Network
Statement
Valid from 11/12/2016 to 9/12/2017
Version of 11/12/2015
Version control
Supplement
Date
0
11.12.2015
Version control
Adaptations
First version
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TABLE OF CONTENTS
1 . GENERAL INFORMATION _________________________________________ 9 1.1 Introduction _________________________________________________________ 9 1.2 Objective __________________________________________________________ 10 1.3 Legal framework ____________________________________________________ 10 1.4 Documents and applications __________________________________________ 11 1.5 Legal status ________________________________________________________ 11 1.5.1 General remarks ________________________________________________________ 11 1.5.2 Liability _______________________________________________________________ 11 1.5.3 Appeals procedure ______________________________________________________ 12 1.6 Structure of NS _____________________________________________________ 13 1.7 Validity and updating process _________________________________________ 13 1.7.1 Validity period __________________________________________________________ 13 1.7.2 Updating process _______________________________________________________ 13 1.8 Publishing _________________________________________________________ 14 1.9 Contacts ___________________________________________________________ 14 1.9.1 Infrabel _______________________________________________________________ 14 1.9.2 The regulatory body for Railway Transport and for Brussels Airport Operations (Service de
Régulation du Transport ferroviaire et de l’Exploitation de l’Aéroport de Bruxelles-National) __ 16 1.9.3 Minister of Mobility, in charge of Belgocontrol and the National Railway Company of
Belgium (Nationale Maatschappij der Belgische Spoorwegen) _________________________ 16 1.9.4 Federal Public Service for Mobility and Transport ______________________________ 17 1.9.5 Neighbouring Infrastructure managers _______________________________________ 17 1.9.6 Corridor One-Stop-Shop (C-OSS) __________________________________________ 18 1.10 Railway Freight Corridors ___________________________________________ 19 1.11 RailNetEurope – International cooperation between infrastructure managers _ 20 1.11.1 One-Stop-Shop ________________________________________________________ 21 1.11.2 Applications RNE ______________________________________________________ 21 1.12 Glossary __________________________________________________________ 22 2 . CONDITIONS FOR FILING A CAPACITY REQUEST AND ACCESS
CONDITIONS______________________________________________________ 23 2.1 Introduction ________________________________________________________ 23 2.2 Conditions for applying for capacity ____________________________________ 23 2.2.1 Applicant railway undertakings _____________________________________________ 23 2.2.2 Non-railway undertaking applicants _________________________________________ 24 2.3 Railway infrastructure access requirements _____________________________ 24 Table of Contents
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2.3.1 Requirements to have access to the railway infrastructure _______________________
2.2.1.2 Safety certificate ______________________________________________________
2.3.2 Who is allowed to perform train operations? __________________________________
2.3.3 Liabilities and cover of liabilities ____________________________________________
24 24 25 26 2.4 General commercial conditions ________________________________________ 26 2.4.1 Framework agreement ___________________________________________________ 26 2.4.2 Capacity booking contract ________________________________________________ 27 2.4.3 Access contracts _______________________________________________________ 27 2.5 Operational rules ____________________________________________________ 29 2.6 Exceptional consignments ____________________________________________ 29 2.7 Transport of dangerous goods ________________________________________ 29 2.8 Certification of rolling stock ___________________________________________ 30 2.9 Certification of on-board personnel and train drivers ______________________ 30 3 . INFRASTRUCTURE ______________________________________________ 31 3.1 Introduction ________________________________________________________ 31 3.2 Extent of network ___________________________________________________ 31 3.2.1 Limits ________________________________________________________________ 31 3.2.2 Connected railway networks _______________________________________________ 31 3.2.3 Further information ______________________________________________________ 32 3.3 Network description _________________________________________________ 32 3.3.1 Geographic identification _________________________________________________ 32 3.3.2 Characteristics _________________________________________________________ 32 3.3.3 Traffic control and communication systems ___________________________________ 34 3.4 Traffic restrictions ___________________________________________________ 36 3.4.1 Specialised infrastructure _________________________________________________ 36 3.4.2 Environmental restrictions ________________________________________________ 36 3.4.3 Dangerous goods _______________________________________________________ 36 3.4.4 Tunnels with restrictions __________________________________________________ 36 3.4.5 Bridges with restrictions __________________________________________________ 37 3.5 Availability of the infrastructure _______________________________________ 37 3.6 Service facilities ____________________________________________________ 37 3.6.1 Passenger stations ______________________________________________________ 37 3.6.2 Freight terminals ________________________________________________________ 37 3.6.3 Marshalling yards and train formation facilities _________________________________ 37 3.6.4 Maintenance facilities ____________________________________________________ 37 3.6.5 Technical facilities ______________________________________________________ 37 3.6.6 Refuelling facilities ______________________________________________________ 38 3.7 Infrastructure development ___________________________________________ 38 Table of Contents
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4 . CAPACITY ALLOCATION _________________________________________ 39 4.1 Introduction ________________________________________________________ 39 4.2 Bodies concerned ___________________________________________________ 40 4.2.1 Applicants _____________________________________________________________ 40 4.2.2 The Infrastructure Manager _______________________________________________ 40 4.2.3 Corridor One-Stop-Shop __________________________________________________ 40 4.2.4 The regulatory body for Railway Transport and for Brussels Airport Operations _______ 40 4.3 Process for train paths _______________________________________________ 40 4.3.1 Applying for train paths ___________________________________________________ 41 4.3.2 Allocation of train paths __________________________________________________ 43 4.3.3 Modification of requests for train paths _______________________________________ 44 4.3.4 Suspension or withdrawal of train paths ______________________________________ 44 4.3.5 Relinquishment of train paths ______________________________________________ 44 4.4 Process for local capacities ___________________________________________ 45 4.4.1 Applying for local capacities _______________________________________________ 45 4.4.1.1 General principles _____________________________________________________ 45 4.4.1.2 Particular case of related railway undertakings for local capacity _________________ 46 4.4.2 Local capacity allocation __________________________________________________ 46 4.4.3 Modification of local capacities _____________________________________________ 47 4.4.4 Suspension or modification of local capacities _________________________________ 47 4.4.5 Relinquishment of local capacities __________________________________________ 47 4.5 Schedule for path requests and allocation process _______________________ 48 4.5.1 Schedule for drawing up the timetable _______________________________________ 48 4.5.2 Schedule for capacity applications outside the timetabling process _________________ 50 4.6 Allocation process __________________________________________________ 54 4.6.1 Coordination process ____________________________________________________ 54 4.6.2 Process for administrative resolution of disputes _______________________________ 56 4.6.3 Congested zones: definition, priority criteria and procedure for allocation within these zones
_________________________________________________________________________ 56 4.6.4 Impact of framework agreements ___________________________________________ 57 4.7 Allocation of capacity for maintenance, renewal and enhancements _________ 58 4.7.1 Train paths ____________________________________________________________ 58 4.7.2 Local capacities ________________________________________________________ 59 4.8 Non-usage rules ____________________________________________________ 60 4.9 Exceptional consignments and dangerous goods ________________________ 60 4.9.1 Exceptional consignments ________________________________________________ 60 4.9.2 Transport of dangerous goods _____________________________________________ 60 4.10 Special measures to be taken in the event of disturbance _________________ 60 5 . SERVICES _____________________________________________________ 62 5.1 Introduction ________________________________________________________ 62 Table of Contents
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5.2 Minimum access package ____________________________________________ 63 5.3 Track access to service facilities and supply of services ___________________ 63 5.3.1 Passenger stations ______________________________________________________ 64 5.3.2 Freight terminals ________________________________________________________ 64 5.3.3 Marshalling yards and train formation facilities _________________________________ 64 5.3.4 Maintenance centres ____________________________________________________ 64 5.3.5 Technical facilities ______________________________________________________ 64 5.3.6 Refuelling facilities ______________________________________________________ 64 5.3.7 Use of electrical supply equipment for traction current ___________________________ 65 5.4 Additional services __________________________________________________ 66 5.4.1 The supply of traction current ______________________________________________ 66 5.4.2 Supply of fuel __________________________________________________________ 67 5.4.3 Services for trains: preheating of carriages, water supply, etc. ____________________ 67 5.4.4 Shunting and other services provided in the installations listed under 5.3 ____________ 67 5.4.5 Services for exceptional consignments and dangerous goods _____________________ 67 5.4.6 Extra time _____________________________________________________________ 68 5.4.7 Other additional services _________________________________________________ 68 5.5 Ancillary services ___________________________________________________ 68 5.5.1 Access to telecommunications network ______________________________________ 68 5.5.2 Provision of supplementary information ______________________________________ 68 5.5.3 Technical inspection of rolling stock _________________________________________ 68 6 . CHARGES _____________________________________________________ 69 6.1 Charging principles __________________________________________________ 69 6.1.1 Minimum access package ________________________________________________ 74 6.1.2 Track access to service facilities referred to in point 5.3 _________________________ 74 6.1.3 Services referred to in point 5.3 ____________________________________________ 75 6.1.4 Additional services ______________________________________________________ 76 6.1.5 Ancillary services _______________________________________________________ 76 6.1.6 Congestion charge ______________________________________________________ 77 6.2 Breakdown of the charge _____________________________________________ 77 6.3 Tariffs _____________________________________________________________ 78 6.3.1 Minimum access package ________________________________________________ 78 6.3.2 Track access to service facilities ___________________________________________ 78 6.3.3 Services referred to in point 5.3 ____________________________________________ 82 6.3.4 Additional services ______________________________________________________ 82 6.3.5 Ancillary services _______________________________________________________ 83 6.4 Performance scheme ________________________________________________ 83 6.5 Changes to the charge _______________________________________________ 84 6.6 Billing arrangements _________________________________________________ 85 6.6.1 Advance payment for the capacities requested ________________________________ 85 6.6.2 Capacity granted and not used _____________________________________________ 85 Table of Contents
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6.6.3 Invoicing ______________________________________________________________ 85 6.7 Guarantee__________________________________________________________ 86 6.8 Diabolo - passenger fee - contribution of railway undertakings______________ 86 6.8.1 Passenger fee _________________________________________________________ 86 6.8.2 Contribution by the railway undertakings _____________________________________ 86 7 . LIST OF APPENDICES ___________________________________________ 88 Table of Contents
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1.
GENERAL INFORMATION
1.1 Introduction
Infrabel is a limited liability company under public law. Its mission is set out in a management contract
with the government and consists of public service obligations. Infrabel wishes to contribute to
sustainable mobility within the European rail network in order to boost economic and social
development in Belgium.
As the Belgian rail infrastructure manager (IM), Infrabel offers its customers, a competitive and
qualitative railway infrastructure, adapted to their needs. In addition to the daily management,
maintenance and further development of this infrastructure, Infrabel is also responsible for the control
and the safety of all train traffic.
The Law dated 30 August 2013 concerning the Rail Code (Articles 20 to 22) gives the IM the task of
drafting and publishing the network statement (NS) after consultation with the regulatory body, the
applicants (see definition in Annex A.1) and the Railway Undertakings travelling on the network.
The position of Infrabel in the Belgian railway sector is shown by the organisation chart below:
The purpose of this first chapter is to introduce the network statement.
General Information
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1.2 Objective
The purpose of this document is to provide information about access to and use of the railway
infrastructure to applicants interested in the transport of goods and/or passengers, and to railway
undertakings operating on the Belgian rail network.
The NS contains the most important information on national legislation that transposes the European
directives relating to railways.
1.3 Legal framework
The NS is based on the following consolidated regulatory texts:
─
─
─
─
─
─
Regulation EC 913/2010 of 22 September 2010 concerning a European Rail Network
for Competitive Freight ;
Directive 2004/49 of 29 April 2004 on safety on the Community’s railways;
Directive 91/440/EEC of 29 July 1991 on the development of the Community’s
railways, Directive 95/18/EC of 19 June 1995 on the licensing of railway undertakings
and Directive 2001/14/EC of 26 February 2001 on the allocation of railway
infrastructure capacity and the levying of charges for the use of railway infrastructure
and safety certification, subject to a reorganisation by Directive 2012/34/EU of 21
November 2012 establishing a single European railway area;
Delegated and implementing acts for the aforementioned Directives (particularly
Technical Specifications for Interoperability);
Law dated 30 August 2013 relating to the Rail Code (hereafter Rail Code) and the
relevant royal decrees and ministerial orders;
Various regulations drawn up by Infrabel, UIC, etc.
The table below provides an overview of all the sources the legal framework refers to:
Legal framework
Consultation addresses
Regulations, directives and delegated
and implementing acts (particularly
Technical Specifications for
Interoperability (TSI)
European Union law:
http://eur-lex.europa.eu/fr/index.htm
Laws, royal decrees (RD) and ministerial
orders (MO)
Federal Public Service for Mobility and Transport:
www.mobilit.fgov.be
or
Belgian Gazette: www.just.fgov.be
Intergovernmental Organisation for International
Carriage by Rail (OTIF) :
http://www.otif.org/en/publications/rid-2015.html
The Regulation concerning the
International Carriage of Dangerous
Goods by Rail (RID)
International Union of Railways (UIC)
leaflets
General Information
International Union of Railways: www.uic.org
In order to be able to consult these documents,
applicants must apply to UIC.
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1.4 Documents and applications
Documents and applications
Consultation addresses
Documents and applications in Infrabel's
Business Corner:
─ The Safety regulation for the
exploitation of the railway infrastructure
(RSEIF) (section regulation on the
Business Corner)
─ Local agreements – part 1 (section
client information on the Business
Corner)
─ Schematic Signalling Plans (SSP),
longitudinal sections (Draw In)
─ works linked with the infrastructure
(Work In),
─ train path reservations (Book In),
─ local capacity reservation (Shunt In)
─ …
Applications of RailNetEurope:
─ Path Coordination System (PCS);
requests for international train paths
and their harmonisation.
─ Charging Information System (CIS):
calculation of usage charges and tariff
information.
─ Train Information System (TIS):
monitoring of movements of
international trains in real time.
Infrabel: www.infrabel.be
Applicants can look up or use these documents and
applications in the Business Corner. This secure site,
accessible via www.infrabel.be, allows reservation of
paths online, downloading regulations and administrative
documents, looking up transport information in real time,
looking up invoices, etc. Applicants should submit their
requests to their key account in order to gain access.
RailNetEurope: www.rne.eu
In order to use these applications, access codes must
be requested from RailNetEurope.
1.5 Legal status
1.5.1 General remarks
The network statement is the document which details the description of the network, the general rules
for travelling on it, the deadlines, procedures and criteria relating to the systems for charging and
distribution of the rail infrastructure capacities; this document also contains all other information
required in order to apply for rail infrastructure capacities. It is drawn up for applicants, users and any
other interested parties.
1.5.2 Liability
Some data provided in the present NS may evolve according to the transposition of the European
directives into Belgian legislation. Legislative or regulatory texts adopted after the publication of the
network statement will be applicable automatically in line with the arrangements they provide for,
without the need for the network statement to be updated. However, the IM undertakes to adapt the
NS following any change in legislation or regulations the month after their publication.
General Information
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If, despite all the efforts of the IM to produce correct information, there should be any differences from
legal texts, the latter shall prevail.
The IM strives in particular to rectify any reported errors as quickly as possible, and shall bear no
further responsibility as a result.
The infrastructure manager is not responsible for information in the network statement provided by
third parties.
The NS is drawn up in French, Dutch, German and English. In the event of differences, or of difficulty
of interpretation of the various versions, only the French and Dutch versions shall be valid.
1.5.3 Appeals procedure
1.5.3.1 Administrative appeal
Pursuant to Article 62, § 5 of the Rail Code on the use of the railway infrastructure, with regard to its
administrative appeals role, appeals may be made in writing, by registered letter, to the regulatory
body (the Brussels National Airport Operation and Rail Transport Regulatory Service, for the address:
see 1.9.2) by any railway undertaking, by any candidate, particularly to lodge an appeal against
decisions by the railway infrastructure manager or, where applicable, the railway undertaking or the
operator of the service facility if they consider themselves to have been the victim of unfair treatment,
discrimination or any other harm with regard to:
─
─
─
─
─
─
the preliminary version and the definitive version of the network statement or the
criteria which it contains;
the procedure for the allocation of infrastructure capacity and its results and the
obligations that arise from this;
the charging system, including the performance targets set out in Article 23, third
paragraph, the level or structure of the charges for the use of the rail infrastructure
and the obligations arising from this;
the provisions in terms of access to the rail infrastructure referred to in Articles 5, 6, 7,
1° and 3°, 8 and 9;
the provisions in terms of access to service installations contained in Article 9/1 of the
Rail Code;
the implementation of the perpetual easement referred to in Article 156 part 4, Section
1 of the Law dated 21 March 1991 reforming certain economic public undertakings.
An administrative appeal shall not suspend the decision being challenged, unless otherwise decided
and duly substantiated by the regulatory body at the request of the complainant.
1.5.3.2 Dispute regarding the allocation of capacity
In order to carry out their task relating to the administrative resolution of disputes, the regulatory body
is authorised, in accordance with Article 62 Section 4 of the Railway Code [Spoorcodex], to make a
decision:
─
General Information
within ten working days, in relation to disputes over the allocation of railway
infrastructure capacity, upon request from the railway infrastructure manager or from a
candidate, and to do so without prejudice to the existing mechanisms for appeal. The
procedure to be followed is described in the Royal Decree dated 21 March 2007
(Articles 2 to 5);
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─
─
within thirty working days, regarding the execution of the transport contract specified
in Article 8 of the Law dated 30 August 2013 regarding the reform of the Belgian
railways at the request of the railway infrastructure manager or the railway
undertaking;
within ten working days, disputes in connection with the performance targets, without
prejudice to the existing appeal procedures, at the request of the railway infrastructure
manager or a railway undertaking.
1.5.3.3 Determining the main purpose of transport of passengers for "cabotage"
In order to fulfil its supervisory mission, the regulatory body determines, at the request of the minister
having assigned a rail service for the transport of passengers defined in a public service contract or a
contract with the railway undertakings concerned, whether the primary purpose of a passenger
transport service is the transport of passengers between two stations located in different Member
States (Article 62 § 3 of the Rail Code and Article 10 of the royal decree dated 19 May 2009).
1.5.3.4 Decisions concerning certain disputes regarding the performance scheme
The regulatory body decides on disputes referred to it by the infrastructure manager regarding the
allocation of a number of minutes' delay under the performance scheme. For more information see
point 6.4.
1.6 Structure of NS
The structure and content of the NS dictated by the European directives were honed and recorded by
RailNetEurope (RNE, see point 1.11) in the document ‘Network Statement – Common structure’. This
document is revised annually. The most recent version dates from 10/03/2015 and is available at
www.rne.eu. Each European IM is recommended to adopt this structure to facilitate the comparison of
information by any party interested in the international carriage of passengers or goods by rail, or any
party providing this type of service.
1.7 Validity and updating process
1.7.1 Validity period
The present NS is valid for the timetable period from Sunday 11 December 2016 to Saturday 9
December 2017.
