4 Capacity Allocation

4.1 Introduction

See Chapters 8, 9 and 10 of the Railway Regulations and Annex IV.

Part 4 describes the Bane NOR process for allocation of capacity for train paths and services, as well as Bane NOR’s need for track access in order to maintain, modernise and upgrade railway infrastructure. Allocation of services refers to services as described in Chapters 5.3 and 7.3.

4.2 General Description of the Process

The capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process should contribute to the optimal utilisation of infrastructure capacity, in which the need for train paths is considered in relation to the need for necessary maintenance, modernisation and upgrading of railway infrastructure.

The capacity allocation process is designed to ensure compliance with the Railway Regulations’ requirements for Bane NOR to involve applicants and offer infrastructure capacity on fair and non-discriminatory terms and in accordance with EEA law.

4.2.1 The three phases of the capacity allocation process

The capacity allocation process follows two pathways, one for planning and allocating capacity for train paths and one for planning and allocating capacity for temporary capacity restrictions (TCR).

Both of these pathways are split into the timed phases Long-term capacity planning, Annual capacity allocation and Operational capacity allocation.

Each phase consists of sub-processes that are repeated annually.

The phases are illustrated here:

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The three phases are described in greater detail in the various chapters of this part.

4.2.2 Allocation of responsibilities related to capacity allocation

The national authorities establish the framework for the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these..

Within this framework, Bane NOR will decide on the allocation of infrastructure capacity, including determining and assessing availability and allocation of individual train paths. These decisions are a part of the basic functions undertaken by the infrastructure manager. Neither railway undertakings nor other parties should be able to directly or indirectly exert determining influence with regard to Bane NOR’s fulfilment of these fundamental functions. See Section 3-4 of the Railway Regulations.

Bane NOR’s decisions regarding allocation of infrastructure capacity to applicants should be taken on an individual basis. The Timetable unit at Bane NOR owns and is the discipline responsible for the capacity allocation process.

4.2.2.1 Stakeholders involved in the capacity allocation process

• RailNetEurope (RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic.) – establishes dates for the timetable period.
• Bane NOR – in its capacity as infrastructure manager with capacity allocation authority.
• OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained. – function managed by the timetable unit in order to assist railway undertakings with queries linked to applying for infrastructure capacity – see Chapter 1.6.2 for more information.
• Søkere er ansvarlig for å søke om infrastrukturkapasitet iht. kravene i Network Statement, del 4.
• Jernbanedirektoratet avgjør hvilket jernbaneforetak som skal søke ruteleier for offentlig kjøpt persontransport.
• Statens jernbanetilsyn (SJT) – klageorgan for Bane NORs kapasitetsfordelingsprosess.

4.2.3 Information about available infrastructure capacity

The available capacity in Bane NOR’s rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. is the existing infrastructure capacity as described in the Route description for the rail network, updated to include:

• Permanent capacity changes in Chapter 4.5.1.4.
• Designated temporary capacity restrictions that, following consultation with applicants, are published as planning requirements for the annual capacity allocation process in Chapter 4.3.1.1.
• Pre-planned train paths for the rail freight corridor, ScanMED RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport., in Chapter 4.5.1.6.

In addition, the available infrastructure capacity will also depend on:

• Technical route planning requirements as set out in Chapter 4.5.1.2.
• Technical production planning requirements as set out in Chapter 4.5.1.5.

4.2.4 Procedure for applying for infrastructure capacity

Bane NOR allocates infrastructure capacity for a period corresponding to a maximum of one timetable period. The infrastructure capacity applicant must therefore limit its application to a period corresponding to a maximum of one timetable period.

4.2.4.1 Guidelines for applicants that are not railway undertakings

The guidelines for applicants that are not railway undertakings are described in Chapter 3.3.3.

Applicants that are not railway undertakings must inform Bane NOR of the railway undertaking that will run on the allocated routes in accordance with the schedule set out in Chapter 4.5.1.9.

4.2.4.2 Procedure for applying for national train paths

Train path applications in the annual capacity allocation must be submitted through Bane NOR’s system for applications in the annual capacity allocation (BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process.) in accordance with the set deadlines shown in Chapter 4.5.1.9 Schedule for the annual capacity allocation process. Capacity applications for services and service facilities must be enclosed with the application using a separate form, see Annex 4.2.4.2 Capacity Application Form.

4.2.4.3 Procedure for applying for international train paths

The Path Coordination System (PCS) is a web-based communication tool developed to optimise the coordination of paths in international traffic. Read more about PCS the the RNE website(opens in a new tab). The tool can be used free of charge. As a member of the international association of infrastructure managers, RailNetEurope (RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic.), Bane NOR is obliged to use the tool for international timetable work if applications are registered. Cross-border traffic (including Norwegian lines) may be looked up using this tool.

RailNetEurope (RNE) has defined international corridors for freight service. Pre-planned train paths are being prepared for these corridors and will be published in accordance with the Schedule for the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process set out in Chapter 4.5.1.9. Applications for these train paths must be submitted via PCS. The application deadline is the same as for national train paths. Information can be found on the ScanMed RFC website(opens in a new tab).

Further information concerning international collaboration and coordination of applications for infrastructure capacity can be found in Chapters 1.6-1.7 and 4.10.

4.2.4.4 The infrastructure manager’s procedure for applying for infrastructure capacity for work in tracks

Plans for temporary capacity restrictions (TCR) must be added to Bane NOR’s system for monitoring TCRs (ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements.) in accordance with the established deadlines shown in Chapter 4.5.1.9 Schedule for the annual capacity allocation process.

4.2.4.5 Procedure for applying for passenger transport not included in contracts relating to public services

See Section 2-3 of the Railway Regulations

Applicants for infrastructure capacity for passenger transport not included in contracts relating to public services must notify the infrastructure manager and market monitoring body. Such notification must be submitted no later than 18 months before the effective date of the timetable to which the application for capacity relates. Notifications to Bane NOR must be submitted via ruteplan@banenor.no.

4.2.5 Requirements concerning the contents of applications

See Section 5-2 of the Railway Regulations.

Applications must take the form of a complete route proposal.

Bane NOR encourages all applicants to familiarise themselves with the contents of the “ Standard for Capacity Planning(opens in a new tab)“ drawn up by the Norwegian Railway Directorate dated 13/06/2017 to help ensure that the base data for the route design is quality assured.

Applications must include the necessary minimum information for Bane NOR to be able to verify and/or design the route. The necessary information is set out in the table below:

Table 1: Minimum requirements in route application 

It is possible to apply for specific platform tracks at stations for the R25 timetable period. Such applications must be submitted as attachments in BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process. by the ordinary application deadline.

Bane NOR must ensure that all factors applicants may face are taken into account for the duration of the train path allocation process. All applicants may submit information about all factors they believe to be of importance to the application, including the financial consequences for their businesses. Such information must be submitted to Bane NOR as attachments via BEST-L by the ordinary application deadline.

