Cf. the Railway Regulations, Chs. 8 and 9.
Bane NOR allocates infrastructure capacity to RUs and other applicants. This chapter describes how RUs and other applicants should proceed when applying for infrastructure capacity, and how Bane NOR allocates infrastructure capacity.
Bane NOR’s intention is to cover costs for alternative transport incurred by RUs as a consequence of Bane NOR’s planned closures stipulated in the timetable (“white periods”).
RailNetEurope (RNE) – establishes dates for route timetable changes. See www.rne.eu
Bane NOR – in its capacity as capacity allocation authority and IM respectively. See Ch. 1.8.2.
OSS – that can assist RUs with all queries linked with applying for infrastructure capacity.
RUs and other applicants – an RU or an international Federation of RUs or physical or legal entities, such as competent authorities in accordance with Regulation (EC) no. 1370/2007 on public passenger transport services by rail and by road, which have a non-profit or business interest in being allocated infrastructure capacity, cf. the Railway Regulations, § 1-3, letter j).
NRA – the appeal authority for Bane NOR’s capacity allocation process.
Capacity allocation takes place in two main processes:
Tactical capacity allocation is related to the main timetable change. The main timetable is an annual timetable.
Operational capacity allocation is related to the valid timetable at any given time. Ad hoc applications are dealt with during this phase, cf. Ch. 4.3.2.
Deviations may also occur which require changes to capacity allocation.
Tactical and operational capacity allocation are described above.
The capacity allocation is carried out in accordance with guidelines specified in laws and regulations, in addition to internal guidelines relating to the capacity allocation process.
The capacity allocation process describes in logical sequence the subprocesses, or phases, which are involved from the start of the process up to the implementation of timetable changes (route changes).
The capacity allocation process is divided into four phases:
A detailed description of the process with milestones (dates and deadlines) will be presented to RUs and IMs at the start of the planning process.
Tactical capacity allocation stakeholders are:
Bane NOR (Customers and Services, Timetable) is responsible for the tactical capacity allocation processes.
Activities for planning requirement updating
|1.1||The time for the timetable change (route change) is decided by RNE (RailNetEurope)|
|1.2||Bane NOR (Customers and Services, Timetable) prepares a letter and memo that are sent to the RU and IM. This gives notice of the start of the process and includes a detailed description of the process with milestones (dates and deadlines).|
|1.3||Bane NOR implements and/or takes into account amendments to laws and regulations of significance to capacity allocation||railway legislation|
|1.3b||Bane NOR checks the content of framework agreements||the Railway Regulations, Ch. 7|
|1.4||Update the Statement with the changes of significance to the planning process. These include changes to infrastructure services of a permanent or temporary nature in accordance with a separate description, plus any modifications that of service level (diesel refuelling, facilities for pre-heating trains, etc.)|
|1.5||Bane NOR considers new route models. The basic route model is used as a starting point for this procedure. The basic route model is amended as required, e.g. in the event of major changes to the infrastructure.|
|2.1||Bane NOR, railway manager prepares technical planning requirements for track and sends these records to Bane NOR, Timetable.||126.96.36.199.1|
|2.2||Customers and Services, Timetable considers the received proposals for technical planning requirements for track and submits these to the RU|
|2.3||Customers and Services, Timetable prepares any preplanned train paths and reports the results to the RU|
|2.4||RU’s internal application process: The RU assesses the need for infrastructure capacity.||188.8.131.52.2|
|2.5||Start-up meeting with the RU and Bane NOR, railway manager. Review of technical planning requirements for track and any other relevant issues.|
|2.6||The RU sends an infrastructure capacity application to Customers and Services, Timetable||See the Railway Regulations, Ch. 8 and the Network Statement, Ch. 184.108.40.206.2|
|2.7||Customers and Services, Timetable compiles the technical planning requirements for track and infrastructure capacity applications from the RU|
All changes to infrastructure services must be reported in accordance with the deadlines specified in the capacity allocation process. Any needs for modifications arising after the timetable has been established or implemented must be reported and the RU notified according to Ch. 1.6.2.