1.7.2 Updating process
The network statement must be kept up to date by the infrastructure manager.
Moreover, the IM consults the railway undertakings that are using the Belgian railway infrastructure,
the applicants and the regulatory body regarding the draft NS no later than 2 months before the
deadline for its publication. These parties have a period of 1 month to make their observations.
Any modification of the NS in the course of the year is announced on the site www.infrabel.be and on
the ‘Version control’ page of the NS. Moreover, in the event of a substantive modification, the railway
undertakings, the applicants and the regulatory body are advised by letter or e-mail.
General Information
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1.8 Publishing
The network statement is published no later than four months before the deadline laid down by the
infrastructure manager for the submission of requests for rail infrastructure capacities (see point
4.5.1). Its publication is announced via a notice in the Belgian Gazette.
The NS may be consulted free of charge on the site www.infrabel.be.
1.9 Contacts
1.9.1 Infrabel
Area of
Responsibility
Contact office
General
contacts NS
Office ITMS.412
Account
management
Office ITMS.411
Long-term (LT)
path requests
and timetable
adaptations
Office ITMS.541
Short-term (ST)
timetable
adaptations
Office ITMS.543
Real–time (RT)
service
timetable
adaptations
Office ITMS.661
General Information
Contact Details
Traffic Management & Services Directorate
10-30 I-TMS.412
Avenue Fonsny, 13
B-1060 Brussels
Tel:
+ 32 2 432 28 23
E-mail: [email protected]
Traffic Management & Services Directorate
10-30 I-TMS.411
Avenue Fonsny, 13
B-1060 Brussels
Tel:
+ 32 2 432 28 27
E-mail: [email protected]
Traffic Management & Services Directorate
10-30 I-TMS.541
Avenue Fonsny, 13
B-1060 Brussels
Freight
Tel:
+ 32 2 432 28 46
E-mail : [email protected]
Passengers
Tel:
+ 32 2 432 29 11
[email protected]
Traffic Management & Services Directorate
10-30 I-TMS.543
Avenue Fonsny, 13
B-1060 Brussels
Fax:
+ 32 2 432 29 75
[email protected]
[email protected] (Exceptional Transport)
Traffic Management & Services Directorate
10-06 I-TMS.661
Rue Bara, 110
B-1070 Brussels
Fax:
+ 32 2 525 41 28
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Area of
Responsibility
Contact office
Contact Details
E-mail: [email protected]
Works
Office I- TMS.53
Local
capacities:
general cases
and cancelling
local capacities
Office ITMS.544
Local
capacities:
general cases
and related
railway
undertakings
(RRUs)
Operational
Planning
Charges for
use
Office ITMS.421
Exceptional
consignment
Organisation:
studies and
authorisations
Office ITMS.424
One-Stop Shop
(OSS)
Infrabel
Office ITMS.542
General Information
Traffic Management & Services Directorate
10-30 I-TMS.53
Avenue Fonsny, 13
B-1060 Bruxelles
E-mail:
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Traffic Management & Services Directorate
10-30 I-TMS.544
Avenue Fonsny, 13
B-1060 Brussels
E-mail: [email protected]
E-mail:
[email protected]
[email protected]
[email protected]
itms.areasw.op.planning.shortterm.charleroi.lalouviere@infrabel.be
[email protected]
[email protected]
[email protected]
[email protected]
Traffic Management & Services Directorate
10-30 I-TMS.421
Avenue Fonsny, 13
B-1060 Brussels
E-mail: [email protected]
Traffic Management & Services Directorate
10-30 I-TMS.424
Avenue Fonsny, 13
B-1060 Brussels
E-mail: [email protected]
Traffic Management & Services Directorate
10-30 I-TMS.542
Avenue Fonsny, 13
B-1060 Brussels
Tel:
+ 32 2 432 28 20
E-mail: [email protected]
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Arbitrage
Punctuality
Office I- TMS.01
Traction
Energy
Office
I-AM.24
Traffic Management & Services Directorate
10-30 I-TMS.01
Avenue Fonsny, 13
B-1060 Brussels
Tél:
+ 32 2 432 29 56
E-mail: [email protected]
Traffic Management & Services Directorate
10-40 I-AM.24
Frankrijkstraat 85
B-1060 Brussels
Tel:
+ 32 2 525 27 66
E-mail: [email protected]
1.9.2 The regulatory body for Railway Transport and for Brussels Airport
Operations (Service de Régulation du Transport ferroviaire et de l’Exploitation
de l’Aéroport de Bruxelles-National)
Contact Person
Mr Serge DRUGMAND, director
Contact Details
Kruidtuinlaan 50 bus 72
B-1000 Brussel
Tel:
+ 32 2 277 45 22
www.regul.be
E-mail:
[email protected]
1.9.3 Minister of Mobility, in charge of Belgocontrol and the National
Railway Company of Belgium (Nationale Maatschappij der Belgische
Spoorwegen)
Contact Person
Mrs. Jacqueline GALANT
Contact Details
E. Blérotstraat 1,(9th floor)
B-1070 Brussels
Tél:
General Information
+ 32 2 238 28 00
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1.9.4 Federal Public Service for Mobility and Transport
Area of
Responsibility
Contact Person
General Affairs
Mr. Laurent
LEDOUX,
Chairman of the
board of directors
Contact Details
City Atrium
Vooruitgangstraat, 56
B-1210 Brussel
Tel: + 32 2 277 31 11
E-mail: [email protected]
Licences
Safety
certificates,
certification
of staff and
rolling stock
Dhr. Joannes
PEETERS
Mevr. Martine
SERBRUYNS,
directeur a.i.
Development and Support for Sustainable and Rail Mobility Policies
Directorate
Tel:
Fax:
+ 32 2 277 36 33
+ 32 2 277 40 47
E-mail:
[email protected]
Service de Sécurité et d’Interopérabilité des Chemins de Fer
(SSICF)
Tel:
+ 32 2 277 39 10
E-mail: [email protected]
1.9.5 Neighbouring Infrastructure managers
Information on the railway infrastructure of the neighbouring countries is also given in an NS which is
available from:
Country
Infrastructure
Managers
Contact Details
Netherlands
ProRail B.V.
Vervoer en Dienstregeling, afdeling Accountmanagement
Postbus 2038, 3500 GA Utrecht
www.prorail.nl
http://www.prorail.nl/vervoerders/network-statement
Keyrail BV
Postbus 108, 3330 AC Zwijndrecht
www.keyrail.nl
http://www.keyrail.nl/servicedesk/servicedesk_item/t/netverklari
ng_betuweroute
Germany
DB Netz AG
Regulierungsmanagement
Theodor-Heuss-Allee 7, D-60486 Frankfurt/ Main
General Information
Network Statement 2017
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www.dbnetz.de
http://fahrweg.dbnetze.com/fahrwegen/network_access/network_statement/
Luxembourg
Administration des Chemins de Fer
Division sillons, Guichet Unique
BP 1401, L-1014 Luxembourg
www.mt.public.lu
http://www.mt.public.lu/ministere/services/direction_chemins_f
er/ACF/Document_reference/index.html
France
Réseau Ferré de France
Pôle clients et services / Direction commerciale / Guichet
Unique
92 avenue de France, F-75648 Paris CEDEX 13
www.rff.fr
http://www.rff.fr/media-library/french-regulatory-texts/networksreference-documents/?lang=en
RailNetEurope also provides links to the Rail Network Statements of its members on its website:
http://www.rne.eu/members-network.html.
The contact details for requests for numbers for special trains for links between Belgium - Germany /
Belgium - Germany (Duisburg region) are as follows:
Contact
Trassenanmeldung RB West (I.NMW-F)
Contact Details
Tél:
E-mail:
++ 49 203 3017 1539
[email protected]
24 hour e-mail and telephone
1.9.6 Corridor One-Stop-Shop (C-OSS)
Competence
RFC 1
Rhine-Alpine
Contact Person
Mrs. Pia
ERLENKÄMPER
Contact Details
Corridor One-Stop-Shop
Mainzer Landstraße 203
D-60326 Frankfurt am Main
Tel.: +49 69 265 26 771
Mobile: + 49151 1478 34 13
Fax: +49 69 625 30 503
E-mail : [email protected]
General Information
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Competence
Contact Person
Contact Details
http://www.corridor-rhine-alpine.eu/c-oss.html
RFC 2
North SeaMediterranean
Mr. Thomas
VANBEVEREN
Corridor One-Stop-Shop
10-30 I-TMS.501
Avenue Fonsny 13
B-1060 Bruxelles
Tel.: +32 2 432 28 08
Mobile: + 32 492 91 49 76
RFC 8
North Sea Baltic
Dhr. Florian
MUELLER
E-mail: [email protected]
http://www.rfc-northsea-med.eu/pages/one-stop-shop
Corridor One-Stop-Shop
Mainzer Landstraße 201-203
D-60326 Frankfurt am Main
Tel.: + 49 69 265 26 778
Mobile: + 49 160 97429893
Fax.: + 49 69 265 30 503
E-mail: [email protected]
http://www.rfc8.eu/c-oss
The contact details for the Infrabel One-Stop-Shop can be found under section 1.9.1.
1.10 Railway Freight Corridors
In 2010, the European Parliament and the Council laid down the rules for the establishment and
organisation of international rail corridors for freight with a view to the development of the European
rail network for competitive freight.
The goal of EU Regulation 913/2010 is to offer reliable, high-quality freight services so as to be
competitive with other modes of transport. In order to achieve this goal, the European Union has
identified nine international freight corridors (Rail Freight Corridors – RFC).
Infrabel is involved with these international freight corridors as they pass through Belgium.
RFC
RhineAlpine
North
Sea –
Mediterra
nean
General Information
Member
States
Main routes
NL, BE,
DE, IT
NL, BE,
LU, FR,
UK+
Zeebrugge-Antwerpen/Amsterdam/Vlissingen+/RotterdamDuisburg-[Basel]-Milano-Genova
Glasgow*/Edinburgh*/Southampton*/Felixstowe*Londen+/Duinkerke+/Rijsel+/Luik+/Parijs+/Amsterdam+Rotterdam-Zeebrugge+/Antwerpen-Luxemburg-Metz-DijonLyon/[Bazel]-Marseille+
Network Statement 2017
Establishment
of freight
corridors
10 November
2013
10 November
2013
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North
Sea –
Baltic°
/
+
*
°
DE, NL,
BE, PL,
LT, LV*,
EE*
Wilhelmshaven+/Bremerhaven/Hamburg+/
Amsterdam+/Rotterdam/Antwerpen-Aken/Berlijn-WarschauTerespol (Poland-Belarus border)/Kaunas-Riga*-Tallinn*
10 November
2015
Signifies alternative routes.
These routes are to be incorporated in the corridor within three years after the date on which
they are to be established according to the table.
These routes are to be incorporated in the corridor within five years after the date on which they are
to be established according to the table.
Until Rail Baltica has completed installation of a standard track gauge of 1,435 mm, the specific
features of systems with different gauges will have to be taken into account when using this corridor.
General information and a detailed description of the freight corridors (Rail Freight Corridors – RFC) in
which Infrabel is involved can be found on the following websites:
RFC 1 (Rhine-Alpine): www.corridor-rhine-alpine.eu
RFC 2 (North Sea – Mediterranean): www.rfc-northsea-med.eu
RFC 8 (North Sea – Baltic): www.rfc-northsea-baltic.eu
The rules which apply to corridors are described in the Corridor Information Documents (CIDs), which
follow a common structure defined by RNE in the document "Corridor Information Document –
Common Structure", the most recent version of which is dated 9 April 2015 (www.rne.eu).
The CIDs are published each year in January. The first CID for RFC 8 will be published exceptionally
in November 2015 and then in January 2016.
The CIDs can be found at:
RFC 1 (Rhine-Alpine): www.corridor-rhine-alpine.eu/corridor-information-platform.html
RFC 2 (North Sea – Mediterranean): www.rfc-northsea-med.eu/pages/corridor-information-document
RFC 8(North Sea – Baltic): www.rfc8.eu/customer/corridor-information-document.
The rules associated with the allocation of capacity in the freight corridors can be found in Book 4 of
the CIDs.
The contact details for the Corridor One-Stop-Shops can be found under 1.9.6.
1.11 RailNetEurope – International cooperation between
infrastructure managers
RailNetEurope (RNE) is a non-profit association of infrastructure managers and distribution
organisations in existence since 2004, based in Vienna and whose aim is to facilitate international
traffic on the European rail network.
The objectives of RNE are to provide assistance to rail companies in their international business (in
both passenger and freight sectors) and to increase the efficiency of the procedures of the
infrastructure managers. Together, the members of RailNetEurope harmonise the international rail
General Information
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transport conditions and introduce a common approach with the aim of promoting the European rail
market for the benefit of the whole railway sector across Europe.
RNE acts as a coordination platform to support the rail freight corridors with regard to the development
of methods, processes and applications.
RailNetEurope is continually trying to simplify, standardise and optimise international rail processes,
such as:
─
─
─
─
─
a timetable at European level,
joint sales and marketing approaches (including network statements),
collaboration between the different infrastructure managers at the operational level,
exchange of information about trains at borders in real-time,
after-sales services (vb. Reporting).
For more information on RNE, go to www.rne.eu/corporate.html
1.11.1 One-Stop-Shop
RNE has set up a One-Stop-Shop (OSS) in each member country. Each client may choose its OSS
for any requirements regarding international rail services.
For more information on the OSS, see www.rne.eu/one-stop-shop.html.
The details of the Belgian OSS are given under 1.9.1 above. The other European OSS are shown on
the RailNetEurope website.
If an applicant wishes to reserve one of the prearranged paths in the freight corridors (RFC), they may
contact the Corridor One-Stop-Shop contact persons for this freight corridor, to be found in section
1.9.6.
1.11.2 Applications RNE
─
Path Coordination System PCS
PCS (previously Pathfinder) is an on-line application for requests for international
paths and their harmonisation. For the submission of a request for prearranged paths
and reserve capacity on the freight corridors (see chapter 4 of this NS), the use of this
application is compulsory.
─
Charging Information System (CIS)
CIS (previously EICIS) is an international application for calculating usage charges
and tariff information.
─
Train Information System (TIS)
TIS (previously Europtirails) is an application for monitoring the movements of
international passenger and freight trains in real time.
These applications are described on the RNE website:
http://pcs.rne.eu
http://cis.rne.eu
http://tis.rne.eu
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1.12 Glossary
Appendix A.1 to this document contains the definitions of the specific terms and the explanation of the
abbreviations used.
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2.
CONDITIONS FOR FILING A CAPACITY
REQUEST AND ACCESS CONDITIONS
2.1 Introduction
The conditions which an applicant must meet to file a capacity request and the conditions which a
railway undertaking must meet in order to submit a capacity request and to access the Belgian railway
network are described in this second chapter. The terms also apply on the Belgian part of the freight
corridors which pass through the Belgian rail network.
2.2 Conditions for applying for capacity
2.2.1 Applicant railway undertakings
Railway undertakings holding a licence (see 2.3.1.1) and having started the procedure for the award of
a rail safety certificate (see 2.3.1.2) can apply for capacity from the IM. The capacity may be a train
path (
service) or a local capacity (
service). The railway undertakings are responsible
for making the link between these two services and submitting separate applications for each service.
The requirements to be fulfilled by a railway undertaking in order to obtain access to the Belgian
railway infrastructure are defined in point 2.3, as well as more information relating to those allowed to
perform train operations.
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Network Statement 2017
2.2.2 Non-railway undertaking applicants
Other applicants which are not railway undertakings may request capacity from the infrastructure
manager, provided that a prior capacity agreement exists with the infrastructure manager (see Annex
B.9).
Before the train paths can be used, non-railway undertaking applicants must indicate a railway
undertaking, in accordance with the capacity agreement.
2.3 Railway infrastructure access requirements
2.3.1 Requirements to have access to the railway infrastructure
In order to have access to the railway infrastructure, a railway undertaking must:
─
─
─
hold a licence appropriate to the types of service that it offers, issued by the
competent authority in a Member State of the European Union (see 2.3.1.1);
hold a rail safety certificate (see 2.3.1.2);
hold capacities available on the railway infrastructure granted by the rail infrastructure
manager (see Chapter 4) or indicated by a non-railway undertaking applicant in order
to use their railway capacity (see Point 2.4.2).
Any railway undertaking wishing to make use of the railway infrastructure must first hold a utilisation
contract signed by the railway infrastructure manager in which the respective rights and obligations of
each party are defined (see 2.4.3.1).
Any railway undertaking wishing to make use of the local railway infrastructure (yards, etc.) must first
hold a local agreement concluded with the railway infrastructure manager in which the respective
rights and obligations of each party are defined (see 2.4.3.2).
2.2.1.1 Licence
In order to file a capacity request and to have access to the infrastructure, the railway undertaking
must hold a licence which allows for it to be recognised as a railway undertaking. Any undertaking
having an operating base in Belgium has the right to request a licence from the minister (see point
1.9.3). The licence is non-transferable and determines the types of service for which it is valid. It is
valid across the whole territory of the European Union.
The licence is issued under the conditions laid down by Chapter II of Title 3 of the Rail Code and
Articles 3 and 4 of the royal decree dated 16 January 2007 on the railway undertaking licence.
Any additional information regarding the licence may be obtained from the Federal Public Service for
Mobility and Transport, Development and Support for Sustainable and Rail Policies Directorate (see
point 1.9.4).
2.2.1.2 Safety certificate
In order to have access to the infrastructure, the railway undertaking must be in possession of a
Safety Certificate - Part A in the country of origin and have initiated the procedure for obtaining a
Safety Certificate - Part B in Belgium that is valid across the entire network or on part of the Belgian
railway infrastructure.
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The safety certificate comprises two parts:
─
Part A: Certification confirming the acceptance of the railway undertaking’s safety
management system.
A railway undertaking which has established its activities in Belgium must apply to the safety authority
by registered letter. It must attach to its application a dossier which contains the safety management
system and a copy of the licence if it has been issued by another Member State of the European
Union.
This first part stipulates the type and scope of the rail activities covered. It is valid across the whole of
the European Union for equivalent rail transport activities;
─
Part B: Certification confirming the acceptance of the arrangements made by the
railway undertaking with a view to satisfying the specific requirements necessary for
the safe operation of the network concerned.
These requirements may relate to the application of the TSIs and the national safety rules, notably
those relating to safety staff and rolling stock.
This second part, the national certification, awarded to a railway undertaking based in Belgium or in
another European Union country which plans to operate rail transport services on the Belgian network,
is also issued by the safety authority.
The safety certificate is issued under the conditions laid down by Chapter III of the royal decree dated
25 June 2010 on safety accreditation and the safety certificate, the entry into service of rolling stock
and the annual safety report.
Any information regarding the safety certificate may be obtained from the safety authority (Service de
Sécurité et d’Interopérabilité des Chemins de Fer - SSICF, for address, see 1.9.4).