If an application is incorrect or incomplete, Bane NOR may, after the expiration of the application deadline for infrastructure capacity in Chapter 4.5.1.9, request that the applicant rectify such shortcomings by a specific deadline. In case of such requests, it is important that the applicant responds quickly to avoid delays in the allocation process. If a response is not submitted by the deadline specified in the request, Bane NOR may, after issuing a reminder and a new, shorter response deadline, reject all or parts of the application for train paths.

4.2.5.1 Use of special vehicles

• When using special vehicles (demonstration rolling stock, steam locomotives, etc.), the vehicle’s performance on gradients must also be specified.
• If there is a need for “technical breaks” along the way (for lubrication, inspection, filling with water, etc.), the duration of the break must be stated, along with the greatest distance between technical breaks, in kilometres.

4.2.5.2 Phasing-in new vehicles

If a new vehicle is to be introduced on a route and this vehicle’s performance or capacity is a necessary condition for running this route, the necessary vehicle approval and technical data must be obtained by the time of the infrastructure capacity application. Alternatively, the railway undertaking 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 the railway undertaking 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 rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network., which mainly consists of single tracks and has many steep gradients.

4.2.5.3 Line numbers

Table 2: Line numbers

4.2.5.4 Product Codes

Table 3: Product codes

4.2.6 Requirements for the content of applications for service facilities

As part of the annual capacity allocation process, applications for capacity and services at service facilities must be described using the capacity application form (Annex 4.2.4.2) submitted through Bane NOR’s system for applications in the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. (BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process.) in accordance with the set deadlines shown in Chapter 4.5.1.9 Schedule.

As part of the operational capacity allocation process (ad hoc), applicants may submit applications for capacity at service facilities on an ongoing basis. Bane NOR will respond to such applications by the deadlines set out in Section 2 of the Service Facilities Regulations(opens in a new tab).

Applications for capacity at Bane NOR’s service facilities must be submitted to the service facility in question, see Chapter 7.2.

Applications for services at Bane NOR’s service facilities must be submitted to the service facility in question, see Chapter 7.2.

Applications for capacity and services at service facilities operated by parties other than Bane NOR must be submitted to the service facility in question, see Chapter 7.2.

If Bane NOR is to be able to allocate infrastructure capacity for service facilities, the application must include the required minimum information, see below:

Table 4: Requirements for contents of applications for access to service facilities

After the application deadline for the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. has passed, Bane NOR may contact the applicant if the application is deemed to be incorrect or incomplete. In case of such requests, it is important that the applicant responds quickly to avoid delays in the allocation process. If a response is not submitted by the deadline specified in the enquiry, Bane NOR may, after issuing a reminder, reject all or parts of the application for infrastructure capacity for service facilities.

4.2.7 Long-term capacity planning

Long-term capacity planning consists of activities such as capacity assessments, capacity planning, feasibility studies and running time calculations for new vehicle types.

Capacity assessments

Bane NOR will conduct capacity assessments and prepare capacity improvement plans, for both internal assessment tasks and regulatory assessment tasks.

The aims of these include assessing:

• Whether new or amended railway infrastructure provides adequate capacity.
• Consequences for capacity/resilience in the event of changes to routes and/or vehicles.
• Consistency and completeness of anticipated/planned train services.
• Measures for the optimisation of capacity in connection with developments (phase plans).
• Consequences on energy supply/traction network in the event of changes to infrastructure, route models and vehicles

Capacity planning

Bane NOR shall coordinate the need for track access for the operation, maintenance and development of new railway infrastructure and the railway undertaking’s reported needs for timetable models and/or use of new types of vehicles.

The purpose is to standardise quality assurance and coordination of the need for changes to existing base routes base routesThe schedule that applies for the majority of the operating day, during the hours of "normal traffic," meaning neither rush hour nor low traffic./models, future infrastructure capacity and/or adapted railway infrastructure capacity for new vehicle types.

Planning shall commence no later than 60 months (X-60) before the commencement of the annual capacity allocation process. Reported capacity requirements shall not be binding during the planning phase but must ensure good quality in reported capacity requirements.

Regular dialogue meetings must be convened between Bane NOR and applicants, as well as any other external stakeholders, to ensure that any input to the annual capacity allocation process is assessed and of satisfactory quality.

Feasibility studies

Bane NOR offers to carry out feasibility studies for applicants requiring information about changes to the timetable, expected running time for specific types of trains or expected running time between specific connections, technical compatibility between rolling stock and railway infrastructure, etc.

In order for Bane NOR to carry out feasibility studies, the study requester must contact Bane NOR to agree requirements for necessary information.

The applicant’s request for a feasibility study is not considered to be an application for infrastructure capacity. Communicated results of the feasibility study are not binding for Bane NOR during the capacity allocation process. Train paths based on the results of the feasibility study must be applied for in the usual way.

To verify whether a new vehicle can be operated on the rail network, Bane NOR offers the applicant the opportunity to simulate operation of the vehicle in a computer program.

Estimation of basic running time for new vehicle types

If necessary, the applicant may ask Bane NOR to estimate running times for new vehicle types. Bane NOR has relevant data relating to the route and the applicant must provide information specific to the vehicle, including:

• Traction properties for towing unit(s)
• Mass distribution on towing/non-towing axles
• Length of rolling stock
• Deceleration characteristics
• Speed limits for the rolling stock

4.2.8 Annual capacity allocation

The annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process consists of activities designed to coordinate and allocate infrastructure capacity until a new timetable has been established and published. The timetable will be established once each calendar year and the capacity allocation process is therefore repeated annually.

The annual capacity allocation is carried out in accordance with guidelines specified in Acts and Regulations, in addition to guidelines described in this part.

Table 5: Phases and milestones in the annual capacity allocation

4.2.9 Operational capacity allocation

The operational capacity allocation process deals with applications for temporary capacity restrictions and permanent changes to the established timetable, detailing and implementing of such changes, as well as allocation of train path requests outside the timetabling process. The content requirements for applications for train path requests outside the timetabling process are the same as for capacity applications submitted as part of the annual capacity allocation process, see Chapter 4.2.5.

Capacity is allocated in the order in which applications are received.

Table 6: How to apply for train path requests outside the timetabling process

4.3 Reserving Capacity for Temporary Capacity Restrictions

4.3.1 General principles

Annex IV to the Railway Regulations(opens in a new tab) sets out requirements for an internationally harmonised consultation, coordination and publication process for known temporary capacity restrictions. Bane NOR has chosen to adopt the European abbreviation for temporary capacity restrictions, TCR TCRTemporary capacity restrictions refer to limitations or reductions in the available capacity of railway infrastructure for a specified period. These restrictions can occur due to various reasons such as maintenance works, construction projects, or events affecting the normal operation of the railway network.. In the following, TCR will therefore refer to temporary capacity restrictions.

