See the Norwegian Railway Regulations, Chapters 8, 9 and 10.
This chapter describes the Bane NOR process for 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 Marketing, 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 individual decisions, see the Norwegian Railway Regulations, Section 1-2 (10). This is applicable when distributing infrastructure capacity to RUs and to applicants other than RUs.
The process begins five years (also referred to as “X-60,” indicating the number of months) before a new timetable period is initiated and consists of recurring activities for the planning and allocation of infrastructure capacity.
Figure: Allocation of infrastructure capacity process
Bane NOR will conduct capacity assessments and prepare capacity improvement plans, for both internal investigations and mandated investigations.
The objective includes the assessment of:
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 60 months/five years (X-60) before the start of the 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 the annual capacity allocation.
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.
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.
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 for coordinating and allocating infrastructure capacity in the annual capacity allocation process.
The annual capacity allocation is carried out in accordance with guidelines specified in laws and regulations, in addition to guidelines described in this document.
Main activities for the annual capacity allocation:
| Update planning criteria|
(Preparation phase –
X-12 – X-9)
| Notice of commencement of the annual capacity allocation process.|
The notice should be considered a supplement to the Network Statement.
| Head of Timetable, |
Customer and Marketing
|Launch BEST-L for the submission of applications||Manager, BEST and TBS planning systems, Customer and Marketing||10 months|
| Convene start-up meeting with railway companies and those responsible for infrastructure and traffic management. The main topics for the meeting are:|
• Review of the assumptions that form the basis for applications and allocation of infrastructure capacity
• Schedule for the implementation of the process
| Head of Timetable, |
Customer and Marketing
| Allocate infrastructure capacity|
(Construction phase –
X-8 – X-3 ½)
|Receive applications from railway companies and other applicants by the set deadline (midnight on the second Monday of April)|| Head of Timetable, |
Customer and Marketing
|Design train paths based on received applications and compile these into a new draft timetable|| Head of Timetable, |
Customer and Marketing
|8 months – 5 months|
| Submit the new draft timetable to all external and internal stakeholders for consultation. |
The consultation period is six (6) weeks
| Head of Timetable, |
Customer and Marketing
|Receive and review consultation comments. Revise the new draft timetable if necessary|| Head of Timetable, |
Customer and Marketing
|4 1/2 months|
|Convene a dialogue meeting (timetable meeting) with all stakeholders for review of general comments from the consultation|| Head of Timetable, |
Customer and Marketing
|Receive and review any comments after the dialogue meeting has been completed.|| Head of Timetable, |
Customer and Marketing
|3 1/2 months|
| Implement timetable|
(Implementation phase –
X-3 – X-2)
|The timetable for the next timetable period is finalised. This consists of allocated train paths, national and cross-border, as well as the capacity reserved for work on tracks (TPRT)|| Head of Timetable, |
Customer and Marketing
|The finalised timetable is quality-controlled and transferred to the defined data interfaces for publication|| Head of Timetable, |
Customer and Marketing
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.
Applications for infrastructure capacity in the Operative Capacity Allocation must be submitted through Bane NOR’s system for applications in the Operative Capacity Allocation (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 operative 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|
a) Train path applications in the annual capacity allocation must be submitted through Bane NOR’s system for applications in the annual capacity allocation (BEST-L) in accordance with the set deadlines shown in 18.104.22.168 Schedule.
b) Applications for capacity in terminals, stabling areas, access to train heating systems, etc., must be enclosed with the application using a separate form, see Annex 22.214.171.124.
c) Plans for track access for operation, maintenance and construction of new railway infrastructure (TPRT) must be entered in Bane NOR’s system for an overview of work on tracks (ARBIS) in accordance with set deadlines as shown in 126.96.36.199 Schedule.
d) Path Coordination System (PCS) is a web-based communication tool developed to optimise the coordination of lines in international traffic, http://pcs.rne.eu/. The tool can be used free of charge. As a member of the international association of infrastructure managers, RailNetEurope (RNE), Bane NOR is obliged to use the tool for international timetable work if applications are registered. Cross-border traffic (including Norwegian lines) may be looked up using this tool.
