Procedures for Capacity Requests

Transcription

1 Pilot Information Document Procedures for Capacity Requests valid for process of timetable 2020, starting in 15 Dec 2019, ending on 12 Dec timetable year TTR Pilot Rotterdam-Antwerp PID version page 1

2 Version Control Version number date Chapter changed Changes all initial draft created by fvdc all Updated after clearance of scope issues in Steering Committee all All Many open points cleared after meeting Freddy Van Der Cruyssen, Thomas Van Beveren and Floris Visser All New version after discussion in the TTR core team All Additions based on comments in core team and decisions on pilot scope All Changes based on CT 30 nov and exchange with RFC All Updated based on feedback from many stakeholders All Final draft version to be published on RNE CMS environment. Document needs to be approved by pilot core team and advisory board PID version page 2

3 Table of contents 1 Introduction Disclaimer The components of the pilot Geographical boundaries of the pilot Capacity model TT2020 process timeline Annual planning Requests placed on time Requests after deadline (R.A.D) Rolling planning (RP) TTR goal of Rolling Planning Pilot implementation for Rolling Planning Exclusion of Multi Annual Requests Rolling Planning How to request capacity Enquiries and IM contacts for planning Annual timetable requests Impact TTR pilot on Annual timetable requests Timeline Path Elaboration Rules Leading tool for the handling of capacity requests Consistency Check of the applications Path elaboration phase Draft offer Observations Post-processing Final offer Requests after deadline (RAD) Impact TTR pilot on Requests after deadline Timeline Path Elaboration Rules Leading tool for handling the requests Consistency check of the applications Path elaboration phase Late request offer Acceptance Post processing PID version page 3

4 5.10 Final offer Rolling planning requests Timeline Scope for Rolling Planning requests Allocation rules Publication of Rolling Planning capacity and conditions of the paths Timeframes of the safeguarded rolling planning volumes Leading tool for handling the requests Consistency check of the applications Path elaboration phase Draft offer Acceptance Post processing Final offer Withdrawal, modifications, cancellations and alterations Withdrawing a request is only possible Overview of withdrawal fees and deadlines Transfer of capacity Modifications Cancellations in the TTR Pilot Path Alteration in the TTR pilot Cancellation in general Addressing and form of a cancellation Overview of cancellation fees and deadlines Overview of fees and deadlines for unused paths Exceptional transport and dangerous goods Exceptional transport Dangerous goods Contracting and invoicing Coordination and publication of planned temporary capacity restrictions Goals Legal background Publication Criteria for publication Dates of publication Publication facilitators Annex 1: Table of deadlines PID version page 4

5 Annex 2: Minor/major changes to the path request (before allocation) / applicant s modification to the allocated path PID version page 5

6 1 Introduction As agreed by the RNE General Assembly (May 2017) and FTE Plenary Assembly (June 2017), TTR will be implemented gradually with tests being conducted in pilots to test innovative TTR components. In December 2017 three pilots have been started in Europe. These pilots will be operative for timetable The goals of the pilots are to provide: - Proof of the business reference model s accuracy; - Definition and specification of data reference model for capacity; - Input for process steering methods (e.g. allocation rules, commercial conditions); - Input for performance reference model: o Comparing capacity model with actual requests; o Number of modifications/alterations; o Percentage of safeguarded capacity vs. residual capacity usage. Goals of pilot phase 1: In 2018 a capacity model including capacity partitioning was developed on the pilot lines for Time Table 2020 in close participation between involved IM s, RU s and other stakeholders. The pilot provided input to task forces at programme level to develop enabling IT, Legal Conditions, Commercial Conditions and processes. Goals of pilot phase 2: The goal of pilot phase 2 is to test capacity requests for timetable 2020 based on the capacity models created in pilot phase 1. The methods of the pilot lines are similar to each other to allow a comparison of the results. The goals are: The proof of the business concept, specifically the correlation of annual timetabling capacity (ATT), capacity for TCRs (in line with the recast Annex VII:2017/2075) and safeguarded capacity for Rolling Planning; Inputs for improving the process; Inputs for the IT landscape (definition of requirements for IT systems); Inputs for the Commercial Conditions and Allocation Rules (requirements for steering the process, particularly for safeguarding capacity and shifting to Rolling Planning requests). More information about TTR and the pilots is available online on the RNE Website: Contacts: - Pilot project managers: Pilot Antwerpen - Rotterdam IM ProRail Infrabel Contact Floris Visser Freddy Van Der Cruyssen floris.visser@prorail.nl freddy.vandercruyssen@infrabel.be Phone + 31 (0) T PID version page 6

