See the Railway Regulations, Chs. 8, 9 and 10.
This chapter describes the Bane NOR processor allocation of capacity for train paths, as well as Bane NOR’s need for track access in order to operate, maintain and construct railway infrastructure.
Customers and Services, Timetable is the owner and specialist in charge of the Allocate infrastructure capacity process (capacity allocation process).
Bane NOR’s decisions on allocation of infrastructure capacity are single decisions, see the Railway Regulations, § 1-2 (10). This is applicable when distributing infrastructure capacity to RUs and to applicants other than RUs.
Feasibility studies of rolling stock and cargo, including gauge simulations Bane NOR offers to carry out feasibility studies for applicants requiring information on expected running time for specific types of trains or expected running time between specific connections, technical compatibility between rolling stock and railway infrastructure, etc. For Bane NOR to be able to carry out a feasibility study, the person ordering the study must provide the necessary information.
In general, it is emphasised that the more information that can be given, the higher the quality of the feasibility study.
The applicant’s request for a feasibility study is not considered to be a route request. Communicated results of the feasibility study are not binding for Bane NOR during the capacity allocation process. Routes based on the results of the feasibility study must be applied for in the usual way; see Ch. 4.
To verify whether a new vehicle can be operated on the rail network, Bane NOR offers the applicant the opportunity to simulate operation of the vehicle in a computer program.
Estimation of basic running time for (new) vehicle types
If requested, Bane NOR can estimate the basic running times of various new types of rolling stock. Bane NOR has the relevant information about the route to be serviced. Whoever requests these services must make information pertaining to specific rolling stock available, including:
Traction properties for towing unit(s) Mass distribution on towing/non-towing axles
Activities in order to coordinate reported track access requirements for operation and maintenance and construction of new railway infrastructure. The purpose is to ensure:
The activities will commence 48 months/4 years (X-48) before the start of Annual Capacity Allocation.
Reported needs are not binding for Bane NOR during the capacity allocation process. Final track access requirements may be applied for in the usual way in Annual Capacity Allocation.
Activities for coordinating and allocating infrastructure capacity in the annual capacity allocation process.
Annual Capacity Allocation is carried out in accordance with guidelines specified in laws and regulations, in addition to guidelines described in this document.
The annual capacity allocation process describes, in logical order, the phases that are involved.
1. Update planning criteria
2. Apply for infrastructure capacity
3. Allocate infrastructure capacity
4. Implement timetable
1. Update planning criteria
|1||Establish dates for the timetable period.||RNE|
|2||Prepares letters and memos that are sent to RUs and IMs, providing notice of the start of the process. This includes a detailed description of the process with a schedule.||Bane NOR, Timetable|
|3||Provides information and/or takes into account amendments to laws and regulations of significance to capacity allocation.||Bane NOR, Timetable|
|4||Follow up on the content in the Agreement on Track Access and the Use of services (ATS) and any framework agreements.||Bane NOR|
|5||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.).||Bane NOR|
|6||Process new route models if necessary, e.g. in the event of major changes to the railway infrastructure. The pre-planned train path model is used as a starting point for this procedure.||Bane NOR, Timetable|
|7||Prepare technical planning requirements for track (TPRT) and record this in ARBIS for the Timetable for national coordination.||Bane NOR, IMs|
|8||Process reports to TPRT and submit these to RUs.||Bane NOR, Timetable|
|9||Prepare any pre-planned train paths for publication.||Bane NOR, Timetable|
|10||Assess requirements and prepare applications for train paths.||RUs and other applicants|
|11||Hold a start-up meeting with RUs and other applicants plus Bane NOR, IMs for review of TPRT and any other relevant matters.||Bane NOR, Timetable|
2. Apply for infrastructure capacity
|1||Send a train path application to Timetable, Customers and Services||RUs and other applicants|
|2||Update TPRT||Bane NOR, IMs|
|3||Compile technical planning requirements for track and train path applications||Bane NOR, Timetable|
3. Allocate infrastructure capacity
|1||Allocate infrastructure capacity, including stations and terminals/marshalling yards and prepare a draft timetable||Bane NOR, Timetable|
|2||If necessary, minor adjustments can be made to the applications on the basis of changes in IMs’ need for infrastructure work||Bane NOR, Timetable|
|3||Submit a draft timetable to applicants for consultation||Bane NOR, Timetable|
|4||Hold a timetable conference with RUs and other applicants and IMs in order to review comments from the consultation||Bane NOR, Timetable|
|5||Carry out a final evaluation and submit input/comments to Customers and Services, Timetable||RUs and other applicants and IMs|
|6||Review the station staffing needs (applicable to “K stations” on sections with centralised traffic control and stations on sections with announcements)||Bane NOR, Timetable|
|7||Established the timetable and prepare the final planning requirements for the timetable period||Bane NOR, Timetable|
4. Implement timetable
|1||Carry out quality control of the timetable||Bane NOR, Timetable|
|2||Prepare data for announcement and allocation of the timetable||Bane NOR, Timetable|
|3||Update Bane NOR's own information and traffic control systems||Bane NOR, Timetable|
|4||Distribute information from the route database to agreed interfaces among external recipients (RUs, etc.)||Bane NOR, Timetable|
|5||Prepare and publish route diagrams on the Bane NOR website||Bane NOR, Timetable|
A detailed description with milestones (activities and deadlines) is provided in Ch. 4.2 and will be submitted to RUs and other applicants and IMs before the planning process commences.