2.3.2 Who is allowed to perform train operations?
The following have the right of access to the railway infrastructure under honest, non-discriminatory
and transparent conditions:
─
─
the SNCB (national railway company of Belgium) for all its activities involving the
carriage of passengers and goods. This right includes access to the infrastructure that
connects the sea and inland ports and other service facilities specified in Annex 1,
point 2, as well as to infrastructure that serves or can serve more than one end user;
any railway undertaking established in a European Union Member State, for the
operation of international passenger transport. This right includes access to
infrastructure, which connects the service facilities specified in Annex 1, point 2;
─
any railway undertaking established in a Member State of the European Union for any
type of goods transport. This right includes access to the infrastructure that connects
the sea and inland ports and other service facilities specified in Annex 1, point 2, as
well as to infrastructure that serves or can serve more than one end user;
─
any tourist association carrying out runs for tourist purposes using historic trains and
authorised to do so.
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Network Statement 2017
The rail infrastructure manager travels freely for the purposes of maintenance, management, renewal
and extension of the railway infrastructure, in compliance with the safety rules imposed on all users of
the rail infrastructure and with due regard for the train paths which have been allocated to the RUs.
2.3.3 Liabilities and cover of liabilities
The liabilities of the railway undertakings are set out in the contract for the utilisation of the
infrastructure (see Appendix B.3).
Railway undertakings must cover their liabilities in accordance with the law. Article 13§4 of the Rail
Code concerning the conditions for the issuing of licences to railway undertakings stipulates that: "The
King shall specify the minimum amounts for the cover of civil liability."
The royal decree of 8 December 2013 concerning the setting of the minimum amount for the cover of
civil liability for travel on the railway infrastructure stipulates that the minimum amount "is set at 50
million euros". An amount is also set "at 70 million euros for the provision of rail transport services for
passengers".
2.4 General commercial conditions
2.4.1 Framework agreement
The framework agreement is the agreement that defines the rights and obligations of an applicant and
of the infrastructure manager and that relates to the capacities of the rail infrastructure to be
distributed and the charges to be applied over a duration exceeding a single period of validity of the
service timetable.
The framework agreement does not define a train path in detail, but it is established in such a way as
to respond to the legitimate commercial needs of the applicant. It does not stand in the way of the use
of the infrastructure concerned by other applicants or services.
While respecting confidentiality from the commercial point of view, the general provisions in each
framework agreement are notified to all parties likely to use the same capacities.
The period of validity of the framework agreement is in principle five years, and it may be renewed by
periods equal to its original duration. The rail infrastructure manager may, in specific cases, accept
shorter or longer periods. The laying down of a longer duration must be justified by the existence of
commercial contracts, particular investments or risks.
For the particular cases of services using a specialised infrastructure within the meaning of Article 38,
indent 2 of the Rail Code and calling for significant long-term investments, duly substantiated by the
applicant, the framework agreement may be entered into for a duration of fifteen years in accordance
with Article 24 §2 of the Rail Code. No duration longer than fifteen years will be permitted other than in
exceptional cases. For this particular case, the framework agreement can only take effect after an
opinion from the regulatory body.
The framework agreement is in accordance with the conditions laid down in Article 24 of the Rail
Code.
A form to apply for a framework agreement, to be filled in by the applicants, plus a specimen
framework agreement to be signed by the applicant and the IM, can be found in Appendix B.2. The
train path allocation procedure in the case of a framework agreement is set out in point 4.6.4.
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2.4.2 Capacity booking contract
Applicants which are not railway undertakings may file a capacity request with the rail infrastructure
manager.
Prior to the request, applicants must enter into a capacity agreement with the rail infrastructure
manager (see Annex B.9). The capacity agreement sets out the respective rights and obligations of
each party, in particular the provisions concerning the capacity request, modification or withdrawal of
the allocated train path, indication of a railway undertaking and billing.
In the event of a conflict between a clause of the network statement and a clause of the capacity
agreement, the latter shall take precedence.
2.4.3 Access contracts
2.4.3.1 Utilisation contract
Any utilisation of the infrastructure by railway undertaking first requires an agreement, concluded
between the railway infrastructure manager and the railway undertaking providing rail transport
services, which defines the respective rights and obligations of each party. The conditions governing
this agreement are non-discriminatory and transparent and are in accordance with the legal and
regulatory provisions in force. It is referred to hereinafter as the railway infrastructure utilisation
contract.
In particular, this infrastructure utilisation contract specifies the conditions for the implementation of the
safety rules. It also contains a system for performance improvement with a view to encouraging the
railway undertakings and the rail infrastructure manager to reduce failings to the bare minimum and to
improve the performances of the rail network. More information about the performance scheme can be
found under section 6.4.
The utilisation contract is in accordance with the conditions laid down in Article 23 of the Rail Code on
the utilisation of the railway infrastructure as stated in paragraph 1 above. The parties may seek the
advice of the regulatory authority as to the compatibility of the agreement envisaged with the
provisions of the Rail Code and the related royal decrees. More information on the performance
system can be found in point 6.4. The general conditions of the railway infrastructure utilisation
contract appear in Appendix B.3.
2.4.3.2 Local agreements
The railway undertaking must sign a local agreement with the local manager of the operating body
(manager I-TMS Area) for the facility or the group of facilities in which it wishes to carry out operations.
Practical considerations
The local agreement sets out the practical arrangements for the use of the Belgian railway
infrastructure.
The local agreement defines the operational use of the local facilities (shunting zones, port
installations, passenger stations, etc.). Specifically, the tracks concerned, movements (such as
entering and leaving the tracks) and communication on the ground. By signing the agreement, the
railway undertaking agrees to respect the conditions for the utilisation of such installations.
Railway undertakings are not allowed to run traction equipment, with or without vehicles, on the
Belgian rail network without a train path allocated by the rail infrastructure manager. However, in
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Network Statement 2017
accordance with the royal decree dated 23 May 2013 adopting the requirements applying to rolling
stock without the use of train paths, this can be deviated from if the railway undertaking requests
journeys in advance from the respective Area I-TMS. The Area may or may not approve them in the
light of operating possibilities or propose alternative routes.
The local agreement sets out the instructions and the (safety) measures to be adopted for the
permitted routes, possibly via a section of a main line or via a local line, agreed between the parties.
These journeys 'without the use of train paths' take place either between a private siding and a railway
installation or in and between the rail infrastructure manager's yards for marshalling or shunting.
Supplement to the utilisation contract
This local agreement, signed between the IM and the RU, is a supplement to the railway infrastructure
utilisation contract. It governs the practical arrangements regarding the utilisation of the Belgian
railway infrastructure. It depends at all times on the applicable regulations, including the network
statement. This local agreement depends on the retention by the RU of the right to use the
infrastructure capacity (train paths). If the RU loses the said right, the agreement will automatically be
terminated on the date when the right is lost.
The RU and the IM may terminate the local agreement with three months’ notice.
The IM may immediately terminate the local agreement if it emerges that the RU is guilty of
infringements, without taking into account the type or severity of such infringements if they may
compromise the safety of the routes or movements. Every cancellation shall be made by registered
letter and will be requiring this letter to be signed for. The application date shall correspond to the date
of receipt of the registered letter.
In the event of any contradiction between the requirements of the local agreement and those of the
infrastructure utilisation contract, the provisions of the latter shall prevail, unless the infrastructure
utilisation contract provides otherwise for certain parties or unless the infrastructure utilisation contract
provides the possibility of amplifying it or clarifying it.
Unless the parties jointly agree otherwise, the local agreement shall remain in force in the event of
modification of the infrastructure utilisation contract and shall thus form a supplement to the modified
infrastructure utilisation contract.
Should a provision in the local agreement be at odds with the general regulation, including the network
statement, then the parties must replace it as soon as possible with a new one which removes the
ambiguity and better reflects their common interests. The above does not apply in the case of
contradictions that derive from modifications to the regulation itself which give rise to an official
communication from the IM with legal force.
The local agreement enters into force on the date of its signature by the RU and the IM and is drawn
up in duplicate.
Consultation and preparation of the local agreements
Part 1 of local agreements can be viewed on the Business Corner. With regard to the preparation of
the other parts of the local agreements, a railway undertaking can contact the I-TMS Area to which the
installation belongs. The addresses for the I-TMS Areas can be found in Annex D.10 (List 34, volume
III of the LST) and the map showing the boundaries of the I-TMS Areas can be found in Annex C.2.
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2.5 Operational rules
The operational rules, in other words the rules to be complied with by the train crew in everyday
operations, are set out in the General regulation on the use of the railway infrastructure (RGUIF,
books 2.1.3 and 2.1.4) and the various books of the Safety regulation for the exploitation of the railway
infrastructure (RSEIF), drawn up by the IM. These documents can be consulted by the railway
undertakings and the applicants on the Business Corner (see point 1.4).
2.6 Exceptional consignments
A transport is deemed to be exceptional within the meaning of UIC (International Union of Railways)
Leaflet 502-1 [Exceptional consignments – Provisions regarding the study and performance of
exceptional consignments] (article 1.3) where it causes particular difficulties as a result of its size,
weight, or packaging, in relation to the fixed installations or wagons of one of the networks/RUs to be
used and where, because of that fact, it can be accepted only under special technical or operating
conditions.
The regulatory provisions governing the movement of exceptional consignments are described in the
documents below:
─ RSEIF 4.4 – The exceptional consignments and the loads;
─ RSEIF 5.3 – The movement of exceptional consignments.
The process for the allocation of the capacities for exceptional consignments is set out in 4.9.1. and
the relevant services in 5.4.5.
The contact details for the office responsible for organising special consignments (reviews and
authorisations) can be found under section 1.9.1.
2.7 Transport of dangerous goods
The transport of dangerous goods by rail is legislated by the royal decree dated 28 June 2009 relating
to the transport of dangerous goods by road or by rail, excluding explosive and radioactive
substances, and by the regulation relating to the international carriage of dangerous goods by rail
(RID).
In Belgium, the transport by rail of certain dangerous goods is subject to compliance with legal
provisions which are detailed in RSEIF 4.1 – The rules on trains.
For details on the process for allocating capacities for the transport of dangerous goods, see 4.9.2 and
for the relevant services, see 5.4.5.
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2.8 Certification of rolling stock
New rolling stock is authorised for service by the safety authority (SSICF, for address see 1.9.4) under
the conditions laid down in the Rail Code (see, in particular, chapter 5 of Title 5 of that law).
Rolling stock must likewise comply with the safety requirements defined by the royal decree dated 1
July 2014 for the adoption of the applicable requirements for rolling stock for the use of train paths or,
if necessary, with the requirements of the royal Decree dated 23 May 2013 for the adoption of the
applicable requirements for rolling stock without the use of train paths.
2.9 Certification of on-board personnel and train drivers
The applicable legislation is contained in
─
─
─
─
the royal decree of 22nd June 2011 regarding the licences of drivers and the
registration of licences and certificates,
the royal decree of 22nd June 2011 setting the rules regarding medical and
psychological examinations for professional purposes for train drivers and support
staff as well as the criteria for recognition of persons and centres in charge of these
examinations,
the royal decree of 12th September 2011 regarding the provision of training services
for
train
drivers
and
the
recognition
of
training
centres,
The list of training centres can be found via the following link:
http://mobilit.belgium.be/nl/Resources/publicaties/spoorvervoer/pub_dvis_certificering
_opleidngscentra.jsp.
the royal decree of 9th July 2013 determining the requirements applicable to security
personnel.
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3.
INFRASTRUCTURE
3.1 Introduction
This chapter gives detailed information on the Belgian rail infrastructure.
3.2 Extent of network
3.2.1 Limits
The rail infrastructure is defined as being all the elements referred to in Appendix I, part A, to
Commission Regulation (EC) n° 851/2006 of 9 June 2006 specifying the items to be included under
the various headings in the forms of accounts shown in Appendix I to Council Regulation (EEC) n°
1108/70 of 4 June 1970.
Maps of the Belgian railway infrastructure (see Appendix C.1) show the whole of the network. LST Vol.
III, List 1 - Livret du Service des Trains (Train Service Booklet) (see Appendix D.1) gives the names of
the lines, their principal characteristics and their particularities.
Although they are part of the Belgian railway infrastructure, the installations below may not be used by
a railway undertaking:
─
─
─
─
─
tracks not in service;
connections to the installations of the technical services of the IM;
connections to the installations of the technical services of another RU;
installations for which the IM has granted occupation authorisation;
tracks reserved for the technical services of the IM, an RU or any other undertaking.
3.2.2 Connected railway networks
The Belgian railway infrastructure provides access to the railway infrastructures of the countries
neighbouring Belgium.
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The names of the border points and of the IMs on the other side of the border appear in LST, Vol. III,
List 33 (see Appendix D.5). Details of the neighbouring IMs are given in 1.9.5.
Arrangements for access to terminals, yards and other installations are explained in points 3.6, 3.7
and 3.6.
3.2.3 Further information
Additional information may be obtained from the IM (for address, see 1.9.1).
3.3 Network description
3.3.1 Geographic identification
3.3.1.1 Track typologies
Belgian railway infrastructure maps (see Appendix C.1) show the different lines. LST Vol. III List 3
gives details of the sections with more than two tracks (see Appendix D.2).
3.3.1.2 Track gauges
All the tracks in the Belgian railway infrastructure are built at the standard gauge of 1.435 m. The
details regarding the gauge appear in UIC Leaflet 510 Wagons - Running gear - Normalisation and in
RSEIF 1.2 – Tracks, structures and structure clearance.
3.3.1.3 Stations and crossings
LST Vol. III List 13 (see Appendix D.3) contains the list of stations. The distances between stations
and crossings for each line or reference are indicated in Appendix E.1 “Distances between stations
and crossings”. Belgian railway infrastructure maps (see Appendix C.1) enable the location of these
stations and crossings to be determined.
3.3.2 Characteristics
3.3.2.1 Structure clearance
The structure clearance is the space between the loading gauge and the nominal space. The concepts
relating to the width and the profile are covered in RSEIF 1.2 – Tracks, structures and widths. When
the loading gauge is exceeded, this is referred to as a special consignment.
Further information on exceptional consignments is given in:
─
─
RSEIF 5.3 – The movement of exceptional consignments;
RSEIF 4.4. – Exceptional consignments and loadings.
Data sheet UIC-505 contains the rules for the G1 gauge for the upper clearance and for GI1 and GI2
gauges for lower clearance. UIC leaflet 506 contains the rules for the application of widths GA, GB,
GC, GB1 and GB2 which are bigger at the top and width GI3 which is bigger at the bottom. These
gauges apply to freight transport.
The above gauges are all interoperable. Gauges BE1, BE2, BE3 and BE4 apply to the Infrabel
network.
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For intermodal traffic, the map in list 5 of volume III of the LST applies. This map indicates the
classification of those combined transports which are accepted on the Belgian railway infrastructure
(see Annex C.3).
Concerning axle load, the network is accessible to D4 loads.
3.3.2.2 Weight limits
3.3.2.2.1 Authorised loads
The maximum authorised loads for freight trains on the network are defined. These can be consulted
per line section and per type of rolling stock via the Limit In app in the Business Corner.
The maximum loads are specified based on:
─ the characteristics of the traction unit (particularly adhesion and power).
─ the characteristics of the line (value and length of the incline and curves),
─ the known operating conditions for the line in question (double or single track,
specialist or mixed line, number of trains, etc.),
─ the acceptable breakdown risk.
If the railway undertaking believes that the loads for some vehicles or sections have been
underestimated, it may request a review.
In that case it must supply the rail infrastructure manager with the following data:
─ mass and length of the traction unit,
─ number of driving axles,
─ traction curve (tractive effort versus speed),
─ maximum power of the traction unit.
The rail infrastructure manager will reply as soon as possible and update the Limit In app if necessary.
3.3.2.2.2 Linear load
The information on the linear load is covered in RSEIF 4.4. – Exceptional consignments and loadings.
3.3.2.3 Line gradients
Both gradients and altitudes of stations and crossings are indicated on the longitudinal sections. The
particular prescriptions applicable to inclines on line 36 between Liège-Guillemins and Ans are given
in RSEIF 5.2 – The prescriptions on line operation.
The railway undertakings can view the longitudinal sections on the Business Corner (Draw In).
3.3.2.4 Line speeds
LST Vol. III, List 1 (see Appendix D.1) contains the reference speed for the lines.
Details on the speeds authorised by the signalling are given on the PSS - Plans Schématiques de
Signalisation (Schematic Signalling Plans).
The railway undertakings can view the Schematic Signalling Plans on the Business Corner (Draw In).
The IM may impose more or less restrictive speeds in light of operating possibilities or technical
constraints.
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3.3.2.5 Maximum train length
The length of passenger trains is limited as follows:
─
towed units: 430 m or 16 vehicles;
─
self-propelled units: 12 cars;
─
high-speed trains: 18 cars.
The length of goods trains is limited in principle to 750 m inclusive of traction units. The IM’s
agreement must always be sought for any train longer than 650 m.
The IM may impose more or less restrictive lengths on the basis of the operating possibilities or
technical constraints. The detailed rules are given in RSEIF 4.1 – The provisions relating to trains.
Passenger station platform lengths are set out in LST Vol. III, List 15 (see Appendix D.6). The lengths
of intersection and parking tracks are set out in LST Vol. III, List 3 (see Appendix D.2).
3.3.2.6 Infrabel's electrical infrastructure
The electrical supply system is described in RSEIF 2.1 – Fixed electrical traction equipment.
Most of the lines in the Belgian railway infrastructure are electrified at 3 kV DC. Some lines are
electrified at 25 kV – 50 Hz. Line 24 is electrified at 15 kV between Montzen and the German border.
Map technical network map (see Appendix C.4) gives an overview of the electrified lines and the
catenary voltage. The details are given in LST Vol. III, List 1 (see Appendix D.1).
The map in Appendix C.5 indicates the maximum current which can be drawn on each line or section
of line. This maximum value may be adapted under a particular agreement taking account of the
specific features of a piece of rolling stock and its movement on the network.
The IM offers the RUs 3 kV installations for preheating the carriages. This service is explained in point
5.3.7.
3.3.3 Traffic control and communication systems
3.3.3.1 Signalling systems
Unless indicated otherwise on the map in Annex C, all lines in the Belgian railway infrastructure are
equipped with lateral signalling. The various signalling systems are described in Book 3 of the RSEIF
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– Control-command and signalling and Book 6 – Operation and management of traffic – Signalling
part.
LST Vol. III, List 1 (see Appendix D.1) cites the particular features of the equipment of the lines in
signalling.
The short-term plan for the equipment of the network with the ETCS (European Train Control System)
can be found in Annex C.7.
3.3.3.2 Traffic control systems
The traffic control centre is designed to monitor the evolution of the movements of the trains across
the network in real time and to take the corrective measures necessary in the event of disruptions. It is
equipped with high-tech systems (for example graphic screens giving an overview of the train
itineraries, updated automatically on a daily basis) and modern communications equipment.
The traffic control systems are covered in the various books of the RSEIF.
