The latest expansion includes several strategically important corridors, notably the route from the Polish capital eastwards to Terespol on the border with Belarus, the line from Warsaw west to Kunowice on the German border, and part of the E30 main line running from Opole in southern Poland via Wrocław and Legnica to Bielawa Dolna, also at the German border.

Lagging behind but catching up

Compared with several Western European networks that completed large-scale GSM-R deployment years ago, Poland has been relatively late in introducing nationwide digital rail radio coverage. Having long relied on the analogue 150 MHz VHF system, the infrastructure manager says it has faced increasing limitations, including imprecise communication and the risk of unauthorised activation of the “Alarm” signal.

The legacy communications set-up has also complicated Poland’s transition towards the European Rail Traffic Management System (ERTMS), which relies on GSM-R alongside ETCS. Modern digital radio coverage will be essential as Poland prepares for a more demanding future network, with faster services and more international traffic requiring interoperable systems.

The challenge is that although GSM-R remains the current European standard for railway radio, it is based on 2G technology and is expected to be phased out over the next decade as the sector prepares for FRMCS, the future 5G-based rail communications system. Rolling out technology that will eventually be replaced is therefore a delicate timing issue, but GSM-R is widely regarded as a necessary step to secure interoperable digital communications and enable ERTMS before the longer-term migration to FRMCS.

Preparing for full integration

“The system is based on digital technology that enables reliable and stable communication between all participants in the transport process,” said Piotr Wyborski, CEO of PKP Polskie Linie Kolejowe SA. “The implementation of GSM-R is a key step towards improving the safety, interoperability, and quality of communication in rail transport.”

The company added that the new system would reduce delays linked to imprecise communication and improve protection against eavesdropping or unauthorised interference. This includes mitigating the risk of unauthorised activation of the “Alarm” signal, which it describes as a key shortcoming of the existing 150 MHz VHF system.

“Thanks to the implementation of GSM-R, the Polish railways are not only gaining a new level of communication quality, but are also preparing for full integration with the European ERTMS system,” said Michał Gil, Member of the Management Board, Director of Operations at PKP Polskie Linie Kolejowe SA. “This increases safety, streamlines international cooperation, and raises the standard of passenger and freight transport services.”

Would you like to find out more about Europe’s newest digital signalling and comms projects? To meet some of the key voices defining EU rail policy regarding ERTMS and cross-border rail, consider joining the RailTech Europe conference in Utrecht on 5 March. The second day of our summit examines Europe’s defence-driven shift and its implications for the rail sector, with ERTMS the main topic of Session 3, ‘Security through digital unity – accelerating ERTMS and interoperability’. Top-level speakers include Head of the ERA’s ERTMS Unit, the CEO of Nordic Signals, the ERTMS Program Directorate in the Netherlands, and many more. 

However, GSM-R runs on 2G technology, which is now considered obsolete. The plan is thus to replace it with the Future Railway Mobile Communication System (FRMCS), which would allow for the transfer of higher volumes of data. “Lessors and independent freight and passenger operators want to turn the threat of an even more chaotic FRMCS deployment into an opportunity to design a coordinated deployment of both ETCS and FRMCS”, the three associations underlined.

‘Keep the current version for the 10 years’

To make this plea reality, AERRL, ERFA and ALLRAIL put forward a few proposals. First and foremost, they are asking for one single ETCS variant for the whole of Europe. This variant should be the BL 3.4 (SV 2.0), “which should remain valid for at least 10 years”. One of the main issues with ETCS deployment has in fact been the continuous introduction of new ETCS types, which force locomotives to return to the workshop every five years.

Moreover, they are saying that ETCS-equipped rolling stock needs “to be able to communicate with FRMCS and GSM-R for a longer period”. The industry should consequently work on an FRMCS adapter solution to ETCS BL 3.4 (SV 2.0). Such a solution would provide a standardised element which will give certainty to the stakeholders. “No one has demonstrated that such an adapter is technically impossible”, the associations argued.

Newer ETCS version is not necessary

The BL 3.4 (SV 2.0) ETCS variant is meant to be replaced by the newer BL 3.6 (SV 2.1) starting in 2029. “The major difference between BL3.4 and 3.6 is a new radio standard (GPRS) which will become obsolete with the introduction of FRMCS starting a few years later”, the three parties pointed out.

