Network Statement Part 1, Chapter 4 - Allocation of capacity Edition

Transcription

1 Network Statement 2011 Part 1, Chapter 4 - Allocation of capacity

2 Updates This edition contains revisions and updates as described below and replaces previous editions. Update Introduced Original edition Table of contents. 4 Allocation of capacity Introduction Description of the process Capacity prerequisites The allocation process The ad hoc process Applications for capacity The allocation process The ad hoc process The allocation process The coordination process Conflict resolution Congested infrastructure: definition, prioritisation criteria and process The effect of the framework agreement on the allocation process Capacity analysis The capacity enhancement plan Finalised annual timetable Auction in the event of a congested track Allocation of capacity for maintenance works and other engineering works Processes Unused allocated capacity Special loads and dangerous materials Train paths for special loads Train paths for dangerous materials Special measures in the event of disruption Principles Operational rules Foreseeable problems Problems that cannot be foreseen...18

3 4 Allocation of capacity 4.1 Introduction This chapter describes Banverket s process for the allocation of capacity. Here, capacity means services according to Sections 5.2 and 5.3, as well as access to the rail network for engineering works. 4.2 Description of the process The process is divided into: - allocation process, with the aim of creating a one-year annual timetable for the period to ad hoc process, with the aim of updating the one-year annual timetable to meet new capacity demands (for example adjustment of allocated capacity or completely new requirements). Capacity allocation timetable for the period: Reference to process map Date Activity Pre-planned trains for international corridors ready Closing date for applications for annual timetable Draft annual timetable 2011 published Comment and coordination period for international border crossing times. Comments on draft annual timetable 2011 must have been received by Banverket not later than Determination of international border crossing times Coordination period Date for requesting conflict resolution Conflict resolution ended Decision whether to declare the infrastructure congested Date for announcement of train paths for auction Bids made by applicants Notification of the results of the auction and of any supplementary bidding. Supplementary bidding is made and the results of the auction are reported Capacity allocation with application of prioritisation criteria Final annual timetable 2011 published Final date for reporting a need for information concerning the ordering of announcements for passenger trains in annual timetable Ad hoc process starts. 2

4 Final date for submitting orders for announcements for passenger trains in annual timetable Final date for application of transport permits for Special transports in the annual timetable Annual timetable 2011 comes into force (start of services) Capacity application Timetable proposal Set timetable 3 Coordination 4 Conflict resolution 5 Track congestion 6 Auction 7 Application of prioritisation criteria Carry out capacity analysis Carry out capacity reinforcement plan Figure 4.1 Capacity allocation timetable and process map Capacity prerequisites Engineering works Planned major engineering works were the subject of consultation before the publication of the network statement, and this type of engineering works forms part of the preconditions for the normal allocation process, for trafficability and speeds on the rail network. All applications for capacity must be matched with the major engineering works listed in the network statement. This may, for example, mean that someone will apply for a train path with a diversion where major engineering works are being done on a single-track part of the rail network. With a view to reducing the effect on traffic, Banverket may, without affecting the total time required for the engineering works, bring forward or postpone the start time for the major engineering works in question. 3

5 For the adjustment and the ad hoc process, the final annual timetable (the part relating to capacity allocation for engineering works) sets out preconditions, for example for trafficability and speeds on the rail network. All applications for capacity in the adjustment process and the ad hoc process must be matched to the established capacity allocation for engineering works Pre-planned train paths for international corridors Not later than eleven months before the start of services under the annual timetable, pre-planned train paths are published for international corridors defined in RailNetEurope (RNE). The train paths are published on Banverket s website Banportalen. pslanguage=sv&subject=351 and on where there is more information about international services. The purpose of the pre-planned train paths is to display, at an early stage as possible, a number of possible train paths for cross-border services between generally important places from an international perspective. The train paths are developed by the infrastructure managers who consult with each other and are allocated through application in the national allocation processes. It is possible to apply to operate services according to the pre-planned train paths, both for national and cross-border train paths. If there is more than one application, cross-border services have priority for the pre-planned train path. When the preplanned train path is known at the time of application, the train path in the allocation process can provide an international train a degree of priority in respect of another application in national traffic. When the annual timetable has been finalised, pre-planned train paths can form the basis of an application for remaining capacity Bottleneck plan Capacity limitations arise on sections of the rail network where demand for train paths is greater than available capacity. Applications for train paths cannot be fully provided. On tracks with high capacity utilisation, it is even more important to produce conditions for the rail services where an acceptable transport quality can be provided. To be able to make use of capacity in an efficient manner in traffic-intensive areas, Banverket has established bottleneck plans. The plans can be drafted as preplanned train path channels, time intervals between trains or principles for traffic operation. The bottleneck plans are published on Banverket s website Banportalen. pslanguage=sv&subject=351 In the sections and , the overall bottleneck plans are described for the areas Mälardalen and Göteborg. For more detailed information see Banportalen. 4