7 - Overall contact persons on RNE/FTE level: Pilot Antwerpen - Rotterdam RailNetEurope (RNE) Contact Philipp Koiser, Sales & Timetabling Manager / Leader TTR Programme philipp.koiser@rne.eu Phone +43 (0) Forum Train Europe (FTE) Peter Jäggy Secretary General peter.jaeggy@forumtraineurope.eu Disclaimer This Pilot Information Document (PID) describes the procedures for capacity requests on the pilot lines. It focusses on the description of the new TTR concepts that are tested in this pilot. On the lines outside the pilot the processes stay unchanged. When new and existing processes interact in some points this PID will describe which procedure will be enforced. For the existing procedures we refer to the Network Statements of Infrabel and ProRail as well as to the Corridor Information Document (book IV) of the RFC North-Sea - Mediterranean. The TTR pilot is accessible for all applicants that fulfil the national requirements of each involved infrastructure territory. This document is revised at least every year, based on the experiences in the pilot, and it is updated before the publication of the capacity model. Changes in the legal basis of this document (e.g. changes in EU legislation, Framework for Capacity Allocation or national regulations) will be implemented with each revision. PID version page 7

8 3 The components of the pilot 3.1 Geographical boundaries of the pilot Description of the included pilot lines: L12 Essen-grens Y Mariaburg L12-1 Y. Sint-Mariaburg Y. Driehoekstraat L27A L12 L25 L4 Y Driehoekstraat Y Schijn Y.Sint-Mariaburg Y.Luchtbal Y.Luchtbal Antwerpen Caal Y Luchtbal Meer Grens Roosendaal grens, Roosendaal, Lage Zwaluwe, Dordrecht, Kijfhoek, Rotterdam Centraal HSL-Zuid Breda grens, Breda, Rotterdam Centraal 3.2 Capacity model In pilot phase 1 the capacity model has been developed for the pilot lines. PID version page 8

9 The capacity model visualizes at an early stage the share of capacity dedicated to Annual Planning, Rolling Planning, temporary capacity restrictions (TCR s) and Maintenance Windows. Maintenance Windows are a subgroup of TCRs that are planned frequently, mostly on a weekly basis in time table year The capacity model is published on January 14 th 2019 as an ECMT (Electronic Capacity Model Tool) on a dedicated RNE CMS platform ( During days with TCRs the capacity for trains is limited or might not be available. Possible rerouting options will be studies at a later stage following existing national procedures. The model contains maintenance windows that are planned every week. During these timeframes capacity for trains is not available, capacity might be limited or optimal paths are not available. In the model the expected capacity for 2020 for train paths has been split in Annual Planning and Rolling Planning volumes. Where possible also the remaining capacity is shown. Annual Planning contains: 1. all passenger trains, both national and international; 2. for the freight business: - RFC2 and RFC8 PaPs; - Also capacity to deal with the transit freight trains, as explained in Rolling Planning contains: The paths that are expected to be requested by RUs in the rolling planning process. In the first year of the pilot we expect that the requested volumes in the RP process will be lower than in the future. It is a new concept that has to be proven in practise. We expect a gradual shift of the share of AP to RP capacity in the period The ECMT will indicate which freight paths are dedicated for Annual Planning, and which for Rolling Planning. 3.3 TT2020 process timeline The overview with the deadlines for the different requests of capacity can be found in Annex Annual planning The dedicated capacity Annual Planning of the capacity model can be requested in two processes: Requests placed on time The time grid is actually (during the pilot) identical to the current TT process (reference PCS New Path requests). PID version page 9