3.3.3.3 Communication systems
The bulk of the Belgian railway system is fitted with GSM for Railways (GSM-R), an international
standard for the pan-European digital radio network which is intended to deliver interoperability
between the rail networks, in accordance with the European directives 96/48/EC and 2001/16/EC.
The GSM-R network must be used for all safety communications between the train driver and Traffic
Control, as a replacement for the ground-train link which will be scrapped in the future.
The availability of the GSM-R network on the various lines is cited in LST Vol. III, List 1 (Appendix
D.1).
It supports voice and data services and provides radio support for the European Train Control System
(ETCS), first and foremost on the high-speed lines.
In order to have access to the IM’s GSM-R network, the engine must be fitted with a GSM-R cab-radio
certified as complying with the national requirements and a SIM card from Infrabel or another
infrastructure manager whose GSM-R network is interconnected to the UIC GSM-R ENIR Overlay
Network. This network is made up of 13 infrastructure managers: Austria (ÖBB), Belgium (Infrabel),
Switzerland (SBB), Czech Republic (SŽDC), Germany (DB Netz), Denmark (Banedanmark), Spain
(ADIF), France (RFF), Italy (RFI), Norway (JBV), the Netherlands (ProRail), Sweden (Trafikverket),
Slovakia (ŽSR).
The SIM card must be configured in accordance with the EIRENE (European Integrated Railway
Radio Enhanced Network) standards. To obtain an Infrabel SIM card, RUs must contact their key
account. In their request, the RUs must specify the engine for which the SIM card is intended. Infrabel
SIM cards for cab-radios are free.
If a railway undertaking wishes to use the GSM-R network for purposes other than the aforementioned
safety communications and radio support for ETCS, it must obtain approval from Infrabel in advance.
Infrabel is entitled to refuse other uses in order to safeguard priority safety and traffic functions.
3.3.3.4 Driving aid systems and cabin signalling systems
The driving aid systems are described in RSEIF 3.2 – Driving aids.
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Map in Appendix C.6 gives an overview of the location of the driving aid systems and cabin signalling
systems and LST Vol. III, List 1 (see Appendix D.1.1) gives details on this.
The Appendix to LST Vol. III, List 1 (see Appendix D.1.2) shows the lines, line sections and crossings
equipped with TBL1+ and Appendix E.2 presents the planning of the TBL1+. Appendix C.8
demonstrates the current state of affairs of the implementation of TBL1+.
3.4 Traffic restrictions
3.4.1 Specialised infrastructure
The restrictions applicable to movements on certain lines appear in RSEIF 5.2 – The instructions on
line operation. Particular instructions regarding certain lines and specific vehicles are given in LST Vol.
III, List 24 (see Appendix D.8).
The list with the lines that are specially built for freight transport can be found in Annex B.8.
There are no principal dedicated lines. Lines numbered higher than 200 are termed industrial and
used for the carriage of goods.
3.4.2 Environmental restrictions
Certain environmental restrictions may be imposed by the IM in the framework of compliance with the
content of the building permits issued by the Regions. These may relate either to the rolling stock or to
the capacity (number of movements authorised, per category of trains, during the day, at night or at
weekends, etc.).
The IM may, in light of the content of such building permits, refuse capacity at certain times of day, on
some lines, even if the latter are not declared to be congested. These restrictions relate mainly to the
high-speed lines.
The IM holds all these capacity restrictions available for consultation.
3.4.3 Dangerous goods
The requirements applicable to the international carriage of dangerous goods appear in the royal
decree of 28 June 2009 relating to transport of dangerous goods by road or by rail, excluding
explosive and radioactive substances and in the Regulation concerning the international carriage of
dangerous goods by rail (RID). This document lists the dangerous goods of which the international
carriage is prohibited and the dangerous goods of which the international carriage is authorised, as
well as the conditions imposed on such goods.
The measures to be taken in the event of an accident involving one or more RID wagon(s) are set out
in RSEIF 5.5 – The measures to be taken in the event of accident, obstacle, incident or distress.
The carriage of dangerous goods is prohibited in the Antwerp north/south junction on line 25 between
Antwerp-Berchem and Antwerp-Luchtbal and in the north/south junction at Brussels (line 0 between
Brussels-Midi and Brussels-Nord).
3.4.4 Tunnels with restrictions
The list of tunnels in the network appears on map technical network map (see Appendix C.4).
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The restrictions applicable to movements in the tunnels on certain lines are given in RSEIF 5.2 – The
prescriptions on line operation. The requirements relating to specific lines and those relating to certain
vehicles are given in LST Vol. III, List 24 (see Appendix D.8).
3.4.5 Bridges with restrictions
The list of opening bridges in the network is given on map technical network map (see Appendix C.4).
The IM has details available for consultation on the times when they are closed to train movements.
The requirements relating to certain lines and those relating to certain vehicles are given in LST Vol.
III, List 24 (see Appendix D.8).
3.5 Availability of the infrastructure
Part of the capacity is allocated to the IM for purposes of maintenance, renewal and improvements to
the infrastructure. Further information on this subject can be found in point 4.7.
3.6 Service facilities
3.6.1 Passenger stations
LST Vol. III, List 15 (see Appendix D.6) gives the list of the stations equipped with passenger
platforms. The lengths of these platforms are also given in the list.
3.6.2 Freight terminals
The IM does not manage intermodal freight terminals. These belong to the RUs or to third parties
independent of the IM. Further information on this subject can be found in point 5.3.2.
3.6.3 Marshalling yards and train formation facilities
LST Vol. III, List 11 (see Appendix D.9) indicates the yards at stations which are available for the
formation of trains as well as rolling stock storage. This Appendix also indicates times when yards are
open, in other words the periods during which they can be accessed.
The local agreements for the use of the infrastructure indicate the maximum length of the trains which
can access a yard. Part 1 of local agreements can be viewed on the Business Corner. The other parts
of these agreements can be requested from the I-TMS Area to which the facility belongs. The
addresses of the I-TMS Areas are in LST Vol. III, List 34 (Appendix D.10 ) and the map showing the
boundaries of the I-TMS Areas are in Annex C.2.
Access to these yards is explained in chapter 4 (parts relating to local capacities).
3.6.4 Maintenance facilities
The IM has no facilities for the maintenance of rolling stock. The rolling stock maintenance facilities
which are accessible through the Belgian railway infrastructure belong to an RU or to third parties
independent of the IM. Further information on this subject can be found in point 5.3.4.
3.6.5 Technical facilities
The IM has technical equipment available in some of its facilities, notably for the provision of
electricity, water and compressed air. The list of these facilities and their locations is given in Appendix
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F.1. The use by an RU of these facilities is authorised only if provided for in the contract for the use of
the infrastructure and the local agreement.
3.6.6 Refuelling facilities
The refuelling facilities for diesel engines which are accessible through the Belgian railway
infrastructure can be divided into three groups.
Further information on this subject can be found in point 5.3.6.
3.7 Infrastructure development
The IM is constantly developing its infrastructure. Current and future projects include the RER project,
which aims to absorb the growth in traffic into and within the capital and projects designed to increase
rail-sea intermodality in the main ports, etc. These various projects are presented at www.infrabel.be.
The channels of communication between the railway infrastructure manager and its clients with
regards to works can be found in point 4.7.1.
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4.
CAPACITY ALLOCATION
4.1 Introduction
The procedure for the allocation of capacities is described in this fourth chapter. A distinction is made
between capacity in terms of train paths on the one hand (
) and local capacity on the other
hand (
).
Below you will find a summary of items:
Title
Description of the process
Schedule for path requests and
allocation process
Schedule for capacity
applications outside the
timetabling process
Allocation process:
Coordination process
Congested zones
Allocation of capacity for
maintenance, renewal and
enhancement
Exceptional consignments
4.3
4.5.1.1
4.4
4.5.1.2.
4.5.2.1
4.5.2.2
4.6.1.1
4.6.1.2
4.6.3.1
4.7.1
4.6.3.2
4.7.2
4.9.1.1
4.9.1.2
The conditions which apply to the use of prearranged train paths and reserve capacity on international
freight corridors referred to in section 1.10, including the allocation of paths by the relevant C-OSS as
defined by Regulation 913/2010, are described in Book 4 of the Corridor Information Document for
each corridor.
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4.2 Bodies concerned
4.2.1 Applicants
Railway undertaking applicants (see point 2.2.1) and non-railway undertaking applicants (see point
2.2.2) can file a capacity request or a request for a capacity study. Chapter 2 defines the necessary
requirements for filing a capacity request.
4.2.2 The Infrastructure Manager
The infrastructure manager is the body which is responsible for allocating the railway infrastructure
capacity. It sets in place a coordination procedure in the event of conflicting requests.
All applications for capacity must be directed to it, except for prearranged paths and reserved capacity
on international freight corridors pursuant to Regulation 913/2010 (see section 4.2.3).
If there are competing applications, they will define a coordination procedure as described in section
4.6.1.
According to Article 28 of the Rail Code, the rail infrastructure manager is entitled at any time to offer
any remaining capacity to any interested party.
4.2.3 Corridor One-Stop-Shop
For the prearranged paths and reserve capacity on the freight corridors under Regulation 913/2010,
the allocation decisions are taken by the relevant C-OSS (see section 1.9.6). on behalf of the rail
infrastructure manager and the infrastructure managers concerned are informed.
The conditions which apply to the use of the freight corridors, referred to in section 1.10, are described
in Book 4 of the Corridor Information Document for each corridor.
4.2.4 The regulatory body for Railway Transport and for Brussels Airport
Operations
Articles 62 to 66 of the Rail Code state the missions and powers of the regulatory body. The royal
decree dated 4 December 2012 modifying the royal decree of 25 October 2004 creating the regulatory
body for Railway Transport and for Brussels Airport Operations and laying down its composition and
the statutes applicable to its members, states that this service is the regulatory body.
Some of the powers of the regulatory body are discussed in point 1.5.3. The full list of powers is to be
found in the Rail Code (Articles 62 to 66) and on the website of the regulatory body
(http://www.regul.be/nl/content/spoorwegen/bevoegdheden).
4.3 Process for train paths
The principles outlined below are valid both for requests for train paths in the process of drafting the
service timetable and for those outside of that process.
The procedure relating to prearranged paths and reserve capacity on the freight corridors can be
found in Book 4 of the Corridor Information Document for the corridor concerned.
The specific conditions for a request, modification or withdrawal of a train path for non-railway
undertaking applicants are set out in a capacity agreement (see Annex B.9).
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4.3.1 Applying for train paths
4.3.1.1 General principles
Any request for a path must relate to one of the following categories:
─
goods trains (including those with exceptional consignments);
─
empty run of goods service;
─
passenger trains (including historic trains);
─
empty run of passenger service;
─
technical trains other than those requested by Infrabel (transfers of empty rolling stock,
rolling stock trial and approval runs).
Requests for paths for the above categories must be made according to the rules laid down below:
─
For international requests
─
Long term
-
Either via PCS (Path Coordination System);
Or via Book In;
Or via the document to be found in Annex B.1.4, which must be
signed by the applicant making the request before the request can be
processed.
If the above applications are not available, the capacity forms that can be
found in Annexes B.1.1, B.1.3 and B.1.4 must be used.
Only the PCS app can be used for prearranged train paths and reserve
capacity (freight corridors).
─
Short term
-
Either via PCS (Path Coordination System);
Or via Book In;
Or via the document to be found in Annex B.1.4, which must be
signed by the applicant making the request before the request can be
processed.
If the above applications are not available, the capacity forms that can be
found in Annexes B.1.2, B.1.3 and B.1.4 must be used.
─
The PCS application must be used for the reserve capacity (freight corridors).
Real time
Must be made via the Book In app unless this is not available. In that case,
the capacity forms to be found in Annexes B.1.1, B.1.2 and B.1.3 must be
used.
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─
For national requests
─
Long and short-term and real time
Must be made via the Book In app, unless this is not available. In that case,
the capacity forms to be found in Annexes B.1.1, B.1.2 and B.1.3 must be
used.
Any capacity request or request for a capacity study submitted in any other manner (for example, by
phone or by e-mail without the request form) will be rejected by the IM.
The Book In application is available on the Business Corner of Infrabel. In order to be able to use it,
railway undertakings must file a request via their key account.
The Path Coordination System (PCS) application is available on the RailNetEurope website. In order
to be able to use it, access codes must be requested from RailNetEurope (www.rne.eu). The use of
this application is very strongly recommended when submitting international capacity requests to
facilitate the harmonisation of timetables.
Requests for paths or a request for a capacity study entered using the forms defined in Annex B
because the applications Book In or PCS was not available, are sent in writing, by fax, or by e-mail to
the office responsible (see section 1.9.1).
The date of a request for capacity is the date of its receipt by the infrastructure manager. The
infrastructure manager checks the validity of the request for capacity and carries out the technical
review.
Whether for creating an annual timetable (see sections 4.5.1.1 and 4.5.2.1) or for changes to the
timetable for a current timetable (see section 4.3.2.1), the deadlines for submission of a request for
capacity must be adhered to.
Any request for capacity which is submitted after the published deadlines (see sections 4.5.1.1 and
4.5.2.1) will not be processed by the office involved.
Any applicant requesting a path for a goods train starting from or arriving at an installation which is not
the origin or destination of the wagons must provide certain additional information. The following must
be mentioned in the Book In or Path Coordination System application or in the path request form.
─
─
─
the origin and/or destination of the wagons, even if moved in partnership with another
operator;
the expected duration of the stay in the installation in question;
the name of the other railway undertaking providing the movement on departure or arrival
of the train.
4.3.1.2 International passenger transport
When providing an international passenger transport service, the RUs are equally entitled to pick up
and deposit passengers at any station on the international leg, including for the transport of
passengers on parts of such legs located between two Belgian stations (this is what is known as
cabotage – see Art. 5 of the royal decree of 19 May 2009).
Where an applicant intends to request infrastructure capacities for the operation of international
passenger transport services with stops allowing for transport services between two stations located in
Belgium, it shall notify the infrastructure manager and the regulatory body, in accordance with the
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Railway Code (Art. 31) and according to the procedures set out in the Implementing Regulation (EU)
No. 869/2014 from the Commission dated 11 August 2014 regarding new rail services for passengers.
The form that the candidate must complete and submit to the supervisory authority is available on the
following website: http://www.regul.be/nl/content/spoorwegen/internationaal/nieuwe-internationalepassagiersvervoersdiensten.
Competent authorities or interested railway undertakings can ask the supervisory body to investigate
whether the main purpose of the proposed service is the transport of services between stations in
different member states. In order to be able to evaluate the object of an international passenger
transport service, the regulatory body ensures that the minister, as well as the minister who has
allocated a passenger rail service defined in a public service contract and any railway undertaking
performing the public service contract along the course of this international passenger transport
service is notified. The form that must be completed and submitted by the applicant to the supervisory
body
is
available
on
the
following
website:
http://www.regul.be/nl/content/spoorwegen/internationaal/nieuwe-internationalepassagiersvervoersdiensten.
4.3.1.3 International goods transport
Elke kandidaat spoorwegonderneming die een aanvraag van capaciteit indient voor een internationale
goederentrein moet, indien een andere spoorwegonderneming het vervoer overneemt op het
aangrenzende net, de naam van deze laatste vermelden op de capaciteitssaanvraag.
For "ad hoc" train path requests for international freight transport filed for short-term changes to the
train service (I-TMS.543) or in real time (I-TMS.66), it is recommended for operation reasons to
include the international train number that the authorised railway infrastructure manager provides. The
authorised railway infrastructure managers, as well as their contact details, can be found in list 35 in
Part III of the BVT (see Annex D.11). Whenever the station of origin or the station of destination for
Netherlands-Belgium/Belgium-Netherlands journeys are located in a country other than Belgium or the
Netherlands, all of the countries affected must be informed of the capacity request, as well as of the
international train number, where this has already been assigned by the authorised railway
infrastructure manager.
4.3.2 Allocation of train paths
The IM allocates the train path requested if it is available, otherwise, it offers one or more variations. If
not, they will propose an alternative route, based on the commercial requirements stated by the
candidate. If this happens, the dossier is regarded as a single request. The requests for capacity will
be submitted and handled in accordance with the time schedule and phases set out in point 4.5. The
coordination procedure is explained in point 4.6.1.1. of this NS.
The IM notifies the allocations of capacity by Book In, Path Coordination System, B2B-server, bulletin
(see 4.5.2.1.2), in writing, by fax or e-mail. Where a letter is used, the date of the notification is the
date of the letter. In the other two cases, it is the date of dispatch of the fax or e-mail.
In relation to prearranged paths and reserve capacity (freight corridors), the C-OSS decides on the
allocation of the paths on behalf of the rail infrastructure manager and communicates this decision via
PCS.
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The IM allocates the train paths for a maximum duration corresponding to a single period of the
service timetable.
Applicants requesting train paths for a duration of longer than one period of the service timetable must
conclude a framework agreement with the IM (see point 2.4.1).
You will find more information about preparation and publication of the timetables in Appendix B.4.
The numbers assigned to the trains are explained in Appendix D.11 (List 35 in volume III of the LST).
Train numbers may be amplified by indicators (\1, \2, etc.) for purely operational reasons.
4.3.3 Modification of requests for train paths
Holders of train paths must respect the allocated train path at all times. Respecting the allocated train
path means in particular respecting the allocated running times and ensuring the compatibility of the
rolling stock with the characteristics of the route.
Any modification of a current request being processed or of a train path already allocated, in particular
any addition or change to the composition of the train, making it impossible to respect the allocated
train path will be treated as a modification of a train path. These will be treated as a new train path
request as defined in point 4.3.1 and the administrative costs will be billed as defined in Annex F.4.
4.3.4 Suspension or withdrawal of train paths
The IM may suspend or withdraw the right to use the capacity assigned in an emergency without prior
notice and in the event of absolute necessity due to a failure which temporarily puts the railway
infrastructure out of use, for as long as is necessary to restore the facilities (Article 44 of the Rail
Code).
The IM notifies the holder of the capacity in writing, by fax or e-mail.
4.3.5 Relinquishment of train paths
Any holder of train paths may relinquish the use of part or all of the capacities allocated. It exercises
this right under the conditions laid down in 6.6.2.
Any request to cancel paths, in full or in part, must be submitted using the procedures defined in
section 4.3.1.
The train path to which the relinquishment relates is considered to have become available again.
The IM may allocate any applicant the right to utilise the train path that has become available,
provided that it satisfies all the conditions prior to that utilisation.
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4.4 Process for local capacities
4.4.1 Applying for local capacities
4.4.1.1 General principles
The IM gives the RU the possibility of reserving local capacities in the sidings at stations. To do this,
the IM offers the RU the SHUNT-IN reservation tool on the Business Corner. In order to be able to use
it, the RU must contact its key account.
Appendix F.1 shows all of the IM’s tracks. In that respect, the local capacities which can be reserved
can be catalogued into two categories:
─
─
tracks which can be reserved in the long term / short term / real time, listed under the
status RMR (Reservable Shunting Charge);
tracks which can be reserved only in real time, listed under the status RMNR (NonReservable Shunting Charge).