RailNetEurope (RNE) has defined international corridors for freight service. Pre-planned train paths are being prepared for these corridors and will be published in PCS on 11 January 2021. These train paths can be looked up using PCS only. Information can be found at www.scanmedfreight.eu.
Further information concerning international collaboration and coordination of applications for infrastructure capacity can be found in Chapters 1.6 – 1.7.
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||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 |
• see Annex 188.8.131.52
| Need for stabling capacity |
• see Annex 184.108.40.206
| 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 separately from email@example.com
After the application deadline for the annual capacity allocation has passed, Bane NOR may contact the applicant if the application is deemed to be incorrect or incomplete. In case of such enquiries, it is important that the applicant responds quickly to avoid delays in the allocation process. If a response is not submitted by the deadline specified in the enquiry, Bane NOR may, after issuing a reminder, reject all or parts of the application for train paths.
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.
Applications for infrastructure capacity for service facilities must be submitted through Bane NOR’s system for applications in the annual capacity allocation (BEST-L) in accordance with the set deadlines shown in 220.127.116.11 Schedule.
If Bane NOR is to be able to allocate infrastructure capacity for service facilities, the application must include the required minimum information, see below:
|Service facility type||Requirements concerning the contents of applications|
|Passenger stations||Stopping patterns and activities, including minimum stopping time needed (see Chapter 4.2.5)|
|Freight terminals||See Annex 18.104.22.168|
|Timber terminals||See Annex 22.214.171.124|
|Railway yards||See Annex 126.96.36.199|
|Stabling sidings||See Annex 188.8.131.52|
|Maintenance facilities / Workshops||See Annex 184.108.40.206|
|Other technical facilities||Not applicable|
|Port facilities||See Annex 220.127.116.11|
|Relief facilities||To be agreed with operational traffic management as needed|
|Refuelling facilities||See Annex 18.104.22.168|
After the application deadline for the annual capacity allocation has passed, Bane NOR may contact the applicant if the application is deemed to be incorrect or incomplete. In case of such enquiries, it is important that the applicant responds quickly to avoid delays in the allocation process. If a response is not submitted by the deadline specified in the enquiry, Bane NOR may, after issuing a reminder, reject all or parts of the application for infrastructure capacity for service facilities.
Capacity assumptions/planning assumptions
All lines are essentially open to railway traffic around the clock.
Planned capacity restrictions (TPRT) have been subject to coordination prior to the publication of the Network Statement. These capacity restrictions are considered the infrastructure manager’s application for planned maintenance and constitute part of the assumptions for the allocation process, for example accessibility and speed in the railway infrastructure.
Any regular closures or restrictions due to inspections and maintenance work will be reported by the IM as part of annual and operative capacity allocation.
Applications for train paths or services in the annual capacity allocation should NOT be adjusted for the track work published in ARBIS, unless otherwise stated by Bane NOR.
The established timetable sets out assumptions concerning accessibility and speeds in the railway infrastructure with regard to the ad-hoc process. All applications for train paths and services using the ad-hoc process must be adjusted for the established timetable for track works.
Allocation of capacity for maintenance, renovations and capacity enhancement measures is 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.
Prearranged train paths for international corridors
No later than 11 months before the start of the timetable period, the Pre-Arranged Paths (PaPs) for ScanMed RFC are published. The paths are published via the corridor website www.scanmedfreight.eu, as well as directly in the application and coordination tool, PCS.
The prearranged train paths (PaPs) for the corridor are a product reserved for international freight service in the annual timetable. The train paths have been prepared by infrastructure managers in consultation with corridor organisations and are based on a study of the transport market. Capacity is applied for and allocated directly via the C-OSS function for the corridor.
As these PaPs routes have special priority over changes in the capacity allocation process, it may be beneficial for international freight services to apply for these.
Capacity restrictions may be introduced on the parts of the railway infrastructure where the capacity requirements for train paths exceed the available capacity. In this case, train path applications cannot be approved in full.
Bane NOR is responsible for ensuring that stations can accommodate alternative transport and is responsible for the allocation of RU capacity and areas in stations for the implementation of alternative transport.
