Automatic train operation

Operation of ATO

Many modern systems are linked with automatic train protection (ATP) and, in many cases, automatic train control (ATC) where normal signaling operations such as route setting and train regulation are carried out by the system. The ATC and ATP systems will work together to maintain a train within a defined tolerance of its timetable. The combined system will marginally adjust operating parameters such as the ratio of power to coasting when moving and station dwell time in order to adhere to a defined timetable.

Whereas ATP is the safety system that ensures a safe spacing between trains and provides sufficient warning as to when to stop. ATO is the "non-safety" part of train operation related to station stops and starts, and indicates the stopping position for the train once the ATP has confirmed that the line is clear.

The train approaches the station under clear signals, so it can do a normal run-in. When it reaches the first beacon – originally a looped cable, now usually a fixed transponder – a station brake command is received by the train. The on-board computer calculates the braking curve to enable it to stop at the correct point, and as the train runs in towards the platform, the curve is updated a number of times (which varies from system to system) to ensure accuracy.

When the train has stopped, it verifies that its brakes are applied and checks that it has stopped within the door-enabling loops. These loops verify the position of the train relative to the platform and which side the doors should open. Once all this is complete, the ATO will open the doors. After a set time, predetermined or varied by the control centre as required, the ATO will close the doors and automatically restart the train if the door closed proving circuit is complete. Some systems have platform screen doors as well. ATO will also provide a signal for these to open once it has completed the on-board checking procedure. Although described here as an ATO function, door enabling at stations is often incorporated as part of the ATP equipment because it is regarded as a "vital" system and requires the same safety validation processes as ATP.

Once door operation is completed, ATO will accelerate the train to its cruising speed, allow it to coast to the next station brake command beacon and then brake into the next station, assuming no intervention by the ATP system.

Advantages of GoA3+

In 2021, the Florida Department of Transportation funded a review by scientists from Florida State University, University of Talca and Hong Kong Polytechnic University, which showed the following advantages of autonomous trains:

1. Eliminating human sources of errors
2. Increasing capacity by stronger utilisation of existing rail tracks
3. Reduction of operational costs. Paris Métro reduced its operational costs in case of GoA 4 by 30%.
4. Increasing overall service reliability
5. Improving fleet management and service flexibility
6. Increasing energy efficiency

Accidents and incidents involving ATO

While ATO has been proven to drastically reduce the chance of human errors in railway operation, there have been a few notable accidents involving ATO systems:

ATO research projects

Future

In October 2021, the pilot project of the "world's first automated, driverless train" on regular tracks shared with other rail traffic was launched in Hamburg, Germany. The conventional, standard-track, non-metro train technology could, according to reports, theoretically be implemented for rail transport worldwide and is also substantially more energy efficient.

ATO was introduced on the London Underground's Circle, District, Hammersmith & City, and Metropolitan lines by 2022. ATO is used on parts of Crossrail. Trains on the central London section of Thameslink were the first to use ATO on the UK mainline railway network with ETCS Level 2.

In April 2022, JR West announced that they would test ATO on a 12-car W7 series Shinkansen train used on the Hokuriku Shinkansen at the Hakusan General Rolling Stock Yard during 2022.

All lines built for the new Sydney Metro feature driverless operation without any staff in attendance.

From 2012, the Toronto subway underwent signal upgrades in order to use ATO and ATC over the next decade. Work has been completed on sections Yonge–University line. The underground portion of Line 5 Eglinton was equipped with ATC and ATO in 2022. The underground portion will use a GoA2 system while the Eglinton Maintenance and Storage Facility will use a GoA4 system and travel driverless around the yard. The Ontario Line is proposed have a GoA4 driverless system and will open in 2030.

Since March 2021, SNCF and Hauts-de-France region have begun an experimentation with a French Regio 2N Class, equipped with sensors and software (fr).

In 2025, regular driverless passenger services on the line from Kopidlno to Dolní Bousov will be resumed by AŽD Praha.

The Vienna U-Bahn is scheduled to be equipped with driverless ATO in 2026 on the new U5 line.

In a pilot project of Digirail two Stadler FLIRT trainsets (Sm5) will be equipped with ATO (and ETCS) for testing purposes by Siemens Mobility.