Three types of sidings exist on the Belgian rail network:
─
─
─
unsignalled sidings: any siding for which the tracks are managed by the RU and to
which access is likewise provided by it (however, entry to the siding may be able to be
controlled by the IM);
signalled sidings: any siding for which the tracks are managed by the IM and to which
access is likewise provided by it;
‘delegated command facility’ sidings: any siding for which entry and capacity allocation
are managed by the IM and to which access is handled by the authorised RUs.
Depending on the type of siding and the reservation arrangements, some principles have been drawn
up and set out in the table below:
Signalled sidings
Long-term
reservations
(RLT)
Full capacity
Year X-1
Short-term
reservations
(RST)
–
Residual
capacity
Capacity Allocation
‘Delegated command facility’
sidings
Unsignalled sidings
- The RU makes the reservations in the Shunt In – LT reservation tool.
-The IM (Operational Planning, for address see 1.9.1), handles the local track
planning and manages the availability of a track by taking account of the operational
necessities of the rail infrastructure. In that role, it handles priority track reservation
when rail infrastructure maintenance is required.
- The IM (Office I-TMS.544, with the I-TMS Area, for address see 1.9.1), handles any
conflicts and resolves them.
- The RU makes the reservations in the Shunt In – ST reservation tool.
-The IM (Operational Planning, for address see 1.9.1), handles the local track
planning and manages the availability of a track by taking account of the operational
necessities of the rail infrastructure. In that role, it handles priority track reservation
when rail infrastructure maintenance is required.
- Conflict management is not necessary, as conflicts are not possible between RUs in
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the short term (FIFS – First In First Served principle).
Year X
Real-time
reservations
The IM (signalling post) makes the reservations in the
Shunt In – RT reservation tool.
(RRT)
- The IM (signalling post) allocates the capacity in real
time.
–
Residual
capacity
-
- Conflict management is not necessary, as conflicts are
not possible in real time (FIFS – First In First Served
principle).
Year X
- The RU makes the
reservations in the Shunt
In – RT tool.
- Conflict management is
not
necessary,
as
conflicts are not possible
in real time (FIFS – First
In First Served principle).
Further information can be found in the regulation on the delegated command facility available in the
LST list 6 volume III.
Local capacity reservations are visible for all RUs, but anonymously, which allows the IM to guarantee
data confidentiality.
4.4.1.2 Particular case of related railway undertakings for local capacity
A related railway undertaking (RRU) is defined as being any association, company or corporate entity
authorised to file a request for train paths and/or local capacity to allow the movement of railway
engines on the network for the purposes of approval - certification or tourist movements. The following
principles apply to RRUs:
Signalled sidings
Long-term
reservations
(RLT)
-
‘Delegated command
facility’ sidings
Unsignalled sidings
To file a long-term or short-term local capacity request, the RRU must use the form in
Appendix B.1.5. Depending on the choice of the facility where the rolling stock is to
be parked, the RRU must send the form to the IM (competent Operational Planning).
The functional addresses for the Operational Planning are listed in 1.9.1.
Short-term
reservations
(RST)
Real-time
reservations
To file a real-time local capacity request, the RRU must make direct contact with the
signalling post of the facility concerned.
(RRT)
4.4.2 Local capacity allocation
Reservation of local capacity in a facility does not impose an absolute obligation upon the IM to allow
access to the track at the said facility or to authorise shunting to and from it. For operational or
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technical reasons the railway infrastructure manager can modify a reservation of local capacity and
allocate equivalent alternative local capacity.
Any RU placing wagons on a given track is responsible for them until they are removed. Any other
agreement must be formally notified to the IM.
All RUs must register bookings in the Shunt In application as soon as they intend to occupy the track
for a period equal to or longer than 31 minutes.
In addition, if no reservation has been entered in the Shunt In application in advance for the long or
short term, the RU will be obliged to notify the signalling post operator of the parking or movements.
Failing this, the signalling post operator will record a reservation of two hours by default. This
reservation will only be cancelled if two conditions are met simultaneously:
─
─
the RU for which the default 2-hour reservation has been entered has left the track before
the expiry of this period;
another RU wants to occupy the track during the 2-hour time interval.
Any reservation created in addition to one entered as default will be labelled "unauthorised" if the RU
has not yet contacted the signalling post operator to notify them of the duration of the parking or
manoeuvres.
Any equipment deposited on a siding by an auxiliary undertaking will generate the creation of a
reservation in the name of the RU for which it is operating.
When checks are carried out in unsignalled sidings, the IM will enter an "unauthorised" reservation
when it notes parking for which no reservation has been entered in advance.
The details of the signalling posts can be found in the Local Protocols for use of the Infrastructure.
The specific cases of concurrent requests are described in detail in point 4.6.1.2 of this document.
4.4.3 Modification of local capacities
Any application for a modification to local capacities is permitted in accordance with the provisions set
out in 4.5.2.2.
4.4.4 Suspension or modification of local capacities
The IM may at any time suspend or modify a local capacity which has been allocated in advance,
when:
─
─
─
a capacity problem occurs in the installation concerned which might result in a blockage
in the siding;
a capacity allocated following an RLT or RST has never been used (or is under-used);
a track has had to be declared unavailable for operational reasons, notably rail
infrastructure maintenance.
4.4.5 Relinquishment of local capacities
Any holder of local capacities may relinquish the use of part or all of the local capacities allocated. It
exercises this right under the conditions laid down in point 6.6.2.The relinquishment of local capacity
must be filed via Shunt In:
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─
by the RU in long term and short term for signalled sidings, unsignalled sidings and
delegated command facilities;
by the RU in real time for unsignalled sidings;
by the IM itself:
- at the request of an RU during the conflict management phase (see point 4.6.1.2)
The contact details for the office concerned for cancellation requests can be found
under section 1.9.1;
─
─
- at the request of an RU in real time for signalled sidings and delegated command
facilities. The details of the signalling posts can be found in the Local Protocols for the
use of the Infrastructure.
The local capacity which the railway undertaking has relinquished is considered to have become
available again.
The IM may allocate any RU the right to utilise the local capacity becoming available, provided that it
satisfies all the conditions prior to that utilisation.
4.5 Schedule for path requests and allocation process
4.5.1 Schedule for drawing up the timetable
4.5.1.1 Train paths
4.5.1.1.1 The legal requirements
The deadlines imposed with regard to the capacity allocation process are specified in Chapter 4 of
Title 3 of the Rail Code, together with Appendix 3. In accordance with the latter, the service timetable
enters into force at midnight on the second Saturday in December.
In order to carry over and supplement the legal requirements of the Rail Code, RailNetEurope draws
up a precise schedule each year for each preparatory phase of the timetable.
4.5.1.1.2 The annual schedule imposed by RailNetEurope
For the production of the 2017 annual service timetable, RNE imposes the following deadlines and
periods:
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Feasibility studies
Deadline for filing of feasibility study
requests
18 januari 2016
Deadline for replies to the feasibility
study requests
14 maart 2016
Initial path requests
Finalisation of train path catalogues
11 januari 2016
Submission of capacity requests (*)
Van 15 december 2015 tot 11 april 2016
Establishment
timetable
Van 12 april 2016 tot 4 juli 2016
of
the
draft
service
Technical meeting
Van 20 juni 2016 tot 23 juni 2016
Publication of the draft international
service timetable
4 juli 2016
RU’s observations and comments
Van 4 juli 2016 tot 5 augustus 2016
Deadline for the provision of a final reply
to the clients
22 augustus 2016
Start of validity
Start of validity of the 2017 service
timetable
11 december 2016 om 00u01
(*) If the second Monday in April is Easter Monday, the deadline is extended by one working day.
The office with responsibility for handling this type of application is office I-TMS.541. Applications
made exceptionally via the documents mentioned in point 4.3.1 should be sent to this office at the
address given in point 1.9.1.
Requests for capacity submitted to the freight corridor's C-OSS as part of creating an annual timetable
follow basically the same principles as those for the RNE scheduling. These are set out in the Corridor
Information Document (section 1.10).
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4.5.1.2 Local capacities
The Shunt In – LT tool is open from the second Monday in April and the RU may start to file its
reservations in two ways:
─
─
either by opting to extend its reservations under the existing service timetable for the
next service timetable via the ‘Extension’ tab. In that case, the IM sends the RU a
report setting out all the reservations which have been extended or not;
or else by filing fresh reservations up until the last working day in August, when the
Shunt In – LT tool closes.
While the Shunt In – LT tool is open, it is possible that competing demands may occur. To resolve
them, a conflict handling phase begins when the Shunt In – LT tool closes, or as from the first working
day in September. The IM (office I-TMS.544 and Operational Planning, for address see 1.9.1), by
agreement with the RUs, is tasked with resolving them.
The IM then notifies the RUs that the conflict handling phase and the local track planning are closed,
and sends them a summary report of the resulting RLTs.
4.5.2 Schedule for capacity applications outside the timetabling process
4.5.2.1 Train paths
4.5.2.1.1 Application outside deadlines for the next service timetable
Applications submitted within the deadlines take priority over those submitted outside the deadlines, in
other words after the second Monday in April. In the event of a conflict between an application
submitted outside the deadlines and one submitted within the deadlines, the IM proposes different
capacities for applications submitted outside the deadlines.
Late path requests
First day for the submission of late path
requests
12 april 2016
First day for replies to late path requests
23 augustus 2016
Last day for the submission of late path
requests
10 oktober 2016
Last day for replies to late path requests
7 november 2016
Ad-hoc path requests
First day for ad hoc requests
11 oktober 2016
The office with responsibility for handling this type of application is office I-TMS.541. Applications
made exceptionally via the documents (Annex B, see section 4.3.1) in the last indent of point 4.3.1
should be sent to this office at the address given in point 1.9.1.
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Any application for train paths received by the IM less than 10 working days before the change of
service timetable will be handled in accordance with the procedure indicated in point 4.5.2.1.2 below
as if it were an application for capacity to be scheduled in the current service timetable.
4.5.2.1.2 Applications for capacity to be scheduled in the current service timetable
─
Adaptations to the service timetable in the long term
During its period of validity, the timetable may be subject to modifications, occurring on certain dates.
Such modifications are announced as intermediate modifications. The IM has the list of the dates of
intermediate modifications available for consultation (office I-TMS 541, for address see 1.9.1). These
dates are fixed by joint agreement between the various IMs and RUs at the RNE and FTE (Forum
Train Europe) meetings. They are also published on the sites www.forumtraineurope.org and
www.rne.eu.
The office with responsibility for handling this type of application is office I-TMS.541. Applications
made exceptionally via the documents (Annexes B, see section 4.2.3.1) in the last indent of point 4.3.1
should be sent to this office at the address given in point 1.9.1.
─
Adaptations to the service timetable in the short term
The applicants may apply for adaptations to the service of trains outside the dates scheduled for the
intermediate modifications.
In principle, this relates to adaptations with a limited impact on the train paths and on the organisation
in the stations. It may be a matter of running or cancelling a train for one or more days, or a
modification to a train scheduled pending definitive modification on the occasion of an intermediate
modification. Adaptations in the short term are published electronically by bulletin.
The bulletin contains the data relating to the timetables of trains and empty runs as well as all the
other information from the IM and the information requested by the applicant which is useful for the
movement of the trains concerned.
Applications for train paths are received by the IM no later than 10.00 on the second working day
preceding the date of the start of the application of the bulletin, and the office responsible for the
handling of the application publishes the organisation bulletin no later than 12.00 on the working day
preceding the date of the start of the application of the bulletin.
There are two exceptions to this principle:
─
in the case of exceptional consignments with restrictions, the application for a train path is
received by the IM no later than 10.00 on the sixth working day preceding the date of the
start of the application of the bulletin, and the organisation bulletin is published no later
than 12.00 on the second working day preceding the date of the start of the application of
the bulletin.
─
as part of changes due to public holidays on the Belgian network and on foreign networks
and in the case of ordinary transport or exceptional transport not subject to restrictions
(commercial speed =< 60 km/h), the infrastructure manager must receive the request for
paths at the latest by 10:00 am on the fourth working day prior to the date when the
bulletin starts to apply, and the organisation bulletin is published at the latest by 12:00 pm
on the working day before the first day on which the bulletin starts to apply.
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The date of the start of the application of the bulletin is the date of the first train path concerned by the
bulletin.
Details of deadlines for submission of path requests: "Ad Hoc*":
Type of request
Office
concerned
Deadline for
submitting the
■
request
(working days)
Publication of the
organisation
bulletin (working
days)
I-TMS.543
Up to 10:00 on D-6 Up to 12:00 on D-2 ■
Exceptional consignment with
restriction
I-TMS.543
Up to 10:00 on D-4 Up to 12:00 on D-1 ■
Ordinary transport or exceptional
transport not subject to restrictions
●
(requested speed =< 60 km/h)
I-TMS.543
Up to 10:00 on D-2 Up to 12:00 on D-1 ■
Ordinary transport or exceptional
transport not subject to restrictions
(requested speed > 60 km/h)
I-TMS.543
Up to 10:00 on D-4 Up to 12:00 on D-1 ■
Changes due to public holidays on
the Belgian network and foreign
networks
I-TMS.53
Up to 10:00 on D-2 Up to 12:00 on D-1 ■
Modifications due to work on a
neighbouring network which affects
passenger timetables
* This applies to both new requests and modifications to previous requests.
■
The timely publication of the bulletin cannot be guaranteed for requests which do not respect the
deadline for submission.
●
Cf. Runs using historic trains.
Applications made exceptionally via the documents (Annexes B, see section 4.3.1) in the last indent of
point 4.2.3.1 should be sent to the competent offices at the addresses given in point 1.9.1.
─
Adaptations to the service timetable in real time
The RUs may request adaptations to the service of trains outside the deadlines laid down for
adaptations in the short term and the IM adapts the scheduled train service, in other words the service
timetable with its adaptations in the long term and in the short term, for operational reasons.
In principle, this concerns adaptations to the scheduled train service following urgent requests or to
provide exceptional consignments or following significant delays, incidents or accidents. This may
involve running, diverting or cancelling trains.
The office with responsibility for handling this type of application is office I-TMS.66 (for address, see
point 1.9.1). Applications made exceptionally via the documents (Annexes B, see section 4.2.3.1) in
the last indent of point 4.3.1 should be sent to this office at the address given in point 1.9.1.
Applications will be handled by office I-TMS.66, this will be done at the earliest 10 hours before the
actual implementation of the train path.
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4.5.2.2 Local capacities
4.5.2.2.1
Short term
Once the conflicting LT requests have been resolved, the RU will be given access to the Shunt In – ST
/ Shunt In – RT reservation tools. In any event, the Shunt In – ST application is open to the RUs at the
latest 10 working days before the entry into force of the service timetable, at midnight on the second
Saturday in December.
Where there are no LT conflicts, the Shunt In – ST reservation tool is directly accessible to the RU,
albeit on condition that the local track planning by the IM (I-TMS Area, see address in Appendix D.10)
is finished. All the RUs are alerted simultaneously by e-mail.
When the RU is given access to the Shunt In – ST reservation tool, it may cancel or modify existing
reservations or add extra RSTs, no later than 24 hours before the time required..
For this type of reservation, the principle is FIFS – First In First Served. So there are no conflicts.
However, a track may be declared unavailable for operational reasons, notably railway infrastructure
maintenance.
4.5.2.2.2
Real time
When the RU is given access to the Shunt In – RT reservation tool, RRTs may be added, modified or
cancelled as described below:
─
─
─
For signalled sidings and delegated command facilities, the RU must file a capacity
request at the local level (in other words with the signalling post concerned);
For unsignalled sidings, the RU must file a capacity request direct in Shunt In – RT;
RRTs must be added, modified or cancelled no later than 24 hours before the time
required.
For this type of reservation, the principle is FIFS – First In First Served. So there are no conflicts.
However, a track may be declared unavailable for operational reasons, notably railway infrastructure
maintenance.
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4.6 Allocation process
4.6.1 Coordination process
4.6.1.1 Train paths
The infrastructure manager (office I-TMS.541, for details see section 1.9.1) coordinates the competing
requests for long-term allocation of paths. The C-OSS processes the competing requests within the
context of prearranged paths and the reserved capacity in the freight corridors. These two principles
are explained below.
─
Competing requests in the context of long-term allocation of paths
It strives to resolve conflicts between applicants relating to infrastructure capacities. It may propose
different capacities from those requested. When the rail infrastructure manager receives capacity
requests to create an international train path, he confers with the relevant rail infrastructure managers,
in order to offer a harmonised capacity, as far as possible. This coordination takes place within the
framework of cooperation within RNE.
In the event of a refusal, applicants are obliged, within 10 working days of the notification of the
proposal by the IM, to provide a written answer (letter, fax or e-mail).
Within 5 working days of receipt by the IM of the applicant’s refusal, the IM will suggest another
proposal to the applicants concerned.
If no solution can be found by the applicants following their categorical rejections of the alternatives
proposed by the IM, the latter will apply the priority criteria shown in the table below:
1st
criterion
The IM distributes the paths taking the following priorities into account:
─
On high speed lines and lines adapted for high speeds:
1 high speed trains
2 fast passenger trains;
3 other trains.
─
On specialist goods lines:
1
2
3
4
─
fast goods trains;
slow goods trains;
public service passenger trains;
other trains.
On specialist passenger lines:
1 high speed trains for domestic service and ordinary service fast trains
2
3
4
5
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providing domestic passenger transport;
other high speed and fast passenger trains;
slow passenger trains;
goods trains;
other trains.
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─
On mixed lines:
1 high speed trains for domestic service and ordinary service fast trains
2
3
4
5
providing domestic passenger transport;
other high speed and fast passenger trains;
slow passenger trains and fast goods trains;
slow goods trains;
other trains.
The types of line and train are shown in Appendix B.7. The lines are listed according to type
in Appendix B.8.
2nd
criterion
The IM allocates the capacity to the applicant whose capacity request produces the highest
monthly fee for use on the total run requested on the Belgian railway infrastructure.
Should the specified criteria prevent the applicants from reaching a decision or should an applicant
reject the alternative capacity offered by the rail infrastructure manager on the basis of the application
of these criteria,, the IM will declare the infrastructure in question saturated. These principles are
described in detail in point 4.6.3 of this document.
─
Competing requests in the context of allocation of prearranged paths and reserved
capacity in freight corridors
The C-OSS applies the priority rules for competing requests as described in the decision by the
executive committees of the freight corridors 1 and 2. This decision can be viewed at the following link:
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:C:2013:065:0004:0012:FR:PDF
For more information on this point, see the Corridor Information Documents mentioned under section
1.10.
4.6.1.2 Local capacities
4.6.1.2.1 The amicable phase
In the initial amicable phase, the IM (office I-TMS.544, see address in point 1.9.1) handles conflicting
requests recorded in the long term, after having first granted the parking requests required for
operational purposes, notably for railway infrastructure maintenance.