TCRs are necessary for the infrastructure manager to maintain a high level of quality in the existing infrastructure while also developing new infrastructure to meet market needs. TCRs may, for example, cover scheduled maintenance, major development projects and temporary scheduled driving speeds. All TCRs known to Bane NOR are published in ARBIS(opens in a new tab), where applicants can find detailed information about each TCR.

When a TCR affects more than one rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network., Bane NOR will coordinate with the Trafikverket (Swedish Transport Administration) in order to minimise consequences for train services on both sides of the border.

If a TCR causes track interruptions between two stations/terminals, applicants wishing to operate trains between these stations/terminals are encouraged to apply for routes on alternative track sections. See also Chapter 4.3.1.1 Designated TCRs.

All ad hoc applications for infrastructure capacity and services must be tailored to the established plan for temporary capacity restrictions – see Chapter 4.5.3 Allocation of train path requests outside the timetabling process (ad hoc applications).

4.3.1.1 Designated TCRs

Designated TCRs constitute part of the technical planning requirements (TPRT) and are part of the requirements for the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. Applicants (railway undertakings) must therefore adapt their applications for infrastructure capacity accordingly.

The scope of designated TCRs must be limited so that these do not occupy more capacity than is necessary. A set of criteria has therefore been established, all of which must be met before a TCR can be defined as designated.

Criteria for designated TCRs:

• Affected applicants and the largest service facility operators must have been consulted about the TCR.
• The TCR must be in the large or very large category of TCR or must be recurring for all or large parts of the timetable period.
• The TCR must constitute a modernisation or upgrade of infrastructure.
• The TCR must have an investment decision.
• Bane NOR must have assessed the TCR documentation to ensure the probability of the TCR being implemented as planned.
• Bane NOR must have assessed the scope of the TCR to be sufficiently extensive to constitute a requirement in the annual capacity allocation process.
• Bane NOR must also have assessed the scope of all TCRs that meet the criteria for a designated TCR against the RU’s needs and the TCR’s anticipated service improvements for freight owners and passengers and, if applicable, must reduce the number of designated TCRs if the outcome of the assessment so dictates.
• Designated TCRs will be determined by the Operational Group Management Team.

Table 7: Designated TCRs for the R25 timetable period.

4.3.1.2 Categorisation of TCRs

TCRs are divided into two categories based on the number of consecutive days and anticipated impact on services. TCRs that cannot be categorised as very large, large, medium or small TCRs must be categorised as very small TCRs.

Table 8: Categorisation of TCRs

Bane NOR may agree with applicants and service facility operators that stricter deadlines and threshold values be imposed for capacity restrictions or that more criteria be used than those set out in Annex IV of the Railway Regulations. See Annex IV, Section 13 of the Railway Regulations(opens in a new tab).

4.3.2 Deadlines and information provided applicants

Bane NOR publishes information about temporary capacity restrictions in ARBIS(opens in a new tab).

In ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements., TCRs are described with the:

• planned commencement date for the TCR
• the start and end times for each day of a TCR as soon as such details are available
• the geographical scope of the TCR
• and, if applicable, the available capacity on suitable alternative routes.

4.3.2.1 Deadlines for the consideration of TCRs

TCRs are considered during the period X-60 to T-4. The table below shows the relevant overarching deadlines specified as X- n [number of months (n) before the commencement date of a timetable period (X)] and T- [number of months (n) before the commencement date of the TCR in question (T)]. The deadlines specify when Bane NOR needs to

• consult affected applicants and the largest service facility operators regarding TCRs
• coordinate TCRs that affect more than one rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. with Trafikverket (the Swedish Transport Administration)
• publish known TCRs

In connection with consultations, affected applicants and the largest service facility operations may submit written comments directly via ARBIS. In connection with the coordination process, Bane NOR will, if necessary, invite active applicants on the affected sections and the largest affected service facility operators to become involved in the coordination process.

Dates of relevance to the consideration and consultation relating to TCRs are described in Chapter 4.3.2.2.

During the initial consultation round for very large TCRs, applicants may request a comparison of terms for two alternative capacity restrictions. In such cases, Bane NOR will draw up such alternatives based on input from and in consultation with applicants. For each alternative, such comparisons must include:

• the duration of the capacity restriction
• the anticipated infrastructure charges
• the available capacity in diverted sections
• available alternative routes 
• anticipated travel times.

Table 9: Deadlines for the consideration of TCRs

Bane NOR may decide to depart from the deadlines set out in the table above if the capacity restrictions are necessary to restore safe train operations, if the restriction times are outside the infrastructure manager’s control, if compliance with the deadlines would not be cost-effective or could lead to unnecessary damage to assets or if all affected applicants provide consent. In such cases, and in all other cases of capacity restrictions not described in the table above, Bane NOR will consult applicants and large affected service facility operators in a suitable manner – see Annex IV, Section 14 of the Railway Regulations(opens in a new tab).

4.3.2.2 Schedule for considering TCRs in the phases Long-term Capacity Planning and Annual Capacity Allocation

Table 10: Schedule for considering TCRs in the phases Long-term Capacity Planning and Annual Capacity Allocation

Any large and very large TCRs that Bane NOR becomes aware of too late to include as part of the consultation in the long-term phase above will be managed separately and affected applicants will be consulted via email and, if necessary, dedicated meetings. Large and very large TCRs determined at X-12 will be followed up at national coordination meetings after determination.

4.3.2.3 Deadlines for providing details of offered time paths

See Annex IV, Section 12 of the Railway Regulations.

Period X – X+3 for passenger trains

During the period X – X+3, Bane NOR will not be in a position to provide details of train paths for passenger trains and empty trains in accordance with the deadline of four months before the TCR commencement date (T-4).

Annex IV, Section 12 of the Railway Regulations allows Bane NOR and affected applicants to agree on shorter deadlines for providing details of offered train paths. In order to reach an agreement concerning a predictable deadline for passenger trains and empty trains including during the X – X+3 period, Bane NOR proposes the following predictable deadline:

• During the X – X3 period, Bane NOR will provide details of offered train paths for passenger trains and empty trains no later than one month and fifteen days before the TCR commencement date (T-1.5). This deadline requires the applicant (RU) to apply for alternative train paths no later than 2 months before the TCR commencement date (T-2).

The period X+4 – X+12 for passenger trains

• During the X+4 – X+12 period, Bane NOR will provide details of offered train paths for passenger trains and empty trains no later than 4 months before the TCR commencement date (T-4). This deadline requires the applicant (RU) to apply for alternative train paths no later than 5 months before the TCR commencement date (T-5).

Period X – X+12 for freight trains

• During the X – X+12 period, Bane NOR will provide details of offered train paths for freight trains, light engines and shunter locomotives no later than T-1, provided that the applicant (RU) has applied for alternative train paths no later than 2 months before the TCR commencement date (T-2).

If necessary, applicants and Bane NOR may enter into agreements concerning deadlines other than those specified above.If there is a need to change the allocated capacity, the rules described in Chapter 4.8 Rules after infrastructure capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. will apply.