Activities for coordinating and allocating infrastructure capacity in the timetable period in question. Ad hoc applications will be dealt with in Operative Capacity Allocation.
Operative Capacity Allocation deals with applications for temporary or permanent amendments to the timetable, detailing and implementation of technical planning requirements for track and allocation of residual capacity. The capacity is allocated in the order in which the applications are received.
All applications must be submitted in BEST-K.
If there is a need to make a temporary change to the timetable within the same operating day, the application must be addressed directly to the train controller and not submitted in BEST-K.
Main activities for operational capacity allocation
|1||Receive application from RU for temporary changes to the timetable (TPRT)||Operational wagon router/train controller|
|2||Receive application from IM for work on and beside tracks (TPRT)||Operational wagon router/train controller|
|3||Receive application from RU for residual capacity||Operational wagon router/train controller|
|4||Receive application from IM for residual capacity||Operational wagon router/train controller|
|5||Coordinate applications, prepare and distribute announcements||Operational wagon router/train controller|
Annual Capacity Allocation
Train path applications in Annual Capacity Allocation must be submitted in BEST-L by set deadlines as shown in 4.3.1 Schedule.
Plans for track access for operation, maintenance and construction of new railway infrastructure (TPRT) must be entered in ARBIS by set deadlines as shown in 4.3.1 Schedule.
Applications for capacity at terminals, stabling areas, access to train heating systems, etc. must be enclosed with the application in a separate form, or else applications may be submitted in a separate form at the Bane NOR Customer Portal My Page.
For international coordination of infrastructure capacity applications, see Ch. 1.8.2.
Operative Capacity Allocation
Applications for infrastructure capacity in Operative Capacity Allocation must be submitted in BEST-K.
Applications must take the form of a complete route proposal.
If Bane NOR is to be able to verify and/or design the route, the application must contain the minimum information required, see below:
|Passenger trains||Empty trains||Freight trains/tipper trains||Light engines|
|Train number «)||x||x||x||x|
|Route, from – to||x||x||x||x|
| Departure/arrival time |
Proposed departure time from the rail-head station, possibly proposed arrival time at the terminal station if this is to be given priority
| Stopping patterns and activities |
• With minimum stopping time needed
| Suggested location for replacement of personnel |
• With minimum stopping time needed
|Type of vehicle||x||x||x||x|
| Need further assistance locomotive |
• State section
|Determinative running speed||x||x||x||x|
| Train size |
• Passenger trains – the number of standard stock units and total length in metres
• Freight trains – the coupled train weight, total length in metres and axle load
|Temporary rolling stock turning||x||x||x||x|
|Documentation on permission to use a new vehicle type||x||x||x||x|
| Terminal capacity requirements, including |
• Preferred loading/unloading times
• Need for terminal facilities (end ramp/side ramp, etc.)
• Need for lifting equipment
• Preferred time at the terminal between loading and unloading
| Need for stabling capacity |
• Stabling area
• Type of trainset (length).
