* Corridor C, May 2006 – December 2009 (2006-FR-401c-S LGV-Est).
* Corridor D, January 2009 – December 2013 (2009-EU-60122-P Valencia – Montpellier, Turin – Ljubljana/Murska).
* Corridor E, June 2008 – December 2012 (2007-CZ-60010-P Czech section), May 2009 – December 2013 (2009-AT-60148-P Austrian section via Vienna).
* Corridor F, January 2007 – December 2012 (2007-DE-60080-P Aachen – Duisburg/Oberhausen).

Corridor A has two routes in Germany – the double track east of the Rhine ([[East Rhine Railway|rechte Rheinstrecke]]) would be ready with ETCS in 2018 (Emmerich, Oberhausen, Duisburg, Düsseldorf, Köln-Kalk, Neuwied, Oberlahnstein, Wiesbaden, Darmstadt, Mannheim, Schwetzingen, Karlsruhe, Offenburg, Basel),<ref>{{cite web|url=https://fahrweg.dbnetze.com/resource/blob/3084526/bf878afc556b9f952a69f8088452f7de/Korridor_A-data.pdf |access-date=21 April 2023|website=dbnetze.com|title=Korridor A data}}</ref> while the upgrade of the double track west of the Rhine ([[West Rhine Railway|linke Rheinstrecke]]) would be postponed.

Corridor F would be developed in accordance with Poland as far as it offers ETCS transport: Frankfurt – Berlin – Magdeburg will be ready in 2012, Hanover to Magdeburg – Wittenberg – Görlitz in 2015. At the other end Aachen to Oberhausen will be ready in 2012, the missing section from Oberhausen to Hanover in 2020. The other two corridors are postponed and Germany chooses to support the equipment of locomotives with STMs to fulfill the requirement of ETCS transport on the corridors.<ref name="stand14">{{cite web | url = https://ec.europa.eu/transport/sites/transport/files/national_implementation_plan_germany_0.pdf | title = Nationaler Umsetzungsplan für die TSI Zugsteuerung, Zugsicherung und Signalgebung des konventionellen transeuropäischen Eisenbahnsystems im Rahmen der Richtlinie 2001/16/EG in der Bundesrepublik Deutschland | publisher = European Commission | date = 4 August 2009 }}</ref>

=== Australia ===
* Implementation in [[Adelaide]], [[South Australia]] is planned for mid/late 2014.<ref>{{cite journal | url = http://www.railjournal.com/index.php/signalling/south-australia-to-install-ertms-signalling-in-adelaide.html | access-date = 6 February 2018 | title = South Australia to install ERTMS in Adelaide|journal=[[International Railway Journal]] | publisher = [[Simmons-Boardman Publishing Corporation]] | date = 13 February 2013}}</ref>
* Implementation of ETCS Level 2 in [[South East Queensland]] is planned to be operational from 2021.<ref>{{cite web|url=https://www.queenslandrail.com.au/inthecommunity/projects/current-projects/european-train-control-system|title=European Train Control System (ETCS)|website=www.queenslandrail.com.au|language=en|access-date=5 September 2018|archive-url=https://web.archive.org/web/20180905141048/https://www.queenslandrail.com.au/inthecommunity/projects/current-projects/european-train-control-system|archive-date=5 September 2018|url-status=dead}}</ref>
* Planning to trial in the Central Queensland with electric coal trains west of [[Rockhampton, Queensland|Rockhampton]] from 2019.
* ETCS L2 will be used for the implementation of [[Rio Tinto (corporation)|Rio Tinto Iron Ore]]'s AutoHaul system,<ref>{{Cite web|url=http://www.ansaldo-sts.com/en/news/rio-tinto-launches-autonomous-heavy-freight-rail-operation|title=Rio Tinto launches the autonomous heavy freight rail operation|date=2018-07-13|website=Ansaldo STS Corporate website|language=en|access-date=2018-12-17|archive-date=18 December 2018|archive-url=https://web.archive.org/web/20181218054611/http://www.ansaldo-sts.com/en/news/rio-tinto-launches-autonomous-heavy-freight-rail-operation|url-status=dead}}</ref> and implemented throughout the majority of their heavy-haul network.
* Implementation of ETCS L1/LS on [[Sydney Trains]] and [[NSW TrainLink]]'s electrified heavy rail suburban lines is being progressively rolled out across the rail network with the northern and southern lines operational 2020. Portions of the electrified network are planned to be equipped with ETCS L2 and ATO; the implementation project is called 'Digital Systems'.
* ETCS is to be implemented on the [[Cross River Rail]] project for the [[Greater Brisbane]] region. Works continue into 2024.<ref>{{Cite web |title=Rail Network Improvements |url=https://crossriverrail.qld.gov.au/about/rail-network-improvements/ |access-date=2024-03-28 |website=Cross River Rail |language=en-AU}}</ref>

=== Austria ===
Implementation in Austria started in 2001 with a level 1 test section on the [[Eastern Railway (Austria)|Eastern Railway]] between Vienna and Nickelsdorf. By the end of 2005 the whole line between Vienna and Budapest had been equipped with ETCS L1.

The newly built stretches of the [[Western Railway (Austria)|Western Railway]] between Vienna and St. Pölten and the [[New Lower Inn Valley Railway]] are equipped with ETCS L2, as is the [[North railway (Austria)|North railway]] from Vienna to Bernhardstal.

As of 2019 a total of {{convert|484|km|abbr=on}} of track uses ETCS.

On the 22 of April 2024 the [[Austrian Federal Railways|Austrian Federal Railways (ÖBB)]] have published their "ETCS expansion plan". As of the publishing date, 616&nbsp;km have been equipped with ETCS, 461&nbsp;km of which are L2. The plan foresees 3,300&nbsp;km of the Austrian railway network being equipped with ETCS by the end of 2038; the implementation devises 20 geo-redundant RBCs for centralised control. The upgrades for the [[Trans-European Transport Network|TEN-T Core Network]] corridors are being prioritised, with their completion being forecasted for the end of 2030. By 2040 the entire network will be operated using ETCS L2 only. An additional challenge being faced by ÖBB is the end-of-life for [[GSM-R]], ÖBB is intending to employ [[FRMCS]] in production, starting 2027, while continuously phasing out the older [[GSM-R]]; although, there will be a period where both systems are in operation simultaneously. The delay in the standardisation of [[FRMCS|FRMCS V3]] has tightened the time-frame for rollout, all the while [[GSM-R]] has kept its date for deprecation, that being 2035.<ref>{{Cite web |last=ÖBB-Infrastruktur AG |date=22 April 2024 |title=ETCS |url=https://infrastruktur.oebb.at/en/partners/rail-network/documents-and-data/etcs-train-control/etcs-expansion/etcs-strategie.pdf |access-date=18 October 2024 |website=ÖBB-Infrastruktur Aktiengesellschaft Website |language=de }}</ref>

Furthermore, the entire project is being advertised under the name “TRACK FWD” (spoken: Track Forward). The advertisement claims that the benefits for customers are safety, punctuality, climate action, better service on the countryside and “smarter” maintenance planning, meaning less and shorter times that the tracks are out of order for upkeep.<ref>{{Cite web |last=ÖBB-Infrastruktur AG |title=TRACK FWD - digitale Zukunft auf Schiene |url=https://trackfwd.oebb.at/de/ueber-uns |access-date=18 October 2024 |website=ÖBB-Infrastruktur Aktiengesellschaft Website}}</ref>

=== Belgium ===
In Belgium the state railway company [[National Railway Company of Belgium|SNCB]] (in [[French language|French]], in [[Dutch language|Dutch]] NMBS, in [[German language|German]] NGBE) led all activities for introduction of ETCS since the end of the 1990s. The interest resulted from new [[List of high-speed railway lines#Belgium|High Speed Lines]] (HSL) under construction, the development of the ports at the [[Atlantic Ocean|Atlantic]] and technically rotting national signalling systems.

in 1999 the council of SNCB decided the opening of HSL 2 with proprietary system [[Transmission balise-locomotive|TBL 2]], but all following lines should use ETCS. To rise the level of security on conventional lines, it was thought to use ETCS L1 for compatibility. But because of high costs for full implementation on rolling stock, it was chosen to select standard components from ETCS for interfacing locos (receiver) and rails (balises) to easy support existing infrastructure. The balises were sending information with reserved national packet type 44, compatible with common signalling.<ref>{{Cite journal|last=Van den Abeele|first=An; Verschaeve, Johan|date=2007|title=Zugbeeinflussung und Zugsicherung in Belgien – heute und morgen|journal=Signal + Draht|language=de|volume= 99| issue =  7|pages=14–18}}</ref> The system was named TBL1+. Later it can be complemented with standardised ETCS information. This is the same migration path as chosen in [[Italy]] ([[Sistema Controllo Marcia Treno|SCMT]]) or Switzerland (Euro-Signum and ''Euro-ZUB'').

In 2003 the SNCB selected a consortium to supply ETCS for the next high-speed lines with Level 2 and fallback with Level 1.<ref>{{Cite journal|last=Gehrenbeck|first=Jean-Jacques|date=2007|title=Cross-border operation at 300&nbsp;km/h.|journal=[[Signal + Draht]]|volume= 99| issue =  3|pages=32–35}}</ref>

It was chosen to supply ETCS L1LS first and later migrate to L1FS. So it was started tendering the renewing of 4000 signals with TBL1+ and L1 including support for 20 years in 2001. In 2006 Siemens was selected for delivery.<ref>{{Cite journal|date=2006|title=Siemens gewinnt Großauftrag über ETCS-Komponenten|journal=[[Signal + Draht]]|language=de|volume= 98| issue =  7+8|page=50}}</ref>

Following the privatisation of SNCB in 2006 a split-off company [[Infrabel]] stepped in to be responsible for the whole state railway infrastructure. It continued the introduction of ETCS railway infrastructure, whereas SNCB was responsible for rolling material. Following some serious accidents (i.e. [[Halle train collision]]) caused by missing or malfunctioning protection systems, there was the obvious target to raise the security level in the whole network.<ref>{{Cite journal|last=Walenberg, Frank; Pas, Rob te; Zigterman, Lieuwe|date=2012|title=Making progresses towards standardised train control|journal=[[Railway Gazette International]]|volume= 168| issue =  3|pages=35–38}}</ref>

The first line in ETCS operation was [[HSL 3]] in 2007, which is 56&nbsp;km (35&nbsp;mi) long. Because of lack of trains equipped with ETCS, the commercial start of operations was in 2009 with [[ICE 3]] and [[SNCF TGV Thalys PBKA|Thalys]] trains. The operations started with ETCS SRS 2.2.2 and were later upgraded to 2.3.0.<ref>{{Cite journal|last=Aouati|first=Amar|date=2007|title=ERTMS/ETCS/GSM-R on the Belgian high-speed lines L3 and L4|journal=[[Signal + Draht]]|volume= 99| issue =  6|pages=31–34}}</ref>

