Network Statement 2014 - ProRail

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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
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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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As soon as a driver has completed a
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d. Refuelling at a railway yard sub
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Page 132 and 133: Passenger transport restrictionsThe
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Page 184 and 185: CategoryDelivery termsUser conditio
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Page 192 and 193: Name of the stationStation category
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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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