Network Statement 2016 Betuwe Line

Network Statement 2016 Betuwe Line Based on the Railways Act

Period of validity: 2016 timetable

Sunday 13 December 2015 – Saturday 10 December 2016

Final version

30 December 2014

Network Statement 2016 Betuwe Line final version 1 – 24 December 2014 Page 2 of154

Version management

Version Publishing date Description 1.0 3 October 2014 Final draft

1.1 30 December 2014 Final version

List of differences between the Network Statement 2016 version 1.1 and List of differences

between the Network Statement 2015 version 1.1

Theme NS 2016 v1.1 versus NS 2015 v1.1

General a) Editorial improvement

b) Updating the legal framework (sections 1.1 and 1.4)

c) Processing the consultation reaction of KNV Spoorgoederenvervoer,

(hereafter: KNV) mandated on behalf of the members (see also

appendix 3)

European freight

corridors a) Updating the European freight corridors (section 4.3.2.1.1)

IGS New section ‘Information about freight wagons on the railway yards’

(section 2.10)

Tracks a) Updating the working method for the early termination of rental

tracks (section 5.3.5)

b) Updating legislation pertaining to the repair tracks (section 3.8.3)

Capacity allocation a) Optimising the process time (section 4.2)

b) Updating the time schedule (section 4.3.2)

c) Increasing speed of the standard pattern path (section 4.3.2.1.2)

d) Increasing traffic management capacity (section 4.3.2.1.7)

e) Updating the manner for handling ad hoc applications (section 4.3.3)

Automated

applications a) Offering automated applications (section 5.4.6)

Performance

schemes a) Updating the performance schemes based on the Access Agreement

for using the Betuwe Line 2015, with the exception of the

performance scheme changing orders (section.6)

Tariffs New tariffs (section 6.3), also based on the Access Agreement for using

the Betuwe Line 2015

Appendices a) The same Operational Conditions as those applied by ProRail

(appendix 6, general)

b) Updating the procedure for using rented tracks unjustly based on the

Access Agreement for using the Betuwe Line 2015 (appendix 6, part

B)

c) Updating the new chain coordination operational rules based on the

Access Agreement for using the Betuwe Line 2015 (appendix 6, part


C) d) Adding new plan norms (appendix 16)

e) The same General Conditions as those applied by ProRail (appendix

20)

f) Adding activities to the third track Emmerich – Oberhausen in 2016

(appendix 23)

Contents

General information ......................................................................................................................6

1.1 Introduction ............................................................................................................... 6

1.2 Purpose...................................................................................................................... 9

1.3 Legal framework ........................................................................................................ 9

1.4 Legal status ............................................................................................................. 10

1.5 Structure of the Network Statement ....................................................................... 10

1.6 Validity and changes ................................................................................................ 10

1.7 Publishing ................................................................................................................. 11

1.8 Contact address for further information ................................................................... 11

1.9 Freight corridors ....................................................................................................... 11

1.10 Cooperation with other railway infrastructure managers .......................................... 13

1.11 List of terms ............................................................................................................. 14

2 Access requirements ........................................................................................................... 15

2.1 Introduction ............................................................................................................. 15

2.2 Access requirements ................................................................................................ 15

2.3 Agreements and general conditions ........................................................................ 16

2.4 Operational conditions ............................................................................................. 17

2.5 Exceptional transports ............................................................................................. 18

2.6 Hazardous substances ............................................................................................. 18

2.7 Rail vehicles requirements ....................................................................................... 20

2.8 Requirements pertaining to the operational management and staff ........................ 21

2.9 Provision of information requirements .................................................................... 22

2.10 Information on freight wagons on railway yards ...................................................... 22

2.11 Costs for failing to (sufficiently) observe the agreements and conditions stated in the

previous sections .................................................................................................................. 23

2.12 Operational chain coordination rules ....................................................................... 23

3 The Railway Infrastructure .................................................................................................. 24

3.1 Introduction ............................................................................................................. 24

3.2 Management area.................................................................................................... 24

3.3 Features of the rail infrastructure ............................................................................. 25

3.4 User restrictions ....................................................................................................... 28

3.5 Reliability, availability and operational quality of the infrastructure..........................33

3.6 Stations, distances between stations ....................................................................... 34


3.7 Loading and unloading sites for freight transport ....................................................... 35

3.8 Stabling, shunting and other facilities ...................................................................... 35

3.9 Infrastructure development ..................................................................................... 38

4 Capacity allocation ................................................................................................................... 39

4.1 Introduction and legal framework ............................................................................ 39

4.2 Basic principles in the allocation process .................................................................. 39

4.3 The allocation process ............................................................................................. 41

4.4 Capacity allocation for maintenance and/or large-scale renovation work/new

development ........................................................................................................................ 59

4.5 Unused capacity ...................................................................................................... 61

4.6 Exceptional transports ............................................................................................. 62

4.7 Traffic Control .......................................................................................................... 62

4.8 Allocating capacity for stabling and shunting facilities ............................................. 65

4.9 Operational cooperation .......................................................................................... 65

5 Products and services ..........................................................................................................66

5.1 Introduction ............................................................................................................. 66

5.2 Service package 1: Minimum Access Package .......................................................... 66

5.3 Service package 2: accessing the facilities ............................................................... 69

5.4 Service package 3: supplementary services ............................................................... 71

5.5 Service package 4: support services .......................................................................... 73

5.6 Performance schemes .............................................................................................. 73

5.7 Studies and other services ....................................................................................... 79

6 User charges ....................................................................................................................... 80

6.1 Introduction ............................................................................................................. 80

6.2 Charging principles .................................................................................................. 80

6.3 Tariffs ...................................................................................................................... 81

6.4 Performance schemes ............................................................................................. 86

6.5 Turnover tax and changes of the Network Statement regulations ........................... 86

6.6 Invoicing .................................................................................................................. 86

APPENDIX 1: Management boundaries between ProRail and Keyrail .......................................... 88

APPENDIX 2: List of terms ...........................................................................................................89

APPENDIX 3: Consultation report ................................................................................................ 95

APPENDIX 5: General regulations on the settlement of complaints and disputes ...................... 109

APPENDIX 6: Operational conditions, Procedure for using rented tracks unjustly, operational

chain management rules, internal rules ..................................................................................... 111

APPENDIX 7: Agreements between ProRail and Keyrail concerning the Zevenaar – Zevenaar

border route section .................................................................................................................. 122

APPENDIX 8: Standard overviews for train service handling ..................................................... 124

APPENDIX 9: Specification of reports ........................................................................................ 125

APPENDIX 10: Railway undertakings providing information about the composition of the

shunting sections on the port railway yards and Kijfhoek.......................................................... 128

APPENDIX 11: Congested infrastructure.................................................................................... 129


APPENDIX 12: Electrified route sections; overhead contact line voltage ................................... 130

APPENDIX 13: Moveable railway bridges in the Betuwe Line area ............................................. 131

APPENDIX 14: Public loading and unloading sites..................................................................... 132

APPENDIX 15: Refuelling systems in the Betuwe Line area ....................................................... 133

APPENDIX 16: Drafting norms for timetables and railway yards................................................ 134

APPENDIX 17: Timetable design application form ..................................................................... 136

APPENDIX 18: Overview of Keyrail’s railway yard tracks ........................................................... 137

APPENDIX 19: Purchase and supply of traction electricity and conditions for the “Access to the

overhead contact line” service ................................................................................................... 138

APPENDIX 20: General Terms & Conditions of the Access Agreement for using the Betuwe Line

2016 140

APPENDIX 21: Model Access Agreement 2016 .......................................................................... 141

APPENDIX 22: Local operating rules for the Betuwe Line .......................................................... 142

APPENDIX 23: Work performed on the third track between Emmerich and Oberhausen in 2016

154


General information

1.1 Introduction

Upon considering that:

1. By virtue of a Management Concession received on 31 December 2004, ProRail has been

responsible for managing the main railways including the railway infrastructure in the

Netherlands as of 1 January 2005.

2. Within the context of the Management Concession, ProRail sees to the quality, reliability and

availability of the infrastructure, to allocation of the capacity and also to traffic arrangement

on the infrastructure, as referred to in the Railways Act, Article 16 and also in the

Management Concession.

3. The Minister of Infrastructure and the Environment has announced his intentions to grant

ProRail a concession for the management of the main railway infrastructure as from 1 January

2015, following the Management Concession dd. 31 December 2004 that is due to expire on 1

January 2015.

4. ProRail is also managing other railways as well as railway infrastructural facilities.

5. ProRail, the Ports of Amsterdam and Rotterdam and the Minister of Infrastructure and the

Environment have agreed to utilise the Betuwe Line in a particularised manner within the

framework of the Management Concession that has been granted to the Network Manager.

6. ProRail and Keyrail have entered into an agreement which also lays down that Keyrail will

manage the Betuwe Line, which is the Kijfhoek-Zevenaar railway and Havenspoorlijn, within

the frameworks of the Management Concession granted to ProRail, whereby Keyrail has

accepted the obligation to act as if it were the holder of that part of the Management

Concession.

7. In 2013 ProRail and Keyrail signed an agreement according to which Keyrail, on behalf of

ProRail, is authorised to e.g. sign the Access Agreement for using the Betuwe Line. This

authorisation is published on the websites of Keyrail and ProRail (www.keyrail.nl and

www.prorail.nl ) and it is an integral part of this Access Agreement.

8. Keyrail also manages the capacity allocation process on the Zevenaar - Zevenaar border

section in both directions. In the name of Keyrail, the task of guiding traffic across the

infrastructure as referred to in Article 16, Paragraph 1c, of the Railways Act 2003, will be

performed directly and under the responsibility of ProRail on the Kijfhoek site on the main

railway infrastructure managed by Keyrail. Activities will be performed within the frameworks

of the laws and regulations, the prevailing Network Statement Betuwe Line and the Access

Agreement for using the Betuwe Line with the work processes based thereupon, Keyrail’s

safety management system and the handbooks and procedures and Traffic Control and Train

Timetable Control of ProRail.


9. The agreements referred to under preambles 5, 6 and 7 as well as the power of attorney are

due to expire on 31 December 2014 which means that as of 1 January 2015 Keyrail will no

longer operate the Betuwe Line.

