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1 INTRODUCTION
The development of urban intelligent transportation
systems (ITS) in Poland has been known and practiced
in various cities for many years. In some cases, ITS
cover only a small urban area or only certain branches
of transportation. An example can be seen in Warsaw
Trams, where ITS mainly focuses on streamlining tram
traffic in the city. Another example is the Tri-City area,
where ITS implementation has been comprehensive,
encompassing both public transportation aspects, such
as signal priority for buses and trolleybuses, and
individual transportation users through variable
message signs, parking occupancy information,
weather conditions, and many other components. Over
the years, other cities have developed their intelligent
transportation systems to achieve better traffic
conditions, reduced pollution, and noise in the city.
2 NATIONAL TRAFFIC MANAGEMENT SYSTEM
In the course of events related to the development of
ITS [1–5], the time has finally come for a National
system in Poland, which will cover as many as seven
voivodeships: Pomorskie, Warmińsko-mazurskie,
Mazowieckie, Łódzkie, Śląskie, Opolskie, and
Dolnoslaskie. The project is called the National Traffic
Management System (NTMS) and is being
implemented by the General Directorate for National
Roads and Motorways[6], the manager of expressways
in Poland. According to the project authors, "The
National Traffic Management System (NTMS) [7]is a
collection of interconnected projects and activities, the
result of which will be the implementation of an
integrated IT system enabling the provision of
dynamic traffic management services, information on
traffic conditions on the national road network,
support for road infrastructure maintenance processes,
and asset management. Individual ITS services will be
implemented by ITS devices, called distributed
modules, installed in the road lane and central
modules, i.e., IT systems (software, data repositories)
Innovative Road Management: Analysis of Poland’s
National Traffic Management System and the Role
of Intelligent Transport Systems
M. Ziemska-Osuch
Gdynia Maritime University, Gdynia, Poland
ABSTRACT: This article aims to present the latest insights into the National Traffic Management System in
Poland. The initiative is being implemented as part of the TEN-T program on the national road network,
addressing the country's transportation challenges. The project comprises four regional projects and one central
project based in the Mazowieckie Voivodeship. Through a review of available literature, the article evaluates
Intelligent Transport Systems (ITS) devices intended for deployment within the project framework. Furthermore,
it explores the scope of the project's realization, providing a detailed analysis of the functionalities introduced to
enhance transport efficiency, safety, and sustainability.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 19
Number 4
December 2025
DOI: 10.12716/1001.19.04.33
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operated in Traffic Management Centers (CZR),
circuits, regions, branches, and the Headquarters.
These solutions will streamline the implementation
of statutory tasks of GDDKiA through increased
automation of processes and procedures using tools
provided by NTMS, which will consequently lead to
improved road infrastructure management and more
effective functioning of GDDKiA. In further
consequence, these services will contribute to raising
the level of road traffic safety[8], while increasing their
efficiency and travel comfort. Their application will
also have an impact on reducing the negative impact of
transport on the natural environment.
3 THE TERRITORIAL SCOPE OF THE NATIONAL
TRAFFIC MANAGEMENT SYSTEM
The total length of roads covered by NTMS from the
TEN-T core network is approximately 1100 km, which
constitutes about 28% of the length of the TEN-T core
network in Poland[9]. The route begins in Gdynia at
the Chylonia junction and continues along the S6 road
to Gdańsk. From this point, it transitions to the S7 road,
which leads to Warsaw. Next, the NTMS network
includes the S8 road section from the Marki junction to
the Konotopa junction, from where the A2 road leads
to Łódź, specifically to Stryków. From Stryków, the A1
Road heads towards the Silesian Voivodeship,
specifically to the Pyrzowice junction, where the
subsequent roads in the project are sections of the A1,
S1 roads up to the border with the Czech Republic and
Slovakia. The continuation of the route is further along
the A4 road from Gliwice to Wrocław at the Widawa
junction. Figure X presents a map illustrating the route
of stage 1 of NTMS
Figure 1. National Traffic Management System – Map ([7])
A total of five traffic control centers will be
established. One national center, located in Warsaw on
Płaskowicka Street, will be responsible for traffic
management within the Masovian Voivodeship.
