Vehicles capable of steering, braking and accelerating independently: automated driving will have a fundamental impact on how we get about. It promises enhanced road safety, new approaches to mobility and improved traffic flows. Find out about the technologies behind it, the legal framework that applies and how the five levels of automation differ.
Whether self-driving shuttles, robotaxis or delivery robots... pilot schemes provide valuable practical experience. FEDRO supports these projects by ensuring that the appropriate legal framework is in place and providing practical support for their introduction. All organisations planning projects in public road space are invited to contact us at an early stage so that we can work together to obtain the necessary permits:
What is automated driving?
Automated driving refers to a vehicle's ability to perform certain
driving tasks independently – without the driver having to constantly
intervene. The vehicle steers, accelerates and brakes independently under
defined conditions.
The spectrum ranges from simple assistance
systems such as lane departure warning and distance control systems – which do
not yet count as automated driving – to highly and fully automated systems that
take over all driving tasks. At the highest levels, human intervention is no
longer necessary: the vehicle handles all traffic situations independently.
The five levels of automation
Automation is divided into five levels according to the taxonomy of the Society of Automotive Engineers (SAE).
Level 1 - Driver assistance
Level 2 - Partially driving automation
Level 3 - Conditional driving automation
Level 4 - High driving automation
Level 5 - Full driving automation
Assistance systems take over either the longitudinal or lateral control of the vehicle. However, control remains entirely with the driver, who must constantly monitor the system.
This allows the vehicle to combine both longitudinal and lateral control, but the driver remains responsible and must be ready to intervene at any time.
The vehicle takes over all driving tasks within defined scenarios, such as on motorways. Drivers are allowed to sit back at times during this phase but must be ready to take back control when requested.
In Stufe 4 geht es noch einen Schritt weiter: Das Fahrzeug kann auf bestimmten Strecken, etwa in Parkhäusern oder speziell ausgewiesenen Zonen, vollständig selbstständig fahren. Selbst im Notfall ist kein menschliches Eingreifen mehr erforderlich, da das System in der Lage ist, eigenständig einen sicheren Zustand herzustellen.
No human intervention is required at all.
Why automated driving?
Automated driving is becoming an increasingly integral part of mobility spurred on by safety, social, economic and technological factors.
The most important factor is road safety: the vast majority of accidents are caused by human behaviour, such as distraction, fatigue or misconduct. Automated systems have the potential to significantly reduce such accidents.
Automated driving also offers economic and environmental benefits: fewer accidents mean lower costs and reduced energy consumption. Smooth, anticipatory driving can reduce energy consumption by up to 30 per cent and CO₂ emissions by the same amount.
This technology also opens up new opportunities for society. Those without a driving licence, those with disabilities and the elderly gain new access to mobility. In rural areas, automated shuttles could bridge gaps in public transport provision.
What is needed for automated driving?
Technically speaking, automated driving relies on the interaction of sensors, intelligent data processing and a clear legal framework. Sensors, such as cameras, radar and LIDAR, continuously scan the surroundings and provide the information needed for driving decisions. Critical systems are designed to be redundant, ensuring they remain functional even in the event of failure.
Artificial intelligence algorithms process this data to recognise objects and traffic situations; they also use high-precision, real-time maps for this purpose. In the future, communication with infrastructure and other road users will be incorporated, for instance to provide information on traffic lights, road signs or faults. The infrastructure will have to be adapted accordingly.
Legally, Switzerland has permitted various automated driving applications since March 2025. The recording of relevant system data in the vehicle is mandatory. Additionally, ethical guidelines and international standards (e.g. ISO) provide clarity on issues such as decision-making in critical situations.
Research and development
How are automated vehicles changing our roads and our society? FEDRO is conducting research into key issues relating to infrastructure, regulation and data exchange, thereby laying the foundations for safe and sustainable mobility.
