Network Statement 2014 - ProRail

Network Statement 2014Combined Networkupdated to Supplement 1period of validity: 2014 TimetableSunday 15 December 2013 - Saturday 13 December 2014(including the earlier handling of capacity applications for that period).ColophonAuthor: ProRailReference 3250527 (NL: 3067783)Version 1.0Date 9 January 2013 (NL: 7 December 2012)Approved yes

Version managementVersion management and processed supplementsVersion DateSupplement Description of changes1.0 9 Jan 2013 - initial issueNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 2

Contents1 General information 51.1 Introduction 51.2 Objective 61.3 Legal framework 61.4 Legal status 61.5 Structure of the Network Statement 71.6 Validity and updating process 81.7 Publishing 91.8 Contacts 91.9 RailNetEurope – international cooperation between Infrastructure Managers 91.10 Glossary 112 Access conditions 132.1 Introduction 132.2 General access requirements 132.3 General business / commercial conditions 142.4 Operational rules 162.5 Exceptional transports 162.6 Dangerous goods 172.7 Rolling stock acceptance process / guidelines 172.8 Staff acceptance process 182.9 Requirements relating to information provision 183 Infrastructure 193.1 Introduction 193.2 Extent of network 193.3 Network description 213.4 Traffic restrictions 293.5 Availability of the infrastructure 343.6 Passenger terminals (stations) 353.7 Freight terminals 373.8 Service facilities 373.9 Infrastructure development 414 Capacity allocation 434.1 Introduction 434.2 Description of process 434.3 Schedule for path requests and allocation process 454.4 Allocation process 464.5 Allocation of capacity for maintenance, renewal and enhancements 574.6 Non-usage / cancellation rules 574.7 Exceptional transports 584.8 Special measures to be taken in the event of disturbance 584.9 Allocation of capacity for service facilities 61Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 3

5 Services 635.1 Introduction 635.2 Network and Train Path service group 645.3 Transfer service group 675.4 Railway Yards service group 685.5 Information service group 715.6 Services by other suppliers 766 Charges 796.1 Introduction 796.2 Charging principles 796.3 Tariffs 816.4 Performance scheme 836.5 Changes to charges 846.6 Billing arrangements 84Appendicesappendix 1 General overview map of network configuration (§ 3.2.1) 85appendix 2 Glossary of terms (§ 1.10) 87appendix 3 Consultation (§ 1.4.1) 95appendix 4 General Regulations on the Settlement of Complaints and Disputes (§ 1.4.3) 97appendix 5 Model Access Agreement and General Terms & Conditions (§ 2.3.2) 99appendix 6 Operational Conditions (§ 2.4) 113appendix 7 Transport and operating licenses (§ 2.2.3) 124appendix 8 Reports (§ 2.9) 127appendix 9 Route sections with user restrictions (§ 3.4.1) 131appendix 10 Infrastructure projects and studies (§ 3.9.2) 133appendix 11 Information on secondary railways (§ 3.2.1) 145appendix 12 Reference profiles (§ 3.3.2.1) 147appendix 13 Axle loads and load per unit of length (§ 3.3.2.2) 149appendix 14 Train control systems (§ 3.3.3.4) 151appendix 15 Train detection (§ 3.3.3.5) 153appendix 16 Route section speeds (§ 3.3.2.4) 155appendix 17 Electrified route sections: contact line voltage (§ 3.3.2.6) 157appendix 18 Moveable railway bridges (§ 3.4.5) 159appendix 19 Platform length (§ 3.6.1) 163appendix 20 Public loading and unloading facilities (§ 3.7.1) 165appendix 21 Refuelling systems (§ 3.8.4) 167appendix 22 Timetable drafting norms (§ 4.4.1.3.2) 169appendix 23 Applications for capacity allocation (§ 4.4.5) 181appendix 24 Application and reports on realisation of train service (§ 4.8.5) 185appendix 25 Services conversion table (§ 5.1) 189appendix 26 Stations (§ 5.3.1) 191appendix 27 Performance schemes (§ 6.4) 197appendix 28 Compensation scheme for timetable changes (§ 4.4.1.3.2) 199Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 4

1 General information1.1 IntroductionThis Network Statement was drawn up by ProRail 1 . ProRail is charged with the management of theNetherland railways as described in the management concession 2 , within the meaning of Section 16 ofthe Railways Act, granted by the Minister of Infrastructure and the Environment.ProRail is a private company under Dutch law. The sole shareholder is the State of the Netherlands(through Railinfratrust BV).The management by ProRail covers care 3 for:• the quality, reliability and availability of the infrastructure,• a fair, non-discriminatory distribution of the capacity of the infrastructure, both for the benefit ofProRail and for the benefit of railway undertakings and other titleholders 4 ,• control of the traffic on the infrastructure,in accordance with the provisions of the Management Concession railway infrastructure.ProRail also carries out work for third parties, which work is linked to the aforementioned managementtasks or to mobility issues in the broader sense of the word.ProRail carries out all its work subject to the objectives below.• To ensure an adequate, reliable and safe railway infrastructure, which is in a good state of repairand is suitable for the use for which it is intended, and which can be used safely and effectivelywithout causing excessive wear to railway vehicles.• To make available suitable rail paths and other usage opportunities to titleholders, throughcapacity allocation and traffic control.• To supply transfer capacity in stations and information on rail traffic.• To analyse the risks linked to the use and management of the railway infrastructure, and takesuitable measures to sufficiently control those risks.• To cooperate, as a partner in the railway sector, on realising solutions to existing and futuremobility issues.In the interests of the safe management of the railway infrastructure, ProRail uses a safetymanagement system as referred to in Article 9 of Directive 2004/49/EC. This safety managementsystem has been certified until 21 April 2014 by the Netherlands Transport Inspectorate.ProRail handles information with confidentiality. ProRail exclusively uses information for the purposefor which it was requested and made available. ProRail will not make commercial data and otherinformation about contacts, employees and third parties available to other parties without theirpermission, unless ProRail is legally obliged to do so.In situations in which the actions of ProRail will not have the same effect on all titleholders, ProRailshall at all times apply principles of non-discrimination, transparency and accountability.ProRail shall endeavour each year to further improve the contents and the presentation of the NetworkStatement. Suggestions for improvements or additions to the Network Statement are thus greatlyappreciated.1234ProRail BV, listed in the trade register of the Chamber of Commerce for Utrecht, under number 30124359.Published on the Internet site of ProRail (www.prorail.nl > vervoerders > wettelijk kader)Section 16 Railways ActThe term titleholders shall be deemed in this Network Statement to mean all persons or entities who/whichcan enter into an Access Agreement with ProRail under the Railways Act.See Section 57 of the Railways Act.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 5

1.2 ObjectiveThe Network Statement provides railway undertakings and other titleholders with all the informationrequired for access to and use of the railway infrastructure. It also contains information on the railwayinfrastructure, capacity allocation procedures and user charges. Moreover, the Network Statementdescribes the services provided by ProRail.1.3 Legal frameworkThe Network Statement 2014 is a network statement within the meaning of Section 58 of the RailwaysAct, and Article 3 of Directive 2001/14/EC 5 .1.4 Legal status1.4.1 General remarksThe Network Statement is based on legislation officially published on 1 November 2012, the cominginto force of which was also officially announced before or on that date. The Network Statement 2014does not anticipate legislation and regulations that are still under development.Betuwe RouteWithin the framework of the Management Concession, the Betuwe Route - the dedicated freight linefrom Maasvlakte via Kijfhoek to Zevenaar - is operated by Keyrail, whereby ProRail as managementconcession holder has exclusive responsibility for compliance with the statutory managementobligations.The Network Statement 2014 is issued in two separate parts, namely the "Network Statement 2014Betuwe Route" with information about the Betuwe Route, and the "Network Statement 2014 CombinedNetwork", which contains information about the other railways managed by ProRail, hereafter referredto as the combined network. Together, these two parts constitute the Network Statement as referredto in Section 58 of the Railways Act, which is managed by ProRail on grounds of the ManagementConcession.The Network Statement 2014 Betuwe Route is drawn up and issued on behalf of ProRail by Keyrail,which on 12 December 2008 has been authorised by ProRail to exercise the specified powers ofProRail as the holder of the concession. The text of the underlying deed of authorisation will be madeavailable, free of charge, to titleholders on request.Reading guide - information about the binding character of provisions in the Network Statement.The Network Statement contains provisions that impose obligations on titleholders. Those provisionshave been made easily identifiable. The following structure is applied:• Summaries about public law regulations.These summaries can be found under the heading ‘Summary of regulations’ (red typeface) andbetween ►red triangles◄. Note: the officially published texts always prevail, also if ProRail givesan incorrect or incomplete summary.• Provisions with regard to subjects about which ProRail wishes to reach agreement with titleholdersbefore the titleholders make use of the infrastructure (with relevant proposals).These provisions can be found under the heading ‘Regulations to be agreed upon:’ (blue typeface)and between ►blue triangles◄. These regulations solely give rise to obligations once partiesenter into the Access Agreement.• Provisions about the rules of procedure that apply to all titleholders.These rules of procedure can be found under the heading ‘Rules of procedure’ (green typeface)and between ►green triangles◄. ProRail has established the rules of procedure with a view tothe non-discriminatory treatment of all titleholders, following consultation of the titleholders and5Directive 2001/14/EC of the European Parliament and the Council of 26 February 2001 on the allocation ofrailway infrastructure capacity and the levy of charges for use of the railway infrastructure.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 6

with due consideration for their opinions. The rules of procedure are not individually negotiableand can only be changed by means of a supplement to the Network Statement. An application forcapacity brings the rules of procedure into play.Data of an informative nature, which does not give rise to obligations for titleholders, will be included inthe Network Statement without further specific heading or typeface.Consultation and distributionProRail has drawn up the Network Statement 2014 following consultation with the titleholders involved(see appendix 3). The publication of the Network Statement 2014 was announced in the NetherlandsGovernment Gazette and in Nieuwsblad Transport. The Network Statement is sent to the NMa, theNetherlands Monopolies Committee. The Network Statement 2014 is also sent to the titleholders whohave entered into an Access Agreement with ProRail, as well as to all bodies authorised to grantconcession for public passenger transport by train.1.4.2 LiabilityProRail has drawn up the Network Statement 2014 with the greatest care and attention. However,ProRail accepts no liability whatsoever for loss or damage ensuing from apparent mistakes or printingerrors contained in the Network Statement 2014.In the event of any discrepancy between the Dutch and English publications of this NetworkStatement, the Dutch version shall prevail.1.4.3 Appeals procedureDisputes regarding the capacity allocation will be processed by ProRail on the basis of theRegulations on Capacity Allocation Disputes (Chapter 4.4.2).Complaints and disputes about other subjects, including complaints about the Network Statement2014 are processed in accordance with the General Regulations on the Settlement of Complaints andDisputes as included in the Network Statement (appendix 4).Titleholders who have entered into an Access Agreement are entitled 6 to request in writing a decisionfrom the NMa regarding the conduct of ProRail, also if the General Regulations on the Settlement ofComplaints and Disputes is applicable.All interested parties are entitled to request the NMa to investigate whether ProRail has treated themunfairly, discriminated against them or otherwise prejudiced them 7 .Complaints regarding the progress and results of capacity allocation on the main railways in theNetherlands are also handled by the NMa.Further information on the NMa can be found at www.nmanet.nl.1.5 Structure of the Network StatementProRail has, in the interests of accessibility, reached agreement with other infrastructure managersabout the use of a uniform chapter structure of the Network Statement.ProRail has drawn up the Network Statement as an autonomous document, which provides the readerwith the necessary information regarding the nature of the infrastructure and the conditions for accessto the infrastructure, without requiring access to the underlying documents.67Section 71 Paragraph 2 Railways ActSection 71 Paragraph 1 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 7

1.6 Validity and updating processThe Network Statement relates to the railway infrastructure managed by ProRail.1.6.1 Validity periodThe Network Statement 2014 applies to:• Access to and use of the infrastructure in the 2014 Timetable.• The processing of capacity applications for the 2014 Timetable; this also applies if processingtakes place before the start of the 2014 Timetable.The 2014 Timetable starts on Sunday 15 December 2013 and ends on Saturday 13 December 2014.These dates have been determined in accordance with the provisions of Directive 2001/14/EC.Information in the Network Statement 2014 that relates to the period after 13 December 2014 isindicative only.1.6.2 Updating processProRail will, by means of a supplement to the Network Statement 2014, announce any changes oradditions made necessary by circumstances that arise after the release of this Network Statement.A change to a public law regulation that is summarised in the Network Statement, will only beannounced by means of a supplement to the Network Statement if:• that change is not published in the Netherlands Government Gazette, the Bulletin of Acts andDecrees or Treaty Series, and• the change (potentially) imposes restrictions for the use of the railway infrastructure according tothe Basic Access Package under Annex II of Directive 2001/14/EC (see Chapter 5).ProRail works continually to improve its provision of services. Continuous consultation therefore takesplace with interested parties on many of the procedures described in this Network Statement. Theresults of these consultations are incorporated into the Network Statements for the coming years.1.6.3 Differences from previous editionThe most important differences between this Network Statement 2014 and the Network Statement2013 are summarised below.• The implementation of the obligation to report the intention to request capacity for cross-borderpassenger transport (§ 2.2.2).• A list of railway yards that are equipped for the handling and stabling of wagons containingdangerous goods (§ 2.6 and § 3.4.3).• A list of the measures concerning the manner of implementation of earlier established plans forcapacity increase (§ 3.9.2 and Appendix 10).• ProRail will on 1 March 2003 open the Donna system for applications (§ 4.3).• The agreed results of the BUP process can only be adjusted under the management of ProRail (§4.4.1.1).• Capacity for pre-arranged train paths on the international freight corridors can be applied for at thecorridor one-stop-shop (§ 4.4.1.4).• The timetable drafting norms were supplemented with various target norms and rejection norms,as well as preconditions regarding safety (Appendix 22).• Added to the intervention measures is the giving of instructions by ProRail on ascertainingextreme values of the temperature of axles and wheels, or of forces exercised by the wheel on thetrack (§ 4.8.2).• Simplification of the supply of services by placing a number of railway yard services under theStabling and Sorting Sidings service, and by allocating a number of information services to theTrain Path service.• The Travel Information service group has been removed (Chapter 5).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 8

• The tariffs have been updated on the basis of the system also used in preceding years (§ 5.2.1, §5.2.2, § 5.3.1 and § 5.4.1)• The Operational Conditions include a new section on rail safety with subjects about planning(Appendix 6).A complete overview of the differences with the initial issue of the Network Statement 2013 isavailable from ProRail on request.1.7 PublishingThe Network Statement 2014 and the Supplements thereto are accessible via the Internet 8 , where anupdated version is available at all times, in both Dutch and English.The Network Statement and the Supplements shall be sent free of charge to the titleholders that haveentered into an Access Agreement with ProRail.1.8 ContactsOn request, ProRail will provide railway undertakings and other titleholders with further information ontopics mentioned in the Network Statement 2014. Please contact:company ProRail BV, Transport and Timetables, Account Management departmentpostal address Postbus 20383500 GA Utrechtoffice address Moreelsepark 33511 EP UtrechtE-mail netverklaring@prorail.nlInternet www.prorail.nl1.9 RailNetEurope – international cooperation betweenInfrastructure ManagersCapacity applications for train services that cross the boundary of the area under management ofProRail are handled in a coordinated manner according to the agreements with Keyrail and themanagers of the neighbouring railway networks, as concluded by ProRail within RailNetEurope.Moreover, ProRail, working together with Keyrail and the managers of the neighbouring railwaynetworks, coordinates the planning (annual timetable and ad hoc) of possessions as well asintervention measures as described in Chapter 4.8.ProRail cooperates with the managers of neighbouring railway networks. This cooperation includes:• the harmonisation of infrastructure development and the co-ordinated planning of maintenanceand management activities that influence cross-border traffic,• the capacity allocation: the cooperation required for offering through train paths for internationaltraffic (including coordination at freight corridor level),• agreements on the control and intervention of cross-border train traffic; this includes thedevelopment of systems for the necessary exchange of data.RailNetEuropeRailNetEurope (RNE) was founded in January 2004. As a non-profit organisation consisting ofinfrastructure managers and railway capacity allocation authorities, it is devoted to facilitatinginternational traffic on the European rail infrastructure.RailNetEurope strives to support rail undertakings in their international activities (both for freight andpassenger transport) and to improve the efficiency of processes applied by the infrastructure8Published on the Internet site of ProRail (www.prorail.nl > vervoerders > netverklaring)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 9

managers. The members of RailNetEurope work together in harmonising the terms and conditionsapplicable to international rail transport and introduce a joint approach to advance the entire Europeanrail sector.The tasks of RailNetEurope are carried out by 4 working groups supplemented by ad-hoc projectgroups, which are coordinated by the Joint Office of RailNetEurope, which is established in Vienna.RailNetEurope currently has 37 members. The combined railway network has a length of approx.230,000 km.RailNetEurope strives to simplify, harmonise and optimise international processes such as:• timetable design• joint marketing and sales activities (including the network statement)• cooperation between infrastructure managers in the provision of services• real-time exchange of train information at border crossings• post-timetable services, such as reportingSee also the website of RailNetEurope (www.rne.eu).1.9.1 One-Stop-ShopThe railway infrastructure managers and railway capacity allocation authorities in the EU MemberStates have set up One-Stop-Shops that function as a network of customer contact points within theframework of RNE. In order to request an international train path, a railway undertaking need onlycontact one of these One-Stop-Shops, which will then initiate the entire international coordinationprocess.The One-Stop-Shop approached by a railway undertaking will, after consultation with the managersinvolved:• Coordinate the handling of capacity applications for every requested international train path withinthe RNE, in such a manner that the applications are appropriately included in the annual timetableprocess.• Propose train paths for the entire international infrastructure. Coordination of this process takesplaces predominantly through the RNE application, Path Coordination System.Every One-Stop-Shop is part of an international network aimed at providing customers with easyaccess to the network. For a list of the contact particulars of the One-Stop-Shops, go to the website ofRailNetEurope (www.rne.eu).To contact the ProRail One-Stop-Shop:company ProRailpostal address Postbus 20383500 GA Utrechtoffice address Moreelsepark 33511 EP Utrechttelephone +31 (0) 88 231 3456fax +31 (0) 30 235 9474e-mai: oss@prorail.nl1.9.2 RNE toolsThe website of RailNetEurope (www.rne.eu) provides information on the RailNetEurope systemsbelow.Path CoordinationSystem (PCS)PCS (formerly Pathfinder) is a system for the application for andcoordination of international timetables.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 10

Charging InformationSystem (CIS)CIS (formerly EICIS) is a system for the provision of priceinformation on user charges.Train InformationSystem (TIS)TIS (formerly Europtirails) is a system that provides real-timeinformation on international trains.1.9.3 Rail Freight CorridorsProRail works together with other infrastructure managers to establish a network of European freightcorridors. The table below states the routes within the railway network in the Netherlands that formpart of a freight corridor as referred to in Regulation (EU) No. 913/2010 of 22 September 2010concerning a European rail network for competitive freight transport.Fout! Verwijzingsbron niet gevonden.NetherlandsFreight corridors with route sections in theCorridor no. Route in the Netherlands Main route of the freight corridor1 Maasvlakte - Kijfhoek -Zevenaar (border)Zeebrugge - Antwerp / Rotterdam - Duisburg - Basel - Milaan- Genoa2 Maasvlakte - Kijfhoek -Roosendaal (border)Rotterdam - Antwerp - Luxembourg - Metz - Dijon - Lyon /Basel8 Maasvlakte - Kijfhoek -Zevenaar (border)*Bremerhaven / Rotterdam / Antwerp - Aachen / Berlin -Walsall - Terespol (Polish - Belarusian border) / Kaunas* alternative routes are still the subject of study.ProRail, working closely together with RNE as preferred supplier, will define the measures to be takenby the corridor organisations. The corridor organisations will publish the prescribed information in acorridor statement.1.10 Glossaryappendix 2 contains a glossary explaining the specific terminology used in this Network Statement.The website of RailNetEurope (www.rne.eu) offers a more extensive glossary of terms relevant to theNetwork Statement.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 11

(empty page)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 12

2 Access conditions2.1 IntroductionThe Railways Act 9 offers the legal framework for access to the main railways and for the allocation ofcapacity rights to the main railways.2.2 General access requirementsThe access requirements are laid down by law.Summary of regulations► Access to the railway infrastructure is granted to railway undertakings. The term railwayundertaking means any public or private undertaking, the principal business of which is to provideservices for the transport of goods and/or passengers by rail with the requirement that theundertaking must also provide traction.In the Netherlands, the term railway undertaking also extends to undertakings that provide tractionwithout providing services for the transport of goods and/or passengers by rail. Dutch law in thisrespect allows for a broader interpretation than European law. 10 ◄2.2.1 Requirements to apply for a train pathThe requirements made of applicants for capacity are laid down by law.Summary of regulations► The following categories of natural person or legal entity are entitled to apply for capacity withProRail; they are also entitled to enter into an Access Agreement or a Framework Agreement withProRail 11 :• Railway undertakings.• Undertakings that have requested an operating licence.• Parties granting concessions for public transport by train.• Each natural person or legal entity that can demonstrate to ProRail that it has a commercialinterest in the acquisition of capacity for rail transport services.Titleholders that are not railway undertakings can exclusively enter into a limited AccessAgreement, which entails capacity rights, but does not entitle them to gain access to or make useof the railway infrastructure. ◄A limited Access Agreement with a titleholder that is not a railway undertaking is referred to in thisNetwork Statement as a Capacity Agreement.2.2.2 Requirements made of rail traffic participantsThe requirements made of participants of the main railways are laid down by law.Summary of regulations► Under the terms of the Railways Act 12 access to the main railways and participation in rail traffic isreserved for railway undertakings that:• hold a valid operating license or equivalent document,• hold a valid safety certificate or test certificate,9101112Sections 27 and 57 of the Railways ActSection 1f Railways ActSection 57 Railways Act, in combination with Section 2 Railways Capacity Allocation DecreeSection 27 Paragraph 2 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 13

• are insured against risks related to statutory liability,• have concluded an Access Agreement with the Network Manager.This is subject to the condition that the proposed traffic participation is permitted under theoperating licence, the safety certificate and the insurance policy.ProRail stresses that the offering and provision of rail transport services are subject to statutoryprovisions, a list of which is contained in appendix 7.ProRail particularly draws attention to the obligation to report before 15 February 2013 to theNetherlands Monopolies Committee (address particulars: see www.nma.nl) and to ProRail on theintention to apply for capacity for new or changed train services for cross-border passengertransport in the 2014 Timetable 13 . ◄2.2.3 LicencesSummary of regulations► An operating licence is prescribed for access to and use of the main railways 14 . Operating licencesfor enterprises established in the Netherlands are issued by the Transport Inspectorate (ILT). ◄Information on the various types of operating licences with the accompanying requirements iscontained in appendix 7.2.2.4 Safety & test certificatesSummary of regulations► A safety or test certificate is prescribed by law for access to and use of the main railways 15 . Safetyand test certificates are issued by the Transport Inspectorate. ◄2.2.5 Cover of liabilitiesSummary of regulations► A railway undertaking that makes use of the main railways must be insured against the financialrisks arising from statutory liability 16 ; the minimum cover is € 10,000,000 per event 17 .Undertakings that exclusively use the network infrastructure for exchange or station facilities in arailway yard, or that solely run on decommissioned tracks in order to carry out work on thosetracks must provide for a minimum cover of € 2,500,000 per event 18 . ◄2.3 General business / commercial conditionsIn civil law terms, this Network Statement is an offer by ProRail to titleholders for access to and use ofthe railway infrastructure managed by ProRail and the accompanying services provided by ProRail.On grounds of specific legal regulations 19 and non-discriminatory considerations, not all parts of thisoffer are open to individual negotiation.2.3.1 Framework AgreementsFramework Agreements are capacity agreements between ProRail and a titleholder with a term longerthan one timetable year. These agreements can include agreements on the development of the13141516171819Section 57 Paragraph 2 Railways ActSection 27 Paragraph 2a Railways ActSection 27 Paragraph 2b Railways ActSection 55 Railways ActArticle 7 of the Operating and Safety Licence (Main Railways) DecreeArticle 8 Paragraph 3 of the Operating and Safety Licence (Main Railways) DecreeSection 59 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 14

infrastructure. A Framework Agreement must comply with the conditions referred to in Section 60 ofthe Railways Act.In drawing up a Framework Agreement, ProRail will take proposals made by titleholders and themutual rights and obligations into consideration. In particular the agreed capacity may not hamperother expected applications for capacity.The Framework Agreement must contain suitable provisions for the agreement to be amended in theevent that such is necessary for more efficient use of capacity. In the capacity allocation process,capacity allocation rules based on legal provisions always have priority over regulations provided forby a Framework Agreement.2.3.2 Access AgreementsThe Access Agreement is concluded between a titleholder and ProRail. The Access Agreement mustcomply with the conditions referred to in Section 59 of the Railways Act. Access Agreements for use ofthe Betuwe Route are concluded on behalf of ProRail by Keyrail BV, which by virtue of a resolution of12 December 2008 has been authorised by ProRail to exercise the specified powers of ProRail as theholder of the concession. The text of the underlying deed of authorisation will be made available, freeof charge, to titleholders on request.Summary of regulations► The Access Agreement must contain provisions about the quality of the main railway infrastructureoffered by ProRail, about the use of the capacity and the user charges 20 . ◄The model Access Agreement and corresponding General Terms & Conditions are contained inappendix 5.ProRail wishes, by way of general terms & conditions included in the Access Agreements, to lay downthe administrative, technical and financial regulations applicable to use of the railway infrastructuremanaged by ProRail as well as the provided services. Regulations of the CUI 21 , which by operation oflaw only applies to the use of the infrastructure in international rail traffic, have been included in theGeneral Terms and Conditions, or are by way of the General Terms and Conditions declared to applymutatis mutandis to the use of infrastructure for domestic transport and for other use of the railways forwhich the regulations of the CUI do not legally apply. The Access Agreement and the General Terms& Conditions have been drawn up in accordance with the European General Terms and Conditions asagreed between CIT, CER and RNE. The European General Terms and Conditions are available forconsultation on the website of ProRail (www.prorail.nl > vervoerders > netverklaring).Regulations to be agreed upon:► ProRail wishes to include a provision in all Access Agreements declaring the applicability of theGeneral Terms & Conditions. ◄Quality and performanceProRail wishes to enter into multi-year agreements with titleholders on the quality of the services itprovides to titleholders. In its annual Network Statement, ProRail specifies the available quality withaccompanying limit values, which serve as a guideline in consultations with titleholders. Moreover,ProRail will on the basis of those agreements submit a request for subsidy for the coming calendaryear with the Ministry of Infrastructure and the Environment.Regulations to be agreed upon:► ProRail offers to make agreements in the Access Agreement regarding the quality of the networkto be provided, together with the accompanying limit values within the framework of the subsidybudget to be applied for and received by ProRail. This offer does not prejudice ProRail's right tomake supplementary agreements with individual titleholders on the quality of infrastructure andservices. ◄2021Section 59 Paragraph 1 Railways ActCUI: Uniform Rules concerning the Contract of Use of Infrastructure in International Rail Traffic (CUI – AnnexE to the Convention concerning International Carriage by Rail (COTIF), Treaty Series 277 2011 dated 28December 2011).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 15

Capacity AgreementThe Access Agreement between ProRail and a titleholder, which is not a railway undertaking, isreferred to in the Network Statement as a Capacity Agreement. The Capacity Agreement onlyconcerns the allocation and reservation of capacity, but does not give any right to access or use of therailway infrastructure. The reservation lapses if the titleholder fails to inform ProRail within 6 weeks ofthe traffic date of the identity of the railway undertaking that will provide the train service on behalf ofthe titleholder.Conclusion of the agreementProRail will on request inform titleholders about the particulars and documents to be presented prior tothe signing of the agreement. Titleholders who wish to conclude an Access Agreement are invited tocontact ProRail (contact particulars: see Chapter 1.8) from the time that the request for a safetycertificate is submitted to the Transport Inspectorate.Titleholders who wish to conclude their first Access Agreement as railway undertaking must take intoaccount that due to administrative preparations, a term of one week applies between the signing of theagreement and the first use of the railway infrastructure.2.4 Operational rulesSummary of regulations► The statutory rules for safe and unhindered use of the railway network are laid down in the RailTraffic Decree and associated regulations. ◄Supplementary to the statutory rules concerning safe and unhindered use of the railway network,ProRail has drawn up a set of operating rules to advance optimal use of the main railways andpromote efficient communications between ProRail and operational railway personnel. This set ofoperating rules takes the form of Operational Conditions, which are included in appendix 6.Regulations to be agreed upon:► The purpose of ProRail in concluding an Access Agreement is to reach agreement on optimal useof the main railways and efficient communications between ProRail and operational railwaypersonnel, subject to the terms of the Operational Conditions as included in appendix 6. ◄Official languageProRail uses Dutch as its official language in the TSI ‘Operations and Traffic Control’.2.5 Exceptional transportsTrains, vehicles or loads that do not meet the statutory requirements or the limit values for normaltraffic as described in Section 1.2 of appendix 6 ‘Operational Conditions’ can in certain cases - in sofar as allowed by law and without prejudice to statutory obligations in terms of exemptions -nevertheless be allowed to participate in traffic, subject to the conditions applicable to exceptionaltransport.ProRail has been authorised 22 to grant an exemption for running of railway vehicles, the load of whichexceed the applicable loading gauge for railway vehicles 23 ; exemptions from other statutoryrequirements are granted by the Transport Inspectorate.If a load is in the Red Measuring Area, see appendix 12, the railway undertaking must report such toProRail, which may prompt instructions by ProRail 24 .222324Section 2 Paragraph 1 ProRail Mandate and Authorisation DecreeSection 12 Paragraph 1 Rail Traffic DecreeSection 12 Paragraph 2 Rail Traffic DecreeNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 16

2.6 Dangerous goodsThe transport of dangerous goods by rail is governed by the Carriage of Dangerous Goods Act, theDecree on the Carriage of Dangerous Goods and the Regulations for the Transport by Rail ofDangerous, by force of which the RID 25 has been adopted in Dutch legislation.For a number of elements of the railway network qualified as ‘structure’ (such as railway tunnels), userrestrictions are in effect on the basis of which the transport of dangerous goods over those parts of therailways is restricted or even prohibited; see also Chapter 3.4.1.The handling and stabling of wagons containing dangerous goods is only permitted on railway yardsspecially equipped for such, see also Chapter 3.4.3, under the terms of the environmental permitgranted for the yard in question; see also Chapter 3.4.2.1.Summary of regulations► On grounds of Section 4 of the Rail Traffic Decree, the railway undertaking must inform ProRailbefore departure of the train containing dangerous goods of the UN number and the hazardindication number of those dangerous goods, as well as of their position in the train. ◄Regulations to be agreed upon:► ProRail wants to include agreements on the method of information provision in the AccessAgreement (see appendix 6, Operational Conditions, Section 4.2). ◄2.7 Rolling stock acceptance process / guidelinesService licenceSummary of regulations► Admission of a railway vehicle on the network requires the issue of a service licence. If a railwayvehicle has already been admitted in another country, a supplementary service licence isrequired. The (supplementary) service licence is issued by ILT (the Transport Inspectorate) onbehalf on the Minister of Infrastructure and the Environment. ProRail assesses whethercompliance with the network is included in the technical file of the application for a(supplementary) service licence and advises ILT in this respect. The Minister can issue thelicence on the basis of this advice. Mandatory inspections and specifications required by a railwayvehicle to qualify for a (supplementary) service licence are stipulated by law 26 .The deployable railway vehicles must be entered in the vehicles register of the Netherlands oranother country 27 .The railway vehicle deployed on the network under the responsibility of the railway undertakingfalls under a maintenance company, which must ensure that the railway vehicle continues to meetthe licensing requirements 28 . ◄Deployment of railway vehiclesRegulations to be agreed upon:► ProRail wants to include the provisions below in the Access Agreement.• The railway undertaking must provide ProRail with the (supplementary) service licence or theadmission certificates issued before 19 July 2008.• The railway undertaking that has deployed a railway vehicle remains responsible for thatrailway vehicle towards ProRail from the moment of deployment. This responsibility onlylapses once another railway undertaking has transported or moved that railway vehicle, or hasnotified ProRail that it assumes responsibility for the railway vehicle.25262728Regulations governing the international carriage of dangerous goods by rail (RID), Annex C to theConvention concerning the international carriage by rail (COTIF).Section 36 Railways ActSection 37 Railways ActSection 46 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 17

• ProRail may require a supplementary inspection of (repaired) railway vehicles with regard toaspects relevant to ProRail that were not included in the inspection for the (supplementary)service licence or the admission certificate. ◄2.8 Staff acceptance processSummary of regulations► The railway undertaking shall ensure that the personnel 29 and auxiliary staff deployed at itsresponsibility in the sense of the Railways Act, have received sufficient instructions concerning thesafety aspects and the proper execution of operating processes. ◄Regulations to be agreed upon:► The railway undertaking shall ensure that (auxiliary) staff engaged under its responsibility act inaccordance with the provisions of the Access Agreement. If the persons involved work on therailway infrastructure, they must be able to prove on request that they are doing so on theinstructions of the railway undertaking.The Access Agreement can include regulations for the direct exchange of information betweenProRail and (auxiliary) persons engaged by the railway undertaking.ProRail wants to reach agreements with railway undertakings on the subjects below, subject to theprovisions of the Operational Conditions:• the identification of trains by a train number (Section 1.3 of appendix 6),• the use of locally controlled areas (Section 2.2 of appendix 6),• the procedures to be observed in the communication of safety measures and the applicableforms (Section 2.3 of appendix 6),• the preparation for and the handling of disasters and train incidents (Section 4.1 of appendix6),• the operation of infrastructural elements (Section 5.1 of appendix 6). ◄ProRail will address the railway undertakings in the event that inadequate control of their operatingprocesses hampers the effective use of the infrastructure, or causes loss or damage to or has anydetrimental effect on ProRail, other traffic or the environment.2.9 Requirements relating to information provisionThe railway undertaking shall continually provide ProRail with the information it requires concerningthe use of the infrastructure. This includes:• The information that the railway undertaking includes in its capacity applications (see applicationdata in Chapter 4).• The information that the railway undertaking provides immediately prior to and during actual use ofthe infrastructure.• The information that the railway undertaking provides on expiry of a certain period of time, andwhich relates to actual use, traffic and transport during said period (see appendix 8).Reports to meet the duty resting on railway undertakings to provide statistical dataRail undertakings are under legal obligation to provide statistical data about their traffic to the CentralBureau of Statistics (CBS).ProRail is prepared, following receipt of an authorisation to this effect by the railway undertaking, tofurnish data available to ProRail directly to the Central Bureau of Statistics.Regulations to be agreed upon:► By means of the Access Agreement, railway undertakings and ProRail make further agreementson the modality of information transfer, both as prescribed by law and under the terms of theAccess Agreement. Parties can determine in the Access Agreement that information that servesseveral purposes need only be supplied once by the railway undertaking. ◄29Section 22 Paragraph 2d and Sections 49 thru 54 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 18

3 Infrastructure3.1 IntroductionThis chapter contains a description of the functional and technical characteristics of the railwayinfrastructure managed by ProRail.The description relates to the characteristics of the infrastructure that are fundamental in terms ofinteroperability. ProRail will on request provide information on the other functional and technicalcharacteristics of the infrastructure that are of importance to the use of the capacity, includinginformation on occupancy or environmental permits issued to ProRail. ProRail and the railwayundertaking will within the framework of the Access Agreement make arrangements on the provisionof other information important to the use of the infrastructure.ProRail shall endeavour to keep the technical and functional characteristics of the infrastructurecompliant with the descriptions contained in the Network Statement 2014. ProRail will announce anychanges to technical or functional characteristics described in the Network Statement 2014 in the formof a Supplement to the Network Statement, in as far as such modification has an impact on throughtrain traffic according to the minimum access package as defined in Annex II of Directive 2001/14/EC.Other changes to technical or functional characteristics will be announced in the manner set out in theAccess Agreement.Betuwe RouteInformation on the Betuwe Route is included in the section Network Statement 2014 Betuwe Route.This section of the Network Statement – i.e., the Network Statement 2014 Combined Network -provides information with regard to the other railway infrastructure managed by ProRail. Informationon other railways that is included in (this part of) the Network Statement for technical reasons is notconsidered to form part thereof.3.2 Extent of networkThe area under the management of ProRail is defined by means of:• A specification of the railways that fall under the management of ProRail, with the accompanyinginfrastructure and decommissioned lines.• A specification of the transition points to following railways that fall outside the management ofProRail.3.2.1 LimitsThe railway network managed by ProRail is portrayed at route section level 30 in the network overviewmap in appendix 1. This Appendix also includes a Table with the main railways 31 that link up with thesidings in port and industrial areas.The railway network managed by ProRail comprises:• Railways allocated as main railways by the Railways Capacity Allocation Decree, themanagement of which has been assigned by concession to ProRail.• The infrastructural facilities 32 that constitute part of the main railways and which are designated asrailway infrastructure.303132The railways as stated in Appendix 1 and Appendix 2a of the Railways Capacity Allocation Decree.The railways as stated in Appendix 2a of the Railways Capacity Allocation Decree.see Annex I, Section A, to Commission Regulation (EC) No 851/2006 of 9 June 2006 specifying the items tobe included under the various headings in the forms of accounts shown in Annex I to Council Regulation(EEC) No 1108/70Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 19

• A number of infrastructural facilities that are related to the traffic on the main railways and aremanaged by ProRail, such as the transfer areas in stations, refuelling systems and bicycle storagefacilities.• A number of decommissioned main, local and main siding lines, further described in appendix 11.Decommissioned route sections and tracks.Due to building phase measures, the Route section between Utrecht Maliebaan and Lunettenconnection/flyover is not available for train traffic during the entire validity period of this NetworkStatement.ProRail manages a number of decommissioned railways, local and main siding lines (see appendix11). In anticipation of further decision-making, ProRail has implemented preservative measures tominimise maintenance requirements.Traffic on these decommissioned railway lines is only possible after agreement has been reached onthe financing and implementation of reactivation measures and after ProRail has carried out thosereactivation measures. The reactivation of decommissioned railway lines is announced by means of aSupplement to the Network Statement.ProRail can, following consultation with the relevant railway undertakings, decide to decommission(sections of) tracks on a railway yard that forms part of the main railways. Reactivation measures arein that case always for the account of ProRail.Information available on request• The precise location of the boundaries of the area managed by ProRail.3.2.2 Connected railway networksFor the purposes of cross-border traffic, the main railways are linked to the railways in neighbouringcountries at the border crossings below.• With the railway network in Belgium managed by Infrabel, at the border crossings:- Sas van Gent – Zelzate- Roosendaal – Essen- Hazeldonk- Budel – Neerpelt- Maastricht – Lanaken 33- Eijsden – Visé• With the railway network in Germany managed by DB Netz AG, at the border crossings:- Nieuweschans – Weener- Oldenzaal – Bad Bentheim- Enschede – Gronau- Zevenaar – Emmerich- Venlo – Kaldenkirchen- Haanrade – HerzogenrathFor the purposes of transfer traffic, furthermore, the main railways are connected at the followingplaces with local railway lines in the Netherlands managed by other parties: Veendam, Coevorden,Apeldoorn Zuid, Dieren, Kerkrade Centrum, Schin op Geul, Hoorn and Goes.Numerous industrial and transhipment companies have sidings connecting them to the main railwaysmanaged by ProRail. These sidings fall outside the management of ProRail. Information on thepossible use and applicable conditions is available from the companies connected to these tracks.33The Maastricht - Lanaken railway line connects the industrial estate located near the border on Belgianterritory with the Dutch railway network; the railway line offers no connection for through traffic to/from theBelgian railway network.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 20

3.2.3 Further informationThe Network Statement provides user information on those aspects of the infrastructure that are offundamental importance in terms of interoperability.Detailed information, which experience has shown to be most frequently required, but which does nothave immediate significance in terms of interoperability, can be found under the headers ‘Informationavailable on request’. ProRail and the railway undertaking will within the framework of the AccessAgreement make arrangements on the provision of other information important to the use of theinfrastructure. At local level or under particular conditions, the potential for use of the railwayinfrastructure in the case of exceptional transport may prove greater than that described in thisNetwork Statement. On this too, ProRail provides information within the framework of the AccessAgreement. Provision of such information is subject to the compensation schemes as laid down in theAccess Agreement.Contact address for the provision of information and documentation relating to the (possible use ofthe) infrastructure:companyProRail Transport and Scheduling, Transport Analysis and CapacityDevelopment Departmentpostal address: Postbus 20383500 GA Utrechtoffice address: Moreelsepark 33511 EP UtrechtE-mail:gebruikswaardeinfo@prorail.nl3.3 Network descriptionThe characteristics of the network relevant to traffic use are described in this paragraph and thesubparagraphs below. Detailed information on the user-relevant characteristics of the network is alsomade available via:• The RailMaps application as described in Table 3.1.ProRail can in response to specific questions from railway undertakings provide tailor-madeinformation, see the services:- ‘Customised functionality of railway infrastructure via Infra-Atlas’ in § 5.5.1,- ‘Route section videos for driver training’ in § 5.5.6.• The Signs application as described in Table 3.2.• The publication on temporary speed restrictions as described in Table 3.3.• The infrastructure register, see the website of ProRail (www.prorail.nl > vervoerders >infrastructuur). This register as referred to in Article 35 of Directive 2008/57/EG 34 comprises theinteroperability characteristics of the high-speed infrastructure (HSL-Zuid) and partly of theconventional infrastructure.Summary of regulations► The infrastructure of the network that was commissioned on 1 April 2012 or later, complies withthe statutory aspects as stated in the Network Infrastructure Regulations. The infrastructure thusalso complies with the requirements concerning the interoperability of the railway system withinthe Community, in accordance with Directive 2008/57/EC. ◄34Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperabilityof the rail system within the Community.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 21

Table 3.1CategoryApplicationFunctionDescription of the RailMaps applicationNotesRailMapsRailMaps provides access to various geographical data of ProRail. Visual access tothe information is possible by means of maps at various levels of detailing (macro ormicro level). Examples include trackside structures, aerial photos of the tracks, InfraAtlas (a) and route section videos (b).a) Infra Atlas provides data on the topology and technical functionalities of therailway network. Included under topology are items such as points, buffer stopsor branch sections. Technical functionalities include signals, rail signals, weldsand speed signs. In order to enable railway undertakings to prepare theirapplication for timetable capacity, the application is also made available withinthe framework of the capacity allocation process. ProRail provides thisinformation not only for the current situation, but also for the future situation sothat long-term planning can take changes in the infrastructure into account.b) Route section videos provides insight into structures located on and along theroute section, as well as in the immediate surroundings of the railway line. Thevideo images can serve as an aid in driver training or for the remotereconnaissance of local situations. 90% of the images are updated 2x a year.FacilityThe information is acquired on the basis of an Internet authorisation.a) For Infra Atlas, data on the basis of the requirements of the railway undertakingcan be acquired within the standard delivery package (as described in IRSIAUF (Interface Requirement Specification Infra Atlas Exchange Format); theaccount manager can provide further information on this).ApplicationVia the Servicedesk Infrastructure information (infrainformatie@prorail.nl)Delivery terms • Reproduction and/or publication, or use by or for third parties or other servicesor systems is prohibited·• Changes to the data that cause conflict with the original data are prohibited.• The data may not be used for any other purpose than for which they have beenprovided by ProRail.User conditionsMs Office and Internet Explorer.Availability / Reliabilitya) As regards data delivery from Infra Atlas, recipient is responsible for the read-inof the datafile in its own system.7 x 24 hours availability, with the exception of emergencies and maintenance.The helpdesk is available from Monday until Friday from 08:00 to 17:00 hours.Table 3.2CategoryDescription of the Signs applicationNotesApplicationFunctionFacilityApplicationDelivery timeUser conditionsRail and road signsSigns provide a graphic overview of infrastructure, tailored to the needs of traindrivers, to facilitate safe and efficient traffic participation and effectivecommunication with traffic control. The infrastructure concerns at least the entirenetwork centrally operated by ProRail.a) A download of the Signs for Traction (WVK) in PDF format via a webportal. Bytaking a subscription to the webportal, changes are communicated by means ofan e-mail message.b) A description of the positions of the railway structures in XML format with aWVK notification of relevant changesa) A WVK download via a webportal: at the Servicedesk Infrastructure information(infrainformatie@prorail.nl)b) A description in XML format: via Account ManagementMaximum of 24 hours after application for an account (during working days).Ms Office, Internet Explorer and Adobe Acrobat ReaderNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 22

CategoryAvailability / ReliabilityNotes7 x 24 hours availability, with the exception of emergencies and maintenance.The helpdesk is available from Monday until Friday from 08:00 to 17:00 hours.Table 3.3CategoryDescription of the publication on temporary speed restrictionsNotesPublicationFunctionFacilityTypesApplicationDelivery timeUser conditionsAvailability / ReliabilityTemporary speed restrictions (TSR)The railway undertaking receives a week publication setting out the TSBs for thecoming week. The railway undertaking can on request of this information opt for aTSB at station, regional or national level. Information is provided on route section,driving direction, period of validity and applicable speed. Moreover, a distinction canbe made according to train type, cause and particulars (placement of signs orsignals).The week publication is, if necessary, supplemented on a daily basis withnecessary unscheduled additions.A PDF file (week publication or day publication) per e-mail. NSR takes care ofproduction and distribution at the instructions of ProRail.The week publication is sent on Thursdays at 09.00 hours and applies to the periodfrom the first following Monday 04:00 hours until the next Monday 04:00 hours.The day publication is sent daily at 12.00 hours and applies to the first following dayfrom 04:00 hours until 04:00 hours on the next day.A selection of reported route sections can be drawn up per railway undertaking.Via the IAM production agency (NSR)Maximum of 6 working daysInternet connection, fax machine and a software program to open PDF files.Guaranteed delivery (via fax if e-mail is unavailable), additionally a 24-hour service(on-duty) is present.3.3.1 Geographical identificationThe configuration of the railway network managed by ProRail is distinguished according to:1. route sections2. track and route section geometry3. stations and nodesAlso, an overview is provided of the relevant detailed information available on request.3.3.1.1 Track typologies• Network configuration: see appendix 1.• Single-track, double-track and multi-track route sections: see appendix 1.• Distance between nodes (selection): see appendix 1.3.3.1.2 Track gauges• Track gauge: the nominal rail gauge throughout the entire network is 1,435 mm, in accordancewith EN 13848-1 (minimum 1,430 mm, maximum 1,450 mm).3.3.1.3 Stations and nodes• Nodes in the railway network: see appendix 1.• Names of the main nodes: see appendix 1.• Length of platform tracks at the node stations: see appendix 19.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 23

3.3.1.4 Information available on request• Track plan and route options per railway yard, with identification marks (letters/numbers) of tracks,signals, points and other facilities.• Directional orientation of route sections at stations.• Kilometre measurement(s) per route section.• Classification for functional use of tracks at railway yards as determined in the local planning(arrival / departure / setting back / stabling / placement / shunting, etc.).• Location and full and abbreviated names of all railway yards, stations, border crossing points andother important points.• Effective length of arrival, departure, stabling and overtaking tracks present at each station.• Location of branches to sidings.• Term for completion of measures to reactivate decommissioned route sections, including theconditions under which such measures are carried out, which may include compliance withprocedures prescribed by law.• The boundaries of the tracks and rail sections that are designated as 'railway yard' pursuant to theRail Traffic Decree 35 .3.3.2 CapabilitiesThe potential for use of the railways is described with the aid of the parameters below.1. Reference profile2. Axle load and ton metre weight3. Gradient4. Speed5. Train length6. Power supplyAlso, an overview is provided of the relevant detailed information available on request.Use outside the limit values of the aforementioned parameters is permitted only under regulationsconcerning Exceptional Transport to be agreed upon; these are described in Section 1.2 of appendix6.3.3.2.1 Loading gauge• Vehicles, the reference profile of which complies with G2 36 are permitted on the route sectionsdesignated in appendix 12 as G2 or GC.• Vehicles, the reference profile of which complies with GC 37 are permitted on the route sectionsdesignated in appendix 12 as GC.• Vehicles with a reference profile that does not fit within the applicable reference profile for thatroute section is designated as Exceptional Transport, see Chapter 2.5. This is in any eventapplicable if a load is in the so-called Red Measuring Area, see appendix 12.• Vehicles used on border route sections must also comply with the vehicle gauge requirements ofthe neighbouring railway network.3.3.2.2 Weight limits• At least Loading Class C2 is permitted throughout the entire network, at the maximum speed thatapplies locally or to the route section.ProRail also allows higher loading classes on large sections of the network (loading class codesaccording to UIC leaflet EN 15528), see appendix 13, whereby general and local speed limitsapply 38 .Running railway vehicles with a load that exceeds Loading Class C2 is permitted exclusively as35363738Sections 28 to 32 Rail Traffic Decree; Sections 38 to 40 Rail Traffic RegulationsSection 13 Paragraph 1 Railway Vehicles Service RegulationsSection 13 Paragraph 1 Railway Vehicles Service RegulationsSee the website of ProRail (www.prorail.nl > vervoerders > infrastructuur)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 24