4.3.2.4 Criteria for diversions in the event of very large TCRs 

Before the annual capacity allocation process takes place, Bane NOR will invite affected applicants to a consultation in order draw up a temporary plan for the allocation of preliminary capacity for routes with temporary capacity restrictions. The plan must accommodate different types of train services. The types of train services used for the allocation of temporary capacity are based on the latest applications and any priorities (congested route) that provide the basis for the current timetable period.

The train service types used are Pt (passenger trains), Gt (freight trains), Et (empty trains) and L (light engines).

Bane NOR has established criteria for the types of train services that will be diverted in the event of very large TCRs. These criteria take into account commercial and operational consequences for applicants, including how the applicant will be affected by infrastructure charges. If the applicant has caused one or more of these consequences, these will not be taken into account. For such very large TCRs, Bane NOR will apply the following criteria for the diversion of train service types:

Current plan

The current plan shows how much traffic is operating in the section/station/terminal in question. The purpose of this is to ensure that the different types of traffic are taken care of when capacity is reduced. The starting point will be the current timetable, if necessary supplemented using knowledge of changes to the train service. The number of trains that can operate will be reduced in such a way that transport requirements are met to a limited extent. This also means that available capacity may be distributed unevenly throughout the day and the week. Allocation will be coordinated with applicants for the purpose of achieving agreement.

Replacement traffic considerations

Another factor that must be considered is the possibility of replacing trains using alternative modes of transport. This could entail:

• Replacing passenger trains with buses or other alternative modes of transport.
• Referring passengers to the next/a different train.
• Rerouting trains via other sections of line.
• Reloading freight to other modes of transport.
• Scheduling traffic to run earlier or later.

Time sensitivity in relation to different types of traffic

A third factor is how time-critical certain traffic is. An assessment will be conducted in respect of any extended run time when traffic cannot be carried out as normal. The assessments will be conducted based on:

• The time sensitivity for passengers when travel time is extended, either by replacing trains with buses or by passengers being referred to the next/another train.
• Whether freight transport can take place at all.
• The transport time for freight being extended and freight becoming damaged.
• Whether the mode of transport can reach a key connection for further connection.

The prioritisation between different types of trains may vary throughout the day.

If one or more applicants do not accept Bane NOR’s proposed preliminary plan that forms the basis for an application for infrastructure capacity, Bane NOR will, as part of the annual capacity allocation process, use the applicable model for socio-economic valuation of train paths.

4.3.3 Planning and accommodation of alternative transport

Bane NOR is responsible for ensuring that stations can accommodate alternative transport and is responsible for the allocation of railway undertaking capacity and areas in stations for the implementation of alternative transport.

The railway undertaking must submit any known requests for accommodation at stations for the coming timetable period by the input deadline for the second consultation round on temporary capacity restrictions (TCRs). Such submissions must be lodged using the issued Excel form and must be linked to the individual ARBIS-ID. The form must be submitted to Bane NOR via kundelogistikk@banenor.no.

Requests for accommodation at stations occurring during the timetable period or that were not known at the time of the second consultation round for the TCR must be submitted on an ongoing basis but no later than three months prior to the commencement of the deviation to kundelogistikk@banenor.no.

Plans for the implementation of alternative transport for interruptions that span more than 48 hours must be distributed by Bane NOR to the railway undertaking no later than one month before the interruption and must be established by Bane NOR seven days prior.

Bane NOR will allocate capacity and space at the stations from which multiple railway undertakings will carry out alternative transport when the timetable and temporary capacity restrictions for the upcoming timetable period are determined.

4.4 Impact of Framework Agreements

See Chapter 7 of the Railway Regulations and Chapter 3.3.1 of the Network Statement.

Other than the applicable framework agreement described in Chapter 4.4.1, Bane NOR does not enter into framework agreements.

4.4.1 Impact on the Gardermoen Line (Etterstad – Gardermoen section)

(Reference: JBV JBVAn abbreviation referring to the the former Norwegian national railway administration responsible for the infrastructure of the railway network ref. 03-1458, document 4).

In 2000, Bane NOR concluded a contract with Flytoget (Airport Express Train) for the line between Etterstad and Gardermoen, which gives Flytoget “the necessary priority” so that it can have regular departures up to 6 times an hour in each direction. Regular means that the departures must be distributed evenly throughout the hour.

This agreement was revised in 2003 and will expire on 1 January 2030. Bane NOR assumed the Norwegian National Rail Administration’s obligations pursuant to the agreement on 1 January 2017. As Etterstad is not a station, but merely a point on a line, the agreement has a corresponding impact on the Oslo Central Station-Etterstad line.

4.5 Path Allocation Process

See Chapters 8, 9 and 10 of the Railway Regulation.

The various deadlines associated with the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process are described in Chapter 4.5.1.9 and largely correspond to the RailNetEurope calendar.

4.5.1 Annual time table path requests

In general, the transition to a new timetable will take place at midnight on the second Saturday of December. If a transition or adjustment is implemented after the winter season, especially for the purpose of taking into account any changes to timetables for regional passenger services, this must take place at midnight on the second Saturday of June and, if necessary, on other dates that fall between these two dates. Infrastructure managers may agree on other dates and must, in such cases, notify EFTA’s Surveillance Authority if this could affect international services.

The R25 timetable period will be in effect from Sunday, 15 December 2024 to Saturday, 13 December 2025, and capacity will be allocated for the period as a whole. The timetable includes train paths (and services) and plans for work in tracks.

A detailed description with milestones (activities and deadlines) is provided in Chapter 4.5.1.9 Schedule for the annual capacity allocation process, and will be submitted to applicants and infrastructure managers before the planning process commences.

It may be necessary to adapt train paths that have been applied for in order to devise a reliable and punctual timetable. This will take place in discussion with the relevant applicants.

Applicants will be invited to a start-up meeting for the annual capacity allocation process. The start-up meeting will take place during December 2024 and marks the start of the annual capacity allocation process for R25. At the meeting, Bane NOR will, among other things, present the final timetable requirements for the annual capacity allocation process.

4.5.1.1 Timetable requirements

The timetable requirements are requirements that applicants must take into account when applying for infrastructure capacity and these consist of four main elements: train path, line and technical production planning requirements and pre-planned train paths for the rail freight corridor ScanMed RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport..

4.5.1.2 Technical planning requirements

Technical planning requirements constitute one part of the timetable requirements and are based on:

• Theoretical running time calculations based on vehicles, maximum permissible, speed and the largest occurring train size for the requested train, plus 4% base supplement.
• The requested stop pattern, including station stay, with a supplement for acceleration and deceleration.
• Supplement for technical route stops (stops at crossings, etc.) and operations in diverging tracks.
• Special allowances due to infrastructure conditions - reduced speed over a section/station that applies for large parts of a timetable period and that must be taken into account during the design of train paths.
• Reduced speed (40 km/h) at stations with a single entry signal.