10. Given the expiring utilisation of the Betuwe Line as of 1 January 2015, Keyrail’s activities

concerning the management of the Betuwe Line shall be transferred to ProRail in the course

of the year 2015.

11. The transfer referred to under 10 may not interfere with the services of the Railway

Undertakings that wish to use the Betuwe Line in the course of the timetable year 2015. The

Railway Undertakings shall continue to use the Betuwe Line undisrupted in the year 2015;

12. As from 1 January, services which Keyrail offers the titleholders are to be rendered on the

basis of the capacity allocation documents, access agreements, leases, capacity agreements,

the Network Statement 2015 Betuwe Line and this Network Statement 2016 Betuwe Line;

Keyrail B.V.1 (hereafter referred to as Keyrail) has drawn up and published this Network Statement

2016 Betuwe Line. The Network Statement Combined Network is published by ProRail. Together

these two parts present the Network Statement as referred to in Article 58 of the Railways Act.

Keyrail has been responsible for consultation and also for editing the Network Statement 2016

Betuwe Line.

In order to safely manage the infrastructure, ProRail uses a safety management system as

referred to in Directive 2004/49/EG, Article 9. Keyrail’s safety management system is part of this

system and s audited by ProRail annually. The Living Environment and Transport Inspectorate has

issued an acknowledgement for the ProRail security management system valid until 16 June 2019.

Keyrail handles information with confidentiality using it exclusively for the purpose for which it

was requested and provided. Keyrail does not share with third parties commercial details and

information about clients, staff and third parties without their permission, unless Keyrail is legally

obliged to do so. In situations in which the actions of ProRail will not have the same effect on all

titleholders, Keyrail shall at all times apply principles of non-discrimination, transparency and

accountability.

The Network Statement 2016 Betuwe Line is based on current legislation and – unless explicitly

stated otherwise– it will not run ahead of legislation that is still in the making. Wherever this

document refers to the “Network Statement”, the Betuwe Line is meant exclusively.

In 2016 this Network Statement can be structured by means of additions and be update in

accordance with legislation.

1 Keyrail B.V., listed in the trade register of the Chamber of Commerce for Rotterdam, under number 24 396 737.


1.1.1 Geography

The Betuwe Line is the rail freight connection running from the Port of Rotterdam to the German

border. Three partial lines exist:

- Havenspoorlijn (Maasvlakte 2 – Kijfhoek railway),

- The A15 line (Kijfhoek – Zevenaar railway),

- The Zevenaar – Zevenaar border line.

In Zevenaar, the Betuwe Line joins the Arnhem-Oberhausen line.

The Betuwe Line comes with a number of railway yards:

- Maasvlakte Oost,

- Maasvlakte West2,

- Europoort,

- Botlek,

- Pernis,

- Waalhaven Zuid,

- Waalhaven Oost,

- Kijfhoek,

- IJsselmonde,

- The Valburg Central Exchange Centre (in Dutch: Centraal Uitwisselpunt Valburg or CUP).

At several locations the Betuwe Line is connected to the Combined Network:

• near Kijfhoek and IJsselmonde in the direction of Rotterdam and Dordrecht,

• near Meteren/Geldermalsen on the Amsterdam-Utrecht-Den Bosch line,

• near Elst on the Arnhem-Nijmegen line.

For the exact borders see Appendix 1.

In addition, the Betuwe Line grants access to siding tracks and trunk lines, and through these

trunk lines to terminals. The terminals are outside Keyrail’s operating area. The siding tracks and

trunk lines are part of the main railway infrastructure which has been described in Article 2 of the

Railways Act 2003. The terminals as well as the rail connections are outside Keyrail’s operating

area.

1.1.2 Keyrail’s scope

Keyrail’s scope includes:

• Capacity management of the Havenspoorlijn and A15 line and all adjacent railway yards,

including Rotterdam Feijenoord and Rotterdam IJsselmonde.

2 Maasvlakte West includes Maasvlakte West-West


• Maintenance (and modernisation3) of the Havenspoorlijn and A15 line as well as all the

adjacent railway yards with the exception of Kijfhoek.

• Carry out contingency management for the Betuwe Line.

• Keyrail offers the Railway Undertakings a safe Betuwe Line infrastructure.

• Provide other services and products in accordance with Directive 2012/34/EU.

• Proceed in accordance with the Access Agreement General Conditions4 in case of damage.

• Provide through paths on the Betuwe Line – Germany v.v. via the Zevenaar-Zevenaar border,

• Carry out traffic control on the Zevenaar – Zevenaar border section (see also 1.1.3).

1.1.3 Agreements between ProRail and Keyrail on the Zevenaar-Zevenaar Border section

Keyrail provides ‘through train paths’ between Rotterdam and Germany via the Zevenaar –

Zevenaar border section. The section concerned is part of the combined network. For this part

ProRail has the final responsibility for capacity allocation, traffic control and maintenance.

For this conversion section, ProRail and Keyrail have made the following agreements:

• ProRail and Keyrail tune the allocation of train paths that run via Arnhem and the paths

running via the Betuwe Line, based on the available capacity, in order to meet clients’

requests optimally and in a non-discriminatory manner, in accordance with the prevailing

rules.

• Keyrail handles requests in the ad hoc phase for paths that run via the Betuwe Line.

Appendix 7 includes a summary of the agreements that exist between ProRail and Keyrail.

1.2 Purpose

The Network Statement provides railway undertakings and other titleholders with the

information they need to access and use the Betuwe Line. This information involves railway

infrastructure, capacity allocation procedures, products and services offered by Keyrail as well as

user charges.

1.3 Legal framework

The Network Statement 2016 is a network statement as referred to in Article 58 of the Railways

Act, and also in Article 3 of Directive 2012/34/EU 5.

3 ProRail is responsible for (activities concerning) replacement and expansion investments in the Keyrail area. Keyrail is responsible for

the capacity allocation process relating to these activities. 4 See Appendix 20

5 Directive 2012/34/EU of the European Parliament and Council dd. 26 February 2001 concerning the designation of the railway-

infrastructure capacity and the lifting of rights for using railway infrastructure as well as the safety certificate.


1.4 Legal status

1.4.1 General comments

The Network Statement is based on the regulations officially announced on 1 November 2013 and

the entry into force of which was also officially announced prior to or on that date. The Network

Statement 2016– unless expressly stipulated– does not run ahead of legislation that is still in the

making.

Should (some of) the rules and regulations change during the term of the Network Statement,

then Keyrail will inform the titleholders about the commencing date. In addition, Keyrail will

operationalise the transition rules that are included in these rules and regulations.

1.4.2 Liability

Keyrail has carefully prepared this Network Statement. Keyrail shall not be held liable for any loss

or damage ensuing from apparent mistakes or printing errors in this Network Statement. In the

event of any discrepancy between the Dutch and the other versions of this Network Statement,

the Dutch version shall prevail at all times.

1.4.3 Complaints, disputes and conflict settlement

Keyrail handles capacity allocation disputes for the annual timetable on the basis of the Capacity

Allocation Disputes Settlement (section 4.3.2.5). Keyrail handles complaints and disputes

regarding other subjects (including complaints about the Network Statement 2011) according to

the Keyrail General Complaints and Disputes Settlement (appendix 5). Applying these complaints

and disputes settlements does not interfere with parties’ right, within an Access Agreement of

Framework Agreement, to request the ACM in writing to investigate whether Keyrail has treated

them unfairly, has discriminated them or has put them at a disadvantage otherwise6. The ACM

also handles complaints concerning the capacity allocation process and outcome. More

information about the ACM is available on www.acm.nl.

1.5 Structure of the Network Statement

Keyrail observes the agreements made by the infrastructure managers united in the Railnet

Europe (RNE) for uniform chapters of the Network Statement. The intrinsic basic principle for this

RNE pattern is Appendix 1 of 2012/34/EU.

1.6 Validity and changes

1.6.1 Period of validity

The Network Statement 2016 applies to the following:

1. Accessing and using the Betuwe Line infrastructure in the year 2016,

2. Handling capacity applications for the year 2016 (timetable and ad hoc).

6 Article 71 paragraphs 1 and 2 of the Railways Act


The timetable year 2016 is from Sunday 13 December 2015 to Saturday 10 December 2016, as laid

down by RNE in accordance with Directive 2012/34/EU.

The details in this Network Statement concerning the period after 10 December 2016 are

indicative.

1.6.2 Additions and amendments

Keyrail publishes change sheets if circumstances have presented themselves that will interfere

with the business operations of the railway undertakings. Also changes of (intrinsic or references

to) public law regulations might lead to having a change sheet. Prior to publication, Keyrail shares

all change sheets with the titleholders for. For these interim addition Keyrail applies a response

time of four weeks.

1.6.3 Differences with the previous edition

The ‘Version Management’ tables (pages 2 and beyond) provide a list of the differences between

the current version and the previous version of the Network Statement.

1.7 Publishing

The Network Statement 2016 Betuwe Line and the supplements that followed are available on

the Internet 7. The Network Statement shown is updated with the Supplements available so far

(Dutch and English). Keyrail provides titleholders with the (digital version of the) Network

Statement and the Supplements free of charge. To receive your copy you may send an email to

[email protected].

1.8 Contact address for further information

Keyrail is pleased to provide railway undertakings and other titleholders with further details about

the subjects covered in the Network Statement. To this purpose you may contact:

Keyrail BV,

PO Box 108, 3330 AC Zwijndrecht

Visiting address: Develsingel 11, 3333 LD Zwijndrecht

Telephone: + 31 (0) 88 233 3133

Email: [email protected]

www.keyrail.nl

1.9 Freight corridors

As far as the freight corridors are involved, Keyrail joins hands with other infrastructure managers

to set up a European freight transportation network. The table below (1.1) represents the sections

that are part of the Dutch railway network and which are part of the freight corridors referred to in

the (EU) Decree No. 913/2010 dated 22 September 2010 concerning the European railway network

for competing freight transport. Part of the capacity allocation process is also handled by these

corridors and no longer by Keyrail. The table below (1.1.) includes those sections that are part of

7 To be consulted on Keyrail’s website (www.keyrail.nl > capacity allocation > network statement)


the Dutch railway network and which are also part of the international freight corridors shown in

the same table.