The RU must submit any known requests for facilitation at stations for the coming timetable period by the deadline for input on the second consultation round on technical planning requirements for tracks. Submission must be made via ARBIS and must be linked to the individual ARBIS-ID.
Requests for facilitation at stations occurring during the timetable period or that were not known at the time of the second consultation round for the TPRT must be submitted on an ongoing basis but no later than three months prior to the commencement of the deviation to firstname.lastname@example.org
Plans for the implementation of alternative transport for interruptions that span more than 48 hours must be distributed by Bane NOR to railway companies no later than one month before the interruption and must be established by Bane NOR 7 days prior.
Bane NOR will allocate capacity and areas in stations where multiple RUs are implementing alternative transport from when the timetable and technical planning requirements for tracks for the coming year are determined.
Bane NOR wishes to use fixed deadlines for the submission of changes to the timetable linked to TPRT as established in the annual timetable. All changes from railway companies must be registered in BEST-K no later than 16 weeks before commencement of a track interruption.
Bane NOR aims to be able to deliver an updated timetable including the incorporated changes no later than 12 weeks before the commencement of the changes. The updated timetable must include detailed information about the final determination and implementation of measures that affect train traffic.
See Chapter 7 of the Norwegian Railway Regulations and Chapter 3.3.1 of the Network Statement
(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 assumed 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 Chapters 8, 9 and 10 of the Norwegian Railway Regulations
R22 is valid from and including 12/12/2021 up to and including 10/12/2022 and capacity will be allocated for the entire period.
The timetable includes train paths (and other services) and plans for work in tracks.
A detailed description with milestones (activities and deadlines) is provided in Item 22.214.171.124 and will be submitted to RUs and other applicants, as well as IMs before the planning process commences.
It may be necessary to adapt train paths that have been applied for in order to devise an optimum timetable. This will take place in dialogue with affected RUs/applicants.
The commencement of the planning process/process for annual capacity allocation is announced through separate letters to applicants.
- Technical planning requirements for track (TPRT)
- Prearranged paths (PaPs) for ScanMed RFC
Train path applications, plans for infrastructure work and services, both national and international, form a basis for drawing up a suggested timetable, what is known as the draft timetable.
The suggested timetable includes:
Capacity for cross-border trains will be coordinated before a suggested timetable is published.
General comments on an allocation, e.g. non-constructed train paths or complete solutions for a line 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.
Note: If the comments from the consultation involve a conflict of interest, a coordination process will commence.
|13.12.||Timetable R21 implemented.|
|18.12.||Latest date for announcement of start-up of timetable R22 – including the initial TPRT proposal.|
|11.1.|| Pre-planned train paths (PaPs) for international freight services R22 published.
Search period for infrastructure capacity begins.
|15.2.||Search period for train paths begins – BEST-L opens.|
|15.2.||19.2.||Early dialogue – one-on-one meetings with RUs and other applicants.|
|18.3.||Start-up meeting R22 with RUs and other applicants for information and discussion on criteria for the forthcoming timetable period.|
|12.4.||Last day for comments on the first proposal for TPRT R22.|
|12.4.||Last day for infrastructure capacity applications for R22.|
|14.6||18.6.||Consultation/status meetings with RUs and other applicants.|
|5.7.||Suggested timetable and updated proposal for TPRT for R22 published.|
|9.8.||Comments on the proposed timetable and updated proposal for TPRT R22 must be received by Bane NOR before 09:00.|
|19.8.||Timetable meeting R22 with RUs and other applicants in order to review proposed routes and comments from the consultation.|
|23.8.||Determination of international traffic applied for in PCS, including pre-planned train paths (PaPs) for international freight services. Also applicable to national train paths as feeder traffic to/from PaPs.|
|6.9.||Last day to submit a demand for dispute resolution.|
|6.9.||17.9.||Dispute resolution period.|
|24.9.||Timetable and TPRT R22 determined.|
|18.10.||Timetable and TPRT R22 published.|
|19.10.||First day for applications for ad hoc routes for timetable R22.|
|12.11.||Last day to notify the RU that will be in charge of transport if applications for infrastructure capacity have been received from applicants other than RUs.|
|12.12.||Timetable R22 implemented.|
|22.12.||Latest date for announcement of start-up of timetable R23.|
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.
