{"id":305522,"date":"2025-10-22T17:06:02","date_gmt":"2025-10-22T07:06:02","guid":{"rendered":"https:\/\/www.railfreight.com\/?p=66806"},"modified":"2025-10-22T17:06:02","modified_gmt":"2025-10-22T07:06:02","slug":"futurail-and-the-road-towards-automated-rail-freight","status":"publish","type":"post","link":"https:\/\/www.vibewire.com.au\/?p=305522","title":{"rendered":"Futurail and the road towards automated rail freight"},"content":{"rendered":"

Automation in rail freight is still in its infancy, but the number and size of companies in this sector is increasing. RailFreight.com had an exclusive interview with Alex Haag, CEO and co-founder of Futurail, a company developing technologies for self-driving trains.<\/strong>
\n<\/span>The company, based in Strasbourg and Munich, implements cameras, sensors and lidar technology on board of trains to assess possible dangers in front of them and adapt the speed accordingly. For example, Futurail technology can spot problems along the tracks such as animals or stuck vehicles and promptly stop the train, increasing safety.<\/p>\n

How does it work?<\/h2>\n

The parameters for the technologies such as Futurail\u2019s have slightly different approaches for freight and passenger trains. \u201cFreight trains have different parameters, they go at lower speeds but they don\u2019t brake as well as passenger convoys\u201d, Haag highlighted. However, the application remains basically the same, with the installation of sensors on the locomotives. One of the main differences is that passenger trains are equipped with cameras at both ends plus some on the side to make sure that \u201cno passenger gets stuck in the doors\u201d, he said.<\/p>\n

Tests in shunting mode<\/h2>\n

Futurail is currently running various tests. \u201cOne of our sensor boxes is mounted on a train in Belgium which has been running for over two years\u201d, Haag explained. This test train, he added, has been collecting data on the whole network, but particularly in shunting yards and depots. This is because shunting and terminal operations are the easiest starting point for Futurail\u2019s applications to the rail freight industry.<\/p>\n

The decision of starting with shunting yards and terminals has different causes. First of all, trains travel slower, shortening the braking distance. In addition, they are places where human presence is still significant. \u201cIt is unlikely to get a cow or a tree stuck on the tracks in a terminal, but if it happens there is likely someone nearby who can spot it\u201d.<\/p>\n

\"Image:
Image: \u00a9 Futurail<\/figcaption><\/figure>\n

Certification for shunting operations in two years<\/h2>\n

On the other hand, main railway lines running through uninhabited areas in the countryside do not have this \u2018privilege\u2019, Haag pointed out. Here, autonomous trains would run unsupervised for longer periods of time and at higher speeds, not the ideal conditions for initial testing. \u201cI think the key is to go step-by-step. Coming from the automotive sector where these automation projects often tend to overpromise, we now want to be realistic\u201d, the head of Futurail added.<\/p>\n

Haag mentioned that a certification for shunting operations for Futurail is expected in the next two years. \u201cIn another two years we should be ready for regional lines at speeds up to 100km\/h and two years later for main lines with speeds up to 160 km\/h\u201d, he clarified. This process is also being undertaken with a progressive approach. For large-scale deployment on a EU level, the road may be a little longer. This is why Futurail thinks it is easier to first discuss options with single Member States and then take it to the next level.<\/p>\n

Futurail\u2019s business case<\/h2>\n

Another key highlight of this project is its business case, which shows how advantageous automation can be for the rail sector compared to the road. \u201cLocomotives are used much more than, for instance, taxis. Plus, train drivers tend to drive less due to stricter regulatory constraints\u201d, as Haag put it. Automating one taxi would replace one driver, while the same process on a train can replace up to five.<\/p>\n

This, Haag argued, would help to alleviate two problems. First, it would contribute to addressing the issue of train drivers shortages, a widespread problem throughout most of Europe. In addition, it should simplify operations. Haag underlined that a train journey has three components: the locomotive, the driver, and the train path. \u201cWith our solution we can remove one third of the hurdles\u201d, he stated.<\/p>\n

One final point analysed by Haag is the allocation of responsibilities in case of malfunctions or accidents. \u201cAs long as we have approvals and follow the rules, the allocation of responsibilities remains the same, we will be liable only if we misrepresented something\u201d, he said. In any case, most of the time the fault is external, meaning bad things happen due to mistakes not attributable to the railways or the train, such as road vehicles misbehaving at level crossings, he concluded.<\/p>\n