Table 1.1. International freight corridors with track sections in the Netherlands

Corridor no. Section in the

Netherlands

Main section of the freight corridor

RFC 1 (operational as

from November

2013)

Maasvlakte – Kijfhoek –

Zevenaar (border) /

Amsterdam Westhaven &

Aziëhaven - Zevenaar

(border)

Zeebrugge - Antwerp / Rotterdam /

Amsterdam- Duisburg – Ba\sel - Milan -

Genua


from November 2013)

Maasvlakte - Kijfhoek -

Roosendaal (border)

Rotterdam - Antwerp - Luxemburg -

Metz - Dijon - Lyon / Basel


from November 2015)

Maasvlakte - Kijfhoek -

Zevenaar (border) /

Amsterdam Westhaven &

Aziëhaven - Zevenaar

(border)*

Bremerhaven / Rotterdam / Antwerp -

Aken / Berlin – Warsaw - Terespol -

Kaunas

* In 2015 prearranged paths are not yet offered in RFC

From the corridor organisations Keyrail, in close cooperation with RNE as preferred supplier of

working methods and strategies, has designed the intended measures.

The information required has been published in the Corridor Information Document by all corridor

organisations.

The contact details of the corridor organisation are:

Company EEIG Corridor Rhine – Alpine EWIV

Visiting

address:

Hahnstraße 49

60528 Frankfurt am Main

Germany

Telephone +49 69 265 4544 1


Internet: www.corridor1.eu


Company North Sea – Mediterranean Corridor

Visiting address:

9, place de la Gare L-1616 Luxembourg

Luxemburg


Internet: www.rfc2.eu

Company North Sea – Baltic Corridor

Visiting

address:

74 Targowa Street

03-734 Warszawa

Poland

Telephone +48 22 47 32 329


Internet: www.rfc8.eu

1.10 Cooperation with other railway infrastructure managers

Keyrail joins hands with the managers of the adjacent railway infrastructure. This cooperation also

involves:

• Capacity allocation: to be able to offer through train paths for international (or management

cross-border) traffic in the event of international applications.

• Tuning of the planned maintenance and management activities for instance that interfere

with traffic to and from other control areas.

• Traffic control: agreements on the control of and intervention with (management) cross-

border train traffic.

• Due to the expected and drastic discontinuations on German territory between Emmerich and

Oberhausen, the infrastructure managers are working closely together. In case of a situation

whereby innovations are necessary in order to facilitate train traffic, this Network Statement

might be adjusted in deliberation with ProRail and DB Netze.

RailNetEurope (RNE)

www.rne.eu.

1.10.1 One Stop Shop

The RNE members have set up One Stop Shops that operate like a network of client contact

points. In order to apply for an international train path, a railway company only needs to contact

one of these One Stop Shops, which will initiate and guide the entire international tuning process.

The One Stop Shop Keyrail is in close deliberation with the network managers involved

responsible for the following:

• Provide information on access to the infrastructure of the own control area.


• Provide information on products and services.

• Coordinate and handle capacity applications for each international train path.

• Handle capacity applications for national transport.

• Ensure the applications for the following timetable period are properly introduced in the

annual timetable process.

• Make proposals for train paths about the entire international trace, coordination thereof

mainly through the RNE application ‘Path Coordination System’.

A list with the contact details of the One Stop Shops is available on (www.rne.eu).

Keyrail’s One Stop Shop can be addressed as follows:

Headquarters in Kijfhoek (1st floor)

Postal address: O Box 108, 3330 AC Zwijndrecht

Visiting address: Develsingel 11, 3333 LD Zwijndrecht

Telephone: +31 (0)88 233 3133

Fax: +31 (0) 88 233 3150


1.10.2 The RNE services and systems

The website www.rne.eu provides information on the following RNE systems:

1.11 List of terms

Appendix 2 includes a list of explanations of specific terms mentioned in this Network Statement.

On www.rne.eu you will find an extensive list of terms relating to the Network Statement.

PCS (previously known as Pathfinder) is a system used for

requesting and fine-tuning the international timetables.

Path Coordination

System (PCS)

CIS (previously known as EICIS) is a system for providing

information on user charges.

Charging Information

System (CIS)

Train Information

System (TIS)

TIS (previously known as Europtirails) is a system used for

gaining insight into the current implementation of the

timetables of international trains.


2 Access requirements

2.1 Introduction

The Railways Act is the legal framework for titleholders’ access to the main railways and for the

allocation and reservation of capacity.

2.2 Access requirements ‘Railway undertaking’ is taken to mean each private or public undertaking as referred to in

Directive 95/18/EC and which uses or intends to use the railway and therefore has traction.

In the Netherlands, the term railway undertaking also extends to undertakings that provide

traction only; Dutch law in this respect allows for a broader interpretation than European law 8.

2.2.1 Requirements for capacity applicants

The following categories of (legal) entities may apply for capacity with Keyrail. They are entitled

to conclude an access agreement or a framework agreement with Keyrail 9:

• Railway undertakings,

• undertakings that have applied for an operating licence10,

• each natural person or legal entity that can demonstrate to Keyrail that is has a commercial

interest in the acquisition of capacity for freight traffic services.

Keyrail shall handle applications which are submitted by One Stop Shops that are affiliated with

the RNE. The hauler interpreting the distributed capacity in this manner must be holding an

Access Agreement. Titleholders who are not railway undertakings may only enter into a capacity

agreement. The latter exclusively involves the reservation of capacity, yeti t does not give the

right to access or use the main railway infrastructure.

2.2.2 Requirements pertaining to track traffic participants

Pursuant to the Railways Act, access to the main railways and participation in railway traffic is

reserved for railway undertakings which:

• hold a valid operating licence or equivalent document 11,

• hold a valid safety certificate or a test certificate 12,

• are insured against risks related to the statutory liability 13,

8 Article 1 paragraph f of the Railways Act

9Article 57 of the Railways Act, combined with article 2 of the Railway Capacity Allocation Decree.

10 See Article 28 of the Railways Act

11 Article 27 paragraph 2 under a of the Railways Act. Operating licenses for companies located in the Netherlands are issued by the

Transport, Public Works and Water Management Inspectorate. 12

Article 27 paragraph 2 under b of the Railways Act. Operating licenses for companies located in the Netherlands are issued by the

Transport, Public Works and Water Management Inspectorate. 13

article 55 of the Railways Act. A railway company using the main railway must be insured against the financial risks relating to the

statutory liability. See also articles 7 and 8 (paragraph 3) of the Operating License Decree and the safety certificate for main railways.


• have concluded an access agreement with the manager and/or operator for the actual

participation in traffic.

2.3 Agreements and general conditions

In civil law terms, the Network Statement is the Keyrail’s offer to titleholders for access to and use

of the railways managed by Keyrail and the accompanying services offered by Keyrail. On grounds

of statutory non-discriminatory regulations14, not all parts of this offer are open to individual

negotiation. Keyrail has four types of agreements: framework agreements, access agreements,

leases and capacity agreements.

2.3.1 Framework agreements

Framework agreements are concluded between titleholders and Keyrail. In these agreements,

parties lay down the capacity agreements for more than one timetable. Framework agreements

may also include agreements pertaining to the infrastructure. Framework agreements must meet

the terms and conditions referred to in Article 60 of the Railways Act.

In preparing a framework agreement, Keyrail will consider titleholders’ suggestions concerning

the framework agreement and related mutual rights and obligations. In particular, the capacities

agreed upon may not interfere with any other expected capacity requests.

Framework agreements must contain suitable facilities in order to change the agreement if such is

necessary for using the capacity efficiently. When allocating capacity, the capacity allocation rule

based on statutory provisions will have priority over rules stated in a framework agreement.

2.3.2 Access agreements

In preparing the following section concerning the access agreements for using the Betuwe Line,

ProRail acted as if the intended prolongation of the Agreement between the State, ProRail,

Havenbedrijf Rotterdam NV and Haven Amsterdam NV regarding the agreements about the

Betuwe Line and the Cooperation Agreement for Managing the Betuwe Line which Keyrail and

ProRail entered into, existed already. With regard to the access agreements for the Betuwe Line,

the reservation referred to under section 1.1. will also apply as of 1 January 2016.

Access Agreements are entered into by titleholders and Keyrail. These agreements must meet the

terms and conditions stated in Article 59 of the Railways Act. Access agreements for using the

Betuwe Line, insofar they involve the period up to and including 31 December 2014, will be

concluded by Keyrail on behalf of ProRail. By virtue of a proxy which ProRail issued on 1

September 2013, Keyrail may exert ProRail’s authorities as holder of a concession as described in

that proxy. The text of the proxy concerned is available on ProRail’s website, www.prorail.nl.

14

Article 59 of the Railways Act.


Access Agreement include stipulations regarding the functionality and quality of the main railway

infrastructure offered by Keyrail, the capacity and user charges. In addition, the Access

Agreement might include agreements about the services and/or products referred to in chapters 5

and 6 including related performance agreements and user charges as well as the application of the

operational conditions (see section 2.4). The model text of an Access Agreement (appendix 21)

and the related General Conditions (appendix 20) are included in this Network Statement.

In the Access Agreements, Keyrail seeks to agree on the General Terms and Conditions, which

describe the administrative, technical and financial regulations that apply to using the railway

infrastructure managed by Keyrail and the service offered accordingly. The Access Agreement

and the General Terms and Conditions are prepared as such to meet the European General Terms

and Conditions as agreed upon by CIT, CER and RNE. The European General Terms and

Conditions are available through the following link:

http://www.cit-rail.org/en/use-of-infrastructure/?id=129

2.3.3 Leases Titleholders may hire railway yard tracks from Keyrail. If a titleholder, as described in section

2.2.1.wishes to enter into a long-term lease (e.g. in case a titleholder wishes to make investments

or provide facilities) if possible Keyrail will make separate agreements with the party in question.

2.3.4 Capacity agreements An agreement between Keyrail and a titleholder not being a railway company and which by virtue

of Article 57 of the Railways Act, paragraph 2c, is entitled to further arrange contact for reserving

capacity and the services included, is referred to as a capacity agreement. The latter concerns

exclusively the distribution and reservation of capacity, however it does not entitle the parties

involved to access or use the railway infrastructure.

2.4 Operational conditions

The statutory rules for safe and unhindered use of the main railways are laid down in the Rail

Traffic Decree and associated regulations.