10 3.4.2 Requests after deadline (R.A.D) The time grid is actually (during the pilot) identical to the current TT process (reference PCS Late Path requests). 3.5 Rolling planning (RP) TTR goal of Rolling Planning The goal of RP is to offer RU s the possibility to request at a later moment capacity with a guarantee of a good quality to make a better fit to the market demands. An applicant can request RP capacity from 4 months to 1 month prior to the first running day of the train. Another goal of RP is to request capacity for a longer period than one timetable year to make a better match with stable multi-annual contracts between customers and RUs. In TTR this is called multi-annual rolling planning requests Pilot implementation for Rolling Planning Pilot phase 2 focusses on testing the RP in practice for freight trains on the line Antwerpen- Essen-Roosendaal-Kijfhoek-Rottterdam. Because of the fact that we do not expect rolling planning requests for passenger trains and that on the high speed line only passenger trains are running we have decided to limit the Rolling Planning offer of the pilot Rotterdam-Antwerp for pilot phase 2 to the above mentioned lines. We will not test RP on the high speed line Rotterdam-Antwerp. The other TTR components such as the capacity model, TCRs and its harmonisation will be implemented on all pilot lines. The capacity assigned to Rolling Planning in the capacity model can be requested starting at 15th of August 2019 until end of TT2020 (12 Dec 2020). PID version page 10

11 Infrabel TTR pilot PID Antwerpen - Rotterdam Exclusion of Multi Annual Requests Rolling Planning During the TT2020 capacity requests we will not support the business case to request rolling planning for more than 1 timetable year, due to the lack of supporting legal framework and missing IT functionalities. This approach will be revised year by year. 3.6 How to request capacity PCS is the single tool for placing and managing international path requests on the pilot. Access to the tool is free of charge and granted to all applicants who have a valid, signed PCS User Agreement with RNE. To receive access to the tool, applicants have to send their request to RNE via support.pcs@rne.eu. Applications for capacity can only be made via PCS to the involved IM or RFC. 3.7 Enquiries and IM contacts for planning The following offices are responsible for the construction of the train paths: IM Annual TT Rolling Planning Ad-hoc requests on time after deadline requests I-TMS351 Long term planning passenger: I-TMS353 long term planning passengers: :FMB (network.passengers.path.allocation@infrabel.be) Not applicable shortterm planning :FMB Shortterm Traffic (shortterm.traffic@infrabel.be) Tel: long term planning freight trains: :FMB Dienstregeling Goederen / Horaires Marchandises (longterm.freight@infrabel.be) Tel: Tel: long term planning freight trains: :FMB Dienstregeling Goederen / Horaires Marchandises (longterm.freight@infrabel.be) Tel: Tel: I-TMS353 shortterm planning :FMB Shortterm Traffic (shortterm.traffic@infrabel.be) Tel: PID version page 11

12 ProRail TTR pilot PID Antwerpen - Rotterdam ProRail Vervoer en Dienstregeling Afdeling Capaciteitsverdeling Postbus GA Utrecht Capaciteitsverdeling@prorail.nl OSS@prorail.nl All process related questions should be addressed to the project pilot managers 4 Annual timetable requests. 4.1 Impact TTR pilot on Annual timetable requests The annual timetable process on the pilot lines is unchanged. The only impact the pilot has on the annual time table process is related to the safeguarded capacity for rolling planning. This process is described in Timeline Applicants can request capacity during the following timeframe, equal to the already existing timeframe. 15 th of December th of April 2019: submitting path requests. 4.3 Path Elaboration Rules The actual existing priority rules are implemented, as described in the network statements of Infrabel ( and ProRail As part of the TTR pilot, ProRail and Infrabel are going to publish capacity for rolling planning requests. This process is described in chapter 6.4. This capacity will be safeguarded 12 during the Annual Planning process on the pilot lines. For this reason, applicants have to respect the capacity model displaying this safeguarded capacity when placing requests for the annual timetable. In case an annual request overlaps with safeguarded capacity the IM s apply the following rules: If an annual request overlaps* with safeguarded capacity the IM will coordinate to find a path that is not in conflict with this safeguarded capacity; If no solution can be found, national procedures will apply. If a request for maintenance windows, that was not foreseen in the capacity model, overlaps* with safeguarded capacity, the concerned IMs will trigger the path alteration process. If no solution can be found, national procedures will apply. 1 In The Netherlands capacity can be safeguarded according to national legislation (Algemene Maatregelen van Bestuur article 13.3). 2 In Belgium capacity can be safeguarded according to the national legislation as described in the Spoorcodex Art 33. PID version page 12