In addition to the technical planning requirements, Bane NOR will also apply the following principles in order to achieve the best possible utilisation of capacity throughout the day:

For the Oslo Central Station–Lysaker section, the following technical planning requirements will also apply:

• A maximum of 22 trains per hour and direction in the basic plan and a maximum of 24 trains per hour and direction during peak periods.
• A maximum of 7 trains in sequence with a minimum of two minutes between each train.

For Kongsvinger Station, the following requirement will also apply:

• All trains that have their home or terminus station at Kongsvinger with a stop for locomotive change, turning to/from the Solør Line, disconnection/connection of wagons or other shifting movements will be limited to 600 metres.

4.5.1.3 Technical planning requirements for tracks, TRPT

Technical planning requirements consist of existing infrastructure capacity in the network, updated to include permanent capacity changes, as well as designated temporary capacity restrictions that, following consultation with applicants, are published as planning requirements for the annual capacity allocation process.

The technical planning requirements for R25 are:

• The existing infrastructure capacity in the network is described in the Route description for the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network., SJN.
• Permanent capacity changes are described in Chapter 4.5.1.4.
• Designated temporary capacity restrictions are described in Chapter 4.3.1.1.

4.5.1.4 Permanent capacity changes

Permanent capacity changes are changes that result in a permanent change to the available infrastructure, such as new tracks or the removal of old sidings. The permanent capacity changes that form the basis for R25 are:

New infrastructure, capacity enhancements

ERTMS Gjøvik Line (Roa – Gjøvik).

Infrastructure removed, capacity-reducing

Hamar station: The connection to tracks 20-27 at the shunting yard is scheduled for removal and cannot be used after the commencement of R25.

Other permanent changes to infrastructure

None.

4.5.1.5 Technical production planning requirements

Technical production planning requirements are vehicles, train weight and length, which constitute a part of the timetable requirements and are a result of the capacity allocation.

4.5.1.6 Pre-planned train paths for the rail freight corridor ScanMed RFC

See Regulations implementing Regulation (EU) no. 913/2010 on a European rail network for competitive freight transport, FOR-2014-02-17-190.

No later than 11 months before the start of the timetable period, the Pre-Arranged Paths (PaPs) for ScanMed RFC are published via the corridor website(opens in a new tab) and directly using the application and coordination tool PCS.

The prearranged train paths (PaPs) for the corridor are a product reserved for international freight service in the annual timetable. The train paths have been prepared by IMs in consultation with corridor organisations and are based on a study of the transport market. Capacity is applied for and allocated directly via the C-OSS function for the corridor.

As these PaPs routes have special priority over changes in the capacity allocation process, it may be beneficial for international freight services to apply for these.

4.5.1.7 Draft timetable

Bane NOR receives applications for train paths, plans for work in tracks and services, both nationally and internationally, and will use these as the basis for designing a draft timetable.

The draft timetable contains:

• Capacity description:
  • Line capacity (graphic route)
  • Track capacity, including the location for assigned capacity for stabled rolling stock during operational breaks
  • Terminal capacity
• List of trains applied for, with any remarks. Such remarks may include:
  • Rejection of infrastructure capacity applied for (with reasons)
  • Restrictions (tonnage/length)
  • Layover periods for exchange of personnel/loading and unloading times
• Description of potential clashes

Capacity for cross-border trains will be coordinated before the draft timetable is published.

4.5.1.8 Guidelines for comments on the draft timetable

The guidelines set out in this part are intended as information for applicants on how consultation comments should be formulated in order to ensure that they are sufficiently specific for consideration.

General comments

General comments on an allocation, such as non-constructed train paths or complete solutions for a line or train product.

Comments

Comments on the proposal can be provided on allocations deviating from the application. These comments can be provided for a specific point on the train route, or for the train route as a whole.

Examples:

• Broken connection
• Deviating reference points
• Departure/arrival times deviating from the application
• Run time

Input not regarded as comments

• Amendments to the original application
• New trains
• Amendments to reference points
• Increased weight, length or amendment of vehicles which mean that the constructed train path could not be maintained
• Addition of running days (quality assurance of running days will be accepted)
• Request to change times applied for

Input not regarded as comments is dealt with in the same way as allocation of train path requests outside the timetabling process and is incorporated in the established timetable to the extent possible.

Applicants wishing to withdraw infrastructure capacity applied for before the timetable is established can do this by means of discussion in BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process..

Note: If the comments from the consultation involve a conflict of interest, a coordination process will commence.

4.5.1.9 Schedule for the annual capacity allocation process

This schedule must be viewed in the context of the schedule for the consideration of TCRs in Chapter 4.3.2.2.

Table 11: Schedule for the annual capacity allocation process

*Dates have been reconciled with the Swedish Transport Administration but may be subject to change.

Model for capacity applications

See Section 5-2 of the Railway Regulations.

4.5.2 Late annual timetable path requests

See Annex IV, Section 3 and 6 of the Railway Regulations.

Applicants may also apply for train paths after the ordinary deadline and until the day before the timetable opens up for ad hoc applications.

Such applications are referred to as late applications for train paths or Late Path Requests (LPR). Information about the application period and when applicants may expect a response to late applications is described in the schedule in Chapter 4.5.1.9.

Requirements concerning the content of applications are the same as for applications submitted before the ordinary deadline (See Section 4.2.5 Requirements concerning the contents of applications). Applications for national train paths must be submitted via BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process.. Late applications for international train paths must be submitted via Best-L.

The consideration of applications will be carried out in the order received and will start no sooner than the day after the timetable has been established.

Bane NOR will prepare a route proposal draft and if this is not accepted by the applicant in writing, the application will be cancelled, and a new application must be submitted. When considering late applications, it may be necessary to adjust allocated train paths in order to offer a new route proposal draft. Any changes to allocated train paths require the changes to be accepted by all affected applicants.

The consideration of late applications will conclude so that the established timetable can be updated to include capacity allocated for late applications and before the publication date of the annual timetable. Capacity allocated for late applications is therefore used as the basis when the timetable opens up for ad hoc applications. Formal train path allocation is binding and will be managed in the same way as allocated train paths applied for before the ordinary application deadline in the schedule in Chapter 4.5.1.9.

4.5.3. Ad-hoc path requests

See Section 8-7 of the Railway Regulations.

Bane NOR will provide information about the available residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. in the applicable timetable and make such information available to applicants. This will be done by publishing daily graphs on the Bane NOR website.

In the event that there is a need for services, applications for train paths, work in tracks or changes to the planning requirements for the timetable period in question, these must be applied for via BEST-K BEST-KBane NOR's electronic system for infratsructure capacity application (routes and work on tracks) in the current timetable period (operative capacity allocation).. The timetable requirements are described in Chapters 4.5.1.1-4.5.1.6. If necessary, applicants must contact Bane NOR to request further information about the assumptions that form the basis for the timetable in question.