In the case of the handling of conflicting requests, two situations may arise:
─
─
Capacity Allocation
one RU wishes to reserve the whole of the siding or the majority of the tracks in it. In
this case, the IM will allocate the capacity with due regard to the various requests from
the RUs in such a way as to guarantee each of them a minimum capacity;
at least two RUs have reserved the same capacity. In that case, the IM e-mails a
proposed alternative to the RUs concerned. The RUs reply, accepting or rejecting the
IM’s proposal, within two working days following receipt of the proposed alternative. If
no response is forthcoming, the solution is deemed to have been accepted. The IM
will offer as many alternative proposals as possible depending on its available
capacity.
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4.6.1.2.2 The dispute phase
If the RUs reject the IM’s alternative proposal(s), then a dispute phase will begin, which calls for the
application of the following guidelines in ranking conflicting requests:
─ the operational utilisation of the track;
─ the effective utilisation of the reservations by the RU in the previous service timetable;
─ the number of hours reserved and the number of train paths.
Once the IM applies the guidelines mentioned above in resolving the competing requests between the
RUs concerned, the IM splits the administrative costs between all the RUs which have rejected the
alternative proposal(s) suggested during the amicable phase. More information on the administrative
charges can be found in point 6.1.2.5.2.
4.6.2 Process for administrative resolution of disputes
At the request of an applicant or of the infrastructure manager, the regulatory body for Railway
Transport and for Brussels Airport Operations (see 1.8 for address) takes a decision within 10 working
days on every dispute regarding the allocation of capacity (Art. 62 § 4 of the Rail Code) in order to fulfil
its mission concerning the administrative handling of disputes. The procedure to be followed under the
administrative regulation for disputes in relation to the allocation of capacity is described in the royal
decree of 21 March 2007 (Articles 2 to 5).
4.6.3 Congested zones: definition, priority criteria and procedure for
allocation within these zones
4.6.3.1 Train paths
Where, after the coordination of the train path applications, it proves impossible to respond favourably
to all the applications for capacity, the IM declares the section of the infrastructure concerned to be
congested.
On a section of the infrastructure that is congested, without adversely affecting the capacities reserved
for planned network maintenance, the IM distributes train paths with due regard to the following
priorities:
─
On the high-speed lines and lines adapted for high speeds:
1
2
3
─
On the specialist goods lines:
1
2
3
4
─
Rapid goods trains;
Slow goods trains;
Passenger trains of the public service;
Other trains.
On the specialist passenger lines:
1
2
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High-speed trains;
Rapid passenger trains;
Other trains.
High-speed trains for internal services and rapid ordinary service trains
providing internal passenger transport;
Other high-speed trains and other rapid passenger trains;
Network Statement 2017
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3
4
5
─
Slow passenger trains;
Goods trains;
Other trains
On the mixed lines:
1
2
3
4
5
High-speed trains for internal services and rapid ordinary service trains
providing internal passenger transport;
Other high-speed trains and other rapid passenger trains;
Slow passenger trains and rapid goods trains;
Slow goods trains;
Other trains.
The congested lines are shown in Appendix B.6. The definition of the types of line and train appears in
Appendix B.7. The list of lines is shown according to type in Appendix B.8.
For the purposes of the determination of the priorities in the framework of the distribution procedure,
the IM takes into account the previous levels of utilisation of the train paths and may, after consultation
with the applicant, suspend or withdraw the right of use of the train path in the event of underutilisation of said train path where the holder of the capacity:
─
─
─
does not use the railway infrastructure in accordance with the arrangements laid down
in the contract for use or the capacity agreement concluded with the IM;
harms the optimal use of the railway infrastructure;
has, in the course of the previous service timetable, used the capacity on average less
than 80% of the number of weekly movements scheduled.
This measure does not apply if the under-utilisation is due to reasons other than economic reasons
beyond the control of the operators.
Where the application of the priority criteria does not make it possible to allocate a train path to one
applicant rather than another, the IM allocates the train path to the applicant whose train path
application produces the higher total level of charges on the route envisaged on the Belgian railway
infrastructure.
4.6.3.2 Local capacities
In accordance with the legislation in force, the criteria mentioned in point 4.6.3.1 are not applicable to
local capacities.
4.6.4 Impact of framework agreements
The commercial conditions relating to framework agreements are detailed in 2.4.1.
Where the IM grants an applicant the right to use capacities on the railway infrastructure for a period
longer than a single period in the service timetable, the IM and the applicant sign a framework
agreement setting out their respective rights and obligations.
The framework agreement signed between the applicant and the IM sets out the characteristics of the
railway infrastructure capacities required by an applicant together with the characteristics of those
offered to it for any period exceeding a single period of validity of the service timetable.
The framework agreement does not define a train path in detail, but is drawn up in such a way as to
respond to the legitimate commercial needs of the applicant.
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The framework agreement does not exempt the applicant from the need to apply to the IM for railway
infrastructure capacity in line with point 4.5.
The framework agreement cannot have the effect of reserving the infrastructure capacities concerned
for the applicant’s exclusive use.
While respecting confidentiality from the commercial point of view, the IM communicates, within fifteen
working days from the signature of the framework agreement, the general provisions in the framework
agreement to any party submitting a capacity application for the period of the service timetable
overlapping in part with the duration of the framework agreement, and likely to make comments to it
regarding the impact which the allocation of the capacities required in the framework agreement might
have on its own rail services.
It should be noted that these framework agreements do not apply to the reservation of local capacity
for which the instructions appearing in points 4.5.1.2 (RLT) and 4.5.2.2 (RCT and RTR) remain
applicable.
4.7 Allocation
enhancements
of
capacity
for
maintenance,
renewal
and
4.7.1 Train paths
The railway infrastructure manager organises meetings monthly and once every 4 months to keep
their clients informed as well as possible. In these meetings the works across the whole country will be
mapped out and the impact on passenger and freight traffic will be discussed.
Subsequently the IM informs its clients of the various types of work on the infrastructure before the
20th of the month preceding the month in which the work takes place, except in cases of
circumstances beyond its control, via the WORK-IN section of the Business Corner (see 1.4) en via
een document dat aan de klanten bezorgd wordt.
In the points below (4.7.1.1 to 4.7.1.3) there are a number of types of coordination depending on the
type of works.
4.7.1.1 Routine maintenance works
Routine maintenance works are programmed in the framework of track possessions. Track
possessions are capacities reserved when the service timetable is drawn up. Appendix B.5 indicates
the track possessions for every period. The IM has details of the track possessions available for
consultation. The contact details can be found in point 1.9.1 .
The track possessions may be slightly adapted when the service timetable is established, but they are
only reviewed globally when there is a fundamental modification to the transport plan.
4.7.1.2 Scheduled major works
Works designed to maintain or increase the capacity and works with a major impact on traffic
movements are scheduled into the service timetable in the form of capacity reservations. The impact
of these capacity reservations on traffic movements may be incorporated into the service timetable or
be the subject of a one-off adaptation of the available capacity depending on the requirements of
RSEIF 7.4 – Coordination of Works and Traffic. In the latter case, it is published by the IM no later
than 14 days before the date of application. The bulletin issued by the IM gives official notice of the
modification of the train paths at the latest 6 days before it comes into force.
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4.7.1.3 Impact of works on allocated capacity
RSEIF 7.4 – Coordination of Works and Traffic, describes the measures taken when works cannot be
carried out without modifying the capacities allocated.
Notwithstanding the provisions in the railway infrastructure utilisation contract, restrictions or
disruptions which affect traffic movements because of works do not entitle the holder of the capacities
to any compensation by the IM. The use tax is due for the initial allocated capacity, except in case of
cancellation of the traffic. In case of partially cancellation of the traffic, the use tax is due only for the
effective used part of the capacity.
4.7.2 Local capacities
Any application to reserve local capacity filed by the IM, for the purpose of railway infrastructure
maintenance or parking its rolling stock for the purposes of conducting work on it, shall take priority
over any other reservation.
Special provisions regarding grouping of track maintenance1 in the yards
To be able to carry out the necessary checks on its installations, as well as the related maintenance
works, in a safe and efficient manner, Infrabel wishes to be able to have sole control of each rail yard
separately at least four times per year, and in each case to have this for an uninterrupted period of at
least
12
hours
on
working
days
during
working
hours.
It may, depending on the nature of the works, be necessary for a section of the siding tracks to be
made available for the needs of the railway infrastructure manager. This release is, however, limited to
at most half of a yard (adjacent tracks). Any wagons that are parked on the other part of the yard will
not be accessible for the period set out above during the works. Works of this sort shall be announced
by Infrabel at least ninety calendar days in advance, together with the requirement to release the
tracks.
In these circumstances Infrabel commits itself to organise and group these works optimally during
these disruptions. This will mean that the number of interventions between two interventions with an
important impact on the capacity will be strongly reduced, to the benefit of the operational safety of the
installation.
1
These provisions do not apply to urgent interventions and track replacement works.
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4.8 Non-usage rules
These provisions are described in 6.6.2.
4.9 Exceptional consignments and dangerous goods
4.9.1 Exceptional consignments
4.9.1.1 Train paths
Any applicant indicates in its application for a train path whether it plans to incorporate exceptional
consignments in its trains and, if so, stipulates the type of exceptional transport and in particular en
particulier, the number of the provisional authorisation or the coding in the event of combined
transport.
The request for capacity is handled in line with point 2.6 of the present NS.
4.9.1.2 Local capacities
Where an exceptional transport is scheduled to be parked at a facility, and because of its size it
encroaches into the adjoining track(s) either side of the track on which it is parked at the said facility,
the RU must apply via Shunt In to reserve all the tracks necessary for the safe parking of the
exceptional transport.
4.9.2 Transport of dangerous goods
Any applicant for a train path indicates in its application whether it plans to incorporate dangerous
goods in its trains and, if so, it stipulates the type of dangerous goods and in particular the class(es) of
goods to be carried.
The request for capacity is handled in line with point 2.7 of the present NS.
4.10 Special measures to be taken in the event of disturbance
Where the train movements or the parking of rolling stock differ from those corresponding to the
capacities allocated, the IM modifies the distribution of the capacities in order to get back as quickly as
possible to an utilisation of the capacities which corresponds to the capacities allocated.
The capacities allocated may be modified by the IM:
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─
─
either because of works necessary to ensure the restoration of normal service after a
disruption to train movements or the parking of rolling stock because of a technical
failure or an accident on the railway infrastructure;
or because of an emergency, absolute necessity, or circumstances beyond its control.
The IM informs the holder of the capacities concerned as soon as possible, using the fastest methods
possible. The IM does its utmost to reduce the frequency, scale and duration of disruptions affecting
train movements or the parking of rolling stock.
Candidates will be informed of the restrictions on use and options for the train paths or local capacity,
and alternatives will be sought in collaboration.
Where the capacities allocated are totally unusable, and if no alternative solution can be found, the IM
may cancel the train paths or the local capacities concerned without notice during the time necessary
to restore the infrastructure. It notifies the holder of the train paths or the local capacities concerned.
Notwithstanding the provisions of the railway infrastructure utilisation contract and the capacity
agreement, disruptions which affect traffic movements or the parking of rolling stock do not entitle
holders of capacity to any compensation by the IM. The use tax is due for the initial allocated capacity,
except in case of cancellation of the traffic. In case of partially cancellation of the traffic, the use tax is
due only for the effective used part of the capacity.
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5.
SERVICES
5.1 Introduction
According to the Rail Code, specifically Articles 5 and 9 together with Appendix 1, the services to be
supplied to the railway undertakings and where applicable applicants may be broken down into the
following categories:
─
Minimum services
Railway undertakings are entitled to the minimum access package on a non-discriminatory and
transparent basis. Applications from railway undertakings and other applicants may only be subject to
restrictions if there are other viable railway solutions in market conditions.
─
Track access to service facilities and supply of services
These services are provided to all the railway undertakings fairly and transparently. Applications by
railway undertakings may be rejected only if there are other viable railway solutions in market
conditions.
─
Additional services
Additional services may be supplied by the railway infrastructure manager at the request of a railway
undertaking. In this case, they must be provided fairly bearing all railway undertakings in mind.
─
Ancillary services
Railway undertakings may ask the railway infrastructure manager or other suppliers to provide
ancillary services. The railway infrastructure manager is not bound to provide these services.
However, if these services are offered, they must be provided in a non-discriminatory manner.
Among these services, the IM has developed 5 specific services for the applicants and the railway
undertakings:
1
2
3
4
5
Services
Your Moves: train paths (minimum services and access by the rail network to the
service infrastructures and services provided);
Your Shunts: local capacities (minimum services and access by the rail network to
the service infrastructures and services provided);
Your Power: traction current (minimum services and additional services);
Your XXL: exceptional transport studies (additional services);
Your Extratime: service provisions outside opening times (additional services).
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Applicants which are not railway undertakings may only use the Your Moves and Your XXL
services. The specific conditions are set out in the capacity agreement (see Appendix B.9).
The IM has also developed 2 specific services intended for industrial undertakings, which will not
be discussed in this NS:
1
2
Your Tracks: reserved tracks;
Your Connection: rail connections.
Alongside the information set out in 5.2 to 5.6, detailed information on the IM’s services can be found
at www.infrabel.be.
Most of the minimum services and access by the rail network to the service infrastructures are
covered by the infrastructure utilisation charge. The additional services and ancillary services are
covered by separate charges. The various charges are detailed in chapter 6 of the present NS.
5.2 Minimum access package
These services are included in the
(train paths, see details in chapter 4) and
(local capacities, see details in chapter 4) services and
traction current distributie van tractiestroom, see the details below).
(transport and distribution of
The minimum access package shall comprise:
─
─
─
─
─
─
handling of requests for infrastructure capacity;
the right to utilise the capacity granted;
use of the network branch lines and points;
train control including signalling, regulation, and traffic control, as well as the
communication and provision of information on train movements;
use of electrical supply equipment for traction current;
all other information required to implement or operate the service for which capacity
has been granted.
The IM is the only transporter and distributor of traction current on its network, which forms part of the
product. Whether the railway undertaking is obtaining its traction current from the IM or
from a supplier of its choice.
This service is therefore compulsory for the railway undertakings using electricity to power their units.
The rules on charging for transport and distribution of traction current are set out in point 6.3.1.
5.3 Track access to service facilities and supply of services
These services are included in the
(train paths, see details in chapter 4) and
(local capacities, see details in chapter 4) services.
Track access to service facilities and the services provided relates to points 5.3.1 to 5.3.8.
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The IM is the only body to grant access to such services. The services may be provided by other
bodies and details are given below.
The technical equipment is listed in Appendix F.1.
5.3.1 Passenger stations
The rail infrastructure manager does not manage passenger stations. These are managed by SNCB.
If a railway undertaking requires access to passenger stations, they must contact SNCB.
SNCB offers international railway undertakings a range of basic services in its stations so that they
can receive and inform their customers as well as possible. More information is available on the
website:
http://www.belgianrail.be/nl/corporate/onderneming/rail_related_services/Services_en_gare.aspx
5.3.2 Freight terminals
The rail infrastructure manager does not manage intermodal freight terminals. These belong to a
railway undertaking or to third parties independent of the rail infrastructure manager.
Information on the most important intermodal terminals connected to the Belgian rail network can be
found in book III of the Corridor Information Documents for the Rail Freight Corridors (see point 1.10).
If a candidate would like to receive more information on this, they can contact their Key Account.
5.3.3 Marshalling yards and train formation facilities
The rail infrastructure manager makes yards available to railway undertakings for the forming,
marshalling and shunting of trains. List 11 Part III of the LST (see Annex D.9) lists the yards for the
stations that are available for forming trains and for the shunting and reorganisation of rolling stock.
To actually use the yards, railway undertakings must use the Your Shunts product.
5.3.4 Maintenance centres
The rail infrastructure manager does not own any facilities for maintenance of rolling stock.
SNCB offers minor maintenance services to railway undertakings providing international passenger
services. The list of services and the facilities at which they are offered can be found via this link::
http://www.belgianrail.be/nl/corporate/onderneming/rail_related_services/Maintenance_legere.aspx
5.3.5 Technical facilities
The rail infrastructure manager makes various technical equipment, particularly for the supply of
electricity, water and compressed air, available to railway undertakings.
In order to gain access to these facilities, a railway undertaking must use the Your Moves and Your
Shunts products.
Technical facilities and their locations are listed in Annex F.1.
5.3.6
Refuelling facilities
Diesel fuelling facilities which are accessible by the Belgian railway infrastructure can be seen in
Appendix D.7. and fall within two categories:
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-
First, those refuelling facilities that are the property of the RUs or of other
parties independent of the IM (f.ex. Montzen)
-
Secondly, the refuelling platforms that the IM will make available to all
RUs, equipped or not with a fixed supply installation belonging to a third
party (e.g. Zeebrugge, Genk-Goederen, Gent-Zeehaven).
In order to allow refuelling of diesel engines by tanker on its network, the IM will be equipping some
tracks on its network with special protection for the sake of preventing any potential ground pollution.
The local agreements for the utilisation of the infrastructure will describe the use of these platforms,
more specifically its tracks, movements (such as entering and leaving the tracks) and the
communication on the ground. By signing the local agreement, the RU undertakes to respect the
conditions for the utilisation of said track in such a way as to avoid any pollution of the ground during
refuelling.
An RU using the specially equipped track for refuelling by tanker is responsible for any pollution of the
ground caused by that refuelling and guarantees the IM from any harmful consequences thereof.
The refuelling of diesel can be carried out on the network only on those tracks exclusively equipped by
the IM for that purpose.
5.3.7 Use of electrical supply equipment for traction current
The IM runs the electric supply system for the traction current. In addition, in order to enable carriages
to be preheated, pre-air-conditioned or maintained at a positive temperature during freezing weather, it
makes available to the RUs fixed 3kV supply installations for carriages.
These fixed installations equipped with keys can be used only by RU personnel who have been
trained. To do this, the IM makes available a user’s manual available from the Business Corner and
will, on request, provide annual training for the RU’s representative who will then train its own staff.
Any railway undertaking wishing to sign up its trainer must contact its key account before 30 June of
the current year.
No IM personnel is made available for the use of these installations. Only personnel from IM Technical
Services may handle the maintenance and repair of the installations.
The transport, distribution of electricity are covered in point 5.2 and the supply of traction current is
covered in point 5.4.1.
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5.4 Additional services
5.4.1 The supply of traction current
The
service is divided into two parts: firstly the transport and distribution of traction current
and secondly the supply of traction current. Transport and distribution forms part of the minimum
services and is covered in point 5.2, whereas the supply of traction current is classed as an additional
service and is discussed further in this point.
The IM currently supplies electricity to all the railway undertakings for the powering of their units, if
they so require.
Following the transposition of the electricity directive 2009/72 into Belgian law, railway undertakings
are free to choose their own energy supplier. The legal provisions relating to the electricity market can
be found in the law dated 8 January 2012, amending the law of 29 April 1999 relating to the
organisation of the electricity market, and the law dated 12 April 1965 relating to the transport of
gaseous and other products through pipelines.