6 The bottleneck plans apply as guidance in the application for train paths and the allocation of capacity Bottleneck plan Mälardalen The bottleneck plan describes the principles for services in the Mälardal area. A principle schedule is available for the entire area. For the most congested sections, there are pre-planned train path channels. Geographic demarcation Uppsala Kolbäck Västerås central Arlanda central Eskilstuna central Stockholms central Södertälje centrum Katrineholms central Flen Järna Nynäshamn Nyköping central Figure 4.2. Bottleneck plan Mälardalen, geographic demarcation 5

7 Time interval between trains So that neighbouring stretches of line with less capacity shall be able to deal with an increase in the traffic, and in order to guarantee the transport quality of the traffic system, predetermined time intervals have been used between trains. The time intervals between trains have been apportioned as follows: Time interval North of Stockholm C South of Stockholm C > 2 min Stockholm C Stockholm South > 3 min > 4 min Stockholm C Solna 1 Stockholm C Sundbyberg Solna Uppsala C Sundbyberg Kungsängen Stockholm South Älvsjö Södertälje harbour Södertälje centre Älvsjö Järna Älvsjö Västerhaninge > 5 min Kungsängen Västerås N Järna Katrineholm 1) As the Arlanda Express train runs before another train, a 2 minute time interval is applied. An exception from the above can be made when a train is led onto another track than the train that follows it. Then the time interval in some cases may be reduced by one minute. Train path channels Stockholm Central Stockholm South For the heavily burdened stretch of the line Stockholm Central-Stockholm South, a channelling system has been developed. This is based primarily on how the trains operate on the neighbouring four-track on the stretch Stockholm South-Älvsjö, but consideration has also been taken to the neighbouring stretches north of Stockholm Central. The channelling system consists of 28 preplanned train paths per hour and direction, with the following traffic structure: - 14 train paths to and from the inner tracks on the adjoining four-track stretch - 10 train paths to and from the outer tracks on the adjoining four-track stretch - 4 train paths reserved by Banverket. Banverket has reserved four train paths per hour in order to increase the possibilities of returning traffic to normal in the event of service interruptions. This means that 24 of the pre-planned 28 train paths can at present be booked, which may change if the transport quality in the area improves considerably. 6

8 Bottleneck plan Göteborg The bottleneck plan describes the principles for services in the Göteborg area. A principle timetable has been developed for the area. Geographic demarcation Uddevalla central Öxnered Håkantorp Stenungsund Herrrljunga Alingsås (Göteborg skandiahamnen) Göteborgs central Sävedalen Borås central Kungsbacka Figure 4.3 Bottleneck plan Göteborg, geographic demarcation Time interval between trains So that neighbouring stretches of line with less capacity shall be able to deal with an increase in the traffic, and in order to guarantee the transport quality of the traffic system, predetermined time intervals have been used between trains. The time interval between trains is apportioned as follows: Time interval Western Main Line West Coast Line 4 min Olskroken Alingsås Gubbero Kungsbacka 5 min Göteborg C Olskroken Göteborg C Gubbero Train paths Göteborg Central The capacity for Göteborg Central is limited partly by the number of tracks and by intersecting train routes between departing and arriving trains. In order to minimise 7