The [[HSL 4]] high-speed line was constructed at the same time as ''HSL 3'' and so got the same ETCS equipment. Testing began in 2006 and commercial traffic started about 2008 with locomotive-hauled trains under Level 1. In 2009 commercial high-speed traffic started under ETCS L2 with supported Thalys- and ICE-trains like on ''HSL 3''. A special feature is the first full-speed gapless [[border]] crossing under ETCS L2 supervision with [[HSL-Zuid|HSL Zuid]].<ref>{{Cite journal|last=Gehrenbeck|first=Jean-Jacques|date=2007|title=Cross-border operation at 300 km/h|journal=[[Signal + Draht]]|volume= 99| issue =  3|pages=32–35}}</ref>

In 2009 all railway lines in Belgium were covered by GSM-R, a foundation of ETCS L2 installation and also useful in L1 operation.<ref name=":0">{{cite web|url=https://www.spoorpro.nl/wp-content/uploads/2016/03/Infrabel_ERTMS-Conference_Brochure.pdf|title=ETCS Master Plan for rail safety in Belgium|last=Gilson|first=Benoît|date=9 March 2016|publisher=Infrabel, Public Limited Company, Place Marcel Broodthaers 2, BE-1060 Brussels|format=PDF; 1,6 MB|access-date=20 December 2017}}</ref>

In 2011 was released a first national ''ETCS–Masterplan'', which was renewed in 2016.<ref name=":0" /> It names following four phases of ETCS introduction:
* Phase 1: TBL1+ programme completed (until end of 2015, succeeded);
* Phase 2: Network fully equipped with ETCS and TBL+ (2016''–''2022, in progress);
* Phase 3: Making ETCS the only technical standard and removing of TBL+ (until 2025);
* Phase 4: Convergence towards a homogeneous version of ETCS L2 (about 2030''–''2035).
The first conventional railway line, which was equipped with ETCS L1, was [[Belgian railway line 36|Brussels–Liège]]. It started public service in March 2012.<ref>{{cite web|url=http://www.railjournal.com/newsflash/first-belgian-conventional-line-equipped-with-etcs-1515.html|title=First Belgian conventional line equipped with ETCS|date=5 March 2012|website=International Railway Journal|archive-url=https://web.archive.org/web/20120331191036/http://www.railjournal.com/newsflash/first-belgian-conventional-line-equipped-with-etcs-1515.html|archive-date=31 March 2012|access-date=20 December 2017}}</ref>

Next was in December 2014 the [[Liefkenshoek rail link]] with ETCS L2 in [[Antwerp]], connecting the north and south banks of [[Scheldt]] by tunnel for cargo traffic.<ref>{{Cite journal|date=2015|title=Antwerpen tunnel opened|journal=[[Railway Gazette International]]|volume= 171| issue =  1|page=9}}</ref>

Infrabel has budgeted about €332 million for signalling including ETCS in 2015. After tendering it was given in summer 2015 a long time order to the consortium of [[Siemens Mobility]] and Cofely-Fabricom about the installation of ETCS Level 2 on more than {{convert|2200|km|abbr=on}} of track. The order includes the delivery of [[Computer-based interlocking|computer based interlockings]] for the full network until 2025.

The complete Belgian part of the [[Trans-European conventional rail network|European north-south Corridor C]] (port of Antwerp–Mediterranean Sea) with a length of about {{convert|430|km|abbr=on}} is crossable with ETCS Level 1 since the end of 2015. According to Infrabel this was the longest conventional railway supported with ETCS in Europe.<ref>{{Cite journal|date=2016|title=ETCS in service from Athus to Antwerpen|journal=[[Railway Gazette International]]|volume= 172| issue =  2|page=43}}</ref>

Summarizing at end of 2015, there were {{convert|1225|km|abbr=on}} mainlines (about a fifth of the network) usable with ETCS L1 or L2.<ref>{{Cite journal|date=2016|title=Längste ETCS-Strecke in Belgien|journal=[[Eisenbahn-Revue International]]|language=de|number=4|page=192}}</ref>

In 2016, NMBS/SNCB was given an order for 1362 [[NMBS/SNCB M7 railcar|M7]] [[Bilevel rail car|double-deck coaches]]. They are to be delivered between 2018 and 2021 and have a complete ETCS equipment for replacement of older types.

As of m
May 2025, 83% of the Infrabel network was equipped with a form of ETCS.<ref>{{cite web |date=2024 |title=ETCS Infrabel |url=https://infrabel.be/nl/project/etcs |website=infrabel.be |language=nl}}</ref>

=== Canada ===

[[Alstom]] will be implementing ERTMS, including ETCS, in [[GO Expansion|the upgrade]] of the commuter rail network of Toronto area regional operator [[GO Transit]], under contract to the Ontario provincial agency [[Metrolinx]].<ref>{{cite web |title=Alstom and consortium partners selected for GO Expansion to transform collective mobility in Toronto, Canada |url=https://www.alstom.com/press-releases-news/2022/4/alstom-and-consortium-partners-selected-go-expansion-transform |website=Alstom |access-date=19 April 2022}}</ref> The first line to receive ETCS signalling will be the [[Richmond Hill line]].<ref>{{cite report |date=12 September 2024 |title=Capital Projects Group (GO & UP) Quarterly Report |url=https://assets.metrolinx.com/image/upload/v1725569101/Documents/Item_15.6_-_Capital_Projects_GO_UP_En_Sept_2024.pdf |access-date=25 September 2024}}</ref>

===China (People's Republic) ===
{{main|Chinese Train Control System}}
* October 2008: Opening of [[Beijing–Tianjin Intercity Railway]] equipped with ETCS Level 1.
* December 2009: Opening of [[Wuhan–Guangzhou High-Speed Railway]] equipped with [[Chinese Train Control System|CTCS]] Level&nbsp;3 (based on ETCS Level&nbsp;2).<ref>{{cite news | url = http://www.nxtbook.com/nxtbooks/sb/irj0907/#/44 | title = Bombardier secures €66m Chinese ERTMS contract|work=International Railway Journal | date = September 2007 |page=7}}</ref>

=== Croatia ===
In Croatia, [[Croatian Railways]] deployed Level 1 on the [[Vinkovci]]–[[Tovarnik]] line in 2012.<ref>{{cite web | title = Croatia begins operating first ERTMS equipped rail line | url = http://www.railway-technology.com/news/newscroatia-commences-first-ertms-equipped-rail-line|website=railway-technology.com | access-date = 8 February 2016 | date = 18 January 2012}}</ref>

=== Czech Republic ===
The Czech [[LS 90|LS]] train protection system is not as advanced as the systems used in Germany, Austria, Switzerland and other Western European countries. Moreover, the LS system is present only on the main lines that use [[automatic block signalling]]. Lines that use [[Signalling block system#Telephonic block|telephonic block]] or [[Signalling block system#Tokenless block|tokenless block]] do not have any train protection system at all, such as the Prague-Radotín–[[Beroun]] (–[[Plzeň]]) main line. Because of this, the ETCS was highly anticipated by Czech railway experts since the beginning. The first trials of the ETCS Level 2 started on a section of the [[Prague]]–[[Ostrava]] main line between [[Poříčany]] and [[Kolín]] in 2008. The first full-scale implementation project was installed on the [[Kolín]]–[[Česká Třebová]]–[[Brno]]–[[Břeclav]] rail line (excluding the Brno rail junction) in 2014. In 2017, the plan to install ETCS Level 2 on the TEN-T lines was revealed.<ref>{{cite web | title = Národní implementační plán ERTMS | url=https://www.spravazeleznic.cz/documents/50004227/79029501/NIP-ERTMS+2017-schvaleny-CZ/ | language = cs | access-date = 27 March 2024}}</ref>  In 2021, the Czech government decided to implement the ETCS on the entire rail network.<ref>{{cite web | title = Vláda schválila plán zavádění ETCS na českou železnici | date = 14 September 2021 | url = https://acri.cz/2021/09/14/vlada-schvalila-plan-zavadeni-etcs-na-ceskou-zeleznici/ | language = cs | access-date = 27 March 2024}}</ref> The TEN-T corridors are prioritized and most of them have been already equipped with ETCS Level 2, excluding the sections that await complete refurbishment, such as Prague–Beroun or Brno–[[Přerov]]. The first line operated exclusively under ETCS Level 2 supervision is the [[Olomouc]]–[[Uničov]] branch line with 160&nbsp;km/h top speed.<ref>{{cite web | title = Mezi Olomoucí a Uničovem výhradně pod dohledem ETCS | url=https://www.spravazeleznic.cz/-/mezi-olomouci-a-unicovem-vyhradne-pod-dohledem-etcs | language = cs | access-date = 27 March 2024}}</ref> The exclusive ETCS Level 2 operation on this line started in January 2023, the automatic block signalling is not equipped with trackside light signals and relies solely on the ETCS. The TEN-T corridors that are equipped with ETCS Level 2 will be operated solely under ETCS since 1 January 2025. Vehicles not equipped with operational ETCS on-board units will not be allowed to use these lines. Light signals will be kept in operation to cope with shunting, ETCS failures, signalling disruptions during construction works etc.

Branch lines are to be equipped with Level 1 Limited Supervision or with a simplified version called ETCS STOP. Up to this day (2024), many of them do not have any conventional signalling system, as the train movements are dispatched only by telephone or radio (the so-called D3 operation). Thus the installation of ETCS has to be preceded by a new signalling system on these lines. The deployment of the ETCS on the entire network is expected to be finished by 2040.