Exceptional Transport, subject to the applicable conditions laid down by ProRail. Also, the vehicleload may not exceed the maximum permissible load specified for that vehicle.3.3.2.3 Line gradients• The gradient of stabling lines shall not exceed 1:1000.• The gradient of other tracks shall as a rule not exceed 1:200. In case of larger gradients, thesignalling shall be equipped to ensure that heavy trains need not be brought to a stop on suchgradients.3.3.2.4 line speeds• The permissible line speed is the highest speed allowed on a route section or a part thereof. Thespeed class of the permissible line speed is indicated per route section in appendix 16.3.3.2.5 Maximum train lengths• The maximum train length (including locomotive) is 400m (excluding a tolerance of 1% accordingto the TSI ‘Rolling Stock’ of the trans-European high-speed rail system) for high-speed passengertrains and 750m for freight trains.• Trains in excess of these maximum train lengths may only run as Exceptional Transport, subjectto conditions laid down by ProRail (additional service).• Passenger trains may not exceed the effective length of the platform tracks that they are to useaccording to the timetable. A list of effective platform lengths per route section and for the mostimportant stations is included as appendix 19.• The length of freight trains must be attuned to the range of use that applies to the route section onwhich the train is scheduled according to the timetable. In case of a detour, the range of use forthe detour route is determinative.3.3.2.6 Power supplyThe railways managed by ProRail include facilities for diesel traction and for electrical traction via theoverhead contact line.• Refuelling systems are available for diesel traction users; see Chapter 3.8.4.• The route sections fitted out with an overhead line for electrical traction are shown in appendix 17.• The contact line voltage and maximum current collection per route section are shown in appendix17. Contact line voltage and current collection are in accordance with EN 50367.• The height of the overhead contact line in relation to the top edge of the rail is +5.50 m asstandard on route sections with profile ‘GC’ or ’NL’ (see appendix 12). A different height may applyat the location of structural works, although the overhead contact line remains beyond thereference profile locally applicable.• The provisions at transition points to other contact line voltages are shown in appendix 17.• De-icing of the overhead contact line can under certain conditions be applied on route sectionsfitted with a de-icing circuit.Regulations to be agreed upon:► The contractual conditions for use of the overhead contact line are agreed upon in the AccessAgreement for the Overhead Contact Line service.ProRail requires the railway undertaking to provide particulars per type of electric railway vehicleas described in Section 3 of appendix 8. ◄3.3.2.7 Information available on request• Angle ratios of points with permitted speeds.• Locally applicable speed limits.• Permissible speeds per route.• Effective platform length per station, per platform track and per direction of traffic.• Effective length of stabling lines and tracks.• Contact line voltage tolerancesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 25

• Tracks fitted with an overhead contact line.3.3.3 Traffic control and communications systemsThe railways are fitted with signalling systems, as well as safety and communications systems toensure the safe and controlled flow of traffic.All route sections and tracks that are designed for speeds >40 km/h are equipped with a signallingsystem that monitors the relationship between the position of points, track occupation and signalling.Additional safety systems use automatic train control to monitor the maximum speed and correctsignal performance.Regulations for the use of locally operated route sections are detailed in the Authorisation Regulationson Local Operating Rules, see Section 5.2 of appendix 6.3.3.3.1 Signalling systems• On the Hoofddorp - Rotterdam Central and Rotterdam Lombardijen - Hazeldonk border routesections, (forming part of the HSL South): ERTMS level 2 version 2.3.0 corridor, signal repetitionon the locomotive via ETCS.• On other route sections: light signals, supported by signal repetition on the locomotive via ATB orETCS.• Dual signalling is present on the route sections Amsterdam Duivendrecht – Utrecht as well asLelystad stabling yard connection – Hattemerbroek connection. Besides light signals, supportedby signal repetition on the locomotive via ATB, there is also an ERTMS level 2 version 2.3.0dsystem with cabin signalling via ETCS.• Local operation of signals by train personnel using an infrared remote control system is present onthe route sections Enschede - Enschede border, Zutphen - Winterswijk - Doetinchem andGroningen - Leeuwarden - Harlingen/Stavoren.3.3.3.2 Traffic control systems• Traffic control support systems are fed with train composition data as entered into the timetableplanning systems. The conditions for the use of these systems by railway undertakings are subjectto further agreement.• Generally, all network traffic control posts and the back-office of the response organisation areopen continuously 24 hours a day, although altered opening times may apply in case of publicholidays.• Once the annual timetable is determined, ProRail (n consultation with the titleholders involved)may decide to close (network) traffic control posts during those hours in which no scheduled trafficwill take place within the area under their control. These closing times are announced in the LocalOperating Rules, see Section 5.2 of appendix 6.• Prior to use, arrangements with regard to safety management and the exchange of safety datamust be agreed with ProRail in the cases below.- The utilisation of route sections that are not equipped with centrally controlled safety systems.- The use of tracks and routes to, in and from the locally controlled areas of stations, if that usetakes place outside the time periods during which, according to the Local Operating Rules,see Section5.2 of appendix 6, a Locally Controlled Area traffic controller ("traffic controller withminimum authority") is present.3.3.3.3 Communication systemsThe railways managed by ProRai are fitted out with GSM-R. GSM-R is an internationally standardiseddigital radio-communication systems for voice communication between the driver and traffic controland for data communication between ETCS systems.For a description of the radio-communication system for voice communication between the driver andtraffic control (GSM-R Voice) see Table 3.4. For additional applications see the ‘Additional applicationswith GSM-R’ service in § 5.5.7.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 26

Table 3.4CategoryDescription of the radio-communication system GSM-R VoiceNotesSystemFunctionGSM-R VoiceThe radio-communication system for rail safety offers the functionalities below.• Conversations between traffic control and drivers on the basis of train number.• Receipt by drivers of general calls by traffic control.• Sending of alarm calls by drivers to traffic control and vice versa.All conversations are recorded for safety purposes.A GSM-R connection also allows for use of foreign GSM-R networks. Railwayundertakings with foreign GSM-R SIM cards can also make use of the ProRailGSM-R network.FacilityA SIM card is required for connection to the ProRail GSM-R network. ProRailmakes SIM cards available.ApplicationRequest for SIM cards at:One-Stop-Shop ServicedeskTel.: +31 (0) 88 231 3456E-mail: oss@prorail.nlDelivery time5 working days for delivery of GSM-R SIM cardDelivery termsProRail reserves the right to set off external costs in case of misuse of the GSM-Rservice.User conditionsThe railway undertaking requires appropriate equipment and a SIM card connectionto the GSM-R network. Type-approved equipment must be used. A list of approvedequipment is available on the website of ProRail (www.prorail.nl > vervoerders >diensten > informatie > GSM-R Voice).Availability / Reliability Availability: 7 x 24 hours with a performance level of 99.8%.The minimum storage term of the audio recordings is 7 days.3.3.3.4 Automatic train control systems (ATC systems)• Type of automatic train control system per route section: see appendix 14.The (Belgian) ATC system Memor/krokodil is installed between the national border and thestart/end of the ATC system covered area on the border route sections Roosendaal – Roosendaalborder and the Maastricht-Eijsden border. Information on the functioning of the system is availablein the form of documentation provided by Infrabel, manager of the Belgian railway network. Thisinformation can also be requested from ProRail.The German PZB/Indusi ATC system has been installed at a number of signals at the Venlorailway yard, the border route section Venlo – Venlo border, and the border route sectionEnschede – Enschede border. Information on the functioning of the system is available in the formof documentation provided by DB-Netze, manager of the German railway network. Thisinformation can also be requested from ProRail.• Both ATC-EG and an ERTMS ATC system are present on the route sections AmsterdamDuivendrecht – Utrecht as well as Lelystad stabling yard connection – Hattemerbroek connection.Traction vehicles fitted with ATC system and/or compatible ERTMS train equipment can use thisroute section. The ERTMS control system permits suitable and approved rolling stock to run at thespeeds indicated below.- Amsterdam - Utrecht: 160 km/h.- Lelystad stabling yard connection - Hattemerbroek connection: 200 km/h.Rolling stock fitted with ETCS can run on this route section with ATC system without requiringERTMS communication encryption keys.• The ATC system (both ATC-EG and ATC-NG) monitors the instruction to reduce speed to the limitindicated by the signalling system. At selected locations, the system has an extra function (‘ATC-Vv’) that provides for braking curve monitoring in the speed range between 0 and 40 km/h. ATC-Vv only works on rolling stock fitted with the ATC-Vv functionality.• An ETCS level transition STM-ATC STM-PZB is present on the border route sections:- Nieuweschans – Weener (D)- Coevorden – Laarwald (D)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 27

- Oldenzaal – Bad Bentheim (D)- Zevenaar – Emmerich (D)- Venlo (emplacement) – Kaldenkirchen (D)- Landgraaf – Herzogenrath (D)• An ETCS level transition STM-ATC STM-Memor is present on the border route sections:- Roosendaal – Essen (B)- Weert – Budel – Neerpelt (B)- Maastricht Randwyck – Eijsden – Visé (B)Summary of regulations► Relationship between safety/signalling system and the requirements relevant to admission 39 :• Traction vehicles making use of route sections fitted out with ATC system must be equippedwith ATC system train equipment or compatible ETCS.• Traction vehicles making use of the high-speed route sections Hoofddorp – Rotterdam Westand Barendrecht – Belgian border must be equipped with ETCS (switchover to ATB during therun).• Traction vehicles making use of the Amsterdam Duivendrecht – Utrecht route section must beequipped with ATB train equipment or ETCS with STM-ATB. When running this route sectionunder ETCS, the permitted speed indicated by the ETCS cabin signal takes the place of thepermitted speed indicated by light signals. 40 ◄Regulations to be agreed upon:► ProRail has:• described the procedures for requesting and managing communication encryption keys, whichare required to run on ERTMS level 2 route sections,• and the user processes for the running of trains with ERTMS on the Hanze Line,in Section 5.1 of appendix 6 the Operational Conditions and wants to include these in the AccessAgreement. ◄3.3.3.5 Detection systems• Multiple train detection systems are used on the railway network managed by ProRail in order tofeed the safety system with information on track occupation; some of these detection systemsmake use of the shorting effect of wheelsets, other systems use axle counters, detection loops orpedals.• Railway vehicles must at all times be compatible with the train detection systems installed on theroute sections on which the vehicles are run; compatibility at least comprises short circuit andEMC behaviour (train –track).• The compatibility requirements connected to the various detection systems are laid down in theRailway Vehicles Service Regulations, whereby it is indicated in appendix 15 per route sectionwhich parameter sets with regard to short circuit value and/or EMC compatibility are excludedfrom consideration for access to that route section.Further information on the relationship between the train detection systems and vehiclecharacteristics (www.prorail.nl > vervoerders > infrastructuur).3.3.3.6 Information available on request• Operating instructions: descriptions of the safety systems installed locally, the operating areas ofthe safety systems, block sections, indication per signal of the possible combinations of routecontrols, local operating procedures.• Working zone divisions (the division of the railway network into zones which can be completelydecommissioned at any given moment).• Type of signalling system per route section.• Location of the crossovers from a centrally controlled area to a locally controlled one.• Division of the railway network into network traffic control areas and traffic control areas.3940Section 3 Railway Vehicles Service RegulationsSection 31 Rail Traffic RegulationsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 28

• Radiotelephone channels used for local safety communication, including frequencies and tonecodes.• Number and nature of railway level crossings with public roads.• Route sections with unconventional and/ or supplementary means of detection.3.4 Traffic restrictionsThe potential for use of the infrastructure is not solely restricted by its own characteristics, but also byexternal factors.Explicitly included - but not exclusively - under external factors are the regulations of occupancypermits, environmental permits and exemptions granted pursuant to the Housing Act and theEnvironmental Protection Act to ProRail for the use of infrastructure managed by ProRail.ProRail shall, by means of the Network Statement, notify railway undertakings of traffic restrictionsunder the minimum access package, pursuant to Annex II of Directive 2001/14/EC and ensuing fromlicensing or other public law regulations, the contents of which are not announced in a NetherlandsGovernment Gazette, Bulletin of Acts and Decrees or Treaty Series.3.4.1 Specialised infrastructurePassenger transport restrictions and exclusionsRoute sections on which the transport of passengers is excluded are shown in appendix 9. Reasonsinclude the absence of safety systems in tunnels or at acoustic barriers.In case of a number of route sections that are generally not used for passenger transport, passengertransport is only possible following prior notification to ProRail (back-office traffic control) due to thepreparation level of the response organisation. These route sections are listed in appendix 9.High-speed route sectionsThe Hoofddorp-Rotterdam Central (via the Groene Hart tunnel) and Rotterdam Lombardijen –Hazeldonk route sections are designated as route sections of the high-speed rail system as referred toin Annex I to Directive 2008/57/EC. Insofar as specific restrictions apply to the use of these routesections, these are stated in the infrastructure register.User permitsSome parts of the railway infrastructure are qualified as buildings. Use of these buildings can, underthe terms of the Housing Act and the Building Decree, require a user permit. The competent authoritycan grant the permit subject to conditions.If a user permit lays down restrictions or conditions that are of importance to the use of theinfrastructure by the railway undertaking, ProRail will publish those restrictions or conditions in theNetwork Statement.The user permits granted to ProRail, in as far as these contain provisions relating to the use of therailway infrastructure, are considered an integral part of the Network Statement. These permits areavailable for inspection at the offices of ProRail. The restrictions or conditions in force under currentuser permits are listed in appendix 9.Regulations to be agreed upon:► By entering into the Access Agreement, the railway undertaking accepts the obligation to performits operations in accordance with the conditions and regulations of the user permits. Furthermore,the railway undertaking accepts that ProRail monitors compliance with these obligations. ◄Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 29

3.4.2 Environmental restrictions3.4.2.1 Environmental permitsGeneralRailway undertakings that wish to use railway yards managed by ProRail for operations other than forthe arrival, departure or transit of train traffic, may only do so if an environmental permit has beenissued for such operations. The environmental permits granted to ProRail, in as far as these containprovisions relating to the use of the railway infrastructure, are considered an integral part of theNetwork Statement.Railway yards are facilities where multiple users (such as ProRail and railway undertakings) canoperate simultaneously and alongside one another, using the same environmental permit. Every useris responsible for compliance with the permit and the applicable regulations. Every user can be held toaccount by the competent authority. ProRail has assumed the coordinating task to ensure that theusers of the facility are informed about the rights and obligations stated in the permit.Regulations to be agreed upon:► By entering into the Access Agreement, the railway undertaking accepts the obligation to performits operations in accordance with the permits regulations; non-compliance with these provisionsimply an attributable failure towards ProRail. Further details in this respect are provided in theGeneral Conditions (appendix 5) and the Operational Conditions (appendix 6). ◄Within the context of the acoustic study to determine compliance with environmental permits and forthe application of (revised) environmental permits, ProRail requires noise emission data on passengerstock and locomotives as applicable for the use on railway yards. Known average values are used forfreight stock.Regulations to be agreed upon:► ProRail requires all railway undertakings to submit a statement of the noise emission data of theirpassenger stock and locomotives. Further details of this statement are given in appendix 8. ◄A railway undertaking requires prior permission from ProRail if it intends to make changes to thepermit-linked activities (under the Environmental Permit (General Conditions) Act) at the site. Theenvironmental permit will have to be revised in a number of cases.Application for or change to an environmental permitIn case of an application for/change to a permit, ProRail will contact the relevant railway undertakingsfor the collection of the prescribed information. The information required from the railway undertakingis detailed in Section 3 of appendix 6. Consideration should thereby be given to the points below.• Based on input by the railway undertakings, ProRail will calculate the environmental effect of theactivities under application on the environment and draw up reports. The environmental reports,together with the application text, will be discussed with the railway undertakings. Timelycoordination with the railway undertakings takes place on submitting the final application,submitting opinions on the basis of the draft decision, and filing a letter of appeal. Copies of therelevant documents are sent to the railway undertakings.• Once the environmental permit has come into effect, ProRail translates the environmentalparameters into planning standards that form the basis for the allocation of capacity (integralcapacity management, see also Chapter 5.5.2).Besides its active role as operator in the performance of permit regulations, ProRail also has acoordinating role in processes concerning the submission of opinion documents and letters of appealand, when so addressed by the competent authority, in actions within the context of supervision andcompliance. A description of information required by ProRail from the railway undertakings is given inSection 3 of appendix 6.Environmental permit controlProRail assumes that railway undertakings are familiar with the permit regulations. All currentenvironmental permits and planning standards for railway yards are available for consultation via thePermit Management System (VBS) application developed by ProRail (see also Table 3.5). Here, usersNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 30

(parties who are co-responsible for compliance with the permit regulations) of a railway yard will findall the provisions with which they must comply.The restrictions and obligations laid down in the environmental permit can concern:• The handling - including the parking - of wagons with dangerous goods, in particular when loadedin tank wagons and tank containers.• The performance of operations that may place a noise load on the environment.• Measures to prevent soil contamination. The stabling of railway vehicles intended for scrapping istreated as the ‘storage of waste substances’.• The provision of data prior to and following operations (to be) carried out at a railway yard. Withrespect to the data to be provided after operations: see appendix 8.• The installation and use of facilities at the railway yard.• Codes of conduct for users.• Obligations to report on user volume, incidents, measures, target regulations, etc.Table 3.5Description of the Permit Management System (VBS)CategoryNotesApplicationPermit Management System (VBS)FunctionVBS is a web-based application that provides insight into the environmental permitsacquired by ProRail for the railway yards under its management.FacilityAccess to the VBS application by means of an allocated username and password.ApplicationVia the Servicedesk Infrastructure information (infrainformatie@prorail.nl).Delivery timeMaximum 1 working week.Delivery termsThe data may not be used for any other purpose than for which they have beenprovided by ProRail. The images may not be copied externally by the user or soldon to third parties. The railway undertaking is responsible for keeping up to date onformal publications concerning permits.User conditionsInternet connection and a software program to open PDF files.Availability / Reliability • Availability: 95% uptime.• Reliability: ProRail strives to enter environmental permit into VBS within 5 daysof the permit becoming irrevocable.Exceptional situationsIt may occur that ProRail is granted an environmental permit that also has implications for tracks thatfall outside the management of ProRail. In that case, ProRail will make arrangements with themanager of those tracks in order to ensure compliance with the permit conditions.Another possibility is that tracks and sites that fall under the management of ProRail fall within thescope of application of an environmental permit granted to a party other than ProRail. In that caseProRail will inform the railway undertaking about the conditions of the permit that are relevant to therailway undertaking.3.4.2.2 Noise on route sectionsProRail must each calendar year submit a compliance report to the Minister of Infrastructure and theEnvironment regarding compliance with statutory noise production limits. ProRail is moreover requiredunder the terms of the Management Concession to prepare a 5-yearly Noise Map for the Minister. Tofulfil these obligations, ProRail requires data from railway undertakings on the average realisedrunning and composition of trains during the day, evening and night periods in the calendar year.ProRail will, at the request of the railway undertakings, strive to acquire as much of this data aspossible from its own systems. The railway undertakings are responsible for the data.ProRail also requires the categorisation of the passenger stock as defined in the statutory calculationregulations. A distinction is made for freight stock between quiet and non-quiet freight wagons.Regulations to be agreed upon:► ProRail requires that every railway undertakings provides annual data on the average realisedrunning and composition of trains during the day, evening and night periods in the calendar year.Further details of this statement are given in appendix 8. ProRail also requires that every railwayNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 31

undertaking provides the categorisation of the passenger stock as defined in the statutorycalculation regulations. Further details of this statement are given in appendix 8. ◄3.4.2.3 Soil protectionThe operating processes of the railway undertakings entail risks in terms of contamination of the soiland ballast with fuels, coolants, lubricants, etc. Small quantities of these contaminants can leak fromtrains on the ballast under normal running conditions. This risk can be minimised through good andregular maintenance. Moreover, soil and ballast contamination can occur as a result of incidents.The Soil Protection Act prescribes that ProRail and the railway undertakings take measures aimed atminimising the risk of soil contamination and, in the case that soil contamination nevertheless doesoccur, that they take all necessary measures to limit the effects thereof.If contamination is ascertained of the ballast or soil of the network, ProRail will conduct a survey todetermine the cause. In case of indications that the contamination has been caused by a railwayundertaking, the latter will be notified immediately. ProRail will also involve the railway undertaking inthe survey. Pursuant to the provisions of the Soil Protection Act, ProRail will notify the competentauthorities of the soil contamination. The appropriate remediation measures will be based on theinstructions of the competent authority. The remediation costs will be recovered from the railwayundertaking if it indeed appears to have been the party causing the contamination.Rolling stock tanks containing diesel or gas oil involve a raised risk of soil contamination. The sameapplies to other forms of transhipment of hazardous liquids. Locomotives should only be refuelled atthe designated refuelling systems stated in appendix 21. The refuelling facility at Sloe railway yardconsists of a liquidproof floor with a sump, containing an oil separator and sewage connection.Refuelling from a mobile tanker is only possible at Sloe railway yard.Refuelling outside one of the refuelling systems stated in appendix 21 is permitted only in exceptionalcases. These cases are:a. Refuelling at an isolated operation for slow work trains that are unable to reach fixed refuellingsystems.b. If fixed refuelling systems cannot be accessed due to work on the infrastructure.c. Other rail materials, such as equipment and manual tools can be refuelled at building sites.The cases under a. and b. must comply with the PFS 30 requirements for temporary, non-stationerystorage and delivery systems. The cases under c must comply with the conditions of Section B3 of theNetherlands Soil Protection Directive (NRB).Regulations to be agreed upon:► ProRail wishes to lay down the arrangements concerning soil protection (handling in case ofsignalled ballast contamination and refuelling) by means of the General Terms and Conditions(see Section appendix 5) and the Operational Conditions (see Section 3.3 of appendix 6) to theAccess Agreement. ◄3.4.3 Dangerous goodsHandling of dangerous goods at railway yardsThe railway yards below are equipped for the handling and stabling of wagons with dangerous goods.Table 3.6Railway yards equipped for the handling and stabling of wagons with hazardous goodsRailway yardAmsterdam Westhaven Delfzijl Oosterhoorn EmmenAxel connection Venlo Deventer FreightBlerick Acht Amersfoort FreightHengelo Onnen RoosendaalLage Zwaluwe Moerdijk Sloe 1 and 2Sittard Kijfhoek see Network Statement 2014 Betuwe Route:Terneuzen connection Sas van Gent Rotterdam Europoort; Rotterdam Pernis; RotterdamBotlek; Rotterdam Waalhaven Zuid; RotterdamNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 32

Maasvlakte; Valburg CUPThe above supply is the result of deliberate investment by ProRail in, instructions by the competentauthority or generic safety regulations required for the fitting out and organisation of railway yardsinvolved in the handling of trains and wagons containing dangerous goods.The available railway yards are selected to accommodate shunting processes near the start or endpoint of rail transport flows to/from potential shippers/recipients/processes of dangerous goods, as wellas the necessary in transit shunting processes (locomotive exchange / direction change / stabling).ProRail has for timetabling purposes published the environment checklist on its website (seewww.prorail.nl > capaciteitsverdeling > dienstregeling). This checklist provides an overview of allrailway yards where it is legally permitted to date to shunt trains and wagons containing dangerousgoods. This checklist will in time be brought in line with the above supply.ProRail will handle requests from titleholders for the designation of other/supplementary railway yardsin accordance with the procedures as described in Chapter 3.9.1.The handling of trains with dangerous goods at railway yards is subject to environmental permits.Chapter 3.4.2.1 discusses the application procedure for an environmental permit pursuant to theWabo Act (Environmental Law (General Conditions) Act).Rules of procedure► In the event that railway undertakings collectively apply for more capacity than is locally permitted,the permit holder may, as part of the integral capacity management, opt to subject individualapplicant's capacity allocations to specific restrictive conditions and regulations, in such a manneras to ensure that the total allocated capacity complies with the local permit conditions (inaccordance with the Railways Capacity Allocation Decree). ◄In order to comply with statutory obligations regarding external safety on railway yards, ProRailrequires railway undertakings to provide supplements and corrections to the data collected by ProRail.Further details of this statement are given in appendix 8.Carriage of dangerous goodsRoute sections on which the carriage of wagons containing consignments of dangerous goods isexcluded or restricted due to local environmental risks are listed in appendix 9.The periodic report on external safety is further described in appendix 8.3.4.4 Tunnel restrictionsUser regulationsRailway tunnels are generally fitted with specific safety and evacuation facilities. Further informationon safety in railway tunnels is available in the infrastructure register, via the website of ProRail(www.prorail.nl > vervoerders > infrastructuur). This concerns the tunnels below.• Hem tunnel (Amsterdam Sloterdijk – Zaandam)• Velser tunnel (Santpoort Noord – Beverwijk)• Schiphol tunnel (Hoofddorp – Amsterdam Riekerpolder junction)• Rijswijk tunnel (The Hague Moerwijk - Delft)• Willems railway tunnel (Rotterdam Central - Rotterdam Zuid)• Roofing Barendrecht (Rotterdam Lombardijen – Zwijndrecht)• Best tunnel (Boxtel – Eindhoven Beukenlaan)• Drontermeer tunnel (Dronten – Kampen Zuid)User restrictionSpecific tunnel related traffic and transport limitations are stated in appendix 9.3.4.5 Bridge restrictionsRailway bridges that are opened according to a fixed timetable or on call (‘request arrangements’) toenable the passage of shipping are shown in appendix 18. The opening times of bridges subject to aNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 33

fixed timetable are laid down in the 2014 Timetable determined by the Minister 41 and subsequentlypublished on the website of ProRail (www.spoorbruggen.nl).3.5 Availability of the infrastructureThis chapter describes the quality of the infrastructure in terms of reliability, availability, maintainability,safety, health and the environment (‘RAMSHE’), as it applies to the entire infrastructure managed byProRail. See Chapter 4.5 for the procedures applicable to capacity allocation for scheduled work on ornear the network.Reliability and availabilityAvailability concerns the level of availability of the track for train services. Availability is reduced byscheduled (i.e. maintenance work) and unscheduled (i.e. due to disruptions) possessions. Thescheduled possessions are required for the proper performance of maintenance, repair andmanagement work (including the necessary testing of infrastructure systems and safety organisationdrills) as well as the construction or modification work on or near the network. For this reason, railsections often have to be closed to traffic.MaintainabilityProRail will to the best of its ability make use of opportunities to perform work on the infrastructurewithout causing hindrance to the users / train traffic, giving due consideration to cost and safetyconditions. ProRail will take this aspect into account in case of all changes to infrastructure.SafetyFurthermore, ProRail applies strict control procedures with regard to the safety of train traffic duringoperating procedures by traffic control and other management tasks, in order that ProRail can providerailway undertakings with a safe, usable and accessible workplace for the performance of their railtraffic activities.ProRail strives, where necessary in consultation with railway undertakings, to eliminate avoidable risksin the use of the railway infrastructure (including the use of level crossings).ProRail monitors the safety of level crossings, both in terms of the running of rail traffic in general andof intersecting traffic in particular, in order to prevent a safety hazard.ProRail, in consultation with the (road) manager involved, seeks infrastructural solutions for therunning of intersecting traffic.Any increasing risks in rail traffic must be compensated by mitigating infrastructural measures,combined where necessary with temporary or permanent user conditions for rail traffic. To enableProRail to take adequate measures, it is necessary that the railway undertakings provide ProRail withtimely information on:• Pattern-based expansion of frequencies in passenger transport (also in off-peak hours).• Structural changes to the time period of a passenger train (series).• Taking into use of new stops.• Structural changes to stops (short stop instead of arrival / departure or vice versa).• Structural new or rerouted freight trains.To the extent that railway undertakings are also required to contribute to safety without such being laiddown in statutory provisions, ProRail will include stipulations in the Access Agreement on thecontribution to be made by railway undertakings towards realising the envisaged safety level.Also with a view to improving the safety level, ProRail closely analyses all safety incident reports andtheir handling.The safety ambitions of ProRail are in line with the ‘Safety in Rail Traffic’ framework memorandum.ProRail controls the specific environmental risks attached to the transport of dangerous goods bymaintaining an operational organisation that can respond effectively to incidents involving dangerousgoods. In as far as ProRail is obliged by public authorities to take measures to control the risks41Section 25 Railways Capacity Allocation DecreeNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 34

attached to the transport or handling of shipments of dangerous goods (e.g. volume control), ProRailwill perform such measures, if necessary also via the Access Agreements with railway undertakings.ProRail organises, as part of its duty to keep infrastructure available and to control traffic, drills to keepthe preparedness for dealing with incidents at a high level Insofar as such drills impose a burden onthe capacity of the railways, the required capacity will be requested through the regular capacityallocation procedures.In consultation with the public authorities and the railway undertakings, ProRail will contribute towardsactions aimed at controlling and improving the social safety at stations. The contribution of ProRailentails:• Security services: on the basis of safety agreements (covenants concluded with local authorities),ProRail contributes to promotion of social safety at and around stations.• Opening / closing of stations: the opening and closing of waiting rooms and (parts of) stations inperiods that those stations are not used for train services, with the purpose of preventingvandalism.• Camera-supported supervision: with the purpose of raising the sense of safety of travellers andstaff working at the station, as well as having a preventive effect on target groups (vandals,loiterers, junkies, homeless persons), reducing the damage caused by vandalism and increasingthe chance of apprehending offenders.• Technical modifications: necessary modifications as a result of changed circumstances at stations(relocation of cameras, adjustment of lighting, etc.), as well as analyses / surveys / audits gearedto social safety.HealthUnder the terms of the applicable Health & Safety at Work (ARBO) legislation, ProRail provides ahealthy working environment both for its own employees and for the personnel of railway undertakingsand their auxiliary staff working on the railway infrastructure.The environmentProRail will organise the operational processes in such a manner that hindrance and contaminationare controlled and reduced, in accordance with the relevant statutory provisions. To the extent that therelevant environmental protection legislation does not pertain directly to the railway undertakings thatuse the network managed by ProRail, ProRail will by means of the Access Agreement stipulate thatthe railway undertakings make an adequate contribution towards ensuring the envisaged level ofenvironmental protection.3.6 Passenger terminals (stations)The stations for passenger transport are defined in terms of:1. Passenger platforms2. Transfer area and accompanying facilities3. Bicycle shedsFor the use of passenger platforms and a transfer area with accompanying facilities, see the service inChapter 5.3.1.Also, an overview is provided of the relevant detailed information available on request.3.6.1 Passenger platformsA summary of passenger platform characteristics follows below.• The platform has a nominal height of 1700 mm, a minimum height of 1650 mm and a maximumheight of 1735 mm measured from the centre of the rail.• Platform height: between 0.76m and 1.00m +Top of Rail.• The gradient of platforms will not exceed 1:1000.• The horizontal radius of curvature at platforms is not smaller than R=15,000m.• No vertical curvature is permitted at platforms.• Higher passing speeds than 160 km per hour are not permitted along passenger platforms.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 35

• Available effective platform length: see appendix 19.3.6.2 Transfer area and accompanying facilitiesThe transfer area comprises:• (traffic space and waiting space on) platforms• tunnels• walkways• lifts• stairs and escalators• (mechanical) rampsStandards and guidelines for the accessibility and capacity of these transfer areas for new stations arelaid down in the Basic Station 2005 memorandum.ProRail monitors the availability of sufficient transfer capacity at stations by means of a clear andobjective indicator, which measures the transfer pressure at stations for travellers during peak hours.The Accessibility Implementation Plan 42 describes the measures required for the improvedaccessibility of rail transport. These measures are geared in particular to the modification of existingstations. The standards are derived from existing documents such as the Accessible Trains report, theBasic Station 2005 memorandum and (European) directives.The facilities in the transfer area concern:• Infrastructural facilities (such as PA systems, frames for departure timetables and presentationresources) for the provision of (travel) information to travellers.ProRail applies the established policy on presentation materials at stations to redeveloped andnew stations. This document is available on request from ProRail, see Chapter 1.8. Extrapresentation materials can be acquired for all stations, see the ‘Extra Presentation Facilities (forcurrent travel information)‘ service in Chapter 5.3.2.• Furniture for waiting purposes. The physical properties are described in the Railinfra catalogue ofProRail and are compliant with the Rail Vision of the Rail Build Master. 43• Waiting spaces.• Signposting.3.6.3 Bicycle storage facilitiesPractically all stations are provided with bicycle storage facilities. At smaller stations, these take theform of bicycle racks; larger stations usually provide racks in combination with secure indoor facilities.ProRail monitors the capacity of the storage facilities. If the capacity is insufficient, consultations takeplace under the "Room for bicycles" 44 programme with the municipalities and NS (operator of securefacilities) in order to determine how the capacity can be expanded.3.6.4 Information available on request• Accessibility and transfer capacity of stations.• Available effective platform length and height (per platform line).• Presence and nature of information and communications systems (including train indicator andautomatic public address systems) on platforms and in the station building.• A list of the presentation facilities provided by ProRail (to display current travel information).• Presence and nature of bicycle storage facilities.• Presence of security cameras.• Location and nature of in-house emergency services equipment.424344See the website of ProRail ( (www.prorail.nl > thema’s > toegankelijkheid)For further information on the Rail Vision, see www.spoorbeeld.nlFor more information, see the website of ProRail (www.prorail.nl > publiek > ruimte voor de fiets)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 36

3.7 Freight terminalsThe loading and unloading facility is further described in Table 3.7.Table 3.7 Description of the loading and unloading facilityCategoryNotesFacilityLoading and unloading facilitiesFunctionA public facility for the transhipment of goods from lorry to train, and vice versa. Thefacility comprises at least a paved site located directly alongside the railway line,with a connection to the public road.Types • Loading and unloading facility without restrictions• Loading and unloading facility with environmental, physical or capacityrestrictionsLocation The available loading and loading facilities are listed in appendix 20.User conditionsUse of the public loading and unloading facility takes place subject to the applicableenvironmental permit.Use of the loading and unloading facility, as well of the roads on railway yards, islimited to road vehicles and other mobile equipment that may make unrestricted useof the public road. The use of other vehicles and mobile equipment at theselocations is subject to agreement with ProRail.ProRail does not provide specialised transhipment facilities, such as terminals, for freight transport.ProRail will on request furnish contact addresses of companies, with a siding, which provide theseservices.3.8 Service facilities3.8.1 Train formation yardsProRail makes shunting facilities available at many locations. These can be used within the frameworkof the Stabling and Shunting service.Information available on request• Location and length of shunting facilities for railway vehicles for passenger and freight transport.3.8.2 Storage sidingsProRail makes stabling facilities available at many locations. These can be used within the frameworkof the Stabling and Shunting service.Information available on request• Location and length of stabling facilities for railway vehicles for passenger and freight transport.3.8.3 Maintenance facilitiesStabling lines are equipped with basic facilities for stock upkeep, managed by ProRail.The facilities below are described in this chapter.• Depot power supply (see Table 3.8)• Train preheating (see Table 3.9)• Filler hydrants (see Table 3.10)• Service cabinets (see Table 3.11)• Brake-testing cabinets (see Table 3.12)• Use of guidance for (dis)embarking facility (see Table 3.13)• Service paths and roads (see Table 3.14)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 37

• Walkways (see Table 3.15)• Lighting (see Table 3.16)Table 3.8CategoryDescription of the depot power supply facilityNotesFacilityFunctionTypeTypesLocationUser conditionsDepot power supplyElectricity connection for this power supply for non-traction electric train systems.Wall sockets(predominantly type CEE 3-pole for 230V and type CEE 5-pole for 400V)ProRail offers various types:• 230V, 1-phase AC, various currents• 400V, 3-phase AC, various currentsInformation on the tracks at which the facility is delivered is available on request ateach railway yard.Railway undertakings must themselves provide the required connecting cables andinterrupt couplings.Table 3.9CategoryDescription of the train preheating facilityNotesFacilityTrain preheatingFunctionElectricity connection for the climatization of railway vehicles and non-tractionelectric train systems.TypeSocket with 1500V from the overhead contact lineTypes • Fixed wall socket, 1500V• Flexible socket, 1500VLocationInformation on the tracks at which the facility is delivered is available on request ateach railway yard.Table 3.10 Description of the filler hydrants facilityCategoryFacilityFunctionTypeTypesLocationUser conditionsNotesFiller hydrantsWater connections for the filling of the reservoirs of railway vehicles and thecleaning of the cabin window.Hydrant (water supply point)Tap with water hose connection.• These can be fitted in a well with a lid at path level,• integrated in a cabinet with the connection at hip level.Information on the tracks at which the facility is delivered is available on request ateach railway yard.Railway undertakings must themselves provide the required water hoses andbrushes.Table 3.11 Description of the service cabinets facilityCategoryNotesFacilityFunctionService cabinetsVarious connections for water, wastewater discharge and electricity for the internalcleaning of railway vehicles.Taps for hot and cold water, sink and wall socket.TypeTypes • Service cabinets with hot and cold water• Service cabinets with cold waterNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 38

CategoryLocationUser conditionsNotesInformation on the tracks at which the facility is delivered is available on request ateach railway yard.Wastewater must comply with current environmental legislation. The railwayundertaking is expected to assist in keeping the sink free of leaves and dirt.Table 3.12 Description of the brake-testing cabinets facilityCategoryNotesFacilityBrake-testing cabinetsFunctionPressurised air connections for the testing of vehicle brake systems.TypeDelivery point for compressed air and air hosesTypes • Remote control• Non-remote controlLocationInformation on the tracks at which the facility is delivered is available on request ateach railway yard.Table 3.13 Description of the guidance for (dis)embarking facilityCategoryNotesFacilityUse of guidance for (dis)embarking facilityFunctionGuidance for mobile boarding platforms.Types • Guidance via curved channel• Guidance via tubeLocationInformation on the tracks at which the facility is delivered is available on request ateach railway yard.User conditionsProRail can impose conditions on the design and dimensions of mobile boardingplatforms. The railway undertaking is expected to assist in keeping guidancefacilities free of leaves and dirt.Table 3.14 Description of the service paths and roads facilityCategoryFacilityFunctionTypesLocationUser conditionsNotesService paths and roadsPaved paths and roads along service tracks for internal cleaning, filling/emptying ofreservoirs, inspection and minor maintenance of vehicles.Types of paving:• steel-reinforced concrete paving slabs• asphalt• clinkers or street tiles• porphyryService paths are positioned predominantly from the top of the sleeper height to thetop of the rail height.Information on the tracks at which the facility is delivered is available on request ateach railway yard.ProRail can impose conditions on the use of service paths and roads, e.g., in termsof axle loads and vehicle breadth. The usability of service paths is influenced by thetype of paving and breadth.The railway undertaking is expected to assist in keeping the service paths androads usable (including the removal of snow, ice and leaves).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 39

Table 3.15 Description of the walkways facilityCategoryFacilityFunctionTypesLocationUser conditionsNotesWalkwaysWalkways along tracks for access to railway vehicles.Types of walkways:• porphyry pavingInformation on the tracks at which the facility is delivered is available on request ateach railway yard.Walkways may only used by foot to gain access to, inspect, board and disembarkfrom railway vehicles. The railway undertakings are responsible for the safe use ofwalkways.Table 3.16 Description of the lighting facilityCategoryFacilityFunctionTypesLocationNotesLightingLighting systems for visibility along walkways and tracks.Forms of lighting:• high lighting masts• local lighting (various fittings)Information on the tracks at which the facility is delivered is available on request ateach railway yard.ProRail does not provide any services with regard to the internal or external cleaning of railwayvehicles. ProRail will on request furnish contact addresses of owners/operators of installations forinternal and external cleaning.Information available on request• Presence and nature of facilities for vehicle maintenance, which are managed by ProRail.• Road traffic accessibility.3.8.4 Refuelling facilitiesThe refuelling systems facility is further described in Table 3.17.Table 3.17 Description of the refuelling systems facilityCategoryNotesFacilityRefuelling systemsFunctionFacility for the delivery of fuel to traction vehicles.(For the delivery of fuel, see Chapter 5.6)Types • Refuelling system with delivery system• Refuelling system without delivery systemEach refuelling system offers a minimum of 2 delivery connections, one lowpressureconnection with a nozzle and a high-pressure connection with a spill-freeconnector according to STANAG-3756 (1”) with an electric overfill safety. ProRailstrives to discourage use of the nozzle connectors. Any decision to discontinue useof the nozzle connectors at one or more refuelling systems will, followingconsultation with the railway undertakings, he announced at least 2 years inadvance.Location The refuelling systems are indicated in appendix 21.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 40

CategoryNotesUser conditions • The refuelling systems are not suitable for mobile refuelling, with the exceptionof the refuelling system at Sloe railway yard.• Delivery of fuel is via the refuelling systems is, with the exception of therefuelling system at Sloe, railway yard, exclusively possible on the basis of theagreement between the railway undertaking and the operator of the refuellingsystem(s). Based on an agreement with ProRail, the operator is obliged to offerthe delivery of fuels via these systems to all railway undertakings in a nondiscriminatorymanner. VIVENS (see Chapter 5.6) can provide information onthe various operators. The operator of the refuelling systems can imposesupplementary conditions with regard to use of the refuelling systems, forexample, with regard to preliminary notification and the time period within whichdelivery can be made.• The conditions concerning soil protection are stated in Chapter 3.4.2.3.Regulations to be agreed upon:► The contractual conditions for use of the overhead contact line are agreed upon in the AccessAgreement for the Overhead Contact Line service. The contractual conditions for the use of arefuelling system by an operator are agreed in the Access Agreement for the Operation ofRefuelling System service. ◄3.8.5 Technical facilities• Technical facilities for the maintenance of railway vehicles.The infrastructure managed by ProRail does not include facilities for the maintenance of railwayvehicles. Maintenance and repair services are provided by specialised companies. ProRail will onrequest furnish contact addresses.3.9 Infrastructure development3.9.1 Process of function changesThe railway infrastructure and supplementary facilities (Network and Train Path, Railway Yards andTransfer service groups) are constantly under development in order to meet the needs of railwayundertakings and other titleholders. This development leads to function changes to the railwayinfrastructure and supplementary facilities. The following categories of function changes can occur:• Enlargement: expansion of the railway infrastructure and supplementary facilities.• Change: modification of the railway infrastructure and supplementary facilities.• Reduction: consolidation of the railway infrastructure and supplementary facilities.Function changes can be initiated in various manners.• A capacity allocation process may, for example, lead to a congestion statement (see Chapter4.4.3). Such a capacity bottleneck may be of an infrastructural nature or result from the provisionsof the applicable environmental permit as regards noise or external safety, for example. In thatcase, ProRail will by means of a capacity analysis and capacity-enhancement plan determinemeasures aimed at increasing the capacity, including a schedule for the performance of suchmeasures. Possible measures include process modification, infrastructural measures or a changeto an environmental permit. The capacity-enhancement plan is drawn up in consultation with theusers of the congested infrastructure. The capacity-enhancement plan includes a social costbenefitanalysis of the proposed solutions for resolving the capacity bottleneck, the purpose ofwhich is to provide all parties involved with insight into the consequences of the alternativemeasures. ProRail uses a multicriteria analysis (MCA) to determine and prioritise the most costeffectivemeasures.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 41

• It is also possible that the infrastructure could face problems of insufficient capacity in the nearfuture. In that case, a congestion statement will be issued, following which the appropriatemeasures will be determined with the aid of the capacity analysis process and the aforementionedcapacity-enhancement plan.• The clients of ProRail may in terms of their activities and business operations (e.g., the running oftrains, stabling, cleaning, inspection, loading and unloading) experience a need to increase orchange the existing service package in terms of railway infrastructure or facilities.• This need can be expressed as a customer request via account management, after which ProRailcan offer a suitable solution in consultation with the client. If the solution is not available within thecurrent service package, a customised solution may be developed in consultation with the client.• A client request for a change of function at railway yards may imply a modification or expansion ofrailway yard facilities (see Chapters 3.8.3, 3.8.4 and 3.7). Such client requests must be submittedto ProRail. ProRail will use a weighting method to determine an appropriate response to such arequest, including who should pay for the realisation costs.• A titleholder that pays the non-train service dependent costs of a facility can conclude a frameworkagreement with ProRail in which the stabling capacity required to use that facility for a longerperiod than one year is allocated, on condition that such as permitted under the Railways Act. Theconditions for concluding a framework agreement are described in Chapter 4.4.4.• Changing legislation and regulations, consolidation requests and product policy can lead to thedevelopment of railway infrastructure and supplementary facilities. Developments that havealready been scheduled for the near future will, if applicable to a specific service group, bedescribed separately in the relevant chapter.External developmentsUsability of the railway infrastructure is also partly determined by conditions beyond the realm ofProRail’s responsibilities. ProRail has in this Network Statement incorporated the latest conditionsapplicable at the time of going to press.It is not inconceivable that further external developments may occur during the period of validity of thisNetwork Statement 2014, which may affect the usability of the infrastructure. Examples of suchexternal developments are given below.• Introduction of public law regulations for the routing of the carriage of dangerous goods, on thebasis of which the carriage of certain classes of dangerous goods on certain route sections maybe restricted or excluded.• Amendment of the Discharge Decree under the Soil Protection Act, which prescribes conditionsfor the discharge of waste water in the absence of retention and discharge systems. This couldinfluence the processes for the internal and external cleaning of railway vehicles wherebywastewater can penetrate the soil.ProRail is prepared to discuss the possibilities of anticipating such developments with the railwayundertakings.3.9.2 Planning schedule of function changesProRail executes projects for the expansion or improvement of the railway infrastructure. The followingare included in appendix 10:a) A list of the extensions and improvements that are expected to become available for use in theperiod up to and including 2019. This list indicates changes relating to both the scale andfunctionality of the network. Information in the list is subject to change. The project list iscontinually updated. The most recent version is available on the website of ProRail (www.prorail.nl> vervoerders > infrastructuur). Publication of an updated version is not regarded as a supplementto the Network Statement as referred to in Chapter 1.6.2 of the Network Statement.b) A list of studies by ProRail into infrastructural changes which are necessary to accommodatetraffic development in the medium term (2014-2020).c) An overview of the manner of implementation of earlier capacity-enhancement plans in line withSection 7 Paragraph 2 of the Railways Capacity Allocation Decree.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 42

4 Capacity allocation4.1 IntroductionIn this chapter, ProRail describes the procedures, rules and schedules drawn up with a view torealising an organised and honest capacity allocation and traffic control process. All titleholders aretherefore subject to the same procedures, rules and schedules. Irrevocable decisions by the NMa, theNetherlands Monopolies Committee, may prompt changes to these procedures, rules and schedulesafter publication of the Network Statement, in the form of supplements thereto.The capacity allocation process is structured as a negotiation Table as referred to in the RailwayCapacity Allocation Decree. Parties with capacity requirements are invited to consult around this Tablein order to achieve an optimal allocation of capacity. ProRail chairs this process and submits solutionsfor consultation.Rules of procedure► Parties requesting capacity for the 2014 Timetable commit themselves to observing theprocedures, rules and schedules for the processing of all capacity applications as stated in thisNetwork Statement, including the regulations on capacity allocation disputes. By submitting atimetable application, an agreement is concluded between the requesting party and ProRail,which agreement includes the aforementioned procedures, rules and schedules for the processingof applications. ◄4.2 Description of process4.2.1 Legal FrameworkSummary of regulations► The Railways Act and the Railway Capacity Allocation Decree provide further detailing of theprovisions of Directive 2001/14/EC in order to allocate the capacity in an honest, fair and nondiscriminatorymanner.• The allocated capacity is agreed between the titleholders and ProRail. 45• Minimum capacity levels are set per submarket. 46• Statutory priority rules apply to congested infrastructure. 47• Rules apply for the allocation of capacity for work on the railways. 48• The Netherlands Monopolies Committee (NMa) is charged with supervising compliance withthe statutory regulations regarding capacity allocation and dealing with complaints about thecapacity allocation process or the results thereof. 49Part of the Combined Network of ProRail falls, pursuant to EU Regulation 913/2010, under theInternational “Rail Freight Corridors”, which are yet to be established. This regulation has a directeffect on capacity allocation on the international freight corridors specified in the annex to theregulation ◄4546474849Section 59 Railways ActSection 8 Railway Capacity Allocation DecreeSections 10, 11 and 12 Railway Capacity Allocation DecreeSections 6 and 9 Railway Capacity Allocation DecreeSection 70 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 43

Figure 4.1Capacity allocation processesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 44

