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Automated train operation

Automated Train Operations (ATO) automatically applies pre-defined driving profiles for acceleration, cruising and braking

Transport efficiencyTrains
Figure 1: (Bastian & Bastian, 2026)

Value proposition

  • Lower energy consumption

  • Improves rail capacity

  • Can improve terminal planning

  • Improves hinterland connections

ATO automatically applies pre-defined driving profiles for acceleration, cruising and braking. This reduces variation between individual driving styles and allows trains to follow the timetable and stop more consistently. ATO can also optimise speed and coasting to reduce energy use and improve the use of available rail capacity. It supports staff by automating repetitive driving tasks, while the driver remains responsible for supervision and exceptional situations at GoA2. For ports, more predictable train movements can improve terminal planning and hinterland connections. Benefits depend on the deployment of the European Rail Traffic Management System (ERTMS), compatible rolling stock, digital timetables and safe fallback procedures.

Groups of innovations

  • ATO over ETCS at GoA2

    The train automatically controls traction and braking while a driver supervises the journey. Timing: pilot to early deployment; Pros: improves consistency and energy use; Cons: requires compatible ETCS and rolling stock.

  • ATO trackside and journey profiles

    Trackside systems send timetable, stopping and route data to the train. Timing: short to medium term; Pros: supports punctual driving; Cons: depends on accurate operational data.

  • Automated yard and terminal movements

    Automation supports low-speed movements between terminals, sidings and marshalling areas. Timing: pilot to scale-up; Pros: reduces waiting and manual driving; Cons: complex interfaces and obstacle detection.

  • Remote Train Operation fallback

    Qualified staff can monitor or control a train remotely in defined situations. Timing: pilot; Pros: supports degraded operations; Cons: requires secure connectivity and clear responsibility.

  • Traffic-management integration

    ATO data is linked to traffic management, terminal planning and port-call systems. Timing: short to medium term; Pros: improves coordination; Cons: requires interoperability and data sharing.

  • Higher-grade automation

    GoA3 and GoA4 require advanced perception and fallback systems. Timing: long term; Pros: greater flexibility; Cons: regulation and technology are still developing.

Impact

Impact level per aspect
ImpactLevelRemark
Lower energy consumptionMedium impact
Optimised traction and braking can reduce energy use.
Port efficiencyLarge impact
More consistent train movements can improve terminal and yard planning.
Rail capacityMedium impact
More predictable driving can support better infrastructure use.
SafetyMedium impact
Automation reduces some human variability but creates new system risks.
Human capitalLarge impact
Roles shift toward supervision, exceptions and digital operations.
Digital port ecosystemLarge impact
ATO requires reliable data exchange across the rail chain.

Port characteristics

Ports that should prioritise ATO are ports with high rail volumes, regular services and in best cases access to ERTMS-equipped corridors. Container, bulk and industrial ports can benefit because their flows are often concentrated and repeatable. Ports with modern rail traffic management, digital train data and controlled rail areas are better prepared. Large ports may focus first on GoA2 mainline services and automated yard movements. The most likely candidates are ports where infrastructure managers, railway undertakings, terminals and technology providers can test one complete service together.

Barriers and enablers

Enablers

  • Standards & regulationEnabler

    ERTMS/ATO GoA2 specifications provide a basis for interoperable deployment.

  • DirectionalityEnabler

    European rail automation programmes and freight trials create momentum.

  • KnowledgeEnabler

    Pilots provide experience, and freight-specific operational knowledge is still developing.

Barriers

  • Stakeholder interactionBarrier

    ATO requires alignment between ports, infrastructure managers, operators and terminals.

  • TechnologyBarrier

    GoA2 components are available, while higher grades still require development.

  • EconomicBarrier

    Onboard and trackside upgrades require investment, while early deployment remains limited.

  • InfrastructureBarrier

    ERTMS coverage, connectivity and compatible port rail systems remain constraints.

[Step 1]

How to implement?

  1. Step 1

    Select suitable routes, trains and port operations

  2. Step 2

    Coordinate the port, infrastructure manager, operators and terminals

  3. Step 3

    Assess ERTMS, connectivity, train data and fallback procedures

  4. Step 4

    Test GoA2 operation and degraded scenarios on one service

  5. Step 5

    Expand proven operation to more trains, routes and terminals

  6. Step 6

    Embed ATO in regular traffic and port planning

Timeline

The arrow below represents the expected development of the TRL of automated train operation.
* Technical Readiness Level

What should a port do in the next 3 years?

A port should identify repeatable rail services that could use ATO. It should map ERTMS coverage, connectivity and digital-data gaps with the infrastructure manager. Roles for the driver, traffic controller, terminal and remote operator must be clear and those operators need training. The port could support one GoA2 pilot or simulation with normal and less optimal scenarios. ATO requirements should also be included in rail and data-platform investments.

Investment overview

CAPEX: Investments may include ATO onboard equipment, ETCS interfaces, train sensors, trackside systems, communication networks and traffic-management integration. Ports may also need upgrades to local signalling and data platforms. Most rolling-stock costs are carried by railway undertakings. OPEX: Operational costs include software, connectivity, system monitoring, maintenance, cybersecurity, training and testing. Additional costs arise from approvals and managing mixed ATO and conventional traffic. Savings may come from energy efficiency and more predictable operations.

Stakeholder overview

Below is an overview of the required involved stakeholders. Port authorities coordinate port strategy and digital integration. Infrastructure managers provide signalling, train paths and traffic management. Railway undertakings operate the trains and invest in onboard systems. Terminal operators align loading and yard processes. The European Union Agency for Railways, national safety authorities and notified bodies support rules and approvals. Technology suppliers, telecom providers, staff representatives and training institutes support implementation.
Blue stakeholders are essential, white stakeholders are enabling

Knowledge base

Blue stakeholders are essential, white stakeholders are enabling

Knowledge base

  • [Reference 1]