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Increasing railway line capacity starts with increased automation
An important aspect of the European Rail Traffic Management System (ERTMS) is its ability to meet increasing demand for better on-time performance, line capacity, and energy optimised driving. But while the answer is automation, the question remains: ‘how much’?
Automatic Train Operation (ATO) is a method of operating trains automatically where the driver is either not required at all or serves a supervisory function at most. The ‘how much’, or degree of automation, is indicated by the Grade of Automation (GoA), with GoA4 indicating a train that is automatically controlled without any onboard staff (see table for more details).
| GoA | GoA name | Train Operator | Description |
| 1 | Non-automated train operation | Train driver in the cab | The train is driven manually but protected by automatic train protection (ATP). This GoA can also include providing advisory information to assist manual driving. |
| 2 | Semi-automated train operation
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Train driver in the cab
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The train is driven automatically, stopping is automated but a driver in the cab is required to start the automatic driving of the train, the driver can operate the doors (although this can also be done automatically), the driver is still in the cab to check that the track ahead is clear, and to carry out other manual functions. The driver can also take over in emergency or degraded situations. |
| 3 | Driverless train operation | Train attendant on-board the train | The train is operated automatically, including automatic departure, but a train attendant has some operational tasks, e.g. operating the train doors (although this can also be done automatically) and can assume control in case of emergency or degraded situations. |
| 4 | Unattended train operation | No staff on-board competent to operate the train | Unattended train operation. All functions of train operation are automatic with no staff on-board to assume control in case of emergencies or degraded situations. |
ATO over European Train Control System (ETCS) is a system that allows trains to drive automatically while adhering to timetables and European signalling. Designed to be used across the entire European railway network, ATO over ETCS has the potential to help railway operators increase capacity and optimise existing networks. It can also allow trains to run at closer intervals, which can improve passenger service. Other benefits include reduced energy use, lower operating costs, improved punctuality, and smoother, more comfortable journeys for passengers.
Although a few railway projects have already achieved GoA2, leveraging the full potential of ATO over ETCS will likely require a higher grade of automation (GoA3, GoA4). However, this first requires the development and validation of appropriate ATO over ETCS standards applicable to all types of rail lines (e.g. main, high speed, urban, suburban, regional, freight).
Enter Europe’s Rail.
Not only did the Joint Undertaking deliver a solid basis for future standard specifications for ATO over ETCS up to GoA3/4, it also demonstrated that the specifications were practicable and interoperable.
The specification
Between 2016 and 2021, the Shift2Rail Joint Undertaking, the predecessor to Europe’s Rail, tested and delivered a set of specifications known as ATO GoA2.
As to the testing, in 2019, testing in the United Kingdom took place on passenger trains. In parallel, testing in Switzerland was organised to test the prototypes developed during the framework of the programme. This allowed the JU to assess whether the key requirements agreed upon at the inception of the project were properly implemented and working in real operational conditions. It was also an opportunity to ensure that the prototypes developed by the involved suppliers were interoperable and interchangeable. Integration testing was another key aspect of this testing and validation activity.
On the basis of these tests, the specifications entered into a cycle of review and revision, under the umbrella of the European Union Agency for Railways (ERA), with the ultimate objective being to enter the Control Command and Signalling Technical Specification for Interoperability (CCS TSI) as part of an additional function to ETCS.
The new regulation entered into force in 2023, thus concluding years of intense work and allowing Railway Undertakings and Infrastructure Managers to start deploying ATO on the basis of a commonly agreed, tested, and interoperable set of specifications.
Building on this, a detailed specification at higher grades of automation was developed. Not only does the specification include the operational concept, system architecture, and system requirements, it also defines the operational needs associated with the different levels of GoA.
The new specification includes two components beyond what is included in the original GoA2 architecture:
- Perception component: emulates the perception of the driver
- Automatic processing module: emulates driver behaviour in case of an incident
Together, these components help automate several functions currently performed by a driver in main line operations.
The prototypes
The specification served as the basis for the development and testing of up to GoA4 prototypes.
Test benches were set up in two supplier laboratories where the modular prototypes were tested for interoperability and interchangeability.
In addition to validating the specification, the tests also showed that the prototype components complied with the logical architecture as defined by the specification.
Ultimately, the prototypes for ATO up to GoA4 achieved a technology readiness level (TRL) 6 (technology demonstrated in relevant environment).
The demonstrator
Based on the lab results, an ATO over ETCS up to GoA3/4 technical demonstrator (TD) was prepared for a real railway line. The TD consisted of one pilot train that hosted the ATO over ETCS prototypes and was operated on a section of the Czech Republic’s Kopidlno line.
Key findings
- Eight different configurations were successfully integrated, with each configuration using devices that are interoperable, interchangeable, and able to provide basic functionality (as defined by selected operational scenarios).
- Two remote driving configurations were successfully tested in such operational situations as passing an unprotected level crossing and reacting to an obstacle.
Conclusion and next steps
The TD demonstrated that increased automation can indeed be achieved using interoperable solutions. Specifically, it confirmed that standard specifications for ATO over ETCS up to GoA2/4 are practicable and interoperable and that ATO can further save energy and improve railway line capacity – ultimately improving rail’s attractiveness while lowering costs.
The specification will now be further developed inside the Europe’s Rail programme, where work will take into account addition use cases (e.g. operations on less dense lines and in conjunction with additional automation on the trackside – level crossing). The goal is to organise additional and larger testing campaigns to ensure the adequate level of safety and performance of the system.
In summary
Achieving higher grades of automation with ATO up to GoA3/4 will reduce headways and increase line capacity. It will also improve the performance of railway traffic in terms of safety, reliability, and punctuality, not to mention lower operational costs due to the implementation of energy optimised driving and a reduction in the number of operational staff.