In addition to the statutory rules, on the interface of the industrial processes of the railway

undertaking and infrastructure manager, operational conditions are required.

With a few exceptions, the operational conditions are identical to the prevailing operational

conditions as described in Appendix 6 of the Network Statement Combined Network.

Keyrail has detailed some of these operational conditions in line with the Betuwe Line. These

conditions involve the departure procedure, intervention of the train service, ensuring detection

and the environmental aspects. These are described in Appendix 6 of this Network Statement.

Keyrail seeks to lay down the application of these operational conditions in the Access

Agreement.


ProRail uses Dutch as its official language (as referred to in TSI Exploitatie en Verkeersleiding15).

2.5 Exceptional transports

Trains, vehicles and loads that do not comply with the statutory requirements or the requirements

agreed upon with Keyrail for the Minimum Access Package can in some cases, insofar the law

permits, and without prejudice to any statutory obligations concerning exemptions, still be used

under the conditions of a Regulation for Exceptional Transport. See section 1.2 of Appendix 6

(Operational Conditions). Exceptional transports are no part of the Minimum Access Package.

Private passenger transportation on the A15 section is not laid down in the access agreement and

capacity allocation. Private passenger transport on Havenspoorlijn may be exclusively agreed

upon in the access agreement and capacity allocation provided the railway undertaking submits a

Risk Analysis & Evaluation one month prior to the execution date which Keyrail has approved of as

well as a logbook that has been accepted by Keyrail’s QSE. If the railway undertaking requests an

incorrect timetable, Keyrail (including Kijfhoek Traffic Control Post) may prohibit private

passenger transportation.

2.6 Hazardous substances

The carriage of dangerous goods by rail is governed by the Carriage of Dangerous Goods Act, the

Decree on the Carriage of Dangerous Goods and the Regulations for the Transport by Rail or

Dangerous goods, by force of which the RID16 has also been adopted in the Dutch legislation.

Keyrail applies the following basic principles for observing the aforementioned legislation:

WVGS

Article 47: the duty to report incidents or accidents as described in this article is the responsibility

of the railway undertaking in question.

VSG

Margin number 1.9.5.1 NE (Leave railway carriages ( ‘parking scheme’)): observing the stipulations

stated in this margin number is the responsibility of the railway undertaking under whose

supervision the wagons concerned have been placed taking Article 1o, paragraph 6 of the General

Terms and Conditions of Keyrail and ProRail into consideration.

Margin number 1.9.5.2 NE (Notification, monitor and handle class 1 freight transport):

• paragraph 2.c: to this purpose the railway undertaking provides the wagon list in accordance

with the Operational Conditions,

• paragraph 4.a: the railway undertaking in question is responsible for making sure the wagons

concerned are not humped or disposed of.

15

Decree 2011/314/EU, PbEU L144 16 Regulations concerning the international railway transport of dangerous goods (RID), Annex C to the Convention concerning the

international carriage by rail (COTIF)


Margin number 1.9.5.4 NE (Notification, monitor and handle the transportation of UN1017

chlorine)

• paragraph 1.e: to this purpose the railway undertaking reports matters explicitly in the

timetable request;

• paragraph 1.j: the railway undertaking in question is responsible for making sure the wagons

concerned are not humped or disposed of.

RID

• Margin number 1.4.2.2.5 & 1.4.3.6.b. (information on train composition):

• Free lane: the railway undertaking, prior to a train’s departure, must notify Keyrail about the

train composition, including the presence of any hazardous substances on board that train.

The information supply method is described in Appendix 6, Operational Conditions, section

4.2.

• Margin number 1.4.3.6.a. & 1.11 (internal contingency plan for shunting yards):

• Keyrail prepares a generic business emergency plan and specific business emergency plans for

each railway yard. Subsequent to adoption, these plans are offered to the railway

undertakings at the website www.keyrail.nl.

• .Margin number 1.8.5.1 (reporting a serious accident or incident): The duty to report as

described in this article is the responsibility of the railway undertaking in question.

• Margin number 1.10.3.2.1 (determine the safety plan): Keyrail is the initiator in the

development of the contingency plans for railway yards and in the realisation process it makes

sure to verify whether any significant changes have presented themselves among the parties

who are part of the railway yard. Keyrail is willing to help prepare the contingency plans

intended, however it believes that the railway undertakings should initiate matters and take

responsibility.

Using and stabling wagons with hazardous substances is only permitted on the railway yards

designed for this purpose (see section 3.4.3), under the terms and conditions of the environmental

permit issued for that railway yard and provided Keyrail receives up-to-date information on the

location of these hazardous substances.

By virtue of sections 1.4.2.2.5 to 1.4.3.6.b of the RID, the railway undertaking is to make sure

Keyrail, while carrying shipments containing hazardous substances (also while staying on a

railway yard during transportation) can have access promptly and without any obstacles to the

cargo data of those wagons, as well as information about the location of those wagons and the

location of these wagons with respect to other wagons of the railway undertaking in the train.

In the Access Agreement, Keyrail seeks to lay down whether the railway undertaking’s operational

activities include the transportation of hazardous substances. And if so, the Access Agreement


should include agreements on the manner in which details are to be provided about that

transportation (see Appendix 6, section 4.4 of the Operational Conditions in Appendix 6 of

ProRail’s Network Statement Combined Network).

2.7 Rail vehicles requirements

Admission permit

Deployment of a vehicle on a main railway requires an admission permit. If a railway vehicle has

already been admitted into another state an additional admission permit will be required. The

(additional) admission permit is issued by the Minister of Infrastructure and the Environment.

ProRail decides on the extent to which conformity with the main railways infrastructure has been

included in the technical file of the request for the (additional) admission permit and advises ILT in

this regard. Based on this advice the minister may issue the permit. The law prescribes which

studies are to be performed and which conditions railway vehicles must meet in order to qualify

for the (additional) permit.17

The railway vehicles to be used must be registered in the Dutch vehicle register and/or in the

vehicle register of another state.18

Use and maintenance of railway vehicles

For the use permit only the applicable requirements concerning the nominal working condition of

a vehicle will be assessed. When a vehicle is used by a railway undertaking, the latter is to ensure

that this vehicle is used and maintained in accordance with the essential requirements.

Responsibility of railway vehicles

The railway undertaking that has deployed a railway vehicle remains responsible for that vehicle

towards Keyrail subsequent to the arrival of the vehicle. This responsibility only lapses once

another railway undertaking has carried or relocated that vehicle, or has notified Keyrail that it will

take over the responsibility for that vehicle. Keyrail shall not accept takeover based on the

notification of the acquirer. In such case Keyrail may request the railway undertaking to confirm

takeover. In dispute between both railway undertakings, the first-mentioned railway undertaking

shall remain responsible at all times.

Tyre quality

Keyrail attaches great value to handling tyre irregularities. Tyre irregularities can, due to increased

wear, lead to material breaking and other damage to vehicles and infrastructure, creating unsafe

situations. Systems such as Quo Vadis and GOTCHA enable Keyrail to signal railway vehicles with

tyre irregularities. Keyrail informs the railway undertakings involved about the matter. Also,

17

Article 36 of the Railways Act 18

Article 37 of the Railways Act


Keyrail may give instructions19 to the driver of the train concerned. The driver is obliged to follow

these instructions. Keyrail can take measures to minimise any negative effects.

2.8 Requirements pertaining to the operational management and staff

The railway undertaking makes sure staff deployed or working under its responsibility as

described in the Railways Act have been sufficiently instructed about the safety aspects and the

proper execution of the operational processes.

The railway undertaking makes sure that the (auxiliary) staff working under its responsibility are

operating in accordance with the stipulations of the Access Agreement. If the persons involved

carry out work on behalf of the railway infrastructure, they must do so on behalf of the railway

undertaking. On request the persons involved will prove that they have received instructions to

proceed.

The access agreement may contain regulations pertaining to the direct exchange of information

between Keyrail/ProRail and (auxiliary) persons who have been engaged by the railway

undertaking. Keyrail, in association with ProRail, wants to reach agreements with the railway

undertakings about the following subjects based on the application of the operational conditions:

• Identifying trains using train numbers (section 1.3 of the Operational Conditions in appendix of

ProRail’s Network Statement Combined Network).

• Use of areas that are not operated from a central position (section 2.2 of the Operational

Conditions in appendix of ProRail’s Network Statement Combined Network).

Procedures to be followed in communicating security messages and the forms to be used in

doing so (section 2.3 of the Operational Conditions in appendix 6 of ProRail’s Network

Statement Combined Network).

• The preparation for and handling of calamities and train incidents (section 4.1 of the

Operational Conditions in appendix 6 of ProRail’s Network Statement Combined Network).

• Operation of infra-elements (section 5.1 of appendix 6 of the Operational Conditions in

appendix 6 of ProRail’s Network Statement Combined Network).

Keyrail will address the railway undertakings if operational processes that are carried out under

their responsibilities are insufficiently managed and if as a result efficient use of the infrastructure

is frustrated and/or in case ProRail, other traffic or the environment suffers from this.

The railway undertaking must inform the persons involved about the compulsory instructions

which Keyrail might give by virtue of the legal authorities. In addition, the railway undertaking

must instruct the persons involved about the aspects related to several operational aspects

referred to in this Network Statement (e.g. see appendix 6, Operational Conditions of ProRail’s

Network Statement Combined Network) and Keyrail’s Internal Rules on www.keyrail.nl.

19

Article 23 paragraph 1 of the Rail Traffic Decree, article 15 paragraph 1 of the General Terms and Conditions


2.9 Provision of information requirements

The railway undertaking continuously provides Keyrail with the information required about the

use of the infrastructure. Keyrail shall only request information from haulers which Keyrail cannot

yet) access. Wherever current legislation prescribes, haulers shall be obliged to provide the

information requested. This information includes:

• information which the railway undertaking includes in the capacity applications (see

application information in chapter 4);

• information which the railway undertaking provides immediately prior to the actual use of the

infrastructure;

• information about the realised use, traffic and transport within a period which the railway

undertaking delivers after that period (statistical information; appendix 9);

• information about the activities of the railway undertaking within specific infrastructure

sections in the sense of the Environmental Management Act, which the licence holder must

report;

• ECTS loggings for disruption analysis,

• Relevant details of the railway undertaking exclusively intended for emergency investigation to improve product quality and/or increase safety.