4.2.2 Process in generalFour types of processes can be distinguished.1. Determination of basic hour patternsIn this phase, the titleholders and ProRail sit around the table in order to reach agreement aboutthe capacity applications to be submitted for the annual timetable. ProRail uses the interim resultsfor the publication of catalogue paths for international freight traffic.2. Determining the required capacity for the maintenance roster and determining the requiredcapacity for scheduled work on or near the network.ProRail formulates the required capacity for the maintenance roster and scheduled work on ornear the network.3. Annual timetable allocationDuring the annual timetable allocation process, the applications submitted by the titleholders areprocessed into a timetable of 7 traffic days of 24 hours each in a standard week. Whereverapplications by titleholders and/or the maintenance roster conflict with one another, coordinationtakes place. Besides the standard week, the annual timetable also comprises a specification ofdeviations from the standard week, e.g., as a result of scheduled work, events, etc.4. Allocation in the ad hoc phaseThe ad hoc phase concerns supplements or changes to the agreed annual timetable.4.3 Schedule for path requests and allocation processDetermination of basic hour patternTitleholders can before submitting an application to ProRail request consultation on the application, inparticular if the application has a pattern-like repetitive character.ProRail will facilitate the joint consultation between titleholders with a view to coordinating applications.ProRail strives that the titleholders have reached agreement by no later than 14 January 2013, givingthem sufficient time to submit a detailed application for capacity allocation.ProRail will publish catalogue paths for international freight traffic no later than 11 months beforecommencement of the annual timetable. A link to the appropriate RNE publication will in time beplaced on the website of ProRail (www.prorail.nl > vervoerders > capaciteitsverdeling) ProRail ensuresthat changes in the catalogue parts for international freight transport are processed in the currentplanning.Determining the required capacity for the maintenance roster and determining the required capacityfor scheduled work on or near the network.The required capacity for the maintenance roster and determining the required capacity for scheduledwork on or near the network will be determined and timetable application process by 8 April 2013 atthe latest.Annual timetable allocationProRail will on 1 March 2013 hold the annual timetable start meeting, during which clarification isprovided for the specific procedure for the 2014 Timetable.Table 4.1Schedule of the timetable allocation processActivityDateSubmitting applicationsa. Donna file open for applications 1-3-2012b. Closing date for submission of capacity applications (national & international) 8-4-2013and determining the required capacity for the maintenance roster andscheduled workc. Intake applications from 9 to 15-4-2013Scheduling and coordinationd. Start of scheduling / coordination 16-4-2013e. RNE Technical Meeting from 18 to 21-6-2013Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 45

ActivityDatef. Draft timetable ready for consultation 1-7-2013g. Closing date for reactions to draft timetable 2-8-2013Determining the capacity allocation 19-8-2013Recordingh. Recording the determined capacity allocation in Donna / RADAR 26-8-2013i. Concluding Access Agreements with titleholders Nov 2013Coordination proceeds parallel to schedulingAllocation in the ad-hoc phaseApplications submitted after the closing date for applications for capacity in the annual timetable(stated under b.), are handled in the order of receipt after determination of the capacity allocation forthe annual timetable. ProRail strives to process the applications with due speed. ProRail and the otherinfrastructure managers cooperating in RailNetEurope guarantee a response time of 5 working daysfor applications submitted after 8 October 2013.Titleholders making digital applications will have these accepted without further confirmation if theseare free of conflict with earlier allocated applications for traffic and management capacity. Titleholdersmaking single applications via the One-Stop-Shop after 8 October 2013 will be informed within 5working days by the One-Stop-Shop as to whether capacity is available. A specific response term willbe communicated in case of multiple applications. Titleholders making applications via the One-Stop-Shop accept the possibility that the requested capacity is allocated in the period between submissionand processing of the application to an application made via VPT/Donna.Regulations to be agreed upon:► ProRail has described the procedure for capacity applications submitted within 36 hours beforeperformance in Section 2.1 of appendix 6 ‘Operational Conditions’, and wants to include these inthe Access Agreement. ◄4.4 Allocation processChapter 4.2 offers an overview of the processes involved in the (preparation of) capacity allocation.These processes are further described below.The following applies to all processes:a. Capacity is allocated for the use of route sections, platform tracks and railway yards forming partof the railway network.b. The peak period as referred to in the Railway Capacity Allocation Decree is defined in theallocation process as: from 6.30 to 9.00 hrs and from 16.00 to 18.30 hrs.c. The capacity location concerns the forms of use below.- Train movements for domestic and international traffic, whereby the capacity is allocated inthe form of a train path as defined in Directive 2001/14/EC; the specific route is determined byProRail.- Shunting.- Stationary use for stabling.- Temporary possessions or limited use in connection with the maintenance roster or work on orclose to the infrastructure, as well as the capacity requirement of special train traffic formaintenance of the infrastructure, such as measurement and inspection runs.- Activities regarding idle trains and railway vehicles that impose a burden on limitedenvironmental capacity.d. ProRail will in the allocation of capacity give due consideration to the preferred use of tracks 50 andrestrictions to use. Restrictions to use include bridge openings, noise limitations and externalsafety. ProRail regularly tests whether scheduling and/or performance take place within theparameters of noise limitations, railway safety and external safety requirements. The outcome of50Preferential use is determined by ProRail in consultation with the titleholders involved.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 46

these tests could have implications for both capacity allocation (less or subject to conditions) andalready acquired capacity rights (instructions given or withdrawn). The standards for noise andexternal safety are based on statutory provisions. Rail safety standards are based on theassumption that:− Changes in the capacity allocation in relation to the preceding year may not lead to a less safesituation. A timetable risk analysis is carried out, including of the deviations from the rejection−norms as stated in appendix 22.Analysis of safety incidents in accordance with the Safety Management System, as well as theresolving of any shortcomings indicated by the Transport Inspectorate and/or Study Council.e. By viewing capacity applications in relation to other applications, ProRail can determine whetherthe application fits within the available capacity. The applicant will, on request, provide anyrelevant information required for evaluation purposes.f. Scheduling and coordination consultation with the authorised parties for the annual timetable andad hoc phase takes place at the Allocation Table 51 .g. Freight train operators requesting capacity on the main freight routes 52 can only do so in the formof a BIT (basic interval timetable) path. A customised solution is sought in the ad hoc phase forthose trains that cannot comply with the specifications of the BIT pathh. ProRail allocates capacity at the level of train paths between arrival and departure stations,including tracks on the arrival and departure stations. The route between arrival and departurestation at track level does not form part of the capacity allocation.i. In those cases in EMMA tracks that platform tracks have been requested for 24-hours per day, thecapacity (for stabling, servicing, etc.) is only allocated between the end and start of the passengerservice. For the remaining hours, the capacity on platform tracks is allocated by means of theTrain Path service, unless supplementary agreements have been made with all parties involved.4.4.1 Further description of the processes4.4.1.1 Determining the basic hour patternsBy participating in the drawing up of the basic hour patterns (BHP), titleholders acquire better insightinto the (im)possibilities relating to the desired operational needs involved in the contracting of ownclients, personnel and equipment planning, etc. This process results in one or more basic hourpatterns, whereby the participants reach agreement on the basis for the capacity application to besubmitted for the annual timetable process in which the factual and formal allocation takes place.The BHP process is organised by the participants, subject to the conditions below.a. The parties will strive to arrive at a coordinated set of annual timetable applications, leading to onebasic hour pattern. Wherever commercial interests compete with one another, coordination takesplace. If no agreement can be reached among the titleholders, this is established as such. Priorityrules are not applied. This is reserved for the annual timetable process.b. The agreed results of the BHP process can only be adjusted under the management of ProRail.ProRail will in consultation with the railway undertakings involved formulate a timetable proposalfor those parts of BHP process on which no agreement can be reached. This proposal will by 1March 2013 at the latest be entered into the application file that will be opened for capacityapplications.c. For those parts of the BHP on which no agreement can be reached, ProRail will manage aprocess aimed at finding solutions before the closing date for annual timetable applications. Thesesolutions will serve as point of departure for coordination of the annual timetable, on condition thatthe titleholders involved in the annual timetable phase are the same as those involved in theconflict regarding the basic hour pattern.d. ProRail ensures that a BIT path in accordance with appendix 22 is entered into the BHP processfor freight trains for the main freight routes below.• Kijfhoek – Bentheim via Gouda – Amersfoort5152Special user consultation tables (LPO in GIO) are available for large possessions.Routes with over 100 trains per month per direction are as a rule designated as main routes. ProRail makesthis qualification on the basis of forecasts of the impact of inclusion in the national context.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 47

• Kijfhoek – Onnen via Gouda – Amersfoort• Kijfhoek – Roosendaal - Essen• Kijfhoek – Venlo - Kaldenkirchen• Amsterdam – Meteren connection - Emmerich.In preparation of the capacity allocation, the cooperating infrastructure managers in Europe alsopresent a programme of predetermined catalogue paths. To/from the network managed by ProRail,these catalogue parts are offered in the 2014 Timetable at least on the following routes:• Rotterdam – Duisburg (– Basel – Milan)• Rotterdam – Duisburg (– Berlin – Warsaw)• Rotterdam – Antwerp (– Lyon – Marseille)The provisional timetables of these paths are published on the website of RailNetEurope(www.rne.eu).4.4.1.2 Determining the required capacity for the maintenance roster and determining therequired capacity for scheduled work on or near the networkProRail has prior to the annual allocation process reached agreement with the other titleholders whoparticipate in the consultation on the performance variants of planned work on or near the network. Indrawing up the annual timetable, ProRail will on the basis of this agreement formulate the requiredcapacity for reasonably foreseeable and plannable work on or near the network.Consultation will take place with titleholders on the required capacity for reasonably foreseeable andplannable work on or near the network. Besides the required capacity for scheduled work, the capacityrequirement for management (maintenance roster and maintenance activities) is also communicated.As regards the maintenance roster, consultation with the participants can takes place during the basichour pattern phase with a view to coordinating the annual timetable applications and the capacityrequirement for the maintenance roster. The required capacity is determined in terms of volume,frequency and location (route sections/railway yard).The capacity thus determined by ProRail comprises:a. The maintenance roster with periodic maintenance and inspection as well as the deployment ofinspection trains and mobile workplaces, whereby it is possible that the maintenance roster isdivided into a fixed part (aligned to the normal timetable) and a flexible part (yet to be determinednumber of times per year) that is determined at least 16 weeks in advance.b. The volume, frequency and location of scheduled work on or near the network.c. Programmes such as grinding and stopping.d. Replacement/modernisation projects such as superstructure renewal including the trains required.e. Function expansion projects such as newbuild construction including the trains required.f. Works for third parties, e.g. when making changes to railway crossings.g. Management work including system tests and safety drills.Consultations on scheduled incidental operations take place via the (regional) User Consultations andthe LPO. The capacity of inspection trains is determined in a single application for volume.4.4.1.3 Annual timetable allocationAllocation of the annual timetable involves the process steps below:1 Submitting applications2 Scheduling and coordination3 Determination of allocation4.4.1.3.1 Submitting applicationsIn this process step, titleholders submit their application. Applications for capacity for the routesections and platform tracks 53 are submitted:• In the form of the specifications for a yet to be designed timetable making use of the formatsissued by RNE. ProRail can advise you on the type that is most suitable,• either in the form of a timetable already designed in a scheduling system (see Chapter 4.4.5),53Including shunting movements related directly to the timetableNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 48

• or in another form to be agreed upon with ProRail.Applications for capacity on railway yards take the form of time/space slots at rail (section) level perrailway yard, including a description of any processes involved (shunting, inspections, cleaning, etc.).The address is:company:ProRail, One-Stop-Shoppostal address: Postbus 20383500 GA Utrechttelephone: +31 (0) 88 231 3456fax: +31 (0) 30 235 9474e-mail:oss@prorail.nlThe One-Stop-Shop is available to answer all your questions about capacity allocation.International applicationsThe railway undertaking can request the required capacity on these railway networks by means of asingle application submitted to the One-Stop-Shop of the country of departure or separately to theinfrastructure managers of the railway networks involved, whether or not through a partner railwayundertaking.If railway undertakings submit separate applications to various infrastructure managers, they assumeown responsibility for harmonisation of those applications. The role of the infrastructure managersinvolved is then limited to signalling connection problems.An international capacity application must comply with the conditions imposed by each of theinfrastructure managers with regard to capacity applications for their network, as worded in theirrespective network statements. If any of the infrastructure managers involved fails to accept aninternational capacity application submitted via ProRail, the latter will give the applicant an opportunityto change the application and to limit it to an application exclusively for capacity on the railwayinfrastructure managed by ProRail.IntakeApplications are checked on receipt for completeness and other apparent errors, such as conflictingelements, exceeding the usability of the infrastructure or deviations from the capacity applicationsagreed during the BHP phase. If necessary, the applicant is given an opportunity to makechanges/supplements to the application within a specified period of time.If the applicant, in its application, does not make explicit reference to specific user characteristics 54 ofthe requested capacity, ProRail can nevertheless allocate the capacity, on condition that the applicantapplies the standard values in terms of user characteristics. The standard values have been laid downby ProRail, taking into account the characteristics or user restrictions of the infrastructure.4.4.1.3.2 Scheduling and coordinationDuring scheduling, all applications are integrated in one timetable. In order to accept applications asbest as possible, ProRail can accommodate minor changes to the original application withoutdisturbing the commercial and logistical relationship, such to be determined by the titleholders. ProRailsubsequently identifies those situations in which applications compete with one another and/or withthe required capacity for work on or near the network, as well as the maintenance roster. ProRailstarts the coordination for those situations.ProRail seeks harmonisation with other infrastructure managers in Europe during the scheduling andcoordination process. The objective is to realise as many high-quality cross-border train paths aspossible. These measures are detailed in the RNE document “Process for international path requests”(see the website www.rne.eu).Process rulesThe scheduling and coordination procedures are subject to the process rules below.1 The identified competition situation is communicated to all applicants involved.54Such as train length, presence of dangerous goods, etc.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 49

2 The applicants involved are invited to further consultation on the situation, possibly with ascheduling proposal by ProRail as point of departure.3 All applicants involved are invited to submit proposals for solution.4 Solutions must fit within the usability of the infrastructure, taking into consideration drafting norms,user restrictions such as noise, rail safety and external safety.5 The maintenance roster is included in the draft timetable.6 The objective is to find solutions in which (in order of priority and taking process rule 4 intoaccount) the capacity application is granted as much as possible, the commercial and operationalrelationship within the requested capacity is disrupted as little as possible, and the economicconsequences of deviations from the requested capacity are as limited as possible. The statutorypriority rules are not applied in seeking solutions.7 The border-crossing times agreed upon with the context of RNE are maintained as much aspossible.8 The minimum available capacity for ad hoc applications for international freight transport andprivate passenger transport is included in the capacity allocation. This capacity ensues from thelegal 55 norm.9 The proposals presented by ProRail will be compatible with the timetable measures as included incapacity-enhancement plans.10 ProRail monitors the stable viability of the timetable on the basis of the drafting norms in appendix22 as well as the effective utilisation of the infrastructure.11 A safety evaluation is required in case of deviations from the drafting norms regarding interval andintersection times. The applicable procedure is available on the website of ProRail (www.prorail.nl> vervoerders > capaciteitsverdeling > dienstregeling).ProRail makes a draft timetable representing the provisional outcome of the scheduling andcoordination process. This draft timetable will during a period of one month be made available forinspection, whereby ProRail will give due consideration to any comments thereon.CoordinationCoordination is a process of consultation between equal partners. In case of competing applications,the parties involved will make every reasonable effort to find a solution. While doing so, they willprovide transparency with regard to the commercial and economic interests involved. In case ofapplications by titleholders that compete with one another, ProRail can attempt to reach agreement byraising the user charge 56 . The surcharge will be calculated in accordance with Chapter 6.2 ‘Surchargefor scarcity of capacity’.If the applicants involved and/or ProRail are unable to reach agreement, ProRail establishes thatapplications have not been satisfactorily processed and declares the infrastructure involved ascongested.In order to find a solution, an appeal can be made to the regulations on the settlement of disputeseither before or after the surcharge is imposed (see Chapter 4.4.2).Following a congestion statement, allocation by ProRail takes place with application of the statutorypriority rules:1 For traffic/transport situations in accordance with Sections 7, 8, 10, 11 and 12 of the RailwaysCapacity Allocation Decree.2 For traffic/transport situations in accordance with Section 9 of the Railways Capacity AllocationDecree.3 If the priority rules of the Railway Capacity Allocation Decree are insufficiently distinctive, thefollowing supplementary priority rules apply:- Transport takes precedence over traffic.- Empty rolling stock transport takes precedence over stabling- Stabling of rolling stock that is used daily for transport purposes takes precedence over rollingstock that is not used daily (e.g., rolling stock scheduled for demolition, rolling stock scheduledfor new use).5556Section 13 Paragraph 3 Railway Capacity Allocation DecreeIn accordance with Section 7 Paragraph 1 Railways Capacity Allocation DecreeNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 50

- Short stabling takes precedence over longer stabling, whereby in case of conflicts betweenpassenger trains, stabling shorter than 12 hours takes precedence over stabling longer than12 hours. If both applications are for stabling shorter than 12 hours, the first prioritisation willbe based on Section 8 of the Railway Capacity Allocation Decree, followed by the applicationof economic considerations if necessary.- Accommodate the highest possible utilisation (traffic/transport/stabling) within the applicableenvironmental capacity restrictions (noise/risk).- Full utilization of the noise capacity has priority over full utilization of the risk capacity forexternal safety.Capacity for workIn case of scheduled work on or near the network, which require (a combination of) incidentalpossessions, the following supplementary conditions apply:1 In so far as the work is reasonably foreseeable and plannable on the closing date for annualtimetable applications, the capacity for performance of the work is scheduled and allocated duringthe annual timetable allocation process. If work is not reasonably foreseeable and plannable,agreement on the day type and performance variant may be reached during the annual timetablephase. These are entered in RADAR and serve as basis for the ad hoc phase.2 The coordination of the capacity allocation for the annual timetable is preceded by an inventory ofyet to be agreed possessions on the Combined Network, the Betuwe Route and the border routesections of neighbouring railway networks, for which it is expected that the relevant detour routeswill offer insufficient rest capacity to cope with the affected trains. For those possessions of whichit is expected after consultation that they cannot be accommodated within the total capacity of thedetour routes, ProRail provides titleholders the possibility to designate trains for processingaccording to the timetable process rules in the VAB process (traffic changes for managementpurposes), and thus with priority over other ad hoc applications. See also Chapter 4.4.1.4.3 The maintenance roster remains applicable during and at the location of the incidentalpossessions, as well as the related detour routes, unless explicitly stated otherwise. ProRail will, ifpossible, contribute towards resolving the competition by making changes to the maintenanceroster.Compensation in case of possessionsProRail can within the context of the annual timetable allocation process for work on the infrastructureagree on a financial compensation to titleholders other than in the form of user charges. Under thecondition that the alternative transport plan is workable and socially capable, this compensationagreement is chosen together with the preferred possession variant drawn up by ProRail, subject tothe conditions below.1 Newbuild worksa. In case of scheduled newbuild works, the out-of-pocket costs of replacement transport arecompensated on the basis of quotes agreed between the transport operator and ProRail.b. In case of scheduled newbuild works, no compensation is paid for detoured passenger andfreight trains. ProRail shall endeavour to avoid incidental possessions on the detour route asdefined in the Corridor Book.2 Modernisation worksa. Passenger transport operators can, in case of scheduled modernisation works (large-scalemaintenance and renewal) qualify for compensation, in the instances and to the degreedescribed below.i. No compensation is provided in case of possessions during weekends, night-time,offpeak hours, low traffic periods (i.e. school holidays and official public holidays) orwhen the through train traffic is not affected.ii. Compensation is provided if and in so far as a possession (partly) falls during normalworking days (not low passenger traffic periods) and if the morning and/or evening peaktimes are affected. Compensation then applies to the cancelled train kilometres of thetrains during those working days.iii. The total of the financial compensation is calculated on the basis of an amount percancelled train kilometre as a result of the possession, compared with the situationallocated in the annual timetable.iv. The compensation tariff for passenger transport depends on the category to which theaffected route section is allocated according to appendix 28 and amounts to:Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 51

• For Category 1 route sections: € 11 per cancelled train km according to the annualtimetable.• For Category 2 route sections: € 6 per cancelled train km according to the annualtimetable.ProRail can on a case-by-case basis agree on a higher compensation, based on aquote stating the costs of replacement transport with a set service level.b. Freight transport operators can, in case of scheduled modernisation works (large-scalemaintenance and renewal) qualify for compensation, in the instances and to the degreedescribed below.i. No compensation is provided in the case of possessions during weekends (Saturday0.00 hours to Monday 6.00 hours) or in low freight traffic periods (i.e. public holidaysand the day between an official public holiday and the weekend), in case thepossession lasts shorter than 12 hours, or if the through train traffic is not affected.ii. Compensation is provided if and in so far as a possession (partly) falls during normalworking days (not low freight traffic periods) and if the possession lasts longer than 12hours;the compensation then applies to those trains that have not run according to theoriginally scheduled route during those working days.iii. The total of the financial compensation is calculated on the basis of an amount percancelled freight train kilometre as a result of the possession. For a definition of an'affected train' see appendix 28.iv.The compensation tariff per freight train is determined in accordance with the provisionsunder 'tariff' in appendix 28.ProRail can on a case-by-case basis agree on a higher compensation, based on aquote stating the costs of replacement transport with a set service level.3 Combination of worksIf modernisation works are combined with newbuild works, the compensation is calculated as theaverage compensation that would apply if no combination of works was present, weighted for theduration of the works. This applies to both passenger and freight train operators.Capacity for eventsCapacity applications related to events and public holidays abroad are subject to the same procedureas for incidental possessions. In case of yet to be agreed events, extra trains will be allocated duringthe annual timetable phase in accordance with the applicable process rules, in combination with theregular applications for capacity in the annual timetable. ProRail manages this process. Themaintenance roster will not lapse, unless explicitly agreed. ProRail will, if possible, contribute towardsresolving the competition by making changes to the maintenance roster.Multi-year capacity parametersProRail adopts a multi-year sequence of infrastructure works in case of superstructure work and largescalemaintenance. On the basis of this sequence, ProRail will discuss performance variants with allinvolved transport operators and state its preferred variants. The performance variants differ in termsof timeframe and scale, and must be workable and socially acceptable to all parties involved. Relevantcriteria for this are laid down in the Corridor Book 57 .ProRail has a duty of best endeavours to integrate the capacity requirements of all known projects(newbuild and modernisation) in the multi-year capacity parameters.The parties have the intention to reach consensus on a performance variant. The proposals arediscussed in (special) user consultations with titleholders. The outcome of these consultations is laiddown on the Allocation Table, whereby agreements may concern more than one timetable year. Withregard to the validity of the multi-year capacity parameters, the parties agree on possession variants inanticipation of the annual timetable allocation of the timetable year that lies one or more years in thefuture. ProRail can enter into obligations on the basis of these agreements. Titleholders, with whomProRail has entered into a multi-year agreement, will during the term of the multi-year agreementensure that their requests for capacity are in accordance with the capacity parameters.57See the website of ProRail (www.prorail.nl > vervoerders > capaciteitsverdeling > dienstregeling)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 52

4.4.1.3.3 Determination of allocationProRail, in consultation with Keyrail and freight transporters, makes an estimate of the anticipated adhocapplications for freight transport and private passenger transport in accordance with conformSection 13 of the Railway Capacity Allocation Decree.The annual timetable is recorded in Donna BD (train paths), Emma (stabling capacity at railway yards)and RADAR (maintenance roster and incidental possessions); the applicable data is entered in thecapacity allocation report. This states which capacity is allocated to the applicants and which capacityis reserved for which type of use (including works). This document will form part of the AccessAgreement yet to be concluded with the titleholders. The titleholder then acquires the user right to thecapacity assigned to the titleholder under the terms of the capacity allocation report.During the 2014 Timetable, large-scale works will take place in several building phases at important atinfrastructural nodes. ProRail assumes that the capacity on the available infrastructure for the 2014Timetable will be allocated by December 2013. In case of permanent changes to the infrastructureduring the timetable year through the completion of newbuild and modernisation projects, as a resultof which the allocated capacity no longer matches the changed infrastructure, the capacity located inthe annual timetable will be reallocated in line with timetable process rules.Railway undertakings to which capacity has been allocated may not transfer such capacity to othertitleholders. Capacity holders can have another railway undertaking carry out work on stabled stock,without such being regarded as the transfer of capacity to another railway undertaking.4.4.1.4 Allocation in the ad hoc phaseApplications by titleholdersa. Ad hoc applications are submitted in the same way as in the annual timetable allocation process.Capacity applications that concern more than one manager can be submitted to the One-Stop-Shop. The One-Stop-Shop will on request coordinate the handling of those applications with themanagers of the other networks. It is also possible to have ProRail coordinate changes in aninternational timetable in connection with possessions by ProRail or elsewhere. Capacity forinternational pre-arranged paths on freight corridors can be requested from the corridor one-stopshops.b. Titleholders can submit ad hoc applications in two ways.- Digital: ProRail makes two applications available for digital ad hoc capacity applications,namely VPT/Donna (applications for train paths only >52/36 hrs before departure) and ISVL(for shorter-term applications, until half an hour before departure). Applications made viaVPT/Donna are granted immediately and without further confirmation if the requestedcapacity, in accordance with the timetable design standards, is compatible with the earliercapacity take-up recorded in VPT/Donna, and if the applicant respects the possessions laiddown in the annual timetable or Radar (also if these are not yet processed in VPT/Donna).In case of applications made via ISVL, the applicant will receive a confirmation or refusalfollowing processing by ProRail. The processing time can be the subject of a performancescheme. If two or more applications via ISVL compete for the same capacity, that capacity willbe allocated to the earliest application.- In writing (by letter, fax or e-mail) to ProRail One-Stop-Shop, up to 5 working days before thedate on which the capacity is required. This term of 5 working days enables ProRail to processthe applications and corresponds with the legally prescribed term within which ProRail mustrespond to submitted ad hoc applications. If two or more applications made in writing competefor the same capacity, the capacity will be allocated to the earliest application. The applicantwill receive notice of confirmation or refusal within the set term. Acceptance depends onwhether the requested capacity can be aligned with the capacity allocation already recorded inVPT/Donna. The titleholder making a written application accepts the possibility that therequested capacity is allocated in the period between submission and processing of theapplication to a digital application made via VPT/Donna.c. Ad hoc capacity applications can compete with earlier agreed capacity. In that case, this can onlybe allocated with the permission of the party to whom the capacity was originally allocated.d. The ad hoc allocated capacity is recorded in the data files. The processed ad hoc applications canperiodically be grouped and included in a change sheet. Inclusion in a change sheet is solely anNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 53

administrative action and does not imply any change to the capacity rights. The commencementdates of the change sheets are determined by ProRail, following consultation with railwayundertakings and foreign infrastructure managers.e. Catalogue paths for international freight transport offered in RNE context and paths designated byProRail in determining the annual timetable (BIT paths) remain reserved for this use up to deliveryto traffic control. RNE publishes pre-arranged-paths on the international freight corridors 1(Rotterdam-Genoa) and 2 (Rotterdam-Lyon). Insofar as these paths have not been requested inthe timetable, they remain available specifically for allocation by these corridor one-stop-shopsuntil the time of transfer to the traffic control organisation.f. Pursuant to Regulation (EU) No. 913/2010, railway undertakings must take into account that trainpaths on the international freight corridors 1 and 2 fall under the responsibility of the relevantcorridor organisations.Traffic changes due to management (VAB process)a. ProRail is responsible for the rescheduling of traffic for management purposes.b. The VAB process is subject to the rules that apply to ad hoc applications.c. ProRail will between 19 and 12 weeks before the start of work initiate coordination with thetitleholders in order to agree on a specification of traffic to be rescheduled. The objective is tooptimally allocate the detour requirement making use of the rest capacity of the detour routesections.d. ProRail manages the process of specifications for alternative timetables to ensure coordinationand timely availability (around 9 weeks before implementation).e. ProRail can process minor changes to the specifications (within the mandate provided by thetransport operators), without disturbing the commercial and logistical relationship, with a view tomaking optimal use of the rest capacity resulting from the possessions.f. In those cases that specifications cannot be processed within the set preconditions, ProRail willinitiate coordination with the parties involved.g. Point of departure is that the requirement for detour capacity entered in the timetable will, usingthe timetable process rules, be coordinated in the free capacity (after timetable allocation formanagement and traffic) of detour routes.h. If no consensus is achieved, ProRail and the titleholders involved will enter into a yet to be agreedprocedure to determine the allocation within 10 days.i. ProRail will in case of a dispute regarding capacity for work required by ProRail provide adequatesubstantiation of the usefulness and necessity of the required capacity.j. Once ProRail has determined the allocation (6-9 weeks before implementation) it can beprocessed in the planning systems.Capacity for work 58a. ProRail can acquire capacity for unscheduled maintenance during the annual timetable. Thisconcerns maintenance that is reasonably non-plannable on the closing date of the timetableapplication period and that cannot in all reasonableness be delayed until the next annualtimetable. Any changes to capacity allocated to traffic takes place subject to the rules for ad hoctraffic applications, meaning that permission of the capacity holder is required.b. Work, the performance of which is foreseen during the annual timetable, but which is not yetplannable on the closing date of the timetable application period, will be agreed in mutualconsultation at least 26 weeks before implementation. The processing of these applications isconcluded by recording the possession in the Donna planning system. For process controlreasons, no further changes can be made within 3 weeks before implementation.c. Following the timetable allocation, the titleholders and ProRail can request a change to thescheduling of work on grounds of unforeseen circumstances (in relation to the year plan) andunforeseen work. Point of departure is that the parties involved will cooperate in rescheduling;cooperation can only be denied on grounds of own operational interests.d. When formalising the manner and date of implementation it is possible that the furtherspecification does not fit in the capacity allocated in the annual timetable. Also, situations couldoccur in the project preparation and implementation which were not provided for when determining58The detailed steps are described in the ‘capacity allocation Management – Traffic’ procedure, available forconsultation on the website of ProRail (www.prorail.nl > vervoerders > capaciteit treinpaden > procedureverdeling).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 54

the required capacity. ProRail will communicate this and consult with the titleholders involvedabout changes to the manner and dates of implementation. If no consensus is reached on theimplementation variant, the titleholders involved and ProRail commit themselves within 10 workingdays, using a procedure to be agreed upon at that time, to formulate an allocation variant that canbe agreed on. Precondition is that the work involved is performed in the 2014 Timetable.e. ProRail will in case of a dispute regarding capacity for work required by ProRail provide adequatesubstantiation of the usefulness and necessity of the required capacity.f. Work on the railways generally demands a (single) large possession and multiple smallerpossessions (for preparation and finishing work). These smaller possessions are implemented asmuch as possible in the maintenance roster. If the maintenance roster provides insufficientcapacity, ProRail will communicate this and determine the required capacity for preparation andfinishing work no later than 13 weeks before implementation. ProRail will consult with thetitleholders involved on how to fit in the extra required capacity; if no consensus can be reached,the procedure for handling of the dispute as referred to in the previous paragraph also applies.The purpose of the above provisions is to make optimal use of the large possessions, which fitwithin the national context.g. The titleholders or ProRail can make their permission subject to the condition that compensation isprovided for the negative consequences that they experience through deviation from the earlierallocated capacity. Such compensation is limited to direct operational costs, accompanied byproper substantiation and specification.h. In case of (potential) disruptions or irregularities 59 that constitute a (potential) threat 60 ,maintenance is required and titleholders lose their capacity rights in order to allow theperformance of work (repairs, urgent replacements, etc.) for restoration/assurance of safe anduninterrupted train traffic. ProRail will strive to carry out this work as much as possible within themaintenance roster.4.4.2 Dispute resolution processCoordination involves technical consultation between experts. Experts can have a difference ofopinion resulting in a deadlock in case of a conflict. In order to maintain progress in the capacityallocation process, there is a dispute resolution scheme that produces a decision within 10 workingdays.By applying the scheme described in this paragraph, ProRail complies with the provisions of Article 21Paragraph 6 of Directive 2001/14/EC.An applicant or ProRail can initiate the dispute resolution process during the coordination phase of theannual timetable up to 10 working days before determining of the capacity allocation for the annualtimetable.A titleholder can also invoke the dispute resolution regulations if it feels prejudiced by the manner inwhich ProRail, in determining the capacity allocation, has deviated from the draft timetable presentedby ProRail on an earlier occasion; in such a case, the titleholder must invoke the dispute resolutionregulations within 5 working days of determination of the capacity allocation by ProRail.The dispute resolution procedure prescribes a meeting whereby the parties involved will be offered afair hearing with the objective of resolving the conflict. If no solution is achieved, the chairman willpronounce his decision - to the Allocation Table - within 10 working days of the dispute beingsubmitted. This decision then serves as the point of departure for further coordination. ProRail will actas chairman in case of conflicting applications between titleholders (traffic/traffic). In case of a conflictbetween an application by a titleholder and the required capacity for scheduled work on or near thenetwork or the maintenance roster, the dispute will be handled by a chairman independent of ProRail,who will be appointed by ProRail with the approval of the titleholders. Handling of the dispute will inthat case produce an advice from which ProRail may only for good reasons deviate in its capacityallocation. ProRail will communicate these reasons to the titleholders involved.5960To be ascertained on the basis of inspections, notifications, disruptions, etc.This constitutes a further specification of the situation "in case of emergency" as referred to in Article 8Paragraph 3 of the General Terms & Conditions.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 55

4.4.3 Congested infrastructureCapacity bottlenecks can be signalled during the annual timetable allocation process or following aforecast of capacity applications for the near future. Bottlenecks may concern physical or otherlimitations (including noise, rail safety and external safety) of the capacity. This could lead to ProRaildeclaring parts of the infrastructure congested 61 . Following a congestion statement, ProRail willperform a capacity analysis 62 within 6 months. Within 6 months of completion of the capacity analysis,ProRail will draw up a capacity-enhancement plan 63 in consultation with the titleholders involved.Using a cost-benefit analysis, ProRail will establish the most cost-effective solution for the capacityenhancementplan. Solutions can take the form of changes in either the infrastructure or the timetable.4.4.4 Impact of framework agreementsA single framework agreement applies for the 2014 Timetable:ProRail has with regard to the main railways between Arnhem and Winterswijk concluded a frameworkagreement with two titleholders, to the effect that in the capacity allocation for the performance ofpublic transport on the basis of concessions granted to the relevant railway undertaking(s) as referredto in Section 19 Passenger Transport Act 2000, a supply service can be carried out, inclusive of thecapacity required for such on the railway yards located along the stated main railways.The framework agreement complies with the conditions stated in Chapter 2.3.1.ProRail allows railway undertakings to indicate their need for a type of framework agreement wherebypriority can be assigned to the allocation of stabling capacity at railway yards. This be gearedspecifically to those situations in which the development and realisation of facilities at the expense ofthe titleholders. Before concluding a framework agreement of this type, ProRail will invite the othertitleholders involved to express their opinion on the intended framework agreement.4.4.5 Support systemsThe support systems used in (the preparation of) capacity allocation are stated in Table 4.2 togetherwith a brief description. Also, a more detailed description is given of the applications below.• Donna, see Section 1 of appendix 23.ProRail also offers the ‘Facility planning via Donna’ service, see § 5.5.2, for converting aspecification for a requested train path in a draft timetable and entering the draft timetable in theDonna application.• Path Coordination System, see Section 2 of appendix 23.• EMMA, see Section 3 of appendix 23.• RADAR, see Section 4 of appendix 23.• ISVL, see Section 5 of appendix 23.The most important support systems for the allocation process are VPT/Donna and Radar. Railwayundertakings can make use of these. VPT is being replaced by Donna. Donna is the leading systemfor the basic hour pattern and annual timetable process, as well as the 2014 ad hoc phase. Should itappear necessary to fall back on VPT, this will be announced by means of a supplement to theNetwork Statement.Table 4.2List and brief explanation of the applicationsProcess System Brief explanationDeterminebasic hour patternsDonna BUInformation and communication system to support thescheduling and allocation of the train service. The basichour pattern is recorded in Donna BU.616263The congestion statement is an Appendix to the capacity analysis and is published on the website of ProRail(www.prorail.nl > vervoerders > capaciteitsverdeling > knelpunten in capaciteit).See the website of ProRail (www.prorail.nl > vervoerders > capaciteitsverdeling > knelpunten in capaciteit)See the website of ProRail (www.prorail.nl > vervoerders > capaciteitsverdeling > knelpunten in capaciteit)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 56

Process System Brief explanationAnnual timetableallocationAllocation in the adhoc phaseDonna BD‘Path CoordinationSystem’ of RNERADAREMMADonna BD update(change sheets)VPT17/Donna SDInformation and communication system to support thescheduling and allocation of the train service. The detailsof the timetable for 7 traffic days of 24 hours in a standardweek are recorded in Donna BD.An Internet application with which capacity is applied for atinternational level, and the allocated capacity is published.Application supporting the allocation process formaintenance versus traffic, as well as thecommunication thereon with the parties involved.Supports the scheduling and coordination for stationarycapacity, and the communication on scheduling andcoordination with regard to applications for trafficcapacity.Information and communication system to support thescheduling and allocation of the train service. The detailsof the timetable for 7 traffic days of 24 hours in a standardweek are recorded in Donna BD. The detailing of the timetablefor specific days and scheduling of train paths are recordedVPT 17/Donna SD.ISVL Application for submitting applications between 52/36hours and 30 minutes before departure.4.5 Allocation of capacity for maintenance, renewal andenhancementsThe procedure for the allocation of capacity for performing work on or near the network is described inChapter 4.4.4.6 Non-usage / cancellation rulesIf it becomes clear one hour before departure that the capacity will not or cannot be used by thetitleholder, ProRail is entitled to grant the capacity to other titleholders. If it appears that the capacityreserved in catalogue/BIT paths for freight transport will probably not be used, this capacity will fromthe time of delivery to traffic control become available for other market segments. ProRail candesignate specific train paths that will become available sooner.If a titleholder within a period of at least 4 weeks utilises less than 80% of the capacity for publicpassenger transport on route sections and platform tracks allocated in the annual timetable (includingchange sheets), or uses less than 50% of the capacity for other purposes, ProRail can reclaim thecapacity rights, whereby the titleholder is notified at least 1 week in advance.To prevent unused capacity at railway yards, capacity on one or more specific tracks can be allocatedto multiple titleholders for combined use. In doing so, titleholders can cooperate whereby one of themis designated as being responsible for the daily logistical coordination. Moreover, it applies in generalterms that, if less than half of the days have been used during a period of at least 4 weeks, ProRailcan reclaim the capacity rights, whereby the titleholder is notified at least 1 week in advance.Capacity rights will not be reclaimed if non-utilisation is due to non-economic reasons beyond thecontrol of the titleholder. ProRail will investigate - also through enquiries with the titleholder involved -whether such is the case.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 57

4.7 Exceptional transportsThe regulations for Exceptional Transport are provided in Section 1.2 of appendix 6.4.8 Special measures to be taken in the event ofdisturbanceProRail makes tracks and routes available in accordance with the capacity allocation procedure.Regulations to be agreed upon:► ProRail has drawn up the division of responsibilities with regard to the choice of routes in Section1.1 of appendix 6 Operational Conditions, and wishes to include these in the Access Agreement.◄4.8.1 PrinciplesProRail is authorised by the Rail Traffic Decree and the General Terms & Conditions 64 in certainsituations to deviate from previously allocated capacity and thus to intervene in the intended flow ofthe train service and the operating processes of railway undertakings. The railway undertaking willcomply with the instructions given under such conditions by ProRail 65 . ProRail may exercise thisauthority in case of incidents, deviations or disruption of the planned flow of traffic, in particular:a. In the event that the train running deviates from the schedule to such an extent that it affects therunning of other trains or operating processes, or otherwise gives rise to an out-of-controlsituation.b. In the event of disruptions or unforeseen restrictions in the availability of the infrastructure.c. By order of public authorities.d. In case of emergencies.e. In case of threat of danger.f. To prevent situations in which the guidelines applicable to ProRail by law are in danger of beingtransgressed.g. To bring an end to situations in which the guidelines applicable to ProRail by law are beingtransgressed by use.h. In the event of potential enforcement of an administrative order and to prevent the consequencesthereof.These intervention measures, see Chapter 4.8.2, are aimed at ensuring safety and restoring theplanned flow of the traffic in a controlled manner with as little disruption as possible.Preference is given to maintaining, as best as possible, the routes - which have been assessed interms of feasibility and safety - stated in the year plan, except in case of regular detour routes.4.8.2 Operational regulationsIntervention measures taken in case of an incident, deviation or disruption as described below.• Reduced availability of the infrastructure.• If one or more trains fall outside the agreed capacity without any reduced availability of theinfrastructure.• Extreme values of axles and wheels.1. Blocked infrastructureDue to an obstruction on the open track or a node, a situation may arise whereby the railwayundertaking does not acquire the infrastructure capacity to which it is entitled according to theallocation plan. In such cases, the remaining (available) infrastructure capacity is divided as bestas possible among the affected railway undertakings in proportion to the most recently applicable6465Section 23 Paragraphs 1 and 2 Rail Traffic Decree, Article 15 Paragraph 1 General Terms & Conditions.Section 23 Paragraph 3 Rail Traffic DecreeNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 58

allocation plan. Trains that are unable to run due to a blocked infrastructure are regarded asdelayed trains, unless such trains are definitely cancelled under the terms of handling agreements.In drawing up a new plan, ProRail will apply the obstruction measures as agreed in advance withthe railway undertakings involved.If ProRail, due to circumstances, is forced to deviate from these measures, such will take placeafter consultation with the railway undertakings involved.A transport operator may, on suitable grounds, request a change to the measure agreed inadvance. ProRail will accept this change on condition that it does not prejudice any other railwayundertakings. Deviating agreements with regard to a specific incident can be made in the OCCR(regional policy team incident management) or in the LBI (national policy team incidentmanagement).2. Train deviates from the allocation planA train deviates from the allocation plan if the delay is such that the train takes up otherinfrastructure capacity and prescribed in the allocation plan. If a train exceeds the delay marginsagreed with the railway undertaking, the affected train is rescheduled subject to the specificationsof the railway undertaking concerned. A path, which is free of conflict with the trains of otherrailway undertakings, is determined. This principle is detailed in handling agreements contractuallylaid down with the railway undertaking.In case of two trains that deviate from the allocation plan, these are rescheduled subject to thespecifications of the railway undertakings concerned. If these two trains compete for the sameinfrastructure capacity, the sequence of the available infrastructure paths will be determined onthe basis of the 'first come first served' principle. If ProRail is forced to deviate from this principle,such will take place following consultation with the railway undertakings concerned. The sameapplies if one or more railway undertakings make a request for change.3. Extreme values of axles and wheels.ProRail has installed measuring systems at certain strategic locations to measure extreme valuesof trains. This concerns the Hotbox system, which measures the temperature of axles and axleboxes, and the Quo Vadis system, which measures the running surface of wheels and the forcesexercised by wheels on the rails.If these systems ascertain that these critical values are exceeded, an alarm report will be sent tothe traffic control. Traffic control will inform the driver and instruct that the train be brought to astandstill at a specified point. Point of departure is to bring the train to a standstill on a straightsection of track, to avoid lateral forces on the axles and wheels as much as possible. Trafficcontrol will consult with the driver on how to check the axles/wheels in a safe manner.The Hotbox en Quo Vadis systems can provide data in the form of a customised report, seeChapter 5.5.11 ‘The provision of various measurement data (Quo Vadis)’.ProRail will inform DB Netze and Infrabel about any change in the timetable for cross-border trafficmade by ProRail. Coordination takes place on discovery of a (potential) timetable conflict. Keyrail andProRail inform each other through the shared system use of intervention systems. Coordination incase of a changed or new timetable takes place by testing in ISVL and in the dynamic time pathdiagram and/or by means of telephone contact.4.8.3 Foreseen problemsIn the handling agreements with railway undertakings, ProRail seeks as far as possible to determinethe invention measures in advance.Regulations to be agreed upon:► ProRail has described the regulations concerning handling agreements in Section 2.1.2 ofappendix 6 Operational Conditions, and wants to include these in the Access Agreement. ◄Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 59

4.8.4 Unforeseen problemsIn the event that a disruption and the intervention measure involve only one railway undertaking anddoes not affect the capacity allocated to other railway undertakings, the intervention measures to betaken are determined as much as possible in consultation with the railway undertaking in question.Ultimately, ProRail decides on the measures to be taken.ProRail does not apply any priority rules per train type.Regulations to be agreed upon:► ProRail has described the regulations concerning unforeseen interventions, including thosesituations in which the handling agreements were not applicable, in Section 2.1.2 of appendix 6Operational Conditions and wants to include these in the Access Agreement. ◄4.8.5 Real-time information on train movements and train serviceProRail offers the services below.• Real-time information on train movements via one or more subscriptions to the VIEW application.The application and manner of provision is described in Section 1 of appendix 24. It is possible toacquire further subscriptions, see the Real-time information on train movements (VIEW) service inChapter 5.5.3.• Train service report. The reports with standard information products are described in Sections2and 3 of appendix 24. It is also possible to acquire information in the form of a customised report,see the Information on customised train service: facts services in Chapter 5.5.8 and Informationon customised train service: monitoring in Chapter 5.5.9.• The causes of train deviations assign to railway undertakings via the Approval Monitoringapplication. Railway undertakings can use this application to accept or reject the cause of traindeviations. The application and manner of provision is described in Section 4 of appendix 24.4.8.6 Cooperation railway undertakings and ProRailThe Operational Control Centre Rail (OCCR) is an operational collaboration by the railway sector, withan own identity and accompanying facilities, including a national control room.In the OCCR, railway undertakings and ProRail work together in a shared workspace on the handling(and anticipation) of disruptions, disasters and other exceptional situations in the logistical andinfrastructural processes (including power and ICT systems). In terms of handling, ProRail and therailway undertakings each retain their own statutory tasks and responsibilities in accordance with theRailways Act. The OCCR is open to all railway undertakings operating on the railway networkmanaged by ProRail.For further information on the work procedures within the OCCR or on making use of the OCCRfacilities, including the costs involved, see the document ‘Guide to the OCCR’, which is available onthe OCCR website (www.occr.nl > documenten).4.8.7 Guaranteeing detectionProRail designates tracks and routes that are not used regularly for normal services, but are importantfor traffic flow when rescheduling measures are necessary. In order to guarantee the reliability of thedetection systems on the tracks and routes, the interval between two successive runs along thosetracks and routes may not exceed the set limit values. For this purpose ProRail may instruct certaintrains to take an alternative route so that the limit value is not exceeded (‘rust-clearance running’).Regulations to be agreed upon:► ProRail has described the regulations concerning handling agreements in Section 2.4 of appendix6 Operational Conditions, and wants to include these in the Access Agreement. ◄Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 60

4.9 Allocation of capacity for service facilitiesThe capacity rights for use of the facilities stated in Chapter 3.8 are applied for and treated in theregular capacity allocation process. The use of these facilities, insofar as managed by ProRail, isoffered in the form of services (see Chapter 5.4).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 61