9 the number of intersecting train routes, there is a principle timetable for departure and arrival times at Göteborg Central every fifth minute. A somewhat simple division between tracks: - Trains from the Western Main Line, Norway/ the Väner Line and the Bohus Line share 12 train paths per hour and direction. - Trains from the West Coast Line and the Coast-two Coast line share 12 train paths per hour and direction. Train paths The Western Main Line For the Western Main Line, the section Göteborg Alingsås, congestion is greatest in the afternoons in the direction from Göteborg. A service scenario with 8 trains per hour and direction has been worked out for the period The traffic structure shows how the bottleneck plan can be applied, and it is chosen based on experience and known requests regarding services from the traffic principles concerned and railway undertakings. The objective is to utilise line capacity to a maximum, through the optimisation of train paths channels. Amt Type of train Relation: Average speed 1 Freight trains Sävenäs Hallsberg 80 km/h (low) 2 Local train Göteborg Alingsås 80 km/h (low) 1 Local train Göteborg Floda 80 km/h (low) 1 Regional trains Göteborg Hallsberg/Stockholm 100 km/h (ave.) 1 Regional trains Göteborg Falköping/Skövde 100 km/h (ave.) 2 Quick train/mail train Göteborg Stockholm 120 km/h (quick) Train paths the West Coast Line and the Coast-to-Coast line The principle timetable for the West Coast Line and the Coast-to-Coast line is based on predetermined departure and arrival times at Göteborg Central every fifth minute. In theory, this means 12 train paths per hour and direction. Capacity restrictions in the form of varying average speeds Göteborg Kungsbacka and intersecting train routes in Almedal and Gubbero mean that there are 8 train paths per hour and direction on the West Coast Line, of which 2 train paths are primarily intended for freight trains, and 2 train paths per hour on the Coast-to- Coast line, the stretch of line Göteborg Borås The allocation process Applications for capacity received not later than are dealt with here. The allocation process results in a final timetable. In the final timetable, capacity is allocated for the period to with times accurate to within one minute The ad hoc process Application of or adjustment of the capacity which has arrived after 14 April 2009, will be handled within the ad hoc process. 8

10 : these are dealt with within the ad hoc process. Figure 4.1 describes when allocation in the ad hoc process starts. Within the ad hoc process, the applications are dealt with in the order they arrive and replies are made within five working days. Annex 3.3 describes the deadlines for the ad hoc application in the event of additional monitoring of stations. Emergency track work may be planned at short notice and must sometimes, for safety reasons, be allocated capacity which had previously been allocated another applicant in the final timetable or ad hoc. 4.3 Applications for capacity If an application concerns capacity on the rail network of more than one infrastructure manager, it is sufficient to submit an application for capacity to one of them The allocation process Applications for capacity must be in writing, and Banverket s form must be used to apply. The form to be used for the application for capacity on the railway network managed by Banverket and for train formation services at Hallsberg marshalling yards (see section ) is available on Banverket s website, Banportalen: slanguage=sv&subject=351 The form which Banverket provides is of the file format Excel and is intended to be processed for import to Banverket s system. For the part of the application which relates to train parts and associations, the file format T-DEF may also be used for the direct importation of data in Banverket s system. The content must also be presented in text format and the information specified in accordance with sections 3 and 4 in annex 4.1. Banverket will provide on request a specification of the file format T-DEF. Annex 4.1 explains what an application for capacity must contain. Annex 4.3 includes the traffic calendar which the application is based on. For passenger services, an advertisement order for signs and announcements must be submitted in writing and must reach Banverket not later than four weeks before the start of the new timetable. Information about the details needed for an advertisement order is provided in annex 4.1 Banverket will supply on request the signage for the previous timetable to assist with the order. Addresses for applications are given in Annex 1.1. A timetable for the allocation and adjustment process is given in Annex 4.2. The Internet-based tool Pathfinder may be used for application for international capacity. Contact Banverket s OSS for access to the tool. For contact details, see Annex 1.1. If Pathfinder is not used, the form "Path request form" should be used. 9