Additionally, four regional traffic control centers will
be created. The centre in Gdańsk-Dworek will cover
the operational activities of the Pomeranian and
Warmian-Masurian Voivodeships. Another regional
traffic management centre will be established in Łódź-
Stryków, responsible for the A1 and A2 roads within
the Łódź Voivodeship. The third regional centre will be
established in Zabrze-Kończyce and will manage
traffic on the aforementioned roads of the Silesian
Voivodeship. The fourth and final regional traffic
management centre will be established in Wrocław-
Widawa, where operators will be responsible for traffic
on the A4 road in both the Lower Silesian and Opole
Voivodeships.
4 DISTRIBUTED IMPLEMENTATION MODULE
The official definition used in the documentation for
the KSZRD project states that "A distributed
implementation module is defined as an element of
physical architecture resulting from the grouping of
functions contained in the functional architecture. It
constitutes a functionally separated, interpretative
element of the system, intended for implementation in
the road lane." Thus, it can be simply assumed that a
module is nothing more than a set of software along
with a device fulfilling its functions. Another
important definition for understanding the functioning
of NTMS is the Module Class. The definition states that
"The implementation module class defines the level of
scope of functional requirements and technical
parameters that limit a given implementation module.
It is a specification of the implementation module with
a description related to location and functionality. The
implementation module class contains parameters for
the functions performed, including parameters related
to accuracy, resolution, scope, types of collected,
processed, and transmitted data, and information
about the types of detected events. The Distributed
Implementation Module Class is intended for
implementation in the road lane. Each class is then
assigned guidelines related to the purpose of the given
class, the use of the class in specific locations,
guidelines for designers and other persons and entities
performing management and maintenance functions
on roads." Thus, it can be seen that the Distributed
Implementation Module contains devices with a given
function and can then be divided into classes to specify
particular elements of the system. For example, in the
case of Distributed Module 101, "Traveler
Information," there is Class 101.A "Information about
difficulties on the highway (A) or expressway (S)." The
placement of each class of the distributed module is
defined by the official "Instruction for the placement of
implementation module classes in the road lane,"[9]
which clearly states where each module can be located
in the road lane. Within NTMS, 13 Implementation
Modules have been designed, which are further
divided into classes. In the following part of the article,
all classes will be presented in detail.
4.1 Module 101: Traveler Information
It aims to provide drivers with information about
traffic conditions, road incidents, road works, detours,
weather conditions, waiting times at border crossings,
and the status of road tunnels. Within this module, we
distinguish the following classes: Class 101.A -
Information about difficulties on A/S class roads, Class
101.B - Information about difficulties on S/GP/G class
roads, Class 101.C - Detour management, Class 101.D -
Travel time information, Class 101.E - Information
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about waiting times at border crossings, Class 101.F -
Weather condition information, Class 101.G -
Information via CB radio messages, Class 101.H -
Information via portable variable message signs [10].
Therefore, it can be summarized that module 101
mainly consists of variable message signs to inform
about various current situations. The only other form
of information transmission is Class 101.G, where
information is provided in the form of voice messages.
Figure 2. Class 101F [11]
4.2 Module 102: Regulation of speed and lane usage
Control of access to traffic lanes, lanes with variable
traffic direction, traffic on the emergency lane, speed
management on traffic lanes, and the introduction of
overtaking restrictions. In module 102, we distinguish
the following classes: Class 102.A - Traffic lane control,
Class 102.D - Speed and other restrictions
management, Class 102. E - Portable speed, traffic lane,
and other traffic restrictions control. Classes A and D
always appear in the same location as a combination of
two functionalities. One set of signs is placed above the
lane to manage its availability, and another set of signs
is placed between the traffic lanes for information
purposes. For example, drivers can be warned about
road works and the closure of the outer lane
Figure 3. Class 102A and 102D [12]
4.3 Module 103: Acquisition of vehicle data
Acquisition of data on passing vehicles, such as vehicle
category, speed, direction of travel, registration
number, and transmission of this data to other
functions of the Traffic Management System. Within
this module, the following classes have been
distinguished: Class 103.B - High-accuracy travel time
measurement, Class 103.C - Low-accuracy travel time
measurement, Class 103.E - Ad hoc traffic studies.
