The Federal Ministry for Digital and Transport has established a new legal framework for the operation of remotely controlled vehicles on public roads with the Remote Driving Regulation. The regulation was published on July 29, 2025, and will come into effect on December 1, 2025. According to the announcement, this will enable the legally secure use of teleoperations in public road traffic.
This creates a clear legal framework for the testing of remotely controlled motor vehicles in public road traffic, as described by Christian Hirte, Parliamentary State Secretary at the Federal Minister for Transport.
“In a five-year testing phase, we enable innovation without losing sight of safety and responsibility. The regulation enables new mobility concepts and lays the foundation for permanent legal regulation.”
The ministry defines teleoperation as the control of a motor vehicle by a person who is not in the vehicle but in an external control center – a technology on which the system developed by Fernride is based, which makes hybrid control of commercial vehicles possible. The system combines automated driving functions with human remote control. The vehicles operate autonomously in principle. Teleoperators intervene specifically only when needed. This so-called "Human-Assisted Autonomy" is intended to stabilize operational processes, especially in non-standardized situations such as complex maneuvering or unclear traffic situations.
Control center technology with direct vehicle connection
The
teleoperator is located at an external control center equipped with control elements such as a steering wheel, pedals, and joysticks. Control is carried out in real-time via a digital interface. The vehicle continuously transmits camera images and sensor data to the control center. To safely transmit control commands, Fernride relies on mobile network connections with high bandwidth and latency optimization. Redundant communication channels and encryption are intended to ensure operational safety.
Pilot operation on enclosed operating sites
So far, however, this system is used exclusively in enclosed logistics areas, such as factory premises, container terminals, or transshipment sites. There, the system primarily takes on tasks in so-called yard shunting – such as moving trailers or containers within an operational site. Company-specific traffic rules generally apply to these operations. A safety driver remains in the vehicle during the pilot phase to intervene if necessary. The control center is additionally equipped with emergency stop systems.
The extension of teleoperation technology to the public road traffic space with the new regulation opens up completely new perspectives for the further development of existing mobility and transport concepts. The new legal framework initially applies to a five-year trial phase.
Potential applications in urban and commercial traffic
The ministry sees potential in various areas. For example, it is conceivable that with the help of remote-control technology in
carsharing, vehicles could be transferred to the next customer without operating personnel after use. The operation of driverless taxis could also be realized through teleoperation. These could be on the move flexibly and as needed in the future, without a driving person on board.
In the municipal sector, the ministry sees application possibilities in public transport as well as in service and supply trips. Smaller or larger vehicles could complement existing offers through remote control and meet new mobility needs.
Relevance for freight transport
The new regulation also opens up new perspectives for road freight transport companies. Remotely controlled vehicles could help make logistics processes more efficient. The ministry considers it conceivable that vehicles could be operated without operating personnel, or that they could only be supported remotely at specific points, such as to increase vehicle availability or reduce downtimes.
Another aspect concerns the combination with autonomous driving functions. Teleoperation can serve as an additional control option for vehicles with automated systems. In complex traffic situations, a remotely controlling person can intervene situationally, which extends the deployability of autonomous systems.
It is conceivable that the regulation offers an additional perspective to the successfully completed ATLAS-L4 research and development project (Automated Transport between Logistics Centers on Highways at Level 4). It brought autonomous trucks for hub-to-hub transport onto highways – but still
with a safety driver on board.
Legal and technical requirements for freight transport
Clear legal and technical requirements continue to apply for the use of remotely controlled vehicles in freight transport. Usage is only permitted within a previously approved operational area. Each vehicle requires an individual operating permit from the Federal Motor Transport Authority, which relates to the entire system – consisting of the vehicle and control center.
The remotely controlling person must be physically located domestically, possess a valid driver's license, and have undergone special training. During remote control, they may not operate any other vehicle. Particularly relevant for freight transport: the transport of dangerous goods is excluded.
Technically, the vehicles must be able to reach a risk-minimal state at any time, for example, through automatic standstill. A reliable transmission of images and data, emergency stop systems, and a functional safety concept are also required. Data recording is also regulated: companies must store specific operational data and be able to transmit it to authorities if necessary.
Compliance with these requirements is a prerequisite for the legally secure operation of remotely controlled commercial vehicles within the five-year test phase. Companies wishing to evaluate teleoperation as part of their logistics processes should start planning early and include approval procedures. The regulation thus creates the opportunity to practically test new automation steps in