=== Denmark ===
As of May 2025, full implementation is expected in Jutland by 2027 and everywhere else by 2033.<ref>{{cite web | url = https://www.bane.dk/da/Presse/Pressemeddelelser/Ny-udrulningsplan-paa-plads-for-det-digitale-signalsystem-i-OEstdanmark | archive-url = https://web.archive.org/web/20250321111827/https://www.bane.dk/da/Presse/Pressemeddelelser/Ny-udrulningsplan-paa-plads-for-det-digitale-signalsystem-i-OEstdanmark| archive-date = 21 Mar 2025 | title = Ny udrulningsplan på plads for det digitale signalsystem i Østdanmark | date = 14 May 2024| publisher = Banedanmark }}</ref>

In December 2008: In Denmark, plans were announced in  for the conversion of its entire national network to Level 2. This was necessitated by the near obsolete nature of parts of its network. The total cost of the project is estimated at €3.3 billion, with conversion beginning in 2009 and projected for completion in 2021.<ref>{{cite journal | url = http://www.railwaygazette.com/news/single-view/view/etcs-level-2-for-entire-danish-network.html | title = ETCS Level&nbsp;2 for Entire Danish Network | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 19 December 2008 | access-date = 25 December 2014 | archive-date = 26 April 2015 | archive-url = https://web.archive.org/web/20150426192949/http://www.railwaygazette.com/news/single-view/view/etcs-level-2-for-entire-danish-network.html | url-status = dead }}</ref> Denmark has decided to drop its older ATC, which will reach its end of life between 2015 and 2020, switching the network of 2100&nbsp;km to ETCS. The [[S-train (Copenhagen)|S-train network]] in [[Copenhagen]] will use the Siemens [[Trainguard MT CBTC|TrainGuard]] system. Two suppliers will equip the rest of the country to Level 2 with an option for Level 3 (ERTMS Regional) in rural parts. Implementation will be between 2014 and 2018.<ref>{{cite web | url = http://www.therailengineer.com/2013/11/06/biting-the-bullet-the-danish-ertms-roll-out/ | archive-url = https://web.archive.org/web/20131111103602/http://www.therailengineer.com/2013/11/06/biting-the-bullet-the-danish-ertms-roll-out/ | url-status = dead | archive-date = 11 November 2013 | title = Biting the Bullet – the Danish ERTMS Rollout | date = 6 November 2013 | publisher = TheRailEngineer }}</ref> Denmark will be the first to introduce GPRS support on its network by 2017.<ref>{{cite web | url = http://www.railjournal.com/index.php/telecoms/a-gsm-r-evolution-strategy-starts-to-emerge.html | title = A GSM-R evolution strategy starts to emerge | publisher = Railway Journal | date = 14 October 2013|quote=Alstom plans to start conducting live demonstrations for some of its customers next year and will begin to roll-out the first full-scale GPRS deployment in Denmark as part of the national ERTMS programme in 2017. | last1 = Briginshaw | first1 = David }}</ref><ref name="banedanemark" /> Hence Banedanemark is driving this development with other ETCS users in Europe<ref name="banedanemark">{{cite web | url = http://uk.bane.dk/visArtikel_eng.asp?artikelID=19631 | title = The Danish Signalling Programme – The Projects | publisher = BaneDanmark (Danish Railways) | access-date = 27 February 2016 | archive-url = https://web.archive.org/web/20160307094004/http://uk.bane.dk/visArtikel_eng.asp?artikelID=19631 | archive-date = 7 March 2016 | url-status = dead | df = dmy-all }}</ref> that has led to the inclusion in B3R2 in late 2015.<ref name="etcs350" /> Due to complexity the completion date was moved by two years to 2023, especially for testing in the S-train network, while the equipment of the first three main lines will be done in 2018.<ref name="railjournal2016">{{cite magazine|url=http://www.railjournal.com/index.php/signalling/danish-ertms-programme-facing-two-year-delay.html|title=Danish ERTMS programme facing two-year delay|magazine=International Railway Journal|date=12 October 2016}}</ref>

In November 2017: Further delays of the complete roll-out from 2023 to 2030 were announced. The following dilemma has appeared: ETCS must be introduced before electrification. Electrification must be introduced before new trains are obtained. New trains must be purchased before ETCS is introduced. Because the old signalling system was not built compatible with electrification, and many components (which often have to be developed anew and be certified) must be replaced to make them compatible, expensive and time-consuming and fairly meaningless if it shall soon be replaced by ETCS. Diesel trains must mainly be custom-made and are expensive (like [[IC4]]) because of little demand in Europe, and [[DSB (railway company)|DSB]] wants to have electric trains for the future. But most lines are not electrified yet. The plan was to fit the existing old diesel trains such as [[DSB Class MF|IC3]] with ETCS, but that has proven difficult, since they are not well documented because various ad hoc spare parts have been fitted in various ways and other problems. Furthermore, the new [[Copenhagen–Ringsted Line|Copenhagen–Ringsted high-speed line]] was planned for opening in 2018 with ETCS only, creating a deadline, but there is a decision to introduce old signalling there, and delay ETCS roll-out for several years (still the dilemma must be solved by fitting ETCS into the trains).<ref name="railjournal2016" /><ref>{{cite web|url=http://www.railjournal.com/index.php/signalling/danish-ertms-rollout-facing-seven-year-delay.html|title=Danish ERTMS programme facing seven-year delay|date=17 November 2017|access-date=9 December 2017|newspaper=railjournal.com}}</ref>

In September 2022: The roll-out proceeds according to the delayed plan; some lines in the Jutland peninsula have been successfully converted and the goal of complete roll-out in 2030 is confirmed.<ref>{{cite news |title=Banedanmark completes two more ETCS installations in Jutland |url=https://www.railtech.com/infrastructure/2022/08/17/banedanmark-completes-two-more-etcs-installations-in-jutland/ |access-date=10 October 2022 |work=RailTech |publisher=ProMedia Group |date=17 August 2022}}</ref>

=== France ===
* June 2007: The [[LGV Est]] from [[Vaires-sur-Marne]] ([[Seine-et-Marne]]) near Paris to [[Baudrecourt, Moselle|Baudrecourt]] ([[Moselle (department)|Moselle]]) opens with ETCS. It is an extension to the French [[High-speed rail|high-speed]] [[TGV]] network, connecting Paris and [[Strasbourg]].
* July 2017: The [[LGV BPL]] from [[Connerré]] (near [[Le Mans]]) to [[Rennes]] opens with ETCS L2.
* July 2017: The [[LGV SEA]] from [[Tours]] to [[Bordeaux]] opens with ETCS L2.
* By 2025: SNCF Réseau is currently upgrading the [[LGV Sud-Est]] (LGV 1) to ETCS L2 standards. Deployment is scheduled for 2025.<ref>{{cite web | url=https://www.sncf-reseau.com/en/entreprise/newsroom/sujet/paris-lyon-high-speed-line | title=Paris-Lyon: The pilot project for a high-performance high-speed line &#124; Topic &#124; English &#124; SNCF RÉSEAU }}</ref>
* From 2027, SNCF Réseau will begin deployment of the ETCS L3 Hybrid on the line from [[Marseille]] to [[Ventimiglia]] as part of the project for the new high speed line between Marseille and Nice.

=== Germany ===
[[File:ETCS_Deutschland_Karte.svg|thumb|300px|Lines equipped with ETCS L1 (light blue) and ETCS L2 (dark blue) in Germany (as of December 2024)]]
Germany intends to use Level 1 only as Limited Supervision – neither Full Supervision nor Euroloops will be installed.<ref name="db-netz-2014-04">{{cite web|publisher=DB Netz|title=European Train Control System (ETCS) bei der DB Netz AG|date=April 2014|url=https://fahrweg.dbnetze.com/file/fahrweg-de/2394144/C2itNOHyXI4KTwb_3kn-uKcscpI/7263212/data/etcsbroschuere_2014.pdf|access-date=31 January 2017|archive-url=https://web.archive.org/web/20150614003852/https://fahrweg.dbnetze.com/file/fahrweg-de/2394144/C2itNOHyXI4KTwb_3kn-uKcscpI/7263212/data/etcsbroschuere_2014.pdf|archive-date=14 June 2015|url-status=dead}}</ref>

The first project that was intended to implement ETCS was the [[Köln–Frankfurt high-speed rail line]] that had been under construction since 1995. Due to the delays in the ETCS specification a new variant of LZB ([[Linienzugbeeinflussung#CIR ELKE-II|CIR ELKE-II]]) was implemented instead.

The next planned and first actual implementation was on the Leipzig-Ludwigsfelde main line to Berlin. There, SRS 2.2.2 was tested together with a PZB and LZB mixed installation in conditions of fast and mixed traffic. The section was co-financed by the EU and DB to gain more experience with the ETCS Level 2 mode. Since April 2002 the ETCS section was in daily usage and in March 2003 it was announced that it had reached the same degree of reliability as before using ETCS. Since 6. December 2005 an ETCS train ran at {{convert|200|km/h|round=5|abbr=on}} as a part of the normal operation plan on the line north of Leipzig to obtain long-term recordings.<ref name="eri-2006-30">{{cite journal|title=DB AG nimmt ETCS-Betrieb auf|journal=[[Eisenbahn-Revue International]]|issue=Heft 1/2006|pages=S.&nbsp;30|issn=1421-2811}}</ref> As of 2009, the line had been decommissioned for ETCS and is henceforth in use with LZB and PZB. In May 2022 construction started for a new SRS 3.4.0 installation between Berlin and Leipzig.<ref>{{cite web | url=https://www.eurailpress.de/railimpacts/netzbetreiber/detail/news/baubeginn-fuer-etcs-level-2-zwischen-berlin-und-leipzig.html | title=Login - Eurailpress }}</ref>

In 2011, the installation of ETCS L2 (SRS 2.3.0d) was ordered for 14 Mio EUR following the reconstruction and enhancement of the railway line Berlin-[[Rostock]].<ref>{{cite web|url=http://www.ansaldo-sts.com/en/arc/press/ansaldo-sts-wins-berlin-rostock-ertmsetcs-2-signalling-systems-contract|title=Ansaldo STS wins the Berlin-Rostock ERTMS/ETCS 2 signalling systems contract|date=7 May 2012|website=Ansaldo STS, A Hitachi Group Company|access-date=3 September 2017|archive-url=https://web.archive.org/web/20151220174605/http://www.ansaldo-sts.com/en/arc/press/ansaldo-sts-wins-berlin-rostock-ertmsetcs-2-signalling-systems-contract|archive-date=20 December 2015|url-status=dead}}</ref> A first part of 35&nbsp;km was finished at the end of 2013 between [[Lalendorf station|Lalendorf]] and [[Kavelstorf]],<ref>{{cite web|url=https://www.bmvi.de/SharedDocs/DE/Anlage/G/efre-adb-abschliessender-durchfuehrungsbericht.pdf|title=Operationelles Programm Verkehr, EFRE BUND 2007–2013, Abschließender Durchführungsbericht|date=20 March 2017|website=[[Federal Ministry of Transport and Digital Infrastructure]]|pages=78–79|language=de|format=PDF; 8,1 MB|access-date=3 September 2017}}</ref> but never went into service.