In other words, there seems to be no need for the BL 3.6 (SV 2.1), as it would be enough to extend the use of the BL 3.4 (SV 2.0) until an FRMCS valid solution is found. The other requests made by AERRL, ERFA and ALLRAIL include “a broad consultation bringing together all stakeholders who finance ETCS” as well as alignment and commitment for a coordinated deployment.

RailFreight Summit

ETCS and the management of data will be two of the highlights at the RailFreight Summit, taking place in Gdansk, Poland on 8 and 9 April 2025. Carole Coune, Secretary General at AERRL, will take part into a panel discussion to better understand how rail freight data can be managed and handled in the context of ERTMS as well as terminal operations. You can find out more about the programme here and get your ticket here.

Poland’s infrastructure manager has issued an open request for proposals to prepare an expert opinion on the GSM-R contract, reports Rynek Kolejowy. The expert opinion aims to evaluate the correctness of the GSM-R contract’s implementation, including an assessment of the order’s preparation, evaluation of contract execution, determination of current implementation progress, and identification of irregularities.

The study will analyse actions taken by all involved entities, including PKP PLK, contractors, the project engineer, the Ministry of Infrastructure, and the Centre for EU Transport Projects. The offers for the contract have not yet been disclosed. Although the deadline for bid submissions was February 21, PKP PLK has not disclosed the results or the allocated budget.

Construction suspended for years

The GSM-R system contract has faced issues since contractor selection and was officially signed on March 29, 2018. Disputes between the investor and contractors led to a full work stoppage after only 710 of the planned 1,550 antenna masts were built.

Key disputes included the contract price indexation issues, and uncertainty over whether PKP PLK secured land rights for system infrastructure.

By May 2023, when the system was supposed to be completed, the delay had surpassed 1,000 days.
One consortium member, Herkules, withdrew due to financial problems, while Nokia and SPC entered a legal dispute with PKP PLK, with mutual claims reaching PLN 3 billion (712 million euros), exceeding the original contract value of PLN 2,15 billion net (517 million euros).

What’s next?

In summer 2023, the Supreme Audit Office released a report highly critical of PKP PLK’s handling of the contract. The new PKP PLK management and the Ministry of Infrastructure attempted to negotiate with the contractor, but work has not yet resumed.

The dispute is currently being handled by the General Prosecutor’s Office. In January 2024, PKP PLK board member Piotr Kubicki filed a criminal complaint with the National Prosecutor’s Office, alleging his predecessors had committed offences related to the GSM-R contract. Shortly after filing the complaint, Kubicki was dismissed from his position in the PKP PLK management.

Without the GSM-R network, the ERTMS Level 2 system cannot be deployed, preventing higher-speed rail operations and improved safety. Due to delays in completing GSM-R and the full ERTMS system, PKP PLK risks losing EU funding earmarked for the project. The total estimated financial losses could reach PLN 9,4 billion (2,3 billion euros).

This article was originally published by our sister publication RailTech.com.

ETCS Level 2 allows for higher speeds

Currently, the Swiss standard gauge network is mostly equipped with ETCS Level 1 Limited Supervision, as the FOT explained. With this system, train drivers still have to be on the lookout for trackside signals. On the other hand, the cab-signalling system within the ETCS Level 2, which is already deployed on some north-south and east-west axes, displays the information on a screen inside the driver’s cabin. This would allow trains to run faster since the on-board computer continuously monitors the transferred data and the maximum permissible speed.

From GSM-R to FRMCS

Moreover, Switzerland is setting the stage for migrating from the Global System for Mobile Communications – Railway (GSM-R) to FRMCS. As explained by the European Railway Agency, GSM-R is nearing the end of its time due to obsolescence risks. This system was designed over 20 years ago and the technology will gradually be phased out over the next decade or so. The International Union of Railways claims that FRMCS will also enable railway digitalisation, as it will process increasing volumes of data.

Also read:

• Swiss rail freight drops by 6 per cent in first six months of 2023
• The ERTMS dilemma: ‘some locomotives might not run up to 2026’
• The Gotthard Base Tunnel won’t be fully operational until next summer
• SBB Cargo: ‘No RU has managed to offer single wagonload traffic alone’