(empty page)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 62

5 Services5.1 IntroductionProRail offers a broad package of services. This chapter deals with the services provided by ProRailduring the 2014 Timetable as regards the use and development of the railway infrastructure andsupplementary facilities 66 by railway undertakings and other titleholders. ProRail also offers serviceswith regard to the planning and performance of the timetable, as well as performance analysis.The Table in appendix 23 shows the relationship between the services provided by ProRail and theservices offered by other infrastructure managers cooperating in RailNetEurope, as well assupplementary facilities.The services provided by ProRail are classified according to functionally cohesive service groups, asshown in the table below.Table 5.1List of service groupsService group Description ChapterNetwork and Train Services concerning the use of the railway infrastructure by train traffic 5.2PathTransfer Services concerning access to and use of transfer facilities at stations 5.3Railway Yards Services concerning the use of the railway infrastructure for the stabling and 5.4shunting of passenger and freight trains, as well as the use ofsupplementary facilities at railway yardsInformation Supporting/supplementary information services to railway undertakings 5.5The description of the services, see Chapters 5.2 to 5.5, includes, insofar as applicable, the tariff andcategory in which the service is classified according to Annex II of Directive 2001/14/EC. Thisclassification forms the basis for determining the tariff. Chapter 6.2 explains the principles of the usercharge, while Chapter 6.3 states specific regulations concerning tariffs.All services referred to in this chapter are offered and managed by ProRail, unless explicitly statedotherwise.All services referred to in this chapter are governed by the General Terms and Conditions (seeappendix 5). If specific conditions apply to a service, this is stated in the form of delivery and/or userconditions.Delivery conditions are the terms and conditions applied by ProRail to the purchase of the relevantservice. The user conditions specify the resources required by the railway undertaking to make use ofthe service as well as the terms to be complied with by the railway undertaking when making use ofthe service.As regards information services (ancillary services, as referred to under Category 4 in Annex II toDirective 2001/14/EC), ProRail reserves the right to limit new or extra applications for a service, or to(temporarily) refuse access to a service if this application or extension cannot be delivered within thecurrent capacity of the service.Regulations to be agreed upon:► The services to be acquired by the railway undertaking are laid down in the Access Agreement. ◄FacilitationProRail informs railway undertakings of the possibility provided by the Railways Act to realise and useinfrastructural facilities at railway yards and in transfer areas for own account, on the basis of an66The table in shows the relationship between the services provided by ProRail and the services offered byother infrastructure managers cooperating in RailNetEurope, as well as supplementary facilities.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 63

agreement with ProRail and, if necessary, a permit as referred to in Section 19 Railways Act. ProRailhas been authorised to grant such a permit.If a railway undertaking for its operational processes requires land or a facility at a railway yard that isnot offered by ProRail, such can be facilitated by ProRail under conditions. ProRail can offerfacilitation in the cases below.• Use of landPermission to use land managed by ProRail. For example, if a railway undertaking requires spacefor storage containers.• PermitProviding a permit for the realisation and operation of a facility by a railway undertaking. Forexample, if a railway undertaking wishes an own cleaning platform on land managed by ProRail.ProRail can within the context of the environmental permit serve as the contact for the competentauthority.• UtilitiesProviding utility connections for the railway undertaking's facility at the latter's expense. Forexample, if a train washing line requires a water and/or electricity and/or sewage connection bymeans of underground infrastructure, whereby ProRail retains ownership and management of theunderground infrastructure.The conditions under which ProRail can provide facilitation are determined on a case-by-case basis.5.2 Network and Train Path service groupThis service group comprises all services required for reserving and using train traffic capacity on thenetwork and other railway infrastructure managed by ProRail. The services below are provided.1. Train Path2. Overhead Contact Line3. Exceptional Transport5.2.1 Train PathServiceDescriptionUse of train pathsThe use of train paths according to the right to train paths acquired through thecapacity allocation process, plus the elements of the minimum access package asreferred to in Annex II of Directive 2001/14/EC:a. The handling of applications for infrastructure capacity 67 . For this purpose,ProRail provides the DONNA, EMMA, RADAR, ISVL and Path CoordinationSystem, as described in appendix 23.b. The reserving of capacity according to the agreed capacity location.c. The use of the tracks on route sections and stations for train and shuntingmovements as well as the stationary use of tracks insofar as necessary fortraffic flows (passing, direction changes, etc.) according to the agreed capacityallocation or intervention. Additionally, the stationary use of platform tracksinsofar as necessary for the (dis)embarking of passengers and/or (un)loadingof freight, as well as the stationary use of tracks not being platform tracksduring a maximum of 3 hours preceding and/or following a train or shuntingmovement.d. The train service and traffic control for both centrally and locally controlledareas, including use of the radio-communication system for rail safety GSM-RVoice, as described in Table 3.4 of § 3.3.3.3.e. The provision of all information required to carry out the train service for whichcapacity has been applied for, through, e.g., the RailMaps application (seeTable 3.1 in § 3.3), the Rail and Road Signs application (see Table 3.2 in § 3.3)and the information on Temporary Speed Restrictions’ (see Table 3.3 in § 3.3).f. The provision of information to the railway undertaking about train service67Trains subject to the user charge exemption scheme (due to instructions by ProRail) can only be applied foron the basis of a timetable entered by the applicant into VPT/Donna or via an application via ISVL.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 64

Where is the serviceprovidedApplicationEU category 68Tariffhandling via the ISVL application (see Section 5 of appendix 23).g. The provision of information to the railway undertaking about train servicehandling via the VIEW application (see Section 1 of appendix 24).h. The provision of information, in the form of a standard data file, on the factualrealisation of the train service via, e.g., the Realisation/Facts service (seeSection 2 of appendix 24) and the Monitoring report (see Section 3 of appendix24).i. The possibility of accepting or rejecting causes of train deviation assigned torailway undertakings via the Approval Monitoring application (see Section 4 ofappendix 24).j. The services of ProRail’s emergency organisation pertaining to alarm signals,the evacuation and clearing of the tracks after accidents and irregularities, aswell as the re-railing of railway vehicles and moving damaged railway vehiclesto a safe place where they will not hinder traffic. This also includes the integralcoordination of the operations of railway undertakings in these circumstances,as well as coordination with the competent authorities and their emergencyservices (deployment costs at the expense of the causing party). The costs ofretaining the emergency organisation are included in the tariff per trainkilometre. The deployment costs are charged to the causing party.This service is provided on main railwaysVia capacity allocation processCategory 1 (minimum access package)The tariff depends on the weight category of the train and is charged per trainkilometre:Weight categoryTariffDelivery timeDelivery termsUser conditionsup to 160 tons € 0.7592between 161 and 320 tons € 1.0797between 321 and 600 tons € 1.5086between 601 and 1,600 € 2.4158tonsbetween 1,601 and 3,000 € 2.9088tonsfrom 3,001 tons € 3.1553The HSL levy (see Chapter6.2) is € xx.xx 69 per train kilometre.The deployment costs of the response organisation: actual deployment costs, perincident.According to the order times of the capacity allocation process.Titleholders who do not qualify as railway undertaking can exclusively acquire fromProRail the items a and b of this service, as described above.Also applicable are the delivery terms stated in the tables and appendices asreferred to in the description of the service.The Operational Conditions (see appendix 6) are applicable.The service is limited to use by normal traffic, not being Exceptional Transport (seeSection 1.2 of appendix 6).With a view to optimising the use of the capacity of the main railways, the partiesmay agree on the application of the Quiet Train Kilometres performance scheme(see appendix 27).Also applicable are the user conditions stated in the tables and appendices asreferred to in the description of the service.6869In accordance with Annex II of Directive 2001/14/ECProvisional tariff is set after determination of the capacity allocation for the 2014 TimetableNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 65

QualityKPIs with the limit values below are used to measure quality.KPI 2013 20142015KPI Punctuality < 3 minutes passengers 87% 87% 87%KPI Punctuality < 3 minutes freight 81% 82% 83%KPI Train paths delivered 98% 98% 98%5.2.2 Overhead Contact LineServiceUse of the overhead contact lineDescriptionUse of the overhead contact line and all other parts of the traction power supplymanaged by ProRail.(for the purchase and consumption of electrical traction energy, see Chapter 5.6)Types The traction energy supply systems are stated in appendix 17.Where is the service On electrified railways, see appendix 17.providedApplicationVia account managementEU categoryCategory 2 (track access to service facilities).TariffThe tariff is € 0.030164 per kWh.Included in the tariff are the transport costs charged by grid managers to ProRail.Delivery termsDelivery of the service is supplementary to the Train Path service.Pursuant to the Electricity Act 1998, ProRail is designated as ‘manager of a privatenetwork’ for the management of the traction power supply network. In this capacity,ProRail requires the parties who make use of this facility to submit a periodicstatement of their actual and expected power consumption, with a distinctionaccording to consumption on the 1500V network and the 25kV network.Prior to the contracting of the service, the railway undertaking will submit a forecastof the consumption of electrical traction power during the coming 5 years, with adistinction according to consumption on the 1500V network and the 25kV network,as well as a statement in accordance with the model statement for ‘use andpurchase of electrical traction energy’ as further described in Chapter 5.6 for thepurchase and consumption of electrical traction energy.User conditions The maximum current collection per route section is stated in appendix 17.QualityDe-icing is limited to use of the available short-circuit switches5.2.3 Exceptional TransportServiceFacilitating exceptional transportDescriptionStandard regulations and customised regulations for exceptional transport, seeChapter 2.5 and 4.7.Where is the service This service is provided on main railwaysprovidedApplication Via One-Stop-Shop (Chapter 1.9.1)EU categoryCategory 3 (additional service)Tarifffor standard regulations: included in the user charge for the Train Path service.for customised regulations: actual costs, agreed on a case-by-case basis.Delivery timeSee Section 1.2 of appendix 6 Operational ConditionsDelivery termsSee Section 1.2 of appendix 6 Operational ConditionsUser conditions See Section 1.2 of appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 66

5.3 Transfer service groupThe service group concerns services that enable the transfer of passengers. In a more restrictedsense, this service group concerns access to and use of station facilities.5.3.1 Transfer AreaServiceDescriptionWhere is the serviceprovidedEU categoryTariffThe use of passenger platforms and transfer area with accompanying facilitiesUse of passenger platforms (see §3.6.1) and transfer area with accompanyingfacilities (see § 3.6.2) to enable the comfortable, fast and safe passage ofpassengers• from outside the station to the trains and vice versa• transfer between trains.The accompanying facilities enable the comfortable waiting for the arrival of trainsand the display of information on the (current) train service. A standard set of travelinformation systems is available, depending on the size of the station.At the stations as referred to in appendix 26 (with station classification).Category 2 (track access to service facilities)The tariff depends on:• The station category; for the definition of the various station categories(cathedral / mega / plus / basic / stop) see § 6.3.2, station classificationsaccording to appendix 26.• The train stop code; for the definition of the various train stop codes (A / B / C)see § 6.3.2with the following amount per stop:StationcategoryTariffTrain stop codeA B Ccathedral € 4.35 € 5.80 € 7.25mega € 3.01 € 4.02 € 5.02plus € 2.31 € 3.08 € 3.85basic € 1.54 € 2.05 € 2.57stop € 0.69 € 0.92 € 1.165.3.2 Extra Presentation Facilities (for current travel information)ServiceDescriptionTypesWhere is the serviceprovidedApplicationEU categoryTariffExtra presentation facilities for current travel informationThe placement of extra presentation facilities (for the display of current travelinformation) on stations, plus the management and maintenance of these facilities.The presentation facility consists of an 'InfoPlus system' (TFT screen), which isavailable in the variants below.Type 1: train view (screen with current list of departing trains)Type 2: platform view (screen with current departure information for trains onplatforms)Type 3: platform train view (screen with current departure information on individualplatforms)On stations in the Netherlands managed by ProRailVia account managementCategory 4 (ancillary service)On requestNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 67

Delivery timeDelivery termsUser conditionsAvailability / reliabilityOn requestIn line with policy (available on request from Account Management) and inaccordance with quoteAvailability of sufficient train position information and sufficient GSM-R coverAvailability 7 x 24 hours, with the exception of disasters and maintenance.The helpdesk is available 7 x 24 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).5.4 Railway Yards service groupThis service group concerns the stabling of passenger and freight trains at railway yards and use ofthe on-site facilities. The following services are provided:1. Stabling and Sorting Lines2. Operation of Refuelling Systems3. Faeces Discharge5.4.1 Stabling and Sorting LinesServiceDescriptionTypesWhere is the serviceprovidedApplicationEU categoryTariffThe use of stabling and sorting sidings with the accompanying facilities and theapplication for viewing the environmental permits.This service concerns the use of:• Tracks during a contiguous period of 3 hours or longer, for stabling, shunting,refuelling, loading and unloading, inspecting and upkeep of railway vehicles forpassenger and freight trains.• The track facilities below that are available on publication of the NetworkStatement.− Loading and unloading facilities (see Table 3.7 in § 3.7)− Depot power supply (see Table 3.8 in § 3.8.3)− Train preheating (see Table 3.9 in § 3.8.3)− Filler hydrants (see Table 3.10 in § 3.8.3)− Service cabinets (see Table 3.11 in § 3.8.3)− Brake-testing cabinets (see Table 3.12 in § 3.8.3)− Use of guidance for (dis)embarking facilities (see Table 3.13 in § 3.8.3)− Service paths and roads (see Table 3.14 in § 3.8.3)− Walkways (see Table 3.15 in § 3.8.3)− Lighting (see Table 3.16 in § 3.8.3)− Refuelling systems (see Table 3.17 in § 3.8.4)• the Permit Management System (VBS) (see Table 3.5 in § 3.4.2.1)A distinction is made between tracks that are and are not included in the safetysystem of centrally controlled areas.On railway yards and platform tracksVia the capacity allocation processCategory 2 (track access to service facilities)The basic tariff per metre of track per year:• € 53.60 for the tracks included in the safety system of centrally controlledareas.• € 36.23 for tracks not included in the safety system.Depending on the term of use, the basic tariff is multiplied by a factor:Table TermTariff1* for all days of the timetable basic tariff2 for an individual day basic tariff * 250% / 365* The tariff in proportion to the number of days during that period applies for a partof the timetable.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 68

Delivery termsUser conditionsA reservation fee of 25% of the estimated user charge is charged for allocatedcapacity. This is deducted from the actual user charge owed (if higher than thereservation fee). Settlement takes place on a track by track basis. No settlementwith other tracks is possible. Allocated capacity can be returned, subject to a noticeperiod of one month.If the user right to a track is divided among multiple railway undertakings(timesharing), the user charge is shared equally among the undertakings involved.This only applies to annual timetable applications that concern all the days of thetimetable year.No settlement will take place if due to incidental work on or near the network, or incase of emergencies, use must be made of tracks for which no user rights wereacquired, or use must be of tracks for which user rights were acquired, but whichcould not be used.If replacement capacity is agreed in case of competing applications for stablingcapacity and the maintenance roster during the coordination of the annualtimetable, the tariff of the user right will be based on the original application.The monthly instalment for the user right to stabling will be determined on the basisof the annual timetable (‘amount B’), divided by 12. In case of a change to theagreed stabling capacity, the earlier calculated user charge for the entire annualtimetable (‘amount A’) will be recalculated on the basis of the fiction that theinformation on the agreed stabling capacity was available prior to the conclusion ofthe agreement. Any difference between ‘amount A’ and ‘amount B’ will be includedas a one-off item in the first following monthly invoice.The tariff for use of the Sloe refuelling system is included in the user charge for theStabling and Sorting Lines service. For the use of the other refuelling systems, seeVIVENS information (§ 5.6).The service is only provided in combination with the Train Path service.The Operational Conditions (see appendix 6) are applicable.Also applicable are the delivery terms stated in the tables and appendices asreferred to in the description of the service.ProRail can impose conditions on the performance of work in/on railway vehicles onstabling and sorting lines. Such conditions may concern:• safety requirements,• preventing nuisance to other users,• protecting the assets of ProRail,• the applicable legal provisions (including environmental permit).The use of stabling and sorting lines with certain categories of vehicles and/or loadsmay be subject to restrictions on grounds of environmental legislation. Theenvironmental permits acquired on the basis of the environmental permit serves asthe legal framework against which the capacity applications are tested. All currentenvironmental permits for railway yards are available for consultation via theenvironmental permits management system. These permits contain all theprovisions with which titleholders must comply.Stabling lines in a centrally controlled area, fitted with GRS and JADE track circuitdetection, are subject to rust clearance regulations. Further clarifications provided inSection 2.5 of appendix 6.Also applicable are the user conditions stated in the tables and appendices asreferred to in the description of the service.5.4.2 Operation of Refuelling SystemsServiceDescriptionOperation of refuelling systemsUse of refuelling systems for fuel supply in the operator's businessprocesses, as well as the operation of fuel supply to third parties.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 69

Where is the serviceprovidedApplicationTariffDelivery termsUser conditionsThe refuelling system stated in appendix 21, with the exception of the refuellingsystem at Sloe railway yard.Via Account ManagementThe user right to operate a refuelling system is granted free of charge, incombination with the obligation to exercise the daily management and the provisionof fuel supply via the refuelling system to third parties.The refuelling systems are operated by members of VIVENS (see Chapter 5.6). Arefuelling system can only be run by one operator.The user right to operate a refuelling system is granted under conditions concerningdaily management and fuel supply via the refuelling system to third parties.5.4.3 Faeces DischargeProRail offer faeces discharge services. A distinction is made between:1. fixed faeces discharge, and2. mobile faeces discharge (trolleys).5.4.3.1 Fixed faeces dischargeServiceDescriptionFacilityTypesWhere is the serviceprovidedApplicationTariffUse of fixed faeces dischargeUse of fixed faeces discharge for the emptying of closed toilet systems and thefilling with rinsing water.Extraction system for the discharge of faeces including sewerage connection, and awater connection for filling the toilet systemFixed faeces discharge system for domestic wastewater.At the Groningen and Leeuwarden railway yards.ProRail will not install any additional fixed faeces discharge systems.Via Account ManagementThe charge for the use of the fixed faeces discharge facility comprises (locationspecific) the costs of the management and maintenance of the facility, as well as(part of) the installation costs. The level of the tariff determined in part by thenumber of users of a facility. N.B. Use of this service is not included in the usercharge for the Stabling and Sorting Lines service.Delivery termsUser conditionsProRail reserves the right to offer the use of faeces discharge other than thoseavailable on announcement of the Network Statement subject to deviating (tariff)conditions.Wastewater must comply with current environmental legislation.Also, the railway undertaking must provide suitable connections between therailway vehicles and the extraction and water supply systems5.4.3.2 Mobile faeces dischargeServiceDescriptionFacilityTypesWhere is the serviceprovidedApplicationUse of generic facilities for mobile faeces discharge trolleys.Use of facilities provided by ProRail for faeces discharge with service trolleys andfilling with rinsing water.Facilities described in Chapter 3.8.3 (filler hydrants, see Table 3.10 and servicepaths and roads, see Table 3.14), supplemented if necessary by sewerageconnection and/or a container site.See facilityAt railway yards where vehicle services are provided.Via Account ManagementNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 70

TariffDelivery termsUser conditionsThe charge for the use of the mobile faeces discharge facility comprises (locationspecific) the costs of the management and maintenance of the facility, as well as(part of) the installation costs. The level of the charge is determined in part by thenumber of users of a facility. The user charge for existing filler hydrants and servicepaths and roads is included in the user charge for the Stabling and Sorting Linesservice.ProRail reserves the right to offer the use of faeces discharge facilities other thanthose available on announcement of the Network Statement subject to deviating(tariff) conditions.Wastewater must comply with current environmental legislation.Trolleys must comply with locally permitted dimensions and axle loads and are notmade available by ProRail.5.5 Information service groupThe Information service group comprises various services in the area of timetable planning, timetableimplementation and performance analysis:1. Customised functionality of railway infrastructure via Infra-Atlas2. Facility planning via Donna3. Real-time information on train movements (VIEW)4. Real-time information on train movements (VKL-IS)5. Real-time information on international train movements (TIS)6. Route section videos for driver training7. Additional applications with GSM-R8. Information on customised train service: facts9. Information on customised train service: monitoring10. Information on train service: historic train movements (TOON)11. The provision of various measurement data (Quo Vadis)5.5.1 Customised functionality of railway infrastructure via Infra-AtlasServiceDescriptionFacilityApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsCustomised functionality of railway infrastructure via Infra-AtlasProvision of specific information on the functionality of the railway infrastructureusing Infra Atlas data.Example of customisation is a specific question about a cross-section or a questionnot described in the IRS IAUF (Interface Requirement Specification Infra AtlasExchange format).For a description of the Infra Atlas application or to receive data within the InfraAtlas standard delivery package, see Table 3.1 in §3.3 (Infra Atlas is part of theRailMaps application).One or more data files (text files).Via account managementCategory 3 (additional service)On requestOn request, depending on specific requirementsChanges to the data that cause conflict with the original data are prohibited.Yet to be agreed upon.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 71

5.5.2 Facility planning via DonnaServiceFacility planning using the Donna application.Description For the Donna application, see Section 1 of appendix 23.Converting a specification for a requested train path into a draft timetable andentering the draft timetable in Donna.Application Via the website of ProRail (www.prorail.nl > vervoerders > diensten > informatie >Donna)EU categoryCategory 3 (additional service)TariffYet to be agreed on the basis of costs.Delivery timeYet to be agreed upon.5.5.3 Real-time information on train movements (VIEW)ServiceDescriptionFacilityTypesWhere is the serviceprovidedApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsReal-time information on train movements (VIEW)Real-time information on the movement of trains of railway undertakings in theNetherlands using a view function in the traffic control system of ProRail. Two viewoptions are available. The first concerns the deviation from the planning. Thesecond concerns information on all traffic, with a zoom-in function on a part thereof(e.g., region, route sections).The provision of additional subscriptions for the VIEW application.For the VIEW application, see Section 1 of appendix 24.Access via internet of the workplace connected to the Post21 networkType 1: InternetType 2: Post 21Type 3: OCCRType 1: everywhere where the Internet is availableType 2: at a workplace connected to the Post21 networkType 3: at the OCCRVia account managementType 1: Category 1 (minimum access package)Type 2: Category 3 (additional service)Type 3: Category 3 (additional service)Type 1: A number of subscriptions are included in the user charges for the TrainPath service (in accordance with the delivery terms for the Train Pathservice, see § 5.2.1), for the numbers, see Chapter 1 of appendix 24.A separate charge is agreed for additional licences.Type 2: on requestType 3: on requestType 1: within 5 working daysType 2: on requestType 3: on requestModifications to own systems are for the account of the customer (e.g., InternetExplorer or Java).The data may not be used for any other purpose than for which they have beenprovided by ProRail. Competitive use of this data is thus not permitted.Type 3: A railway undertaking can only acquire a OCCR subscription if it is amember of the OCCR tenants association and has a workplace at theOCCR.Type 1: own PC with Internet connection, Java and an Internet browserType 2: a workplace provided by ProRail which has a connection to the Post21networkType 3: an OCCR PC with Java and Internet browserNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 72

Availability / Reliability7 x 24 hours availability, with the exception of emergencies and maintenance.Helpdesk availability depends on the chosen type:Type 1: Monday thru Friday from 08:00 to 18:00 hoursType 2: 7 x 24 hoursType 3: 7 x 24 hoursAn SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).5.5.4 Real-time information on train movements (VKL-IS)ServiceDescriptionFacilityTypesWhere is the serviceprovidedApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsAvailability / ReliabilityReal-time information on train movements (VKL-IS)Real-time information on passenger and freight train movements in the Netherlandsby means of a subscription to the interface with the traffic control system of ProRail.By taking a subscription to the interface, own systems are fed with data on currenttrain movements (VKL-IS).Data is sent via an interface, making the information suitable for use in ownsystems.Included as standard with this service is the interface (up to the NIS: NetworkInterconnect Service).No variants are available.Up to the NISVia Account ManagementCategory 3 (additional service)On requestOn request (indication approx. 1 to 2 months)Changes to the data that cause conflict with the original data are prohibited. Thedata from the datastream (including in processed form) may only be used forproviding travellers and employees with current information, etc.Not permitted therefore is use for management notifications, punctuality statistics,etc.If the data is (partly) derived from the VKL-IS dataflow and is made public, ProRailmust be included as the source.License required for Corba Interface software.Availability 7 x 24 hours, with the exception of disasters and maintenance.The helpdesk is available 7 x 24 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).5.5.5 Real-time information on international train movements (TIS)ServiceDescriptionFacilityTypesWhere is the serviceprovidedReal-time information on the timetable of international passenger and freight trainsin large parts of Europe by means of a subscription to an interface supported by alarge number of affiliated countries.Train Information System (TIS) is a web application made available byRailNetEurope to infrastructure managers and railway undertakings. This serviceprovides a link with traffic control systems, thereby providing real-time informationon train movements. The system also supports the generation and production ofmanagement reports.Use is provided with a username and password to gain access to TIS.TIS is exclusively available as Internet application.Not location bound. Available on every PC with Internet access.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 73

ApplicationVia RailNetEurope (support.tis@rne.eu)EU categoryCategory 4 (ancillary service)TariffOn request, depending on the specific requirements of the railway undertakingDelivery timeDepending on the specific requirements of the railway undertakingDelivery termsThe railway undertaking can gain access to data concerning own trains provided bythe infrastructure managers with which an access agreement has been concluded.User conditions The user requires a PC with Internet connection and at least Explorer 8Availability / Reliability Availability of application: 7x24 hours (subject to emergencies and fixedmaintenance periods, which are yet to be determined).5.5.6 Route section videos for driver training, on DVD or hard diskServiceDescriptionFacilityApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsAvailability / ReliabilityRoute section videos for driver training, op DVD or hard diskProvision of all or a selection of the available route section videos.For a description of the route section videos, see Table 3.1 in § 3.3 (route sectionvideos are part of the RailMaps application).On DVD or hard disk, in a customary format (AVI).Via account managementCategory 3 (additional service)on requestMaximum 1 working week.The images may not be copied by the user or sold on to third parties. No rights canbe derived from the images. The images are a snapshot, the current situation maydiffer from at the time the images were recorded.Only the most recent images will be provided.ProRail strives to create good-quality images, but cannot guarantee such. It isobvious, for example, that the tracks in tunnels will not be clearly visible. In suchcases, users cannot claim replacement images.Copyrights remain at all times with ProRail.A program to play AVI filesNot the entire network is filmed. A recent update is available of 90% of the networkmanaged by ProRail.5.5.7 Additional applications with GSM-RServiceAdditional applications with GSM-RDescription See for a description of the GSM-R radio communication system Table 3.4.Additional applications include calling outside the GSM-R network, GPRS or SMS(on request).Additional information on functionality, use (also abroad) and support is available ina user catalogue of GSM-R functionality and services. GSM-R roaming is availableabroad on the route sections fitted out with GSM-R in Belgium, Germany, France,Italy, Norway, Austria, the Czech Republic and Switzerland.The catalogue is provided via the One-Stop-Shop.ApplicationEU categoryTariffVia account managementCategory 4 (ancillary service)On requestNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 74

5.5.8 Information on customised train service: factsServiceDescriptionApplicationEU categoryTariffDelivery timeUser conditionsInformation on realisation of customised train service: factsCustomised reports on the performance of the own train services (includingpunctuality, connections, cancelled trains, orders)This service provides information, in the form of a customised report, on theperformance of the own train service in terms of traffic performance, punctuality andconnections. The customised reports allow for comparisons in terms of location ortime, for example.For a description of the standard report, see Section 2 of appendix 24.Via Account ManagementCategory 3 (additional service)on requeston requestMS Office5.5.9 Information on customised train service: monitoringServiceDescriptionFacilityApplicationEU categoryTariffDelivery timeUser conditionsCustomised reports on the causes of disruptions of own train services, includingsafety incidents, delays, cancellations and detours.This service provides information, in the form of customised reports, on clarify willtrain deviations registered byProRail.For a description of the standard report, see Section 3 of appendix 24.Via e-mail or a special, customised interface.Via Account ManagementCategory 3 (additional service)on requeston requestMS Office.5.5.10 Information on train service: historic train movements (TOON)ServiceDescriptionFacilityApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsAvailability / ReliabilityInformation on realisation of train service: insight historic train movements (TOON)The display of operational data of trains (linked to train number): where and whenhas a train run (at section level). The conditions of infrastructural elements are alsoshown.Access to the TOON applicationVia the Servicedesk Infrastructure information infrainformatie@prorail.nl)Category 3 (additional service)On request2 weeksThe data may not be used for any other purpose than for which they have beenprovided by ProRail. Competitive use of this data is thus not permitted.The railway undertaking must have a ProRail-approved version of Citrix clientserversoftware. This can be requested via the Servicedesk Infrastructureinformation.7 x 24 hours availability, with the exception of emergencies and maintenance.The helpdesk is available from Monday until Friday from 08:00 to 18:00 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 75

5.5.11 The provision of various measurement data (Quo Vadis)ServiceDescriptionFacilityTypesWhere is the serviceprovidedApplicationEU categoryTariffDelivery timeDelivery termsUser conditionsAvailability / ReliabilityThe provision of various measurement data (Quo Vadis)This service provides various measurement data that can be used by railwayundertakings for the control and management of operating processes andmanagement information.Measurement data is generated by Quo Vadis and Hotbox systems and includes:• dynamic forces• wheel quality• train weight• number of train wagons• train speed• temperature of the running surface of the wheels and axle boxes.The service is provided by means of a subscription to an FTP server when theunprocessed measurement data is available in XML format.The service can also be provided by e-mail, with a maximum frequency of 1x perday and only for specified data.Tagged trains: data available within minutesUntagged trains: data available within 4 daysOn the network managed by ProRailTrains are measured at 45 Quo Vadis locations in the network. A detailed locationmap is available on request. Additionally, hotboxes are placed at 21 locations.Via account managementCategory 3 (additional service)on request2-3 months after requestThe data may not be used for any other purpose than for which they have beenprovided by ProRail.The railway undertaking must have an Internet connection. The railway undertakingwill acquire an own FTP account with subdirectories contain information.Availability: 7x24 hours, with the exception of disasters and maintenance.The helpdesk is available from Monday until Friday from 09:00 to 17:00 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).5.6 Services by other suppliersThis chapter describes services not provided / offered by ProRail. It is limited to the services providedby one supplier.Purchase and supply of gas oil and electric traction power (1500V network)Purchase and supply of gas oil and electric power via the traction power system on the 1500V networkof the overhead contact line is facilitated by VIVENS (in full: Coöperatief Verenigd Inkoop en Verbruikvan Energie op het Nederlandse Spoorwegnet U.A.).Information on the prices and conditions under which the gas oil and electric power is purchased andfacilitated, as well as contact particulars on the operators, are available on the website ofVIVENS(www.vivens.info).The supply of electric traction power via the overhead contact lines of the1500V network is available under competitive and non-discriminatory conditions to each and everyrailway undertaking, subject to a European tendering contract that has been concluded with therelevant power supplier(s).The railway undertaking that wishes to use the traction power system of the overhead contact linesmust, before contracting the Use of Overhead Lines service described in Chapter 5.2.2, submit astatement in accordance with the model statement for Consumption and Purchase of Electric TractionPower' (see www.vivens.info) which reflects that the railway undertaking has concluded an agreementNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 76

that determines the amount of electric traction power used per railway undertaking, and has concludeda supply agreement with at least one power supplier and has fulfilled all relevant contractualobligations.VIVENS can inform the railway undertakings interested in acquiring electric traction power on the1500V network about the process to be followed.Purchase and consumption of electrical traction energy (25kV network)The supply of electric traction power via the overhead contact lines of the 25V network is availableunder competitive and non-discriminatory conditions to each and every railway undertaking, subject toa European tendering contract that has been concluded with the relevant power supplier(s).The railway undertaking that wishes to use the traction power system of the overhead contact lines ofthe 25kV network must, before contracting the Use of Overhead Lines service described in Chapter5.2.2 make the necessary arrangements with HSA Beheer NV via the e-mail addresscontracten@nshispeed.nl.Travel InformationFor travel information services, contact NS, Travel Information Service Centre by e-mailReisinformatie.DCRI@ns.nl.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 77

(empty page)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 78

6 Charges6.1 IntroductionThis chapter describes the general rules governing the user charge owed by titleholders to ProRail inconnection with the services contracted from ProRail for the acquisition of capacity rights and accessto and use of the railway infrastructure managed by ProRail. The tariffs of the user charge are statedper service in the description of the services in Chapters 5.2 to 5.5. The systems for registration ofconsumption volume are described in Chapter 6.3.6.2 Charging principlesThe user charges are agreed between ProRail and the titleholder and laid down in the AccessAgreement, in accordance with the statutory provisions.Summary of regulations► The Railways Act includes the provisions below.a. The budgeted income from user charges will not exceed the budgeted annual costs to beincurred by the manager for the relevant railway infrastructure. 70b. ProRail may agree to a user charge that also serves to cover the costs of any party other thanProRail with regard to the laying of the infrastructure (in so far as it concerns the networkinfrastructure designated by order in council). 71c. ProRail can agree on an increase in the user charge for the use of congested networkinfrastructure during periods of congestion and to cover the costs of environmental effects ofthe use of the network infrastructure that are not included in the budgeted costs of themanager. 72d. ProRail can agree on a discount as referred to in Article 9 of Directive 2001/14/EC. 73e. ProRail can agree on a discount or a markup in connection with disruptions and with a view toimprovement of the performance of the railway network. 74f. ProRail can agree that the user charge is also owed for agreed capacity of which no use ismade. 75g. The agreed user charge complies with Article 4, Paragraphs 4 and 5, Articles 7 thru 12 andArticle 26, Paragraph 3, of Directive 2001/14/EC. 76 ◄ProRail guarantees that the pricing complies with the requirements of the Railways Act. ProRail will onrequest provide the railway undertakings with information on how the tariffs were calculated, but willnot grant insight into ProRail's business administration.Rules of procedure► Negotiability of the user charges is subject to the rules below.a. Prior to the publication of the Network Statement, ProRail consults and negotiates with thetitleholders about the principles of the user charging system (‘pricing principles’).b. ProRail will during the final phase of negotiation present a draft text of the Network Statementand/or a consultation document with sufficient concrete, complete and correct information. Thetitleholders will be given an opportunity to respond in writing on the presented documents.c. ProRail adopts the Network Statement, while providing an account of the responses received.70717273747576Section 62 Paragraph 1 Railways ActSection 62 Paragraph 2 Railways ActSection 62 Paragraph 3 Railways ActSection 62 Paragraph 4 Railways ActSection 62 Paragraph 5 Railways ActSection 62 Paragraph 6 Railways ActSection 62 Paragraph 7 Railways ActNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 79

d. After publication of the Network Statement, ProRail applies the principles to individual cases ina non-discriminatory manner. Included among those principles are in any event:− The allocation of costs to the various services and service packages.− The method of division of costs into those ensuing directly from the operation of the trainservice and other costs.− The degree in which costs can be specified per distinctive section of the infrastructure.− The model applied by ProRail in order to relate the operating costs of the train service interms of user parameters.− The indexation scheme.e. The tariffs of the user charges for the minimum access package and for access via therailways to facilities (as referred to in Annex II of Directive 2001/14/EC) as listed in theNetwork Statement are based on the costs linked to the qualities and performances describedin this Network Statement. Those tariffs are subject to change if other qualities andperformances are agreed with titleholders in the Access Agreement, which result in a changein costs for ProRail. ◄Pricing principlesThe user charging system for 2014 of ProRail is based on the pricing principles below.a. The user charges of ProRail are determined on the principle that they, together with other incomefrom the management of the network, cover the budgeted network management costs at thebudgeted user volume. ProRail is a non-profit organisation.b. Tariffs are based on ProRail's normative costs.c. User charges for the minimum access package and for access via the railways to facilities (asreferred to in Annex II of Directive 2001/14/EC) are determined to precisely cover the costs thatresult directly from the operation of the train service, without use of the option of additionalsurcharges as provided by Article 8 Paragraph 1 of Directive 2001/14/EC. User charges for theother services are determined to cover the costs of the provided service or facility, on the basis ofthe actual level of use.d. ProRail uses a cost breakdown model to determine the costs ensuing directly from the operationof the train service. In that model, the costs per service are divided into, on the one hand, costsensuing directly from the operation of the train service and, on the other hand, other costs,whereby the principle applies that the costs related to the maintenance of a sound infrastructureare qualified as other costs.e. For the purpose of this Network Statement, use was made of the cost breakdown model datedAugust 2010. The tariffs for the year 2014 are determined by factoring the costs and underlying(traffic) quantities.f. In order to determine the tariffs for the use of stabling and sorting lines included/not included in thesafety system (CBG/NCBG respectively), use is made of an allocation formula based on the costsof maintenance (small-scale maintenance, large-scale maintenance and management) of thosetracks.g. If the share of the costs ensuing from the operation of the train service cannot be determinedthrough allocation into categories on the basis of the activities specified in the businessadministration, that share will be determined on the basis of expert judgements.h. The user charges for the Information service group, in so far as not included in the Train Pathservice, are based on actual costs.The services to be provided are settled on the basis of actual use or in accordance with scheduled useor agreed consumption.Surcharge for scarcity of capacityProRail and the titleholders concerned can for the use of congested network reach agreement on anincrease in the user charge in the sense of Section 7, Paragraph 1 Railway Capacity AllocationDecree. The surcharge is applied if no agreement can be reached during coordination on competingapplications for transport. Use of the surcharge may facilitate agreement. The surcharge is notapplied, however, if the applications can be handled to the satisfaction of the applicants involved.The surcharge is calculated as set out below.• Train pathsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 80

- The affected infrastructure is that part of the network infrastructure where the applicationsconflict with one another. Examples are: the route section between two timetable points, aplatform track, a connection/flyover, a shunting siding.- The period of ‘overload’ is the time, rounded to whole minutes, during which the competingapplications occur. This can re-occur several times during the annual timetable.- Every train path that makes use of the affected infrastructure during the period of overload issubject to a surcharge of € 100.• Use of railway yards- The affected infrastructure is the track subject to competing applications.- The period of ‘overload’ is the time, rounded to whole days, during which the competingapplications occur. This can re-occur several times during the annual timetable.- The surcharge amounts to 300% of the user charge owed under the Stabling and SortingLines service for the affected infrastructure during the period of overload (see Table 1).HSL levyUse of the Hoofddorp – Rotterdam West and Barendrecht – Belgian border route sections 77 is alsosubject to a user charge qualified as HSL levy to cover the costs of laying the high-speed railwaynetwork. The HSL levy must comply with the provisions of the HSL Levy Decree. The HSL levy iscalculated per train kilometre over the distances between the following timetable points:• Hoofddorp Midden – Rotterdam HSL connection (46.0 km)• Rotterdam Lombardijen – High Speed Line Breda border (48.6 km).• Rotterdam Lombardijen – Zevenbergschenhoek connection (29.2 km)• High Speed Line Breda connection – High Speed Line Breda border (16.5 km)The HSL levy is charged for train paths that are actually used, as well as for train paths that have beenallocated to the railway undertaking on conclusion of the Access Agreement, but which have not beenused by the railway undertaking, without these paths having been withdrawn by ProRail pursuant toSection 23 of the Rail Traffic Decree.The HSL levy is however not charged for train paths that the railway undertaking has only been able touse with a delay (or increase in delay) of more than 10 minutes due to defects to the railwayinfrastructure forming part of the High Speed Line Hoofddorp – Rotterdam West and Barendrecht –Belgian border.6.3 TariffsThe tariffs for fixed-tariff services are stated per service in the description of the services in Chapters5.2 to 5.5. These tariffs are stated exclusive of VAT.The tariffs are based on price level 2013, unless stated otherwise. Tariff indexation to price level 2014will take place according to the price development of the consumer price index as stated in the centraleconomic plan of the CPB (Netherlands Bureau for Economic Policy Analysis), Appendix 2.Tariffs applicable for the period from 15 December 2013 up to and including 31 December 2013 arestated in the Network Statement 2013 Combined Network and which apply on 14 December 2013.The tariffs as stated in 5.2 to 5.5 are accompanied by supplementary conditions. Applicablesupplementary conditions are stated per service group in the chapters below.6.3.1 Network and Train Path service group6.3.1.1 Train PathProRail provides the Train Path service at a tariff per train kilometre, based on actual use. This tariffdiffers per weight category.77Section 2 of the HSL Levy DecreeNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 81

ProRail determines distances travelled by means of the traffic control systems. These distances arerounded to 0.1 km; distances < 5.0 km as well as distances travelled on decommissioned tracks arenot taken into account.Train tonnages are measured using ProRail’s weighing systems. Trains that pass multiple weighingpoints during their trip are settled at the average tonnage measured at the various weighing points.Tonnages are rounded to 1 ton. Trains that do not pass a weighing point during their trip are settled atan agreed standard train weight.Regulations to be agreed upon:► ProRail wants to include a Table in the Access Agreement stating standard train weight perrunning characteristic. ◄Trains run in the performance of instructions given by ProRail within the context of management of therailway infrastructure are exempted from the user charges for the Train Path service. To this end,ProRail allocates a number of specific series of train numbers, which may be used exclusively fortraffic run in the performance of instructions given by ProRail. Contractors will on receiving theinstruction, be authorised to use these train numbers for the resulting traffic.Exceptional regulations Enschede – Enschede borderThe Train Path service for use of the Enschede-Enschede border (direction Gronau) route section will,due to the absence of recording traffic control systems, be settled on schedule basis. In determiningthe weight category, the unladen weight of a train set type normally deployed by the railwayundertaking is assumed. To compensate for any kilometres not run, 98.5% of the scheduled trainkilometres, ton kilometres and stops are invoiced.HSL levyProRail will at the end of the month invoice the HSL levy on the basis of a provisional tariff per trainkilometre.The HSL levy due based on the definitive tariff will be invoiced within two months of calculation of thedefinitive tariff of the HSL levy according to the calculation method set out in Section 8 of the HSLLevy Decree, subject to settlement against the provisional invoices.6.3.1.2 Overhead Contact LineThe Overhead Contact Line service is settled in proportion to the number of kilowatt hours deliveredvia the overhead contact line, with a distinction according to consumption on the 1500V network andthe 25kV network. Consumption per railway undertaking is determined on basis of invoices submittedby the railway undertaking for the delivery of electric power via the overhead line, with a distinctionaccording to consumption on the 1500V network and the 25kV network.6.3.1.3 Exceptional TransportNo specific user charges are imposed for the Exceptional Transport service if use is made of standardschemes offered in advance by ProRail.In case of customised schemes, a user charge is invoiced on the basis of the actual costs incurred.This concerns payment for the hours worked by ProRail and compensation of other costs made byProRail for the relevant scheme.6.3.2 Transfer service groupIn case of the Transfer Facilities service, a user charge is applicable per stop, with a distinction into 5station categories (stop / basic / plus / mega / cathedral) and 3 train stop types (A, B, C).The allocation into station categories is provided in appendix 26 and is based on estimated numbersof (dis)embarking passengers, with the threshold values 75,000(dis)embarking passengers per day. A station may nevertheless be classified as 'stop' if the surfacearea of the available transfer area is smaller than 2,000 m2, of which less than 20% roofed. Stations inwhich lifts and/or escalators are present are always classified as 'basic' or higher.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 82

The applicable train stop code is determined on the basis of the train number, whereby the followingrules apply:• Train stop code A: train for passenger transport that during its route from start to end stationaccording to the timetable (the trip under one train number) stops at all stations or fails to stop atno more than 15% of the stations.• Train type B: train for passenger transport that during its route from start to end station accordingto the timetable (the trip under one train number) stops at no more than 50% of the stations orwhich forms part of a train series of which at least 90% is run in a composition with no more than150 seats.• Train stop code C: train for passenger transport, not subject to any conditions with regard to thepercentage of stations at which no stop is made.In setting the user charge, the number of stops for every train for which a passenger train runningcharacteristic is entered is determined on the basis of the Departure and Short Stop activities in theProRail traffic control systems. Which train stop code is applicable per train number series isdetermined in the Access Agreement. The renumbering of train numbers (including lead figures) hasno impact on the original train stop code.Exceptional regulations Enschede – Enschede borderUse of the Transfer Facilities service for trains on the Enschede-Enschede border (direction Gronau)route section will, due to the absence of recording traffic control systems, be settled on schedulebasis. To compensate for any kilometres not run, 98.5% of the scheduled train kilometres, tonkilometres and stops are invoiced.6.3.3 Railway Yards service groupThe Stabling and Sorting Line service is settled in proportion to the volume and duration of the stablingcapacity divided on application. Charging takes place of the capacity of the entire effective length ofthe relevant stabling lines in metres, whereby a distinction is made on the basis of tracks that areincluded/not included in a safety system (the presence of detection measures in the relevant tracksection is determinative).Regulations to be agreed upon:► If it is ascertained that a railway company makes use of stabling facilities on a track without havingacquired the stabling capacity on that track, a double tariff per day is charged. ◄If the use of stabling and sorting lines is necessary for the performance of an instruction given byProRail, that use is exempted from the user charges for the user right stabling and sorting lines. Anapplicant wishing use of the exemption scheme must state so in his capacity application; in that case,no claim can be made to priority in the allocation process.6.3.4 Information service groupThe user charges for (parts of) certain information services are included in the user charge for theTrain Path service. A separate tariff, based on actual costs, is determined for other elements.Customisation is available for a number of services. A price offer on the basis of a specific andindividual service level is provided on request.6.4 Performance schemeA performance scheme must be geared to minimising disruptions to train traffic and the availability ofthe infrastructure, while improving the performance of the railway network. ProRail offers a number ofperformance schemes, see appendix 27. The schemes on offer do not exclude the agreement ofsupplementary or changed performance schemes.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 83

These performance schemes may include measures to improve the service provided by ProRail.Moreover, ProRail is affiliated to the European Performance Regime, which will be developed withinan international context.Regulations to be agreed upon:► ProRail offers to make agreements in the Access Agreement about performance schemes. ◄6.5 Changes to chargesIf ProRail wishes to change essential elements of the user charge scheme described in this NetworkStatement, ProRail will first submit a draft version of the changed scheme to the titleholders forconsultation. The changed scheme goes into effect at least three months after it has been announcedin a supplement to the Network Statement.ProRail can, for example, make tariff changes on the grounds of indexation according to the consumerprice index as stated in the central economic plan of the CPB (Netherlands Bureau for EconomicPolicy Analysis), Appendix 2. Such a change goes into effect at least one month after having beenannounced in a supplement to the Network Statement.6.6 Billing arrangementsProRail invoices the user charges on a monthly basis by means of a provisional invoice dated eachtime on the 1st day of the current month. The provisional invoice is based on an estimate of the uservolume planned for that month. The final invoice is sent after the end of the current month.User charges that are unrelated to the level of use per year or part thereof are invoiced in monthlyinstalments.Payment for the Information service group, insofar as not part of the Train Path service, generallytakes place in arrears and per month, unless explicitly agreed otherwise. An exception is made forpayments under € 100,000 (per year), which are invoiced as stated below:• On initial delivery, billing takes place immediately after delivery of the service.• On continued annual contracting of the service, billing takes place each time in Q1.In some cases, ProRail requires security or payment prior to delivery to the amount of the estimateduser charges over 3 months. ProRail can in case of loss handling demand security to the amount ofthe estimated loss amount.The final invoices and provisional invoices shall be paid within 30 days of the invoice date.Railway undertakings are not entitled to set-off own claims on ProRail against the user charge.Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 84

Supplementary to the railway stated on the overview map shown on the previous page, the railwaysbelow are designated as main railways 78 .• Velperbroek Connection – Arnhem Freight Station• IJsselbrug Westzijde – Arnhem Freight Station• Nootdorp – Leidschendam Workshop• Amersfoort – Leusden• Amsterdam Singelgracht Connection – Amsterdam Westhaven• Amsterdam Sloterdijk – Amsterdam Westhaven• Apeldoorn – Apeldoorn Zuid• Lage Zwaluwe – Oosterhout• Lage Zwaluwe – Moerdijk• Sittard – BornThe main siding lines listed below are main railways 79 .Location Name main siding line ParticularsPort of Rotterdam WaalhavenPort of Rotterdam EemhavenPort of Rotterdam PernisPort of Rotterdam BotlekPort of Rotterdam EuropoortPort of Rotterdam MaasvlaktePort of Amsterdam Westelijk HavengebiedPort of Amsterdam HemhavenPort of Amsterdam HoutrakpolderMoerdijkIndustrieschapUtrechtLage Weide industrial estateDelfzijlHavenschap main siding lineDordrecht ZeehavenDordrecht De Staart industrial estate up to intersection with GrevelingenwegMaastricht BeatrixhavenRoodeschool EemshavenVlissingen SloehavenZwijndrecht Groote LindtOosterhout Weststad industrial estateRoosendaal Industrial estateRoosendaal BorchwerfAlphen aan den Rijn Rijnhaven industrial estate exclusively siding line along MagazijnwegTilburgDe LovenHengeloZuidBornFranciscushavenAxelAxelse VlakteVenloTradeportAlmeloDollegoorAlmeloBedrijvenpark TwenteArnhemmuncipal main siding lineOssElzenburg7879Appendix 1 and Appendix 2 Section a Railways Capacity Allocation DecreeAppendix 2 Section b Railways Capacity Allocation Decreeappendix 1 General overview map of network configurationNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 86

appendix 2 Glossary of terms (§ 1.10)TermAccess AgreementAd-hoc applicationAxle loadBetuwe RouteDefinitionAn Access Agreement is an agreement concluded between ProRail and a titleholder onthe use of capacity, which at least contains provisions on:a. The quality of the main railway infrastructure to be provided by ProRail.b. The user charges.Notes:See Section 59 Railways Act.See also: Capacity Agreement.Application for capacity for infrastructure for transport and management, as well as forthe handling of disruptions in the form of changes to the capacity allocation for theannual timetable.Notes:These are supplements to the capacity allocation as laid down in the timetable.Axle load is the weight (in tons) per axle of a railway vehicle, incl. load.The Betuwe Route concerns:• The Maasvlakte – Kijfhoek – Zevenaar railway line including the connected railwayyards.• The Feijenoord and IJsselmonde railway yards and the tracks that connect thoserailway yards to the aforementioned railway line.• The main private siding lines (secondary railways) connected to the aforementionedrailway yards.The boundaries of the tracks connected parts of the Betuwe Route with the combinednetwork are located at the points stated in the table below.Location line-ID in connection pointIJsselmonde EF Brdv Rtst km 42.000ps 135 - ps911ABrdvRtstbetween ps 135 and theintersection with the line betweenps 903 and ps 907B267e Rtz IJsm signal 960266c Rtz IJsm signal 962Zwijndrecht 37 Zwd Kfh km 33.70067 Kfhz Zwd signal 138068 Kfhz Zwd signal 138269 Kfhz Zwd signal 1384Meteren CC BRMet Gdm km 147.000DD Gdm BRMet km 247.000EE BRMet Zbm km 346.600FF Zbm BRMet km 346.600Elst KK CUP Nm km 290.000HH CUP Est km 190.000GG Est CUP km 190.000Zevenaar ZN BRValo Zv km 107.200ZM BRValo Zv km 107.200KL Zv BRValo km 107.200appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 87