13 Phase Application ( till X-8) Withdrawal (X-8 till X-5) Modification (X-8 till X-5) Draft offer (X-5) Observation (X-5 till X-4) Final offer (x-3.5) Acceptance (until X-3) Modification (after X-4) Cancellation (after X-4) Alteration TTR pilot PID Antwerpen - Rotterdam *overlap: occurs when a capacity request placed under annual planning intrudes the capacity safeguarded for reserve capacity. 4.4 Leading tool for the handling of capacity requests Applicants sending international requests to the IM shall use PCS. The following matrix shows for each step in the process which tool is considered as the leading tool. Leading tool for international requests PCS PCS PCS PCS PCS PCS PCS National National National 4.5 Consistency Check of the applications The concerned IMs will perform a consistency check of the path request. Consistency check refers to: Selected train-parameters and traction specifications matching the line equipment (electric-diesel line, safety systems); border points; calendar and times consistency; national IM parameters added (in case they area compulsory); container profiles. When the request is inconsistent the IMs will contact the applicant. 4.6 Path elaboration phase Construction process of the IM to create the requested Train paths. 4.7 Draft offer At the first of July 2019, RNE draft timetable deadline (X-5), the IM communicates the draft timetable offer for every handled annual timetable request. 4.8 Observations Applicants can place observations on the draft timetable offer starting on 2 July until 2 August in PCS, which are monitored by the IM. 4.9 Post-processing Based on the above-mentioned observations the IMs have the opportunity to revise offers after they received the observations until 19th of August Final offer At the final offer deadline at 19 August 2019, (X-3.5), the IM communicates the final timetable offer for every valid request to the applicants via PCS. If, for operational reasons, publication via national tools is still necessary (e.g. to produce documents for train drivers), the IM have to ensure that there are no discrepancies between PCS and the national tool. PID version page 13

14 The applicants involved shall accept or reject the final offer within 5 calendar days in PCS. 5 Requests after deadline (RAD) 5.1 Impact TTR pilot on Requests after deadline The request after deadline process is similar to the current late path request process and is unchanged on the pilot lines. The only impact the pilot has on the RAD process is related to the safeguarded capacity for rolling planning. This process is described in Timeline Applicants can request capacity during the following timeframe, similar to the already existing timeframe. The applicant can place requests in the time window starting from the 9 th of April until 21 October Path Elaboration Rules The leading IM applies the first come first served rule. The leading IM is chosen by the leading applicant upon placing the RAD. As part of the TTR pilot, ProRail and Infrabel are going to publish capacity for rolling planning requests. This process is described in chapter 6.4. This capacity will be safeguarded during the RAD/Late Path Request process on the pilot lines. For this reason, applicants have to respect the capacity model displaying this safeguarded capacity when placing requests for the annual timetable. In case RAD overlap with safeguarded capacity the IM s apply the following rules: If a RAD for a train overlaps* with safeguarded capacity the IM will coordinate to find a path that is not in conflict with this safeguarded capacity; If no solution can be found, national procedures will apply. If a request for maintenance windows, that was not foreseen in the capacity model, overlaps* with safeguarded capacity, the concerned IMs will trigger the path alteration process. *overlap: occurs when a capacity request placed under annual planning intrudes the capacity safeguarded for reserve capacity. 5.4 Leading tool for handling the requests PCS is the leading tool for international requests. 5.5 Consistency check of the applications The IM checks all requests as described in Path elaboration phase Construction process of the IM to create the requested Train paths. 5.7 Late request offer First day for answers to requests after deadline: 20 August Last day for answers to requests after deadline: 18 November PID version page 14