4.4 Module 104: Local detection of events from collected
data
Analysis of locally acquired data on traffic conditions
to detect road incidents, such as vehicle stoppage,
wrong-way driving, and event detection based on
images. Within Module 104, the following classes have
been distinguished: Class 104.A - Detection of incidents
at intersections and G/GP class roads, Class 104.B -
Detection of incidents from available data resources,
Class 104.C - Detection of incidents on A and S class
roads with low detection level, Class 104.D - Detection
of incidents on A and S class roads with high detection
level.
4.5 Module105: Detection of events through emergency
communication
Management of columns of highway emergency
telephony and monitoring conversations conducted
via CB communication to detect road incidents. The
following classes have been distinguished: Class 105.B
- CB communication. This communication is divided
into two bands, one for broadcasting and the other for
listening to messages.
4.6 Module 106: Acquisition of visual data
Acquisition of video streams from cameras located at
road junctions, places with high concentrations of road
incidents, and detour routes. Within this module, the
following classes have been distinguished: Class 106.A
- Image acquisition at junctions and other road
locations, Class 106.B - High-resolution image
acquisition on the main road or detour route, Class
106.C - Standard-resolution image acquisition on the
main road or detour route, Class 106.D - Ad hoc video
recording.
4.7 Module 107: Acquisition of information on the
occupancy of rest areas / parking lots
Calculation of the status and occupancy of parking
based on spatial data and data on entry/exit from rest
areas/parking lots, and transmission of this data to
other functionalities of the Traffic Management
System. Within this class, there is only one Class 107.A
- High-accuracy data acquisition.
4.8 Module 108: Transmission of information on the
occupancy of rest areas / parking lots
Transmission of information about the number of
available parking spaces for vehicles of a given
category and the occupancy status of parking spaces.
In this module, similarly to the previous one, there is
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only one Class 108.A - Transmission of information via
variable message signs. Modules 107 and 108 are
closely related because information cannot be
displayed without data.
4.9 Module 110: Metering of entry
Control of ramp metering [13,14] onto the main road
through traffic signals to ensure optimal traffic
conditions. This functionality is commonly known as
Ramp Metering. Ramp Metering is not yet
implemented in Poland. It is only within the
framework of NTMS that this functionality is planned
to be implemented as part of Module 110, and its
official name is Class 110.A - Metered entry on a single
connector.
4.10 Module 111: Traffic control through signal lights
It enables the change of program, settings, and
operating parameters of the signal controller
depending on the selected scenario, time of day, day of
the week, and the length of vehicle queues at the
entrances. This module is divided into two classes
depending on signal coordination: Class 111.A -
Control of a single traffic signal, Class 111.B - Control
of coordinated traffic signals.
4.11 Module 112: Acquisition of weather data
Acquisition of weather data, such as air temperature,
humidity, wind direction and strength, precipitation
intensity, air transparency, and road surface condition.
The classes within this module are mainly dependent
on the number of different measurements taken. The
module includes Class 112.A - Acquisition of
comprehensive weather data, Class 112.B - Acquisition
of road surface condition data, Class 112.C -
Acquisition of data for automatic counteraction to local
slipperiness, Class 112.D - Acquisition of visibility
data, Class 112.E - Acquisition of data on road flooding,
Class 112.F - Acquisition of data on reservoirs and
watercourses, Class 112.G - Mobile weather data
collection.
4.12 Module 114: Acquisition of traffic data
Collection of data on each passing vehicle, such as
vehicle category, speed, direction of travel, and real-
time data. These modules are among the most
important; without real-time data collection, the other
system components would not be able to function
correctly. The module distinguishes: Class 114.A -
Acquisition of vehicle traffic data with E2 accuracy,
Class 114.B - Acquisition of vehicle traffic data with A2
accuracy, Class 114.C - Measurement of axle loads and
vehicle weights for statistical purposes.