TermCapacity AgreementCentrally controlledareaCross-overDangerous goodsDefectDisruptionEffective platformlengthERTMSDefinitionA capacity agreement is an access agreement only laying down the capacity to whichthe titleholder has a right, without giving any right to access and use of the railwayinfrastructure.Notes:A capacity agreement can be concluded with a party that is authorised by law toconclude an Access Agreement (e.g. a province granting transport concessions, or ashipper), but which does not have an operating licence.A centrally controlled area is an area within the railway network in which the relationshipbetween route control and track occupation, as well as the operation of individualinfrastructural elements and route control can be monitored from a central location.A cross-over is a facility to switch tracks on an open track by means of (at least two setsof) points.Notes:An example of a crossover is the Infrastructural Facility for Maintenance, which istreated as a train-path point in the scheduling process.Dangerous goods are substances that by virtue of their properties can, even in smallquantities, constitute a hazard for humans, animals or the environment, as referred to inthe Carriage of Dangerous Goods Act.A functionality of the railway infrastructure that is not working (properly).A disruption is a deviation from the timetable above a set standard value. Three types ofdisruptions can be distinguished:1. Delays equal to or larger than the operating incident standard.2. Cancellation for which no normal train service order has been submitted.3. Diversion for which no normal train service order has been submitted.Notes:See Section 23 Paragraph 1 Rail Traffic DecreeThe maximum uninterrupted link for the platform along which a train must stop undernormal circumstances for the boarding and alighting of passengers, taking anappropriate stop tolerance into account. Normal operations means the absence ofinterrupted operations (namely normal radiation, functioning signals, all systems functionproperly).ERTMS is the European standardised safety system for train traffic.Notes:See also ETCS and GSM-RERTMS comprises 3 levels1. Point-to-point train safety system with fixed blocks, and conventional train detection.This is practically identical to ATC-NG in terms of functionality.2. Cabin signalling based on radio-communication, conventional train detection, fixedblocks.3. Cabin signalling based on radio-communication, the train reports its own position,fixed or moving blocks.ETCSETCS is an integral part of ERTMS and concerns the signalling, both along the trackand in the cabin.Exceptional Transport Exceptional transport is the transport of a consignment whose dimensions, weight orwagon type call for exceptional technical or operational measures. Transport regulationsare a precondition for exceptional transport.GSM-RGSM-R is the wireless telecommunications network for the rail sector.Notes:GSM-R is used as means of communication both for voice (drive and traffic controller)and data (between the fixed and mobile safety systems).KPIA KPI (Key Performance Indicator) is a variable used to analyse a specific operationalperformance. It is a management instrument.Locally controlled area A locally controlled area is an area of the railway network, within which the operation ofindividual infrastructural elements and route control take place under the supervision ofa traffic controller with minimum authority.appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 88

TermMacro topologyDefinitionThe network configuration (macro topology) displays the railway infrastructure networkat the level of train-path points (stations, stops, connections, bridges, etc.) and the opentracks. In this, the train-path points serve as nodes and the open tracks as branches.This system can be refined further by specifying the individual open tracks. Due to itsenhanced level of detail, this specification can prevent conflict situations in somescheduling and capacity allocation processes.See also the definition of "open track".Main siding line A main siding line is a branch line that serves to connect multiple sidings in a port orindustrial zone to the railway network.Network configuration The network configuration (macro topology) displays the railway infrastructure networkat the level of train-path points (stations, stops, connections, bridges, etc) and the opentracks.In this, the train-path points serve as nodes and the open tracks as branches.Thissystem can be refined further by specifying the individual open tracks. Due to itsenhanced level of detail, this specification can prevent conflict situations in somescheduling and capacity allocation processes.See also the definition of "open track".NodeA node is a train-path point or a collection of (adjoining) train-path points that play a rolein train service processes.Open trackPerformance schemePlatform trackThree types of nodes can be distinguished:• Infrastructural node: process = scheduling, allocation and release of infrastructure.An infrastructural node point is also a node point where at least three open tracksconverge.• Train node: process = scheduling and performance of vehicle movements andshunting.• Personnel node point: process = scheduling and control of personnel services.An open track is an area that connects two train-path points or two primary process lineareas.NotesAn open track does not have any exits for running trains. There are no pointscontrollable by the process manager. An open track consists of one or more open lines.There are two views of open track (see also ‘Macro topology’):• The PPLG view: here the primary process line areas are the nodes, and the opentrack, an interconnecting pipeline without exit option.• The train path point view: recognises more nodes than the PPLG view. Here, thetrain path points are the nodes, thus creating a more finely meshed network.An agreement concerning the reciprocal performance of the manager and the railwayundertaking, which may include a charging system.Track alongside the platform.TrackA rail or set of parallel rails upon which railway vehicles run or that are used for stablingpurposes.Private passengertransportRailway undertakingPlatformA raised area along the track at a station or stop intended intended for the boarding andalighting of passengers and/or the (un)loading of goods.Private passenger transport is the transport of passengers by train, other than publictransport in the sense of the Passenger Transport Act.According to the Railways Act: a railway undertaking is an undertaking of which the(primary) activity concerns the provision of rail transport services for goods orpassengers and which has the necessary traction to provide those services, as well asany other undertaking that makes use of or intends to make use of the railways and hasaccess to traction.Synonym:Transport operator.appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 89

TermRailway yardRefuelling systemRNERouteRoute sectionDefinitionA railway yard is an area forming part of the railway infrastructure intended andequipped for the stopping, starting, terminating, passing, intersecting, stabling orshunting of trains, and which area is provided with at least one switch.Sections 39 and 40 of the Rail Traffic Regulations define a railway yard as follows.a. All tracks designated by a number.b. The rail sections of the track lead.c. All tracks bordering the tracks as referred to under a and b, up to a maximumdistance of 200 metres* before the approach signal of the railway yard, unless thenetwork manager has indicated by means of a sign (SR 302) that no shunting cantake place on that track or that shunting restrictions apply. Appendix 7 to the RailTraffic Regulations lists the railway yards for which a distance greater than 200m isrequired.A system for the storage of fuel, including facilities to provide railway vehicles with fuel inan environmentally sound manner.Notes:In accordance with Environmental Management Act / Environmental Permit (GeneralConditions) Act.RailNetEurope is a collaborative group of railway infrastructure managers throughoutEurope. International timetable requests are coordinated and harmonised within RNE.(www.rne.eu)Connection between two places with regard to the vehicles or vessels that regularlymake use of the connection.A route section is a succession of connected train-path points and open tracks, startingand ending at a train-path point.ShuntingShunting is the performance of shunting operations.Rail Traffic Decree:Shunting: All traffic movements of trains (or railway vehicles) taking place at a railwayyard.SidingStabling lineStationSTMTime-space slotTimetableShunting operationA shunting operation is a train movement without transport intent, subject to therestriction that such takes place within the boundaries of a railway yard or train nodepoint without making any use of an open track.A siding connects a company’s premises to the railway network by means of a branchline and a point switch.Stabling lineA stabling line is a track where trains can be stabled.StablingStabling is the temporary placement of rolling stock that during the stationary period arenot included in the timetable or involved in shunting.A station is a building or structure that is designated by structure and layout in full or inpart for the arrival and departure of railway vehicles to enable the boarding, alighting ortransfer of passengers.A Specific Transmission Module (STM) is train equipment, which converts informationfrom a conventional local safety system into information that can be processed by theETCS.Notes:The STM-ATC is relevant to the Netherlands, the STM-Memor is relevant to the bordercrossing with Belgium, and the STM-PZB (Punktförmige Zugbeeinflussung) is relevantto Germany.Synonym: see slotA timetable is an overview of the scheduled rail traffic products of all transporteroperators in terms of the arrival, departure and passage times of trains at train-pathpoints. A timetable always has a specified term of validity.appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 90

TermTitleholderTon metre weightTrack and routesection geometryTraffic useTrain pathTrain pathTrain service & trafficcontrolDefinitionA titleholder, according to the Railways Act, is a natural person or legal entity that isauthorised to conclude an Access Agreement with ProRail.See Section 57 Railways ActThe ton metre weight is the average weight (in tons) per linear metre of a train.Track and route section geometry is the location of tracks and route sections expressedin geometrical terms.Traffic use is the use of the railway infrastructure for traffic purposes. This is contrary tothe use of the infrastructure for management purposes.Notes:Traffic can be distinguished into running and stationary traffic.Management is the construction, maintenance and renewal of the infrastructure.In the railway sector:• Running use is the running of the train, (dis)embarking, (un)loading and shunting forthe composition of trains.• Stationary use concerns the stabling and upkeep of railway vehicles: inspections,replenishment of consumables, internal and external cleaning for hygiene purposes,minor repairs.A train path is a feasible movement assigned to a train slot.According to Directive 2001/14/EC, a train path is: the infrastructure capacity to run atrain between two places over a given time-period.Synonym: see pathTraffic controlThe organisation of people and systems with the following tasks:• ensuring railway safety• releasing routes to users of the infrastructure• in case of a deviation between the requested and available routes, revision of theprocess plan and the provision of information on the changes made• taking appropriate measures in case of a disaster and reporting the occurrencethereof.Network traffic controlThe organisation of people and systems with the following tasks:• allocation and distribution of railway infrastructure capacity during the operationalphase• provision of information on the allocation• evaluation of the handling of disruptionsappendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 91

TermTrain slotDefinitionA train slot is a successive set of one or more infrastructural capacity units, whichfacilitate valid use of the railway infrastructure.Notes (figure):Pad (lijn)= beweging als conflictvrije invulling voor een slot over eengedetermineerd deel van de railinfrastructuur.Slot (opp. in omhullende)= in tijd en ruimte aaneengesloten samenstel van 1 of meerinfracapaciteitseenheden dat ruimte biedt aan een geldiggebruiksdoel van de infrastructuur.08Topei ngLocalebezettingen(incl.marge)07xX1XX23(weg = traject of PPLG-route)Infracapaciteitseenheid (opp. rechthoekje)= elementair ruimte-tijd deel, dat bepaald wordt door eengedetermineerd infradeel (ruimte) en een tijdsinterval, waarmeede toewijzing van infracapaciteit aan geldige gebruiksdoelenidentificeerbaar en op maat kan worden verricht.XXX5 brug4 6Buitendienststelling sporen 14a,14b, 16a en 16bVergelijkbaar: volume-infra-inzet. 30T.00TransportUser restrictionVPT systemx14a14b 16a 16bThe use of capacity for the actual transport of passengers or freight.A user restriction is a deviation from the normal utility value of the rail infrastructure.For example:• temporary speed restrictions (TSR)• access norms and transport regulations• track exclusion• point switch exclusion• load restrictions• current take-up restrictions• environmental permit restriction• transport restrictions• noise restrictionsThis is an information & communication system that supports the scheduling, operationand intervention of the train service.appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 92

AbbreviationATCATC-eATC-EGATC-NGATC-VvBPBVCERCITCUI URERTMSETCSGSM-RILTKPINMaPPLGRICRIVRNESTMTSIMeaningAutomatic Train ControlAutomatic Train Control-basicAutomatic Train Control first generationAutomatic Train Control new generationAutomatic Train Control improved versionOut-of-gauge loadsExceptional transportCommunity of European Railway and Infrastructure CompaniesInternational Rail Transport CommitteeUniform Rules concerning the Control of Use of Infrastructure in International Rail traffic.European Rail Traffic Management SystemEuropean Traffic Control SystemGlobal System for Mobile Communications for RailwaysEnvironmental Health and Transport InspectorateKey Performance IndicatorNetherlands Monopolies Committee (www.nmanet.nl).Primary process line areaInternational coach regulationsInternational wagon regulationsRailNetEuropeSpecific Transmission ModuleTechnical Specification for Interoperabilityappendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 93

(empty page)appendix 2 DefinitionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 94

appendix 3 Consultation (§ 1.4.1)ProRail has drawn up the Network Statement 2014 following consultation with the titleholders involvedThe process of consultation with titleholders on the Network Statement 2014 Combined Network, aswell the results thereof, is described in this Appendix.Consultation with railway undertakingsSubjects involving changes to the network statement have been discussed at consultation tables or inother forms of consultation to which all railway undertakings were invited. The outcome of theseconsultations, as well as other data intended for updating and improvement of the network statement,have been processed in a draft version of the Network Statement 2014.Start of consultationA draft version of the Network Statement 2014 was made available on 7 September 2012 to all railwayundertakings active at that time on the railway network managed by ProRail, as well as to all bodiesauthorised to grant concessions for passenger transport by train. The covering letter accompanyingthe presentation of the draft version of the Network Statement 2014 gave attention to the mostimportant changes in relation to the Network Statement 2013, the consultation that preceded thedrawing up of the draft Network Statement 2014 and the further consultation procedure.AnnouncementFurthermore, ProRail has by means of announcements in the Netherlands Government Gazette(Staatscourant) and in Nieuwsblad Transport invited other titleholders to contribute to the NetworkStatement 2014.Questions and comments by titleholdersTitleholders were given an opportunity until 19 October 2012 to respond in writing to (the changes to)the draft Network Statement 2013. ProRail received material comments from: Arriva; DB Schenker;KNV Spoorgoederenvervoer on behalf of freight transport operators, with the exception of DBSchenker, and railway contractors; a joint reaction from NS Reizigers, NedTrain and HSA; Veolia, theProvince of Gelderland; the Province of Overijssel.Reaction by ProRailProRail has drawn up a list of the received questions and comments. Also explained in the list is theconsequence attached thereto by ProRail. Some of the received questions and comments led ProRailto make a number of changes to the draft version. ProRail also made changes to the draft version toincorporate current data, to provide further clarification and to correct any evident mistakes. Allmaterial changes to the draft version are accounted for in the statement.ProRail has provided all titleholders who have responded in writing with a statement of questions andcomments submitted by titleholders, together with ProRail's response. ProRail will also make thestatement available to other titleholders on request.appendix 3 ConsultationNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 95

(empty page)appendix 3 ConsultationNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 96

appendix 4General Regulations on the Settlement of Complaints andDisputes (§ 1.4.3)Artikel 1.1. If either of the parties is of the opinion that the other party is not complying in full with the Access Agreementand an attempt has been made to effect compliance by means of verbal consultation with the party in allegeddefault, the party seeking compliance can submit a written complaint to the person or the contracting partythat is responsible for compliance with that part of the Access Agreement to which the complaint pertains.2. Following receipt of the complaint as referred to in the previous paragraph, the receiving party will within fiveworking days respond in writing stating, if the complaint is deemed justified, a proposal for resolving thecomplaint and the period within which such can be realised.3. A complaint is regarded as satisfactorily solved when both parties agree on a solution to the complaint.4. If a complaint is not satisfactorily solved, the issue is regarded as a dispute of which the party in allegeddefault will be notified in writing. Written notification of the dispute will include a description of the dispute,how it has come to arise and the position of both parties on the issue.5. The party receiving the notification as referred to in the previous paragraph, will proceed with the handling ofthe dispute within five working days of receipt.Dispute handling at ProRail is carried out at department management level, and as concerns the railwayundertaking, at a management level selected for this purpose by the railway undertaking. The parties maychoose to submit the dispute to a different management level.6. A dispute is solved when both parties agree to the chosen solution.7. Both parties will do their utmost to find a solution to any complaint and/or dispute that arises between them.Artikel 2.1. All disputes, with the exception of those referred to in the regulations on capacity allocation disputes, whichmay ensue from the Access Agreement and which cannot be solved amicably on grounds of Artikel 1 ofthese General Regulations on the Settlement of Complaints and Disputes, will be solved in accordance withArticle 28 of the General Terms & Conditions to the Access Agreement.2. These regulations are without prejudice to the right of parties in cases of urgency to submit a dispute directlyto the body designated for this purpose in Article 28 of the General Terms & Conditions.Artikel 3.1. If an interested party is of the opinion that ProRail has handled it unfairly, discriminated against it or that ithas otherwise been disadvantaged in the drafting of the Network Statement, in particular in the handling ofthe opinion that it has submitted to ProRail in response to the draft of the Network Statement, this interestedparty can submit a complaint in writing to the Management Board of ProRail.2. Following receipt of the complaint as referred to in the previous paragraph, ProRail will within five workingdays respond in writing stating, if the complaint is deemed justified, a proposal for resolving the complaintand the period within which such can be realised.3. A complaint is regarded as satisfactorily solved when the complainant and ProRail agree on a solution to thecomplaint.4. If a complaint is not satisfactorily solved, the issue is regarded as a dispute of which the party in allegeddefault will be notified in writing. Written notification of the dispute will include a description of the dispute,how it has come to arise and the position of both parties on the issue.5. The party receiving the notification as referred to in the previous paragraph, will proceed with the handling ofthe dispute within five working days of receipt.6. A dispute is solved when both parties agree to the chosen solution.7. Both parties will do their utmost to find a solution to any complaint and/or dispute that arises between them.Artikel 4.1. All disputes concerning the Network Statement, which cannot be solved amicably on grounds of Article 3, canin accordance with Section 71, Paragraph 1 of the Railways Act be submitted to the Netherlands MonopoliesCommittee.2. These regulations are without prejudice to the right of parties in cases of urgency to submit a dispute directlyto the Netherlands Monopolies Committee designated for this purpose in Section 71, Paragraph 1 of theRailways Act.appendix 4 General Regulations on the Settlement of Complaints and DisputesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 97

(empty page)appendix 4 General Regulations on the Settlement of Complaints and DisputesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 98

appendix 5Model Access Agreement and General Terms & Conditions(§ 2.3.2)Model Access Agreement 2014The Model Access Agreement reflects the services stated in the Network Statement. The ModelAccess Agreement 2014 (version 1 September 2012) is available on the website of ProRail(www.prorail.nl > vervoerders > netverklaring).appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 99

(empty page)appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 100

General Terms & Conditions Access Agreement ProRail 2013 (version 1 July 2012)Title I.General Terms & ConditionsArticle 1.DefinitionsThe definitions below are used in these General Terms & Conditions.1. (Supplementary) service licence: the licence referred to in Section 36, Paragraph 3 and 5, Railways Act.2. General Terms & Conditions: these general terms and conditions.3. Operating Licence: the licence as referred to in Section 28 Railways Act.4. Handling costs: extra office and communication costs, administrative costs involved in handling the lossevent, costs of replanning the operational activities and the costs of additional personnel required during theperiod that the loss event hampers normal operational activities.5. Network manager: the holder of a concession as referred to in Section 16, Paragraph 1, Railways Act.6. Concession: the concession as referred to in Section 16, Paragraph 1, Railways Act.7. CUI: Uniform Rules concerning the Contract of Use of Infrastructure in International Rail Traffic (CUI –Appendix E to the Convention concerning International Carriage by Rail (COTIF), Treaty Series 277 2011dated 28 December 2011).8. Third party: any natural person and/or legal entity other than the network manager, the railway undertaking ortheir auxiliary staff.9. Auxiliary staff: the subordinate or other natural person and/or legal entity, whose services are engaged by therailway undertaking or the network manager in the sense of Book 6 Dutch Civil Code.10. Admission Certificate: the certificate as referred to in Section 36, Paragraph 4, Railways Act, as applicable on19 July 2008.11. Minister: the Minister of Infrastructure and the Environment.12. Network Statement: the applicable network statement as referred to in Section 58 Railways Act, including theSupplements to the network statement that have been announced up to and including the day before thesigning of the Access Agreement.13. Operational Conditions: the operational conditions as included in Appendix 2 of the Access Agreement.14. Party: the network manager or the railway undertaking.15. Parties: the network manager and the railway undertaking.16. Test Certificate: the certificate as referred to in Section 34 Railways Act.17. Loss event: an event or series of events, resulting in loss, following on from one and the same cause.18. Railway vehicle: a vehicle intended for traffic on the railways.19. Railways: the railways and accompanying railway infrastructure as referred to in Section 1c Railways Act, themanagement of which has been assigned to the network manager, as well as other infrastructural facilitiesmanaged by the network manager, as described in Chapter 3.2.1. of the Network Statement.20. Railway undertaking: a railway undertaking as referred to in Section 1f Railways Act, being the contractingparty of the network manager to the Access Agreement.21. Railways Act: Act of 23 April 2003, containing new general rules regarding the construction, management,accessibility and use of railways, as well as traffic on the railways (Bulletin of Acts and Decrees 2003, 264) asamended since that date.22. Access Agreement: the agreement, including the appendices thereto, as referred to in Section 59 of theRailways Act.23. Attributable: loss that due to fault or a cause that under law, regulations or custom is for the risk and accountof the party causing the loss.24. Safety Certificate: the certificate as referred to in Section 32 Railways Act.25. Passenger Transport Act 2000: Act of 6 July 2000, laying down new rules for public transport, private bustransport and taxi transport (Bulletin of Acts and Decrees 2000, 314) as amended since that date.Article 2.Access Agreement, General Terms & Conditions and Operational Conditions1. The contractual legal relationship between the parties concerning the access to and use of the railways is laiddown in writing in the Access Agreement, the General Terms & Conditions and the Operational Conditions.2. Supplements and/or changes to the General Terms & Conditions and/or the Operational Conditions agreedby the parties are binding only if determined in writing in the Access Agreement.3. The persons appointed as contract manager on behalf of the railway undertaking and the network managerwill be specified in the Access Agreement. The parties may in the Access Agreement also appoint categoriesof officials who are authorised to implement the Access Agreement on their behalf.4. The Access Agreement may also include further regulations on the handling of complaints about operationalmatters.5. If and insofar as a railway undertaking, under the terms of a contract concluded with the network manager,acts as auxiliary staff of the network manager in performance of the Concession granted to the networkmanager, and damage is caused to a decommissioned section of the railways and/or the decommissionedsection of the railways is not available to the railway undertaking and/or damage is caused to the railwayappendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 101

undertaking by making use of the decommissioned section of the railways, the liability provisions of theaforementioned agreement applies to said damage and/or unavailability, with exclusion of the liabilityprovisions of the Access Agreement, the General Terms & Conditions and the Operational Conditions.Article 3.Change procedure Access Agreement, Operational Conditions and/or GeneralTerms & Conditions1. A request to change the Access Agreement, Operational Conditions and/or General Terms & Conditions,which request for change does not ensue from statutory measures or a ruling by a court of law or arbitrationboard, shall be submitted in writing and will in any event include a description of the proposed change(s) andthe resulting consequence(s) in terms of the rights and obligations of the parties. The network manager will inevery case evaluate whether the changes proposed by the railway undertaking are non-discriminatorytowards other titleholders as referred to in Section 57 Railways Act.2. The parties will do their utmost to reach agreement on a proposed change within thirty calendar days ofreceipt of a change proposal.3. Changes to the Access Agreement, Operational Conditions and/or General Terms & Conditions can only bemade in the form of a written supplement to the Access Agreement signed by the parties.4. If by force of statutory measures, the Concession or a ruling by a court of law or arbitration board, changesare to be made to the General Terms & Conditions, Operational Conditions and/or the Access Agreement,the network manager, if given the opportunity to do so, will consult with the relevant authority, put up adefence in the court or arbitral procedure, and make every effort to prevent or limit any negativeconsequences for the parties. In such a case, the network manager will inform the railway undertakings inwriting with inclusion of a proposal for change. The network manager will submit this proposal with dueconsideration for the reasonable interests of the railway undertaking and make every effort to prevent or limitany negative consequences for the railway undertaking. If the railway undertaking does not agree to theproposed change, the network manager will nevertheless be entitled to adopt the proposed changeunilaterally.5. In urgent cases, whereby the provisions of the previous paragraph are applicable, the change proposal andconsultation as set out in this paragraph may be omitted.Article 4.Nullification of provisionsIn case of a legally irreversible nullification of one or more provisions of the Access Agreement, the GeneralTerms & Conditions or the Operational Conditions by the competent authority, these provisions will be replacedby provisions that reflect as much as possible the original intention of the parties. Nullification of one or moreprovisions will not affect the validity of the other provisions.Title II.Information and confidentialityArticle 5.Provision of information1. The parties will notify one another of every incident that could hinder fulfilment of the essential obligations ofthe Access Agreement, which will in any event include every relevant change, suspension and withdrawal ofthe Concession of the network manager, or of the Safety Certificate and/or Operating Licence of the railwayundertaking.2. In the Access Agreement, the parties agree on the manner (including the time and frequency) in which therailway undertaking will provide the information as referred to in Chapter 2.9 of the Network Statement, andspecify all other information that they will exchange with one another within the performance of theirrelationship.3. The parties will inform one another promptly if they have any information other than referred to in theprevious paragraph, of which they know or should in all reasonableness realise that the railway undertakingor the network manager requires this information for the proper performance of the Access Agreement.4. If one of the parties incurs a loss as a result of the actions of a third party or auxiliary staff, the parties will, ifsuch is possible and can reasonably be expected, assist one another in determining the identity of the thirdparty or auxiliary staff in question.5. The railway undertaking will, at no expense, provide the network manager with information required by thenetwork manager for the purposes below.a. To draw up a draft noise map as referred to in Article 7 of Directive 2002/49/EC of the EuropeanParliament and of the Council of 25 June 2002 relating to the assessment and management ofenvironmental noise (OJ EC L 189) with regard to the noise load caused by the main railway network.b. To comply with the obligations resting on the Netherlands pursuant to Commission Regulation (EC) no.91/2003 of the European Parliament and of the Council of 16 December 2002 with regard to railtransport statistics (OJ L 14).c. To draw up the compliance report on noise production limits as referred to in Section 11.22Environmental Management Act.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 102

Article 6.Confidentiality1. The parties are subject to a duty of confidentiality in respect of all information received from one anotherwhich has been classified as confidential or should reasonably have been understood to be of a confidentialnature.2. Information received in the framework of the performance of the Access Agreement may only be used for thepurpose for which it was made available.3. The parties will not make the Access Agreement, part thereof or information ensuing therefrom, available tothird parties without the permission of the other party.4. Without prejudice to the provisions of Paragraphs 1, 2 and 3 of this article, confidential information can bemade available to, or used by a third party without the permission of the other party if such is stipulated bystatutory regulations, the Concession and/or a ruling by a court of law or arbitration board. The parties mayalso use confidential information for operational and insurance purposes.5. In so far as the railway undertaking acquires access via data systems of the network manager to informationconcerning capacity applications and/or the train service of other titleholders, the railway undertaking willtreat such information confidentially and refrain from the collection, processing, forwarding or otherwise usethereof. Subject to application of a comparable non-disclosure clause, the railway undertaking does notobject to other titleholders gaining access via the data systems of the network manager to informationconcerning capacity applications and/or the train service of the railway undertaking.6. Parties shall take appropriate measures to protect confidential information contained in their informationsystems.7. The obligations under this article remain in force on termination of the Access Agreement.Title III.Rights and obligations of the network manager and the railway undertakingArticle 7.Access to and use of the railways by the railway undertaking1. The railway undertaking has access to the railways and the right to make use thereof subject to theconditions and in the manner as determined in:a. The applicable national and international regulations and the ensuing regulations and rulings by a courtof law and/or arbitration board imposed on the network manager.b. The Access Agreement.2. Prior to the signing of the Access Agreement, the railway undertaking will provide the network manager withthe documents listed below.a. A valid operating licence or comparable document as referred to in Section 30, Paragraph 1, RailwaysAct.b. A valid safety certificate or test certificate.c. Proof of compliance with the provisions of Section 55 of the Railways Act.The railway undertaking will immediately, in any event within 14 days, notify the network manager in writingof any event that restricts or ends the validity of the aforementioned documents. The railway undertaking willprovide the network manager with written notification of any change to its liability insurance before suchcomes into effect, insofar as it can reasonably be assumed that such will or could have consequences for theOperating Licence.3. The railway undertaking is not permitted to alter, damage or contaminate the railways or to use it in anymanner other than that for which it is intended, has been equipped or has been made available.Contamination as referred to in this paragraph does not include the disposal, either directly or indirectly, ofsolids or fluids that are released during the normal operation of railway vehicles as referred to in Section 19,Paragraph 1b, Railways Act.4. The parties will ensure that any auxiliary staff engaged in the performance of the Access Agreement willreceive adequate instruction in this respect and have the necessary knowledge and skills. Auxiliary staff thatappear not to have the necessary knowledge and skills will – whether or not at the request of any of theparties - be immediately discharged from performance of the engaged work.5. The railway undertaking is liable towards the network manager for actions of consignors and consignees, asdefined under transport law, who perform or instruct work at public loading and unloading sites and/or railwayyards, in as far as the railway undertaking has any physical or legal influence on such actions.6. If loss ensues as a result of the actions as referred to in the previous paragraph, the railway undertaking isonly liable if the loss event is attributable to the action of a third party and the railway undertaking had thephysical and/or legal ability to prevent the loss event and the consequences thereof. This provision is withoutprejudice to the liability of consignors and consignees for their actions at these public loading and unloadingsites and/or railway yards.Article 8.Allocation of capacity1. The network manager is responsible for the allocation of capacity in accordance with the procedure set out inChapter 4.4. of the Network Statement as well as the provisions of the decision referred to in Section 61,Paragraph 1, Railways Act.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 103

2. Capacity allocated in the form of train paths is allocated for the maximum duration of one timetable period.3. The railway undertaking is not permitted to transfer the allocated capacity to, or have such used by, a thirdparty.4. The allocated capacity lapses in case of an emergency and if absolutely necessary as result of a disruptionthat temporarily makes the railways unusable. Threats of disruption in the short term are treated equally toactual disruptions. In case of a threat of disruption in the short term, the network manager will providespecifics and motives why restoration measures are required in the short term in order to prevent theoccurrence of an actual disruption that could impact negatively on the safe runnability of the railways and/oruninterrupted train traffic.5. If the railway undertaking during a period of at least four successive weeks within one timetabel year uses atrain path below the threshold value stated in Chapter 4.6 of this Network Statement, the railway undertakingwill surrender this train path during the remaining term of that timetable year unless this underutilisation isdue to non-economic reasons beyond the control of the railway undertaking.6. The network manager will hereby observe a notice period of two weeks.7. The network manager reserves the right to withdraw or change allocated capacity in the cases below.a. When instructed to do so by the competent authorities or in order to prevent such an instruction, oncondition that the instruction relates to a situation defined in adequate concrete terms.b. In the interests of public order.c. Following a report as referred to in Article 7, Paragraph 2 of these General Terms & Conditions.d. When it concerns capacity required for passenger transport services by train, and the railwayundertaking is no longer entitled to perform such services under the terms of the Passenger TransportAct 2000.8. When using the authority referred to in the previous paragraph, the network manager will make every effort tolimit the negative consequences thereof for the railway undertaking in terms of duration and scale. Thenetwork manager will consult in advance with the railway undertaking if it wishes to exercise the authorityreferred to in the previous paragraph in order to prevent an instruction by the competent authority.Article 9.Use of railway vehicles by the railway undertaking1. The network manager is entitled by virtue of the relevant national and international regulations, theConcession and/or a ruling by a court of law or arbitration board, to carry out a supplementary inspection of(repaired) railway vehicles with regard to those aspects that were not included in the inspection performedunder the terms of the Admission Certificate or the (supplementary) service licence.2. Following the results of the supplementary assessment referred in the first paragraph, the network managercan give instructions to and/or impose conditions and/or restrictions on the use of the railways or exclude therailway vehicles in question from use of the railways. The results of the assessment are reported to therailway undertaking in writing.3. The conditions and restrictions referred to in the second paragraph can include:a. The setting of a re-assessment term.b. A re-assessment following changes made to the railway vehicle.c. The (temporary) application of a classification.d. The (temporary) application of reasonably necessary measures to the infrastructure at the expense ofthe railway undertaking.4. The railway undertaking will provide the network manager with information on the identification and thedeployment possibilities and limitations of the railway vehicles used by the railway undertaking.5. At the network manager's first request, the railway undertaking will, with regard to the relevant railwayvehicle, submit a valid EC inspection statement and/or, for railway vehicles as referred to in Section 39a, itemb, Rail Traffic Decree, a valid Admission Certificate and/or exemption as referred to in Section 46 RailwaysAct as applicable on 1 April 2012 or a (supplementary) service licence.6. The responsibility of the railway undertaking for a deployed railway vehicle ends as soon as another railwayundertaking has transported or moved that vehicle, or has notified the network manager that it assumesresponsibility for the vehicle.7. If a railway undertaking, barring an exemption as referred to in Section 36, Paragraphs 9 and 10, RailwaysAct, acts in contravention of the prohibition referred to in Section 36, Paragraph 1, Railways Act or is not inpossession of a valid Admission Certificate or a (supplementary) service licence and/or the railwayundertaking does not use the railways in accordance with the assessment as referred to in this article, thenetwork manager is entitled to immediately refuse the railway undertaking use of the railway vehicle inquestion on the railways and to instruct that such use be terminated at once. The ensuing costs are for theaccount of the railway undertaking. The network manager is also entitled to refuse the use of railway vehiclesif they no longer meet the technical specifications on which they were assessed during the admissionprocess. Such railway vehicles may, if deployed on the railways, only be moved by the railway undertakingunder its own risk, with the permission of the network manager and subject to certain conditions.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 104

Article 10.Safety and the environment1. The railway undertaking may only carry out operations at a railway yard other than for the arrival, departure,transit or setting back of train traffic or for locomotive exchange if an environmental permit has been issuedfor such. Railway undertakings must give the network manager the opportunity to assess in advance whetherthe proposed operations at railway yards are pursuant to the conditions of the Environmental ManagementAct and the applicable environmental permit. Railway undertakings that (plan to) carry out operations atrailway yards that require an environmental permit, are obliged to consult and comply with the provisions ofthe environmental permit in question.2. The railway undertaking will use the railway infrastructure in accordance with the restrictions to use andregulations stated in Chapter 3.4.1 and Appendix 9 of the Network Statement.3. Furthermore, the railway undertaking accepts that the network manager monitors compliance by the railwayundertaking with these obligations in order to ensure compliance with the environmental and occupancypermits granted to the network manager.4. The railway undertaking will notify the network manager as soon as possible of any risk or occurrence ofdamage by the railway undertaking to the railways and/or the environment and/or the safety of third parties.This notification is without prejudice to the legal and contractual obligations of the railway undertaking.5. The network manager is entitled by virtue of relevant national and international regulations and/or a ruling bya court of law or arbitration board to determine that certain rail-based operating processes of the railwayundertaking specified by the network manager may not be carried out on the railways, or may only be carriedout at the locations designated by the network manager and/or subject to conditions imposed by it and/orusing the facilities located at the site. Included under operating processes are:a. Internal and external cleaning of railway vehicles.b. Testing of railway vehicles.c. Refuelling.d. Stabling of railway vehicles.e. Removal of waste resulting from operating processes and from railway vehicles.f. Inspection and maintenance of and/or repairs to railway vehicles.6. The railway undertaking will refrain from actions that exceed the noise limit values set by virtue of the NoisePollution Act or that breach the relevant conditions of the licences prescribed pursuant to the EnvironmentalProtection Act.7. The network manager can give instructions to the railway undertaking in case of a potential breach of thenoise limit values or conditions referred to in the previous paragraph.Article 11.Storage of liquids for the running of railway vehicles1. The railway undertaking is exclusively permitted to tranship environmentally dangerous liquids required forthe traction of railway vehicles and the operation of equipment at appropriate sites designated by the networkmanager, as referred to in Appendix 21 of the Network Statement (refuelling systems).Article 12.Train traffic restoration measures1. The parties will in case of a disruption of train traffic do all that may reasonably be expected of them toresolve the disruption and limit the negative consequences thereof.2. In this context, the network manager can take various measures, including the detention, diversion, insertion,slowing down or speeding up of trains, or the cancellation of train paths. The network manager therebyapplies the relevant regulations of the Network Statement as stated in Section 2.1 of the OperationalConditions.3. If the network manager offers a replacement train path in the cases as referred to in Paragraph 2 and Article8, Paragraph 6, the user charge for the replacement path will not be higher than for the original train path.Article 13.Cooperation by the railway undertaking1. The railway undertaking will at the instruction of the network manager cooperate in measures aimed asresolving a disruption, regardless of the cause thereof. If the network manager deems such necessary, therailway undertaking will make its equipment and auxiliary staff available in as far as such equipment and staffare suitable for the intended purpose.2. The costs of the assistance referred to in Paragraph 1 incurred by the railway undertaking, which has notcaused the disruption, will be at the expense of the network manager.3. If the disruption is for the risk and account of the railway undertaking, it will, at the network manager's firstrequest, compensate the network manager for the costs referred to in Paragraph 2 as well as all other costsincurred by the network manager in resolving the disruption.4. If the railway undertaking providing assistance, despite exercising the necessary care, causes damage to therailway undertaking receiving assistance and/or the network manager or itself suffers damage, the resultingloss is for the risk and account of the party to which the disruption can be attributed.5. If the railway undertaking providing assistance, despite exercising the necessary care, causes damage to athird party not being a party involved in the disruption, the resulting loss is for the risk and account of theappendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 105

party causing the disruption. The party causing the disruption indemnifies, if necessary, the other partiesinvolved in the disruption against any claims for compensation by such third parties.6. The railway undertaking will participate in the response organisation subject to regulations of the AccessAgreement as stated in Section 4.1 of the Operational Conditions.Article 14.Presence on railways1. If the railway undertaking allows (auxiliary) staff to be present on or along the railways, such takes place atthe risk and account of the railway undertaking.2. The railway undertaking will ensure that the (auxiliary) staff referred to in the first paragraph has receivedadequate instructions concerning the safe and properly organised presence on the railways.3. Auxiliary staff of the railway undertaking working on the railways must be able to provide proper identification,in the form of a service pass or written instruction as auxiliary staff of the railway undertaking.Article 15.Inspections and instructions1. The network manager is authorised, with a view to performing the tasks and responsibilities assigned byvirtue of the relevant national and international regulations and/or a ruling by a court of law or arbitrationboard, to carry out inspections and/or give necessary instructions to (the auxiliary staff of) the railwayundertaking who will comply with such without delay. The categories of officials of the network manager whoare entitled to exercise the above authority are defined in the Access Agreement.2. The authority of the network manager as referred to in the first paragraph can exclusively be exercised for thepurpose of protecting the railways, preventing or controlling nuisance experienced by the environment andother users of the railways, and the safe and effective use of the railways.3. The inspections and instructions will cause as little hindrance as possible to the normal operating activities ofthe railway undertaking and will be carried out or issued, respectively, in a manner that causes minimalburden. The network manager exclusively has access to those railway vehicles, systems and equipment ofthe railway undertaking that are relevant to the inspection.4. The railway undertaking will comply with instructions given by the network manager as referred to in theseGeneral Terms & Conditions. In case of failure to comply immediately with a lawful instruction as referred toin these General Terms & Conditions, the railway undertaking will forfeit an immediately payable fine of€ 5,000 per breach, without prejudice to the network manager's right to demand compensation in full. In casea series of breaches consists of the failure to comply with one and the same instruction, the right of thenetwork manager to demand an immediately payable fine of € 5,000 per breach is maximised at € 25,000 forthe series of breaches.5. If the railway undertaking fails to comply with an instruction given by the network manager, compliance withwhich is deemed necessary in order to prevent damage, potential damage, terminate a wrongful situation,nuisance and/or to effect speedy restoration of the train traffic as referred to in Article 12 Paragraph 1 ofthese General Terms & Conditions, the network manager is entitled to have the actions and/or work ensuingfrom the instruction carried out at the risk and expense of the railway undertaking.Title IV.LiabilityArticle 16.General provisions pertaining to liability1. The provisions of CUI, Title III, apply mutatis mutandis to the Access Agreement concluded between therailway undertaking and the network manager, insofar as not deviated therefrom in Title IV of these GeneralTerms & Conditions.2. The limitation of liability of a party as described here in Title IV does not apply if the loss is the result of anyaction or negligence by that party acting either with the intent to cause said loss, or with recklessness and theknowledge that such loss could probably result therefrom.3. The network manager and the railway undertaking accept liability for their auxiliary staff.4. Any claim by auxiliary staff of the railway undertaking against the network manager in respect of liability forloss caused by the network manager, as well as any claim by auxiliary staff of the network manager againstthe railway undertaking in respect of liability for loss caused by the railway undertaking can, irrespective ofthe legal ground, only be filed subject to the conditions and limitations of the General Terms & Conditions.5. The handling costs are related to the loss amount consisting of personal injury (bodily injury and death),property damage, cargo damage, costs of salvage and evacuation, expert costs, as well as out of pocketcosts, which are determined according to the table below.Loss amountfrom € 0 to € 100,000from € 100,000 to € 250,000from € 250,000 to € 1,000,000from € 1,000,000 to € 5,000,000from € 5,000,000Handling costs2.5% of the loss amount2.0% of the loss amount1.5% of the loss amount1.0% of the loss amountactual costsappendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 106

If the loss consists exclusively of financial loss, the handling costs can be determined on the basis of theactual costs incurred. The administration costs for handling of the loss event are thereby determinedaccording to the table below, whereby the reference loss consists of additional office and communicationcosts, costs of replanning the operational activities and the costs of additional personnel required during theperiod that the loss event as referred to in this paragraph hampers normal operational activities.Reference lossadministration costs€ 5,000 to € 10,000 € 350€ 10,000 to € 30,000 € 375€ 30,000 to € 50,000 € 475€ 50,000 to --------- 1% of the reference lossIf liability for the loss event is recognised promptly by the network manager without objection andcompensation is paid promptly, the administration costs are limited to 50% of the amounts stated in the tableabove.Article 17.Liability of network manager to the railway undertaking1. The network manager accepts liability to the railway undertaking:a. for personal injury, namely death, or any other form of bodily or emotional harm,b. for property damage, namely the destruction of or damage to movable and immovable property,c. for financial loss,the cause of which lies in the railways and has been inflicted upon the railway undertaking or its auxiliary staffduring the use of the railways.Unless agreed otherwise in the Access Agreement, the same liability applies to the use of supplementaryfacilities managed by the network manager and supplementary services provided by the network manager.2. The liability for financial loss referred to in the first paragraph is limited exclusively to the loss componentsstated below, subject to the conditions accompanying each component and with explicit exclusion of the lossof turnover and profit.a. For the financial loss consisting of compensation owed by the railway undertaking to parties with which ithas concluded transport agreements or other third parties:- exclusively the compensation that the railway undertaking is obliged under the terms of national,European or treaty law to pay to parties with which it has concluded transport agreements or to otherthird parties.b. For the financial loss consisting of the reasonable costs of salvage and evacuation, including the costs oftemporary facilities for the personnel involved, the costs of experts, handling costs and reasonable costsfor determining the liability and extent of the loss:- all costs incurred.c. For the financial loss consisting of the costs of replacement transport and handling costs, subject to theexplicit condition that, if due to a cause attributable to the network manager, the railway undertaking isunable during a period of at least 8 (eight) consecutive hours, calculated from the start of the cause, tomake full use of its allocated capacity:- the costs of replacement transport, as well as the handling costs.d. For the financial loss consisting of the costs of replacement transport in the Netherlands for passengersand freight shipments involved directly in the loss event:- the costs of replacement transport for those passengers and freight shipments, whereby‘passengers and freight shipments involved directly in the loss event’ is understood to mean thosepassengers and freight shipments that make use of a railway vehicle involved in the loss event aswell as those passengers and freight shipments that make use of a railway vehicle that experience acomparable degree of hinder from the loss event in the sense that the consequences of the lossevent for the passengers and/or freight shipments involved are the same and have been solved inthe same manner.3. The network manager is discharged from the liability referred to in the first paragraph:a. In case of personal injury and financial loss ensuing from the compensation owed by the railwayundertaking under the terms of the CUI Uniform Rules:1. if the loss event was caused by circumstances outside the operations of the network manager,which the network manager, despite exercising the necessary care required under thecircumstances, could not avoid and could not prevent the consequences thereof,2. insofar as the loss eventcan be attributed to the person who has suffered the loss,3. if the loss event can be attributed to the behaviour of a third party, which the network manager,despite exercising the necessary care required under the circumstances, could not avoid and couldnot prevent the consequences thereof.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 107

. In case of personal injury and financial loss ensuing from the compensation owed by the railwayundertaking under the terms of the CUI Uniform Rules, whereby the loss is caused by a railwayundertaking or an instruction by the railway undertaking that cannot be attributed to the network manageror by circumstances that, and the consequences of which, the network manager could not avoid.c. In case of financial loss other than referred to under items a and b above:1. if the loss event can be attributed to the railway undertaking or to an instruction given by the railwayundertaking that is not attributable to the network manager,2. if the loss event was caused by circumstances, such as force majeure or behaviour by a third party,which the network manager, despite exercising the necessary care required under thecircumstances, could not avoid and could not prevent the consequences thereof.4. The network manager accepts no liability for loss incurred by the railway undertaking as a result of aninstruction by the network manager, which on grounds of the Access Agreement is lawful and given inaccordance with the provisions of Article 15 of the General Terms & Conditions, as well as for theconsequences of the application of Article 8 Paragraph 5 of the General Terms & Conditions.5. The railway undertaking will not submit any claims to the network manager for compensation less than€ 5,000 per loss event, with the exception of those cases:a. in which the network manager is liable pursuant to Section 6:175 Dutch Civil Code,b. in which the loss results from any attributable breach by the network manager of any statutory regulationregarding the use of the railways.Article 18.Liability of the railway undertaking towards the network manager1. The railway undertaking is liable to the network manager:a. for personal injury, namely death, or any other form of bodily or emotional harm,b. for property damage, namely the destruction of or damage to movable and immovable property,c. for financial loss;incurred by the network manager or its auxiliary staff during the use of the railways by the operated railwayvehicles or by the transported persons or freight.Unless agreed otherwise in the Access Agreement, the same liability applies to the use of supplementaryfacilities managed by the network manager and supplementary services provided by the network manager.2. The liability for financial loss referred to in the first paragraph is limited exclusively to the loss componentsstated below, subject to the conditions accompanying each component and with explicit exclusion of the lossof turnover and profit.a. For the financial loss consisting of compensation that the network manager owes to third parties:- exclusively the compensation that the railway undertaking is obliged under the terms of national,European or treaty law to pay to third parties.b. For the financial loss consisting of the reasonable costs of salvage and evacuation, including the costs oftemporary facilities for the personnel involved, the costs of experts, handling costs and reasonable costsfor determining the liability and extent of the loss:- all costs incurred.c. For the financial loss, subject to the explicit condition that, if due to a cause attributable to the railwayundertaking, traffic on the railways or a part thereof could not take place in part or full during a period ofat least eight consecutive hours, calculated from the start of the event:- the reasonable costs of cancellation and rescheduling of work that was planned to be carried out inthe period during which the loss event hindered normal operations and which work could attributablynot be carried out due to that loss event, as well as the handling costs.3. The railway undertaking is discharged from the liability referred to in the first paragraph:a. In case of personal injury:1. if the loss event was caused by circumstances outside the operations of the railway undertaking,which the railway undertaking, despite exercising the necessary care required under thecircumstances, could not avoid and could not prevent the consequences thereof,2. insofar as the loss event can be attributed to the person who has suffered the loss,3. if the loss event can be attributed to the acts of a third party, which the railway undertaking, despiteexercising the necessary care required under the circumstances, could not avoid and could notprevent the consequences thereof.b. In case of property damage, when the damage is attributable to the network manager or to an instructionby the network manager which cannot be attributed to the railway undertaking or through circumstancesthat the railway undertaking could not avoid and could not prevent the consequences thereof.c. In case of financial loss:1. if the loss event can be attributed to the network manager or to an instruction given by the networkmanager that is not attributable to the railway undertaking,2. if the loss event was caused by circumstances, such as force majeure or acts by a third party, whichthe network manager, despite exercising the necessary care required under the circumstances,could not avoid and could not prevent the consequences thereof.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 108