Reporting of technical planning requirements for track must include:
Measures/activities that may have a permanent or temporary impact on capacity may include:
Infrastructure capacity applications must be submitted in compliance with deadlines specified in the capacity allocation process. Any needs for modifications arising after the timetable has been established or implemented must be reported according to Ch. 4.3.2.
Infrastructure capacity applications must be submitted via the Bane NOR webportal BEST and electronically to a contact point: firstname.lastname@example.org
BEST contains information about the use of BEST and the minimum information which an infrastructure capacity application must include.
For international coordination of infrastructure capacity applications, see Ch. 1.8.2.
Contents of infrastructure capacity applications:
RUs’ applications must take the form of a complete route proposal.
If Bane NOR is to be able to verify or design the route, the application must contain the minimum information required for the design work.
This minimum information includes:
Terminal capacity requirements, including
Need for track capacity
For stabled/parked rolling stock during operational breaks. Information on preferred location and the need for track length is requested.
Need for access to train heating systems (preheating facilities) in connection with stabling of trains
The order must include a track number, any preheating facility number, days/dates and times.
If the need refers to a location which has no train heating system at the time of ordering, this should be specifically highlighted and ordered especially from email@example.com
When using special vehicles (demonstration rolling stock, steam locomotives, etc.) the vehicle’s performance on gradients must also be specified.
Any need for “technical breaks” along the way (for lubrication, inspection, filling with water, etc.) should be stated along with the preferred duration of the break and the greatest distance between the technical brakes, measured in kilometres.
New trains that are to be run or trains that are no longer to be run should be indicated specifically.
If a new vehicle is to be introduced on a route and this vehicle’s performance or capacity is a necessary condition for running this route, the necessary vehicle approval and technical data must be obtained by the time of the infrastructure capacity application. Alternatively, RUs must make it clear that the permit application process is in progress and that such a permit will be available before the timetable is established.
If a new vehicle is intended to replace another vehicle on existing routes, it is recommended that RUs apply for infrastructure capacity suitable for both existing and new vehicles.
The reason for this provision is that the train’s operating characteristics may have a very large impact on the national rail network, which mainly consists of single tracks and has many steep gradients.
Bane NOR’s first draft of the which timetable must include:
Certain changes may be made after the first draft as a result of feedback after the consultation.
Schematic overview of processes and important deadlines for applications for track access and infrastructure planning.
Specified date format below: “dd.mm”. A description of deadlines of activities is provided in Ch. 4.3.
|From||Until||Process / Activity|
|13.12||Timetable R16 change|
|18.12||The startup timetable period R17 announced|
|11.01||Preplanned Train paths for international freight consignments announced|
|11.01||11.04||Application for train paths.|
|04.07||Train path proposals announced|
|04.07||08.08||Proposals reviewed by the RU|
|18.08||Train path meeting|
|22.08||Times for border crossings, pre-planned train paths (PaPs) for international freight, determined|
|01.09||15.09||Dispute resolution period|
|23.09||Timetable R17 set|
|11.10||First day for applications for ad-hoc routes R17|
|11.12||Timetable R17 implemented|
|20.12||The timetable period R18 announced|
For information on the procedure in the event of unforeseen maintenance work, please see Ch. 4.5.
Main timetable change for national and international services – December 2016
The timetable R17 is valid from 11.12.2016 to 9.12.2017.
Capacity must be distributed for the entire route timetable (R17), and infrastructure capacity applications must therefore cover the entire period from 11.12.2016 up to and including 9.12.2017.
Bane NOR will give its final response to the RUs’ infrastructure capacity applications in the regular capacity allocation process for R17 by 23 September 2016.
A detailed description of the planning process, including deadlines, will be announced in a separate letter to the RUs.