When a railway undertaking applies for infrastructure capacity (allocation of train path requests outside the timetabling process), Bane NOR will make allocations in the order in which applications are received and provide a response within five working days as to whether or not the application can be approved in full. Bane NOR will strive to deliver a detailed route no later than 20 days before the first day of operations for the train, depending on any other contracts in the Operational timetable.

If it is necessary to provide a fast response to applications for the allocation of train paths outside the timetabling process, Bane NOR will consider the need for available residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. within the framework of the determined timetable. This also applies to applications for the allocation of train paths outside the timetabling process on congested infrastructure.

Communication relating to the operational capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process normally takes place between the railway undertakings’ transport management functions and Bane NOR’s Operational Timetable functions. During the operating day, Bane NOR’s point of contact will be the traffic control centres.

4.5.3.1 Bane NOR’s response

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 an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p., Bane NOR will – when an application is received – announce the infrastructure capacity allocated in FIDO FIDOBane NOR's electronic system for distribution of routes and other announcements, as described in Traffic Rules for the Rail Network Rail NetworkThe rail network managed by Bane NOR, which is the entire Norwegian rail network..

4.5.3.2 Notification of large and/or complex applications

Special deadlines are agreed in the case of large and/or complicated applications. Railway undertakings 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 train path requests outside the timetabling process as an ad hoc application. Application deadlines for exceptional transport are described in Chapter 4.7.1.1 Deadlines for applications for exceptional transport.

A notification of an ad hoc application for infrastructure capacity should include the following information:

• Approximate date(s) on which the train(s) is/are to run.
• Train category.
• The section(s) on which the train(s) is/are to run.
• The need for stabling/parking vehicles.

4.5.4 Coordination process

See the Railway Regulations, Section 9-1.

The purpose of coordination is to create a timetable that has no conflicts of interests so that all applications can be approved. If it is not possible to approve all applications, Bane NOR must coordinate the applications, see Section 9-1 of the Railway Regulations. Conflicts of interest may arise between applicants and between Bane NOR and applicants.

Conflicts of interest between Bane NOR and applicants
In the event of conflicts of interest arising between Bane NOR and applicants, Bane NOR will differentiate between maintenance on the one hand and upgrades and modernisation on the other hand.

In cases of conflicts of interest between an applicant and Bane NOR’s application for capacity for maintenance, Bane NOR will consider the conflict in the same way as other conflicts of interest –  that is, through coordination and dispute resolution, if necessary.

Bane NOR will carry out the capacity allocation, while also ensuring that the process remains transparent and non-discriminatory. Bane NOR will appoint someone who will be responsible for safeguarding Bane NOR’s interests in connection with conflicts of interest that arise between applicants and maintenance.

Bane NOR does not have to apply for capacity for upgrades and modernisation and such interruptions can therefore be included as a scheduled part of the timetable. When planning such works, Bane NOR ensures that applicants are consulted in accordance with Annex 4 to the Railway Regulations. Any objections from applicants with regard to upgrades and modernisation must be raised in connection with such consultations and not through coordination and dispute resolution processes.

The process is implemented as follows:

Bane NOR first contacts applicants with mutual interests in order to clarify and document the content of the applications and their actual requirements for the train paths applied for.

Bane NOR invites the applicants to individual meetings. A joint meeting may also be convened if agreed between the parties.

All applicants will have an opportunity to present alternative solutions for Bane NOR’s consideration. When all information and documentation is in place, Bane NOR prepares a proposed solution based on the following principles:

1. Coordination of international/cross-border traffic.
2. The applicant’s actual train path requirements, either based on agreements concluded for transport services or based on the applicant’s prospects of concluding such agreements.
3. Optimal utilisation of the capacity in the rail network based on socio-economic benefit.
4. Resilience considerations.

The proposal is sent to the applicants involved. If Bane NOR’s proposed coordination is not agreed to by the parties, Bane NOR is obliged to declare the route congested – see the Railway Regulations, Section 9-3 – and then to allocate infrastructure capacity according to prioritisation criteria, see the Railway Regulations, Section 9-5.

See Annex 4.5.4 Method for Socio-Economic Valuation of Train Path Allocation for more information.

4.5.5 Dispute resolution process

See the Railway Regulations, Section 9-2.

When the coordination process has concluded, applicants that, following coordination, still disagree with the draft timetable may submit a request for dispute resolution. When a written request for dispute resolution has been presented, Bane NOR will be required to reach a final decision within ten days of receiving the request.

The process, with milestones (schedule), is reported to applicants and infrastructure managers at the start of the planning process, that is 12 months before the commencement of the timetable period in question.

If the dispute is not resolved, Bane NOR will declare the affected section(s) congested and allocate infrastructure capacity in accordance with the guidelines arising from Chapter 4.6.

The dispute resolution process will not delay the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process.

4.5.5.1 Deadline for submitting requests

The exact deadline for submitting requests for dispute resolution can be found in the detailed schedule announced 12 months before the implementation of the timetable.

4.5.5.2 Request content and address – counterpart

The request must include the following elements:

• A reference to which trains and/or which operating schedule the request concerns (sufficient to identify the request with a time and line).
• The request must be justified and must include a description of the solution in which the applicant thinks the dispute resolution process ought to conclude:
  • For the applicant personally.
  • For the other applicant(s) whose allocated infrastructure capacity will be modified if the applicant’s request is accommodated.

The request must be submitted to Bane NOR via email to ruteplan@banenor.no. Bane NOR will subsequently forward copies of the request to any affected applicants.

4.5.5.3 Affected applicants' potential duty to act – deadline

When a demand for dispute resolution has been submitted that could affect the infrastructure capacity of another applicant, any affected applicants must lodge their response to the demand for dispute resolution with the initial applicant within 2 working days of receiving a copy of the request. The response must reference and identify the original request for dispute resolution.

The response must be submitted to ruteplan@banenor.no.

4.5.5.4 Bane NOR’s consideration of the request

Bane NOR will invite affected applicants to a joint meeting to discuss the request and any responses.

Based on Bane NOR’s consideration of the request, any responses and information from the joint meeting, Bane NOR will make its decision based on the guidelines provided in laws, regulations and the Network Statement.

Bane NOR’s decision must be justified and in writing. The decision will be communicated to the applicant and other applicants that have been involved in the process within ten working days of the request having been received in accordance with Chapter 4.5.5.

Otherwise, the rules of the Public Administration Act concerning individual measures for the infrastructure manager’s case management in connection with decisions on infrastructure capacity allocation are applicable, unless specified otherwise in the Railway Regulations.

4.5.5.5 Appealing Bane NOR’s decision – the effects of such an appeal

See Section 11-3 of the Railway Regulations.

Bane NOR’s decisions on the allocation of infrastructure capacity can be appealed to the Norwegian Railway Authority, see Chapter 1.3.3 Appeals procedure, which provides further information about appealing to the Norwegian Railway Authority (SJT) Such appeals have no suspensive effect.