These details involve e.g. Automatic Drive Registration, Juridical Recording Unit (JRU) of the

locomotive and/or data analysis performed by the railway undertaking. Keyrail may want to

access these details.

Keyrail and the railway undertaking make further agreements about the modalities of all

information transfers, both within the framework of the legal obligations and that of the Access

Agreement. Parties can determine that a railway undertaking provides information that serves

several purposes only once.

2.10 Information on freight wagons on railway yards

KNV, railway undertakings whose job is to carry goods, Keyrail and ProRail have taken initiative to

launch a project for providing information about the existence of freight wagons and their cargo

on railway yards and make these available to the auxiliary services. Both the infrastructural

managers and auxiliary services will observe confidentiality in treating these company details. In

order to support this initiative, a joint Memorandum of Understanding (MoU) has been signed on

the basis of which ProRail and Keyrail have invested in system development, while railway

undertakings have invested in adjusting their business systems and training of staff.

System implementation and the working methods were tackled in 2014. Observance of the

agreements and system completion are required by virtue of the Dangerous Goods Act, but only

for specified goods/substances. Given the ambition to provide a closing set of details parties have

agreed that it is highly desirable that for all railway undertakings that carry goods, ProRail and

Keyrail will invest efforts to complete the system at all times. One should realise that if one of the


parties fails to complete the system, this might have direct consequences for the reliability of all

information. Participation for the non-harmful substances part is not noncommittal after singing

the Memorandum. Other parties that did not sign this Memorandum shall be notified through this

network statement and invited to make the same efforts. Whereby KNV, ProRail and Keyrail strive

to have all parties participate for 100% to use the system efficiently and keep information up-to-

date. Also developments will be used in the same cooperation to further develop this system and

make it easier to use it.

2.11 Costs for failing to (sufficiently) observe the agreements and conditions

stated in the previous sections

Keyrail reserves the right to recover and/or pass on the demonstrable (higher) costs which Keyrail

has incurred due to the railway undertaking’s incidental or structural failure to meet the conditions

and agreements (see chapter 2) to the railway undertaking that has caused these costs.

Should Keyrail fail to properly perform its tasks/responsibilities, Keyrail shall pay the costs

incurred by the railway undertaking.

2.12 Operational chain coordination rules

The operational chain coordination rules are part of the access agreement for using the Betuwe

Line and also they are part of the operational conditions for the Betuwe Line (see appendix 6 of

this network statement .

During negotiations on the access agreement for using the Betuwe Line, the process agreement

was made these rules would be tested and evaluated during the model week in February 2015.

After evaluation during the Managers’ Meeting on Goods in March 2015 these will be

implemented after approval no later than on 20 April 2015. The new operational chain

coordination rules will have officially been agreed upon.


3 The Railway Infrastructure

3.1 Introduction

This chapter contains a description of the functional and technical characteristics of the railway

infrastructure managed by Keyrail. The description relates to the characteristics of the

infrastructure that matter in terms of interoperability and capacity allocation, including

information on user permits and environmental permits issued to Keyrail. Keyrail is responsible for

keeping the descriptions contained in the Network Statement compliant with the technical and

functional characteristics of the railway infrastructure. Keyrail shall report any changes to the

technical or functional characteristics of the infrastructure, if possible accompanied with a

Supplement to the Network Statement.

Following from the provision in article 58 (paragraphs 2a and 2d) of the Railways Act, Keyrail, via

www.keyrail.nl using the RMS Client System20, enables titleholders to become familiar with the

(details of the) infrastructure aspects of the Betuwe Line. Whenever these sources do not provide

sufficient information, titleholders may contact the Keyrail’s One Stop Shop.

3.2 Management area

3.2.1 Railways managed by Keyrail

Keyrail’s management area comprises:

• the railways indicated as main railways in the Main Railways Decree21 and of which the

management lies with Keyrail,

• the infrastructure facilities that are part of those main railways and that have been indicated

as railway infrastructure, as referred to in appendix 1, section A, of the Decree (EEC) no.

2598/7022,

• the railways within the Keyrail area governed by the 1966 Sidings Regulations 1966.

More information about the railway managed by Keyrail and also on the agreements that exist

with ProRail can be found in chapter 1 1.1.3 and also in Appendix 7.

The exact location of the management boundaries between ProRail and Keyrail has been

specified in Appendix 1.

3.2.2 Connected railways beyond Keyrail’s management

Below crossings connect the Betuwe Line to the railways in the adjacent management areas:

20

Keyrail’s Rail Management System 21

Main Railways Decree 22

Decree (EEC) no. 2598/70 of the European Commission dated 18 December 1970


• with the railway network managed by ProRail near:

o Kijfhoek and IJsselmonde on the Rotterdam-Dordrecht railway line

o Meteren/Geldermalsen on the Amsterdam-Utrecht-Den Bosch railway line

o Elst on the Arnhem-Nijmegen railway line.

• with the railway network in Germany managed by DB Netze AG, via the Zevenaar – Emmerich

border crossing (in association with ProRail, see section 1.1.3).

Rail connections are linking several industrial companies and freight transhipment companies

with the infrastructure managed by Keyrail. These rail connections are not managed by Keyrail;

information about capabilities and use conditions of these rail connections is available with the

companies that are made accessible through the rail connection.

3.2.3 Further information The Network Statement provides user information on aspects of the infrastructure that matter to

the interoperability. Railway undertakings may request detailed information on the infrastructure

of the Betuwe Line through ProRail’s RailMaps. The latter provide graphical track overview

drawings making clear the location and numbers of signals, switches and tracks on the Betuwe

Line.

3.3 Features of the rail infrastructure

The network characteristics relevant to traffic use are described according to the criteria below:

• geographical identification

• potential for use

• safety and communication systems.

3.3.1 Geographical identification

The network configuration is represented in section 1.1.1.

The nominal rail gauge across the Betuwe Line area is 1,435 mm, in accordance with EN 13848-1.

3.3.2 Potential for use

Rails’ potential for use is described using the parameters below:

• loading gauges

• axle loads and ton metre weights

• gradients

• route section speed

• train length

• power supply.

Use outside the limit values of the aforementioned parameters is permitted only under conditions

agreed upon; see section Fout! Verwijzingsbron niet gevonden..


Lauding gauge

The GC loading gauge prevails on the Betuwe Line, with the exception of the Zevenaar east–

Zevenaar border section, where G2 is applicable. The special loading gauge that may qualify for a

simplified procedure for out-of-gauge transport is also available with Keyrail. Vehicles used at an

international level23 must also comply with the vehicle gauge requirements of the adjacent

infrastructure area.

Axle loads and ton metre weights

Loading class D4 is permitted for the infrastructure managed by Keyrail, at the maximum speed

that applies locally. Driving railway vehicles with such loads exceeding loading class D4 is only

permitted as Exceptional Transports.

Gradients

The gradient of holding sidings does not exceed 1:1000. The gradient of other tracks as a rule does

not exceed 1:200; in case of larger gradients, the signalling is equipped to ensure that heavy trains

need not be brought to a stop on such gradients.

Speed

The route section speed is the highest speed allowed on a route section or part thereof. In RMS

Client the speed class of the section speed is indicated per route section.

Train length

The maximum train length for freight trains (including locomotive) is 750 m. Trains exceeding 750

m may only run as Exceptional Transport. The train length must at all times be tuned to the user

options that exist for the route which the train is scheduled to follow.

Power supply

The railways managed by Keyrail include facilities for diesel traction and for electrical traction via

the overhead contact line. Refuelling systems are available for diesel traction users; see section

3.8.4 and appendix 15. Keyrail is responsible for setting the roadways to the refuelling systems.

The route sections fitted out with an overhead contact line for traction power supply are shown in

appendix 12 (electrification). Consult RMS Client for more details about the overhead contact line

voltage and any restrictions of the maximum current collection per route section. Voltage and

current collection are in accordance with EN 50367.

The height of the overhead contact line compared to the top edge of the rail is +5.50 m as

standard on route sections with gauge “GC” or “G2”. A different height is possible at the location

of structural works, although the overhead contact line remains beyond the vehicle gauge locally

applicable. See Appendix 20 of this Network Statement for the contractual conditions for using

the overhead contact line.

23

Including from /to the Combined Network


3.3.3 Traffic control, security and communication systems

For the safe and controlled handling of train traffic, railways have been equipped with signalling

systems as well as security and communication systems. All route sections and tracks that are

designed for speeds >40 km/h have been provided with a signalling system that monitors the

relationship between the position of points, track occupation and signalling. Additional security

systems use train control to monitor the maximum speed and the correct signal performance.

Regulations for the use of locally controlled route sections/railway yards are part of the ‘Local

Company Rules for using the Betuwe Line’.

Signalling systems

The A15 line, which is the line section Kijfhoek (exclusive of the Kijfhoek railway yard)– Zevenaar

connection is provided with ERTMS level 2, version 2.2.2 compatible, signal repetition on the

locomotives through ETCS. On Havenspoorlijn (Maasvlakte - Barendrecht fork) ERTMS level 1

version number 2.3.0.d. The ATB area between Havenspoorlijn and the A15 line (“Kijfhoek Island”)

has been provided with the ERTMS/ETCS signal and security system level 1 version number

2.3.0.d. The system version of ERTMS/ETCS level 1 security system is equivalent to the version of

Havenspoorlijn (2.3.0.d). The existing ATB and light signals will continue to exist and ERTMS/ETCS

level 1 will be added as “overlay” thus creating a so-called Dual Signalling track section whereby

trains that are only equipped with ATB and trains that come with ERTMS/ETCS can run at the

same time.

Traffic control (systems)

Traffic control support systems are fed with train composition data insofar they are entered into

the timetable planning systems; the conditions for using these systems by railway undertakings

are subject to further agreements. Keyrail’s traffic control and back office of the emergency

organisation are open 24 hours a day. During public holidays (Easter, Whitsun, Christmas and New

Year’s Day) Traffic Control will be operational according to an exceptional public holiday scheme.

If railway undertakings wish to use more capacity during this time of year, they should contact

Traffic Control six weeks prior to commencement on [email protected]. In which case additional staff

will be seen to on the Kijfhoek Traffic Control Post.