Cf. the Railway Regulations, § 8-7.
Residual capacity can be allocated either for running extra trains or for infrastructure works.
Prioritisation criteria for operational capacity allocation
The residual capacity is allocated in the order in which infrastructure capacity applications are received.
Contact point for residual capacity applications (and for cancelling trains)
Outside of the capacity allocation process, communication must normally take place between Bane NOR’s traffic control centres (operational route office and train management) and the RUs’ transport management.
All circumstances that depart from the established timetable must be discussed, e.g. changes to planning requirements concerning vehicles, speed limits, cancellation of trains, adjustment of assigned infrastructure capacity, running of extra trains, extra train stops, etc.
Changes of a permanent or long-term nature must be handled by Customers and Services, Timetable.
Applications for ad hoc capacity are made via Bane NOR’s web portal BEST. This includes instructions on how the tool is used and the minimum information that is required for the application.
Cf. the Railway Regulations, § 8-7.
Bane NOR must respond to ad hoc applications for infrastructure capacity as soon as possible and within five working days at the latest.
Special deadlines are agreed in the case of large and/or complicated applications and/or specialised transports. RUs are advised to provide notification to Bane NOR of the application well in advance, even if not all the details are in place. Receipt of notification gives the same priority with regard to allocation of residual capacity as an ad hoc application.
A notification of an ad hoc application for infrastructure capacity should include the following information:
Contact point – see Ch. 4.3.2 above
Bane NOR’s response to ad hoc applications for infrastructure capacity and/or notification of an infrastructure capacity application must be sent to the applicant and include a reference to the application or notification.
If the application/notification can be accommodated in full, it is sufficient to state this. If the application/notification either cannot be accommodated at all or cannot be accommodated in full, Bane NOR must also provide information in its response about an alternative time and train path.
Bane NOR’s response will be sent in BEST, by email or by means of an announcement published in FIDO.
As well as responding to an applicant, Bane NOR will – when an application is received – announce the infrastructure capacity allocated as described in the Train Operation Regulations/Traffic rules for the rail network.
Main activities for ad hoc requests
|1.||Operational wagon router receives application in BEST from RUs transport management|
|2.||Operational wagon router coordinates the application with other activities or needs|
|3.||Any need for prioritisation is clarified with the RUs and track managers involved|
|4.||Operational wagon router prepares and distributes necessary announcements|
Cf. the Railway Regulations, Chs. 8 and 9.
Bane NOR processes the allocation and coordination processes as one continuous, integrated process. This process is called “Allocate infrastructure capacity”.
Activities when allocating infrastructure capacity
|1||Bane NOR (Customers and Services, Timetable) prepares a draft timetable. Allocates infrastructure capacity on the track, at stations and terminals/marshalling yards.|
|2||If necessary, Customers and Services, Timetable makes minor adjustments to the timetable on the basis of changes to the track access needs of Infrastructure division, track managers.|
|3||Bane NOR submits a first draft of a new timetable to RUs|
|4||Holds a timetable conference with RUs and IMs|
|5||RUs and IMs carry out a final evaluation and submit their requests/comments to Customers and Services, Timetable|
|6||Customers and Services, Timetable reviews the station staffing needs (applicable to “K stations” on sections with centralised traffic control and stations on sections without centralised traffic control)|
|7||Immediately after activity 3 and in parallel with activities 4-6, Bane NOR’s dispute resolution scheme comes into force||Cf. the Railway Regulations, § 9-2 and the Network Statement Ch. 4.4.2.|
|8||Establish a timetable: Customers and Services, Timetable prepares the final planning requirements for the route timetable|
Activities on implementation of a route timetable
|1||Customers and Services, Timetable carries out quality control of the timetable.|
|2||Prepare graphic routes and data for announcement of the timetable in the planning tool TPS for transfer to FIDO.||Cf. the Train Operation Regulations|
|3||Update Bane NOR’s own information and traffic control systems|
|4||Distribute information from the route database to agreed interfaces among external recipients (RUs, etc.)|
|5||Published graphic routes on the Bane NOR website|
Cf. the Railway Regulations, § 9-1.