15 5.8 Acceptance During this phase the RU can amend the proposed late request offer. In case the RU accepts immediately the late request offer, the dossier shifts to Active timetable (Final offer is just a milestone). In case the RU does not accept the late request offer, the dossier shifts to Post Processing. 5.9 Post processing This phase is only used if the RU amends the initial late request offer to be changed. The IM will note the observations made by the RU and try to offer an adapted train path Final offer At the final offer deadline at 18 November 2019, the IM communicates the final timetable offer for every valid request to the applicants via PCS. If, for operational reasons, publication via national tools is still necessary (e.g. to produce documents for train drivers), the IM have to ensure that there are no discrepancies between PCS and the national tool. The applicants involved shall accept or reject the final offer within 5 calendar days in PCS. 6 Rolling planning requests 6.1 Timeline Rolling planning requests can be triggered from 15 august 2019 on until the 12 th of November The request needs to be done with requested running days of timetable year Scope for Rolling Planning requests Rolling planning is in the pilot not suitable for transit-trains/hybrid trains. These are trains that run on the pilot line but run also in other countries than Belgium and The Netherlands. For instance a train from France to The Netherlands or from Belgium via The Netherlands to Germany. The main reason is that for these trains capacity has to be requested in annual planning on the sections of the route of the train that are not part of the pilot scope. The consequence of this should be that an harmonised offer would not be possible at the formal deadlines. These requests should not be placed via Rolling planning. Rolling planning is open for requests from Belgium to the Netherlands, vice versa via the border point Essen grens/roosendaal grens. The origin and/or destination point of the train can be outside the pilot scope but in Belgium or in The Netherlands. Rolling planning on the pilot lines will be offered in the form of capacity on Rail Freight Corridor North-Sea Mediterranean. The Rolling Planning capacity will be integrated in the publication of the RFC catalogue (14 January 2019) and be available in PCS for requests starting in August In case requests for Rolling planning contain feeder or outflow sections within the networks of ProRail and Infrabel, the IMs concerned will provide an integrated offer from origin to destination based on the available capacity on the non-pilot sections. PID version page 15

16 6.3 Allocation rules The C-OSS applies the first come first served rule. The paths will be constructed by the IM within the safeguarded capacity volume for time table In rolling planning, the first come first served principle will be applied. Therefore, receiving two conflicting path requests at the same time for exactly the identical capacity will not happen. However, in order to ensure the optimal use of capacity, an IM should prevent the situation where an allocated and already operating rolling planning traffic with just a minor number of operating days (e.g. every Wednesday) restricts rolling planning traffic with a higher volume. Proposed approach If a RU wants to request capacity in rolling planning for a train but the capacity is not available on every single day due to the fact that capacity is allocated to another train on one of the running days he can inform the involved allocating IMs. IMs have the possibility to trigger a coordination round. The intention of this step is that applicants with just a few running days a week can be motivated to merge their path (respectively their slot for the upcoming TT periods) with other paths being used also on a few weekdays only. This procedure shall only take place if the already operating rolling planning traffic runs the train for instance once or twice a week and the new rolling planning requests is for at least three weekdays. Annex VII, 2012/34/EC (point 6) might be the solution for the motivation of an owner of a rolling planning slot to accept a re-allocation. The principle of First come first served clearly defines that a request arriving at an IM a few minutes prior to another request, will be treated earlier. However, it can happen that in rolling planning several requests might arrive at the same day as based on todays experiences. New rolling planning traffic usually starts in the beginning of a month. For example, the is a Wednesday. Therefore, from the business logic point of view the first day of operation for new rolling planning traffic to be launched in the beginning of 2020 would be the Thus, rolling planning requests for this date could be placed for the first time on From an IM point of view, it could make sense to treat all rolling planning requests coming in on the very same day identically in order to make best use of the available capacity. The feasibility for such an approach might be analysed on the basis of the experiences on the TTR pilots. 6.4 Publication of Rolling Planning capacity and conditions of the paths We foresee the following publication moments: On the 14 th of January 2019 the IMs publish via the Capacity Model on the RNE CMS platform how many paths are safeguarded within these timeframes. The RFC 2 catalogue will also indicate these RP paths; In August 2019 the Rolling Planning capacity will be technically available in PCS via the RFC2 C-OSS to be requested by the RU. IMs respect this safeguarded capacity during the allocation of annual requests. Characteristics of the RP capacity: Based on parameters of RFC2 RC in PCS; With the exception of the border times, the times if the first publication moment are not completely fixed, so that there will be some room for optimisation during the annual planning phase; Including running time. PID version page 16