4. The network manager will not submit any claims to the railway undertaking for compensation less than€ 5,000 per loss event, with the exception of those cases:a. In which the railway undertaking is liable pursuant to Section 6:175 Dutch Civil Code in conjunction withSection 8:1670 et seq Dutch Civil Code.b. In which the loss results from any attributable breach by the railway undertaking of any statutoryregulation regarding the use of the railways.5. The railway undertaking indemnifies the network manager against all claims relating to any attributablebreach by the railway undertaking of any statutory regulation.6. In case of property damage to the railways, the settlement of benefit is only applied if the network manageractually benefits from the repair of the property damage. This is only assumed if the repair of the propertydamage results in the postponement, in relation to the network manager's planning, by more than five yearsof the first following complete renewal of the element (not being a single component) of the railways of whichthe repaired property is part. The network manager will, on request, provide the railway undertaking with therelevant planning. The network manager will, in case of an appeal to settlement of benefit, provide evidenceof the planning.Article 19.Liability amongst railway undertakings1. The railway undertaking is liable towards another railway undertaking:a. for personal injury,b. for loss of and damage to property, irrespective of the ownership position,c. for financial loss,incurred by the railway undertaking or its auxiliary staff during the use of the railways by the operated railwayvehicles or by the transported persons or freight.Unless agreed otherwise in the Access Agreement, the same liability applies to the use of additional facilitiesmanaged by the network manager.2. The liability for financial loss referred to in the first paragraph is limited exclusively to the loss componentsstated below, subject to the conditions accompanying each component and with explicit exclusion of the lossof turnover and profit.a. For the financial loss consisting of compensation owed by the other railway undertaking to parties withwhich it has concluded transport agreements or other third parties:- exclusively the compensation that the railway undertaking is obliged under the terms of national,European or treaty law to pay to parties with which it has concluded transport agreements or otherthird parties.b. For the financial loss consisting of the reasonable costs of salvage and evacuation, including the costs oftemporary facilities for the personnel involved, the costs of experts, handling costs and reasonable costsfor determining the liability and extent of the loss:- all costs incurred.c. For the financial loss consisting of the costs of replacement transport in the Netherlands as well as thehandling costs, subject to the explicit condition that, if due to a cause attributable to a railwayundertaking, traffic on the railways or a part thereof could not take place in part or full during a period ofat least eight consecutive hours, calculated from the start of the event:: the charged cost of replacementtransport (by third parties):- the costs of replacement transport, as well as handling costs.d. For the financial loss consisting of the costs of replacement transport in the Netherlands for passengersand freight shipments involved directly in the loss event:- the costs of replacement transport for those passengers and freight shipments, whereby‘passengers and freight shipments involved directly in the loss event’ is understood to mean thosepassengers and/or freight shipments that make use of a railway vehicle involved in the loss event aswell as those passengers and freight shipments that make use of a railway vehicle that experience acomparable degree of hinder from the loss event in the sense that the consequences of the lossevent for the passengers and/or freight shipments involved are the same and have been solved inthe same manner.3. The railway undertaking is discharged from the liability referred to in the first paragraph if the loss event:a. is attributable to the other railway undertaking or to an instructions given by the other railway undertakingwhich is not attributable to the railway undertaking,b. was caused by circumstances, such as force majeure or behaviour by a third party, which the railwayundertaking, despite exercising the necessary care required under the circumstances, could not avoidand could not prevent the consequences thereof.4. The railway undertaking will not submit any claims to another railway undertaking for compensation less than€ 5,000 per loss event, with the exception of those cases:a. in which liability is based on Section 6:175 Dutch Civil Code in conjunction with Section 8:1670 et seqDutch Civil Code,b. in which the loss results from any attributable breach by the other railway undertaking of any statutoryregulation regarding the use of the railways.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 109

5. This article is a third-party clause as referred to in Section 6:253 Dutch Civil Code. The railway undertakingaccepts that another railway undertaking that has also accepted these General Terms & Conditions also hasthe right to directly invoke the conditions in these General Terms & Conditions that are relevant to therelationship between the railway undertakings.Article 20.Attributable failureWithout prejudice to the provisions of Title IV above, a party who attributably fails to fulfil its obligations, afterhaving been notified of this failure and given a reasonable period to rectify the situation, but has neverthelessfailed to do so, is liable for the loss incurred by the other party, on the understanding that, except in the case ofintent and/or deliberate recklessness, loss of turnover or profit by the other party is not eligible for compensation.Articles 17, Paragraph 5, and 18, Paragraph 4, of the General Terms & Conditions apply mutatis mutandis.Article 21.Limitation of liability, prescription and force majeure1. The liability of the parties in any form whatsoever is limited to that provided under Title IV, without prejudiceto the right of the parties to demand fulfilment of the provisions of the Access Agreement and/or theseGeneral Terms & Conditions.2. A claim by the railway undertaking or the network manager based on the Access Agreement and/or theseGeneral Terms & Conditions lapses three years from the date of the event that gave rise to the claim.3. In case of the death of persons, a time limit applies of three years starting from the day after decease, but nomore than five years starting from the day after the accident.4. If the claim by the network manager is based on an event with regard to which the railway undertaking hasrecourse against the other party of a transport agreement concluded by the railway undertaking, the claim bythe network manager on the railway undertaking will lapse one month before the expiry of the time limit thatapplies by law or treaty to the claim by the railway undertaking on the other party of a transport contractconcluded by the railway undertaking.5. If the claim by the railway undertaking is based on an event governed by a transport agreement concluded bythe railway undertaking whereby the railway undertaking takes recourse against the network manager, theclaim by the railway undertaking on the network manager will lapse one month after expiry of the time limitthat applies by law or treaty to the claim governed by the transport agreement.6. Prescription is suspended if one of the parties submits the dispute to a body in the sense of Article 28 or if thematter is submitted to an arbitration board.7. The network manager and/or the railway undertaking are in case of force majeure not liable for any losswhatsoever. Force majeure in the sense of these General Terms & Conditions also includes the meaninggiven thereto by law and legal precedents. Also regarded as force mature are power failures not caused bythe network manager, suicides or attempts thereto, behaviour by animals, national or local strikes or workstoppages, whether or not organised, at the company of the network manager and/or of the railwayundertaking.8. The provisions of Paragraph 7 are without prejudice to the obligations of the network manager under Section7, Paragraph 2, Railways Act.9. In case auxiliary staff incur losses which can be attributed to both the network manager and the railwayundertaking, the network manager and the railway undertaking now for then indemnify one another againstany claims by axillary staff for compensation insofar as such is attributable to the network manager and therailway undertaking, respectively. This indemnification also applies to claims for compensation that isattributable entirely to the network manager and for which the auxiliary staff brings a claim against the railwayundertaking, and vice versa.10. in case a scheme applies between the network manager and the railway undertaking for the compensaton ofa specific loss event, the network manager and the railway undertaking now for then indemnify one anotheragainst any claims by auxiliary staff engaged by the network manager and the railway undertaking,respectively, relating to the loss event in question.Title V.Financial stipulationsArticle 22.User and reservation charges1. The user charges are calculated subject to the relevant provisions of the Network Statement.2. The railway undertaking and the network manager agree on a user charge of nil for the use of the railwayinfrastructure for the performance of instructions by the network manager with regard to the management ofthe railways.3. Trains for which no user charge is due under the terms of this provision will receive no timetable draftingsupport by the One-Stop-Shop of the network manager.4. In order to determine the user charge for the service as referred to in Article 2a of Annex 2 of Directive2001/14/EC, the railway undertaking will provide the network manager with invoices, including theaccompanying proof of payment, for the traction power purchased by the railway undertaking. The railwayappendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 110

undertaking authorises the network manager to verify with the traction power supplier whether the submittedinvoices cover the total traction power supplied.5. The network manager will invoice the user charge and, if applicable, the reservation charges per calendarmonth. If the network manager sends a provisional invoice, this will be followed within 6 months by a finalinvoice. The final settlement of amounts due under a performance scheme will be invoiced within 6 months ofexpiry of the period to which the performance scheme relates.6. The final settlement of amounts due under a performance scheme will be invoiced within 2 months of sendingof the invoice for the last term of the period to which the performance scheme relates.7. The invoiced used charge is not eligible for set-off in the sense of Section 6: 127 Paragraph 2 Dutch CivilCode, with the exception of the set-off of undisputed claims and claims based on a decision by a court of lawor arbitration board.8. The network manager may in case of reasonable doubt about the creditworthiness of the railway undertakingat all times demand that the railway undertaking issue a bank guarantee or provide comparable security forcompliance with its financial obligations under the Access Agreement and the General Terms & Conditions,as referred to in Article 22 of these General Terms & Conditions.9. The costs of the security referred to in the previous paragraph are borne by the railway undertaking.Article 23.Payment conditions1. The railway undertaking and the network manager will pay the amounts owed by virtue of the AccessAgreement and these General Terms & Conditions no later than 30 days after receipt of the invoice. In caseof non-cash transfers, the date of receipt by the recipient's bank is regarded as the date of payment.2. If the network manager or the railway undertaking fail to pay the amounts due under the Access Agreementand these General Terms & Conditions in the manner set out above, and the failure is due to a causeattributable to the network manager or the railway undertaking, the amount due is increased by statutoryinterest in accordance with Section 6:119a Dutch Civil Code, calculated from the final day on which paymentshould have been made.3. All amounts due under the Access Agreement and/or these General Terms & Conditions are stated in euroand exclusive of VAT.4. The railway undertaking may submit objections against the amount of the final invoice to the networkmanager in writing within 2 months of receipt of the invoice. On expiry of the aforementioned term, therailway undertaking loses its right to appeal against the amount of the invoice. Systematic defects that cometo light during the handling of a timely submitted objection against an invoice will, however, also lead to therecalculation of earlier invoices for which the term of objection has already expired.Title VI.Suspension and termination of Access AgreementArticle 24.Suspension of Access Agreement1. The network manager and/or the railway undertaking can suspend performance of the Access Agreement infull or in part on grounds of Section 6:52 Dutch Civil Code.2. In case of payment by the railway undertaking after the term referred to in Article 23, Paragraph 1 of theseGeneral Terms & Conditions, the network manager may only suspend performance of the Access Agreementif the railway undertaking has exceeded the payment term for two successive periodic payments or for twopayments within twelve months.3. During the suspension, the railway undertaking and the network manager are obliged to take appropriatemeasures to prevent and limit the occurrence of loss.4. The railway undertaking can again exercise its full claim to the agreed capacity from the fourth day afterending of the suspension.Article 25.Termination by the network manager1. The network manager can, without prior notice of default or judicial intervention, effect immediate terminationof the Access Agreement by registered letter if:a. The network manager loses the Concession, either in full or in part, in as far as relevant to the provisionof service by the network manager to the railway undertaking.b. The railway undertaking is declared bankrupt or insolvent.c. The railway undertaking is granted a moratorium.d. The railway undertaking has during a period of at least one year not used the allocated capacity.e. The railway undertaking is no longer authorised to participate in rail traffic.f. The railway undertaking has payment arrears:i. during two successive instalments and for an amount larger than the user charge for one month,ii. during more than two instalment and for an amount equal to the user charge for two months.g. The railway undertaking defaults on a significant contractual obligation, which concerns the safety ofpersons or goods, including freight loads.h. The auxilliary staff or the railway vehicles to be used no longer meet the applicable safety requirements.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 111

2. The network manager can terminate the Access agreement by registered letter subject to a notice period of 2months, in case of:a. A mandatory change in the relevant regulations, the consequences of which could not be foreseen,which prejudice the obligations of the network manager and hinder the network manager in the fulfilmentof its obligations.b. The railway undertaking deliberately defaults or acts in gross negligence with regard to essentialcontractual obligations other than those referred to in the Paragraph 1g.3. If performance of the Access Agreement is suspended on grounds of Article 24 Paragraph 1 of these GeneralTerms & Conditions, the network manager can, after granting the railway undertaking a reasonable period torectify the situation, terminate the Access Agreement if the railway undertaking remains in default.Article 26.Termination by the railway undertaking1. The railway undertaking can, without prior notice of default or judicial intervention, effect immediatetermination of the Access Agreement by registered letter if:a. The network manager loses the Concession, either in full or in part, in as far as relevant to the provisionof service by the network manager to the railway undertaking.b. The network manager is declared bankrupt or insolvent.c. The network manager is granted a moratorium.d. The network manager defaults on a significant contractual obligation, which concerns the safety ofpersons or goods, including freight loads.2. The railway company is entitled to terminate the Access Agreement, subject to a notice period of 2 months, incase of:a. A mandatory change in the relevant regulations, the consequences of which could not be foreseen,which prejudice the obligations of the railway undertaking and hinder the railway undertaking in thefulfilment of its obligations.b. The network manager deliberately defaults or acts in gross negligence with regard to other essentialcontractual obligations.3. In cases other than those referred to in the first two paragraphs, the railway undertaking can terminate theAccess Agreements by registered letter, subject to the notice period stated in the Access Agreement.4. If performance of the Access Agreement is suspended on grounds of Article 24, Paragraph 1 of theseGeneral Terms & Conditions, the railway undertaking can, after granting the network manager a reasonableperiod to rectify the situation, terminate the Access Agreement if the network manager remains in default.5. If the network manager changes the Access Agreement and/or General Terms & Conditions, the railwayundertaking can in the event it objects to the change, terminate the Access Agreement, subject to a noticeperiod of 3 months from the moment the change comes into effect.Article 27.Compensation on termination of the Access AgreementNo compensation whatsoever is payable in case of termination of the Access Agreement under Title VI, except inthe case of termination on grounds of a moratorium, bankruptcy or attributable failure.Article 28.Scope, applicable law and resolution of disputes1. These General Terms & Conditions are applicable to Access Agreements.2. The Access Agreement and the General Terms & Conditions are governed by Dutch law, includinginternational treaties applicable in the Netherlands, in particular the COTIF 1999 with Annexes.3. All disputes, with the exception of those ensuing from Section 61 Railways Act and the Order in Councilbased thereon, ensuing from the Access Agreement and/or these General Terms & Conditions, which theparties cannot settle amicably will be submitted to the competent civil court in Utrecht or to a committeeappointed by the parties in which the parties appoint an equal number of members, which committee ischarged with assessing whether an amicable settlement can be reached between the parties.4. In deviation of Paragraph 3, the parties can agree that the disputes as referred to same paragraph will besolved in accordance with the applicable regulations of the Netherlands Arbitration Institute. The arbitrationboard, which will decide in accordance with the law, can consist of one or three arbitrators. The arbitration willbe held in Utrecht.5. Paragraphs 1 thru 4 of this article are without prejudice to Section 71 of the Railways Act.appendix 5 Model Access Agreement and General Terms & ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 112

appendix 6 Operational Conditions (§ 2.4)Operational Conditions Access Agreement ProRail 2014 (version 1 December 2012)1 Capacity planning1.1 Route scheduling responsibilities 80The author (or revisor) of a train schedule is responsible for compliance with the planning and loadnorms laid down by the network manager in the Network Statement, as well as any applicabledeployment limitations for railway vehicles.If the railway undertaking makes use of the services of the ProRail One-Stop-Shop (OSS) for thedrafting of timetables, any applicable deployment limitations must be communicated to ProRail OSS.Planning of the priority route will then take into account the requested deployment and the limitations of theadmission certificate or the Exceptional Transport regulations declared by railway undertakings.The railway undertaking planning or requesting the planning of a train path for a train with specificcharacteristics (such as length, gauge, axle load, traction form) will test whether the offered train pathis subject to specific user restrictions (such as maximum train length, gauge, the presence or absenceof overhead contact lines) and will ensure (including through instructions to operational personnel) thatthe train making use of the path is in accordance with the stated limitations.The railway undertaking will use the agreed capacities with train compositions that meet the potentialfor use offered by those train paths and tracks.1.2 Exceptional transport 81Application of the regulations for Exceptional Transport is necessary in the cases below 82 .• The running of high-speed passenger trains longer than 400 m 83 .• The running of freight trains longer than 750 m 84 .• The running of trains that are not suitable for a running speed of at least 60 km/h on route sectionsdesigned for a speed of 80 km/h 85 .• The running of railway vehicles, the vehicle gauge of which exceeds the reference profile for thatroute section 86 .• The running of trains that include vehicles carrying a load that exceeds Loading Class C2 87 .• The running of trains or vehicles under an exemption granted pursuant to the Railways Act,whereby specific conditions are to be agreed with the network manager 88 .• The running of railway vehicles which under the terms of the UIC regulations (UIC Leaflet 502-1) 89are qualified as Exceptional Transport.• The running of trains of which the last vehicle is unbraked.The network manager does not admit vehicles as Exceptional Transport unless the applicableconditions – as prescribed in the Regulations for Exceptional Transport – are met. The Regulations forExceptional Transport, on the Combined Network and the Betuwe Route 90 can be requested fromProRail One-Stop-Shop. The network manager endeavours to agree upon Regulations for ExceptionalTransport with the railway undertaking operator within 14 days. The additional costs incurred by the8081828384858687888990See Network Statement § 4.8See Network Statement § 2.5 and § 3.3.2See Network Statement § 2.5See Network Statement § 3.3.2.5See Network Statement § 3.3.2.5See Network Statement § 3.3.2.4 and Appendix 16See Network Statement § 3.3.2.1; an exemption by the Minister of Infrastructure and the Environmentpursuant to Section 36 Railways Act is required in some cases.See Network Statement § 3.3.2.2Section 36 Railways ActLeaflet available on request from the One-Stop-Shop of ProRailProRail advises Keyrail concerning exceptional transport train movements on the Betuwe Route.appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 113

network manager in connection with the preparation and implementation of exceptional transport arefor the account of the applicant.General points of departure for Exceptional Transport• The railway undertaking ensures that the provisions contained in the Regulations for ExceptionalTransport are applied and observed in the course of its business operations.• The railway undertaking has to establish whether the route, choice of route and speed of the trainintended for transport are compliant with the regulations. If this is not the case, then the train’sexisting timetable will have to be changed or – in the event that this is not possible – a request forad hoc capacity for a train with an adjusted timetable submitted. In both cases, the railwayundertaking shall refer to the applicable regulations.• The railway undertaking must submit a new 'change train' order when changing the traincharacteristics of an existing train to Exceptional Transport.Standard Regulations for Exceptional TransportThe website of the network manager (www.prorail.nl > vervoerders > infrastructuur) lists a number ofstandard classes – which refer to loading classes C3, C4, D2, D4, E5 according to UIC Leaflet 700 91(EN 15528), as well as a number of specific railway vehicles, with for each type the admissible routesections and corresponding speed limits.The railway undertaking can make use of the standard regulations for exceptional transport for thetransport of railway vehicles falling under one of these classes/types, on condition that such takesplace on the route sections released for the purpose, and compliance with the accompanying speedrestrictions.The railway undertaking shall indicate by applying the suffix ZWV to the train number in the timetabledocuments, that the train in question is one to which the standard regulations for exceptional transportapply, due to the fact that it exceeds the loading class, while also stating the applicable loading class(e.g.: “45109 ZWV-D4”).Standard regulations for excessive loading gaugeSpecially coded wagons which carry coded intermodal loading units, and/or further transport yet to beappointed by the network manager, may utilise the allocated capacity insofar as they comply with theconditions contained on the website of the network manager (www.prorail.nl > vervoerders >capaciteitsverdeling > dienstregeling), as described in the standard conditions applicable to out-ofgaugetransport. The railway undertaking shall indicate by applying the suffix BP1, BP2, BP3 to thetrain number in the timetable documents, that the train in question is one to which the StandardRegulations for Exceptional Transport apply, due to the fact that it exceeds the loading class.Specific regulationsIn other cases of Exceptional Transport, railway undertakings may conclude incidental Regulations forExceptional Transport with the network manager. The regulations comprise a description of theallocated route, period of validity, operational conditions, exemptions granted and, whereverapplicable, admissible dimensions and/or weight. The provision of incidental regulations forexceptional transport is accompanied by a regular order request (in ISVL within the term of 36 hours).The railway undertaking shall indicate by applying the suffix BV to the train number in the timetabledocuments, that the train in question is one to which the incidental regulations for ExceptionalTransport apply, making reference to the applicable regulations.1.3 Train numbering 92With a view to avoiding any misunderstanding in communication concerning trains, all trains areidentified by means of a train number that is unique within a single day. These same train numbers areapplied by the network manager and Keyrail, respectively (operator of the Betuwe Route that ischarged by the network manager with performance of the management tasks of the network managerwith regard to the Betuwe Route) and the railway undertakings to applications for capacity allocation,the recording of capacity allocation and for administrative purposes (such as the billing of usercharges).9192Leaflet available on request from the One-Stop-Shop of ProRailSee Network Statement § 2.8appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 114

The network manager concludes agreements with Keyrail and each of the railway undertakings on thenumbers to be applied per annual timetable. These agreements also comprise the internationalharmonisation of the numbering and the processing of additions and changes during the term of anannual timetable. The network manager and Keyrail apply the train numbers in the AccessAgreements with railway undertakings.The procedures for the processing of train numbers for the international train traffic are laid down inUIC leaflet 419 93 .The network manager notifies the parties involved of the draft list of train numbers for the followingannual timetable by 1 February at the latest. This list is based on the list applicable at that point intime. The list is published on the network manager's website (www.prorail.nl > vervoerders >capaciteitsverdeling > dienstregeling). In the event of changes to the previous annual timetable,Keyrail and railway undertakings can respond within two weeks of publication on the networkmanager's website. The network manager publishes a definitive list of train numbers within four weeksof publication of the draft version.Titleholders can submit proposals for change via capaciteitsverdeling.toetsing@prorail.nl.The network manager processes changes by the railway undertakings to the latest timetable withinthree working days. Such changes come into force within 5 days of processing, subject to mutualagreement. Renumbering in no way affects capacity rights.The network manager and the parties involved shall apply the latest list of train numbers, as publishedon the website of the network manager (www.prorail.nl > vervoerders > capaciteitsverdeling >dienstregeling).In the event of admission of a new railway undertaking, the network manager publishes a new list oftrain numbers.1.4 Adjustment of capacity allocation due to management workInterim change or cancellation of the capacity allocated by the network manager to the railwayundertaking is possible in the cases and under the conditions as described in the Network Statement,Chapter 4.4.1.4.The network manager can in case of management work for which no capacity is allocated in theannual timetable make use of available capacity or of capacity made available by agreement with therailway undertaking.2 Traffic handling2.1 Order acceptance and intervention 94Three sub-processes are described below: namely:1. The handling of orders2. The intervention of trains which have departed from their allocated path3. The departure procedureIn the event of order requests by a railway undertaking, the network manager will allocate extracapacity within the scope available.During and following disruptions, the network manager will reallocate the (reduced) capacity amongthe railway undertakings involved. To this end, the network manager will apply agreementsestablished in advance for operational allocation (allocation rules).2.1.1 Order handlingThis applies to the allocation of (extra) capacity as well as other changes of plan during the periodbetween the transition from the day plan to the traffic control plan and the moment of departure.9394Leaflet available on request from the One-Stop-ShopSee Network Statement § 4.3, 4.4.1.4, 4.8.2 to 4.8.4appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 115

Order handling from 36 hours to 1 hour prior to implementationThe processing window for submitted orders daily comprises the period up to 12.00 hours on thefollowing day. The processing of orders for capacity after the window time is stayed until they fall intothe processing window. The network manager will receive and process orders as quickly as possible.An order request comprises a bandwidth of at least 60 minutes around the requested departure andarrival times. This gives the network manager a greater margin in which to compile a timetableaccording to the freight train paths available.Contents of order requestThe order request should contain the following data:• Applicant• Train number• Order type (introduction, change or cancellation)• Traction form• Train length• Weight• Departure station• Destination station• Priority route• Date and time of departure (margin, if applicable)• Date and time of arrival (margin, if applicable)• Dangerous goods• Deviation to rolling stock related to infrastructure use restrictions• If Exceptional Transport: ZWV, BP1, BP2, BP3 or BV with the reference of the appropriateregulations for Exceptional Transport• Maximum speed• Operational particulars network manager (see under the heading ‘Information arrival track’)Information arrival trackIn order to select the most convenient arrival track for trains arriving at their destination station, it isessential that the traffic receives information concerning the subsequent handling of the train followingarrival. In case of an order request for the introduction/change of a train, this should be entered in thefield ‘Traffic control operational particulars’.The network manager shall strive to comply with therequested specifications. Examples of activities required by railway undertaking during or after thetrain run:• driver exchange, duration x minutes at Y• locomotive exchange, duration x minutes at Y• shunting, duration x minutes at Y• stabling, at Y for the duration of x minutes after arrival• rolling stock destined for train nnnnn dated dd-mm-yyyy• train destined for loading on rail connection xxx• rolling stock for assembly on track set yyCancelled trainsThe following applies in the event of cancellation of trains:• The railway undertaking will give the network manager ample notice via ISVL in case trains can becancelled.• A cancellation order shortly before departure is only permitted in case of disasters. This order willalso state what the railway undertaking wishes to do with the rolling stock that was designated forthe train that is to be cancelled.• The controller will cancel the train as soon as possible, then consult with traffic control on what todo with the rolling stock. The network manager will strive to comply with the wishes of the railwayundertaking.• The railway undertaking will later confirm the telephone instruction by means of an order in ISVL.AddressesOrders for the insertion of trains or for trains that must be transferred from departure (or passageborder station) must (unless explicitly agreed otherwise) be submitted to the traffic control centre of theappendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 116

station from which the train will depart or where the border station is located, respectively. Orders fortrain changes are submitted to the local traffic control centre where the change must be implemented.2.1.2 InterventionIn the event that there is no agreement with the railway undertakings concerning the handling of aparticular disruption, or no consensus is reached in advance, then the capacity shall be allocatedaccording to the agreements on operational allocation, as referred to in Chapters 4.8.2 – 4.8.4 of theNetwork Statement. A formal distinction is made between allocation rules on the one hand andhandling strategies or agreements on the other. Handling strategies are agreements concluded withrailway undertakings either individually or jointly, concerning the handling of their train services in theevent of specific, foreseen disruptions.Regulations on operational allocationRegulations on operational allocation (allocation rules) enable the network manager, in the event ofboth disruptions and order requests, to allocate capacity to the railway undertakings in question in anorderly and non-discriminatory manner.2.1.3 Departure procedurePrior notice of deviations from the agreed capacityThe railway undertaking will as soon as possible notify the local traffic control of foreseen delays andchanges to the characteristics (length, tonnage, …) of a train, as a result of which the train could nolonger use the agreed path.Reporting of unforeseen departure obstacle by the train driverThe train driver will as soon as possible after ascertaining such, notify traffic control of anycircumstance as a result of which his train cannot (or can no longer) depart at the agreed time.Delivery of train path by the network manager (30 seconds before departure)A train path is considered delivered if the network manager switches the signal from the ‘stop position’at least 30 seconds before the time of departure ultimately agreed.Actual departure by the railway undertakingThe railway undertaking is obliged to actually depart within 3 minutes of delivery of the train path bythe network manager. In the event that the train fails to depart within 3 minutes, the network manageris entitled to retract the signal.Exceptional circumstancesThe network manager is entitled / obliged to return the signal to the stop position (retraction):• in the event of danger,• in case of intervention, following notification of the train driver,• if traffic control is sure that there is no train driver present in or around the train.In the event of the last, the railway undertaking has to submit a new capacity request.The railway undertaking will leave the train manned at the request of the network manager if the trainis unable to leave due to unforeseen circumstances.2.2 Use of locally controlled areas 95Immediately prior to carrying out shunting or train movements, the driver of a train should contacttraffic control by means of a logged voice connection to request permission and make arrangementsfor the exchange of safety information. Traffic control may then issue the user instructions to thedriver. The driver is obliged to observe such instructions. Prior permission from traffic control is alsorequired to park railway vehicles on tracks in non-centrally controlled areas. Requests can besubmitted for permission to use tracks in a non-centrally controlled area:• As a request for a single route, whose starting, end and any intervening points are identified bymeans of signal, track or points numbers.• As a request for the use of a time-space slot for various consecutive movements, in which thephysical boundaries of the area in which the movements are to carried out are identified by meansof signal, track or points numbers, and the time limits in the form of desired starting and end times.95See Network Statement § 2.8 and 3.3.3appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 117

As soon as a driver has completed a single route entirely within a non-centrally controlled area, thedriver should report to traffic control that the requested use has ended, also stating whether the route(including track starting point, but excluding track end point) is once more vacant and unobstructed, inaccordance with the request. As soon as a driver has completed a single route, which began in a noncentrallycontrolled area and ended in a centrally controlled area, the driver need only report this totraffic control in the event that – contrary to the terms of the request – railway vehicles have or havenot been left behind at the track starting point.On completion of the use of a time-space slot, the driver will contact traffic control to report whetherthe slot was used in accordance with the request, the track on which the driver and his traction arecurrently located, which tracks in the slot are vacant and unobstructed, and on which tracks vehicleshave been stabled.2.3 Communication of safety messages between driver and traffic control 96The railway undertaking and the Network Manager will apply the rules stated in the 'Regulationsconcerning communication procedures applicable to safety messages regulations' as regards thecommunication of safety messages between the driver and traffic control as referred to in the TSIOperations and Traffic Control. These user regulations are available for consulation on the website ofProRail (www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden).The forms drafted by the network manager in the Form Manual as referred to in the TSI Operationsand Traffic Control are available via the website of the network manager (www.prorail.nl > vervoerders> toegang tot het spoor > operationele voorwaarden).2.4 Procedure after unintended passingIf the driver of a passenger train after the unintended passing of a station reports to traffic control asreferred to in Section 15, Paragraph 1, Rail Traffic Decree, the traffic control will respond with aninstruction as referred to in Paragraph 2 of the aforementioned section, namely with the instructionNOT to reverse the train, but to continue to the next station.The passengers can be informed on the past station by means of the public address or travelinformation system. The train driver will inform the passengers on the train who intended to disembarkat the passed station.Traffic control can, however, cooperate in reversing in the cases below.1. If reversing is possible with safe signals to the passed station, from where departure is possiblewith safe signals, or2. if reversing is necessary to a disaster/obstruction on the upcoming route section.Also in case of these exceptions, reversing is exclusively possible following notification to trafficcontrol.2.5 Rust-clearance 97The corrosion of rails impacts upon the reliable operation of the detection system. With a view topreventing this, trains are designated by the network manager for the purposes of rust clearance,which apply the working method below.• The network manager will indicate which tracks and infrastructural elements need to be keptpermanently available for the purposes of intervention.• The network manager will monitor the regular rust-clearance running on these tracks andinfrastructural elements from the stations. Records are also kept of this.• The designation of rust-clearance trains is not carried out according to plan, but is established bythe network manager during the intervention phase, following consultation with the transportoperator(s) involved (sort of train, current traffic handling circumstances, etc.).• Railway undertakings accept that their trains may be directed to a limited degree alonguncustomary routes, and that they may have to run according to instructions in the event that thetime since the previous use of a particular route exceeds the norm value.9697See Network Statement § 2.8See Network Statement § 4.8.7appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 118

• The network manager will strive to avoid designating passenger trains for rust clearance duringpeak hours.• The Netwok Manager strives to avoid wherever possible the performance of rust clearancerunning with freight trains heavier than 3,000 tons and with freight trains carrying substance ClassA (liquified flammable gasses, number code 23 in the GEVI code).3 Safety and the environment3.1 Rules of cooperationIn terms of agreements concerning the provision of information within the context of the request orchanges which therefore entail operating according to an environmental permit, the railwayundertaking is expected to supply the information requested within the period applicable in eachindividual case. This information relates to processes and activities that are relevant to theenvironmental permit and which the railway undertaking carries out or intends to carry out at therailway yard 98 in question. This includes the use of (cleaning) systems and workshops, loading &unloading facilities, the storage of (environmentally) hazardous substances, maintenance operationson rolling stock, etc.3.2 Provision of informationThe railway undertaking will provide the network manager with the information below.• The noise emission data of passenger stock and locomotives as described in Section 3 ofAppendix 9 to the Network Statement.• The noise emission data of train traffic on route sections and railway yards as described inSections 2.4 and 2.5 of Appendix 8 to the Network Statement.• Information to support an opinion, notice of appeal, application for temporary facility, in the eventof receipt of a (preliminary) decision concerning an environmental permit.• For those railway yards for which an environmental permits is issued that prescribes the reportingof the number of actions performed: a statement per prescribed reporting period of the number ofactions prescribed under the environmental permit as performed on-site by the railwayundertaking, as described in Sections 2.2 and 2.3 of Appendix 9 to the Network Statement.3.3 Codes of conduct1. The railway undertaking is permitted to refuel at locations other than those stated in Article 11 ofthe General Terms and Conditions in the cases below.a. Self-propelled work trains, present and operational for the performance of work on therailways, which due to the nature of the work are unable to reach one of the sites designatedby the network manager, as referred to in Article 11 of the General Terms and Conditions,including the situation of isolated operation.b. Non-self-propelled equipment, present and operational for the performance of work on therailways, which are used at a construction site.c. If the refuelling systems where scheduled refuelling was to take place cannot be reacheddue to obstruction of the infrastructure.2. Application of the exceptions is subject to the conditions below.a. The fuel tanks of the work trains and equipment must be fully filled before commencement ofwork with the work trains and equipment.b. The refuelling of equipment can take place either directly or indirectly in order to power agenerator that provides the equipment with electricity.c. Refuelling at other locations than those referred to in Article 11 of the General Terms andConditions must take place in compliance with the relevant provisions of the NetherlandsSoil Protection Directive and/or the PGS 30 99 .9899Being a facility as referred to in Article 1.1 Paragraph 3 of de Environmental Permit (General Conditions) Act.PGS 30: Guidelines for the outdoor storage of liquid petroleum products in small systems (storage of up to150 m3 flammable fluids with a flashpoint of 55 to 100 ºC in aboveground tanks and supplementaryguidelines for storage in double-walled tanks, storage in environmental protection areas for groundwater,indoor storage and temporary non-stationary storage and delivery).appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 119

d. Refuelling at a railway yard subject to an environmental permit must take place inaccordance with the relevant provisions.3.4 Rail safety3.4.1 PlanningThe railway undertaking will ensure that rolling stock stabled on decommission tracks is removedbefore the start of the possession. Rolling stock may only be left stabled on decommissioned tracks inthe cases below.• The network manager has indicated in RADAR that such as possible in combination with the workto be carried out, and• the railway undertaking has arranged in its VMS that the measures agreed upon with the networkmanager through the Allocation Table are carried out when the rolling stock is immobilised and cutoff from traction power supply, unless supplementary agreements have been laid down in writingin RADAR. The agreed measures are communicated to the railway undertakings through theAllocation Table.• If it is ascertained during the preliminary consultations that the organisation of supplementarystabling capacity is required, the railway undertaking and the network manager will in consultationdetermine how and under which conditions supplementary stabling capacity with the correctfunctionality will be made available.3.4.2 Use of drag shoes and stop blocksThe railway undertaking will use drag shoes exclusively for the braking and halting of railway vehiclesduring gravity or fly shunting 100 . The railway undertaking will on completion of the gravity or flyshunting process remove all used drag shoes from the tracks. To prevent the drifting of stabled railwayvehicles, use is made of the vehicle's parking or hand brake. Wooden or plastic stop blocks may beused as an alternative.4 Disasters and external safety4.1 Disasters and train incidents 1014.1.1 General responsibilities and agreements with railway undertakings1. The network manager and the railway undertaking will maintain an operational, tactical andstrategic on-duty organisation that is modern, well-trained and accessible/available 24/7:a. In response to disasters.b. For the operational performance of prevention and preparation measures for disasters with aview to lowering the vulnerability of the rail sector (e.g., in case of increased risk of terrorism,snow/ice or other extreme weather conditions).2. The railway undertaking will in consultation make personnel and equipment available for thedisaster drills to be organised by the network manager, for which the latter can requestinfrastructural capacity in accordance with Chapter 3.5 of the Network Statement.3. The railway undertaking and the network manager will agree on a consultation structure tocoordinate matters at operational, tactical and strategic level.4. The railway undertaking is responsible for providing the Network Manager with any informationthat could facilitate effective assistance in accordance with Article 4.2.3.7 of the TSI Operationsand Traffic Control and Section 4 Rail Traffic Decree. Which information is required and how it willbe provided is determining consultation with the network manager 102 . Such will in any eventinclude information:a. To prepare for disaster response:100 Insofar as these shunting practices are permitted in the applicable local environmental permit.101 See Network Statement § 2.8 and 3.4.1102 This included in the individual disaster response agreements as an Appendix to the Access Agreement.appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 120

• The provision, free of charge, of technical rolling stock specifications or vehicle specificinstructions, especially with a view to salvaging (of a stranded train) or rerailing of trains,and safe working in and around rolling stock.• Accessibility data.b. To evaluate a disaster:5. In accordance with Article 13 of the General Terms and Conditions, the deployment costs of theresponse organisation charged to the party to which the deployment can be attributed. Costs inthis respect are defined as the costs incurred by the response organisation in handling thedisaster. Costs in this respect are defined as:a. Out of pocket costs (external costs incurred by the response organisation in handling thedisaster, such as the deployment of equipment and/or personnel).b. Operating costs.c. Remuneration to personnel of the response organisation for deployment outside regularworking hours (Monday - Friday from 09.00 to 17.00 hours).4.1.2 Disaster handlingScenariosDisasters are subdivided into 20 train incident scenarios (TIS). This alarm classification distinguishes 5categories of disasters, which in turn are subdivided into 4 consequence levels for transport processesand response.Scenario numberScenario categoryTIS 1TIS 2TIS 3TIS 4TIS 5Interruption train service, derailment without victimsFireCollision, crash and derailment with victimsDangerous goodsSuspicious behaviour, suspicious items and bombsThe extensive train incident scenarios are available for inspection on the website of the networkmanager (www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden).SubaspectsDisaster handling comprises 10 subaspects (disaster response processes). These subaspects areallocated to one or more parties. These parties appoint a subaspect leader for the relevant subaspect.No. SubaspectResponsibility1 General management and Responsibility of the network manager for the rail sector.coordination2 Alarm The network manager determines the scenario, and issues an alarm call tothe railway undertaking on the basis of the chosen scenario and the locationof the disaster.3 Information management The network manager collects, structures and distributes information. Therailway undertaking is responsible for the provision of information relevant tothe incident handling.4 Salvage and control Responsibility of the public security, law and order services, who also haveoverall management from the perspective of this subaspect. The networkmanager has shared responsibility in this respect.5 Reception The railway undertaking is responsible for the reception of:a. Its personnel.b. Its goods or own passengers in train or at the station,and will make the necessary preparations in this respect.6 Restoration of traffic Responsibility of the network manager.function7 Restoration of transportfunctionThe railway undertaking is responsible for restoration of the transport functionand will make the necessary preparations in this respect.appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 121

No. SubaspectResponsibility8 Alternative transport The railway undertaking is responsible for arranging alternative transport forpassengers (in accordance with Article 16 of the Passenger RightsRegulation) and goods, both at the scene of the disaster and elsewhere, andwill make the necessary preparations in this respect.9 Clearing of tracks Responsibility of the network manager. The railway undertaking is responsiblefor the:• Safe rerailing and towing of its own rolling stock.• Delivery within a reasonable time of specific tools and equipment ifnecessary.• Performance of a follow-up procedure on the re-railed rolling stock afterarrival at the destination track, or after takeover at the scene of thedisaster.10 Restoration ofResponsibility of the network manager.infrastructure11 Communications The railway undertaking, acting within its own targets, is responsible for thecommunications regarding a disaster and will make the necessarypreparations in this respect.The spokespersons of the relevant railway undertakings will coordinate theircommunications with the spokesperson of the network manager. in case ofdisasters whereby the public emergency services are involved, the authoritiesdetermine the public information policy as regards victims and publichealth.The railway undertaking is responsible for the:• Provision of traffic information on the factual situation on the track,whereby the alarming of the various spokespersons is organised and theprovision of information is coordinated.• Provision of information on reception, alternative transport andrestoration of the transport function.• Spokesperson function during and after disasters and the requiredcoordination with the authorities.12 Investigation Responsibility of legally appointed investigative body and other parties if laiddown in regulations or by agreement.The Rail Incident Management Manual (formerly Rail Emergency Plan) explains how the rail sector isorganised as regards the handling of train incidents (www.prorail.nl > overheden >incidentmanagement).4.2 Provision of load specifications 1034.2.1 Provision of information on freight trainsThe railway undertaking is obliged to forward a wagon list to the network manager before a freighttrain departs.This obligation is applicable on:• Initial departure on the railways managed by the network manager.• Passage of the management boundary between a railway managed by the network manager andanother railway (= border crossing).The overview should be forwarded to the OVGS (Online registration system for the Transport ofDangerous Goods) no later than 5 minutes prior to the departure (or passage of a managementboundary) of a train, and in accordance with the Provision of Load Specifications Manual. This willenable the network manager to correctly process the wagon and forward it to the official emergencyservices in the event of an emergency involving the train in question.The Provision of Load Specifications Manual is available for inspection on the website of the websiteof the network manager (www.prorail.nl > vervoerders > toegang tot het spoor > operationelevoorwaarden).103 See Network Statement § 2.6appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 122

4.2.2 Provision of information on sets of wagons or (a group of) opposite freight wagons atrailway yardsThe network manager is pursuant to specific regulations of environmental permits under obligation topromptly provide the load specifications of dangerous goods that are present at the railway yard at thetime of the disaster or on request by the competent authority.In case of a disaster at a railway yard or following a request by the competent authorities under theterms of the environmental permit, the railway undertaking is under obligation to provide the relevantload specifications within 5 minutes after receiving a call from ProRail. This obligation is applicable to:• Sets of wagons (this includes trains ready for departure, of which the wagon list has not yet beenentered into OVGS).• (A group of) opposite wagons.ProRail will supplement this with the wagon lists of stopping trains entered into OVGS, and willassume responsibility for the provision of information to the public emergency services and/orcompetent authority.The railway undertaking will provide a periodic overview of the railway yards at which it expects tohandle dangerous goods, or where it may possibly park wagons loaded with dangerous goods.The procedure is described in the Provision of Load Specifications Manual, which is available forconsulation on the website of the network manager (www.prorail.nl > vervoerders > toegang tot hetspoor > operationele voorwaarden).5 Other5.1 Procedure for the operation of infrastructural elements (including ERTMS)All railway undertakings that have concluded an access agreement with the network manager shalltake measures to ensure that the operation of infrastructural elements by their staff (authorised users)takes place in a judicious manner. The method of operation is laid down in user regulations. Railwayundertakings should therefore ensure that their operational staff are both aware of and observe theseuser regulations. These user regulations are available for consulation on the website of ProRail(www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden). These apply, forexample, to the use of equipment, such as the operation of a staff box on the platform, a facing pointlock or an infrared remote control system, but also procedures relating to ERTMS, such as ERTMSKey Management.The user regulations apply to both direct and indirect users, while they also comprise measures toguarantee the security and confidentiality of the specific information exchanged during the use ofcertain infrastructural elements.5.2 Local operating rules 104The network manager applies specific operating rules at regional level, with a view to promoting thesafe and efficient handling of train traffic, while taking local circumstances into consideration. Theseuser regulations have been bundled and are available for consulation on the website of ProRail(www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden). Railwayundertakings will comply with these rules.5.3 Provision of informationThe railway undertaking will provide the network manager with information on passenger stock andlocomotives required by the network manager for:• Capacity allocation systems 105• Analysis of the traction-power supply system 106As described in Section 3 of Appendix 9 to the Network Statement.104 See Network Statement § 3.3.3105 See Appendix 22 to the Network Statement106 See Network Statement § 3.3.2.6appendix 6 Operational ConditionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 123

appendix 7 Transport and operating licenses (§ 2.2.3)Operating licencesOn grounds of the Railways Act 107 , only undertakings in possession of a valid operating licence canmake use of the main railway network. Depending on the nature of the operating activities of therailway undertaking in question, certain requirements may or may not be deemed applicable, as setout in the table below.Type of operating licenceApplicable requirements in terms of:expertiserequirementsreputationrequirementscreditworthinessoperating licence in the sense of Directive 95/18/EC yes yes yeslimited operating licence exclusively for:• local shunting activities, or• undertaking own transport, or• traffic participation without transport activitieslimited operating licence exclusively for:• use of main railways exclusively for stationfacilities or exchange facilities in station, or• use of decommissioned main railways withvehicles for performing work on or near thenetworkyes Mar 2013 Mar 2013Mar 2013 Mar 2013 Mar 2013For information about licences, contact:companyEnvironmental Health and Transport InspectorateRail and Road Transportpostal address Postbus 15113500 BM UtrechtOffice address Europalaan 403526 KS UtrechtTelephone +31 (0) 88 489 0000Website www.ilent.nl107 Section 57 Paragraph a Railways Actappendix 7 Transport and operating licensesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 124

Transport licenceBy law, market access provisions apply to the provision and delivery of transport services by rail.These provisions are summarised below per transport market segment. Due to the geographicalposition of the Netherlands, cross-border transport is limited to transport to/from other EU MemberStates.a. Public passenger transport:• Public passenger transport with trains exclusively stopping at stations in the Netherlands:− Transport permit pursuant to Passenger Transport Act 2000, whereby the right to providetransport services is limited to the transport services described in the licence.• Public passenger transport with cross-border trains stopping at only one station in theNetherlands:− The railway undertaking must no later than 10 months before the start of the timetableyear in which the transport will commence notify the Netherlands Monopolies Committee(NMa) and ProRail of its intention to request capacity for transport; this duty of notificationalso applies to changes in transport.− No licence requirement, no restrictions with regard to transport services.• Public passenger transport with cross-border trains stopping at multiple stations in theNetherlands:− The railway undertaking must no later than 10 months before the start of the timetableyear in which the transport will commence notify the Netherlands Monopolies Committee(NMa) and ProRail of its intention to request capacity for transport this duty of notificationalso applies to changes in transport.− The Minister can restrict the requested passenger transport between stations in theNetherlands with a view to the financial interests of one of more holders of a transportlicence and the available quality of transport services offered to passengers.Such a restriction can be imposed if the NMa at the request of an interested party hasdetermined that the requested transport service does not primarily qualify as internationaltransport and/or that the requested transport service impedes upon the economic balanceof a transport licence awarded to a railway undertaking.− Exception: the right to offer public passenger transport by rail between stations in theNetherlands by means of the High Speed Line (Breda – Rotterdam Central – Schiphol) isgranted exclusively to HSA beheer NV.b. Passenger transport, other than public transport− Open market access, no restrictions for transport between stations in the Netherlands orcross-border transport to/from one or more stations in the Netherlands.c. Freight transport− Domestic and cross-border freight transport: open market access, without restrictions.d. Non-carrying rail traffic (trial runs, empty rolling stock movements, etc.):− Open market access, without restrictions.appendix 7 Transport and operating licensesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 125

(empty page)appendix 7 Transport and operating licensesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 126

appendix 8 Reports (§ 2.9)1 GeneralIn order to comply with statutory obligations and to implement the management concession, ProRaildraws up reports of noise emissions and the external safety risks related to use of the railway in thestructure. Railway undertakings must to this end provide ProRail with information relating to theiroperational activities. The required information is further described in Section 2 of this Appendix.To limit the administrative burden on railway undertakings, ProRail will in drawing up the reports makeas much use as possible of information that has already been collected and stored in ProRail systemsfor other purposes. ProRail will only submit a separate supplementary request to the railwayundertakings for provision of information that ProRail has not been able to collect itself.ProRail will in all cases that concern reports prescribed by law, give railway undertakings anopportunity to correct or supplement any information that ProRail has collected as regards theiroperational activities. Railway undertakings that fail to make use of the opportunity to correct orsupplement information within the set response time are deemed to have no objection against theindicated use of the information.Section 3 of this Appendix describes the information on types of railway vehicles that railwayundertakings must provide to ProRail.2 Reports on external safety and noise emissionsThe reporting obligations under which ProRail will request to the supplementary information from therailway undertakings comprise:1. Reports with regard to the external safety risks on route sections2. Reports with regard to the external safety risks at railway yards (standard situation)3. Reports with regard to the external safety risks at railway yards (exceptional situation)4. Reports with regard to the noise emissions on route sections5. Reports with regard to the noise emissions at railway yards (exceptional situation)2.1 External safety on route sectionsIn drawing up the annual report with regard to the external safety relating to the transport of shipmentsof dangerous goods on route sections, ProRail makes use of the information provided to ProRail bythe railway undertakings via the OVGS system (online registration system for the transport ofdangerous goods) as part of their obligations under Section 4 Rail Traffic Decree.ProRail will in the future make use of classifications into risk categories in accordance with the RIDsystem.2.2 External safety on railway yards (standard situation)Railway yards that according to current environmental permits are authorised to handle shipments ofdangerous goods are subject to an annual reporting obligation. In drawing up these reports, ProRailuses information provided to ProRail via the OVGS system as part of their obligations under Section 4of the Rail Traffic Decree.ProRail will request railway undertakings to provide specific supplementary information regardingoperations performed per railway yard per year:• Shunting: the number of tank wagons/containers involved in shunting operations(separation/coupling of train sets, travel at railway yards).• Loading/unloading: per railway yard, the number of tank wagons/containers that have beenloaded/unloaded.• Stabling: the number of wagons/containers stabled at railway yards.appendix 8 ReportsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 127

