(1)

The radio communication system currently used for railway operations, namely Global System for Mobile Communications – Rail (GSM-R), is based on specifications that were finalised 20 years ago and, due to technological obsolescence, industrial support for GSM-R is unlikely to be assured much after 2030. The Future Railway Mobile Communication System (FRMCS) will succeed GSM-R as one of the essential elements of the European Railway Traffic Management System (ERTMS). It will support railway digitalisation and service innovation. GSM-R and its successor(s), including FRMCS, are designated as Railway Mobile Radio (RMR).

(2)

Compared to GSM-R, FRMCS offers a higher quality of service, uses spectrum more efficiently and is more cost effective. The system is also planned to deliver more in terms of applications such as Automatic Train Operation (ATO) or the Connected Driver Advisory System (C-DAS). Further applications are expected to be introduced progressively. Critical FRMCS railway applications like monitoring and control of critical infrastructure may be operated efficiently using narrow band IoT. FRMCS should be capable of integrating new applications and technological developments over an extended period of time as railway communication systems have a much longer life cycle compared to public electronic communications networks and services.

(3)

Therefore, frequency bands should be harmonised to allow for the introduction of FRMCS.

(4)

In order to enable parallel operation of GSM-R and its successor during an approximately 10-year migration phase from GSM-R to FRMCS and to benefit from new railway critical applications during and beyond migration, access to sufficient harmonised spectrum for RMR is essential.

(5)

In order to support a common approach to spectrum for RMR across the Union, on 12 July 2018, the Commission issued under Article 4(2) of Decision No 676/2002/EC (the Radio Spectrum Decision) a Mandate to the European Conference of Postal and Telecommunications Administrations (CEPT).

(6)

In response to that mandate, the CEPT delivered its CEPT Report 74 of 3 July 2020 and its CEPT Report 76 of 20 November 2020. These reports are based on feasibility studies and assess the required amount of spectrum, identify the appropriate spectrum bands, and propose harmonised technical conditions for FRMCS.

(7)

CEPT Report 74 in particular assesses coexistence with all applications in the adjacent frequency bands including electronic communications services in the 900 MHz and 2 GHz frequency bands, short range devices subject to Commission Implementing Decision (EU) 2018/1538 (2) and Digital European Cordless Telecommunications (DECT) subject to Council Directive 91/287/EEC (3). It also takes into account the possible introduction of unmanned aircraft systems in the 1 880-1 920 MHz frequency range.

(8)

The harmonised technical conditions for RMR (FRMCS) base stations operating in the 1 900-1 910 MHz band as defined in CEPT Report 76, assume that base stations providing electronic communications services, which use frequencies above 1 920 MHz for reception under Commission Implementing Decision (EU) 2020/667 (4), have enhanced selectivity compared to the current Harmonised European Standards. Base stations providing electronic communications services, which are located in the vicinity of a RMR base station and do not meet the enhanced selectivity criterion, should, where necessary, be adapted, in order to mitigate harmful interference.

(9)

CEPT Report 74 considered the technical feasibility of using commercial mobile networks, taking into account wireless coverage and reliability needs of the railway system. It confirmed the possibility of using commercial mobile networks for all relevant railway applications, including critical railway applications under the condition that the relevant parts of the commercial mobile network fulfil the service requirements of railway systems.

(10)

RMR receivers (base stations and cab-radios) should be robust against emissions in adjacent frequencies. Member States may implement additional measures at national level such as to ensure co-existence with relevance to DECT within 1 880-1 900 MHz and RMR in the 1 900-1 910 MHz frequency band or a 200 kHz frequency separation between RMR and electronic communications networks at the 925 MHz frequency border.

(11)

FRMCS systems using active antenna systems have not been considered in CEPT Report 76. Additional studies should be performed in case active antenna systems are considered for FRMCS deployment.

(12)

As long as a Member State does not have railway lines in operation, it should be allowed to postpone the implementation of RMR spectrum harmonisation measures until such operation is planned.

(13)

Based on national demand, Member States, in compliance with EU law, should be allowed to vary the implementation date of RMR spectrum harmonisation measures in the frequency band 1 900-1 910 MHz to 1 January 2025 at the latest.

(14)

The implementation of this Decision is without prejudice to the right of Member States to organise and use their radio spectrum for the purposes of public order and public security and defence in line with Article 1.4 of the Radio Spectrum Decision, in compliance with EU law.

(15)

Reporting from all Member States to the Commission on the implementation of this Decision, including any developments in the area of spectrum management having a negative impact on interoperability as well as the immediate reporting on the application, if any, of Article 1.4 of the Radio Spectrum Decision and the justification thereof, would help assess its impact at Union level as well as its timely review.

(16)

The measures provided for in this Decision are in accordance with the opinion of the Radio Spectrum Committee,

(a)

‘RMR terminal’ is an item of mobile radio equipment under the control of the RMR network;

(b)

‘cab-radio’ means a RMR terminal installed on board the train capable of supporting voice and data applications;

(c)

‘equivalent isotropically radiated power (‘e.i.r.p.’)’ means the product of the power supplied to the antenna and the absolute or isotropic gain in a given direction relative to an isotropic antenna.