17 Phase Application and allocation (X-2 till X+12) Withdrawal Modification Cancellation Alteration TTR pilot PID Antwerpen - Rotterdam 6.5 Timeframes of the safeguarded rolling planning volumes RP capacity is safeguarded until 30 days before day of operation. After 30 days the safeguarded capacity is in principle used by the IM for any kind of path request. The IM can decide whether he will safeguard these paths during the Ad-hoc planning phase as well. It needs to be decided if the IMs, in case of safeguarding these paths during the Ad-hoc phase, if the IMs keeps publishing this capacity on CMS. 6.6 Leading tool for handling the requests The leading tool for placing the requests is PCS. RP capacity is provided as RFC2 Reserve Capacity in PCS. Applicants sending requests for RP shall use this Reserve Capacity in PCS. Within the construction process, the national tool may show additional information to the applicant. The following matrix shows for each step of the process which tool is considered as the leading tool. Leading tool PCS PCS National PCS National At the moment, national tools are used for modification, cancellation and path alteration. One of the reasons is that PCS is not ready for these activities or that RU s and IM s have not implemented this. 6.7 Consistency check of the applications The IM checks all requests as described in Path elaboration phase Construction process of the IM to create the requested Train paths. 6.9 Draft offer Applicants will receive a draft offer as soon as possible but at the latest within 30 days after the RP request had been placed Acceptance Applicants can place observations on the draft timetable offer in PCS, which are monitored by the IM Post processing This phase is only used if the RU amends the initial path offer to be changed. The IM will note the observations made by the RU and will try to offer an adapted train path Final offer Applicants shall receive the final offer no later than 10 calendar days before train run. All applicants involved shall accept or reject the final offer within 5 calendar days in PCS. PID version page 17

18 Acceptance > leads to allocation Rejection > leads to withdrawal of the request 7 Withdrawal, modifications, cancellations and alterations 7.1 Withdrawing a request is only possible between the date of placing the request and the receipt of the draft offer. before allocation during the (late path) Request After Deadline phase (where applicable) and Rolling Planning (ad-hoc) path request phase Overview of withdrawal fees and deadlines An overview of withdrawal fees and deadlines of the IMs (extract from the different Network Statements) is listed below. IM Withdrawal fees and deadlines ProRail, Netherlands Same as cancellation see Infrabel, Belgium Same as cancellation see Transfer of capacity Once capacity is pre-booked or allocated to an applicant, it shall not be transferred by the recipient to another applicant. The use of capacity by an RU that carries out business on behalf of a non-ru applicant is not considered a transfer. 7.2 Modifications In the TTR concept we have made a difference between major and minor modifications. A modification will be considered as a major modification if a new path has to be created by the IM. In case of multiannual requests for RP, minor modifications will be handled by IMs as modifications for the current timetable year and the subsequent will be taken into account. In case further timetable periods are involved, these will be excluded. In case of a major modification, the applicant will be asked to place a new request. An overview of major and minor modifications is shown in Annex 2. Reaction times of the IM s on requests for modifications need to be worked out, including the harmonisation aspect. The intention is to reply within 5 working days. 7.3 Cancellations in the TTR Pilot If a RU s cancels the path on one network the IMs consider it cancelled on both networks. 7.4 Path Alteration in the TTR pilot During the pilot allocated paths might need to be altered or cancelled by the IM due to TCRs. Three scenarios are foreseen: PID version page 18