4.5.6 Established Timetable

Allocated capacity is shown in the established timetable submitted to applicants and presented on the Bane NOR's website.

Capacity is shown in the form of:

• Line capacity for allocated train paths and available train path requests outside the timetabling process (graphic route).
• Track capacity, including the location for assigned capacity for stabled rolling stock during operational breaks.
• Terminal capacity.
• Capacity reserved for work in track ( ARBIS(opens in a new tab)).

4.6 Congested Infrastructure

See the Railway Regulations, Chapter 9.

4.6.1 Definition of congested infrastructure

See Section 1-7 q and Section 9-3 of the Railway Regulations.

4.6.2 Congested lines (in Norway)

The following lines and nodes are considered to be congested:

Oslo Central Station
between 06:30 and 09:00 and between 15:00 and 17:30 on working days (Monday – Friday)

Oslo Central Station–Lysaker
around the clock on working days (Monday-Friday)

Alnabru–Eidsvoll (Main Line)–Trondheim–Bodø
around the clock every day

Lillestrøm–Kongsvinger
around the clock on working days (Monday – Friday)

Sandbukta–Moss (including Moss station)
between 06:30 and 08:30 and between 15:30 and 17:30 on working days (Monday – Friday)

Råde–Lisleby
between 06:00 and 18:00 on working days (Monday – Friday)

Myrdal–Reimegrend
between 10:00 and 12:00 Monday – Saturday between 1 May 2024 – 31 Oct 2024. 

Kristiansand–Stavanger
the following fixed and moving public holidays (dates for R24): Boxing Day (26/12/2023), New Year’s Day (01/01/2024), Easter Monday (01/04/2024) and Whit Monday (20/05/2024).

4.6.3 Prioritisation criteria (in the event of congested infrastructure)

The following prioritisation criteria must be applied pursuant to the Railway Regulations, Section 9-5 in the event of congested infrastructure:

1. Services included in contracts with the state concerning public service provision
2. National and international freight transport
3. Specific type of service on lines as specified in Section 8-8, second paragraph
4. Passenger transport in general
5. Maintenance work

If applications are submitted for more infrastructure capacity within a priority category in accordance with the Railway Regulations, Section 9-5 (1) than there is capacity available, or if applications for more train paths are submitted than there is capacity available in accordance with the Railway Regulations, Section 9-5 (2), Bane NOR will allocate infrastructure capacity in such a manner that safeguards the importance of the transport service to the community as far as possible in relation to any other service that is excluded.

If there is any conflict which the above guidelines fail to resolve, or if a priority other than that pursuant to the Railway Regulations, Section 9-5 involves higher overall utilisation of the total infrastructure capacity, Bane NOR will use the socio-economic model method to value the infrastructure capacity, as described in Annex 4.5.4 Method for Socio-Economic Valuation of Train Path Allocation. The results of the socio-economic analysis will be prioritised highly in the evaluation of which alternative will be given priority.

Bane NOR uses § 9-5 (1) and (2) in the following cases:

For infrastructure already declared congested, Bane NOR will:

• Use § 9-5 (1) when the conflict of interest involves train products in different priority categories.
• Use § 9-5 (2) when the conflict of interest involves train products in the same priority category.

For infrastructure not already declared congested but which will be declared congested due to unresolved conflicts during coordination, Bane NOR will:

• Use § 9-5 (2) to ensure predictability and equal treatment for all parties, as the section was not declared congested at the start of the process.

4.6.4 Congested infrastructure process

See Section 9-3 of the Railway Regulations.

If, following coordination of train path applications and consultation with applicants, it is not possible to sufficiently accommodate all applications for infrastructure capacity, Bane NOR shall immediately declare the affected railway infrastructure congested. The same applies to railway infrastructure for which capacity shortages can be expected in the near future.

If the congested railway infrastructure is already subject to a capacity improvement plan (see Chapter 4.6.6), Bane NOR must update this plan within sic months of the railway infrastructure having been declared congested.

If the congested railway infrastructure is not subject to a capacity improvement plan, Bane NOR must carry out a capacity analysis (see Chapter 4.6.5), which must be completed within six months of the railway infrastructure being declared congested. Bane NOR must subsequently draw up a capacity improvement plan within six months of completing the capacity analysis.

4.6.4 Capacity analysis

See Section 9-6 of the Railway Regulations.

4.6.5 Capacity improvement plan

See Section 9-7 of the Railway Regulations.

As part of its work on the capacity improvement plan, Bane NOR will invite infrastructure users to provide input. Those who would like a separate meeting with Bane NOR about the matter will have the opportunity to request this. Separate information will be issued when the work on the capacity improvement plan is initiated.

4.7 Exceptional Transport and Dangerous Goods

4.7.1 Exceptional transport

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 exceptional transport, using either a regular train or an extra train.

Exceptional transport arrangements are defined in the glossary/definitions.

4.7.1.1 Deadlines for applications for exceptional transport

The size of the cargo or other factors may have consequences on the infrastructure capacity on the section in question. For this reason, applications for exceptional transport should preferably be submitted as part of the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process and before the deadline for infrastructure capacity applications set out in the schedule in Chapter 4.5.1.9.

Applications for exceptional transport outside the annual capacity allocation process must be submitted to the Exceptional Transport Unit (Spesialtransport).

An administrative processing time in excess of five working days is to be expected for the approval of such applications.

When approval for exceptional transport is given, an application for infrastructure capacity must be submitted via BEST-K BEST-KBane NOR's electronic system for infratsructure capacity application (routes and work on tracks) in the current timetable period (operative capacity allocation).. The approval must be enclosed with the application.

4.7.1.2 Auxiliary tools used to verify whether exceptional transport is feasible

In the event that an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. wishes for Bane NOR to use an auxiliary tool to verify whether exceptional transport is feasible, Bane NOR will simulate the transport using a computer tool. Such use of auxiliary tools constitutes an additional service; see Chapter 5.4.3.1.

4.7.2 Dangerous goods

4.7.2.1 Dangerous goods in connection with the capacity allocation process

In the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process, Bane NOR assumes that all freight trains carry dangerous goods. Railway undertakings that will carry dangerous goods must therefore also comply with the schedule set out in Chapter 4.5.1.9.

4.7.2.2 Dangerous goods when operating trains

Railway undertakings that carry dangerous goods must adhere to the Regulations relating to the land transport of dangerous goods. As a minimum, railway undertakings are required to specify where on the train the dangerous goods are located in the carriage sequence, carriage number, UN number and hazard note. See TJN TJNBane NOR's Traffic Rules for the Rail Network., Chapter 4.

4.8 Rules After Path Allocation

4.8.1 Rules for path modification by the applicant

In the event that an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. needs to modify or adjust the allocated infrastructure capacity, this must be done by cancelling the allocated infrastructure capacity and applying for new infrastructure capacity. Deadlines are described in Chapters 4.2.9 and 4.5.3. Reservation charges must be paid for the cancelled infrastructure capacity, see Chapter 5.6.4 Reservation charges.