4.13 Module 115: Acquisition and transmission of
information via I2V/V2I (Infrastructure-to-
Vehicle/Vehicle-to-Infrastructure)
Communication of I2V devices with passing vehicles
and V2I devices inside vehicles with V2I devices
located in the traffic lane, transmission of travel data,
incidents, weather data, and information on parking
occupancy. Like Module 110, this is a new application
in Poland and will only be implemented within the
framework of NTMS. We distinguish two classes: Class
115.A - Transmission of I2V data and Class 115.B -
Acquisition of V2I data.
5 NTMS
Based on the tender documentation provided by
GDDKiA in the form of the Description of the Subject
of the Order, an analysis was made of the System that
is to be built in the coming years in Poland on the
expressway network. It should be noted that the order
includes two modules that have not been previously
applied in Poland, therefore, neither the provisions nor
the regulations are yet known. As for Ramp Metering,
there are no Polish regulations or Polish permission to
place a signal on only one entry (connection at the
junction), which means that a change in the law is
necessary for the module to be fully implemented. As
for module 115 communication with vehicles, it should
be noted that this is a functionality only for new
vehicles already equipped with this type of technology
in vehicles. According to the tender documentation,
and more precisely the indicative plan for the
arrangement of Modules and the price form, only in the
Mazovian Voivodeship will the above-described
classes occur. Below (Table 1) is a summary of the
number of individual MRs planned in the price forms
of the tender documentation.
Table 1 The Sumary of the type of Distributed Module
dependent on the province where it will be implemented
MR
mazowieckie
opolskie
pomorskie
śląskie
warmińsko
-
mazurskie
101
90
68
70
316
128
102
180
0
140
156
0
103
7
2
7
84
7
104
211
67
177
664
215
105
10
5
4
16
8
106
49
38
34
139
47
107
0
8
0
6
0
108
0
9
0
5
0
110
7
0
2
6
0
111
24
0
0
9
0
112
4
6
4
37
11
114
147
34
114
405
123
115
22
0
0
0
0
SUM
751
237
552
1843
539
As can be seen, the largest number of MRs will be
implemented in the Silesian Voivodeship, i.e., in the
Katowice Regional Implementation Project. This is also
where the densest road network is located. It can also
be seen that not all Modules are present in all
voivodeships, e.g., Modules responsible for parking
management are not present in the Łódź, Pomorskie,
Mazowieckie, or Warminsko-mazurskie voivodeships.
There are Modules responsible for, e.g., Ramp
Metering or I2V communications only in the Masovian
voivodeship. Below, in Figure 5, a map is presented in
the form of a cartogram with the total number of
modules marked, taking into account Polish
voivodeships.
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Figure 4 Map with sum of the number of Modules
The distribution of Modules on the road network
was also analyzed, taking into account the road class.
According to the MR distribution instructions, not all
modules can be used on motorways, e.g., the module
responsible for traffic lights, or they can be direct
modules intended for bypass roads, which are of a
lower class than motorways. Analyzing the map
below, you can see two road sections, the first in the
Mazovian Voivodeship from the Napierki junction to
the Płońsk junction, and the second from the Piotrków
Trybunalski junction to the border with the Łódź
Voivodeship, where only Modules 105 and 101G are
responsible for CB communication are present.
6 CONCLUSION
Summing up the analysis of the currently implemented
National Road Traffic Management System based on
publicly available tender documentation, it can be seen
that the first stage will provide ITS devices from the
north to the south of Poland. This is the first such large
ITS equipment on national roads in the history of
Poland. Due to the division of the project into a central
project and four regional ones, it has a greater chance
of success due to its smaller scope. The analysis of the
distribution of Modules indicates that the most densely
implemented modules will be within the Katowice
regional project, which is directly related to the density
of high-class roads, such as motorways, in this
province. One can also notice the continuity in the use
of modules responsible for CB communication as this
module is planned at more or less equal distance on the
entire network in the first stage of NTMS.
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