Supply by the infrastructure manager
The IM buys electricity in advance. The following objectives are taken into account:
─
ensure the energy supply ;
─
avoid sudden price fluctuations ;
─
enable railway undertakings to assess the price in advance ;
─
obtain the lowest possible price .
For the supply of electricity by the IM, a mandate is required according to the electricity legislation.
The IM needs to know the expected volume to be delivered at the start of the purchasing process.
This is why the railway undertakings which have a significant impact on this volume are asked to
deliver the aforementioned mandate at the start of the purchasing process.
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For the other railway undertakings the mandate is provided via the contract of use. A railway
undertaking is deemed to exert a significant influence on the volume to be delivered when it consumes
2.5 percent of the estimated purchase volume.
Supply by another supplyer
All the traction units of an undertaking choosing its own supplier which are used on the IM network
must be fitted with an energy meter. The technical requirements for the energy meters are set out in
Appendix E.3.
A railway undertaking wishing to exercise its right to choose must notify the IM
([email protected]) who will be its energy supplier and the access provider. This information
must be communicated no later than 3 months before the date of entry into force. A change of supplier
shall always begin on the 1st of the month. The choice of a supplier must cover a period of at least 3
months.
The energy supplier must hold a supply licence issued by the Belgian State. The access provider must
have signed a contract with Elia. The supplier and the access provider must sign a document in which
they declare that they agree with this indication.
If a railway undertaking has not legitimately indicated an energy supplier and an access provider, or if
one of the parties no longer meets the conditions above, it will be assumed that the railway
undertaking is buying its traction current from the IM.
The rules for charging on the supply of traction current are set out in point 6.1.4.1.
5.4.2 Supply of fuel
The IM does not provide any fuel for the supply of diesel traction engines, even if they have their own
fuel installations (see section 5.3.6).
5.4.3 Services for trains: preheating of carriages, water supply, etc.
The supply of the installations necessary for the provision of these services is explained in points 5.3.1
to 5.3.7. The use of power for preheating carriages is included in the traction current product referred
to in point 5.4.1.
5.4.4 Shunting and other services provided in the installations listed under 5.3
The IM does not provide this type of service, with the exception of the operations carried out from one
of its centralised control posts (serving a signalling point, rail-brake control, etc.).
The RU takes on these services or it may call upon another RU to have them carried out on a
subcontracting basis.
5.4.5 Services for exceptional consignments and dangerous goods
─
Services for exceptional consignments
This service corresponds to the
service.
Any rail movement with a view to an exceptional transport (for definition, see 2.6) must be the subject
of a prior study with a view to its authorisation under the conditions that it determines.
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Accordingly, an applicant wishing to carry such an exceptional transport must apply to the IM
(Exceptional Consignment Organisation, for the address, see 1.9.1) by means of sheet UIC 502
available from the site www.uic.org.
If a railway undertaking wishes to apply for the extension of the annual authorisation for year X, the
application must be received by the infrastructure manager (Exceptional Consignment Organisation,
see 1.9.1) by the last working day in the month of September prior to year X.
For applicants which are not railway undertakings, the specific conditions of use of this service are set
out in the capacity agreement (see Appendix B.9).
─
Special services in the event of incidents involving dangerous goods
In order to minimise the harmful consequences of any accident and/or incident arising during the
transport of dangerous goods by rail, with the exception of products covered by RID classifications 1
and 7, the IM has signed assistance agreements with the companies BASF Antwerpen N.V. and
SOLVIC S.A. of Jemeppe-sur-Sambre. Under these agreements, if there is an incident involving the
transport of dangerous materials, Traffic Control may call out a specialist team from these companies
with appropriate equipment.
5.4.6 Extra time
This service corresponds to the
service.
Services during the opening times of stations and lines (see Appendix D.9) are covered by the
infrastructure utilisation charge. However, some services may be provided outside these times, thus
requiring the IM to make extra staff available.
A railway undertaking may file a special application when requesting train paths to open the facility at
times outside those laid down in the NS. Such requests are of an occasional nature; this product does
not include regular trains. The IM will then notify the RU whether it is possible to meet its request.
5.4.7 Other additional services
The other IM services are laid down in the infrastructure utilisation contract. The IM is not required to
offer services not covered in this contract.
5.5 Ancillary services
5.5.1 Access to telecommunications network
Aside from access in relation to the movement of the trains which are covered by the infrastructure
utilisation charge, access to the IM’s telecommunications network is authorised insofar as it is
provided for in the infrastructure utilisation contract.
5.5.2 Provision of supplementary information
The IM provides supplementary information only insofar as this is provided for in the infrastructure
utilisation contract.
5.5.3 Technical inspection of rolling stock
The rail infrastructure manager is responsible for the technical inspection of rolling stock used for
journeys without the use of train paths, in accordance with the royal decree dated 23 May 2013.
The IM does not offer a rolling stock inspection or maintenance service.
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6.
CHARGES
6.1 Charging principles
The following principles are valid for the railway infrastructure utilisation charge, covering the
and
services, i.e. the minimum service package (point 6.1.1), access to the services
referred to in point 5.3 (point 6.1.2) and the latter (point 6.1.3). The individual charges for additional
services and related services are described in sections 6.1.4 and 6.1.5 respectively.
The IM makes available to the RUs the rail infrastructure of the Belgian network as set out in point
3.2.1.
The specific conditions for charging of applicants which are not railway undertakings are set out in the
capacity agreement (see Appendix B.9).
In view of the recent regulatory and legislative developments (in particular European Parliament and
Council Directive 2012/34/EC dated 21 November 2012 establishing a single European railway area,
and Commission Implementing Regulation (EU) 2015/909 of 12 June 2015 on the modalities for the
calculation of the cost that is directly incurred as a result of operating the train service and the Rail
Code) the pricing principles relating to the charges for the use of the rail infrastructure will be revised
in 2019.
Two cases need to be distinguished: infrastructure available and infrastructure unavailable.
─
Infrastructure available: part of the Belgian railway network on which the RUs can move
rolling stock
-
Capacity utilised
If the capacity is utilised in full (all the sections ordered or all the local capacities reserved), the charge
is payable.
If the capacity is utilised only in part (certain sections or all the local capacities reserved are not used),
the charge is payable in respect of the part actually used and for the part not used, given that the
non-utilisation is not the result of the non-availability of the infrastructure.
If the capacity is not used at all, for reasons proper to the RU, but has not been cancelled, the charge
is payable in full.
-
Capacity modified
Any application for modification filed in respect of an application being handled or a capacity already
allocated shall constitute a new application. The charge for the initial capacity will then be calculated
for the sections removed in the new route (train paths) or for the parts of reservation cancelled (local
capacities) at a percentage depending on the time when the train path was relinquished (see point
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6.6.2). The charge for the parts of the route or the local capacities not modified and the charge for the
parts of the route or the additional local capacities are payable in full.
-
Capacity cancelled
Any holder of infrastructure capacity may relinquish the utilisation of part or all of its allocated
capacities. The date when the relinquishment will be taken into account is the date when it is received
by the IM. In such a case, the charge will be at a percentage depending on the time when the capacity
was relinquished (see point 6.6.2).
-
Administrative costs
An administrative cost is due for any application or modification of a train path or any modification of a
train path request as mentioned in point 4.3.3 (see Annex F.4 for details) and for each study. No
administrative charge is due for any application, modification or cancellation of local capacity.
Available infrastructure:
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Capacity demand
yes
Capacity available
no
RU agreement
Variation proposed
Capacity allocated
no
yes
Capacity provided
Capacity effective (used)
Capacity modified
Capacity cancelled
By RU
By RU
Capacity not effective (not used)
Complete Part route
route
New capacity demand
Billing of complete train path
Billing of complete train path
Billing:
• New train path = new demand
• Sections of original path cancelled:
0% if cancellation date > 60 d 15% if cancellation date between 30 & 60 d 30% if cancellation date between 1 & 30 d 100% if cancellation date < 1 d ─
Charges
Billing of capacity: 0% if cancellation date > 60 d 15% if cancellation date between 30 & 60 d 30% if cancellation date between 1 & 30 d 100% if cancellation date < 1 d Infrastructure unavailable : part of the Belgian railway network which is temporarily
disrupted and which is therefore unsuited for traffic with railway material (not applicable in
the case of railway works – for conditions see 4.7.1.3)
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-
Capacity utilised
If the capacity is used only in part, on account of an external reason, the charge is payable only for the
part of the route actually run. To put it another way, sections not run or reservations not used will not
be charged for.
If the total capacity has not been able to be utilised for reasons outside the RU’s control, the charge
will not be payable for the capacity in question.
-
Capacity modified
In the event of disturbances on the network, and to allow trains to move as freely as possible, the IM
may take the initiative to modify the capacity requested.
For train paths, the charge payable will be the one corresponding to the route planned initially,
regardless of whether the route actually run is more or less expensive than the seasonal planning
initially scheduled.
For local capacities, the charge payable is the one corresponding to the capacity replanned by the IM,
with due account of the term (LT, CT, TR) corresponding to the point at which the initial reservation
was made.
-
Capacity cancelled
The IM may suspend or withdraw the right to use the capacity assigned in an emergency and in the
event of absolute necessity due to a failure temporarily putting the railway infrastructure out of use, for
as long as is necessary to restore the facilities (Art. 44 of the Rail Code). In such a case, the charge is
not payable.
If, for reasons outside its control, an RU has to cancel its capacity, the charge is not payable provided
that the Belgian network infrastructure is unavailable.
-
Administrative costs
The administrative costs relating to new routes created to improve the poor circulation of planned
routes, as well as those relating to diverted routes, are not payable. No administrative charge is
payable for any application, modification or cancellation of a local capacity.
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Unavailable Infrastructure:
Capacity demand yes
Capacity available
no
RU agreement
Variation proposed
no
Capacity allocated
Capacity provided
Capacity effective (used)
Capacity modified
yes
Capacity cancelled
Capacity not effective (not used)
Diversion proposed
Complete route
Billing of complete train path
Part route
Billing of part actually run
No charge
Your Moves: initial charge due. Your Shunts: Fee for re‐planned capacity after the end of the initial reservation. No charge
The invoicing for the prearranged paths and reserve capacity in freight corridors is carried out by each
infrastructure manager, applying national practices.
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6.1.1 Minimum access package
The infrastructure utilisation charge (applying to the Your Moves en Your Shunts) covers
─
─
the services listed in point 5.2 minimum access package except for transport and
distribution of traction current (these are covered by the billing for the Your Power…)
the types of access listed in 5.3 and the latter.
To respect the structure of the NS defined by RailNetEurope (see point 1.6), the infrastructure
utilisation charge is therefore explained in point 6.1.2, although it equally covers the services listed
under points 6.1.1 and 6.1.3.
The costs of the transport and distribution of the traction current
─
─
─
─
(see point 5.2) contain:
all the costs for the connections of the traction sub-stations to Elia (allocated costs and
costs linked to the access contract with Elia) and the other managers of the
distribution network (complete network costs);
network losses in the sub-stations and on the catenaries;
the administrative costs for the measuring and allocation of energy to the correct RU
and the supplier concerned;
the taxes and charges levied via the network managers.
6.1.2 Track access to service facilities referred to in point 5.3
As mentioned in point 6.1.1, the infrastructure utilisation charge covers the
and
services, in other words the services set out in point 5.2 minimum access package (except for
transport and distribution of traction current), the types of access listed in 5.3 and the latter.
The utilisation charge is made up of five elements: (TR-L, RR-L, TR-I, RR, AK/AKC): the elements TRL, TR-I, RR-L and AK correspond to the various parts of the
service, and the elements RR
and AKC represent the
service.
6.1.2.1 Your Moves
6.1.2.1.1 The train path-line charge (TR-L)
The train path-line charge is the sum of the charges due for each section of line travelled. The charge
per section is the result of multiplying a unit price per kilometre by coefficients.
6.1.2.1.2 The shunting line charge (RR-L)
For a limited number of sections which may be isolated from the rest of the railway network,
operationalisation may be entrusted to the users. For these lines, a shunting line charge (RR-L) then
applies.
Once an RU has begun a movement on a line with ‘shunting line charge (RR-L)’ status, that RU shall
pay the RL unit price multiplied by the number of km of the line in question. The amount payable for
the use of the line is thus totally independent of the number of km travelled by the RU on the line in
question and the tonnage carried. An RU may thus make as many return journeys on the RR-L line as
it wishes without this influencing the price. On the other hand, if the RU leaves the RR-L line and
comes back to it later, it must once again pay the shunting line charge for the line in question.
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6.1.2.1.3 The train path-installations charge (TR-I)
The train path-installations charge is the charge due for the utilisation of the tracks with platforms or
certain departure or arrival tracks.
6.1.2.1.4 Administrative costs for a train path request (AK)
For any study, request or modification of train path coming from an applicant, a charge to cover the
administrative costs is applicable.
This is a flat-rate sum independent of the characteristics of the train path and the number of days that
the train path is used.
This charge is payable even if the capacity is not granted or if the capacity granted is not used.
6.1.2.2 Your Shunts
6.1.2.2.1 The shunting charge (RR)
The shunting charge is the charge due for the use of installations utilised for marshalling, train
formation, the parking of gear or the conduct of diverse tasks such as loading, unloading, cleaning or
maintenance of rolling stock.
The IM bills on the basis of reservations of track and occupation of tracks in real time.
6.1.2.2.2 Administrative costs for a local capacity request (AKC)
No administrative charge is due for a request for or modification of local capacity. However, when
‘long-term’ local capacities are reserved in an installation, it is possible that competing requests may
arise (see point 4.6.1.2). Where no solution can be found between the RU and the IM during the
amicable phases, the IM applies the guidelines described in 4.6.1.2 in order to resolve the conflict.
Once the IM applies the guidelines mentioned above in resolving the competing requests between the
RUs concerned, the IM splits the administrative costs between all the RUs which have rejected the
alternative proposal(s) suggested during the amicable phase.
6.1.2.3 Specific cases
6.1.2.3.1 Tariff for tourist associations
A symbolic price is applied to tourist associations. This price includes the utilisation of the lines (TR-L),
utilisation of the installations (TR-I), the shunting charge (RR) and the administrative costs (AK).
6.1.2.3.2 Tariff for trials on infrastructure out of service
Trial runs conducted on infrastructure out of service cannot be charged like normal capacity requests,
given that they do not involve a train path or a single passage on the infrastructure, but the occupation
of a section of line out of service during a given period. The charging system is not suitable for
determining the contribution of the user of infrastructure placed out of service.
A flat-rate contribution for the utilisation of infrastructure placed out of service for the conduct of trial
runs varying depending on the type of line has been established.
6.1.3 Services referred to in point 5.3
These services, where provided by the IM, are included in the infrastructure utilisation charge.
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6.1.4 Additional services
6.1.4.1 The supply of traction current
The costs of the supply of traction current (see point 5.4.1) contains:
─
─
─
─
the cost of the energy;
the costs in the framework of the balance between the supplier’s drawing and injection
in the Belgian regulatory zone;
the taxes and charges levied via the supplier;
the compensation payments for renewable energy and cogeneration.
6.1.4.2 Supply of fuel
Not applicable.
6.1.4.3 Services for trains: preheating of carriages, water supply, etc.
The supply of the installations is included in the shunting charge (see point 6.1.2). The use of power is
included in the traction current product referred to in 6.1.4.1.
6.1.4.4 Shunting and other services provided in the installations listed under 5.3
Not applicable.
6.1.4.5 Services for exceptional consignments and dangerous goods
─
Services for exceptional consignments
The studies related to exceptional consignments are billed at real cost.
─
Special services in the event of an incident involving dangerous goods
The costs of intervening when an incident occurs that involves the carriage of dangerous goods are
sent direct to the IM, which will then handle charging such costs to the railway undertaking(s)
responsible for the damage. This service is billed at real cost.
6.1.4.6 Extra time
The total cost of these services is borne by the RU. The IM holds the scale for the cost of services per
category of staff available for consultation by the RU via its key account; this scale forms an integral
part of the infrastructure utilisation contract. The RU must pay a supplement corresponding to the cost
of the staff associated with this additional service which the IM has to align to be able to meet this
demand. A service generally covers 8 hours. However, if an RU does not use the installation for the
whole 8 hours, it will pay only the part of the service provision for which it actually used the installation.
6.1.4.7 Other additional services
The principles for the charging of the other additional services by IM staff are defined in the
infrastructure utilisation contract.
6.1.5 Ancillary services
6.1.5.1 Access to telecommunications network
The principles of the charging linked to access to the IM’s telecommunications network are defined in
the infrastructure utilisation contract.
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6.1.5.2 Provision of supplementary information
The principles of the charging linked to the provision of supplementary information by the IM are
defined in the infrastructure utilisation contract.
6.1.5.3 Technical inspection of rolling stock
The pricing depends on the services to be provided and can be provided on request.
6.1.6 Congestion charge
Notwithstanding the provisions designed to take account of the variation in demand over time, there
are currently no plans for a specific charge for the utilisation of congested infrastructures.
6.2 Breakdown of the charge
As explained in point 6.1, the railway infrastructure utilisation charge is made up of:
─
─
─
─
─
the train path-line charge for access and utilisation of the lines;
the shunting line charge for a limited number of sections which can be isolated from
the rest of the rail network;
the train path-installations charge for access and utilisation of the tracks with platforms
and certain arrival and departure tracks;
the shunting charge for access and utilisation of the installations for the formation of
trains, train marshalling and the parking of rolling stock;
the administrative costs for the handling of train path applications and in specific cases
for local reservations.
The other charges are applied separately.
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6.3 Tariffs
6.3.1 Minimum access package
The infrastructure utilisation charge, which covers the
and
services, in other words
the minimum service package except for transport and distribution of traction current), network access
to the service facilities and the services listed in point 5.3, is detailed in point 6.3.2.
The pricing rules for the distribution and transport of
Appendix F.2.
traction current are set out in
6.3.2 Track access to service facilities
The formulae below use unit prices and parameters, the values of which are shown:
─ in Appendix F.4 for the values of the unit prices and parameters linked to the train;
─ in Appendix F.5 for the values of the parameters linked to the infrastructure.
6.3.2.1 Your Moves
6.3.2.1.1 The train path-line charge (TR-L)
The formula for the train path-line charge is as follows:
∗∑
∗
i:
∗
∗
∗
euros
The section travelled on the route
j:
Train j
Indexed unit price per kilometre, used for all the lines in the railway
infrastructure
P:
:
Charges
∗ 1 ∗ 2 ∗
Coefficient of priority of movement, a function of the quality of the
service offered by the IM and in particular the level of priority allocated
to the train compared to other movements in the event of traffic
disruptions
Length of the section expressed in kilometres, determined when the
train path is allocated
1:
Coefficient relating to the operational importance of the section
C2
Coefficient relating to the technical equipment on the section
Ce:
Coefficient of environmental impact.