ProRail will provide a railway undertakings that, according to the registrations in OVGS, had arrivaland/or departure operations involving trains with wagons/containers loaded with dangerous goods witha specification of the number of loaded wagons/containers with dangerous goods forming part of theirtrains arriving at or departing from the railway yard in question. The railway undertaking is required -following any corrections or supplements - to complete the statement with information on operations.ProRail will in this statement make use of classifications into risk categories in accordance with theRID system.The railway undertaking will organise its operating processes in such a manner that the requestedinformation can be provided.The railway undertaking will deliver this information within one month of ProRail making the statementavailable.2.3 External safety on railway yards (exceptional situation)The above regulation concerning the reporting of external safety at rail yards do not apply to thoserailway yards subject to an environmental permit that imposes more stringent reporting requirements.This currently concerns the railway yards at Sittard, Venlo and (outside the combined network)Kijfhoek.Under the specific reporting obligations that apply there, the railway undertakings must providerequested information at a higher frequency than once a year. Also, railway undertakings that intend tocarry out permit-linked activities involving dangerous goods at the aforementioned railway yards mustprovide a forecast of the intended activities.Further information on the reporting obligations per railway yard is available on the website of ProRail(see www.prorail.nl > vervoerders > capaciteitsverdeling > dienstregeling).2.4 Noise emissions by railway traffic on route sectionsProRail must each calendar year submit a compliance report to the Minister of Infrastructure and theEnvironment regarding compliance with statutory noise production limits. ProRail is moreover requiredunder the terms of the Management Concession to prepare a 5-yearly Noise Map for the Minister. Tofulfil these obligations, ProRail requires data from railway undertakings on the average realisedrunning and composition of trains during the day, evening and night periods in the calendar year.ProRail will, at the request of the railway undertakings, strive to acquire as much of this data aspossible from its own systems. The railway undertakings are responsible for the data.2.5 Noise emissions by rail traffic (shunting) at railway yards (exceptionalsituation)A specific reporting obligation is stated in the environmental permit for Oss – Elzenburg railway yard.The railway undertaking must keep records of all shunting movements.3 Reports on passenger stock and locomotivesThe reports on passenger stock and locomotives provided by the railway undertakings to ProRail willinclude the particulars of stock types that are being used for the first time on the infrastructuremanaged by ProRail, as well as the particulars of overhauled stock types of which the (original)particulars have changed.The website of ProRail (www.prorail.nl > vervoerders > toegang tot het spoor > operationelevoorwaarden) includes a format with a specification of the information to be provided. This websitealso offers a list of stock types on which ProRail already has the necessary particulars.This concerns information for:appendix 8 ReportsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 128

1. Capacity allocation systemsThe capacity allocation systems make use of a railway vehicle database. The railway vehicledatabase is also used for the calculation of running times.2. Analysis of the traction-power supply systemThe traction-power supply system must be attuned to railway vehicles powered by electricity. Tothis end, analyses are carried out whereby the specifications of these railway vehicles arerequired.3. Control of noise emissionsWhen new or overhauled passenger stock locomotives are permitted to the main railway networkin the Netherlands, the railway undertakings operating this stock will provide ProRail with noiseemission data on these railway vehicles within three months of taking them into use. This applies:• to railway vehicles for which no type approval and admissions certificate has been issued on 1January 2008, and• to railway vehicles to which after 1 January 2008 physical changes have been with significantconsequences in terms of noise emissions.In case of passenger stock and locomotives used on the opening track, the emission data must begathered and reported in accordance with Procedure A of the CROW publication TechnicalRegulation Emission Methods 2006 108 .As regards passenger stock and locomotives used on railway and/or shunting yards, the emissiondata must be gathered and reported in accordance with the Measurement Protocol Railway Yardsversion 10-11-2005 109 drawn up by TNO on the instructions of ProRail. In deviation from the datato be provided as described in Chapter 7 of the Measurement Protocol Railway Yards,measurements are not required for the aspects ‘Braking to standstill’ and ‘Curve noise in points’.In deviation from the data to be provided as described in Chapter 7 of the Measurement ProtocolRailway Yards, measurements are not required for the elements ‘Braking to standstill’ and ‘Curvenoise in points’.108 Reference to this publication is made by Appendix IV of the Rail Traffic Noise Calculation & MeasurementRegulations 2012.109 This measurement protocol prescribes that the measurements comply with those stipulated in the IndustrialNoise Measurement and Calculation Manual 1999, reference to which is made in the Rail Traffic NoiseCalculation & Measurement Regulations 2012.appendix 8 ReportsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 129

(empty page)appendix 8 ReportsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 130

appendix 9 Route sections with user restrictions (§ 3.4.1)This appendix specifies all the situations whereby, in deviation of the interoperability principle, acertain type of traffic or transport is excluded on a route section. Additionally, the use of route sectionsmay also be subject to other restrictions not stated in this appendix, such as speed restrictions orrestrictions in choice of route, which are however not of an exhaustive nature. ProRail will on requestprovide railway undertakings with further information on all current functional/capacity restrictions onthe use of route sections and railway yards.No. Route section Structure User restriction1 Riekerpolderconnection -Hoofddorp2 The Hague Moerwijk -Delft connection3 RotterdamLombardijen – Kijfhoekconnection NoordSchiphol tunnelTunnel Rijswijkpassenger tracks (HJ,JJ, KJ and LJ) inBarendrechtunderpassLocal restriction on freight transport:freight transport not permitted, with the exception ofwork and maintenance trains required for managementand maintenance in and around the Schiphol tunnel.Local restriction on freight transport:no transport of dangerous goods permitted.Exception: the transport of batteries to and from theLeidschendam-Voorburg workshop is permitted.Tracks to be used exclusively by trains for:• passenger transport• transfer of empty passenger stock• light engine runs• transfer of maintenance machines (without freightwagons)• measurement journeys• work trains for local work4 Haarlem – Beverwijk Velser tunnel Passenger and freight trains may not be in the tunnelat the same time. The XG regime applies.5 Wierden – Raalte Tunnel Nijverdal Local restriction on freight transport:freight transport not permitted, with the exception oftrains for the management and maintenance of theWierden route section – Raalte, including the supplyand removal of required equipment and materials.appendix 9 Route sections with user restrictionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 131

Passenger transport restrictionsThe route sections below can be used for trains offering (private) passenger transport only afterconsultation with ProRail. Consultation must take place at least 14 days in advance.Railways between the locationsHaren – WaterhuizenAmersfoort – LeusdenNootdorp – Leidschendam workshopLage Zwaluwe – MoerdijkLage Zwaluwe – Oosterhout WeststadLewedorp – SloehavenTerneuzen – Sas van Gent borderTerneuzen connection – Axel connectionSluiskil connection – SluiskilWeert – Budel borderSittard – BornRailways at the following locationsPort of Amsterdam, Westelijk havengebiedPort of Amsterdam, HemhavenPort of Amsterdam, HoutrakpolderUtrecht, Lage Weide industrial estateDelfzijl, Havenschap main siding lineDordrecht, ZeehavenDordrecht, De StaartMaastricht, BeatrixhavenRoodeschool, EemshavenVlissingen, SloehavenZwijndrecht, Groote LindtRoosendaal, Industrial EstateRoosendaal, BorchwerfAlphen aan den Rijn, Rijnhaven industrial estateTilburg, De LovenHengelo, ZuidVenlo, TradeportAlmelo, Bedrijvenpark TwenteArnhem, muncipal main siding lineOss Elzenburgappendix 9 Route sections with user restrictionsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 132

appendix 10 Infrastructure projects and studies (§ 3.9.2)This Appendix consists of 3 parts (see footnotes).a. Infrastructure projectsThe infrastructure projects involve extensions or improvements of the infrastructure that areexpected to become available for use in the period up to and including 2017.Column headers in the tables of the infrastructure projects have the meaning below.• description: list of projects sorted according to corridors• realisation approval: realisation budget made available• planned date: originally planned commissioning date (ready for operation);• revised date: if applicable, a revised planned commissioning date (ready for operation)• commissioning feasibility: the probability of realising the planned commissioning date, makinguse of the probability statuses below:- uncertain : from 50% to 80%- probable : from 80% to 95%- certain : from 95%b. Infrastructure study projectsA list of the infrastructure study projects being or to be carried out by ProRail into infrastructuralchanges that are necessary to accommodate traffic development in the medium and long term,including within the framework of the Multi-year Programme on Infrastructure and Transport(MIRT) of the Ministry of Infrastructure and the Environment.c. Implementation of capacity-enhancement plansAn overview per congestion statement on the manner of implementation of the capacityenhancementplans. Titles in the table have the meaning below.• bottleneck: the cause of the congestion statement;• measure: a description of the measure included in the capacity-enhancement plan;• status: the project phase of the measure;• ready for operation: the date on which the measure, according to current insight, is ready foroperationWhere it is ascertained that the bottleneck is removed within a current project, the status and theready for operation date are indicated for the project.appendix 10 Infrastructure projects and studiesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 133

a. Infrastructure projectsList of planning dates function changes Infrastructure projects to end 2019DescriptionRealisationapprovalPlanneddateReviseddateCommissioningfeasibilityAmsterdam - The Hague - Rotterdam – DordrechtHaarlem, stabling and service capacity Yes June 2013 CertainHoofddorp stabling yard, extend track 211 2012 p.m. IV 2014 ProbableHoofddorp stabling yard, expand2012 p.m. 2017 Probablestabling capacity and extend routeRijswijk - Delft, Spoorzone Delft (2-track tunnel) Yes II 2015 ProbableRijswijk - Delft, Spoorzone Delft (4-tracks) Yes 2017 ProbableAmsterdam - Utrecht - Maastricht/HeerlenAcht railway yard, realise depot power supply (2x) Yes I 2014 Apr 2013 ProbableGeldermalsen; signals modification at Culemborg,Geldermalsen and MeterenYes July 2013 CertainMaastricht, realise depot power supply (2x) Yes p.m. Apr 2013 CertainEindhoven, speed improvement southside (2nd Yes Apr 2013 Certainphase HPS)'s-Hertogenbosch, flyover northside + modify layout Yes III 2014 Uncertainrailway yardFree flow Station Utrecht Total DSSU (PHS) 2012 IV 2015 UncertainGeldermalsen: access Merwede Linge Line 2012 2018 ProbableVleuGel: Houten-Houten Castellum; reverse point Yes Oct 2012 Certainalong platformVleuGel; at Utrecht OZ: reduce speed from 80 km/h Yes Dec 2012 Certainto 60 km/hVleuGel; Utrecht Central - Utrecht Lunetten (4 tracks) Yes IV 2015 UncertainVleuGel; Utrecht Lunetten – Houten (4 tracks) Yes IV 2015 UncertainVleuGel; at OZ: raise speed from 60 km/h to 80 km/h Yes IV 2015 UncertainVleuGel; Utrecht (Amsterdam Rijnkanaal) -Utrecht Central (4 tracks)2012 2018 UncertainAmsterdam/Schiphol - Den HelderAlkmaar; realise low service paths 2012 II 2014 UncertainUitgeest; extra stabling facility 2012 2018/-20 UncertainAmsterdam/Amersfoort - Zwolle – GroningenHarderwijk; reversing facility 2012 2016 UncertainHoogeveen, speed increase 2012 2015 2019 UncertainZwolle, realise 4th platform and platform tunnel Yes Dec 2012 Certain(limited functionality)Zwolle, realise 4th platform and platform tunnel (full Yes p.m. III 2014 Certainfunctionality)Hanze line: double track connection Lelystad - Zwolle Yes Dec 2012 CertainAmersfoort realise flyover westside Yes Dec 2012 Jun 2013 UncertainDeventer: new side platform final solution Yes Dec 2013 ProbableGroningen Spoorzone 2012 2019 ProbableMeppel, extend train service Leeuwarden-2012 May 2013 ProbableWolvega to MeppelRails in Assen Yes Dec 2014 ProbableGroningen, tram arrival at main station 2012 IV 2014 Uncertainappendix 10 Infrastructure projects and studies - Section a: Infrastructure projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 134

List of planning dates function changes Infrastructure projects to end 2019DescriptionRealisationapprovalPlanneddateReviseddateCommissioningfeasibilityUtrecht – Arnhem – ZevenaarSpoorzone Ede 2012 2019 UncertainMaarsbergen; cancel N226 bridge by means oftunnelYes 2015 2016 ProbableMaarsbergen; cancel bridge by means of tunnel(s) 2012 2016 IV 2015 UncertainDriebergen-Zeist; realise reversing facility, extraovertaking track and cancel 2 level crossings (4tracks)Yes 2019 ProbableSAAL corridorCluster A: Almere Central; reversing tracks 2012 2016 UncertainCluster A: Almere Oostvaarders; reversing tracks Yes Mar 2013 ProbableCluster A: Flevo Line faster points 2012 2016 UncertainCluster A: Almere Central; platform extension Yes Oct 2012 CertainCluster A: Flevo Line shorten train intervals 2012 2016 UncertainCluster C: Riekerpolder; flyover Yes 2016 ProbableCluster C: Riekerpolder-Amsterdam Zuid;4-track Yes 2016 ProbableCluster C: Amsterdam Zuid-Utrechtboog; 4-track Yes 2016 ProbableCluster C: Duivendrecht (Zuidas); short interval 2012 p.m.Stations and station modificationsNSP Rotterdam: recommission tracks 1+2 + Yes Oct 2012 CertainplatformsNSP Rotterdam: decommission tracks 15/16/17/18 + Yes Dec 2012 CertainplatformsNSP Rotterdam: recommission tracks 15/16/17/18 + Yes April 2013 CertainplatformsNSP Rotterdam: decommission tracks 4/5/6 + Yes April 2013 CertainplatformsNSP Rotterdam: recommission tracks 4/5/6 + Yes April 2013 CertainplatformsNSP Rotterdam: decommission tracks 7/8 + Yes May 2013 CertainplatformsNSP Rotterdam: recommission tracks 7/8 + platforms Yes May 2013 CertainNSP Rotterdam: decommission tracks 3/4 + Yes May 2013 June 2013 ProbableplatformsNSP Rotterdam: recommission tracks 3/4 + platforms Yes June 2013 July 2013 ProbableNSP Rotterdam: decommission tracks 6/7 + Yes June 2013 July 2013 ProbableplatformsNSP Rotterdam: recommission tracks 6/7 + platforms Yes July 2013 Aug 2013 ProbableNSP Rotterdam: decommission track 12 + platforms Yes July 2013 Aug 2013 ProbableNSP Rotterdam: recommission track 12 + platforms Yes Aug 2013 Sept 2013 ProbableNSP Rotterdam: decommission track 13/14 + Yes Aug 2013 Sept 2013 ProbableplatformsNSP Rotterdam: recommission track 13/14 + Yes Sept 2013 Oct 2013 ProbableplatformsNSP Rotterdam: decommission track 1 Yes Sept 2013 ProbableNSP Rotterdam: recommission track 1 Yes Oct 2013 ProbableNSP Rotterdam: decommission track 15/16 +platformsYes Oct 2013 Probableappendix 10 Infrastructure projects and studies - Section a: Infrastructure projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 135

List of planning dates function changes Infrastructure projects to end 2019DescriptionRealisationapprovalPlanneddateReviseddateCommissioningfeasibilityNSP Rotterdam: recommission track 15/16 + Yes Nov 2013 ProbableplatformsNSP Rotterdam (Transfer section) Yes Dec 2012 CertainNSP Rotterdam: decommission tracks 8/9 + Yes Nov 2013 ProbableplatformsNSP Rotterdam: recommission tracks 8/9 + platforms Yes Dec 2013 ProbableNSP Utrecht: recommission tracks 14 and 15 Yes Oct 2012 CertainNSP Utrecht: decommission track 1 Yes Oct 2012 CertainNSP Utrecht: recommission track 1 Yes May 2013 CertainNSP Utrecht: decommission track 2 Yes May 2013 CertainNSP Utrecht: recommission track 2 Yes Oct 2013 CertainNSP Utrecht: decommission track 3 Yes Oct 2013 CertainNSP Utrecht: recommission track 3 Yes III 2014 ProbableNSP Utrecht Yes 2016 ProbableNSP The Hague (total) Yes IV 2014 II 2014 ProbableThe Hague CS, convert railway yard (tracks 11 and 2012 2015 2016 Uncertain12 suitable for heavy-rail)The Hague CS, convert railway yard tracks 11 and 12 2012 2017 2018 Uncertain(total)NSP Arnhem (transfer hall) (OVT phase 2) Yes IV 2013 2014 ProbableNSP Breda Yes III 2015 UncertainStation Tilburg (incl. broadening platform tunnel) 2012 IV 2015 UncertainEindhoven Transfer bottleneck Yes 2016 ProbableNew stopsBarneveld Zuid; new stop 2012 III 2015 ProbableLeeuwarden Werpsterhoek, new stop 2012 2015 UncertainNijverdal: recommission Raalte - Nijverdal and Yes Apr 2013 Certaindecommission stop Nijverdal WestMerwede-Linge Line (Ddr-Gdm): opening 2 stops Yes 2013 2015 UncertainMaastricht Noord, new stop Yes Dec 2012 Jun 2013 CertainVleuGel; Harmelen connection-Utrecht (Amsterdam Yes Dec 2012 Jun 2013 CertainRijnkanaal); stop Utrecht Leidsche RijnVleugel; Vaartse Rijn new stop Yes IV 2015 UncertainNijkerk, realise new stop Hoevelaken Yes Dec 2012 CertainHengelo Gezondheidspark; new stop Yes Dec 2012 CertainGroningen Europapark; final stop incl. extra Yes Dec 2012 CertainaccessibilitiesNijmegen, realise stop Nijmegen Goffert 2012 IV 2014 UncertainNijmegen Lent; final stop Yes II 2014 July 2013 CertainStation Bleiswijk-Zoetermeer 2012 2016 UncertainTrammification Zwolle – KampenZwolle-Kampen; cancel regular train service on 2012 p.m.Zwolle-Kampen routeKampen Oost; new stop 2012 p.m.Voorsterpoort; new stop 2012 p.m.Zwolle Stadshagen; new stop incl. overtaking facility 2012 p.m.Other projects etc.Hengelo simultaneous departure to Oldenzaal-EnschedeYes Nov 2012 Certainappendix 10 Infrastructure projects and studies - Section a: Infrastructure projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 136

List of planning dates function changes Infrastructure projects to end 2019DescriptionRealisationapprovalPlanneddateReviseddateCommissioningfeasibilityHoorn, realise low service paths Yes III 2013 Dec 2013 UncertainTilburg, platform interval track 1 Yes III 2013 Jun 2013 CertainTilburg, raise arrival speed from Boxtel 2012 p.m.Tilburg; change track layout Loven railway yard Yes III 2013 Jun 2013 CertainTilburg; real connection Loven Yes III 2013 Jun 2013 CertainTotal High Frequency Rail Transport Programme 2012 p.m.(PHS)Zutphen, redevelopment of square Yes III 2015 ProbableWijchen, realise reversing track 2012 IV 2014 UncertainKAN: Elst; access connection Elst - Tiel 2012 2016 UncertainKAN: Elst; provide Aamsestraat underpass with 2012 2016 Uncertainaccess to platformsVenlo, reversing and cleaning track 2012 p.m.The Hague CS, realise track for HSE 2012 2016 ProbableBreda, realise reversing facility on track 852 2012 Dec 2012 CertainZwolle Coevorden and Deventer-Hengelo, frequency Yes Dec 2012 CertainincreaseZwolle-Groningen and Eindhoven-Sittard,2012 Dec 2013 Probablefrequency increaseSafety measures for frequency increaseMarkelo-Oldenzaal2012 Dec 2013 ProbableRandstad LineWoerden Molenvliet reversing facility Yes Dec 2012 CertainRegionetHoofddorp: extra simultaneousness from stabling Yes Dec 2012 Certainyard to tunnel tracksBeverwijk, reversing track from Haarlem direction to Yes IV 2014 IV 2015 Uncertain750 m and an extra stabling lineWormerveer increase overtaking speed Yes July 2013 CertainHalfweg/Zwanenburg new stop Yes Dec 2012 CertainAlmere Poort new stop Yes Dec 2012 CertainAmsterdam Transformatorweg flyover 2012 p.m.Regional linesArnhem-Winterswijk, track-doubling and fast points at 2012 2016 2014 UncertainWehlEmmen Zuid; track-doubling 2012 2016 IV 2015 ProbableGroningen-Nieuweschans, speed increase from 2012 p.m.100 km/h to 120/140 km/hGroningen-Roodeschool, speed increase from 2012 p.m.70/80 km/h to 100 km/hHeerlen-Herzogenrath; track-doubling Heerlen- 2012 2019 UncertainLandgraafLeeuwarden-Harlingenhaven, speed increase 2012 IV 2014 Uncertainthrough signals modification in Dronrijp and FranekerTram Vlaanderen-Maastricht 2012 2016 UncertainHeerlen-Herzogenrath, overtaking track in Landgraaf 2012 p.m.Rijn Gouwe Line: partial double track and opening Yes p.m.new stopsCoevorden, realise holding track 2012 IV 2015 UncertainAlmelo, bay platform 2012 IV 2014 Uncertainappendix 10 Infrastructure projects and studies - Section a: Infrastructure projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 137

List of planning dates function changes Infrastructure projects to end 2019DescriptionRealisationapprovalPlanneddateReviseddateCommissioningfeasibilityQuality improvement train service Maas Line 2012 2015 UncertainBarneveld Noord; track-doubling and new side 2012 2015 2016 UncertainplatformGroningen - Leeuwarden, extra through train 2012 2017 UncertainPlaform extensionsArnhem-Winterswijk, plaform extensions and fastpoints at DidamBlerick, plaform extensions track 4 to 175 meffective lengthEnschede, plaform extension and modification tracklayoutYes Dec 2012 CertainYes Dec 2012 Oct 2012 CertainYes Dec 2013 ProbableAlmere Buiten plaform extension to 275 m Yes Dec 2012 CertainAlmere Muziekwijk, platform extension to 275 m Yes Dec 2012 CertainAlmere Oostvaarders, platform extension to 275 m Yes Dec 2012 CertainFreightKijfhoek: cancel ATC island and replace with ERTMS Yes II 2013 Dec 2013 ProbableMaasvlakte Oost, capacity increase Yes Jan 2013 ProbableMaasvlakte West, capacity expansion Yes IV 2013 I 2014 ProbableTilburg Freight Yard, Disconnect yard from main track 2012 Jun 2013 CertainTilburg Loven NedTrain connection Yes III 2012 Jun 2013 CertainZevenaar: realisation 3 rd track Zevenaar-Emmerich + 2012 2017 2018 Uncertainpower supplyZevenaar: realisation of ERTMS between Zevenaar 2012 IV 2014 Probableand Zevenaar borderZevenaar: replacement of 1500V with 25kV 2012 III 2015 ProbableRotterdam Noord Goederen; stabling fixed transport 2012 p.m.Kijfhoek southside capacity increase Yes Sept 2012 III 2014 UncertainPort Railway Line, Waalhaven-Zuid redevelopment of 2012 2017 ProbableyardOss - Elzenburg, capacity increase 2012 II 2015 Probableappendix 10 Infrastructure projects and studies - Section a: Infrastructure projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 138

. Infrastructure study projectsProRail makes an inventory of potential future capacity bottlenecks on the main reailway infrastructureand performs studies that result in proposals to prevent congestion in the future. This activity ensuesfrom the Management Concession, which states: “Included under this care is the preparation andperformance of the expansion of the main railway network which is closely related to the existingnetwork infrastructure” 110 .MIRT studiesFor an overview of current studies commissioned by the Ministry of Infrastructure and the Environmentwithin the framework of the Multi-year Programme on Infrastructure and Transport (MIRT), refer to the2013 National Budget (MIRT, plan study programme)).High Frequency Rail Transport Programme (PHS)The Cabinet and the rail sector have formulated the ambition to realise high-frequency rail transport onthe busiest travel corridors throughout and to accommodate the growth of freight transport by meansof a futureproof route strategy. ProRail, in close cooperation with NS and KNV, has performed acapacity analysis with this in mind. This PHS capacity analysis forms the basis for the preferencedecision by the Cabinet.An amount of € 3 billion euros has been allocated for PHS in MIRT, to be realised in the period up to2020. About half of this amount is intended for expansion of the rail infrastructure, while the other halfis reserved for other measures required to enable rail transport growth: noise reduction measures,crossings, transfer, stabling lines, freight yards, power supply, intervention facilities, bicycle storagefacilities, external safet, vibration reduction measures and extra maintenance.This package of measures is undergoing further development in plan detail studies, divided into 7corridors:1. Passengers Alkmaar – Amsterdam2. Passengers Amsterdam – Eindhoven3. Passengers Schiphol – Nijmegen4. Passengers The Hague – Breda5. Passengers Breda – Eindhoven6. Freight Oost (Elst – Bentheim)7. Freight Zuid (Meteren – Venlo).Schiphol – Amsterdam – Almere – Lelystad (SAAL)High-frequency rail transport is also foreseen on the SAAL corridor: Schiphol – Lelystad. An amount of€ 1.6 billion is reserved for this in the MIRT. In the short-term (2016), a first package of capacityenlargement measures of approx. € 900 million has already been agreed for this corridor.ProRail has carried out a capacity analysis for the medium term (2020). Decision-making on this isexpected at the end of 2012, which will coincide with a decision on the Amsterdam – Almereconnection in the long-term (2030), as part of the Almere Upscaling project.110 Section 2 Paragraph 3 of the Management Concessionappendix 10 Infrastructure projects and studies - part b: Infrastructure study projectsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 139

c. Implementation of capacity-enhancement plansMeasure Status Ready for operationCongestion statement 2011/01, Groningen – Leer route sectionBottleneck: The requested through train connection between Groningen and Leer is physically not possible onthis single-track route section in combination with the other train series.The capacity-enhancement plan concludes that the costs of the measures required to facilitate the extra throughtrain connection do not weigh up against the social benefits. No measures from the capacity-enhancement planwill thus be carried out.No measures follow from the capacityenhancementplan.- -Congestion statement 2011/02, Watergraafsmeer railway yardBottleneck: The requested stabling capacity exceeds the available stabling capacity.The capacity-enhancement plan proposes the measures below.NSR and NS Hispeed can make use ofthe facilities provided by the NS Poortarea of Amsterdam Zaanstraat.NedTrain uses the tracks on the westside of the OB since 2011 to realise 24wagon units of service and stablingcapacity for NS Hispeed rolling stock.ProRail started a “Laying of new tracksbetween track 330 and track F11 + extraservice capacity” project. Purpose of theproject is to realise 25 wagon units instabling capacity and 38 wagon units inservice capacityProRail is studying the possibility of bythe end of 2015 delivering an additional31 wagon units in stabling and servicecapacity by realising an alternativelocation for the Infratrack function andusing the released space for extendingthe stabling and service capacity. Theactivities of ProRail AM atWatergraafsmeer will be inventoried andan alternative location will be realisedwhere necessary.The improvement plan states that thefixed transportable will as of 2013 beaccommodated at the Rotterdam NoordGoederen locationImplementation of this measure to lower -the stabling requirement atWatergraafsmeer is in the hands of NSRand NS Hispeed.Realised December 2011Started; design is ready forimplementation in 2013A study into the activities of railwaycontractors has been completed. Theminimum need for contractors to beaccommodated at Watergraafsmeer is300m of stabling line (preferably dividedover 2 tracks) including railway vehicleplacement points. The remaining spacecan be used for the stabling ofpassenger stock. A study has beenstarted into the electrification of thereleased tracks. An implementationdecision is yet to be taken on thismeasure.The transport operator in question usesthe stabling capacities on theinfrastructural tracks inWatergraafsmeer. ProRail and thetransport operator in question have notunable to reach agreement on therelocation of the fixed transport toRotterdam Noord Goederen. The projecthas been stopped.4th quarter 2013-appendix 10 Infrastructure projects and studies - Section c: implementation of capacity-enhancement plansNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 140

Measure Status Ready for operationCongestion statement 2011/03, stabling capacity Hoofddorp railway yardBottleneck: The requested stabling capacity exceeds the available stabling capacity.The capacity-enhancement plan proposes the measures below.Extension of track 211 for the realisationof 14 wagon units in stabling and servicecapacity.Commissioning of a carrousel processbetween Hoofddorp stabling yard andHoofddorp station in order to realise astructural reduction in the need forcapacity of 8 to 12 wagon units.Realisation of 'Hoofddorp stabling yard,expansion stabling capacity' projectStarted 2nd quarter 2015Started 2017Congestion statement 2011/04, railway yard Amsterdam WesthavenBottleneck: The stabling capacity of Amsterdam Westhaven and the connected infrastructural yard is insufficientto facilitate the processes of the various transport operators.The capacity-enhancement plan proposes the measures below.Improve the processes and control on Started Mid 2013the basis of current information (and do itfaster than the time time formallyprescribed for a capacity-enhancementplan) + camera supervisionReroute trains that need not visit Implemented after completion of 4th quarter 2012WesthavenAziëhaven electrificationIntegral approach to the logistics chain Implemented 3th quarter 2012Stable loaded rubble trains elsewhere Implemented after capacity reallocationat Amersfoort GE2th quarter 2012Congestion statement 2012/01, convergence route section Amersfoort - BarneveldBottleneck: To facilitate transfer, Connexxion has requested scheduling in complete symmetry with the -.15 and-.4 times, including a short turn in Ede-Wageningen. The requested capacity cannot be offered on the existinginfrastructure in combination with the other requested train series on the convergence route section.The capacity-enhancement plan concludes that the expected benefits from the changed scheduling do notweigh up against the costs required to make the infrastructure suitable for the requested scheduling. Thecapacity-enhancement plan therefore does not prescribe any measures to increase capacity.No measures follow from the capacityenhancementplan.- -Congestion statement 2012/02, station ZevenaarBottleneck: NS HiSpeed and Syntus want to make use of the same time slots on track 3 in Zevenaar.Capacity analysis shows that the current Robust Track Top 50 project at Zevenaar-Didam already includesconsultation with the transport operators aimed at finding a solution for the conflict that has led to the congestionstatement. It has therefore been decided not to draw up a separate capacity analysis and capacity-enhancementplan. The capacity-enhancement plan therefore does not prescribe any measures to increase capacity.A solution is being developed in thecurrent Robust Track Top 50 project atZevenaar-DidamUncertain, yet to be determined on thebasis of questions from a supplementarycapacity analysis.Not yet knownappendix 10 Infrastructure projects and studies - Section c: implementation of capacity-enhancement plansNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 141

Measure Status Ready for operationCongestion statement 2012/03, station LeeuwardenBottleneck: NS Reizigers has requested capacity at track 3 for train servicing, Arriva has requested capacity attrack 3 for its regular train service.The capacity-enhancement plan concludes that the current Robust Track project in Leeuwarden alreadyincludes consultation with the transport operators aimed at finding a solution for the conflict that has led to thecongestion statement. It is therefore been decided not to study this capacity conflict separately but to incorporateit in the current Robust Track project at Leeuwarden.A solution is being developed in thecurrent Robust Track Top 50 project atLeeuwarden.Investment decision is expected 4thquarter 2012.Not yet knownCongestion statement 2012/04, station GroningenBottleneck: NS Reizigers has requested capacity at track 7a for train servicing, Arriva has requested capacity attrack 7a for its regular train service.The capacity-enhancement plan ascertains that an operational solution for the bottleneck as referred to in thecongestion statement will be provided in the short term.It is assumed for the longer term that the Samenwerkingsverband Noord Nederland (SNN) will initiate a changeto the Groningen railway yard. This change will include an increase in the available stabling and servicecapacity.The bottleneck is detailed in projectGroningen, SpoorknoopStarted 4th quarter 2019Congestion statement 2012/05, route section Zwolle – CoevordenBottleneck: NS Reizigers has requested capacity for running a half-hourly service on the route section. RRF hasrequested capacity for running 32 freight trains per week to and from Coevorden. Bentheimer Eisenbahn hasrequested capacity for running 31 freight trains per week to and from Coevorden. The requested capacity cannotbe provided on the route section.The capacity-enhancement plan states that the bottleneck will no longer occur in 2013. No measures from thecapacity-enhancement plan will thus be carried out.No measures follow from the capacityenhancementplan.- -Congestion statement 2012/06, VenloBottleneck: The environmental permit provides no noise capacity in the period from Saturday 00:00 until Sunday24:00 to change locomotives of freight trains that arrive at and depart from Venlo.The capacity-enhancement plan states that a process has been initiated to request (an amendment to) theenvironmental permit. The requested capacity appears to fall within the noise capacity requested by ProRail.Application for (a revision of) theenvironmental permitCongestion statement 2012/07, NijmegenChanging locomotives is as of 2 April2012 regarded as part of through traintraffic. The bottleneck is hereby resolved.April 2012Bottleneck: The environmental permit provides insufficient noise capacity to perform the requested capacity inservice processes.The capacity-enhancement plan states that a process has been initiated to request (an amendment to) theenvironmental permit. The requested capacity appears to fall within the noise capacity requested by ProRail.Application for (a revision of) theenvironmental permitApplication submitted on 11 July 2012 December 2012appendix 10 Infrastructure projects and studies - Section c: implementation of capacity-enhancement plansNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 142

Measure Status Ready for operationCongestion statement 2012/08, Amersfoort BokkeduinenBottleneck: The environmental permit provides insufficient noise capacity to perform the requested capacity inservice processes.The capacity-enhancement plan states that a process has been initiated to request (an amendment to) theenvironmental permit. The requested capacity appears to fall within the noise capacity requested by ProRail.Application for (a revision of) theenvironmental permitCongestion statement 2012/09, HaarlemApplication submitted on 19 October2011September 2012Bottleneck: The environmental permit provides insufficient noise capacity to perform the requested capacity inservice processes.The capacity-enhancement plan states that a process has been initiated to request (an amendment to) theenvironmental permit. The requested capacity appears to fall within the noise capacity requested by ProRail.Application for (a revision of) theenvironmental permitApplication submitted on 3 May 2012 October 2012Congestion statement 2012/10, BornBottleneck: As no environmental permit has been issued for Born, capacity requested by transport operators thatfalls under the Environmental Management Act is not permitted.The capacity-enhancement plan states that a process has been initiated to request (an amendment to) theenvironmental permit. The requested capacity appears to fall within the noise capacity requested by ProRail.Application for (a revision of) theenvironmental permitThe competent authority has given atolerance decision. As a result, thebottleneck is resolved for now. Theapplication for environmental permit hasbeen submitted.Congestion statement 2012/11, route Lutterade – Emmen2012Bottleneck: DB Schenker has requested capacity for the daily running of a freight train from Lutterade DSM toEmmen (return) The requested scheduling and routing lead to a capacity conflict with the maintenance roster onthe route sections Zutphen – Hengelo and Roermond - Nijmegen, the setting back in Hengelo leads tottransgression of the environmental capacity, noise exceeding on various route section and a conflict betweenthe stabling of passenger stock and shunting processes of the freight transport operator in Emmen.The capacity-enhancement plan states that rerouting via Emmen – Zwolle – Amersfoort – Utrecht – Eindhoven –Sittard – Lutterade would remove the conflicts.Rerouting via Emmen – Zwolle –Amersfoort – Utrecht – Eindhoven –Sittard - LutteradeImplemented 2012Congestion statement 2014/01, converging route section Arnhem – Nijmegen/TielBottleneck: NSR requests an intercity 6*/h and a slow train 4*/h on the Arnhem – Nijmegen route section.Arnhem – Nijmegen Urban Region and the Province of Gelderland request a Tiel – Arnhem slow train 2*/hduring peak hours and 1*/h during off-peak hours. A freight path is defined 2*/h for freight transport. Therequested capacity cannot be offered on the route section and they may also be insufficient platform capacity inArnhem and Nijmegen.The capacity-enhancement plan states that the benefits of the capacity increased do not weigh up against thecosts involved in realising the capacity improvement. No measures from the capacity-enhancement plan willthus be carried out.No measures follow from the capacityenhancementplan.- -appendix 10 Infrastructure projects and studies - Section c: implementation of capacity-enhancement plansNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 143

appendix 10 Infrastructure projects and studies - Section c: implementation of capacity-enhancement plansNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 144

appendix 11 Information on secondary railways (§ 3.2.1)Railways subject to the Railways Act 1875In anticipation of further decision-making, ProRail manages the following decommissioned railwaylines 111 :• Roermond – Vlodrop border (direction Dalheim (D))• Nijmegen – Nijmegen border (direction Kranenburg (D))Railways subject to the Local Railway and Tram Line Act.ProRail manages the following decommissioned local railway lines 112 :• Boxtel - Veghel• Nieuw Amsterdam - SchoonebeekSidings governed by the Private Sidings Regulations 1966ProRail manages the following decommissioned railway lines which are subject to the Private SidingsRegulations 1966.Location Name main siding line ParticularsDordrecht De Staart industrial estate from intersection with GrevelingenwegAlphen aan den Rijn Rijnhaven industrial estate exclusively the siding lines along Bedrijfsweg andIndustriewegSidingsRail connections on industrial sites and the approach tracks that connect the tracks on these sites tothe national railway network or to a main siding line are not part of the railway infrastructure managedby ProRail.Information on or permission to use the rail connections on industrial sites and the approach tracks aregiven through or via the affiliated company subject to certain conditions, which can include a usercharge.Certain restrictive conditions can be imposed that are related to the properties of the tracks in questionsuch as axle load, speed and gauge restrictions, as well as restrictions related to the radius ofcurvature of the tracks in question.111 See also the decree on the date of entry into force of provisions of the Railways Act (etc.), ExplanatoryMemorandum to Section 2, Item b, under 1e.112 Decree on allocation of railways as local railway lineappendix 11 Information on secondary railwaysNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 145

(empty page)appendix 11 Information on secondary railwaysNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 146

appendix 12 Reference profiles (§ 3.3.2.1)EemDzHlgLwSwdGnWr(D)VdmHdrStvEmnHldMvtHwdHnUtgZvtZdHlm AsdShlHvsLednApnGvcGdWd UtRtdKfhn DdrEkzLlsAmfEdRhnGdmMpKpnZlDvApdZpAhZvEm (D)NmMrbWdnLar (D)AmlEsHglWwBh (D)G (D)RsdZlwBdTbHtBtlSloeVsTnzFsz (B)Esn (B)Ndkp (B)EhvLnp (B)WtRmVlKn (D)StdGlk (B)MtHrlKrdHz (D)Legend:Fvs (B)Vehicle gaugeGCG2Station / JunctionVehicle gaugeSituation January 2014Review November 2012Source: Infra Atlasappendix 12 Reference profilesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 147

NotesSpecial loading gaugesThe special loading gauge 113 , the so-called Red Measuring Area (RM, in figure below) is applicableonly to those route sections (excluding Roosendaal-Roosendaal border and Maastricht-Eijsdenborder) where the reference profile G2 applies.The Red Measuring Area applies on the designated freight corridors on the route sections withreference profile GC.113 Axle loads and load per unit of lengthappendix 12 Reference profilesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 148

"2""""""""""""""appendix 13 Axle loads and load per unit of length (§ 3.3.2.2)EemDzHlgLwSwdGnWr(D)VdmHdrStvEmnHwdUtgHnEkzLlsKpnZlMpMrbLar (D)ZvtLednGvcHldMvtHlm ZdAsdShlApnWdGdUtHvsAmfEdRhnApdAhNmDvZpZvEm (D)WdnAmlHglWwEsBh (D)G (D)RsdDdrZlwBdTbHtBtlVsSloeTnzEsn (B)Ndkp (B)EhvVlKn (D)Fsz (B)Lnp (B)WtRmLegend:E5/120 km/hD4/100 km/hRestrictions1 = Structure restrictions= Infrastructure restrictionsGlk (B)MtStdFvs (B)HrlHz (D)KrdD4/80 km/hStation / junctionD4/60 km/hD2/100 km/hD2/80 km/hD2/60 km/hC2Axle load and axleconfiguration accordingto EN 15528Situation January 2014Review November 2012Source: Infra Atlasappendix 13 Axle loads and load per unit of lengthNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 149

(empty page)appendix 13 Axle loads and load per unit of lengthNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 150

appendix 14 Train control systems (§ 3.3.3.4)EemSwdDzHlgLwGnWr(D)VdmHdrStvEmnHwdHnEkzMpLar (D)UtgLlsKpnZlMrbHldMvtZdZvt Hlm AsdShlLednApnGvcWdGdRtdKfhnDdrHvsAmfUtGdmEdRhnDvApdZpAhZvEm (D)NmWdnAmlHglEsWwBh (D)G (D)ZlwHtRsdBdTbBtlVsSloeTnzEsn (B)Ndkp (B)EhvVlKn (D)Fsz (B)Lnp (B)WtRmLegend:Station / JunctionERTMSATB First GenerationATB New GenerationIndusi/PZBMemor/KrokodilNo automatic warningsystemGlk (B)MtFvs (B)StdHrlKrdHz (D)Automatic train protectionsystemSituation January 2014Review November 2012Source: Infra Atlasappendix 14 Train control systemsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 151

(empty page)appendix 14 Train control systemsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 152

appendix 15 Train detection (§ 3.3.3.5)EemDzHlgLwSwdGnWr(D)VdmHdrStvEmnUtgHwdHnEkzLlsKpnZlMpMrbLar (D)MvtZvtLednGvcHldRtdHlmZdAsdShlApnWdUtGdHvsAmfGdmEdRhnApdAhNmZvDvZpEm (D)WdnAmlHglWwEsBh (D)G (D)KfhnRsdDdrZlwBdTbHtBtlVsSloeTnzEsn (B)Ndkp (B)EhvVlKn (D)Fsz (B)Lnp (B)WtRmStdStations and railway yards see OR diagramsGlk (B)MtHrlKrdHz (D)LegendaFvs (B)Station / JunctionForeign systemEMC with JADE and FTGS not applicableEMC with JADE and FTGS not applicable and deviates for GRSTrain detectionEMC with FTGS not applicableEMC with JADE not applicableShuntig parameters and EMS with JADE and FTGS not applicableSituation January 2014Review November 2012Source: Infra Atlasappendix 15 Train detectionNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 153

(empty page)appendix 15 Train detectionNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 154

appendix 16 Route section speeds (§ 3.3.2.4)EemDzSwdHlgLwGnWr(D)VdmHdrStvEmnGvcHldMvtLednUtgZdZvtHlmShlApnHwdHnAsdHvsWd UtGdRtdKfhnEkzLlsAmfEdRhnGdmMpKpnZlDvApdZpAhZvEm (D)NmMrbWdnLar (D)AmlEsHglWwBh (D)G (D)DdrRsdZlwBdTbHtBtlSloeVsTnzFsz (B)Esn (B)Ndkp (B)EhvLnp (B)WtRmVlKn (D)Legend:>220 km/h161/220 km/h140/160 km/hStdGlk (B)Mt HrlFvs (B)KrdHz (D)125/139 km/h80/124 km/h

(empty page)appendix 16 Route section speedsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 156

appendix 17 Electrified route sections: contact line voltage (§ 3.3.2.6)EemDzHlgLwSwdGnWr(D)VdmHdrStvEmnHldMvtHwdHnUtgZdZvt Hlm AsdShlLednHvsApnGvcWd UtGdRtdKfhnDdrEkzLlsAmfGdm RhnEdMpKpnZlDvApdZpAhZvEm (D)NmMrbWdnLar (D)AmlEsHglWwBh (D)!G (D)RsdZlwBdTbHtBtlSloeVsTnzFsz (B)Esn (B)Ndkp (B)EhvLnp (B)WtRmVl!Kn (D)Legend:3 kV DC15 kV AC1500V DC, < 4000 A25 kV ACFacilities at transition points! Convertible sectionNeutral sectionStation / JunctionStdGlk (B)Mt HrlFvs (B)KrdHz (D)Electrification andcurrent collection1500V DC, 4000 ANon-electrifiedSituation January 2014Review November 2012Source: Infra Atlasappendix 17 Electrified route sections: contact line voltageNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 157

Voltage change-over gates Betuwe RouteTo facilitate the transition between the 25kV traction power systems on the Betuwe Route and the1500V traction power system in Kijfhoek and on the following railways, voltage change-over gates areplanned at the locations below.• Voltage change-over gates with a length of the traction-free zone of 186 m:- In the tracks between Barendrecht Vork and Waalhaven Zuid, at km 202.1.- In the tracks between Kijfhoek and Papendrecht, at km 3.5.- In the tracks between Duiven and Zevenaar, at km 103.8.• Voltage change-over gates with a length of the traction-free zone of 30m:- In the tracks of the connecting bend Geldermalsen/Meteren (return)- In the tracks of the connecting bend Zaltbommel/Meteren (return)- In the tracks of the connecting bend Valburg/Elst (return)- In the tracks of the connecting bend Valburg/Nijmegen Lent (return)Current take-up restrictionsThe table below states the maximum current take-up per train on a number of route sections that aresubject to current take-up restrictions with regard to the 1500V traction-power supply system.Route sectionZwolle – EmmenBarneveld Noord – Ede WageningenDordrecht – GeldermalsenLeiden Central – WoerdenAlphen aan den Rijn - GoudaBaarn – Den DolderMaximum currenttake-up2,500 A2,500 A2,700 A3,200 A3,200 A3,000 Aappendix 17 Electrified route sections: contact line voltageNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 158

appendix 18 Moveable railway bridges (§ 3.4.5)The numbers refer to the table on the following page.EemHdr72Hwd7071HnUtg7469 7573Hlm 2 Zd Asd1 22Zvt Shl833382LednHvs28 29 ApnGvc330 31Wd UtGdHld2785 76 4 RtdMvt818687 Kfhn 84806 DdrHlg47StvEkzGdmAmf4342LlsRhn4521Ed49Lw201918AhNmKpnApdZlZv16MpDvZp6264Em (D)60Swd59 Gn5058MrbWdn39AmlHglWwDzVdm40Lar (D)5756 56aEmnEsBh (D)G (D)Wr(D)Rsd7ZlwBdTbHtBtl8 SloeVsTnz88Fsz (B)9Esn (B)Ndkp (B)EhvLnp (B)WtRmVlKn (D)StdGlk (B)89 MtHrlHz (D)KrdFvs (B)LegendMoveable bridgeStation / JunctionMoveable bridgesSituation January 2014Review November 2012Source: Infra Atlasappendix 18 Moveable railway bridgesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 159

List of moveable railroad bridgesNo. Bridge name Abbreviation Waterway Place Routesection1 Singelgracht SGBR Westerkanaal Amsterdam Asd - Ass2 Spaarnebrug SPBR Spaarne Haarlem Asd - Hlm3 Vinkbrug VKBR Oude Rijn Leiden Gv - Ledn4 Schiebruggen DHS Delfshavense Schie Rotterdam Rtd - Sdm6 Oude Maas GRBR Oude Maas Dordrecht Ddr - Rtd7 Markbrug MABR Markkanaal Zevenbergen Rsd - Zlw8 Arnekanaalbrug ABR Arnekanaal Arnemuiden Rsd - Vs9 Vlakebrug VLK Kanaal door Zuid- VlakeRsd - VsBeveland16 Drentse hoofdvaart brug SMVRT Smildevaart Meppel Lw - Mp18 Deelsbrug BRDL Deel Akkrum Lw - Mp19 Boorne BOBR Boorne Akkrum Lw - Mp20 Pr. Margrietkanaal PMK Prinses Margrietkanaal Grouw Lw - Mp21 Harinxma kanaal (Mp-Lw) HRMK Van Harinxmakanaal Leeuwarden Lw - Mp22 Oosterdoksluis ODS Oosterdoksluis Amsterdam Asd - Asdm27 Hoge Gouwebrug HGWBR Gouwe Gouda Gd - Gv/RtdLage Gouwebrug GWBR Gouwe Gouda Gd - Ledn28 Galgewater GWT Galgewater Leiden Apn - Ledn29 Rijn-Schiekanaal RSKBL Rijn-Schiekanaal Leiden Apn - Ledn30 Gouwsluis GWB Gouwe Alphen aan den Apn - WdRijn31 Dubbele Wiericke DWB Dubbele Wiericke Bodegraven Apn - Wd33 Vechtbrug VTBR Vecht Weesp Alm/Ndb -Wp39 Coevorder Stadsgracht COSB Stadsgracht Coevorden Emn - Mrb40 Hoogeveense vaart HVVB VerlengdeNieuwEmn - MrbHogeveensevaart Amsterdam42 Klifrak KR Klifrak Workum Lw - Stv43 Wijmerts WMB Wijmerts Oudega Lw - Stv45 Harinxma (Lw-Hlg/Stv) HRM Van Harinxmakanaal Leeuwarden Hlg/Stv - Lw47 Zuidergracht HLG Zuidergracht Harlingen Hlg - Lw49 Greuns GRS Greuns Leeuwarden Gn - Lw50 Hoendiep HDP Hoendiep Hoogkerk- Gn - LwVierverlaten56 Wildervanckkanaal AG WDVB Wildervanckkanaal AG Zuidbroek Gn - Nsch56a Rensel RSL Rensel Winschoten Gn - Nsch57 Westerwoldse Aa WWAB Westerwoldse AA Nieuweschans Nscg - Nsch58 NoordWillemsKanaal NRDWIL NoordwillemsKanaal Groningen Gn - Lw/Swd59 Reitdiep RDP Reitdiep Groningen Gn - Swd60 Boterdiep BTD Boterdiep Bedum Dz - Swd62 IJsselbrug IJBZ IJssel Zutphen Ah/Apd - Zp64 Oude IJssel OIJ Oude IJssel Doetinchem Zv - Ww69 Nauernaschevaart NNVBR Nauernaschevaart Krommenie- Utg - ZdAssendelft70 Noordhollands kanaal NHKBR Noordhollands kanaal Alkmaar Amr - Hwdappendix 18 Moveable railway bridgesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 160