See Section 8-7 of the Norwegian Railway Regulations. 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. If necessary, the timetable must be consulted for clarification of the requirements on which the current timetable is based.
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 timetable planner 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 Item 4.5.3 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 in FIDO, as described in Traffic Rules for the Rail Network.
See the Norwegian Railway Regulations, Section 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 Norwegian Railway Regulations, Section 9-1.
The process is implemented as follows:
Bane NOR will first contact 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 will invite the applicants to individual meetings. When all information and documentation is in place, Bane NOR will draw up a proposed solution based on the following principles and criteria:
1. Coordination of international/cross-border 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 Norwegian Railway Regulations, Section 9-3 – and then to allocate infrastructure capacity according to prioritisation criteria, see the Norwegian Railway Regulations, Section 9-5.
See the Norwegian Railway Regulations, Section 9-2.
Bane NOR’s dispute resolution scheme comes into force in response to written complaints from applicants who disagree with proposals for timetables after coordination has been carried out.
The process with milestones (schedule) is reported to applicants and IMs at the start of the planning process, i.e. 12 months before the new timetable is implemented.
When a line is declared to be congested, Bane NOR will allocate infrastructure capacity in accordance with guidelines as specified in line 4.5.4.
The exact deadline for submitting requests for dispute resolution can be found in the detailed schedule announced 12 months before the implementation of the timetable.
The complaint must 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).
The complaint must be justified and must include a description of the solution in which the applicant thinks the dispute resolution process ought to conclude:
The complaint should be submitted to Bane NOR, Customers and Marketing, Timetable, which will distribute copies of the complaint to all other affected applicants. The complaint must be submitted via email to email@example.com
Within two working days of 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 Marketing, Timetable.
The response must reference and identify the original complaint.
The response must be submitted to firstname.lastname@example.org
Bane NOR will evaluate the complaint and any responses and make 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 will be 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 Item 4.5.5.
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 Norwegian Railway Regulations, see the Norwegian Railway Regulations, Section 1-2 (9).
See the Norwegian Railway Regulations, Section 11-2.
Bane NOR’s decisions on the allocation of infrastructure capacity can be appealed to the Norwegian Railway Authority, see Chapter 1.4.3, which provides further information about appealing to the Norwegian Railway Authority. Such appeals have no suspensive effect.
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:
Additionally, the established timetable will show siding capacity, including the locations for the allocated capacity for stabling of vehicles and siding capacity for terminals, as well as the use of train heating systems during operating breaks.
See the Norwegian Railway Regulations, Chapter 9.
See Section 9-3 of the Norwegian Railway Regulations.
The following lines and hubs are considered to be congested:
The following prioritisation criteria must be applied pursuant to the Norwegian Railway Regulations, Section 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 Section 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 Norwegian Railway Regulations, Section 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 Norwegian Railway Regulations, Section 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 Norwegian Railway Regulations, Section 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 Norwegian Railway Regulations, Section 9-6.
See the Norwegian Railway Regulations, Section 9-7.
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: email@example.com
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 Chapter 126.96.36.199.
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, Chapter 4.
Bane NOR processes applications for the modification of allocated infrastructure capacity in the same way as ad-hoc applications.
Bane NOR processes applications for changes to allocated infrastructure capacity in the same way as ad-hoc applications.
See the Norwegian Railway Regulations, Sections 9-4 and 10-2. If the allocated infrastructure capacity is not used, this can be included in the consideration of future allocation of infrastructure capacity. This may result in lower priority or the applicant being refused allocation. Bane NOR has the right to withdraw allocated infrastructure capacity if the applicant does not use the infrastructure capacity to a sufficient extent. The applicant must be granted the right to comment. Sufficient extent means that the proportion of allocated infrastructure capacity used is in excess of 80 %.
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 by giving five working days’ notice in writing. RUs must be offered a right of reply.