For Kijfhoek hill service the opening hours are as follows: Mon-Fri all day, morning shift on

Saturday (07:00-15:00) and a night shift on Sunday (23:00-07:00).

For using track sections that are not equipped with a centrally operated safety system, and for

using tracks and roadways to, inside and from areas that are not centrally operated, the working

method as described in appendix 6, section 2.2 of the Operational Conditions of ProRail’s Network

Statement Combined Network, prevails.


Communication

For speech communication between driver and traffic control on the main railway infrastructure

GSM-R is used. GSM-R is also used on the relevant route sections for ETCS data communication

between train and wayside. ProRail provides GSM-R SIM cards for both speech communication

and the ETCS data communication. For more information about the Network Statement

Combined network see section 3.3.3.3.

Train influencing systems

Traction vehicles using ATB route sections must be equipped with ATB train apparatus or

compatible ETCS STM-ATB. Traction vehicles using the ERTMS line sections of the Betuwe Line

(Kijfhoek (excl) – Zevenaar (excl) and Kijfhoek (excl) – Maasvlakte) must be equipped with ETCS

(ETCS-ATB switch and vice versa during the run).

For requesting and managing communication encryption keys that are required to run on ERTMS

level 2 route sections, see appendix 6, section 5.1 of the Operational Conditions of ProRail’s

Network Statement Combined Network.

Traction vehicles used only for local shunting activities on the railway yards Maasvlakte,

Europoort, Botlek, Pernis and Waalhaven Zuid need not be equipped with ETCS, although they

must comply with supplementary security measures to be determined by ILT.

Traction vehicles used for shunting purposes via the shunting hump at Kijfhoek must be equipped

with apparatus for communication with and influencing by the installed automated hump process

control system.

Detection

As a rule, track occupation on protected tracks is detected through short circuit caused by the

metal wheels and axles of the present vehicles between current flows in isolated rails.

3.4 User restrictions

The capabilities of the railway infrastructure are restricted not only by the infrastructure’s own

features but also by external factors. On publishing this Network Statement, Keyrail has taken

account of the conditions that were known at the time. New external developments may occur

during the period of validity of this Network Statement, which might interfere with the

capabilities of the infrastructure. Keyrail will discuss the possibilities of anticipating such

developments with the railway undertakings, whereby Keyrail will invest best efforts to minimise

the consequences of external developments for the applications of the infrastructure for railway

undertaking.


At www.keyrail.nl Keyrail informs the railway undertakings of the restrictions for through train

traffic which ensue from permits or other statutory regulations of which the content is not

published at www.officielebekendmakingen.nl.

The environmental permits, insofar they include provisions concerning the use of the railway

infrastructure, are part of the Network Statement.

3.4.1 Specialised infrastructure

Passenger transport exclusions

See Appendix 4.

User permits

Some parts of the railway infrastructure can be qualified as buildings. Use of these buildings can,

under the terms of the Housing Act and the Building Decree, require a user permit. The

competent authority may attach conditions to use in the user permit. Keyrail invests efforts to

minimise any negative consequences of user permits for the railway undertakings. The permits

are available at Keyrail’s offices.

Signing the Access Agreement means that the railway undertaking accepts the obligation to

perform its operations in accordance with the conditions and regulations of the user permit.

Failing to observe these regulations implies an attributable breach towards Keyrail. The General

Terms and Conditions (Appendix 21) and the Operational Conditions (Appendix 6) include further

stipulations. The railway undertaking also accepts that Keyrail verifies compliance with these

commitments.

3.4.2 Environmental user instructions and restrictions

Environmental permits

The environmental permits issued to Keyrail, insofar they include stipulations pertaining to the

use of the railway infrastructure, are part of the Network Statement.

With the exception of the arrival, departure, stabling, locomotive exchange and continued drive,

railway undertakings using railway yards in the management area may only perform activities

insofar these are explicitly permitted by virtue of to the environmental permit. All current

environmental permits are available onwww.keyrail.nl.

Railway yards are constructions which several users 24 may use at the same time, observing the

same environmental permit. Each user is responsible for observing the permit and the related

requirements. Each user can be summoned by the competent authorities. Keyrail has taken the

coordinating task to ensure users of the construction are well informed about the obligations and

user options which the permit lays down. Signing the access agreement means the railway

24

Parties that are co-responsible for observing the permit and permit regulations (in this case: Keyrail and the railway undertakings.)


undertaking promises to meet the permit requirements. The General Conditions (Appendix 20)

and the Operational Conditions (Appendix 6) contain further stipulations.

Railway undertakings that (wish to) carry out activities on railways and railway yards that fall

under the permit obligation must:

• be familiar with the restrictions and regulations that ensue from the permit and must take

these into consideration;

• give Keyrail the opportunity to decide in advance whether the intended activities on the

railway yards meet the obligations of the Environmental Management Act and the

environmental permit.

Keyrail, by publishing the prevailing environmental permits (and related request), communicates

on its website www.keyrail.nl which regulations apply to the railway undertakings on the railway

yards on which the undertakings (wish to) operate.

Based on the conditions stated in the granted environmental permits, Keyrail will expect railway

undertakings to report the number of dangerous goods wagons per risk category for each railway

yard. Further details are provided in Appendix 9.

The restrictions and obligations of the environmental permit may also relate to:

• the handling – and stabling - of (loaded, empty and uncleaned) wagons and tank containers

with hazardous substances;

• the implementation of activities and operations that may place a noise load on the

environment;

• measures to avoid soil contamination. Stabling rail vehicles that are destined for demolition is

considered to be the ‘storage of waste materials’;

• the provision of data on activities and operations carried out on a railway yard. Information on

data provided beforehand and afterwards can be found in Appendix 9 of this Network

Statement;

• the installation and use of facilities on the railway yard.

Railway undertakings’ capacity applications must include information about the nature and the

extent of the activities for which they request capacity, insofar these activities involve aspects that

are restricted by the environmental permit concerned. If railway undertakings apply for more

capacity for one railway yard than the (requested) permit allows for that railway yard, the permit

holder25 may attach specific restricting conditions and regulations to the capacity allocation for

each applicant, as such that the total allocated capacities will dovetail with that permit.

25

ProRail is the official permit holder, Keyrail allocates capacity as though it were the permit holder


Environmental permits: application, granting and amendment

For all railway yards in Keyrail’s management area, with the exception of the Kijfhoek railway

yard, Keyrail will only apply for an environmental permit (or amendment thereof from ProRail)

having received input from the railway undertakings using the infrastructure element in question

or that have notified Keyrail of their wish to do so.

If a competent authority is only willing to grant a permit under conditions that will significantly

change the capabilities of the main railway infrastructure, Keyrail will request the approval of the

Minister of Infrastructure and the Environment in advance. The procedure to this purpose has

been laid down in the Railways Act26 and prescribes consultation of the railway undertakings

involved and other titleholders.

Behaviour, (protective) means and waste

Agreements concerning the behaviour that may or may not be displayed on the railway yard, and

the mandatory (protective) means that must be available while staying on the railway yard and

handling waste, are referred to in Keyrail’s corporate rules (Appendix 6, Part D). As far as

behaviour is concerned, one may think of the smoke and fire ban and matters involving order and

neatness. The (protective) means also involve the obligation to have means of communication

ready at hand. The environmental permit also includes requirements pertaining to the storage and

transportation of waste.

Noise production limits

Each calendar year, Keyrail shall submit a compliance report to the Minister of Infrastructure and

the Environment regarding compliance with the statutory noise production limits. Also, Keyrail

shall prepare a 5-yearly Noise Map for the Minister. To fulfil these obligations, Keyrail requires

data from railway undertakings on the average realised running and composition of trains during

the day, evening and night periods in the calendar year. On these railway undertakings’ request,

Keyrail will invest best efforts to obtain these data from its own systems as much as possible. In

addition, insight is required into the extent to which the ‘quiet freight wagons’ category is used.

To this end, Keyrail demands that each railway undertaking submits data every calendar year.

Keyrail, in cooperation with the railway undertakings, invests best efforts to optimise sound

capacity to optimally facilitate transport.

Soil protection

26

Article 17 third paragraph of the Railways Act.


The industrial processes of the railway undertakings involve risks in terms of soil contamination

and ballast with fuels, coolants, lubricants, etc. Small quantities of these contaminants can leak

from trains under normal running conditions. Provided rail vehicles are maintained properly and

on a regular basis, contamination can be minimised. In addition, ballast and soil contamination

can occur as a result of incidents.

The Soil Protection Act prescribes that Keyrail and the railway undertaking take measures aimed

at minimising the risk of soil contamination and, in case the soil has been contaminated

nevertheless, that they take all necessary measures to restrict the negative consequences thereof.

If a railway undertaking is believed to have caused or be causing contamination, this railway

undertaking will be notified without delay about the contamination. In addition, Keyrail will make

sure the undertaking is involved in the investigation. By virtue of the Soil Protection Act, the

manager reports soil contamination to the competent authority. Contamination will be undone

partly based on the instructions of the competent authority. If the railway undertaking is indeed

found guilty, then the railway undertaking will pay the remediation costs.

Refuelling rail vehicles with diesel or gas oil involves a higher risk of soil contamination. The same

applies to other forms of transhipment of soil threatening liquids. Refuelling with traction must

take place at the appropriate permanent refuelling systems referred to in Appendix 15. Other

machinery, such as equipment and manual tools can be refuelled at construction sites observing

wherever possible the conditions referred to in section B3 of the Netherlands Soil Protection

Directive.

Keyrail wishes to lay down the soil protection agreements (handling in case of signalled ballast

contamination and refuel) by means of the General Terms and Conditions (see appendix 4) of the

Access Agreement.

3.4.3 Risk-related user restrictions

Carrying and handling wagons with dangerous goods involves risks for the environment. To

control those risks Keyrail may attach conditions and impose restrictions to the carriage of

dangerous goods on certain route sections and to the handling and parking of wagons with

dangerous goods on railway yards. Keyrail only imposes these restrictions or conditions provided

they ensue from a statutory regulation.

3.4.4 User prescriptions and restrictions for tunnels

All railway tunnels on the Betuwe Line are provided with safety and evacuation facilities. The

safety facilities are protected by the Tunnelling System; escape doors and shafts including related

contingency plans for tunnels guarantee that people in case of an emergency (e.g. fire) can reach

a safe place. Within Keyrail’s operating area the tunnel infrastructure meets the TSI SRT.