4.8.2 Rules for path alteration by the infrastructure manager

Bane NOR’s need to modify, replace or withdraw allocated infrastructure will arise only in connection with the consideration of TCRs or incidents that have occurred. See Chapter 4.3.2. There are no deadlines for such modifications. There are currently no charges applicable for train path modifications arising as a result of Bane NOR needing to modify, replace or withdraw allocated train paths. See Chapter 5.6.2 Charges for major timetable changes.

4.8.3 Non-usage rules by the applicant

See Sections 9-4 and 10-2 of the Railway Regulations.

An applicant that does not use the allocated capacity will be charged in accordance with Chapter 5.6.3 Charges for unused capacity. When less allocated infrastructure capacity is used than the threshold for unused infrastructure capacity, Bane NOR may take this into account in connection with subsequent capacity allocations. This may result in lower priority or the applicant being refused allocation. The applicant must be granted the right to comment.

The threshold for unused infrastructure capacity is a utilisation ratio of 80% of the allocated capacity over a period of one calendar month. This does not apply to non-economic causes outside the railway undertaking’s control.

When an allocated train path on congested infrastructure is used less than the threshold value for unused infrastructure capacity, Bane NOR will withdraw the allocated capacity subject to a notice period of five working days. The applicant will be granted the right to comment.

When an allocated train path on non-congested infrastructure is used less than the threshold value for unused infrastructure capacity, Bane NOR will carry out a concrete assessment of relevant factors such as utilisation ratio, historic utilisation and the demand for residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. on the line in question. Based on the outcome of the assessment, Bane NOR may withdraw allocated capacity subject to a notice period of five working days. The applicant will be granted the right to comment.

4.8.3.1 Returning of train paths from railway undertakings to Bane NOR

When a train path is returned to Bane NOR and redistributed during a timetable period – because a railway undertaking has been shut down, for example – Bane NOR will announce when such a train path will become available and set a deadline for applying for the infrastructure capacity.

Applications for infrastructure capacity released in this way are submitted as ad hoc applications. Bane NOR will implement an allocation process, which means that all applicants with an interest in using the infrastructure capacity will have equal opportunities to apply for it. The following principles and criteria are applicable to such allocations:

• 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. This criterion has a 30% weighting.
• The short and long-term consequences of the allocation, which, among other things, emphasises predictability for transport service users and a robust and stable train service. This criterion has a 30% weighting.
• The best possible utilisation of the infrastructure, including the extent to which train paths allocated previously have been used. This criterion has a 20% weighting.
• Environmental considerations, including energy-efficient rolling stock. This criterion has a 20% weighting.

In the event of an application conflict, Bane NOR will:

• Undertake an objective review and assessment of information and documentation received in connection with the relevant applications; this will include obtaining documentation or otherwise seeking to verify undocumented information submitted by the applicants, particularly if the information is of key significance to the allocation decision.
• Prepare documentation during case processing, explaining the assessments that form the basis for the allocation.
• Provide the applicants with written reasons for Bane NOR’s allocation decision and information on how allocation has taken place in accordance with the specified principles and criteria for allocation, including the assessments that form a basis for the allocation.

4.8.4 Rules for cancellation by the applicant

See Section 6-7 of the Railway Regulations.

Train path cancellations refer to situations in which the applicant needs to cancel an allocated train path. This applies both when the train path has been allocated as part of the annual and the operational (ad hoc) capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. There are no deadlines for such time path cancellations.

Cancelled infrastructure capacity or “non-usage” will be subject to reservation fees in accordance with Chapter 5.6.4.

4.9 TTR for Smart Capacity Management

4.9.1 Objectives of TTR

RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic. and FTE, supported by ERFA, are working on a project called TTR, the ambition of which is to reconcile capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. processes in Europe. Bane NOR actively participates in the project and refers to this as customer-focused capacity allocation. The goal of TTR is to accommodate optimal utilisation of railway infrastructure and strengthen the ability of the capacity allocation process to meet the market’s needs for predictability and available capacity for the transport of passengers and freight. Detailed information about the TTR project is available on the RNE website(opens in a new tab) and the FTE website(opens in a new tab).

4.9.2 Process components

Customer-focused capacity allocation (TTR) is based on the following elements:

Expand image

The most important elements are described in further detail below.

• Capacity strategy (X-60 to X-36 months): The capacity strategy constitutes the first step in the upcoming capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process.
• The main purpose of the capacity strategy is to provide an initial overview of available future infrastructure capacity, temporary capacity restrictions in infrastructure, anticipated future capacity requirements, service planning principles and future service flow. Bane NOR will request input on future capacity requirements from neighbouring infrastructure managers, applicants and the largest service facilities operators.
• Bane NOR will request input on future capacity requirements from neighbouring infrastructure managers and applicants. The work on the capacity strategy will result in a strategy document that will be published and used as the basis for drawing up the capacity model.
• Capacity model (X-36 to X-18 months), with capacity distribution: The capacity model provides a more detailed description of the needs forecast and allocation of capacity in annual planning, ongoing planning, temporary capacity restrictions and train path requests outside the timetabling process (where available). Applicants have the opportunity to provide input on the capacity model by reporting their capacity needs and they can also submit feedback on the suggested capacity distribution.
• International reconciliation of temporary capacity restrictions: Temporary capacity restrictions include maintenance, renovation or development of infrastructure or other usage restrictions that affect the available capacity on the line.

4.9.3 Implementation

The TTR is scheduled to be implemented when the changes are in accordance with the applicable regulations. Bane NOR’s plan entails implementing the TTR sub-processes in the order in which they are completed. In R25, Bane NOR has therefore implemented the capacity strategy as the first sub-process of the forthcoming capacity allocation process. The implementation of the remaining sub-processes will take place only when permitted by national regulations.

Contact Bane NOR

Email

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Read more about customer-focused capacity allocation

• banenor.no

4.9.3.1 Capacity strategy

Bane NOR will publish the capacity strategy for R28 by the start of R25.

The capacity strategy will apply to the entire Norwegian rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network..

Timeline for drawing up the R28 capacity strategy:

• X-60 – X-54 (December 2022 – June 2023) – Bane NOR collects the necessary input data and prepares a draft capacity strategy for R28.
• X-54 – X-36 (June 2023 – December 2024) – Bane NOR involves the Swedish Transport Administration and applicants before harmonising with the Swedish Transport Administration and publication on banenor.no.

When Bane NOR contacts the parties that will be involved in the process, Bane NOR will provide information about where and how to submit input.

Contact Bane NOR

Email

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Read more about customer-focused capacity allocation

• banenor.no

4.10 Capacity Allocation Principles for the RFCs

The principles for capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. in rail freight corridors (Rail Freight Corridors/RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport.) affiliated with the OneStopShop (C-OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained.) are described on the RNE website(opens in a new tab). Follow this link to go directly to the description.