The newly built Ebensfeld–Erfurt segment of [[Nuremberg–Erfurt high-speed railway]] as well as the [[Erfurt–Leipzig/Halle high-speed railway]] and the upgraded Erfurt–[[Eisenach]] segment of the [[Halle–Bebra railway]] are equipped with ETCS L2. The north-eastern part (Erfurt–Leipzig/Halle) is in commercial use since December 2015 exclusively with ETCS L2 SRS 2.3.0d. The southern part ([[Nuremberg–Erfurt high-speed railway#Ebensfeld–Erfurt new line|Ebensfeld–Erfurt]]) started test running and driver training in the end of August 2017<ref>{{cite web|url=http://www.vde8.de/---_site.news..ls_dir._type.press_cat.3_id.751_likecms.html|title=Was fährt denn da? Neubaustrecke Ebensfeld-Erfurt vor der Inbetriebnahme|date=14 July 2017|website=[[DB Netze]]|access-date=3 September 2017|archive-date=4 September 2017|archive-url=https://web.archive.org/web/20170904063850/http://www.vde8.de/---_site.news..ls_dir._type.press_cat.3_id.751_likecms.html|url-status=dead}}</ref> and regular operation with ETCS L2 in December 2017. Starting in December 2017 there are about 20 high-speed trains per day from Munich to Berlin.<ref>{{cite web|url=http://www.vde8.de/mediathek/file/9992/dToFyLnkH0Bu24dvcJU-Usm1JTlViZHj_qXh0g8Yh7s/mediathek/00%20Gesamtprojekt%20VDE%208/VDE8_Gesamtbroschuere_08_2017_DE.pdf|title=Das größte Bahnbauprojekt Deutschlands, Aus- und Neubaustrecke Nürnberg–Berlin|date=30 August 2017|website=[[DB Netze]]|language=de|format=PDF; 4,2 MB|archive-url=https://web.archive.org/web/20170904065124/http://www.vde8.de/mediathek/file/9992/dToFyLnkH0Bu24dvcJU-Usm1JTlViZHj_qXh0g8Yh7s/mediathek/00%20Gesamtprojekt%20VDE%208/VDE8_Gesamtbroschuere_08_2017_DE.pdf|archive-date=4 September 2017|url-status=dead|access-date=3 September 2017}}</ref> ETCS on the western part (Erfurt–Eisenach) was also scheduled for commencing operation in December 2017 but commission was delayed until August 2018.

Germany started replacing some of its [[Punktförmige Zugbeeinflussung|PZB]] and [[Linienförmige Zugbeeinflussung|LZB]] systems in 2015.<ref name="stand14" /> During 2014 it was planned to use a dual equipment for the four main freight corridors to comply with the EC 913/2010 regulation. Further testing showed that a full ETCS system can increase capacity by 5-10% leading into a new concept "Zukunft Bahn" to accelerate the deployment, presented in December 2015.<ref name="taz-2015-12-18">{{cite news | url = http://www.taz.de/!5258898/ | title = Bahn entdeckt Pünktlichkeit | newspaper = Die Tageszeitung: Taz | date = 18 December 2015| last1 = Rother | first1 = Richard }}</ref> The overall cost reduction of about half a billion euro may be reinvested to complete the switch to ETCS that may take about 15 years.<ref name="taz-2015-12-18" /> The Deutsche Bahn expected to get further federal funding after the [[2017 German federal election]].<ref name="eri-2016-94">{{cite journal | title = Zukunft Bahn: Weitere Etappe im Ankündigungs-Marathon der DB | journal=Eisenbahn-Revue International Deutschland-Ausgabe | publisher=[[Eisenbahn-Revue International]] | number= 2 | year=2016 | pages= 94&nbsp;f | issn= 1421-2811}}</ref><ref name="eurailpress-2015-12-18">{{cite web | url = http://www.eurailpress.de/news/infrastruktur/single-view/news/db-aufsichtsrat-nimmt-zukunftskonzept-zur-kenntnis-etcs-vollausstattung-des-netzes-geplant.html | title = DB-Aufsichtsrat nimmt Zukunftskonzept zur Kenntnis – ETCS-Vollausstattung des Netzes geplant | publisher = [[Eurailpress]] | work = eurailpress.de | date = 18 December 2015 | access-date = 20 February 2016 | archive-date = 20 February 2016 | archive-url = https://web.archive.org/web/20160220221751/http://www.eurailpress.de/news/infrastruktur/single-view/news/db-aufsichtsrat-nimmt-zukunftskonzept-zur-kenntnis-etcs-vollausstattung-des-netzes-geplant.html | url-status = dead }}</ref> In a first step, another 1750&nbsp;km of existing railway lines are planned to be equipped with ETCS until 2023, focusing on the Rhine-Alpine corridor, the Paris–Southwest Germany corridor and border-crossing lines.<ref name="NatUmsPlan2017">{{cite web|url=https://www.eba.bund.de/SharedDocs/Downloads/DE/Europa/ERTMS/Nationaler_Umsetzungsplan_ETCS.pdf|title=Nationaler Umsetzungsplan ETCS|date=11 December 2017|website=[[Federal Railway Authority]]|language=de|format=PDF; 1 MB }}</ref>

With Germany pressing for Baseline 3, neighbouring countries like Austria intend to update their rolling stock, especially by modernizing the GSM-R radio on their trains.<ref>[[Connecting Europe Facility]] – [https://ec.europa.eu/inea/en/connecting-europe-facility/cef-transport/projects-by-country/austria/2014-at-tm-0169-w|ERTMS Upgrade of Austrian vehicles to ERTMS Baseline 3]</ref> One of the last additions to B3R2 was the usage of EDGE in GSM-R. This is already widely deployed in the German rail network (including better frequency filters for the GSM-R radio equipment).<ref name="dbnetz2014" />

{{Anchor|DigitaleSchiene}}
In January 2018 the project "{{lang|de|Digitale Schiene}}" (digital rail) was unveiled that intended to bring about a transition plan by mid 2018. Deutsche Bahn intends to equip 80% of the rail network with GSM-R by 2030 razing any lineside signals in the process. This will bring about 20% more trains that can be operated in the country.<ref name=digitalrail2018 /> In the process 160,000 signals and {{convert|400,000|km|abbr=on}} of interlocking cables will be disposed of.<ref>{{cite web|url=https://www.handelsblatt.com/unternehmen/handel-konsumgueter/jahresbilanz-deutsche-bahn-ice-fahren-mit-rekordauslastung/20875598.html|title=ICE fahren mit Rekordauslastung|first=Dieter|last=Fockenbrock|work=Handelsblatt|date=23 January 2018}}</ref> The Digital Rail project came about shortly after the [[Nuremberg–Erfurt high-speed railway]] was operational in December 2017 being the first high-speed line to have no lineside signals anymore. After some teething problems with radio reception it settled within the expected range of usability.

Priority is on the {{convert|1450|km|abbr=on}} Rhine Corridor that is about to be equipped with ETCS Level 2.<ref name=digitalrail2018 /> Bringing ETCS to the corridor has been agreed on at the EU level in 2016 as part of the TEN Core network that has expectations set to 2023.<ref name=businesscase2016 /> The Digital Rail project of 2018 has set the completion date to 2022 for using ETCS Level 2<ref name=digitalrail2018 /> while Switzerland intends to switch to ETCS Level 2 no later than 2025.<ref name=changover2017 /> Switzerland is expecting an increase in capacity of 30% that will probably come out the same [[Mannheim–Frankfurt railway|on congested sections]] along the [[Rhine]].

=== Greece ===
ETCS Level 1 will be deployed on the [[Athens-Thessaloniki railway]], the first in Greece. The system is expected to be ready by late 2023. ETCS Level 1 is expected to be installed as part of electrification and modernisation works on the Palaifarsalos to [[Kalambaka]] line which began in 2022. Works to install ETCS Level 1 was also begun in 2022 on the [[Thessaloniki]]-[[Idomeni]] railway.<ref>{{cite web | url=https://ypodomes.com/poia-einai-ta-deka-megalytera-ypo-kataskeyi-sidirodromika-erga-stin-ellada/ | title=Ποια είναι τα 10 μεγαλύτερα υπό κατασκευή σιδηροδρομικά έργα στην Ελλάδα | date=28 September 2022 }}</ref>

=== Hungary ===
In Hungary, the [[Zalacséb]]–[[Hodoš]] line was equipped with Level 1 as a pilot project in 2006.
The [[Budapest]]–[[Hegyeshalom]] Level 1 was launched in 2008, and it was extended to [[Rajka]] ([[Raaberbahn|GYSEV]]) in 2015.
The [[Békéscsaba]]-[[Lőkösháza]] line was equipped with Level 1 as an extension of the Level 2 network until further refurbishments will take place.

In Hungary Level 2 is under construction on the Kelenföld-Székesfehérvár line as a part of a full reconstruction, and was planned to be ready before 2015, but due to problems with the installation of [[GSM-R]], all of them are delayed.
The Level 2 system is under construction in several phases, currently: Boba-Hodoš, Székesfehérvár station, Székesfehérvár-Ferencváros, Ferencváros-Monor, Monor-Szajol, Szajol-Gyoma and Gyoma-Békéscsaba sections.
[[Raaberbahn|GYSEV]] is currently installing Level 2 to the Sopron-Szombathely-Szentgotthárd line.

Work on the expansion of the [[Belt and Road Initiative|Belgrade-Budapest railway line]] has stopped because the Chinese contractors are not equipped to build ETCS.<ref>{{Cite web |last=red |first=ORF at/Agenturen |date=2023-09-22 |title=China stoppt Bahnprojekt Budapest – Belgrad |url=https://orf.at/stories/3332138/ |access-date=2023-09-22 |website=news.ORF.at |language=de}}</ref>

=== India ===
[[National Capital Region Transport Corporation]] has decided to equip European Train Control System (ETCS) on its [[Sarai Kale Khan RRTS station|Sarai Kale Khan]] hub in India's First Rapid Rail corridor [[Delhi–Meerut Regional Rapid Transit System|Delhi-Meerut]] [[RapidX|RRTS]] Route.<ref>{{Cite web|url=https://www.dailypioneer.com/2019/state-editions/sarai-kale-khan-hub-to-get-european-train-control-system.html|title=Sarai Kale Khan hub to get European Train Control System|first=The|last=Pioneer|website=The Pioneer}}</ref> However, the national train protection system [[Kavach (train protection system)|Kavach]], which unifies the key features of the ETCS and the Indian Anti-Collision Device, seems to become more widespread.
ETCS Hybrid was deployed as the first line in the world on the Delhi–Meerut line in October 2023.<ref name=indias-first-semi-high-speed/>

=== Indonesia ===
[[Palembang LRT]] is equipped with ETCS Level 1<ref>{{Cite news|url=https://finance.detik.com/berita-ekonomi-bisnis/d-3354644/awal-2018-masyarakat-palembang-bisa-jajal-lrt|title=Awal 2018, Masyarakat Palembang Bisa Jajal LRT|last=Simorangkir|first=Eduardo|work=detikfinance|access-date=26 May 2018}}</ref> and PT. LEN Industri (Persero) provides the trackside fixed-block signalling.<ref>{{Cite news|url=https://finance.detik.com/berita-ekonomi-bisnis/d-3354861/waskita-karya-gandeng-pt-len-industri-garap-fasilitas-operasi-lrt-palembang|title=Waskita Karya Gandeng PT Len Industri Garap Fasilitas Operasi LRT Palembang|last=Simorangkir|first=Eduardo|work=detikfinance|access-date=26 May 2018}}</ref>