• Number of trainsets
• The time and number of hours per year must be stated for Drammen and Lodalen
| Need for access to train heating systems (preheating facilities) in connection with stabling of trains »«)|
• Weekdays and time
») Train numbers are assigned by Bane NOR unless stated otherwise in the application.
«») 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
Using special vehicles
Phasing in new vehicles
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.
R21 is valid from and including 13.12.2020 up to and including 11.12.2021, and capacity will be allocated for the entire period. The timetable includes train paths, plans for infrastructure work (and other services)
Applications received after the annual capacity allocation deadline (the second Monday of April) will be transferred to Operative Capacity Allocation as applications for residual capacity.
However, it may be necessary to adapt train paths applied for in order to devise an optimum timetable. This will take place in discussion with the relevant RUs.
The start of a planning process will be announced in a separate letter to applicants.
Schedule for allocation of infrastructure capacity R21
|15.12||Timetable R20 implemented.|
|20.12||Latest date for announcement of start-up of timetable R21 – including the initial TPRT proposal.|
|13.1||Pre-planned train paths (PaPs) for international freight services R21 published. Search period for infrastructure capacity begins.|
|11.2||Search period for train paths begins – BEST-L opens|
|12.3||Start-up meeting R21 with RUs and other applicants for information and discussion on criteria for the forthcoming timetable period.|
|14.4||Last day for comments on the first proposal for TPRT R21.|
|14.4||Last day for infrastructure capacity applications for R21.|
|6.7||Suggested timetable and updated proposal for TPRT for R21 published.|
|10.8||Comments on the proposed timetable and updated proposal for TPRT R21 must be received by Bane NOR before 09:00.|
|20.8||Timetable meeting R21 with RUs and other applicants in order to review proposed routes and comments from the consultation|
|24.8||Determination of international traffic applied for in PCS, including pre-planned train paths (PaPs) for international freight traffic. Also applicable to national train paths as feeder traffic to/from PaPs.|
|7.9||Last day to submit a demand for dispute resolution.|
|7.9||18.9||Dispute resolution period.|
|25.9||Timetable and TPRT R21 determined.|
|19.10||Timetable and TPRT R21 published.|
|20.10||First day for applications for ad hoc routes for timetable R21.|
|13.11||Last day to notify RU which will be in charge of transport if applications for infrastructure capacity have been received from other applicants and not an RU.|
|13.12||Timetable R21 implemented.|
|18.12||Latest date for announcement of start-up of timetable R22.|
See the Railway Regulations, § 8-7.
Operative Capacity Allocation deals with the need for services, train path applications, infrastructure work or amendment of planning requirements for the timetable period in question.
Infrastructure capacity (residual capacity) is allocated in the order in which applications are received. Bane NOR’s deadline for responses is five working days. However, this does not mean that a detailed route is required, it merely involves providing a response as to whether or not the application can be accommodated.
Communication in Operative Capacity Allocation normally takes place between Bane NOR’s traffic control centres (operational wagon router and train controller) and the RUs’ transport management.
Special deadlines are agreed in the case of large and/or complicated applications and/or exceptional transport arrangements. 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
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-K.
As well as responding to an applicant, Bane NOR will – when an application is received – announce the infrastructure capacity allocated as described in Traffic Rules for the Rail Network.
Cf. the Railway Regulations, Chs. 8, 9 and 10.
Planning criteria in the award process
- Technical planning requirements for track
- Prearranged paths (PaPs) for ScanMed RFC
Train path applications, plans for infrastructure work and services, both national and international, form a basis for a suggested timetable, what is known as the draft timetable.
Capacity for transboundary trains will be coordinated before a suggested timetable is published.
Description of comments on Suggested timetable
General comments on an allocation, e.g. non-constructed train paths or complete solutions for a section or train product.
Comments on the proposal can be provided on allocations deviating from the application. These comments can be provided for a specific point on the train route, or for the train route as a whole.
- Broken connection
- Deviating reference points
- Departure/arrival times deviating from the application
- Run time
The following are not to be regarded as comments:
- Amendments to the original application
- New trains
- Amendments to reference points
- Increased weight, length or amendment of vehicles which mean that the constructed train path could not be maintained
- Addition of running days (quality assurance of running days will be accepted)
- Request to change times applied for
The above changes will be handled as residual capacity and incorporated in the established timetable as far as possible.