11 The form can be found at Banverket s website Banportalen. slanguage=sv&subject=351 also at The ad hoc process The same routine is applied as for applications in the allocation and adjustment processes. See Section Annex 1.1 provides instructions on where to send an ad hoc application depending on where and when the service is to be utilised. If the application relates to a service to be utilised within seven days, it must be sent to the dispatch centre in the operational control area in question. If the application stretches over a period of several operational control areas, the application should be sent to the dispatch centre in the operational control area the service departs from. See the map service for the division of operational control areas. 4.4 The allocation process Draft annual timetable Applications for capacity, both national and international, form the basis of the draft annual timetable. Capacity for international border crossings must be jointly planned before the draft annual timetable is published. This is done at an RNE conference. The jointly-planned proposal for border crossing times that affect the timetable must be presented as a part of the draft annual timetable. The applicant may comment on proposed international border crossing times. Such comments are to be made to Banverket. The infrastructure managers then coordinate the international border crossing times. The date for adoption can be seen in figure 4.1. The part of the capacity for cross-border services that does not involve border crossing is allocated in the national allocation process. The applicant may also comment on the draft annual timetable. In that case, the final date for commenting is later than the final date for commenting on the international border crossing times. Date, see Section 4.2. If the comments on the draft annual timetable include a need for changes, the coordination stage of the process starts. Is no changes are needed, the timetable can be determined. The draft annual timetable contains: - all received applications for national and international train paths - the infrastructure manager s planned engineering works 10

12 - the need for spare capacity for ad hoc applications for national and international train paths - the need for spare capacity for engineering works that cannot be booked in the allocation process - the need for spare capacity for the movement of work vehicles - residual capacity - the need for capacity for services according to Section 5.3. When the draft annual timetable is being produced, Banverket may contact the applicants informally The coordination process The purpose of coordination is to reconcile the capacity needs of the applicants in order to create an annual timetable free from conflicts of interest. During the coordination process, Banverket may contact the applicants informally or invite them to attend coordination meetings. This process step is only used if there are conflicts of interest. If a conflict of interest is resolved in this process step, the annual timetable can be finalised Conflict resolution If it appears that a conflict of interest would not be resolved during coordination, the applicants involved in the conflict may ask for conflict resolution at a given time, see figure 4.1. When an applicant requests conflict resolution, the applicant must at the same time send Banverket a description of the conflict of interest, a description of the consequences for own production and justification for not accepting the solutions put forward at the coordination stage. When conflict resolution is requested, the applicants may also submit other solutions to the conflict of interest. When conflict resolution has been requested, Banverket invites the parties involved to a conflict resolution council, where Banverket describes the chosen solution and states which options have been eliminated and the reasons for doing so. This process step only takes place if an applicant has requested conflict resolution. If a conflict of interest is resolved in this process step, the annual timetable can be finalised. 11

13 4.4.3 Congested infrastructure: definition, prioritisation criteria and process If a conflict of interest has not been resolved during conflict resolution, Banverket must declare the affected part of the infrastructure overloaded. Banverket notifies the applicants of the decision and publishes it on Banverket s website Banportalen. pslanguage=sv&subject=351 The decision must contain information about the part of the infrastructure that is the subject of the conflict of interest, at what times, what parties are involved, whether conflict resolution has taken place and the reason why the conflict of interest could not be resolved. The decision to declare the infrastructure congested is a condition that must be met before Banverket can resolve the conflict of interest. Banverket determines the annual timetable by using privatisation criteria or via auction. For details of prioritisation criteria, see Section 4.2. If the infrastructure is declared overloaded, a capacity analysis must be done and a capacity enhancement plan must drawn up. For details, see sections and If it is apparent that there will be a significant shortage of capacity on a part of the infrastructure, Banverket may declare that part of the infrastructure congested before coordination begins The purpose of the prioritisation criteria The prioritisation criteria form a basis for estimating how a conflict of interest regarding infrastructure capacity must be determined when the situation cannot be resolved voluntarily between the applicants. The privatisation criteria will show which of the proposed solutions which will produce the most efficient use of train paths and engineering works from a socio-economic perspective. The railways way of controlling traffic from a safety point of view leads to continuous short and long term congestion where trains are forced to adapt their timetable to neighbouring train movements. This adaptation of trains timetables is, in reality, congestion which can be distributed between the trains affected in different ways. If the effects of congestion are distributed the purpose being to allow some traffic to move at the cost of other traffic, criteria are needed to determine which traffic should be allowed to move and which traffic has to wait. If this cannot take place by consensus, prioritisation criteria are needed. Another situation where prioritisation criteria are needed is when a stretch of line or a track cannot accommodate any more traffic without there arising absolute congestion. In such a case, it must be decided which train path must decline from the allocated capacity. Even in a situation like this, prioritisation criteria are needed to determine which train path must hold back, unless this can be settled through collaboration/consensus. 12