19 1. The TCR has been published in the capacity model and on time according to EU delegated act 2017/275. For the RU it is clear from the beginning that during the published TCR timeframe train services are not possible or that trains are rerouted. On these days the IMs should not have allocated capacity to RUs for paths that overlap with these TCRs. In this situation IMs need not to cancel or alter allocated paths and might construct during the TCR in the remaining capacity on alternative routes paths for trains when the RU places a request in the Rolling Planning or ad-hoc process. 2. It might occur that in the above mentioned situation the IM has allocated the paths to the RU in the IT system in the timeframe of the TCR. In this situation the capacity rights might still be clear as there can be a side letter or contract between IM and RU or this situation is mentioned in the Network Statements. For IT reasons the IM has to cancel the paths Path not available and shall, when there is an opportunity, send an alternative timetable to the RU. 3. A TCR that has not been published can still be necessary due to safety or financial reasons. In that case the IM has to start the path alteration process. When paths need to be cancelled by IMs or when paths need to be altered the IM on which the TCR is planned starts to harmonisation process with the neighbouring IM as a basis for sending a harmonised offer to the RU. 7.5 Cancellation in general Cancellation refers to the phase between final allocation and the train run. Cancellation can refer to one, several or all running days and to one, several or all sections of the allocated path Addressing and form of a cancellation In case a path has to be cancelled, for whatever reason, the cancellation has to be done according to national processes Overview of cancellation fees and deadlines An overview of cancellation fees and deadlines of the IM s (extract from the different Network Statements) is listed below. IM ProRail, Netherlands Infrabel, Belgium Cancellation fees and deadlines As regards train paths for freight transport and other transport that are requested and allocated as part of the 2020 timetable request, and which are subsequently cancelled at least 30 days before the first running day of the timetable, ProRail will levy a reserve charge in the form of a malus of 10 per path cancelled. This amount is remitted if the railway undertaking cancels less than 20% of its allocated paths via the first change sheet during the timetable allocation process. In the event of relinquishment, the amount to be paid for the charges (except the administrative costs) not used will be calculated as follows: > 60 calendar days before the running day 0% Between 31and 60 calendar days before the running day Between 5 days and 30 days before the running day 15% 30% PID version page 19

20 Between 24 h and 4 calendar days before the running day < 24 h before train run After departure 30% 100% Overview of fees and deadlines for unused paths If an applicant or designated RU does not use the allocated path, the case is treated as follows. IM ProRail, Netherlands Infrabel, Belgium Fees for unused paths For each cancelled allocated train path and related running day, ProRail will charge the railway undertaking a malus comprising administration costs of 10 per cancelled path and accompanying stabling capacity. No administration costs will be charged if the request for cancellation is made by the railway undertaking. 100% of the path charge and an administration fee will be invoiced 7.6 Exceptional transport and dangerous goods Exceptional transport Out of scope because path characteristics for exceptional transports do not match with standard paths that are published in PCS Dangerous goods Dangerous goods may be loaded on trains using RP capacity if both international and national rules concerning the movement of hazardous material are respected (e.g. according to RID Regulation governing the international transport of dangerous goods by rail). Dangerous goods have to be declared, when making a path request, to all IMs 7.7 Contracting and invoicing Network access contracts are concluded between IMs and the applicant on the basis of national network access conditions. Currently, differences between various countries exist regarding invoicing for the path charge. In some countries, if a non-ru applicant is involved, it receives the invoice, whereas in other countries the invoice is issued to the RU that has used the path. Country Netherlands Belgium Explanations Path charge will be invoiced to the RU that used the path. Path charge will be invoiced to the applicant. PID version page 20

