Germany, France and UK set pace in rail shift to FRMCS

European railways are entering a decisive phase in the replacement of aging GSM-R communications, with Germany, France and the United Kingdom moving first to deploy the 5G-based Future Railway Mobile Communication System and setting the pace for a continent-wide technology transition.

From GSM-R to a 5G-era rail standard

The Future Railway Mobile Communication System, or FRMCS, has been defined by the International Union of Railways as the successor to GSM-R, the 2G technology that has underpinned train control and operational voice services across Europe since the late 1990s. Built on 4G and 5G standards, FRMCS is designed to support higher data rates, lower latency and a broader set of critical applications, from advanced signalling to condition-based maintenance and real-time video.

Industry analyses indicate that GSM-R is approaching technical and commercial obsolescence around the end of this decade, with various roadmaps pointing to a progressive phase-out between 2030 and 2035. During that window, rail infrastructure managers will have to run dual systems, keeping GSM-R operational while introducing FRMCS, in order to maintain safety and cross-border interoperability.

The new system is being developed to coexist with and eventually replace GSM-R within the wider framework of the European Rail Traffic Management System and the European Train Control System. Technical guidance from European bodies highlights spectrum in the 1900 MHz band and refarmed sub-GHz frequencies as key building blocks, alongside mission-critical 5G capabilities such as ultra-reliable low-latency communication.

While FRMCS is conceived as a global rail standard, Europe has become the earliest testing ground, both because of the large installed base of GSM-R and because of strong regulatory pressure to modernise signalling and communications infrastructure.

Germany pilots FRMCS on test tracks and high-density corridors

Germany has emerged as one of the first movers in the FRMCS transition, with Deutsche Bahn and technology partners using dedicated test tracks and high-density corridors to validate the new architecture. Publicly available information from suppliers points to a series of milestones, including deployment of 5G FRMCS radio equipment in the 1900 MHz band on pilot lines and integration with existing train control systems.

Technical papers on German migration strategies describe a phased approach, reflecting the scale of the country’s GSM-R network, which includes several thousand base stations and supports a wide mix of regional, long-distance and freight operations. Early steps focus on overlaying FRMCS-capable 5G infrastructure on selected routes, while keeping GSM-R as the primary bearer for critical signalling until performance and reliability targets are confirmed over time.

Consultancy studies prepared for the German market underline the importance of managing coexistence between the two systems. They highlight challenges such as ensuring continuous coverage in complex rail environments, optimising spectrum usage in shared bands and planning onboard upgrades for large, diverse fleets. Germany’s experience is expected to inform future guidance from European working groups on cost-effective deployment models.

Vendors active in the German trials argue that early FRMCS pilots are already demonstrating the potential for more data-driven operations. They point to use cases such as continuous monitoring of trackside assets, transmission of large maintenance datasets and support for automated driving functions that would have been difficult or impossible on narrowband 2G infrastructure.

France aligns FRMCS with national 5G and ERTMS programmes

In France, infrastructure manager SNCF Réseau has positioned FRMCS as a central pillar of its broader programme to digitalise the national rail network and expand deployment of the European Rail Traffic Management System. Corporate material from the company describes FRMCS as a 5G-based European standard intended to replace GSM-R by around the mid-2030s, backed by national investment initiatives.

In 2025, industry coverage reported that SNCF Réseau awarded a major long-term contract to Kontron Transportation to support the evolution of its rail telecoms network as it prepares for the GSM-R switch-off. The deal, characterised as a three-digit million-euro commitment, covers lifecycle support of the current network and the introduction of new technologies aligned with FRMCS requirements, signalling a multi-year migration strategy rather than a rapid cutover.

More recent updates from SNCF’s digital division describe active research and development projects with European partners and equipment manufacturers to test radio solutions capable of hosting both 2G and 5G during the transition. These activities include lab trials and field validations aimed at confirming that FRMCS can deliver the reliability and resilience needed for safety-related applications across France’s extensive conventional and high-speed networks.

French stakeholders are also emphasising the role of FRMCS in enabling new operational models and passenger services. Public documentation points to ambitions such as improved traffic management, higher line capacity, support for autonomous or semi-autonomous train operations and better connectivity for passengers through closer integration of public mobile networks with railway-specific systems.

United Kingdom prepares for a post-GSM-R landscape

The United Kingdom is likewise positioning itself among the early adopters of FRMCS, with Network Rail exploring how to replace its current GSM-R estate and align the changeover with broader signalling and digital railway initiatives. Technical presentations and public discussions reference FRMCS as the preferred framework for a 5G-based successor, reflecting the need to modernise both communications and control systems on a largely mixed-traffic network.

UK rail authorities face similar challenges to their continental counterparts, including the cost and complexity of upgrading trackside infrastructure and rolling stock while maintaining service continuity. Industry commentary suggests that the UK is evaluating options such as dedicated 5G networks along key corridors, enhanced use of public mobile infrastructure where appropriate and new onboard equipment capable of handling both legacy and future standards during the migration years.

Observers note that the UK’s experience with past signalling projects, including early deployments of the European Train Control System, is shaping the approach to FRMCS. Lessons from those programmes, such as the importance of clear migration paths and robust testing, are being cited as relevant to avoid service disruptions and ensure long-term value from the investment in next-generation rail communications.

Although the UK is no longer part of the European Union, Network Rail continues to participate in European rail research and standardisation forums. This involvement is seen as key to keeping British plans aligned with the technical specifications and deployment recommendations that will govern FRMCS use across much of the continent.

Coordinated European shift toward next-generation rail communications

Beyond the national initiatives in Germany, France and the UK, the broader European rail community is developing shared migration scenarios to manage the transition from GSM-R to FRMCS. Reports produced under the EU-Rail and FRMCS Deployment Group umbrellas outline a timeline in which both systems are expected to coexist across many networks for at least a decade, with a final switch-off of GSM-R envisaged around 2030 or shortly after.

These documents highlight a range of strategic questions, from spectrum planning and cybersecurity to funding models and cross-border interoperability. They stress that railways will need to coordinate closely with telecoms regulators and commercial mobile operators to secure suitable frequencies and infrastructure support, especially where FRMCS makes use of 5G capabilities that overlap with public network deployments.

Technical white papers from major telecoms vendors and specialist consultancies reinforce the message that FRMCS is more than a like-for-like replacement for GSM-R. By adopting an IP-native, broadband architecture, the new system is intended to serve as a platform for innovation, supporting use cases such as real-time monitoring of trains and infrastructure, remote diagnostics, enhanced situational awareness for drivers and control centres, and integration with future automation technologies.

As Germany, France and the UK move into field trials and early deployment planning, their experiences are expected to set practical benchmarks for the rest of Europe. The pace of investment, regulatory decisions on spectrum and the ability of the industry to manage dual operations safely will determine how quickly railways can leave behind 2G-era communications and take full advantage of next-generation digital networks.