=== Italy ===
* December 2005: [[Rome–Naples high-speed railway]] opens with ETCS Level 2.
* February 2006: ETCS Level 2 is extended to the [[Turin–Milan high-speed railway line|Turin–Milan high-speed line]] on the section between Turin and [[Novara]].
* December 2008: Opening of [[Milan-Bologna high-speed railway line|Milano]][[Turin–Milan high-speed railway line|–]]Bologna line.
* Autumn/Winter 2009: Opening of High Speed lines Novara–Milano and [[Bologna–Florence high-speed railway line|Bologna–Florence]], thus completing the whole HS line Turin-Naples.<ref>{{Cite web|url=http://www.ferroviedellostato.it/ferrovie/v/index.jsp?vgnextoid=65c2ecb4439ab010VgnVCM1000002f2af90aRCRD|archive-url=https://web.archive.org/web/20080529142705/http://www.ferroviedellostato.it/ferrovie/v/index.jsp?vgnextoid=65c2ecb4439ab010VgnVCM1000002f2af90aRCRD |url-status=dead |title=<nowiki>[1]</nowiki>|archive-date=29 May 2008}}</ref>
* December 2016: Opening of high-speed line Treviglio-Brescia, part of Milan-Verona line.
* December 2016: Italy has {{convert|704|km|abbr=on}} of high-speed lines which use Level 2. These lines do not overlap with national signaling systems and do not have side light signals. They are connecting [[Turin|Torino]] to [[Naples]] in {{frac|5|1|2}} hours and [[Milan]] to [[Rome]] in 2 hours 50 minutes.<ref>{{cite web|url=http://www.rfi.it/rfi/SICUREZZA-E-INNOVAZIONE/Tecnologie/ERTMS:-interoperabilit%C3%A0/ERTMS,-per-l%27interoperabilit%C3%A0-tra-le-reti-europee |title=ERTMS, per l'interoperabilità tra le reti europee |publisher=Rfi.it |date=24 October 2018 |access-date=29 October 2018}}{{Dead link|date=October 2022}}</ref>
As of June 2022 the plan is to equip 3400&nbsp;km of lines by 2026 and the entire State-owned network (16,800&nbsp;km) by 2036.<ref>{{cite news |title=RFI Aggiudicata la gara da 2,7 miliardi per la tecnologia ERTMS in tutta Italia |url=https://www.rfi.it/it/news-e-media/comunicati-stampa-e-news/2022/6/1/rfi---aggiudicata-la-gara-da-2-7-miliardi-per-la-tecnologia-ertm.html |access-date=10 October 2022 |work=Rete Ferroviaria Italiana |publisher=Gruppo Ferrovie dello Stato Italiane |date=1 June 2022 |location=Roma |language=Italian}}</ref>

=== Israel ===
In [[Israel]] ETCS Level 2 will begin replacing [[Punktförmige Zugbeeinflussung|PZB]] in 2020. Three separate tenders were issued in 2016 for this purpose (one contract each was let for track-side infrastructure, rolling-stock integration, and the erection of a GSM-R network).<ref>{{cite news|last1=Dori|first1=Oren|script-title=he:מכרז האיתות של רכבת ישראל יוצא לדרך|trans-title=Israel Railways Commences Signalling System Contract | access-date = 1 May 2016 | journal = [[TheMarker]] | date = 1 May 2016 | url = http://www.themarker.com/dynamo/1.2930640|language=he}}</ref> Initial test runs of the system began on 31-March-2020.<ref>{{cite web |url=https://www.port2port.co.il/article/הובלה-יבשתית/הובלה-ברכבת/רכבת-ישראל-נסיעת-ניסוי-מוצלחת-עם-מערכת-האיתות-החדשה |url-status=dead |archive-url=https://web.archive.org/web/20201127164118/https://www.port2port.co.il/article/%D7%94%D7%95%D7%91%D7%9C%D7%94-%D7%99%D7%91%D7%A9%D7%AA%D7%99%D7%AA/%D7%94%D7%95%D7%91%D7%9C%D7%94-%D7%91%D7%A8%D7%9B%D7%91%D7%AA/%D7%A8%D7%9B%D7%91%D7%AA-%D7%99%D7%A9%D7%A8%D7%90%D7%9C-%D7%A0%D7%A1%D7%99%D7%A2%D7%AA-%D7%A0%D7%99%D7%A1%D7%95%D7%99-%D7%9E%D7%95%D7%A6%D7%9C%D7%97%D7%AA-%D7%A2%D7%9D-%D7%9E%D7%A2%D7%A8%D7%9B%D7%AA-%D7%94%D7%90%D7%99%D7%AA%D7%95%D7%AA-%D7%94%D7%97%D7%93%D7%A9%D7%94/ |archive-date=27 November 2020 |title=רכבת ישראל: נסיעת ניסוי מוצלחת עם מערכת האיתות החדשה}}</ref> Concurrent with the implementation of [[European Rail Traffic Management System|ERTMS]] are [[Railway electrification system|railway electrification]] works, and an upgrade of the [[Railway signalling|signaling]] system in the northern portion of [[Israel Railways]]' network from relay-based to electronic [[interlocking]]. (The southern portion of the network already employs electronic signaling.)

=== Libya ===
[[Railway stations in Libya|In Libya]], Ansaldo STS was awarded a contract in July 2009 to install Level 2.<ref>{{cite journal | url = http://www.railwaygazette.com/news/single-view/view/ansaldo-sts-wins-huge-libyan-signalling-contract.html | title = Ansaldo STS Wins Huge Libyan Signalling Contract | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 22 July 2009 | access-date = 26 December 2014 | archive-date = 24 September 2015 | archive-url = https://web.archive.org/web/20150924141237/http://www.railwaygazette.com/news/single-view/view/ansaldo-sts-wins-huge-libyan-signalling-contract.html | url-status = dead }}</ref> This has stalled because of [[Libyan civil war (2011-present)|civil war]].

=== Luxembourg ===
Procurement for ETCS started in 1999 and the tender was won by [[Alcatel SEL]] in July 2002. By 1. March 2005 a small network had been established that was run under ETCS Level 1. The track-side installations were completed in 2014 after spending about €33 million.

The equipment of the rolling stock did take a bit longer. In early 2016 it became known that the new Class 2200 could not run on Belgium lines.<ref>{{cite web|url=http://www.tageblatt.lu/nachrichten/story/Wenn-Vereinfachung-Dinge-kompliziert-macht-16224696|title=Wenn Vereinfachung Dinge kompliziert macht ... ETCS-SYSTEM|publisher=Tageblatt Letzeburg; 44, rue du Canal, L-4050 Esch-sur-Alzette|work=tageblatt.lu|date=31 March 2016|language=de|access-date=7 March 2017|archive-url=https://web.archive.org/web/20170308044028/http://www.tageblatt.lu/nachrichten/story/Wenn-Vereinfachung-Dinge-kompliziert-macht-16224696|archive-date=8 March 2017|url-status=dead}}</ref> In February 2017 the changeover of Class 3000 was not even started, and Class 4000 had just one prototype installation. However the problems were resolved later with the complete rolling stock having ETCS installations by December 2017.<ref>{{cite web |url=http://www.gouvernement.lu/7767100/Rapport-d_etape_Dudelange_-20170214.pdf |title=RAPPORT D'ETAPE - Collision ferroviaire du 14 février 2017 à Dudelange |publisher=Luxemburg - Ministerium für nachhaltige Entwicklung und Infrastrukturen |date=19 February 2018 |pages=32–34 |access-date=20 February 2018 |format=PDF; 1,4 MB |language=fr |archive-url=https://web.archive.org/web/20180221035727/http://www.gouvernement.lu/7767100/Rapport-d_etape_Dudelange_-20170214.pdf |archive-date=21 February 2018 |url-status=dead  }}</ref>

The government had pushed for the changeover following the rail accident of Bettembourg on 14. February 2017. With the rolling stock being ready as well, the end date of the usage of the old Memor-II+-systems was set to 31. December 2019. With the decision of 29. January 2018 all trains have to use ETCS by default and it should be continued to use on tracks in Belgium and France as far as possible.

=== Mexico ===
*Line 1 of the [[Tren Suburbano]], which is about {{convert|27|km|abbr=on}} long, is equipped with ETCS Level 1 since 2018.<ref>{{Cite web|url=http://www.caf.net/es/soluciones/soluciones-integrales/casos-estudio/suburbano_mexico.php|title=CAF - Construcciones y Auxiliar de Ferrocarriles, creamos soluciones ferroviarias|website=www.caf.net|access-date=21 April 2023}}</ref>
*ETCS Level 2 is used on the {{convert|57.7|km|abbr=on}} long [[Toluca–Mexico City commuter rail]].

=== Morocco ===
ETCS equips and will equip the high-speed lines that link [[Kenitra–Tangier high-speed rail line|Tangier to Kénitra]] (in service from 2018) and Kénitra to Casablanca ''via'' Rabat (under construction, planned to open in 2020). Other high-speed lines planned to link Casablanca to Agadir and Rabat to Oujda from 2030 will likely be equipped as well.

=== Netherlands ===
* 2001: ETCS Pilot Projects. Bombardier Transportation Rail Control Solutions and Alstom Transportation each equipped a section of line and two test trains with ETCS Level 1 and Level 2. The Bombardier Transportation project was installed between [[Steenwijk]] and [[Heerenveen]]. The Alstom project was installed between [[Maastricht]] and Heerlen. The trains used were former "Motorpost" self-propelled postal vans. One of these - 3024 - is still operational with Bombardier equipment in 2018. The pilot line equipment was dismantled in 2005.
* June 2007: The [[Betuweroute]], a new cargo line with ETCS Level 2 between the port of [[Rotterdam]] and the German border opens for commercial traffic.
* September 2009: [[HSL-Zuid]]/[[HSL 4]] opened to commercial traffic. It is a new {{convert|125|km|adj=on|abbr=on}} long [[High-speed rail|high-speed line]] between the Netherlands and Belgium that uses ETCS Level 2 with a fallback option to ETCS Level 1 (although restricted to {{convert|160|km/h|abbr=on|round=5}} in the Netherlands).
* December 2011: Entry to operation of the rebuilt and 4-tracked Holendrecht - Utrecht line with dual-signalling Class B ATB-EG/vV and ETCS Level 2
* December 2012: The newly constructed Hanzelijn between Lelystad and Zwolle entered service with dual-signalling Class B ATB-EG/vV and ETCS Level 2

=== New Zealand ===
* April 2014: ETCS Level 1 was commissioned in the Auckland Metro network for [[KiwiRail]] by Siemens Rail Automation, in conjunction with the introduction of the ETCS-compliant [[New Zealand AM class electric multiple unit|AM class electric multiple units]].<ref>{{cite web|url=http://www.railwaygazette.com/news/passenger/single-view/view/auckland-launches-electric-suburban-electric-service.html|title=Auckland launches electric suburban services|date=28 April 2014|website=Railway Gazette|access-date=8 February 2016|archive-date=26 March 2016|archive-url=https://web.archive.org/web/20160326185049/http://www.railwaygazette.com/news/passenger/single-view/view/auckland-launches-electric-suburban-electric-service.html|url-status=dead}}</ref>
* 2023: Kiwirail is implementing ETCS level 2 as part of a project to rebuild Wellington Junction.<ref>{{cite web|url=https://www.kiwirail.co.nz/assets/Careers/NHKR/Senior-Engineer-Wgtn-ETCS.pdf?vid=4|title=Senior Engineer Wellington Metro Resignalling (Wellington ETCS Project)|access-date=28 February 2024}}</ref><ref>{{Cite web |title=GETS {{!}} KiwiRail Group - KiwiRail Addendum No2 to Advance Notice of Procurement - Wellington ETCS Lineside Contractor |url=https://www.gets.govt.nz/KRG/ExternalTenderDetails.htm?id=28755310 |access-date=2024-02-28 |website=www.gets.govt.nz}}</ref>

=== Norway ===
In August 2015 the [[Eastern Østfold Line|eastern branch of the Østfold Line]] becomes first the line with ETCS functionality in [[Norway]].