14 Another situation is when an adjustment has to be made between engineering works and one or several train paths. There may be different solutions which involve different ways for engineering works to limit access to the infrastructure. In this way, conflicts of interest may arise between the allocated capacity given to engineering works and that given to train paths. Such conflicts should be resolved via prioritisation criteria. Where applicable, a procedure by auction will be chosen instead of prioritisation criteria as a basis for determining the time table, see section Use of prioritisation criteria in the allocation process Prioritisation is necessary in order to decide on the allocation of capacity when different interests are in conflict. It is important that this prioritisation is neutral from a competitive point of view and non-discriminatory. The prioritisation must be sufficiently transparent and the results must be traceable. For all of the applications received within the stipulated time, the time of the application or the holding capacity in a previous timetable will not form the basis of the prioritisation. The basis for all prioritisation is Banverket s exclusive right to allocate capacity in accordance with the prioritisation criteria, without having to ask for the applicant s voluntary acceptance. This right presupposes that 1. Banverket has explained that the track in question is congested 2. a conflict of interest which gives rise to priority measures has not been able to be resolved voluntarily or through auction (see section 4.4.8). The privatisation criteria form the only mandatory process rule which the infrastructure manager can make use of in order to force a solution to conflicts of interest so a timetable can be determined. This fact is not only a reality during the final stages of the process, but also acts as a catalyst in the coordination process where, through voluntary agreements, an attempt is made to resolve the conflicts of interest. Banverket will try to resolve the conflicts of interest that arise from the application for train paths or during the coordination process and this is where the prioritisation criteria will be an important source of information whose purpose is to reach a compromise solution Determination of timetable through the use of prioritisation criteria If it has not been possible to coordinate the applications for infrastructure capacity, Banverket will finalise the timetable, either through the allocation of capacity in accordance with the prioritisation criteria or via auction. In this situation, the use of the prioritisation criteria will mean that Banverket will settle conflicts of interest without asking the applicant s voluntary acceptance The effect of the framework agreement on the allocation process Framework agreements primarily govern how the infrastructure manager will invest and what amount of traffic is expected or promised. This may indirectly affect the total capacity on a particular part of the rail network. Framework agreements cannot cover a specific train path (see Section 2.3.1). Consequently there can be no guarantees of this. 13

15 4.4.5 Capacity analysis Within six months of the infrastructure being declared congested, Banverket publishes a capacity analysis on Banverket s website Banportalen pslanguage=sv&subject=351 The capacity analysis will be done on the basis of the decision that the infrastructure is congested. The capacity analysis states: - the causes of the congestion - suggested ways of dealing with the congested infrastructure - suggested short-term measures (up to one year) and long-term measures (up to three years) The capacity enhancement plan Within six months of the completion of a capacity analysis, Banverket publishes a capacity enhancement plan on Banverket s website Banportalen pslanguage=sv&subject=351 The plan is drawn up after consultation with the parties that use the congested infrastructure. It states: - the causes of the congestion - the probable future development of the traffic - obstacles to infrastructure development - options for and costs of capacity enhancement. The capacity enhancement plan also includes a cost-benefit analysis for possible measures, details of the measures that Banverket intends to take on the basis of this analysis, and a timetable for this work. The timetable covers a maximum of three years. The measures that are analysed and suggested may be work on the infrastructure, train path adjustments or measures related to the railway undertakings vehicles and wagons. If there is already a capacity enhancement plan for the congested infrastructure and if this plan is in the process of being implemented, no new capacity analysis or capacity enhancement plan will be drawn up. 14