The purpose of coordination is to create a timetable that has no conflicts of interests so that all applications can be approved. If it is not possible to approve all applications, the IM must coordinate the applications, cf. the Railway Regulations, § 9-1.
The process is implemented as follows:
Bane NOR first contacts applicants with mutual interests in order to clarify and document the content of the applications and their actual requirements for the train paths applied for.
Bane NOR invites the applicants to individual meetings. When all information and documentation is in place, Bane NOR prepares a proposed solution in accordance with priority criteria:
The proposal is sent to the applicants involved. If Bane NOR’s proposed coordination is not agreed to by the parties, Bane NOR is obliged to declare the route congested – cf. the Railway Regulations, § 9-3 – and then to allocate infrastructure capacity according to prioritisation criteria, cf. the Railway Regulations, § 9-5.
Cf. the Railway Regulations, § 9-2.
Bane NOR’s dispute resolution scheme comes in force in response to written complaints from applicants who disagree with proposals for timetables after coordination has been carried out.
The process with milestones (dates and deadlines) is reported to applicants and IMs at the start of the planning process, i.e. 11 months before the main timetable change.
When a line is declared to be congested, Bane NOR will allocate infrastructure capacity in accordance with guidelines and in the priority order as specified in the Railway Regulations, § 9-5.
If an application is made for more infrastructure capacity within a prioritisation category pursuant to the Railway Regulations, § 9-5 (1) than there is sufficient capacity to accommodate, Bane NOR will allocate infrastructure capacity so that it takes into account, as far as possible, the significance of the transport service for the community in relation to any other service that is excluded.
If any conflict arises that is not addressed by the above guidelines, or if a priority other than that pursuant to the Railway Regulations, § 9-5, results in higher overall usage of the total infrastructure capacity, Bane NOR will use a method for an economic model for valuing infrastructure capacity, as described in Annex 4.4.2. The results of the socio-economic analysis will be prioritised highly in the evaluation of which alternative will be given priority.
Bane NOR can allocate train paths in a sequence other than specified in the Railway Regulations, § 9-5 (1) if the transport service is of significantly greater significance to the community than other services which would hence be excluded, cf. the Railway Regulations, § 9-5 (2).
Complaints must be submitted as soon as possible after Bane NOR has sent out the first draft of a new timetable to the applicants.
Complaints that are submitted more than 15 working days prior to the date specified by Bane NOR for establishment of a timetable will not be considered.
The exact deadlines will be stated in a detailed progress plan to be announced 11 months before the timetable is implemented.
The complaint should include the following elements:
A reference to which trains and/or which operating schedule the complaint applies (sufficient to identify the complaint with a time and line).
A description of the solution in which the applicant thinks the dispute resolution process ought to conclude:
The complaint is submitted to Bane NOR, Customers and Services, Timetable, which distributes copies of the complaint to all other applicants. The complaint is sent by email to firstname.lastname@example.org
Within two working days after having received a copy of the complaint, applicants whose infrastructure capacity will be modified if the applicant’s complaint is accommodated, must have submitted any response they may have to the first applicant’s complaint to
Bane NOR, Customers and Services, Timetable.
The response must refer to and identify the original complaint, cf. Ch. 220.127.116.11. The response is sent to email@example.com
Bane NOR evaluates the complaint and any responses and makes its decision on the basis of guidelines specified in laws, regulations and the Network Statement, as well as the substance of the complaint and responses.
Bane NOR’s decision must be in writing, stating reasons. The decision is communicated to the complainant and other applicants who have been involved in the process within 10 working days of receipt of the complaint, in accordance with section Ch. 18.104.22.168.