Section 3.4.1 includes specific tunnel-related traffic and transport restrictions.


3.4.5 User prescriptions and restrictions for bridges

The Havenspoor area is home to bridges (Botlekbrug, Calandbrug) that open according to a

priority rule for ships. Therefore, Keyrail advises railway undertakings to take into consideration

additional time for trains departing from the Havenspoor area.

3.5 Reliability, availability and operational quality of the infrastructure

This section describes the quality of the infrastructure in terms of reliability, availability,

maintainability, safety, health and the environment (“RAMSHE”27), applicable to the

infrastructure managed by Keyrail.

3.5.1 Reliability and availability

Availability is the extent to which a track is available for train services. Availability is reduced

because of the scheduled (e.g. for maintenance work) and unscheduled (e.g. due to disruptions)

withdrawals. The scheduled withdrawals are necessary for performing maintenance, recovery and

management work (including the necessary tests of the infrastructure systems and pilots of the

safety organisations) promptly and safely. To this purpose, rail sections usually must be taken out

of service.

Keyrail distinguishes the following types of scheduled activities:

• regular maintenance;

• incidental activities such as renovation, new development

• activities carried out by third parties that require discontinuations.

The rules for adjusting train traffic if rail sections are taken out of service are laid down in Chapter

4: Capacity Allocation..

Maintainability

Keyrail will to the best of its ability make use of opportunities to perform work on the

infrastructure without causing hindrance to the users/train traffic, giving due consideration to

safety and cost preconditions. Keyrail will take this aspect into account on designing infrastructure

amendments for which ProRail is responsible.

3.5.2 Safety

General

Keyrail applies strict procedures with regard to train traffic safety during operating procedures by

traffic control and other management tasks, allowing Keyrail to provide railway undertakings with

a safe, usable and accessible workplace in order to perform their rail traffic activities. Railway

undertakings are expected to make a sound contribution to the envisaged safety level.

27

RAMSHE stands for Reliability, Availability, Maintainability, Safety, Health and Environment


Also, Keyrail carefully analyses all safety incident reports and how they were handled, to upgrade

the safety level. Keyrail’s safety ambitions are in line with the framework memorandum “Safety in

Rail Traffic”.

Environmental safety

Keyrail controls the specific environmental risks attached to the carriage of dangerous goods by

maintaining an operational organisation that can respond effectively to incidents involving

dangerous goods. Insofar as Keyrail is obliged by law to take measures to control the risks

attached to the carriage or handling of shipments of dangerous goods (e.g. volume control),

Keyrail will perform such measures, if necessary also via the access agreements with railway

undertakings.

Social safety

In deliberation with the authorities and the railway undertakings, Keyrail participates in initiatives

aimed at controlling and improving the social safety. Keyrail’s contribution entails:

• camera-supported supervision; with the purpose of having a preventive effect on target

groups, reduce damage caused by vandalism and increasing the chance of catching the

offenders;

• technical modifications

Each titleholder must ensure staff (or clients on his behalf) accessing Keyrail’s management area

close gates and fences properly at all times, and also he is liable for the possible consequences.

3.5.3 Health

By virtue of the relevant ARBO (working conditions) legislation, Keyrail sees to ensure a healthy

working environment for its own employees and for staff working on the railway infrastructure on

behalf of the railway undertakings and their auxiliary staff.

3.5.4 Environment

Keyrail will design its industrial processes as such that hindrance and contamination are controlled

and reduced, taking the relevant statutory provisions into consideration. Insofar the relevant

Environmental Protection Act does not directly address the railway undertakings using the

railways managed by ProRail, by means of the access agreement Keyrail shall stipulate that they

make proper contributions in order to ensure the intended environmental protection level.

3.6 Stations, distances between stations

Not applicable.


3.7 Loading and unloading sites for freight transport

3.7.1 Locations with loading and unloading sites for freight transport

Locations with public loading and unloading sites for freight transport: see appendix 14.

Keyrail only provides services with regard to access and use of the rail infrastructure of the loading

and unloading sites.

3.7.2 Terminals for transhipping combined traffic

Keyrail does not provide specialised transhipment facilities for combined traffic. On request,

Keyrail will provide contact addresses of companies with a rail connection that do provide these

services. Transhipment is also possible at the public loading and unloading sites.

3.8 Stabling, shunting and other facilities

3.8.1 Shunting railway yards

Keyrail makes shunting facilities available at several locations. These can be used within the

framework of an access to the facilities agreement.

3.8.2 Stabling sites Keyrail makes stabling facilities available at several locations. These can be used within the

framework of an access to the facilities agreement.

3.8.3 Maintenance facilities

Equipment maintenance facilities Some of the tracks intended for stabling are provided with simple equipment maintenance

facilities such as water supply systems, sewer drains, preheating and depot power supply.

Keyrail does not provide services with regard to the internal or external cleaning of rail vehicles,

neither compressed air or brake air facilities. On request Keyrail provides contact addresses of

owners/managers of internal and external cleaning systems.

Technical maintenance and repair facilities

The infrastructure managed by Keyrail does not include facilities to structurally maintain rail

vehicles. Regular (scheduled) maintenance must be carried out at the appropriate workplaces.

Non-scheduled maintenance (repairs), however, can be necessary. Equipment repairs are

permitted under the following preconditions:

• That they are carried out safely.

• That they are reported using the right communication lines.

• That they are carried out observing the rules of the prevailing environmental permits.

• That they do not interfere with the regular process.


Expert companies may perform activities on rolling stock within Keyrail’s management area, on

behalf of railway undertakings that have signed an access agreement with Keyrail. These

companies are to proceed provided they hold an ILT certificate for the job involved, and provided

they accept the applicable liabilities. On Keyrail’s request this certificate must be presented for

inspection at all times. The railway undertaking instructing repairs has the final responsibility for

conducting work under the preconditions referred to in this section.

Repairs may only be carried out within the framework of the Keyrail Internal Rules (these are

provided in Appendix 6, part D and also on www.keyrail.nl) and the instructions of the applicable

environmental permit. In addition, repairs carried out on rolling stock may not affect the regular

processes of traffic and rail infrastructure maintenance. Keyrail will inspect matters at random. In

the event of recurring, demonstrable violation the party concerned will be denied access to the

infrastructure.

The following repairs are distinguished:

• Minor ad hoc repairs are repairs lasting less than two hours that do not require fats and/or oils

and whereby hand tools only (tools without any auxiliaries used by one person, if necessary

driven by a compressor or aggregate) may be used.

• Major ad hoc repairs are repairs lasting more than two hours and/or which require fats/oils

(which makes soil protecting measures necessary) and/or the use of large/heavy equipment or

other auxiliaries (e.g. hydraulic jacks).

• Repairs in exceptional situations are repairs involving wagons that cannot be moved and

which usually involve heavy auxiliaries such as cranes. These repairs are performed on the

location of the rolling stock involved in Keyrail’s management area and after use or during a

WBI by ‘hitchhiking’ along.

The various repairs may be carried out at the following locations:

workshop Repair tracks* Process

tracks*

regular maintenance x not applicable not applicable

major ad-hoc repairs including use

of fat and oils

x x not applicable

Minor ad-hoc repairs including use

of fat and oils

x x not applicable

minor ad-hoc repairs excluding use

of fat and oils

x x x

* The use of welding equipment or cutting tools is exclusively permitted with written consent.


The following agreements apply to the repair tracks:

1. Traffic Control coordinates access to the repair tracks.

2. Railway undertakings are responsible for entering the wagons involved into the IGS system

(Information Dangerous Goods).

3. The timetable manager registers the number of wagons and the owner of these wagons in

RMS. He also checks whether wagons have been transferred to the repair track.

1. Railway undertakings are responsible for shunting wagons from and to the repair track

including the necessary shifting of third parties’ wagons on that track.

An overview of the repair tracks offered by Keyrail is published on www.keyrail.nl no later than 11

months prior to the commencement of the timetable. The final allocation of the annual timetable

capacity 2015 is also published on www.keyrail.nl.

The repair tracks are presented in the table below:

Railway yard Repair track

Maasvlakte West and Oost 738

Europoort 673

Botlek 573

Pernis None

Waalhaven: Zuid and Oost 379

Kijfhoek 292

IJsselmonde 75 and 76

Centraal Uitwisselpunt (CUP) Valburg none

For work performed on rolling stock on repair tracks and process tracks the railway undertaking in

question must submit a request for the discontinuation of the track in question.

To this end the following procedure is required:

• the railway undertaking calls up the train dispatcher responsible in the area, requesting him to

disuse the track in order to perform work on the rolling stock,

• the railway undertaking mentions the track number involved and/or the switch number it

wishes to disuse including the contact details of the maintaining party (company name, the

attending technician and his telephone number,

• the railway undertaking mentions the expected disuse timeframe,

• If the train dispatcher agrees to disuse, the party interested will put the close sign SR 513 / red

flag and lamp and confirm to the train dispatcher,

• The train dispatcher confirms disuse stating that he has taken the necessary safety measures

in order to stop roadways in the direction of the disused track,

• upon return the maintaining party confirms through the railway undertaking that the sign

SR513 has been removed.


3.8.4 Refuelling systems

Locomotives must be refuelled with traction using the appropriate, permanent refuelling systems

(see appendix 15 for a list of the permanent refuelling systems and the contact details). Refuel is

only permitted from these “stationary supply systems”. The permanent systems are not suitable

for mobile refuel.

The contractual conditions for using the refuelling systems are agreed upon in the access

agreement signed with ProRail for the service ‘Using the Refuelling Systems’. See the applicable

stipulations in ProRail’s Network Statement Combined Network.

3.9 Infrastructure development

3.9.1 Infrastructure projects

ProRail is responsible for the renovation work/new development. Due to its mission, Keyrail is the

co-initiator and advocate of adaptations to the infrastructure in its management area. Keyrail

invests best efforts to positively interfere with the decisions made during ProRail’s existing

processes. See also the Network Statement Combined Network, section 3.7. While applying the

capacity allocation procedures, Keyrail seeks to find the right balance between efficient and plan-

tuned train traffic and the proper execution of project activities.