=== Philippines ===
In 2022, Level 1 was installed by Alstom on the [[LRT Line 1 (Metro Manila)|Manila LRT Line 1]] in preparation for the Cavite extension of the line.<ref>{{Cite web |url=https://www.alstom.com/press-releases-news/2016/2/alstom-to-supply-an-integrated-metro-solution-to-manila |title=Alstom to supply an integrated metro solution to Manila |date=2016-02-12 |website=Alstom |language=en |access-date=2019-06-05}}</ref><ref>{{Cite web|title=LRMC completes upgrade of LRT-1 signalling system|url=https://lrmc.ph/2022/02/01/lrmc-completes-upgrade-of-lrt-1-signaling-system/|author=officialLRT1|website=Light Rail Manila Corporation|date=1 February 2022|access-date=2 February 2022}}</ref> Level 1 shall also be installed for the [[PNR South Main Line|South Main Line]] as part of the [[PNR South Long Haul]] project, and as a minimum requirement on the [[Mindanao Railway]].<ref>{{Cite web |title=Bidding Document for the PNR South Long Haul Project |url=http://publiccontent.sinpro.cz/PublicFiles/2018/08/31/PB18-237-8%20PNR%20South%20Long%20Haul%20Project.101316736.pdf |agency=[[Department of Transportation (Philippines)]] |date=2018-08-31 |access-date=2020-08-02}}</ref><ref name="do">{{Cite web |title=PROCUREMENT OF PROJECT MANAGEMENT CONSULTANCY SERVICES OF THE MINDANAO RAILWAY PROJECT: (TAGUM-DAVAO-DIGOS SEGMENT)-REBID |url=https://dotr.gov.ph/component/k2/item/1140-procurement-of-project-management-consultancy-services-of-the-mindanao-railway-project-tagum-davao-digos-segment.html |publisher=[[Department of Transportation (Philippines)]] |access-date=April 15, 2021 |archive-date=18 April 2021 |archive-url=https://web.archive.org/web/20210418015922/https://dotr.gov.ph/component/k2/item/1140-procurement-of-project-management-consultancy-services-of-the-mindanao-railway-project-tagum-davao-digos-segment.html |url-status=dead }}</ref>

Level 2 will also be installed on the [[North–South Commuter Railway]] with a maximum speed of {{Convert|160|km/h|abbr=on|round=5}}.<ref>{{Cite AV media |title=LIVE: North-South Commuter Railway Extension Project (NSCR-Ex) Contract Package (CP) NS-01 E&M System and Track Works. |url=https://www.facebook.com/DOTrPH/videos/965639794254812/ |medium=[[Facebook]] Watch |publisher=[[Department of Transportation (Philippines)]] |language=en |date=April 16, 2021 |quote=The outline of Signaling System is as follows: a) Signaling system to be based on ETCS Level 2 with a maximum speed of 160 km/h. (at 1:08:37) |access-date=April 19, 2021}}</ref> [[Hitachi Rail STS]] (formerly Ansaldo STS) is the sole bidder for the supply of such equipment.<ref>{{Cite web|title=NORTH-SOUTH COMMUTER RAILWAY PROJECT (MALOLOS-TUTUBAN) N1CP04: ELECTRICAL AND MECHANICAL SYSTEMS AND TRACKWORKS|url=https://dotr.gov.ph/component/k2/item/1169-north-south-commuter-railway-project-malolos-tutuban-n1cp04-electrical-and-mechanical-systems-and-trackworks.html|publisher=[[Department of Transportation (Philippines)]]|date=August 25, 2021|access-date=November 5, 2021|archive-date=5 November 2021|archive-url=https://web.archive.org/web/20211105004541/https://dotr.gov.ph/component/k2/item/1169-north-south-commuter-railway-project-malolos-tutuban-n1cp04-electrical-and-mechanical-systems-and-trackworks.html|url-status=dead}}</ref>

=== Poland ===
[[High-speed rail in Poland|In Poland]], Level 1 was installed in 2011 on the [[Central Rail Line (Poland)|CMK high-speed line]] between [[Warsaw]] and [[Katowice]]-[[Kraków]], to allow speeds to be raised from {{Convert|160|km/h|abbr=on|round=5}} to {{convert|200|km/h|abbr=on|round=5}}, and eventually to {{convert|250|km/h|0|abbr=on}}.<ref>{{Cite journal | journal = [[Railway Gazette International]] | title = Cab Signalling to Bring 200&nbsp;km/h to Poland | url = http://www.railwaygazette.com/news/single-view/view/cab-signalling-to-bring-200-kmh-to-poland.html | publisher = [[DVV Media Group]] | date = 10 September 2009 | access-date = 25 December 2014 | archive-date = 24 February 2018 | archive-url = https://web.archive.org/web/20180224073041/http://www.railwaygazette.com/news/single-view/view/cab-signalling-to-bring-200-kmh-to-poland.html | url-status = dead }}</ref> The CMK line, which was built in the 1970s, was designed for a top speed of {{convert|250|km/h|abbr=on|round=5}}, but was not operated above {{convert|160|km/h|abbr=on|round=5}} due to lack of [[cab signalling]]. The ETCS signalling on the CMK was certified on 21 November 2013,<ref>{{Cite journal | title = First ETCS Certified in Poland | url = http://www.railwaygazette.com/news/infrastructure/single-view/view/first-etcs-certified-in-poland.html | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 23 December 2013 | access-date = 25 December 2014 | archive-date = 14 March 2016 | archive-url = https://web.archive.org/web/20160314020716/http://www.railwaygazette.com/news/infrastructure/single-view/view/first-etcs-certified-in-poland.html | url-status = dead }}</ref> allowing trains on the CMK to operate at {{convert|200|km/h|abbr=on|round=5}}.<ref>{{Cite journal | title = Polish Pendolino Launches 200&nbsp;km/h Operation | url = http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 15 December 2014 | access-date = 25 December 2014 | archive-date = 16 December 2014 | archive-url = https://web.archive.org/web/20141216062725/http://www.railwaygazette.com/news/passenger/single-view/view/polish-pendolino-launches-200-kmh-operation.html | url-status = dead }}</ref>

In Poland, Level 2 has been installed as part of a major upgrade of the {{convert|346|km|abbr=on}} Warsaw-[[Gdańsk]]-[[Gdynia]] line that reduced Warsaw – Gdańsk travel times from five to two hours and 39 minutes in December 2015.<ref>Dziennik Baltycki, 'Pociagi Gdynia-Warszawa 160&nbsp;km/h?'http://www.dziennikbaltycki.pl/artykul/724293,pociagi-gdyniawarszawa-160-kmh-rusza-ostatni-etap-modernizacji-szyciej-pojedziemy-w-2015,id,t.html</ref> Level 2 has been installed on line E30 between Legnica – Węgliniec – Bielawa Dolna on the German border <ref>{{cite web | title = EP09 z Europejskim System Sterowania|trans-title=EP09 with the European Control System|language=pl | url = http://www.rynek-kolejowy.pl/51831/ep09_z_europejskim_system_sterowania.htm|website=Rynek-Kolejowy.pl | publisher = ZDG|first=Rynek|last=Kolejowy | date = 15 April 2014 | access-date = 18 February 2015}}</ref> and is being installed on the Warsaw-[[Łódź]] line.<ref>{{Cite journal | journal = [[Railway Gazette International]] | date = 12 March 2014 | title = Warszawa–Lódż ERTMS Contract Awarded | url = http://www.railwaygazette.com/news/infrastructure/single-view/view/warszawa-lodz-ertms-contract-awarded.html | publisher = [[DVV Media Group]] | access-date = 26 December 2014 | archive-date = 26 July 2014 | archive-url = https://web.archive.org/web/20140726204432/http://www.railwaygazette.com/news/infrastructure/single-view/view/warszawa-lodz-ertms-contract-awarded.html | url-status = dead }}</ref> As of 2024 the CMK high-speed line is being upgraded to allow a maximum speed of {{convert|250|km/h|abbr=on|round=5}} by upgrading the existing L1 ETCS signalling to L2, until the works are completed by the end of 2025 the maximum speed has been reduced to {{convert|160|km/h|round=5}}.<ref>{{Cite web |last=Portal |first=Kolejowy |date=2023-07-17 |title=Pod koniec 2025 r. na CMK pojedziemy z prędkością do 250 km/h |url=https://kolejowyportal.pl/pod-koniec-2025-r-na-cmk-pojedziemy-z-predkoscia-do-250-km-h/ |access-date=2024-01-29 |website=Kolejowy Portal |language=pl-PL}}</ref>

According to a Tender<ref>{{Cite web |date=2024-01-29 |title=Nowoczesny system zarządzania zwiększy bezpieczeństwo pociągów na linii Kraków - Katowice |url=https://www.plk-sa.pl/o-spolce/biuro-prasowe/informacje-prasowe/szczegoly/nowoczesny-system-zarzadzania-zwiekszy-bezpieczenstwo-pociagow-na-linii-krakow-katowice-9315 |access-date=2024-01-29 |website=PKP Polskie Linie Kolejowe S.A. |language=en}}</ref> put out by the infrastructure manager - [[PKP Polskie Linie Kolejowe|PKP PLK]], a part of the E30 railway between two major population centers - Katowice and Kraków - will be equipped with ETCS L2 signalling by 2027. This will not result in a higher speed limit, as the line is only built for a maximum speed of {{convert|160|km/h|abbr=on|round=5}} <ref>{{Cite web |title=Regulamin sieci 2023/2024 |url=https://www.plk-sa.pl/klienci-i-kontrahenci/warunki-udostepniania-infrastruktury-i-regulaminy/regulamin-sieci/regulamin-sieci-2023/2024 |access-date=2024-01-29 |website=PKP Polskie Linie Kolejowe S.A. |language=en}}</ref>

=== Slovakia ===
In Slovakia, Level 1 has been deployed as part of the [[Bratislava]]–[[Košice]] mainline modernisation program, currently between Bratislava (Výh. Svätý Jur) and [[Žilina]] (AH Príkrik), with the rest of the line to follow on Level 2. The current implementation is limited to {{convert|160|km/h|abbr=on|round=5}} due to limited braking distances between the control segments.{{citation needed | date = March 2022}} In addition, Level 2 has been istalled on the route Žilina - Čadca.