:
Coefficient of mass representing the total weight of the train (including
the weight of the locomotive/s) on the section in question
:
Coefficient relating to the time slot, the day and the direction of
movement, depending on the time and the day and where the train
path is situated on the section of line
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:
Coefficient of deviation compared to the standard train path
depending on the difference between the time of travelling the train
path on the section of line and the standard time
6.3.2.1.2 The shunting line charge (RR-L)
The formula for the shunting line charge is as follows:
RR-L = RL euros per kilometre
RL:
Unit price indexed annually
The list of lines with a particular status is given in Appendix F.6.
6.3.2.1.3 The train path-installations charge (TR-I)
The formula for the train path-installations charge varies according to the type of transport:
-
Passenger trains:
∗
-
∗
∗
euros
Goods trains:
∗
∗
∗
∗
euros
i:
Installation i
j:
Train j
Pv and Pm:
The indexed unit prices relating to the category of train: Pv for
passenger trains and Pm for goods trains.
:
Charges
∗
Coefficient relating to the nature of the utilisation of the installation
(train departing, arriving, making a commercial stop or an obligatory
service stop).
:
Coefficient relating to the operational importance of the installation i
and its equipment.
Time:
Time (expressed in minutes) of occupation of the track beyond the
flat-rate deadline laid down. The flat-rate deadline laid down for a
passenger train is 30 minutes and for a goods train 120 minutes. The
flat-rate deadline applies to the occupation of the track prior to the
departure of train j at the time the train leaves installation i.
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6.3.2.1.4 Administrative costs for train path demands (AK)
The formula for the administrative costs for train path demands is as follows:
AK = C * A euros
A:
Unit price indexed annually
C:
Coefficient relating to the nature of the administrative operation
6.3.2.2 Your Shunts
6.3.2.2.1 The shunting charge (RR)
De oorspronkelijke formule for the shunting charge is as follows:
RR = M x Co x RB x (1 +  Cn ) + C(IB) x Term x Length(*) x Time euros
M:
Unit price on an annual basis, indexed, utilised for all the railway
infrastructure installations concerned
Co:
Coefficient of increase relating to the operational importance of the
tracks or sidings; currently, Co = 1
RB:
Charge for a siding with dead-end tracks and no special equipment
Cn:
Coefficient of increase relating to the equipment of the siding;
depending on the equipment, one or more Cn coefficients may be
applicable
C(IB):
Possible supplement in the event of service of track and signalling
appliances (operationalisation) by the IM
Term:
Percentage applied according to the term during which the track was
reserved (LT/CT/RT)
Length:
Length of the track used, expressed in metres
Time:
Duration of the reservation, expressed in minutes / (365*24*60)
(*) a track made available to a user is always counted for its total length.
The list of the installations concerned is given in Appendix D.9, and the technical equipment appears
in Appendix F.1.
It is left to the railway undertakings to decide whether or not to opt for a new formula of a temporary
nature. It’s a flat monthly charge not directly linked to the use of the installations in question, but
varying depending on the number of trains that have run on the network. A railway undertaking which
does not use the installations concerned for one month does not pay a flat charge for that month.
The new formula for the shunting charge depends on the type of transport:
─ Passenger trains:
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RR = Train * Pv euros
─
Freight trains:
RR = min(Train, l1) * Pm1 + max(0, Trein – l1) * Pm2 euros
Train
Total number of actual trains (excluding empty journeys) departing
from Belgium and arriving in Belgium. Therefore, a national train will
be counted twice.
Pv
Indexed unit parameter for passenger trains
Pm1 et Pm2
Indexed unit parameter for freight trains
l1
Threshold for the number of trains
The list of facilities can be found in Appendix D.9.
6.3.2.2.2 Administrative costs for local capacity reservations (AKC)
The formula for the administrative costs, in the event of competing requests, for local capacity
reservations is as follows:
AKC = C * A euros
A:
Unit price indexed annually
C:
Coefficient relating to the nature of the administrative operation
AKC represents the cost to be paid per RU which has refused the alternative(s) proposed.
6.3.2.3 Specific cases
6.3.2.3.1 Tariff for tourist associations
The formula applicable to tourist associations is as follows:
Price = 1 euro per actual km
This price includes the utilisation of the lines (TR-L), utilisation of the installations (TR-I) and the
administrative costs (AK).
This price is not indexed.
6.3.2.3.2 Tariff for trials on infrastructure out of service
The formula for trials on infrastructure out of service is as follows:
Price for utilisation of a HSL = A euros per km per 1/2h
Price for utilisation of a conventional line = A euros per km per 1/2h
This price includes the price for the utilisation of the infrastructure placed out of service and the
traction current used.
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These prices are indexed annually in line with the same principle as the indexing applied for the unit
prices in the formulae for the utilisation charge (as per the trend in the Health index and the Services
index).
6.3.3 Services referred to in point 5.3
These services, where provided by the IM, are included in the infrastructure utilisation charge.
6.3.4 Additional services
6.3.4.1 The supply of traction current
The rules on the charging of the supply of traction current are defined in Appendix F.2.
6.3.4.2 Supply of fuel
Not applicable.
6.3.4.3 Services for trains: preheating of carriages, water supply, etc.
See the shunting charge (point 6.3.2.3) and the electric traction energy (point 6.3.4.1).
6.3.4.4 Shunting and other services provided in the installations listed under 5.3
Not applicable.
6.3.4.5 Services for exceptional consignments and dangerous goods
The charges for services for exceptional consignments are detailed in Appendix F.3.
The charges for services for dangerous goods are defined in the utilisation contract.
6.3.4.6 Extra time
The formula for extra time services is as follows:
Service =
Charges
[Tx + S(sa)] * H (sa) euros
+ [Tx + S(su)] * H (su) euros
+ [Tx + S(night)] * H (night) euros
+ [Tx + S(sa/night)] * H (sa/night) euros
+ [Tx +S(su/night) * H(su/night) euros
Tx:
Basic hourly rate indexed annually
S(night) :
Supplement for work at night from Monday to Friday indexed annually
S(sa) :
Supplement for daytime work on Saturday indexed annually
S(su) :
Supplement for daytime work on Sunday indexed annually
S(sa/night) :
Supplement for working at night on Saturday indexed annually
S(su/night) :
Supplement for working at night on Sunday indexed annually
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H:
Number of hours worked daytime Saturday (sa), daytime Sunday (su),
night-time Monday to Friday (night), night-time on Saturday (sa/night),
night-time on Sunday (su/night)
6.3.4.7 Other additional services
The charging of the other additional services provided by the IM’s staff is detailed in the infrastructure
utilisation contract.
6.3.5 Ancillary services
6.3.5.1 Access to telecommunications network
The charging linked to access to the IM’s telecommunications network is defined in the infrastructure
utilisation contract.
6.3.5.2 Provision of supplementary information
The charging linked to the provision of supplementary information by the IM is defined in the
infrastructure utilisation contract.
6.3.5.3 Technical inspection of rolling stock
The pricing depends on the services to be provided and can be provided on request.
6.4 Performance scheme
Performance scheme valid until 31 December 2016
The Service Level Agreement was created as a response to growing quality demands. The
performance system is described in the royal decree dated 9 December 2004 on the allocation of rail
infrastructure capacities and the railway infrastructure utilisation charge, mainly in Chapter IV/1.
This royal decree mainly provides that the infrastructure manager is to record the minutes of delay
caused and elapsed and notify this to all parties concerned, i.e. the infrastructure manager himself or
the railway undertakings using the railway network.
A complaint can be made about any attributable delay as stated in 31/6 and 31/7 of the royal decree:
“Any dispute by a railway undertaking of the list of disruptions for month M must be notified to the
infrastructure manager by the 10th day of month M+1 by letter, fax or e-mail. Such notification shall set
out in detail the grounds for the dispute and if applicable a proposal for the remedying of the cause
indicated by the infrastructure manager.”
“The Infrastructure manager shall examine every complaint. If necessary, he shall come to an
arrangement with the rail company in question as to the attribution of the cause or the total number of
minutes’ delay, without the infrastructure manager’s automatic recording system being called into
question. If this arrangement does not result in the rail company being attributed a number of minutes'
delay which it disputes, the infrastructure manager will then submit the points of view of both parties to
the controlling body so that it can decide on the number of minutes’ delay to be attributed. The
controlling body shall advise the parties involved of its decision within thirty calendar days from the
date when the complaint was submitted to it.”
Within Infrabel, the Arbitration department investigates disputes (for contact details see 1.9.1). The
operating units of the infrastructure manager lodge any objections they may have with the Arbitration
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department, in the same way as the railway undertakings. The Arbitration department studies these
objections and communicates its decision based on its investigation.
Based on the allocation of the minutes of delay to each party involved, the royal cecree provides for a
“bonus/malus” system, based on the following principles, in accordance with the conditions set out in
subsection 2 of Chapter IV/1: based on the calculation of the number of minutes’ delay each party
allocated a number of minutes greater than the threshold will pay a malus (penalty) , calculated
according to the method and formula specified in the royal cecree during the year in question.
Conversely, each party allocated a number of minutes’ delay lower than the threshold will be awarded
a bonus.
Performance scheme valid from 1 January 2017
The performance scheme that comes into effect on 1 January 2017, is based on the European
Directive 2012/34/EC, which was transposed into Belgian law in the Law amending the Law of 30
August 2013 introducing the Rail Code.
This performance scheme replaces the performance regime that is included in the Royal Decree dated
29/05/2015 amending the Royal Decree dated 9 December 2004 relating to the distribution of rail
infrastructure capacity and the fee for use of the rail infrastructure.
The implementation of the performance scheme will be carried out in the following steps. At the start
of each year a provisional baseline value will be notified to each party, expressed as a number of
minutes. Then the railway infrastructure manager will register faults and allocate the total minutes of
delay caused across the parties involved, namely the railway infrastructure manager themselves or
the railway undertakings. The various parties always have the ability to dispute the delay assigned to
them through the Infrabel Arbitration Service. At the end of that year, the provisional baseline value
will be recalculated as a definitive baseline value. This definitive baseline value is finally compared
with reality and the bonus/deduction will be calculated.
In Annex B.10 the performance scheme is explained in detail.
6.5 Changes to the charge
The unit prices are indexed annually on 1 January. This indexing corresponds to a weighting of the
consumer price ‘health’ index2 (65%) and ‘service’ index3 (35%). The reference index is that of the
month of November preceding the indexing.
The values of the various coefficients for the calculation of the charges remain valid throughout the
duration of the current service timetable.
The charge due for the capacities granted pursuant to a framework agreement can be modified during
the latter only in the following 4 cases:
─ annual indexing in line with the above;
2
Health index: http://statbel.fgov.be/en/statistics/figures/economy/consumer_price_index/
Service index:
http://statbel.fgov.be/en/statistics/figures/economy/consumer_price_index/based_on_4_groups/
3
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─ modification of the legislative framework governing the charge;
─ modification of the contribution of the State to the public service obligation relating to
infrastructure management;
─ under the conditions laid down in the framework agreement (for example, modification
of the infrastructure).
6.6 Billing arrangements
6.6.1 Advance payment for the capacities requested
The utilisation charge is payable in advance every month. This advance payment is not applicable to
the capacity requests referred to in 4.5.2. These advance payments are to be made to the IM by the
20th of the month preceding the month of utilisation. Failing such advance payment, the IM may
withdraw the capacity granted. The advance payments are stated in the special conditions of the
contract of use (Annex B.3).
6.6.2 Capacity granted and not used
The charge for the capacities granted is in principle payable in full by the requesting party (see
exceptions described in point 6.1). In the event of relinquishment, the amount to be paid for the
charges (except the administrative costs) not used will be calculated as follows:
Announcement of termination
(# calendar days before planned movement)
Percentage of charge payable
< 24 hours
100%
Between 24 hours and 30 days
30%
Between 30 days and 60 days
15%
> 60 days
0%
For the
service, the deadline of 24 hours is a deadline that slides hour by hour, being
rounded up to the next hour as from the 31st minute:
─
─
A cancellation at time T + [0 30] will be charged at 100% if the reservation begins before
time T the next day;
A cancellation at time T + [31 59] will be charged at 100% if the reservation begins before
time T+1 the next day.
6.6.3 Invoicing
At the end of each month, the IM calculates the total charges due for the utilisation of the railway
infrastructure in M-1.
When these bills are drawn up, account is taken of the advances already invoiced and paid. Invoices
are payable within 30 days.
The IM may add interest for late payment, fixed at the legal rates, to amounts invoiced but not paid
within the deadlines laid down. Collection and recovery costs are chargeable to the user.
Questions or comments regarding the invoicing of the utilisation charge may be sent to the address in
point 1.9.1.
The method of billing for the other charges is defined in the utilisation contract (Appendix B.3).
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6.7 Guarantee
No guarantee is required when capacity applications are made.
6.8 Diabolo - passenger fee - contribution of railway undertakings
6.8.1 Passenger fee
Pursuant to Articles 12 to 14 of the Law of 30th April 2007 laying down urgent provisions regarding the
railways, any railway undertaking using the railway infrastructure for passenger transport departing
from or arriving at Bruxelles-National Airport (Diabolo infrastructure) will apply and receive (excluding
the specific cases mentioned in Article 12§1 of the said Law), a supplement on the price to be paid by
the passenger, referred to as the "passenger fee".
The initial passenger fee and any subsequent modification will be decreed by the King, by decree
ruled on in the Council of Ministers at the proposal of the railway infrastructure manager. This figure
will be indexed annually using the mechanism explained in 12§4 of the Law of 30th April 2007. The
royal decree dated 29 January 2014 defining the initial amount of the Diabolo passenger fee, in force
since 1 February 2014, stipulates that the amount of the passenger fee specified in Article 12 of the
Law is set at EUR 5.00 (2013 value) including 6% VAT.
Each railway undertaking will pay the infrastructure operator (Northern Diabolo SA) the passenger
fees to be applied and received. The operator and the railway undertaking must enter into an
agreement stating the terms and conditions including the frequency of handover, the methods of
counting the number of passengers carried, the safeguards to be set up by the railway undertaking to
guarantee its obligation of handover, and the remuneration for receiving passenger fees not included
in the ticket price.
6.8.2 Contribution by the railway undertakings
Pursuant to Articles 15 and 16 of the Law of 30th April 2007 laying down urgent provisions regarding
the railways, any railway undertaking using the railway infrastructure for domestic passenger transport
from or to Bruxelles-National Airport (Diabolo infrastructure) must pay an annual contribution, referred
to as the "contribution of the railway undertakings" which must be equal to or higher than the following
two sums:
–
–
0.5% of the turnover (excluding VAT) made by the railway undertaking in question on domestic
passenger transport on this railway infrastructure over the year preceding the year for which the
contribution is payable, and
1,887,000 EUR indexed according to the average for the health index (or any comparable index
replacing this) for the year preceding the year for which the contribution is payable in relation to
the average of the health index for the year 2004 multiplied by the distribution key as per Article
15, §3 of the Law.
The contribution of the railway undertakings is calculated, applied and paid as follows:
1. For the requirements of calculating the amount of the contribution of the railway
undertakings, each railway undertaking due to pay the contribution must advise
the infrastructure manager, via its key account, by 1st June of the year for which
the contribution is payable, of the turnover (excluding VAT) made on domestic
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passenger transport on this railway infrastructure during the previous year, as well
as the data permitting this to be checked.
2. On the basis of the data provided by the railway undertakings as above, the
railway infrastructure manager will, by 15th June each year, notify each railway
undertaking required to pay the contribution of the amount payable for the current
year.
3. The railway undertakings in question will pay the infrastructure manager, by 30th
June of the current year, the contribution due for this year.
4. The railway infrastructure manager will pay the sums received to the Diabolo
infrastructure operator within twenty working days from their receipt. To guarantee
payment of this contribution, the railway infrastructure manager may require the
railway undertakings to provide a financial guarantee. This shall be in proportion
to the contributions they are required to make, and shall be transparent and nondiscriminatory.
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7.
LIST OF APPENDICES
A. Glossary
A.1.
Glossary
B. Capacity
B.1.
Outline of capacity requests
B.1.1. Request for capacity long term for goods
B.1.2. Request for capacity short term and real time for goods
B.1.3. Request for capacity for passengers
B.1.4. International study / Path request form – passengers and goods
B.1.5. Request for local capacities for related railway undertakings
B.2.
Framework agreement
B.2.1. Specimen framework agreement
B.2.2. Request for framework agreement
B.3.
Rail infrastructure utilisation contract – General conditions
B.4.
Preparation and publication of the train paths
B.5.
Track possessions on main network – CTL
B.6.
Priorities for the allocation of capacities in a congestion situation: Congested lines
B.7.
Priorities for the allocation of capacities in a congestion situation: Types of lines and types
of trains
B.8.
Priorities for the allocation of capacities in a congestion situation: List of lines by type
B.9.
Capacity agreement between the non-railway undertaking applicant and Infrabel
B.10. Performance scheme
C. Maps
C.1. Map of the Belgian railway infrastructure (map No. 10459-1 and 10459-2)
C.2. Map showing limit of infrastructure districts (1786-03.cdr)
C.3. LST volume III list 5 – Map of itineraries authorised for combined traffic
C.4. Technical map of network (9700.cdr)
C.5. Map of maximum intensities – Icat Max (10490.cdr)
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C.6. Map S104-0
C.7. Map Planning ETCS
C.8.
Implementation TBL1+
D. Livret du Service des Trains – LST
D.1.
LST volume III list 1 – Denomination of lines + TBL1+
D.1.1. LST volume III list 1 – Denomination of lines
D.1.2. LST volume III list 1 – Railway lines, route sections, junctions equipped with TBL1+
D.2.
LST volume III list 3 – Passing and stabling tracks
D.3. LST volume III list 13 – Stations and other installations Network in service – sundry
information
D.4. LST volume III list 32 – ‘Infrastructure’ documents for use by the railway undertakings
D.5.
LST volume III list 33 – List of border points and 'Infrastructure Managers' of neighbouring
networks
D.6.
LST volume III list 15 – Lengths of platforms at passenger stations
D.7.
LST volume III list 36 – Refuelling installations of the Belgian railway network
D.8.
LST volume III list 24 – Units subject to restrictions or prohibitions on movement on lines in
service
D.9. LST volume III list 11 – Stations and premises open to the service of goods trains
D.10. LST volume III list 34 – Addresses of I-TMS Areas
D.11. LST volume III list 35 – Train numbering
E. Technical documents
E.1.
Distances between stations and crossings
E.2.
TBL1+ planning
E.3.
Requirements for the fitting of an on-board Energy Management System on traction units
running on the Infrabel network
F. Charges
F.1.
Technical equipment of the installations
F.2.
Charges for the extra ‘traction current’ service
F.3.
Services for exceptional consignments
F.4.
Utilisation charge – Unit prices and values of the parameters linked to the train
F.5.
Utilisation charge – Values of the parameters linked to the infrastructure
F.6.
Sections of track on which the shunting line charge applies
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