Source: http://networkstatement.jbv.no/doku.php?id=ns2019en:capacity_allocation
Timestamp: 2019-04-21 00:31:08+00:00

Document:
Cf. the Railway Regulations, Chs. 8 and 9.
Bane NOR allocates infrastructure capacity to applicants. This chapter describes how applicants should proceed when applying for infrastructure capacity, and how Bane NOR allocates infrastructure capacity.
Customers and Services, Timetable is the owner and specialist in charge of the capacity allocation process.
Bane NOR's decisions on allocation of infrastructure capacity are single decisions, cf. the Railway Regulations, § 1-2 (10). This is applicable when distributing infrastructure capacity to RUs and to applicants other than RUs.
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.
Tactical capacity allocation prepares the annual timetable.
Operational capacity allocation is related to the valley timetable at any given time. Ad hoc applications are dealt with during this phase, cf. Ch. 4.3.2.
Tactical and operational capacity allocation are described above.
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).
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.
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).
6 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.
11 Start-up meeting with the RU and Bane NOR, railway manager. Review of technical planning requirements for track and any other relevant issues.
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.
Track access – need for «white periods» (for maintenance, inspection and/or infrastructure works), etc.
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.
For international coordination of infrastructure capacity applications, see Ch. 1.8.2.
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.
Passenger train, freight train, empty train, light engine, service train, etc.
For freight trains, the preferred coupled train weight, total length in metres and axle load are specified. For passenger trains, the number of standard stock units and total length in metres are specified.
For stabled/parked rolling stock during operational breaks. Information on preferred location and the need for track length is requested.
The order must include a track number, any preheating facility number, days/dates and times.
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.
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.
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.
22.12 Latest date for announcement of start-up of timetable R19.
15.3 Start-up meeting R19 with RUs and other applicants.
9.4 Comments on the first proposal for TPRT R19 must be received by Bane NOR before 09.00.
9.4 Last day for infrastructure capacity applications for R19.
2.7 Route proposal and updated proposal for TPRT for R19 published.
2.7 6.8 Proposal R19 for consultation with RUs and other applicants.
6.8 Comments on the route proposal and updated proposal for TPRT R19 must be received by Bane NOR before 09.00.
20.8 Times for international traffic applied for via PCS, including preplanned train paths (PaPs) for international freight traffic, are determined. Also applicable to national train paths as feeder traffic to/from PaPs.
21.9 Timetable and TPRT R19 decided.
15.10 Timetable and TPRT R19 published.
16.10 First day for applications for ad hoc routes for timetable R19.
9.11 Last day to notify RU which will be in charge of transport if applications for infrastructure capacity have been received other applicants and not RUs.
21.12 Latest date for announcement of start-up of timetable R20.
For information on the procedure in the event of unforeseen maintenance work, please see Ch. 4.5.
Timetable R19 is valid from 9.12.2018 to 14.12.2019.
Capacity is distributed for the entire timetable (R19).
Bane NOR must give its final response to the RUs' infrastructure capacity applications in the regular capacity allocation process for R19 by 21 September 2018.
A detailed description of the planning process, including deadlines, will be announced in a separate letter to applicants.
Cf. the Railway Regulations, § 8-7.
Residual capacity can be allocated either for running extra trains or for infrastructure works.
The residual capacity is allocated in the order in which infrastructure capacity applications are received.
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.
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 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.
Environmental considerations, including energy-efficient rolling stock.
Applications for ad hoc capacity are submitted via Bane NOR's web portal BEST-K. This includes instructions on how the tool is used and the minimum information that is required for the application.
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 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.
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-K.
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.
Bane NOR processes the allocation and coordination processes as one continuous, integrated process. This process is called «Allocate 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.
7 Bane NOR's dispute resolution scheme comes into force immediately after activity 3 and in parallel with activities 4-6,	Cf. the Railway Regulations, § 9-2 and the Network Statement, Ch. 4.4.2.
1 Customers and Services, Timetable carries out quality control of the timetable.
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.
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.
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 as specified in section 4.4.3.3.
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.
A reference to which trains and/or which operating schedule the complaint applies (sufficient to identify the complaint with a time and line).
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. 4.4.2.2.
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. 4.4.2.1.
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.
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.
Cf. the Railway Regulations, Ch. 7 and the Network Statement, Ch. 2.3.1.
(Reference: JBV case 03-1458 document 4).
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.
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 transport arrangements are defined in the glossary/definitions.
Specialised 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.
Permits for specialised transports can be obtained by contacting Bane NOR's OSS function: email spesialtransporter@banenor.no. In the case of applications outside the capacity allocation process, an administrative processing time in excess of five days must be expected, cf. Ch. 4.3.2.2 above.
Auxiliary tools for processing applications for specialised transport Auxiliary tools for processing applications for specialised transport are a supplementary service, cf. Ch. 5.4.3.1.
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.
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 4.2.1.1.1 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.
As a general rule, trains that are on time must be continue to be on time.
The need for rotation of vehicles and the impact of this rotation on implementation of the timetable means that this principle must sometimes be departed from.
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.
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 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.
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.

References: § 1
 § 1
 § 8
 § 9
 § 9
 § 9
 § 9
 § 9
 § 9
 § 1
 § 11
 § 9
 § 9
 § 9
 § 9
 § 10
 § 10
 § 9