=== Spain ===
* December 2004: [[Zaragoza]] – [[Huesca]] high-speed line in [[Spain]] opens with ETCS Level 1.<ref>{{cite web|url=http://www.webmag.transport.alstom.com/eMag/externe/segment/sig/09_04/ertms/1/333.asp|title=ERTMS Level 1: Trackside on the Zaragoza-Huesca project|date=September 2004|work=Alstom.com|access-date=4 July 2008|archive-url=https://web.archive.org/web/20080716160416/http://www.webmag.transport.alstom.com/eMag/externe/segment/sig/09_04/ertms/1/333.asp|archive-date=16 July 2008|url-status=dead}}</ref>
* December 2007: [[Madrid–Málaga high-speed rail line|Córdoba-Málaga]] High speed line in Spain opens with ETCS Level 1, in addition with LZB and the Spanish ATP system [[Anuncio de Señales y Frenado Automático|ASFA]]. Also, the line has been equipped with ETCS Level 2.
* December 2007: [[Madrid–León high-speed rail line|Madrid-Segovia-Valladolid]] high-speed line opens with ETCS Level 1, with plans to upgrade to Level 2 in the future.
* December 2009: [[Madrid–Barcelona high-speed rail line|Madrid-Zaragoza-Barcelona]] High speed line fully opens with ETCS level 2. First line in the world to run ETCS Level 2.
* December 2010: [[Madrid–Levante high-speed rail network|Madrid-Cuenca-Valencia]] and Madrid-Cuenca-Albacete High speed line opens with [[ERTMS|ETCS]] Level 1, but has also been equipped to upgrade to Level 2 in the future.
* October 2011: ETCS Level 2 was commissioned on the [[Madrid–Barcelona high-speed rail line|Madrid-Barcelona high speed line]], allowing the speed to be raised to {{convert|310|km/h|mph|abbr=on|round=5}} with Madrid-Barcelona travel times reduced to 2 hours 30 minutes.<ref>{{cite journal|date=18 October 2011|title=Madrid–Barcelona at 310&nbsp;km/h with ETCS Level&nbsp;2|url=http://www.railwaygazette.com/news/single-view/view/madrid-barcelona-at-310-kmh-with-etcs-level-2.html|journal=[[Railway Gazette International]]|publisher=[[DVV Media Group]]|access-date=25 December 2014|archive-date=31 March 2015|archive-url=https://web.archive.org/web/20150331215255/http://www.railwaygazette.com/news/single-view/view/madrid-barcelona-at-310-kmh-with-etcs-level-2.html|url-status=dead}}</ref>
* December 2011: [[Madrid–Galicia high-speed rail line|Orense-Santiago]] high speed line opens with [[ERTMS|ETCS]] level 1, but has also been equipped to upgrade to level 2 in the future.
* January 2013: [[Madrid–Barcelona high-speed rail line|Barcelona-Girona-Figueres]] high speed line opens with ETCS level 1. This line connects France to Spain.

=== Sweden ===
* August 2010: In Sweden, the [[Bothnia Line]] was inaugurated using ETCS Level 2.<ref>{{cite news|url=http://www.botniabanan.se/templates/BotniaPressmessage.aspx?id=4771|title=Massive three-day celebration inaugurates the Bothnia Line|date=9 September 2010|publisher=[[Botniabanan]]}}{{Dead link|date=April 2019 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
* November 2010: On [[West Dalarna Line]] in mid Sweden a demonstration run was made using ETCS Level 3 ([[ERTMS Regional]]).
* February 2012: Full commissioning of West Dalarna Line (Repbäcken-Malung) under ETCS Level 3 without lineside signals or track detection devices.<ref>{{cite web|url=http://www.trafikverket.se/pagefiles/29110/regional_eng_webb.pdf|title=ERTMS Regional for a safe and cost-effective railway|date=July 2009|publisher=[[Swedish Rail Administration]]|access-date=27 April 2012}}</ref><ref>{{cite web|url=http://www.trafikverket.se/Privat/Projekt/Dalarna/Vasterdalsbanan-ERTMS-R/|title=Västerdalsbanan, ERTMS Regional -|date=15 February 2012|publisher=[[Swedish Transport Administration]]|language=sv|access-date=27 April 2012}}</ref>
* May 2012: The Transport Administration in Sweden decided to delay the introduction of ERTMS into more Swedish railways a few years, because of the trouble on [[Botniabanan]] and [[Ådalsbanan]] railways, and unclear financing of rebuilding the rolling stock.<ref>{{cite news|url=http://www.svd.se/nyheter/inrikes/prestigeprojekt-for-tagen-skjuts-upp_7222667.svd|title=Prestigeprojekt för tågen skjuts upp|language=sv|author=TT|work=SvD.se|date=23 May 2012 }}</ref>
* December 2013: The [[Haparanda Line]] (Boden-Bredviken) reopened fitted with Level 2 ETCS.<ref>{{cite news |url=https://www.railwaygazette.com/infrastructure/etcs-goes-live-to-haparanda/39081.article |title=ETCS goes live to Haparanda |date=17 January 2014 |work=Railway Gazette International |publisher=DVV Media International |place=Sutton |url-access=registration |access-date=21 April 2023}}</ref> This project also included a new-built section of railway between Bredviken and Haparanda, replacing the old line which had a more inland route. The new line was built to 200&nbsp;km/h high-speed standards.
* September 2024: ERTMS was deployed on parts of the [[Iron Ore Line]] and is planned on all of it in 2029, after years of delays.<ref>{{Cite web|url=https://www.trafikverket.se/vara-projekt/projekt-i-norrbottens-lan/malmbanan-nya-signalsystemet-ertms/|title=Malmbanan, nya signalsystemet ERTMS|access-date=18 September 2024}}</ref><ref>{{Cite web|url=https://bransch.trafikverket.se/om-oss/aktuellt-for-dig-i-branschen3/aktuellt-for-dig-i-branschen/2024-06/nya-datum-for-inkoppling-av-ertms-pa-malmbanan-efter-aterstallningsarbetena/|title=Nya datum för inkoppling av ERTMS på Malmbanan efter återställningsarbetena|access-date=18 September 2024}}</ref> This was the first railway in Sweden and Norway to get ERTMS having high amount of traffic before deployment, and therefore trouble at introduction must be avoided.
* The introduction of ERTMS on the [[Southern Main Line]] Stockholm–Denmark, as part of an EU demand to fit all [[TEN-T]] routes with it, was planned for 2018. This has been delayed in multiple steps, and as of 2022 the plan is for cost reasons to deploy it where [[signalling control]] systems needs to be replaced anyway, starting around 2030 on the Southern Main Line, with planned finished replacement of all ATC installations in Sweden around 2050.<ref>{{Cite web|url=https://bransch.trafikverket.se/for-dig-i-branschen/teknik/ertms--nytt-signalsystem/utbyggnad-av-ertms/|title=Utbyggnad och tidplaner för ERTMS|website=Trafikverket|access-date=21 April 2023|archive-date=21 April 2023|archive-url=https://web.archive.org/web/20230421173630/https://bransch.trafikverket.se/for-dig-i-branschen/teknik/ertms--nytt-signalsystem/utbyggnad-av-ertms/|url-status=dead}}</ref>

=== Switzerland ===
[[File:CH ETCS 2007.PNG|thumb|two high-speed lines have been using Level 2 in Switzerland by 2007 (shown red)]]
* December 2004: ETCS Level 2 is to be installed on the [[Mattstetten–Rothrist new line|Mattstetten-Rothrist new line]], a high-speed line opened in 2004 between [[Bern]] and [[Zürich]] for train speeds of {{convert|200|km/h|mph|abbr=on|round=5}}. This ETCS Level 2 installation was the pioneering ETCS installation in Switzerland. Technical problems with the new ETCS technology caused ETCS operation to be put off past the planned starting date.
* February 2006: ETCS Level 2 is finally installed on the Mattstetten–Rothrist line. ETCS Level 2 operation was fully implemented in March 2007.<ref>{{Cite journal | title = Alstom Awarded ERTMS Service Contract | url = http://www.railwaygazette.com/news/single-view/view/alstom-awarded-ertms-service-contract.html | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 29 January 2009 | access-date = 25 December 2014 | archive-date = 16 July 2014 | archive-url = https://web.archive.org/web/20140716080807/http://www.railwaygazette.com/news/single-view/view/alstom-awarded-ertms-service-contract.html | url-status = dead }}</ref>
* June 2007: The [[Lötschberg Base Tunnel]], part of the Swiss [[NRLA]] project, opens with ETCS Level 2 and went in commercial use in December.<ref>{{cite magazine|url=http://www.railwaygazette.com/news/single-view/view/ertms-the-view-from-the-cab.html|title=ERTMS: the view from the cab|date=15 November 2007|magazine=[[Railway Gazette International]]|first=Chris|last=Jackson|access-date=4 June 2017|archive-date=18 January 2016|archive-url=https://web.archive.org/web/20160118152824/http://www.railwaygazette.com/news/single-view/view/ertms-the-view-from-the-cab.html|url-status=dead}}</ref>
* Switzerland has announced in 2011 that it will switch from its national ZUB/Signum to ETCS Level 1 for conventional rail by enabling L1 LS packets on its transitional Euro-ZUB balises during 2017.<ref name="ser-2011-543">SBB, Walter von Andrian: ''ETCS L1 LS und Geschwindigkeitsüberwachung bei den SBB''. In: [[Eisenbahn-Revue International]], Heft 11/2011, {{ISSN|1421-2811}}, S.&nbsp;543</ref>
* As of September 2022, ETCS has been installed on the entire state-owned network, Level 2 is used on ten lines (section between Berne and Olten, base lines through the Lötschberg, Gotthard and Ceneri tunnels, sections between Lausanne and Sierre). The upgrade of the entire network to Level 2 is considered a long-term goal for which no explicit deadline has been set; conversion of lines will be continuously evaluated on a case-by-case basis.<ref name="ch-fot">{{cite web |title=Information for professionals: ETCS |url=https://www.bav.admin.ch/bav/en/home/modes-of-transport/railways/informations-for-professionals/etcs.html |website=Federal Office of Transport |publisher=Swiss Confederation |access-date=10 October 2022 |location=Ittigen}}</ref>