Research and development on automated driving
Current research focuses on changes to the requirements for roads and roadside infrastructure resulting from automated driving. Empirical research is also being conducted to examine the potential societal and economic impacts. Research is also addressing existing legal uncertainties, such as the definition of monitoring obligations for operators of driverless vehicles. FEDRO has commissioned the following research projects:
Automatisiertes Fahren. Auswirkungen auf die Strassenverkehrssicherheit. Schlussbericht vom 31. Mai 2018. Eine Studie von EBP Schweiz AG im Auftrag des Fonds für Verkehrssicherheit (FVS). (PDF, 907 kB, 05.07.2018)Gemäss Verkehrsunfallstatistik der Schweiz sind heute rund 90 Prozent der Strassenverkehrsunfälle auf menschliches Versagen zurückzuführen. Welches Sicherheitspotenzial das automatisierte Fahren birgt bzw. wie sich das automatisierte Fahren und die damit einhergehende Automation des Strassenverkehrs auf das Unfallgeschehen auswirken könnte, ist Gegenstand der vorliegenden Studie.
Chancen und Risiken des Einsatzes von Abstandshaltesystemen sowie des Platoonings von Strassenfahrzeugen - Machbarkeitsanalyse (PDF, 4 MB, 08.03.2018)Das Ziel der Studie ist das Erkennen möglicher Chancen und Risiken des Einsatzes von Abstandhaltesystemen, darunter des Platoonings (Kolonnenfahrten in geringen Abständen dank Vernetzung) in der Schweiz. Zudem sollen Grundlagen geschaffen werden, um allfällige Gesuche für Pilotprojekte im Truck Platooning zu bearbeiten und den Handlungsbedarf für das Schaffen technischer und verkehrlicher Voraussetzungen zu bestimmen.
Legal basis – framework conditions for automated driving
Clear rules for new technologies
Automated driving requires a reliable legal framework – both nationally and internationally. With the Road Traffic Act, the Ordinance on Automated Driving (OAD) and other ordinances, Switzerland is creating the conditions for safe innovation.
1. Basis in Swiss legislation
2. International integration
3. Challenge: establishing internationally uniform rules
Articles 25a to 25g of the Road Traffic Act (RTA) form the basis of the national legal framework. They grant the Federal Council the authority to regulate certain use cases and so allow the operation of automated vehicles at levels 3 and 4. The aim is to enable innovation while ensuring traffic and data security.
The Ordinance on Automated Driving (OAD) specifies three use cases:
- Vehicle with takeover request: Vehicles that can drive automatically on motorways without the driver having to monitor the system continuously. However, the driver must remain ready to take over the driving task again.
- Vehicle with an automated parking system: The system can move the vehicle without the driver being present within parking areas that are separated from flowing traffic and approved by the authorities, and park it there.
- Driverless vehicle: Systems that travel driverless on routes approved by the canton. They must be supervised by operators.
FEDRO provides guidelines to help the responsible authorities assess routes or parking areas.
If damage is caused by an automation system, the established principle of owner liability applies. In the event of a possible system error, the owner's liability insurance is free to consider recourse against the system manufacturer.
In order for an automation system to be approved for use in traffic, it must have type approval and therefore comply with the technical requirements of the Ordinance on the Technical Requirements for Road Vehicles (RVTRO). This defines technical requirements and safety standards such as brakes, lighting and accident data recorders (‘black boxes’).
Further information: Verordnung über das automatisierte Fahren
Automated driving is a global issue. International standards – such as those of the UNECE World Forum for Harmonisation (WP.29) or the European Union – are incorporated into Swiss national law via the annexes to the Ordinance on the Technical Requirements for Road Vehicles (RVTRO). These include, among others:
- UN Regulation 157: Automated Lane Keeping systems (Motorway pilot)
- UN Regulation 160: Event Data Recorder
- Implementing Regulation (EU) 2022/1426: automated parking, driverless vehicles
International agreements, in particular the Vienna Convention on Road Traffic, also contribute to the harmonisation of traffic regulations and create the conditions for the cross-border use of automated systems.
The widespread use of automated vehicles requires standardised technical requirements and compatible infrastructure. International data exchange – for example, of sensor data or AI models – also requires clear data protection standards and ethical guidelines.
However, differing legal frameworks around the world make scaling difficult. A coordinated, international approach is needed to create legal certainty and trust in the technology.
Further informationen on the legal framework