List of moveable railroad bridgesNo. Bridge name Abbreviation Waterway Place Routesection71 Bolbrug BOL Ringvaart Heerhugowaard Amr - Hwd72 Koegrasbrug KGS Noordhollands kanaal Koegras Ana - Hdr73 Zaanbrug ZDB Zaan Zaandam Pmr - Zd74 Noordhollands kanaal NHK Noordhollands kanaal Purmerend Pmr - Zd75 Where WHE Where Purmerend Hn - Pmr76 De Haven HVBR Haven Maassluis Hld - Rtd77 De Haven VDGBR Oude haven Vlaardingen Hld - Rtd80 Wantijbrug WIJB Wantij Dordrecht Ddr - Gdm81 Merwedekanaalbrug MKBR Merwedekanaal Arkel Ddr - Gdm82 Ringvaartbrug RVBR Ringvaart Nieuw Vennep Ledn - Shl83 Schinkelbrug SKBR Schinkel Amsterdam Asra - Dvd84 Baanhoekbrug BMBR Beneden Merwede Baanhoek Ddr - Gdm85 Suurhoffbrug SHB Hartelkanaal Rotterdam Havenspoor86 Calandbrug CLB Callandkanaal Rotterdam Havenspoor87 Botlekbrug BOTBR Oude Maas Rotterdam Havenspoor88 Sluiskilbrug SLUB Kanaal van Gent naar Sluiskil Svg - TnzTerneuzen89 Maasbrug MSBR Maas Maastricht Mt - Glk (B)appendix 18 Moveable railway bridgesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 161

(empty page)appendix 18 Moveable railway bridgesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 162

appendix 19 Platform length (§ 3.6.1)EemDzHlgDrpLwSwdGerpGnVdmNschWr(D)HdrSkStvKmwEmnAmrUtgWmDrhZvtZdHlm AsdAsdmHad Shl WpAsbHfdHvsnLednHvsGvcApnBdgUtoYpb Bsk GdWd UtHldMvtDtRtaRtdBrdKfhn DdrDdrzHwdHnEkzKpnLls KpnzAlmApdMpZl DlHnoDvDvcDldAmfZpDb KlpEdDrAhWwwRhnWwWtv VsvZaGdmEst GdrKtrZv Em (D) TbgTl Nm NmlODtchLar (D)MrbWdn AmlOdzEsHglBh (D)G (D)Mdb GsBzlVss Sloe BgnKrgVsFsz (B)TnzZlwBdpbBdRsdEsn (B)Ndkp (B)TbOtVgHtBtlEhvLnp (B)HmWtDnHrtTgRmVlKn (D)Legend:Station (or: all stations on a route section)having at least 1 platform whit lengthequal to or longer thanGlk (B)MtStdGlnVkHrlMtrHz (D)Krdn/a90n/a90Fvs (B)120170120170220270340Station / Junction220270340Platform lengthSituation Januari 2014Review November 2012Source: Infra Atlasappendix 19 Platform lengthNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 163

(empty page)appendix 19 Platform lengthNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 164

appendix 20 Public loading and unloading facilities (§ 3.7.1)EemDzHlgLwSwdGnWr(D)VdmHdrStvSwkEmnZvtLednGvcHldRtdMvtWhzMdkRsdHwdHnUtgZdHlm AsdAhwvShlHvsApnWd UtGdKfhnDdrZlwOtwBdTbEkzLlsAmfEdRhnGdmHtBtlMpKpnZlDvApdZpAhAhg ZvEm (D)NmMrbWdnLar (D)AmlEsHglWwBh (D)G (D)SloeVsTnzFsz (B)Esn (B)Ndkp (B)EhvLnp (B)WtRmVlKn (D)StdGlk (B)MtHrlHz (D)KrdFvs (B)Legend:Site with utilisation restrictionsSite without utilisation restrictionsStation / JunctionPublic loadingandunloading sitesSituation January 2014Review November 2012Source: Infra Atlasappendix 20 Public loading and unloading facilitiesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 165

(empty page)appendix 20 Public loading and unloading facilitiesNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 166

appendix 21 Refuelling systems (§ 3.8.4)Information on the refuelling systems is provided on the following page.EemSwdDzHlgLwGnVdmWr(D)HdrStvEmnHldMvtBotHwdHnUtgZdAwhvZvt Hlm AsdShlWgmHvsLednApnGvcWd UtGdRtdKfhnWhz DdrEkzAmfGdmLlsRhnEdMpKpnZlDvApdZpAhZvEm (D)NmLar (D)MrbWdnAmlHglEsWwBh (D)G (D)ZlwHtRsdBdTbBtlVsSloeEsn (B)EhvFsz (B)TnzNdkp (B)Lnp (B)WtRmVlKn (D)Glk (B)MtStdHrlKrdHz (D)Fvs (B)Legend:Refuelling facilityRefuelling facility without delivery systemStation / JunctionRefuel systemSituation January 2014Review November 2012Source: Infra Atlasappendix 21 Refuelling systemsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 167

Information on the storage capacity and flow rate of refuelling systemsLocation Storage capacity in m3 Flow rate in l/min(via nozzle connection)Flow rate in l/min(via spill-freeconnection)Groningen 3*80 90 200Leeuwarden 2*40 90 200Zwolle 3*100 90 200Hengelo 2*60 90 200Zutphen 2*40 90 200Winterswijk 1*50 90 200Arnhem 2*50 90 200Amersfoort 2*30 90 200Watergraafsmeer* 1*20 70 200Amsterdam Westhaven 1*100 90 200MaasvlakteSee Network Statement 2014 Betuwe RouteBotlekSee Network Statement 2014 Betuwe RouteWaalhaven ZuidSee Network Statement 2014 Betuwe RouteKijfhoekSee Network Statement 2014 Betuwe RouteRoosendaal 2*50 90 200Terneuzen 1*30 90 200Nijmegen 2*30 90 200Venlo 2*100 90 200Heerlen 1*40 130 200* This refuelling system is currently decommissionedappendix 21 Refuelling systemsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 168

appendix 22 Timetable drafting norms (§ 4.4.1.3.2)1 GeneralThe norms laid down in this appendix serve as the point of departure for drafting of the timetable 114 .The norms apply to all phases of the timetable drafting process and capacity analysis and consist of 2categories, namely target norms, see Section 3 of this appendix, and rejection norms, see Section 2 ofthis Appendix.The target norms incorporate extra tolerance and buffers in order to promote a flexible and robustresult. ProRail can at own initiative or the request of one of more titleholders apply a lower norm,under the conditions below.• It serves a purpose: better compliance with market requirements and/or improved utilisation.• Any resulting delay is quickly remedied: the buffer shortfall is compensated by tolerance in thefollowing process (running, stopping, succession, transfer or turning).• A feasible handling strategy is available: check for undesired/spontaneous sequence changes atcrossover traffic, preferably no structural need for manual intervention by traffic control.The rejection norms are based on minimum technical times of the local infrastructure. ProRail can indeviation thereof only permit a lower value if, besides compliance with the conditions applicable to thedeviation, such has the approval of all other interested parties and an explicit safety assessment hasbeen performed with good effect.The definition of the applied interval and intersection situations is given in Section 6 of this Appendix.2 Rejection norm category2.1 Rejection norm running timeThe rejection norm for the running time is the technical minimum running time between block points(including minimum length of stops, if applicable) as calculated by VPT/Donna. Deviation from theserunning times is possible on the basis of practical measurements and after approval by the railwayundertaking and ProRail.ProRail will provide an updated infrastructure database. ProRail requires information from the railwayundertaking for the rolling stock database.Regulations to be agreed upon:► In order to keep the rolling stock database up-to-date, ProRail requires the railway undertaking toprovide particulars per type of electric railway vehicle as described in Part 3 of Appendix 9. ◄PassengersThe average stock composition during peak times scheduled by the railway undertaking serves as thebasis for calculating the running time of a train series.FreightProRail, following consultation with the freight transport operators, defines standard paths for variousroute sections on the basis of an insertion speed of 95 km/h with an average start and brakingdeceleration of 2500 tons on the basis of BR189 (E-traction paths) and/or standard parts within aninsertion speed of 85 km/h with an average start and braking deceleration on the basis of a Class66with 1500 tons general or 1800 tons modulus (D-traction paths). Freight transport operators mustwhen applying for train paths comply with the appropriate traffic specifications. If compliance with thestandard specifications of the paths is not possible, a customised path must be applied for. ProRailcan, in consultation with the sector, apply other traffic specifications under specific circumstances.114 The norms laid down in this appendix serve as the point of departure for drafting of the timetable.appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 169

2.2 Interval and intersection timesThe rejection norms for interval and intersection times between 2 trains are specific to the location andsituation, and consist of the local technical minimum unobstructed interval or intersection time,rounded up to the nearest full minute.2.3 Interval and intersection times after nonstructural capacity claimsIn case of capacity claims that are used less than 5x a day (international trains, peak hour trains,some freight trains, bridge openings) it is permitted to immediately thereafter apply shorter interval orintersection times than those stated in the rejection norm. While a brief delay is then accepted acouple of times a day, extra play is available during most of the day. Any delays must be adequatelycompensated by tolerance, in the same way as other nonstructural causes of delay. In situations withtightness behind a nonstructural train, compliance is required with the conditions for deviation from thenorms (see Section 1 of this appendix), the safety system and driver must not be the sole safetybarrier, and permission is required of the affected titleholders.2.4 Timetable adjustments in case of possessionsIn case of timetables, whereby trains due to possessions (maintenance roster and/or work on or nearthe infrastructure) are scheduled in two directions on one track (single-track grid), the changedtimetable is designed without nonregular stops on the open track. This rule applies exclusively to routesections equipped with ATC-EG safety systems. The applicable norms for crossing and intersectionare applied in case of the aforementioned timetable adjustments.Regular stops are:• For passengers trains: all platform & through tracks at stops and railway yards. Also, overtakingtracks and side tracks along the open track.• For freight and work trains: all tracks in freight train paths on which commercial and noncommercialstops take place. Also, overtaking tracks and side tracks along the open track andthrough tracks a railway yards (not stops on the open track).3 Target norm category3.1 Target norm running timePassenger trains:The target norm for running time is the technical minimum running time between block points(including minimum length of stops, if applicable) plus 5%. Block points are recorded in consultationwith transport operators in VPT/Donna and concern the types of train-path points below.• Node stations• Intersection points on single-track sections, but only for trains that actually intersect.• Passing facilitiesAllocation of the tolerance in ‘transit’ according to the times advised by VPT/Donna down to onedecimal, based on the standard 5% addition. This figure is rounded downward in case of throughpoints and minimum length of stops. This prevents a train from having to wait for its departure timeand thus lose valuable tolerance. Most of the tolerance lies before the block point. Lingering earlier onthe line does not count as tolerance.Freight trains:The target norm for running time is equal to the rejection norm for running time. An addition of 0%applies to the technical minimum running times. Tolerance is created by the difference between thescheduled insertion speed and the feasible speed in practice. The passage times advised byVPT/Donna are rounded to the nearest minute.appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 170

3.2 Interval and intersection times of pattern trainsThe target norms between interval and intersection times between two trains (either passenger orfreight) that run every hour are specific and set at the local technical minimum time rounded to thenearest minute plus 1 minute buffer time. In case of departure and arrival, however, use is made of thetechnical minimum time plus 2 minutes buffer time, rounded to the nearest full minute, as not only canthe departing train be too late, but the arriving train can also be too early.A technical minimum time has not been calculated for each situation. In that case, use must be madeof the norms entered into Donna. Deviation from those norms is only possible in case of compliancewith the rejection norm and the conditions stated in Section 1 of this appendix. 115If the technical minimum interval time is not known, the rules below are applied.Table 1Interval time in minutesActivity 2 nd trainA P S DActivity 1 st trainarrival (A) 3 2 3 n/apassage (P) 3 3 3 2shortstop (S) 4 4 4 3departure (D) 4* 4 4 3* in case of a platform intervalTable 2Intersection time in the same direction in minutesActivity 2 nd trainA P S DActivity 1 st trainarrival (A) 3 2 3 1passage (P) 3 3 3 2short stop (S) 3 3 3 2departure (D) 4 3 3 2115The exceptions to this rule are stated in Sections 2.4 and 3.5 of this Appendix.appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 171

Table 3Intersection time in the opposite direction in minutesActivity 2 nd trainA P S DActivity 1 st trainarrival (A) 3 2 1 1passage (P) 4 3 4 1short stop (S) 6 5 6 1departure (D) 6 5 6 23.3 Operator-specific normsVarious operators use different norms in their operational planning procedures for stops, combinationand division, setting back and turning, and for transfer times. Applications for capacity in the annualtimetable and ad-hoc phase must be accompanied by a list of the applied norms, a specification ofactivities within that norm and the preconditions within which the operator regards the norm asattainable. ProRail will test the submitted capacity applications against these specifications, and willrequest further substantiation and detailing if necessary. The transport operator is obliged to complywith the conditions under which capacity is allocated.3.4 Bridge openingThe planning of bridge opening times should be based on the current opening times. For nonstructuralused openings, see Interval and intersection times after nonstructural capacity claims. If a transportoperator (water or rail) requires a change to the bridge opening schedule, a proposal for such must besubmitted to the appropriate consultation body (which includes the waterway manager).3.5 Norms for single-man operation on single tracksScheduling the tolerance separately in each process is not efficient in case of single tracks. Instead ofthe standard norm (+5% running time and 1 minute intersection time), a distinct method applies forpassenger transport operators with single-man operation on single tracks. Less tolerance is requiredas performance of the departure procedure by the driver involves less operational spread.A timetable for single tracks distinguishes circuits: series of dependent processes consisting of trainsin both directions. In a time-path diagram, such as circuit forms a rhombus or triangular shape, whichrepeats itself one or more times per hour. In practice, sufficient tolerance in a circuit ensures aworkable timetable. A circuit generally lies between two successive intersection or end stations due toits cyclical character, the circuit ends at the start of the next process. The total technical minimum timeis the sum of:• Running time (net) from end/intersection station to next end/intersection station.• Stop time at intermediate stations (not at intersection stations).• Intersection time (local technical time can be measured or calculated; if unknown, 0.5 minutes canbe used as norm).• Running time (net) in the opposite direction to the original end/intersection station.• Stop time at intermediate stations (not at intersection stations).• Intersection or turning time (if the turning time is unknown, four minutes can be used as norm).The interval time (usually 15, 30 or 60 minutes) minus the total minimum technical time is thetolerance available in the circuit. The target norm is 2 minutes tolerance in circuits up to 30 minutes, or5% of the technical minimum running time in larger circuits.appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 172

Relationship with other normsWhen planning an individual time on a single track, the rule of 5% tolerance in the running time stillapplies. The norm of 1 minute intersection time then lapses, as the robustness is covered by thetolerance per circuit. Nonstructural capacity claims do not (by definition) form part of a circuit.4 Safety in the timetableThe railway undertaking strives when designing timetables (annual and ad hoc) to avoid risks andcontrol any remaining risks, whereby it observes the rules below.• The infrastructure is used in complex situations in accordance with its design. ProRail providesthis information on request.• A stop in a timetable is only scheduled at a platform or an appropriate overtaking or stabling line orat infrastructural components to be operated by trained personnel.• The setting back and turning of trains at other places than at platform tracks or stabling lines isonly scheduled after consultation on the accompanying safety plan with ProRail.• Intersection with other traffic flows is avoided as much as possible at arrival or departure at anode. ProRail provides information on priority routes on request.• The capacity shunting structurally associated with a train path is always applied for and scheduledtogether with the train path.• The receipt of laden passenger trains on occupied tracks from an opposite direction is notscheduled, with exceptional situations in which train sets combined or (in incidental situations)after consultation on the accompanying safety plan with ProRail.• To prevent unnecessary long level crossing closures, stops are scheduled if possible on tracksfitted with a stop-go switch. Scheduling guideline is that if a short stop is planned, a minimumtolerance in running time from the previous train path point is applied.• Stops by passenger trains are preferably scheduled along platforms accessible to passengerswithout the use of level crossings/board crossings, or, if that is impossible, along platforms ofwhich the accessibility is not hindered by the train in question.• Stops and reversals of trains on railway lines used for scheduled passenger transport:− not scheduled on a level crossing,− only scheduled within strike-in distance of a level crossing in case of intermediate points.5 Robustness in the timetableBesides through the use of target norms, robustness of the normal timetable, deviations from thenormal timetable as well as control and intervention are facilitated by disconnecting the use of theinfrastructure by different traffic flows as much as possible. The railway undertaking will in this contextobserve the points of departure below.• Where necessary, the design of the infrastructure is explicitly allocated to traffic flows. In Utrecht,for example, a distinction is made between so-called “reversing” and “through tracks”. ProRailprovides this information on request.• The capacity for all movements structurally linked to a train path, such as shunting, are planned inaccordance with the set infrastructure use.The shunting movements not structurally associated tothe train path are planned as best as possible with the set infrastructure use.6 Example interval and intersection situations6.1 Examples interval situationsBrief descriptionAn interval conflict arises if two movements consecutively travel in the same direction, use the samearrival/departure track, in an interval time that is shorter than the applicable norm value.appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 173

Examplesappendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 174

6.2 Examples intersection situationsBrief descriptionAn intersection conflict occurs when two movements, within a too brief interval, run to or from a trainpathpoint over routes that jointly share communal infrastructure and are not both headed to the samearrival/departure track or both come from the same arrival/departure track (which involvessuccession).Examples (intersection in the same direction)appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 175

appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 176

6.3 Examples (intersections in opposite direction)appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 177

appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 178

appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 179

(empty page)appendix 22 Timetable drafting normsNetwork Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 180

appendix 23 Applications for capacity allocation (§ 4.4.5)This Appendix describes the following applications that are used in (the preparation of) the capacityallocation process:1. Donna2. Path Coordination System (PCS)3. EMMA4. RADAR5. ISVL1 Description of the Donna applicationCategoryNotesApplicationFunctionDonnaThis application concerns the planning, requesting and allocation of all forms ofinfrastructure use (excluding stationary use) at both network and node level.Donna is made available to all titleholders. In Donna, railway undertakings canmake their own planning and request capacity, but can also opt to assign thesetasks to a third party.The capacity allocation procedure can be monitored and Donna gives insight intothe occupied or available infrastructure capacity up to the time that the planningcloses, which is 2 to 4 days before the traffic day.Also available is a standard interface with which all users of the infrastructure canestablish connections with their systems for personnel, vehicle deployment ormanagement information.FacilityAccount and a Citrix account, per user) providing access to the application, anduse of the functionalities granted within the scope of the authorisation.Application Via the website of ProRail (www.prorail.nl > vervoerders > diensten > informatie >Donna)Delivery timeA maximum processing time of 5 working days is set between the request for andgranting of access to the application.Delivery termsHardware modifications: for the user's account (e.g., installation of software forCitrix, Adobe Acrobat Reader, make own systems suitable for standard interfaceand/or increase harddisk capacity). Minimum hardware requirements: available onrequest from ProRail Functional Management (functioneel.beheer@prorail.nl).The service is also made available within the context of the capacity allocationprocess.Use of Donna is subject to the procedures laid down by ProRail.User conditions The application is accessible from every PC with a browser and an Internetconnection.Availability / Reliability Availability of application: 7x24 hours (subject to fixed maintenance periods, whichare yet to be determined).Availability of support services: during working days from 07:00 – 17:00 hours.appendix 23 Applications for capacity allocation (§ 4.4.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 181

2 Description of the Path Coordination System (PCS) applicationCategoryNotesApplicationPath Coordination System (PCS)FunctionPCS is a web application made available by RNE to the infrastructure managersand all capacity applicants.PCS supports the communication and coordination process of international capacityapplications and allocations.Moreover, the service supports railway undertakings and other applicants in studiesand the preparation of applications.PCS reflects the OSS philosophy of supporting business processes and dailyactivities.FacilityTo gain access to the system, railway undertakings are provided with a username,password and matrix card.The applicant is entered as titleholder in the system.ApplicationAt the OSS (OSS@ProRail.nl)Delivery timeWithin two weeks after application.Delivery termsThe service is also made available within the context of the capacity allocationprocess.User conditions PC with Internet connection and minimum of Explorer 5.Availability / Reliability Availability of application: 7x24 hours (subject to fixed maintenance periods, whichare yet to be determined).Helpdesk RNE is available on working days from 08.00-16.00 hours.3 Description of the EMMA applicationCategoryApplicationFunctionFacilityApplicationDelivery timeDelivery termsUser conditionsAvailability / ReliabilityNotesEMMAEMMA is used for the 3 applications below.1. Requesting of railway yard capacity on CBG tracks and NCBG tracks. Thisincludes the use of stabling lines. With the aid of graphic displays, the railwayundertaking is supported in applying for the railway yard capacity needed forthe production process.2. The recording of conflicting annual timetable applications at railway yards,route sections, traffic/environment and management/traffic. The service givesinsight into the total recorded competition on the basis of the total of annualtimetable applications.3. Recording of the conflict settlement during the scheduling and coordination: Allscheduling proposals are recorded in EMMA. EMMA provides progress andstatus information during the entire conflict settlement process. EMMA can alsobe used to submit own scheduling proposals to the allocating authority andother parties involved.Access to the EMMA application by means of an allocated username andpassword.Via: capaciteitsverdeling2014@prorail.nlA maximum processing time of 3 working days is set between the request for andgranting of access to the application.The application is also made available within the context of the capacity allocationprocess.The application is accessible from every PC with a webbrowser.Availability of application: 7x24 hours (subject to fixed maintenance periods, whichare yet to be determined).Availability of support services: during working days from 08:00 – 17:00 hours.appendix 23 Applications for capacity allocation (§ 4.4.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 182

4 Description of the RADAR applicationCategoryNotesApplicationRADARFunctionRADAR enables the application for and allocation of all forms of possessions atboth network and node level. The planned capacity is tested for conflicts with othercapacity, allocation norms.RADAR is made available to all users of the infrastructure and the allocationauthority.With RADAR, railway undertakings can monitor the allocation of the possessioncapacity applications and gain insight into the allocated capacity for managementactivities.Also available is a standard interface with which all users of the infrastructure canestablish connections with their systems for personnel, vehicle deployment ormanagement information.FacilityAn authorisation (RADAR login name and password per user or user group)providing access to the application, and use of the functionalities granted within thescope of the authorisation.Types 1. Only view functions2. Inspection and acceptance functionsApplicationVia: cm-adhoc-beheer@prorail.nlDelivery timeA maximum processing time of 3 working days is set between the request for andgranting of access to the planning system.Delivery termsHardware modifications: for the user's account. (e.g., installation of software forVisio, Internet Explorer, Adobe Acrobat Reader, expansion of own systems withextra disk space)User conditionsThe application is accessible from every PC with Microsoft Internet Explorer version6 or 7 via Internet, VPN or NIS connection. For viewing graphic representations ofpossessions, Microsoft Visio (version 3.0 or higher) and Acrobat Reader arerequired.Minimum hardware requirements: available on request from cm-adhocbeheer@prorail.nl.Availability / Reliability Availability of application: 07:00 – 18:00 hours on working days (Maintenance willbe carried out during the maintenance window 18:00 – 07:00 hours).Availability of support services: during working days from 08:00 – 17:00 hours.5 Description of the ISVL applicationCategoryApplicationFunctionFacilityTypesApplicationDelivery timeNotesISVLRailway undertakings can use ISVL for the application for, changing of andwithdrawal of train paths in the final days before performance. Railway undertakingsalso receive notification of the confirmation or refusal of the train path.In case of emergencies, ProRail, railway undertakings and other parties involveduse the ISVL application to communicate about the further handling. This ensuresaccess to all important information on an emergency, such as the affectedinfrastructure, the anticipated end time as well as information on cancelled anddetoured trains.Access to the web-based ISVL application by means of an Internet browser.The user type (view/change) can be set per employee, according to the customer'sspecifications.Via the Servicedesk Infrastructure information (infrainformatie@prorail.nl)Indication: approx. 3 to 4 weeksappendix 23 Applications for capacity allocation (§ 4.4.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 183

CategoryDelivery termsUser conditionsAvailability / ReliabilityNotesA number of subscriptions for the ISVL application.A number of subscriptions are included in the user charge for the Train Path service(in accordance with the delivery conditions of the Train Path service, see § 5.2.1) asset out in the table below.Budgeted traffic volume peryear (train kilometres)Number ofsubscriptionsOver 5.0 million 10between 2.5 and 5.0 million 5between 1.0 and 2.5 million 2less than 1.0 million 1A separate charge is agreed for additional licences. ProRail will on exceedance ofthe number of allocated subscriptions contact the railway undertaking beforeproviding further access to the application.The railway undertaking must have a ProRail-approved version of Citrix clientserversoftware and Windows, as well as a VPN or NIS connection. The applicationis optimised for Microsoft Internet Explorer version 9. Modifications to own systemsare for the account of the customer (e.g., Internet Explorer). Use of the service withoperating systems other than Windows or other Internet browsers only afterconsultation with ProRail.Current user conditions (including information policy, security policy and passworduse) are available on request via Account Management.Availability 7 x 24 hours, with the exception of disasters and maintenance.The helpdesk is available 7 x 24 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).appendix 23 Applications for capacity allocation (§ 4.4.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 184

appendix 24 Application and reports on realisation of train service (§ 4.8.5)This Appendix provides a description of the applications and reports below.1. VIEW, application for real-time information on train movements.2. Facts, reporting on the performance of the train service.3. Monitoring of, reporting on clarifiable train deviations registered by ProRail.4. Approval Monitoring, application for accepting or rejecting the causes of train deviations assignedto railway undertakings.1 Description of the real-time information on train movements application(VIEW)CategoryApplicationFunctionFacilityNotesReal-time information on train movements (VIEW)Real-time information on the movement of trains of railway undertakings in theNetherlands using a web-basd view function on the traffic control systems ofProRail. Two display options are available. The first concerns the deviation from theplanning. The second concerns information on all traffic, with a zoom-in function ona part thereof (e.g., region, route sections).A number of subscriptions for the VIEW application via internet.A number of subscriptions are included in the user charge for the Train Path service(in accordance with the delivery conditions of the Train Path service, see Chapter5.2.1) according to the table below.Budgeted traffic volume peryear (train kilometres)Numberof subscriptionsOver 5.0 million 10between 2.5 and 5.0 million 5between 1.0 and 2.5 million 2less than 1.0 million 1ApplicationDelivery timeDelivery termsUser conditionsAvailability / ReliabilityA separate fee applies to additional subscriptions and customisation, refer to theReal-time Information on Train Movements service (VIEW)’ in Chapter 5.5.3.Via Account Management.Within 5 working daysModifications to own systems are for the account of the customer (e.g., InternetExplorer or Java).The data may not be used for any other purpose than for which they have beenprovided by ProRail. Competitive use of this data is thus not permitted.Own PC with Internet connection, Java and an Internet browser7 x 24 hours availability, with the exception of emergencies and maintenance.The helpdesk is available from Monday until Friday from 08:00 to 18:00 hours.An SLA forms part of the agreement; a draft version will be provided on request (viaAccount Management).appendix 24 Application and reports on realisation of train service (§ 4.8.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 185

2 Description of the report on insight realisation of train service - factsCategoryReportFunctionTypesApplicationDelivery timeUser conditionsNotesInsight on realisation of train service: factsThis service provides insight into the performance of the own train service in termsof traffic performance, punctuality and connections.The report concerns the network managed by ProRai, excluding the locallyoperated areas.The railway undertaking receives a data file by e-mail on the first following workingday The information products are delivered to a standard e-mail address indicatedby the railway undertaking, from where the authorised client can distribute theproducts within his/her own organisation.Railway undertakings can choose from a number of options in terms of product,delivery frequency and variation (detailing and aggregation level of data), see theTable with a detailed explanation below.Via the Performance Analysis Office (PAB@prorail.nl)Within 24 hours (on working days)MS Office.Detailed explanation of the standard report on the performance of the train serviceProducts Notes Frequency RangePunctualityConnectionsDelaysDelay countsSuspended trainactivitiesOrdersArrival and departure activities at trainpathpoints per train series within a normtime specified by the client.Transfer possibilities within a specifiedtransfer norm as given by the railwayundertaking.Arrival and departure activities at trainpathpoints per train number in the eventthat the norm time specified by the clientis exceeded.Number of arrival and departure delaysat a train-path point in a period.Arrival and departure activities of trainsthat have been cancelled and for whichno replacement train has been inserted.Applications for train activities submittedby railway undertakings.Day/week/month/quarter/yearDay/week/month/quarter/yearDay/weekWeek/month/quarter/yearDay/week/month/quarter/yearWeek/monthDay report Highlights of the preceding day. Daily (Friday,Saturday and Sundayare delivered onMonday)Detailed activities Planning and realisation times at trainnumber level.Day/weekSeries/activity/trainpathpointTrainnumber/series/connecting stationTrainnumber/activity/trainpathpointTrainnumber/activity/trainpathpointTrain number/trainseries/activity/trainpathpointRegionTrain number/trainseries/activity/trainpathpointappendix 24 Application and reports on realisation of train service (§ 4.8.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 186

3 Description of the report on insight realisation of train service -monitoringCategoryReportFunctionTypesApplicationDelivery timeUser conditionsNotesInsight on realisation of train service - monitoringThis report provides insight into clarifiable deviations of own train servicesregistered by ProRail, classified according to:• Causes of delay• Scale of delays• Status changes with notes• Train deviation related dataThe report concerns the network managed by ProRai, excluding the locallyoperated areas.The railway undertaking receives a data file by e-mail on the first following workingdayRailway undertakings can choose from a number of options in terms of:• delivery frequency (daily, weekly, monthly, quarterly and annually)• variation ( cause, train series, category and VL item).Via the Central Verification Office (CVB@prorail.nl)Within 24 hours (on working days)MS Office.4 Description of the Approval Monitoring applicationCategoryApplicationFunctionFacilityApplicationDelivery timeDelivery termsUser conditionsAvailability / ReliabilityNotesApproval MonitoringThis application enables railway undertakings to accept or reject the causes of traindeviations assigned to railway undertakings.Via citrix accountVia the Servicedesk Infra-Informatie (infrainformatie@prorail.nl).On request (indication approx. 1 to 2 months)A number of subscriptions are included in the user charge for the Train Path service(in accordance with the delivery conditions of the Train Path service, see § 5.2.1).The norm is 1 subscription per 1,000,000 budgeted train kilometres per year, with aminimum of 2 subscriptions, irrespective of the number of trained kilometresA separate fee is agreed for additional subscriptions. ProRail will on exceedance ofthe number of allocated subscriptions contact the railway undertaking beforeproviding further access to the application.The railway undertaking must have a ProRail-approved connection. The operatingsystem must be suitable for the applicable version of Citrix. Current userconditions (including information policy, security policy and password use)are available on request via Account Management.7 x 24 hours availability, with the exception of emergencies and maintenance.The helpdesk is available from Monday until Friday from 08:00 to 18:00 hours.appendix 24 Application and reports on realisation of train service (§ 4.8.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 187

(empty page)appendix 24 Application and reports on realisation of train service (§ 4.8.5)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 188

appendix 25 Services conversion table (§ 5.1)Chapter 5 describes the services offered by ProRail to railway undertakings and other titleholders withregard to the use of the railway infrastructure. These services are divided into service groups. Thetable below indicates where the service is stated in Chapter 5, subject to the classification provided byAnnex II of Directive 2001/14/EC and numbering according to the standard statement of contents ofthe Network Statement according to RailNetEurope (RNE).Numbering (according to RNE) and namingof services (according to Annex II ofDirective 2001/14/EC)5.2 Minimum access package(EU Category 1)Numbering and naming of services in the NetworkStatement 2014 Combined Network of ProRail5.2.1 Train Path5.5.3 Real-time information on train movements (VIEW),type 15.3 Access to facilities (EU Category 2)5.3.1 Use of overhead contact line 5.2.2 Overhead Contact Line5.3.2 Use of refuelling systems 5.4.1 included in: Stabling and Sorting Lines5.3.3 Use of stations 5.3.1 Transfer Area5.3.4 Use of goods transhipment facilities 5.4.1 included in: Stabling and Sorting Lines5.3.5 Freight shunting yards 5.4.1 included in: Stabling and Sorting Lines5.3.6 Formation yards 5.4.1 included in: Stabling and Sorting Lines5.3.7 Stabling lines 5.4.1 included in: Stabling and Sorting Lines5.3.8 Stock repair & maintenance tracks 5.4.1 included in: Stabling and Sorting Lines5.4 Additional services (EU Category 3)5.4.1 Traction power -- service is not provided by ProRail(more information in § 5.6)5.4.2 Fuel supply -- service is not provided by ProRail(more information in § 5.6)5.4.3 Stock upkeep services -- service is not provided by ProRail5.4.4 Shunting services -- service is not provided by ProRail5.4.5 Exceptional transport 5.2.3 Exceptional Transport5.4.6 Other additional services 5.5.1 Customised functionality of railway infrastructure viaInfra-Atlas5.5.2 Facility planning via Donna5.5.3 Real-time information on train movements (VIEW),type 2 and 35.5.4 Real-time information on train movements (VKL-IS)5.5.6 Route section videos for driver training5.5.8 Information on customised train service: facts5.5.9 Information on customised train service: monitoring5.5.10 Information on train service: historic train movements(TOON)5.5.11 The provision of various measurement data (QuoVadis)5.5 Ancillary services (EU Category 4)5.5.1 Use of telecom facilities -- service is not provided by ProRail5.5.2 Provision of supplementary services 5.5.5 Real-time information on international trainmovements (TIS)5.5.7 Additional applications with GSM-R5.5.3 Technical inspections of stock -- service is not provided by ProRail5.5.4 Other ancillary services 5.3.2 Extra Presentation Facilities (for current travelinformation)appendix 25 Services conversion table (§ 5.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 189

(empty page)appendix 25 Services conversion table (§ 5.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 190

appendix 26 Stations (§ 5.3.1)The table below offers an alphabetical list of the available stations, with a classification into one of thestation categories 'cathedral', 'mega', ‘plus’, ‘basic’ or ‘stop’ for the purpose of determining the usercharge. Any newly opened stations not included in the list below are allocated as standard to thecategory ‘basic’.Name of the stationStation categoryName of the stationStation categoryAaltenAbcoudeAchter de HovenAkkrumAlkmaarAlkmaar NoordAlmeloAlmelo de RietAlmere BuitenAlmere CentrumAlmere MuziekwijkAlmere OostvaardersAlmere ParkwijkAlmere PoortAlphen a/d RijnAmersfoortAmersfoort SchothorstAmersfoort VathorstAmsterdam AmstelAmsterdam ArenaAmsterdam Bijlmer ArenAAmsterdam CentraalAmsterdam HolendrechtAmsterdam LelylaanAmsterdam MuiderpoortAmsterdam RaiAmsterdam Science ParkAmsterdam SloterdijkAmsterdam ZuidAnna PaulownaApeldoornApeldoorn De MatenApeldoorn OsseveldAppingedamArkelArnemuidenArnhemstopbasicstopstopmegabasicplusbasicplusmegabasicbasicbasicbasicbasicmegabasicbasicplusstoppluscathedralbasicplusbasicbasicbasicmegamegabasicplusstopbasicstopstopstopmegaArnhem PresikhaafArnhem VelperpoortArnhem ZuidAssenBaarnBafloBarendrechtBarneveld CentrumBarneveld NoordBarneveld ZuidBedumBeek-ElslooBeesdBeilenBergen op ZoomBestBeverwijkBilthovenBleiswijk-ZoetermeerBlerickBloemendaalBodegravenBorneBoskoopBoskoop SnijdelwijkBoven-HardinxveldBovenkarspel FloraBovenkarspel-GrootebroekBoxmeerBoxtelBredaBreda PrinsenbeekBreukelenBrummenBuitenpostBundeBunnikstopstopbasicbasicbasicstopbasicstopstopstopstopbasicstopbasicbasicbasicbasicbasicbasicstopbasicbasicbasicbasicstopstopstopbasicbasicbasicmegabasicbasicstopbasicstopbasicappendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 191

Name of the stationStation categoryName of the stationStation categoryBussum ZuidCapelle SchollevaarCastricumChevremontCoevordenCuijkCulemborgDaarlerveenDalenDalfsenDe VinkDeinumDeldenDelftDelft ZuidDelfzijlDelfzijl WestDen DolderDen Haag CentraalDen Haag HSDen Haag Laan van NOIDen Haag MariahoeveDen Haag MoerwijkDen Haag YpenburgDen HelderDen Helder ZuidDeurneDeventerDeventer ColmschateDidamDiemenDiemen ZuidDierenDoetinchemDoetinchem de HuetDordrechtDordrecht StadspoldersDordrecht ZuidDriebergen-ZeistDriehuisDronrijpDrontenDuivenDuivendrechtbasicbasicbasicstopbasicbasicbasicstopstopstopbasicstopstopmegabasicbasicstopbasiccathedralmegabasicbasicbasicbasicbasicbasicbasicplusbasicbasicbasicbasicbasicbasicstopplusbasicbasicbasicbasicstopbasicbasicplusEchtEde CentrumEde-WageningenEindhovenEindhoven BeukenlaanEindhoven StadionEijsdenElstEmmenEmmen ZuidEnkhuizenEnschedeEnschede De EschmarkeEnschede DrienerloErmeloEtten-LeurEygelshovenEygelshoven MarktFranekerGaanderenGeerdijkGeldermalsenGeldropGeleen OostGeleen-LutteradeGilze-RijenGlanerbrugGoesGoorGorinchemGorinchem NoordGoudaGouda GoverwelleGramsbergenGrijpskerkGroningenGroningen EuropaparkGroningen NoordGrou-JirnsumHaarlemHaarlem SpaarnwoudeHalfweg-ZwanenburgHarde ‘tHardenbergstopstopplusmegabasicstopstopbasicbasicstopbasicplusstopbasicbasicbasicstopstopstopstopstopbasicbasicbasicbasicbasicstopbasicbasicbasicstopplusbasicstopstopmegabasicbasicstopmegabasicbasicbasicstopappendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 192

Name of the stationStation categoryName of the stationStation categoryHarderwijkHardinxveld Blauwe ZoomHardinxveld-GiessendamHarenHarlingenHarlingen HavenHeemskerkHeemstede-AerdenhoutHeerenveenHeerenveen IJsstadionHeerhugowaardHeerlenHeerlen De KisselHeerlen WoonboulevardHeezeHeilooHeinoHelmondHelmond BrandevoortHelmond BrouwhuisHelmond ‘t HoutHemmen-DodewaardHengeloHengelo GezondheidsparkHengelo OostHertogenbosch ‘sHertogenbosch ‘s OostHillegomHilversumHilversum NoordHilversum SportparkHindeloopenHoek van Holland HavenHoek van Holland StrandHoensbroekHoevelakenHollandsche RadingHoltenHoofddorpHoogeveenHoogezand-SappemeerHoogkarspelHoornHoorn KersenboogerdbasicstopbasicbasicbasicstopstopbasicbasicstopbasicplusstopbasicstopbasicstopbasicbasicbasicbasicstopplusbasicstopmegabasicbasicmegabasicbasicstopbasicstopstopstopstopstopplusbasicstopbasicplusbasicHorst-SevenumHoutenHouten CastellumHouthem – St.GerlachHurdegarypIJlstKampenKampen ZuidKapelle-BiezelingeKerkrade CentrumKesterenKlarenbeekKlimmen-RansdaalKoog BloemwijkKoog-ZaandijkKoudum-MolkwerumKrabbendijkeKrommenie-AssendelftKropswoldeKruiningen-YersekeLage ZwaluweLandgraaf (Schaesberg)LeerdamLeerdam BroekgraafLeeuwardenLeeuwarden CamminghaburenLeiden CentraalLeiden LammenschansLelystad CentrumLichtenvoorde-GroenloLochemLoppersumLunterenMaarheezeMaarnMaarssenMaassluisMaassluis WestMaastrichtMaastricht NoordMaastricht RandwyckMantgumMariënbergMartenshoekbasicplusbasicstopstopstopbasicbasicstopstopstopstopstopbasicbasicstopstopbasicstopstopbasicstopbasicstopplusstopmegastopplusstopstopstopstopstopbasicbasicbasicbasicplusstopbasicstopstopstopappendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 193

Name of the stationStation categoryName of the stationStation categoryMeerssenMeppelMiddelburgMook MolenhoekNaarden-BussumNieuw AmsterdamNieuw VennepNieuwerkerk a/d IJsselNieuweschansNijkerkNijmegenNijmegen DukenburgNijmegen GoffertNijmegen HeijendaalNijmegen LentNijverdalNunspeetNuthObdamOisterwijkOldenzaalOlstOmmenOnze Lieve Vrouwe ter NoodOosterbeekOpheusdenOssOss WestOudenboschOverveenPurmerendPurmerend OverwherePurmerend WeidevennePuttenRaalteRavensteinReuverRhedenRhenenRijssenRijswijkRilland-BathRoermondRoodeschoolstopbasicbasicstopplusstopbasicbasicstopbasicmegabasicbasicbasicstopbasicbasicstopstopbasicbasicbasicbasicstopstopstopbasicbasicbasicstopbasicbasicbasicbasicstopbasicstopstopstopbasicbasicstopplusstopRoosendaalRosmalenRotterdam AlexanderRotterdam BlaakRotterdam CentraalRotterdam LombardijenRotterdam NoordRotterdam StadiumRotterdam ZuidRuurloSantpoort NoordSantpoort ZuidSappemeer OostSassenheimSauwerdSchagenScheemdaSchiedam CentraalSchiedam NieuwlandSchin op GeulSchinnenSchipholSittardSliedrechtSliedrecht BaanhoekSneekSneek NoordSoestSoest ZuidSoestdijkSpaubeekStavorenStedumSteenwijkSusterenSwalmenTegelenTerborgTielTiel PassewaaijTilburgTilburg ReeshofTilburg Universiteit (West)Twelloplusbasicpluspluscathedralbasicbasicstopbasicstopstopbasicstopbasicstopbasicstopplusbasicstopstopmegaplusbasicbasicbasicstopstopbasicstopstopstopstopbasicbasicstopbasicstopbasicbasicmegabasicbasicbasicappendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 194

Name of the stationStation categoryName of the stationStation categoryUitgeestUithuizenUithuizermeedenUsquertUtrecht CentraalUtrecht Leidsche RijnUtrecht LunettenUtrecht OvervechtUtrecht TerwijdeUtrecht Vaartsche RijnUtrecht ZuilenValkenburgVarsseveldVeendamVeenendaal - De KlompVeenendaal CentrumVeenendaal WestVeenwoudenVelpVenloVenrayVierlingsbeekVlaardingen CentrumVlaardingen OostVlaardingen WestVleutenVlissingenVlissingen-SouburgVoerendaalVoorburgVoorhoutVoorschotenVoorst - EmpeVordenVriezenveenVroomshoopVughtWaddinxveenbasicstopstopstopcathedralbasicbasicbasicbasicbasicbasicbasicstopbasicbasicbasicbasicstopstopbasicbasicstopbasicbasicbasicbasicbasicbasicstopbasicbasicbasicstopstopstopstopbasicbasicWaddinxveen NoordWaddinxveen ZuidWarffumWeertWeespWehlWestervoortWezepWierdenWijchenWijheWinschotenWinsumWinterswijkWinterswijk WestWoerdenWolfhezeWolvegaWorkumWormerveerZaandamZaandam KogerveldZaltbommelZandvoort aan ZeeZetten-AndelstZevenaarZevenbergenZoetermeerZoetermeer OostZuidbroekZuidhornZutphenZwaagwesteindeZwijndrechtZwollestopstopstopbasicplusstopbasicbasicbasicbasicbasicbasicbasicbasicstopplusbasicbasicstopbasicplusbasicbasicbasicstopbasicbasicbasicbasicstopstopplusstopbasicmegaappendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 195

(empty page)appendix 26 Stations (§ 5.3.1)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 196

appendix 27 Performance schemes (§ 6.4)ProRail offers the performance schemes below.1. Increase quiet wagon kilometres1 Quiet wagon kilometresProRail and the railway undertaking agree that the railway undertaking participates in the performancescheme for quiet wagon kilometres. Under the provisions of the scheme, the railway undertakingreceives a bonus for reducing noise emissions by running quietened rolling stock.The bonus for passenger transport is € 0.04 per wagon kilometre run with quietened rolling stock, witha maximum of 120,000 kilometres total per wagon during the term of the scheme. Quietened rollingstock is defined as: rolling stock that has been commissioned before 1-1-2008 and which has beenpermanently converted to a quieter braking system after 1-1-2008. A quiet braking system is definedas a braking system that makes use of composite K-blocks, LL-blocks or at least equivalent.Participating wagons must be reported in advance by rolling stock number to ProRail. Bonuses areallocated to specific wagons during a maximum of 4 consecutive years.The bonus is settled against the user charge invoice. The railway undertaking provides informationrequired for determining the bonus, namely: per registered wagon, a statement of the number ofkilometres run in the Netherlands, with a specification of runs with date, train number and number ofkilometres in the Netherlands or an alternative, equivalent specification agreed upon with ProRail.ProRail will carry out random checks on conversion and declared kilometres.appendix 27 Performance schemes (§ 6.4)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 197

(empty page)appendix 27 Performance schemes (§ 6.4)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 198

appendix 28 Compensation scheme for timetable changes (§ 4.4.1.3.2)1 Regulations for passenger transport trainsIn order to apply the compensation scheme to passenger trains that are cancelled owing to capacityapplied for in the annual timetable for the performance of construction work, as described in Section4.4.1.3.2 of the Network Statement, the route sections are divided into 2 categories:Category 1 comprises the following route sections:• Den Helder – Alkmaar – Amsterdam Central – Eindhoven – Maastricht / Heerlen• Woerden – Leiden – Haarlem – Amsterdam Central• Rotterdam Central / The Hague Central – Utrecht – Zwolle – Groningen / Leeuwarden• Amsterdam Central – Amersfoort – Deventer – Enschede / Oldenzaal border• Amsterdam Central – Schiphol – The Hague HS – Rotterdam Central – Roosendaal – Vlissingen /Roosendaal border• Schiphol – Duivendrecht – Lelystad – Zwolle• Hilversum – Utrecht Central – Arnhem – Zevenaar border / Nijmegen• Zwolle – Arnhem – ‘s-Hertogenbosch• Roosendaal / Lage Zwaluwe – Breda – Tilburg – Boxtel / ’s-Hertogenbosch• Eindhoven – VenloCategory 2 comprises all other route sections, which are not allocated to Category 1.2 Regulations for freight transportThe definition and tariffs apply supplementary to the compensation scheme for freight trains asdescribed in Chapter 4.4.1.3.2.Determining the number of trains for compensation (definition ‘affected trains’)The compensation is calculated over the average number of trains that during the same period as thepossessions (in terms of duration, day type and time) have actually run on the cancelled route sectionduring one and two weeks before the possessions or one and two weeks after the cancellation. Thecalculation is based on trains registered as freight trains in the NVGB (New transport databank).Any freight trains that have run during the period of possession are deducted.TariffThe compensation tariff for freight trains depends on the route section on which the possession tookplace and is expressed as an amount per affected train (see definition above).The tariffs for the most popular freight routes are included in the table below. A specific compensationtariff is determined on a case-by-case basis in the event of possession measures that affect multipleroute sections, whereby the customary detour routes can be used.Route sectionCompensationtariffAmersfoort – Deventer € 500Amersfoort - Zwolle € 300Amersfoort – Duivendrecht connection € 700Amersfoort – Utrecht € 500Almelo – Mariënberg € 100Alphen a/d Rijn – Gouda € 300Amsterdam Centraal – Breukelen € 500Breda – Roosendaal € 500Breda – Tilburg € 500appendix 28 Compensation scheme for timetable changes (§ 4.4.1.3.2)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 199

Route sectionCompensationtariffBreukelen – Utrecht € 100Boxtel – Eindhoven € 700Tilburg – Vught connection € 300Beverwijk – Haarlem € 700Eindhoven – Roermond € 300Eindhoven – Venlo borde € 700Gouda – Harmelen connection € 300Herfte connection – Mariënberg € 900Haarlem – Amsterdam Sloterdijk € 700Harmelen connection – Breukelen € 700Harmelen connection – Utrecht € 100’s-Hertogenbosch – Lunetten € 500Kijfhoek – Lage Zwaluwe € 500Leeuwarden – Groningen € 1,100Leeuwarden – Meppel € 500Meppel – Onnen € 500Roermond – Sittard € 1,100Gouda – Rotterdam Zuid € 300Deventer – Oldenzaal border € 700Sittard – Eijsden border € 500Tilburg – Boxtel € 500Tilburg – Vught connection € 300Utrecht – Zevenaar Oost € 100Lage Zwaluwe – Breda € 300Lage Zwaluwe – Roosendaal € 1,100appendix 28 Compensation scheme for timetable changes (§ 4.4.1.3.2)Network Statement 2014 Combined Network - version 1.0 dated 9 January 2013 page 200