=== Thailand ===
[[State Railway of Thailand]] uses ETCS Level 1 for the signalling on [[Bangkok]]'s [[SRT Red Lines|electrified suburban commuter rail system]].<ref>{{cite web |title=Thales to supply ETCS to Bangkok's suburban train network |url=https://www.railway-technology.com/news/thales-supply-etcs-bangkoks-suburban-train-network/ |website=Railway Technology|date=24 May 2018 |publisher=railway-technology.com |access-date=9 November 2019}}</ref> ETCS Level 1 will also be installed in mainlines extended from [[Bangkok]] to [[Chumphon]] (Southern Line), [[Nakhon Sawan]] (Northern Line), [[Khon Kaen]] (Northeastern Line), [[Si Racha District|Si Racha]] (Eastern Coast Line) and in shortcut line from [[Chachoengsao]] to [[Kaeng Khoi District|Kaeng Khoi]] (Shortcut from Eastern Line to North/Northeastern Line) along with Double Tracking Phase I projects and ATP system upgrade of existing double track lines, both scheduled to be completed in 2022.<ref>{{cite web |title=Thales consortium to install ETCS Level 1 ATP system in Thailand |url=https://www.railway-technology.com/news/thales-consortium-to-install-etcs-level-1-atp-system-in-thailand/ |website=Railway Technology |date=19 September 2019 |publisher=railway-technology.com |access-date=9 November 2019}}</ref>

=== Turkey ===
[[High-speed rail in Turkey|In Turkey]], Level 2 is installed on the Ankara–Konya high-speed line designed for {{convert|250|km/h|mph|0|abbr=on}}.<ref>{{cite journal | url = http://www.railwaygazette.com/news/single-view/view/first-etcs-level-2-contract-awarded-in-turkey.html | access-date = 26 December 2014 | title = First ETCS Level&nbsp;2 Contract Awarded in Turkey | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 27 January 2011 | archive-date = 26 April 2015 | archive-url = https://web.archive.org/web/20150426192252/http://www.railwaygazette.com/news/single-view/view/first-etcs-level-2-contract-awarded-in-turkey.html | url-status = dead }}</ref> The new {{Convert|306|km|mi}} high-speed line has reduced Ankara-Konya travel times from {{frac|10|1|2}} hours to 75 minutes.<ref>{{cite journal | title = Opening of Ankara–Konya Fast Line Completes Strategic Link | url = http://www.railwaygazette.com/news/single-view/view/ankara-konya-fast-line-completes-strategic-link.html | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 24 August 2011 | access-date = 26 December 2014 | archive-date = 13 August 2020 | archive-url = https://web.archive.org/web/20200813120617/https://www.railwaygazette.com/news/single-view/view/ankara-konya-fast-line-completes-strategic-link.html | url-status = dead }}</ref>

=== United Kingdom ===
{{Main|: European Rail Traffic Management System in Great Britain}}
* October 2006: [[Network Rail]] announced that ETCS would be operational on the [[Cambrian line]] in December 2008 and would cost £59million.
* 2008: On the Cambrian line Network Rail will install in-cab ETCS Level 2, specification 2.3.0d. This level does not require conventional fixed signals – existing signals and RETB boards will be removed. Additionally, the lineside speed signs will be redundant – drivers are given the appropriate maximum speed on the cab display. The main supplier was [[Hitachi Rail STS|Ansaldo STS]]. [[SNC-Lavalin Rail & Transit|Interfleet Technology]] of [[Derby]] was commissioned to carry out the design for the passenger rolling stock and subsequently managed the installation on-site at [[Arriva TrainCare|LNWR, Crewe]] under contract to Ansaldo STS. Eldin Rail was contracted by Ansaldo STS as its infrastructure partner managing and installing all aspects of lineside infrastructure including the purpose-built Control Centre. During the design phase the key project stakeholders; Network Rail, [[Arriva Trains Wales]] and [[Angel Trains]] were all consulted to ensure the design was robust due to the criticality of the project, as the first installation of its kind in the UK. Twenty-four [[British Rail Class 158|Class 158s]] were fitted as well as three [[British Rail Class 97#97301–97304|Class 97/3]] locomotives (formerly [[British Rail Class 37|Class 37s]]) to be used for piloting services.<ref>{{cite news|url=http://www.networkrailmediacentre.co.uk/content/Detail.aspx?ReleaseID=5009&NewsAreaID=2|title=PIONEERING RAIL TECHNOLOGY GETS TESTED IN WALES|date=12 February 2010|publisher=Network Rail|url-status=dead|archive-url=https://web.archive.org/web/20110929042530/http://www.networkrailmediacentre.co.uk/content/Detail.aspx?ReleaseID=5009&NewsAreaID=2|archive-date=29 September 2011}}</ref> The Class 97/3 design and installation was provided by Transys Projects of [[Birmingham]] for Ansaldo STS.
* 2010: Beginning of the national roll-out of ETCS in the United Kingdom.<ref>{{cite news|url=http://www.rmtbristol.org.uk/2007/10/2017_start_date_for_great_west.html|title=2017 start date for Great Western ERTMS upgrade|date=9 October 2007|publisher=National Union of Rail, Maritime & Transport Workers|url-status=dead|archive-url=https://web.archive.org/web/20071226182631/http://www.rmtbristol.org.uk/2007/10/2017_start_date_for_great_west.html|archive-date=26 December 2007}}</ref>
* February 2010: The Cambrian ETCS – [[Pwllheli railway station|Pwllheli]] to [[Harlech railway station|Harlech]] Rehearsal commenced on 13 February 2010 and successfully finished on 18 February 2010. The driver familiarisation and practical handling stage of the Rehearsal has provided an excellent opportunity to monitor the use of GSM-R voice in operation on this route. The first train departed Pwllheli at 0853hrs in ERTMS Level 2 Operation with GSM-R voice being used as the only means of communication between the driver and the signaller.
* October 2010: The commercial deployment of ETCS Level 2 by passenger trains started on the Cambrian Line between Pwllheli and Harlech in [[Wales]] without lineside signals.<ref>{{cite journal | url = http://www.railwaygazette.com/news/single-view/view/uks-first-etcs-level-2-signalling-goes-live.html | access-date = 26 December 2014 | title = UK's First ETCS Level&nbsp;2 Signalling Goes Live | journal = [[Railway Gazette International]] | publisher = [[DVV Media Group]] | date = 16 November 2010 | archive-date = 24 September 2015 | archive-url = https://web.archive.org/web/20150924144753/http://www.railwaygazette.com/news/single-view/view/uks-first-etcs-level-2-signalling-goes-live.html | url-status = dead }}</ref>
* March 2011: Full commissioning of Cambrian Line (Sutton Bridge Junction-Aberystwyth or Pwllheli) in Wales under ETCS level 2.<ref>{{cite news|url=http://www.railmagazine.com/news/default.asp?storyID=24|title=CAMBRIAN LINE ERTMS GETS GO-AHEAD|date=20 February 2011|publisher=[[Rail (magazine)|Rail]]|access-date=4 June 2017|archive-url=https://web.archive.org/web/20110715150757/http://www.railmagazine.com/news/default.asp?storyID=24|archive-date=15 July 2011|url-status=dead}}</ref>
* In 2013, a Network Rail class 97/3 locomotive with Hitachi's Level 2 onboard equipment successfully completed demonstration tests.<ref>{{cite magazine|url=http://www.railjournal.com/index.php/signalling/etcs-level-2-successfully-operated-in-britain.html|title=Hitachi ETCS Level 2 tested in Wales|date=11 June 2013|magazine=[[International Railway Journal]]|access-date=31 January 2017}}</ref>
* July 2015: As part of the [[Thameslink Programme]], ETCS is used for the first time in the Core using new [[British Rail Class 700]] rolling stock. This upgrade is in order to raise capacity in the core to up to 24tph.
* 2020: The [[TfL Rail#Heathrow branch|Heathrow branch]] of the [[Elizabeth line]] started using ETCS.
* November 2023: As part of the East Coast Digital Programme, the [[British Rail Class 717]] operated in ETCS Level 2 in passenger service on the [[Northern City Line]] for the first time. The first train to transition was 717018 with train running number 2B11 on 27 November.<ref>{{Cite web |date=2023-11-27 |title=Commuters look forward to more reliable services as first passenger trains run to City of London using digital signalling |url=https://www.mynewsdesk.com/uk/govia-thameslink-railway/pressreleases/commuters-look-forward-to-more-reliable-services-as-first-passenger-trains-run-to-city-of-london-using-digital-signalling-3289065 |access-date=2023-11-27 |website=Mynewsdesk |language=en}}</ref>
* 2025: ETCS is to be rolled out across the country in coming years; some trains will run in digital-only mode from the end of 2025. ETCS was fitted to the 2017 [[LNER Peppercorn Class A1 60163 Tornado|A1 60163 Tornado]], the first steam locomotive built in the UK in 50 years. This is the first time that a steam locomotive has been so fitted, and it is hoped that it will continue to make it legally possible to run heritage [[steam train]]s on the  national network as the technology becomes a requirement.<ref>{{cite news| last=Puddicombe | first=Daniel | title='Nobody has done this before': Britain's beloved steam trains trial pioneering technology |newspaper=The Guardian | date=19 April 2025 | url=https://www.theguardian.com/uk-news/2025/apr/19/nobody-has-done-this-before-britains-beloved-steam-trains-trial-pioneering-technology}}</ref>

== See also ==
* [[Communications-based train control]]
* [[Interoperable Communications Based Signaling]]

== Notes ==
{{notelist}}

== References ==
{{Reflist}}

== External links ==
{{Commons category|European Train Control System}}
* [https://www.era.europa.eu/activities/european-rail-traffic-management-system-ertms_en ERTMS website] at the European Union Agency for Railways (including ETCS specs)
* [https://archive.today/20150920165125/http://www.uic.org/ETCS ETCS homepage of the UIC]
* [http://findarticles.com/p/articles/mi_m0BQQ/is_2_43/ai_99751293/?tag=content;col1 BNET United Kingdom: Can ERTMS/ETCS become URTMS/UTCS?]

{{Railwaysignalling}}
{{Authority control}}

[[Category:European Rail Traffic Management System]]
[[Category:Railway signalling block systems]]
[[Category:Train protection systems]]