21 8 Coordination and publication of planned temporary capacity restrictions 8.1 Goals Planned Temporary Capacity Restrictions (TCRs) are necessary to keep the infrastructure and its equipment in operational condition and to allow changes to the infrastructure necessary to cover market needs. However, there is a strong customer demand to know in advance which capacity restrictions they will be confronted with. 8.2 Legal background The legal background to this chapter can be found in the revised Annex VII (2017/2075) of the European Directive 2012/34EU published A framework has been published by RNE in the " Guidelines for Coordination / Publication of Planned Temporary Capacity Restrictions. 8.3 Publication Criteria for publication TCR are clustered in the following matrix Consecutive days Impact on traffic (estimated traffic cancelled, re-routed or replaced by other modes of transport) Major impact TCR More than 30 days More than 50% High impact TCR More than 7 days More than 30% Medium impact TCR 7 days or less More than 50% Minor impact TCR More than 10% Dates of publication The IM s publishes the TCRs with respecting the following deadlines: August 2018 December 2018 December 2018 August 2019 December 2019 December 2019 Major X (second publication) X (first publication) X (second publication) X (first publication) High X (second publication) X (first publication) X (second publication) X (first publication) Medium X (international impact) X (national impact) X (international impact) Minor X X Publication facilitators TCRs will be integrated in the ECMT, to be consulted at: PID version page 21

22 Connected to the national network statements: The procedures for capacity & traffic management via the RFCs, including the allocation procedures for PaPs and Reserve Capacity, can be found here: PID version page 22

23 Annex 1: Table of deadlines Date / Deadline Date in X- System Description of Activities 14 January 2019 X-11 Publication of PaP Catalogue/including RP capacity 8 January January 2019 X-11 X-10.5 Correction phase (corrections of errors to published PaPs) 8 April 2019 X-8 Last day to request annual planning, placed on time 1 July 2019 X-5 Publication of draft timetable 2 July August 2019 X-5 X-4 Observations and comments from applicants 9 April October 2019 X-7.5 X-2 Requests after deadline application phase 20 August November 2019 X-4 X-1 Requests after deadline allocation phase 19 August 2019 X-3.5 Publication of final offer 25 August 2019 X-3 Acceptance of final offer 18 November 2019 X-1 ultimate deadline for answers to Requests after deadline 15 December 2019 X Timetable change 15 August November 2020 X-4 - X+12 Start of RP requests and allocation - Last day to place RP requests 22 October December 2020 Ad hoc requests for TT2020 PID version page 23

24 Annex 2: Minor/major changes to the path request (before allocation) / applicant s modification to the allocated path Change of the request / Major Minor modification to allocated path Times Departure at origin Y Arrival at destination Y Stop times Y, (impact on other paths) * Y, (no impact on other paths) * decision to be taken by IM Number of stops Fewer Y, impact on other paths Y, no impact and required stopping time may be used as buffer time More Y Journey Route deviation (national) Route deviation (internat.: border point change) Train Parameters Length Weight Speed Exceptional Gauge Load profile (combined traffic) Traction type Number of traction units Number of days of operation (calendar) More Fewer Change of operating partner RU Any other changes Replace scheduled rolling stock Rerouting in station (e.g. another platform for short connection) Y Y Y: if it has an impact on own and/or another path Y: if it has an impact on own and/or another path Y: (e.g. slower, faster) if it has an impact on own and/or another path (if applicant wishes to modify times) Y Y: if the load profile exceeds the indicated path parameters (leads probably to a rerouting/exc. transport) Y: if it has an impact on the original path Y: influences max. length and performance No modification to allocated path, but new request needed Y: if it has an impact on own or another path (new RU has different needs) Y, if it has an impact on own and/or another path (e.g. if parameters (tech. equipment) are not identical with originally scheduled rolling stock) Y, if it has an impact on own and/or another path Y: if it has no impact and/or shorter than requested Y: if it has no impact and/or lighter than requested Y: if it has no impact on another path Y: smaller or if it is bigger but still complies with the path parameters Y: performance improvement Y: if fewer units but only if performance is unchanged No modification, just partial cancellation Y: only if the parameters are complied with Y, complies with originally scheduled rolling stock Y, if no influence on path PID version page 24