RUs and other applicants wishing to withdraw infrastructure capacity applied for before the timetable is established can do this by means of discussion in BEST-L.
The suggested timetable includes
If the comments from the consultation involve a conflict of interest, a coordination process commences.
See 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, see 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:
1. Coordination of international/transboundary traffic
2. The applicant’s actual train path requirements, either based on agreements concluded for transport services or based on the applicant’s prospects of concluding such agreements
3. General societal concerns
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 – see the Railway Regulations, § 9-3 – and then to allocate infrastructure capacity according to prioritisation criteria, see the Railway Regulations, § 9-5.
See 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 as specified in section 126.96.36.199.
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 submitted 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, see Ch. 188.8.131.52.
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 Ch. 184.108.40.206.
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, see the Railway Regulations, § 1-2 (9).
See the Railway Regulations, § 11-2.
Bane NOR’s decisions on infrastructure capacity allocation can be appealed to the NRA, see ch. 1.4.3 for further information. Such appeals have no suspensive effect.
See the Railway Regulations, Ch. 9.
See the Railway Regulations, § 9-3.
The following lines and nodes 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:
1) services included in contracts with the state concerning public service provision
2) national and international freight transport
3) specific type of service on lines as specified in § 8-8, second paragraph
4) passenger transport in general
If applications are submitted for more infrastructure capacity within a priority category in accordance with the Railway Regulations, § 9-5 (1) than there is capacity available, or if applications for more train paths are submitted than there is capacity available in accordance with the Railway Regulations, § 9-5 (2), Bane NOR will allocate infrastructure capacity in such a manner that safeguards the importance of the transport service to the community as far as possible in relation to any other service that is excluded.
If there is any conflict which the above guidelines fail to resolve, or if a priority other than that pursuant to the Railway Regulations, § 9-5 involves higher overall utilisation of the total infrastructure capacity, Bane NOR will use the socio-economic model method to value the 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.
See 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 (Airport Express Train) 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 entered into the Norwegian National Rail Administration’s obligations pursuant to the agreement on 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.
See the Railway Regulations, § 9-6.
See the Railway Regulations, § 9-7.
Allocated capacity is indicated in the established timetable displayed in the Customer Portal on the Bane NOR website. This capacity is shown in route diagrams and ARBIS in the form of:
Allocation of capacity for maintenance, renovations and capacity enhancement measures are taken into account in annual and operational capacity allocation.
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 in accordance with agreed deadlines. These should not be regarded as ad hoc applications.
Reporting of technical planning requirements for track (TPRT) must include:
Measures/activities that may have a permanent or temporary impact on capacity may include:
Plans/reserved times for TPRT will be established at the same time as train paths in the annual timetable.
Plans/reserved times for TPRT that are established in the annual timetable will be detailed and coordinated with applications for residual capacity.
See 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.
When a train path is returned to Bane NOR and redistributed during a timetable period – because an RU has been shut down during a timetable period, for example – Bane NOR will announce when such a train path will become available and set a deadline for applying for the infrastructure capacity.
Applications for infrastructure capacity cleared in this way are submitted as ad hoc applications. Bane NOR will implement an allocation process which means that all applicants with an interest in using the infrastructure capacity will have equal opportunities to apply for it. The following principles and criteria are applicable to such allocations:
In the event of an application conflict, Bane NOR will:
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 an exceptional transport, using either a regular train or an extra train.
Exceptional transport arrangements are defined in the glossary/definitions.
Exceptional transport arrangements 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.
Applications for exceptional transport outside the capacity allocation process are to be submitted to: firstname.lastname@example.org
An administrative processing time in excess of five working days is to be expected for such applications.
Auxiliary tools for processing applications for exceptional transports are a supplementary service, see Ch. 220.127.116.11.
In the capacity allocation process, Bane NOR assumes that all freight trains carry dangerous goods.
The RUs must notify Bane NOR of all transport of dangerous goods according to TJN, Ch. 4.
See 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, see section 18.104.22.168.1. This is particularly important in the Eastern Norway region and in the vicinity of Bergen, Stavanger and Trondheim, where there is heavy railway 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 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:
See 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 RC’s 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 are charged to the party that causes the disruption to rail services.
See 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.
See 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.
The allocation of capacity at service facilities is described in Ch. 5.3.