Otherwise, the rules of the Public Administration Act concerning individual measures for the IM’s case management in connection with decisions on infrastructure capacity allocation are applicable, unless specified otherwise in the Railway Regulations, cf. the Railway Regulations, § 1-2 (9).
Cf. the Railway Regulations, § 11-2.
Bane NOR’s decisions on infrastructure capacity allocation can be appealed to the NRA. Such appeals have no suspensive effect.
Cf. the Railway Regulations, Ch. 9.
Cf. the Railway Regulations, § 9-3.
The following lines and junctions are considered to be congested:
The following prioritisation criteria must be applied pursuant to the Railway Regulations, § 9-5 in the event of congested infrastructure:
In the event of conflict within a prioritisation category, Bane NOR must utilise a method for an economic model for valuation of infrastructure capacity, as described in Annex 4.4.2, cf. section 4.4.2 above.
It is also stated in the Railway Regulations, § 9-5 (2), that if applications are received for more train paths than there is capacity to accommodate, IMs may nevertheless allocate paths if the transport service is of significantly greater significance to the community than other services which would hence be excluded. The effect of such exclusion in other EEA states must also be taken into account.
Cf. the Railway Regulations, Ch. 7 and the Network Statement, Ch. 2.3.1.
(Reference: JBV case 03-1458 document 4).
In 2000, Bane NOR concluded a contract with Flytoget for the line between Etterstad and Gardermoen, which gives Flytoget “the necessary priority so that it can have regular departures up to 6 times an hour in each direction. Regular means that the departures must be distributed evenly throughout the hour.”
This agreement was revised in 2003 and will expire on 1 January 2030. Bane NOR will take over Jernbaneverket’s obligations pursuant to the agreement 1 January 2017.
As Etterstad is not a station, but merely a point on a line, the agreement has a corresponding impact on the Oslo S-Etterstad line.
Capacity for maintenance, renovations and capacity enhancement measures are taken into account in tactical and operational capacity allocation – see Chs. 4.2.1 and 4.3.2.
Cf. the Railway Regulations, §§ 6-7, 9-4 and 10-2.
Allocated infrastructure capacity can be cancelled free of charge up to 60 days before the train’s departure time. Cancellations or non-usage taking place after this time will be subject to reservation charges pursuant to Ch. 6.4.2. Allocated infrastructure capacity cannot be cancelled less than 72 hours before the train’s departure time.
Applicants who reapply in the capacity allocation process for infrastructure capacity which, due to reasons for which Bane NOR cannot be blamed, have utilised less than 80%, surrender priority to other RUs that are applying for the same infrastructure capacity.
If an RU does not use its assigned infrastructure capacity over the course of one month (31 calendar days), Bane NOR may withdraw the unused capacity giving five working days’ notice in writing.
Otherwise, when allocating infrastructure capacity Bane NOR can take into account the fact that previously allocated infrastructure capacity is not used.
The applicant is obliged to state whether the transport that it wants to run has a load of such a nature that it must be run as a specialised transport, using either a regular train or an extra train.
Specialised transports are defined in the glossary/definitions.
Deadlines for application for specialised transports
Specialised transports must be reported to the capacity allocation process as far as possible if, due to the load’s size or other circumstances, they may have consequences with regard to the infrastructure capacity on the relevant section.
Permits for specialised transports can be obtained by contacting Bane NOR’s OSS function: email firstname.lastname@example.org In the case of applications outside the capacity allocation process, an administrative processing time in excess of 5 days must be expected, cf. Ch. 22.214.171.124 above.
Auxiliary tools for processing applications for specialised transport
Auxiliary tools for processing applications for specialised transport is a supplementary service, cf. Ch. 126.96.36.199.
Hazardous goods in connection with the capacity allocation process
In the capacity allocation process, Bane NOR assumes that all freight trains carry hazardous goods.
Hazardous goods when operating trains
The RUs must notify Bane NOR of all transport of hazardous goods according to TJN, Ch. 4.
Cf. the Railway Regulations, § 10-4.