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 released 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:
See the Norwegian Railway Regulations, Section 6-7.
Allocated infrastructure capacity can be cancelled free of charge up to 60 days before the train’s departure time. Cancellations or non-usage occurring after this point will be subject to reservation charges pursuant to Chapter 5.6.1. Allocated infrastructure capacity cannot be cancelled less than 72 hours before the departure time.
RailNetEurope (RNE) and Forum Train Europe (FTE), with support from the European Rail Freight Association (ERFA), are currently working to renew the international capacity allocation process (TTR). The aim of the TTR is to reconcile and improve the European system for capacity allocation in the railways to provide railway transport with significantly strengthened competitiveness.
TTR involves the renewal of the existing process, including the improvement of existing components for the planning and allocation of infrastructure capacity (including temporary capacity restrictions) and the implementation of new ones.
The purpose is to better meet the needs in the market and achieve optimised use of existing infrastructure capacity. With regard to passenger services in particular, this will mean that the final timetables are made available at an earlier time, allowing passengers to benefit from access to early ticket purchases. For the majority of freight services, this will result in more opportunities for short-term capacity applications for train paths and thereby also greater flexibility to be able to meet customer needs.
Detailed information about the project is available via ttr.rne.eu and http://www.forumtraineurope.eu/services/ttr/, as well as the Bane NOR website.
According to the plan, TTR will be fully implemented for timetable period R25, provided that it complies with European and national legal frameworks.
The TTR process is based around the following components:
The most important ones are described in further detail below.
*X refers to the commencement date for the R25 timetable period
Bane NOR participates in project implementation at national level in accordance with the common timeline described in the illustration below. The TTR approach, especially the innovative process components, is tested using pilots (see Item 4.9.4) with the aim of assessing the system and potentially making any adjustments or improvements to the project before the national TTR process is implemented (see Item 4.9.4 for further information). As an initial step in the national process implementation, Bane NOR is intending to prepare the capacity model for the R23 timetable period.
For further information, please contact firstname.lastname@example.org
Applicants may announce their capacity needs to Bane NOR between X *-30 and X *-18 months for the R25 timetable period via email@example.com
The required information for announcements of capacity needs from applicants must be agreed with Bane NOR prior to submission.
Announcements of capacity needs are considered non-binding indications from applicants concerning anticipated future capacity needs.
In the event that Bane NOR identifies overlapping declarations on capacity needs, the party concerned must discuss the matter with the other affected applicants with the aim of finding a common solution. Bane NOR will use the information provided in connection with the capacity model (see Item 188.8.131.52 for further information about the capacity model). Bane NOR cannot guarantee that all announcements of capacity needs will be taken into account in the final capacity model and declarations concerning capacity needs will also not result in priority in the subsequent process for the allocation of capacity.
*X refers to the commencement date for the R25 timetable period
The capacity model will be based on Bane NOR’s capacity strategy (see Item 184.108.40.206), market requirements (e.g. new service plans) and temporary capacity restrictions (see Item 220.127.116.11) and is used as the basis for all capacity applications. In this connection, capacity is allocated in accordance with the different technical and commercial needs (“capacity allocation”), which are normally as follows:
– Capacity required in connection with temporary capacity restrictions
– Available capacity for annual applications (see Chapter 4.9.2)
– Reserved capacity for applications for ongoing planning (see Item 4.9.2)
– Residual capacity
Existing process components have been reconciled and improved and a number of innovative process components and products have recently been developed to fully meet all market requirements.
In order to test the new process, especially the innovative process components, across all of Europe, pilot projects have been running across several European countries from and including the 2019-2020 timetable. The purpose is to assess how the new TTR process meets the relevant objectives in practice. This should also include the opportunity to adjust any critical aspects and make further adjustments before the actual implementation of the project, as well as demonstrating early benefits to the market.
The pilot projects allow for initial application of the capacity model and test the benefits for the market of applications for ongoing planning.
The pilot lines running along four freight corridors where the new system is being tested are:
From autumn 2020, Bane NOR will participate in a new pilot together with the Swedish Transport Administration and Banedanmark. The pilot description will be available at a later date.