Network Statement 2014 - ProRail

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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
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Network Statement 2014Combined Netw
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Contents1 General information 51.1
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1 General information1.1 Introducti
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with due consideration for their op
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• The tariffs have been updated o
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Charging InformationSystem (CIS)CIS
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2 Access conditions2.1 Introduction
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infrastructure. A Framework Agreeme
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2.6 Dangerous goodsThe transport of
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3 Infrastructure3.1 IntroductionThi
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3.2.3 Further informationThe Networ
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CategoryAvailability / ReliabilityN
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Exceptional Transport, subject to t
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Table 3.4CategoryDescription of the
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• Radiotelephone channels used fo
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(parties who are co-responsible for
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Maasvlakte; Valburg CUPThe above su
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attached to the transport or handli
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3.7 Freight terminalsThe loading an
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CategoryLocationUser conditionsNote
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CategoryNotesUser conditions • Th
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4 Capacity allocation4.1 Introducti
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4.2.2 Process in generalFour types
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these tests could have implications
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• or in another form to be agreed
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- Short stabling takes precedence o
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4.4.1.3.3 Determination of allocati
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the required capacity. ProRail will
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Process System Brief explanationAnn
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allocation plan. Trains that are un
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4.9 Allocation of capacity for serv
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5 Services5.1 IntroductionProRail o
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Where is the serviceprovidedApplica
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5.3 Transfer service groupThe servi
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Delivery termsUser conditionsA rese
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TariffDelivery termsUser conditions
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Availability / Reliability7 x 24 ho
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5.5.8 Information on customised tra
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that determines the amount of elect
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6 Charges6.1 IntroductionThis chapt
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- The affected infrastructure is th
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The applicable train stop code is d
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Supplementary to the railway stated
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TermCapacity AgreementCentrally con
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TermRailway yardRefuelling systemRN
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TermTrain slotDefinitionA train slo
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(empty page)appendix 2 DefinitionsN
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(empty page)appendix 3 Consultation
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(empty page)appendix 4 General Regu
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(empty page)appendix 5 Model Access
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undertaking by making use of the de
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2. Capacity allocated in the form o
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party causing the disruption. The p
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. In case of personal injury and fi
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5. This article is a third-party cl
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2. The network manager can terminat
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network manager in connection with
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Order handling from 36 hours to 1 h
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Page 132 and 133: Passenger transport restrictionsThe
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Page 142 and 143: Measure Status Ready for operationC
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Page 174 and 175: Examplesappendix 22 Timetable draft
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Page 182 and 183: 2 Description of the Path Coordinat
Page 184 and 185: CategoryDelivery termsUser conditio
Page 186 and 187: 2 Description of the report on insi
Page 188 and 189: (empty page)appendix 24 Application
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Page 192 and 193: Name of the stationStation category
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Page 196 and 197: (empty page)appendix 26 Stations (
Page 198 and 199: (empty page)appendix 27 Performance
Page 200: Route sectionCompensationtariffBreu
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Network Statement 2014 - ProRail

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