In the event of disruptions, it is in the common interest of Bane NOR and the RUs to restore the intended rail services, punctuality and regularity as quickly as possible. Possible measures for achieving this include prioritising trains, cancelling trains and rerouting trains.
Good punctuality and regularity are important requirements for Bane NOR’s and the RUs’ reputations and financial situations and are a crucial requirement for optimum capacity utilisation.
One crucial requirement for good punctuality is that agreed planning requirements must be met, cf. section 188.8.131.52.1 above. This is particularly important in the Eastern Norway region and in the vicinity of Bergen, Stavanger and Trondheim, where there is heavy rail traffic and a high level of rail network capacity utilisation. This must be taken into consideration in the short-term route planning.
Critical delays in a capacity context will vary according to the different line sections and depend on a number of factors such as distances between passing loops, the length of passing loops, the type of safety installation, etc., as well as capacity utilisation and technical requirements for routes.
Of the above causes related to technical requirements for routes, critical delays in the Oslo area are defined as delays in excess of 3 minutes.
The purpose of priority rules is to provide guidelines for uniform responses and hence predictability in the handling of irregularities.
However, based on experience and a comprehensive evaluation, a traffic controller must make sure that the services are returned to normal as quickly as possible (general reduction in irregularities).
Where necessary, the traffic controller must ensure coordination and corresponding privatisations with other affected central control areas. This is particularly important for trains that are run in transit through the Oslo area.
Officers in the service areas must work in cooperation with relevant RUs to compile action cards to the extent necessary to ensure that major service irregularities are handled consistently.
Detailed prioritisation rules are determined simultaneously with the timetable in question.
The following guidelines have been provided for use by Bane NOR’s operational traffic control in order to restore designated rail services as quickly as possible in the event of disruptions.
Fundamentally, trains that are on time must be continue to be on time.
Taking into account the rotation of vehicles and the impact of this rotation on implementation of the timetable means that this principle must sometimes be abandoned.
The further guidelines for exceptions are related to the timetable valid at any given time and are issued by Bane NOR just before each new timetable period. The RUs will be informed of the planned formulation of these guidelines during their participation in the capacity allocation process.
Traffic controllers may depart from operational guidelines when this is deemed to be justified. Examples of such situations may be as follows:
Cf. the Railway Regulations, § 10-4.
The Railway Regulations, § 10-4, state that if disruptions arise in rail services because of technical faults or accidents, Bane NOR must implement all the necessary measures to restore the normal situation; as well as the other situations in which Bane NOR can or must undertake measures as a consequence of disruptions, including Bane NOR’s ability to withdraw infrastructure capacity and requisition the RUs vehicle in order to restore the normal situation.
When the right of requisition is exercised, the net operation-related costs will only be approved if the RU subject to the requisition, or any other party for which the RU is liable, is not responsible for the cause of the irregularity that has given rise to the requisition.
The costs of exercising Bane NOR’s right of requisition will be charged to the party that causes the disruption to rail services.
Cf. the Railway Regulations, § 9-5.
Predicted problems in the form of reduced infrastructure capacity must be resolved on the basis of the same prioritisation criteria as in the case of congested infrastructure, but in such a way that service trains running for the purpose of helping to restore the limited infrastructure capacity are given priority over other trains.
Bane NOR and the RUs involved can agree jointly on a different solution.
Cf. the Railway Regulations, § 9-5.
When infrastructure capacity is limited, the same prioritisation criteria apply as when the infrastructure has been declared to be congested, but in such way that service trains running for the purpose of helping to restore the limited infrastructure capacity are given priority over other trains.
For routes and irregularities for which Bane NOR has compiled action cards, these will be followed unless all the parties involved can jointly agree to a different solution.
By “limited infrastructure capacity”, we mean that it is not possible to run the rail services intended for the line in question, e.g. because centralised traffic control on the line has failed, points cannot be used or just one track can be used on a double track section.