16 4.4.7 Finalised annual timetable The allocated capacity is shown in the finalised annual timetable which is presented on Banverket s website Banportalen pslanguage=sv&subject=351 The capacity is reported in the form of - allocated national and international train paths - capacity reserved for engineering works - spare capacity for ad hoc applications for national and international train paths - spare capacity for engineering works that cannot be booked in the allocation process - spare capacity for the movement of work vehicles - residual capacity - allocated services according to Section 5.3 An applicant may refer any disputes to the Swedish Transport Agency as to whether the decision of an infrastructure manager on allocation of capacity, pursuant to the Railway Act, is in agreement with the Act or regulations issued with the backing of the Act. An application for a train path must state whether the application is being made for the railway undertaking or the traffic organiser. It is to the applicant for the train path that the train path may be allocated. At the time of allocation of the train path, the entity that applied for and was allocated a train path will sign a track access agreement with Banverket. An allocated path may not be transferred. A path must not be regarded as transferred if a traffic organiser engages a railway undertaking to operate the traffic. An entity that has transferred a train path may be refused allocation of a path in the same or the next annual timetable. See Chapter 6 of the Railway Act Auction in the event of a congested track In the event of a congested track with a resultant conflict of interest between similar solutions, Banverket will call to auction with bidding instead of making use of its exclusive right to use the prioritisation criteria to determine the timetable (see section ). By similar solutions, this means those which Banverket has not been able to resolve through the ordinary allocation process and which will not be resolved through the use of prioritisation criteria. Two or more railway undertakings can participate in the auction which includes bidding. The bidder that provides the highest bidder receives the train path. The fee paid is the next highest bid, i.e. a so-called second price auction. No later than one working week after the concluded auction, the winning bidder must pay the entire fee to Banverket. The losing party/parties are not offered a compensatory train 15

17 path. It is possible that a new train path is applied for in the ad hoc process (see section 4.3.2). If several parties present the same winning bid, the parties must present a new bid in a second price auction. If the fee is not paid in, Banverket will require that the winning bidder pay an additional fee of 30% of the original bid. Banverket will also offer the train path in question to the losing party. If only two bidders are involved in the auction, the losing party will be offered the train path for nothing. In other cases, the winning bidder and their bid is deleted and the next second highest bidder will receive the train path at the third bidder s price, and so on in that order. The auction procedure may be subject to adjustment. 4.5 Allocation of capacity for maintenance works and other engineering works With regard to the planned major engineering works (PSB), see section The criteria for PSB are described in section 3.5, and the PSB for 2011 is presented in annex Processes Application and allocation of capacity for maintenance work and other engineering work which is not PSB is carried out in accordance with section Unused allocated capacity If allocated capacity will not be used, Banverket must be informed immediately that the capacity has become available for other use. The applicant who has been allocated capacity but has not used it to the proper extent shall relinquish the capacity at the request of Banverket. However, this does not apply if the lack of use is a result of factors that are not of a financial nature and are beyond the holder s control. If allocated capacity has not been used, this may be taken into account in subsequent capacity allocation. 4.7 Special loads and dangerous materials Train paths for special loads Applications for capacity for special loads are made in accordance with Section 4.3. For transport conditions and transport permits, see sections 2.5 and Train paths for dangerous materials If the train path involves the transport of dangerous goods, this must be stated when the application for a train path is made. Applications for train paths are made 16

18 in accordance with Section 4.3. The transport of dangerous goods must be reported in accordance with Section Special measures in the event of disruption Principles Guidelines for operational traffic control are issued before each annual timetable. Capacity allocation for unforeseen occurrences such as railway accidents or other damage to the infrastructure is decided by Banverket on a case-by-case basis. In order to minimise the consequences, and restore the capacity on a damaged part of the rail network as soon as possible, there are special procedures for accident management. In the event of an accident or breakdown, rescue work is undertaken by the national rescue service. Banverket deals with clearance and the railway undertaking deals with recovery. The railway undertakings are required, before services begin, to inform Banverket of their own resources for recovery or of any contract entered into with another party Operational rules Trains that depart and travel according to their timetable take precedence where their timetabled path is concerned. This is so that punctual trains are not affected by trains that are running late or early in relation to their timetable. The following exceptions to this rule are possible: If the consequences of a disturbance would be particularly serious for certain trains, an applicant may submit a request for these trains to be given precedence over other (punctual) trains operated by the same applicant. Applicants may also agree with each other that certain punctual trains of one applicant may be given a lower priority than individual particularly important trains of another applicant. Such agreements must be reported in writing to Banverket. A request for a change in operational priority must specify which trains are considered to be particularly sensitive to disturbance and the reasons for this (for instance transportation task, connecting means of transport, tight vehicle turnarounds). It must also be made clear for which trains the applicant is prepared to relinquish priority. Requests must be sent to Banverket not later than the application for capacity, This is so that the request can be considered when the guidelines for prioritisation in traffic control are set. Exemptions from the rule on precedence for punctual trains may be granted if there are special reasons, such as serious traffic disturbances, agreed deviations from timetable or if the traffic situation clearly dictates otherwise. In cases where the rule would result in unreasonable consequences for traffic in general, it should not be applied. Banverket s goal is always to eliminate traffic disturbances as smoothly as possible and to restore traffic to the planned timetable. 17

19 4.8.3 Foreseeable problems Before every autumn and winter, Banverket will produce preparedness plans for leaf slip and snow clearance in consultation with the parties concerned, and will describe in these plans the steps that will be taken. See also Part Problems that cannot be foreseen Clearance and emergency situations In clearance and emergency situations, a railway undertaking or a traffic organiser must, at the request of the infrastructure manager and in accordance with agreements between the parties, make available such resources as the infrastructure manager considers the most appropriate in order to restore the conditions to normal. See also Part 2. Journeys with clearance vehicles and towing of broken-down vehicles within and to and from the accident site will be performed by Banverket, or by a party appointed by Banverket. Here, accident site means the area delimited by the nearest unaffected stations on either side of the accident site. In the case of vehicle breakdown, the railway undertaking may recover its own vehicles and other property, subject to Banverket s approval. If agreement cannot be reached on this matter, Banverket will carry out clearance of the railway undertaking s vehicles and property. Before clearance begins, the railway undertaking must provide work earthing for its vehicles and make sure that the necessary actions have been taken. If the railway undertaking uses any other model of pantograph or any other vehicle, the railway undertaking must provide photographs and other details for Banverket, in accordance with annex 2.1. During clearance work, Banverket will tie down or remove the railway undertaking s pantograph. In emergency situations, Banverket may remove the pantograph with the methods the situation demands. Banverket is not responsible for damage to the pantographs unless it can be shown that Banverket caused the damage due to incorrect action. If the railway undertaking s vehicle or its pantograph model is not listed in annex 2.1, or if it differs in some other way from the descriptions given, the railway undertaking must, at Banverket s request, immediately ensure that its own personal attend the accident site. This personal must then carry out work earthing and tie down or remove the pantograph. When clearance is complete, the railway undertaking is responsible for the recovery of its vehicles from the location designated by Banverket. To minimise disruption to traffic, this must be done as quickly as possible. If the vehicles are not recovered within a reasonable time, Banverket will recover the railway undertaking s vehicles and property. 18

20 Banverket and the railway undertaking may agree that recovery can begin before clearance is complete. Accident management Part 2 sets out routines for management, reporting and collaboration at accidents and incidents, as well as deviations that have led to accident risks with rail traffic. 19