3.9.2 Planning overview of the infrastructure projects

Changes that apply to Keyrail’s management area are referred to in ProRail’s overview on

www.prorail.nl.


4 Capacity allocation

4.1 Introduction and legal framework

This chapter is dedicated to:

• The capacity allocation process for the annual timetable (including binding process rules for all

parties involved28),

• The allocation process in the ad hoc phase of Capacity & Chain Management and Traffic

Control,

• The steering and intervention process by Traffic Control.

The Railways Act provides details of the regulations of directive 2012/34/EU to allocate capacity in

a fair, reasonable and non-discriminatory manner. Aspects thereof are the following:

• Keyrail and the titleholder agree on the allocated capacity.

• Minimum levels are determined for each market segment. These minimum levels prevail for

the entire main railway infrastructure in the Netherlands, and have an influence on the routes

from and to the Betuwe Line and on the alternative routes on the combined network

respectively for the Betuwe Line29,

• Priority rules apply to congested infrastructure laid down in the Railways Capacity Allocation

Decree30.

• Procedure regulations exist for allocating capacity for rail activities31,

• The Authority for Consumers & Markets (in Dutch also known as ACM)

has been designated to monitor compliance with the statutory capacity allocation regulations

and for handling complaints about the allocation process or the outcomes thereof.

In addition, the EU bye-law 913-2010 (Rail Freight Corridors) applies to the allocation process.

4.2 Basic principles in the allocation process

1. Keyrail develops the standard pattern paths on the Betuwe Line in cooperation with ProRail

(the Basic Hourly Pattern) and DB Netze (Stundentakt).

2. By virtue of the EU decree 913/2010 Keyrail is part of the international freight (Rail Freight

Corridors). This decree has direct impact on the capacity allocation on the international freight

corridor included in the appendix to the decree.

3. The titleholder requesting capacity for the timetable 2015 by means of this application

declares to accept the processes, procedures, regulations and timetables referred to in this

28 Definition of titleholders in accordance with Article 57 of the Railways Act 2003. Titleholders are taken to mean (legal) persons who

have a demonstrably commercial interest in acquiring capacity for carrying cargo using rail transport services. 29

Article 8, Railways Capacity Allocation Decree. Keyrail is able to accommodate the minimum facility level as defined in the capacity

allocation decree valid on writing this Network Statement from and to Kijfhoek in combination with traffic on the A15 line of the

Betuwe Line. 30

Articles 10, 11 and 12 of the Railways Capacity Allocation Decree. 31

Articles 6 and 9 of the Railways Capacity Allocation Decree


Network Statement for handling these requests. Keyrail handles requests received subsequent to the application period for the year concerned in accordance with section 4.3.2,

Requests and allocation in the ad hoc phase.

4. Within the Betuwe Line area, Keyrail allocates capacity for the utilisation of route sections

(including the connections), railway yards (including tracks that are not equipped with a

centrally controlled security system) and refuelling systems.

Capacity allocation involves the capacity which physically, at one moment and one place,

permits only one user, including the sound and (external) safety capacity during a period

within which several users may operate. With regard to the Basic Network, this is not taken

into account in the annual timetable allocation and is exclusively monitored in the current

timetable.

5. Capacity allocation relates to the following user forms:

• Train movements for national and international traffic.

• Process times linked to these train movements on arriving at or departing from railway

yards.

• Shunting movements.

• Movements to/from the terminal.

• Stationary rolling stock.

• Temporary possessions or limited functionality required for work on or close to the

infrastructure.

During the capacity allocation process Keyrail will give due consideration to the following:

• Preferred use of tracks.

• Preferred use of deviating train paths for use in the market segment concerned (e.g. using

heavy train paths for loaded coal and oar trains)

• User restrictions. These can be the result of bridge openings, noise limitations and also of

risk limitations in connection with the external safety.

6. Keyrail must view all capacity applications in connection with other applications to determine

whether an application fits within the available integrated capacity. Keyrail might request the

applicant to provide additional information. Without this information, Keyrail might decide

not to handle the application or only allocate capacity with restricted use. In doing so, Keyrail

invests best efforts to minimise the administrative burden for the entitled applicant.

7. When allocating capacity Keyrail may apply higher user charges as an instrument when

coordinating the capacity allocation32.

8. The main systems supporting the allocation process are DONNA, ISVL and RNE’s Pathfinder.

Railway undertakings may use these systems during their application/communication process

9. The dispute settlement (see appendix 5) as referred to in Article 46, paragraph 6, of Directive

2012/34/EU will only apply to capacity allocation disputes for the annual timetable.

32

As referred to in article 7 of the Railways Capacity Allocation Decree.


10. On determining the annual timetable, Keyrail makes sure paths are available every day for

freight transport capacity requests in the ad hoc phase. In deliberation with ProRail, Keyrail

takes into account the route sections on the Combined Network managed by ProRail. In the

regular operating company, which means in the period in which there are no activities

scheduled to take place on the Betuwe Line nor between Emmerich and Oberhausen, for the

ad hoc phase Keyrail reserves 30% of the capacity that exists on the Betuwe Line in a moving

window of 6 hours for standard pattern paths, including 120 minutes33 of process time on the

departure and/or arrival railway yards provided the railway yard is not congested.

11. ProRail’s One Stop Shop allocates train numbers to Keyrail or the railway undertakings. More

information is available in Appendix 6, paragraph 1.3, of the Network Statement Combined

Network.

4.3 The allocation process

Directive 2012/34/EU distinguishes two phases in the annual allocation process. The Railways

Capacity Allocation Decree follows this divide; allocation of the “normal timetable” (= annual

timetable allocation) and the allocation of the available ad hoc capacity.

Section 4.3.1 handles the international paths on the freight corridors. The annual timetable

allocation process is described in section 4.3.2. Section 4.3.3 describes the allocation process

in the ad hoc phase.

4.3.1 International paths on the freight corridors

Within 11 months prior to the commencement of the timetable, Keyrail publishes catalogue paths

for the international freight traffic. A link to this publication will be provided on Keyrail’s website

in due time. Keyrail makes sure that any changes of the catalogue paths for international freight

traffic are incorporated in the existing planning.

4.3.2 The allocation process for the annual timetable

This process consists of the following steps:

• Prepare the annual timetable process (section 4.3.2.1)

• Submit applications (4.3.2.2)

• Intake process (4.3.2.3)

• Scheduling and coordination (4.3.2.4)

• Dispute settlement (4.3.2.5)

• Determine allocation (4.3.2.6).

Table: capacity allocation process time schedule

Preparing the annual timetable allocation

Request for recurring maintenance (maintenance schedule) 30 November 2014

33

Bij conflicterende aanvragen van opsteltijd op processporen kan Keyrail na programmatie en coördinatie de procestijd terugbrengen

van 120 minuten naar minimaal 60 minuten in geval van een overbelast verklaard emplacement.


Request for incidental withdrawals (IWs) 31 December 2014

Design for the standard pattern paths Betuwe Line in DONNA 31 January 2015

Intake, scheduling, coordination and setting of the annual timetable

Commencement of the annual timetable allocation process: DONNA

open for entering requests

To be determined

using the ProRail

Allocation Table

Deadline for submitting applications for timetable 2015 13 April 2015

Processing the applications received 14 - 20 April 2015

Start of scheduling/coordination phase 21 April 2015

Discuss management and railway yards 29 April 2015

RNE Technical Meeting 22 - 25 June 2015

Publish the draft version of the timetable and start consultation 6 July 2015

Due date for commenting on the draft version of the timetable 7 August 2015

Determine capacity allocation and publish the final version of the

timetable

24 August 2015

An appeal to the dispute settlement might extend the coordination phase.

Special circumstances after determining the annual timetable allocation by Keyrail

During situations involving a large-scale structural change of the infrastructure, circumstances

may develop in which the reallocation of capacity in a useful manner (from the perspective of both

the railway undertakings and Keyrail) will be impossible in accordance with the allocation

procedure in the ad hoc phase. After deliberation with the railway undertakings involved, Keyrail

will in such event prepare a specific allocation process that consists of the same elements

(scheduling, coordination, etc.) as the allocation process for the annual timetable.

4.3.2.1 Preparing the timetable allocation process

The allocation process takes place according to a set schedule and is worked out by RNE for each

annual timetable.

4.3.2.1.1 Developing a train path catalogue

Prior to the annual timetable allocation process, three processes take place of which Keyrail

combines output into a train path catalogue to which titleholders may subscribe.

Keyrail publishes the international train path catalogue within three months prior to the expiry of

the deadline for the capacity applications in the annual timetable.

In preparing for the capacity allocation, the infrastructure managers working together in the Rail

Freight Corridors and for the sake of the international freight transport, will present an offer of


van Pre-arranged Paths. From and to the network managed by Keyrail, in 2016 the latter will offer

such catalogue paths at least to:

• RFC 1 Rhine - Alpine: Maasvlakte-Kijfhoek / Amsterdam – Duisburg (– Basel – Milan - Genua),

• RFC 2 North Sea Mediterranean: Kijfhoek – Antwerp (– Lyon – Basel).

Rail Freight Corridor 8 (North Sea - Baltic) will be operational in 2017.

Keyrail publishes the draft version of the international train path catalogue no later than three

months prior to the expiry of the final date for adding the catalogue to the timetable. The

timetables of these paths (Pre-arranged Paths) are published on the website of RailNetEurope

(www.rne.eu) and are exclusively available with the Corridor One Stop Shop of the Rail Freight

Corridors concerned through PCS.

The process of developing a train path catalogue includes:

• The specification of the standard pattern paths (see Chapter 5, Minimum Access Package).

Keyrail offers the railway undertakings the possibility to gear the specifications of the draft

version of the designed pattern paths towards the Betuwe Line. In doing so, Keyrail ensures

optimal connection to the interfaces with ProRail relating to the basic hour pattern (BUP) for

goods and also with DB Netze on the Zevenaar – Zevenaar border route section. This design

process is ready within four months before the final date for submitting the annual timetable.

Thus, Keyrail offers the applicants insight into the possibilities and impossibilities of

implementation of the operating production desired by the railway undertaking for

contracting own customers, staff and equipment planning, etc. The result of this design

process consists of one or several categories of standard pattern paths on the Betuwe Line.

The participants agree on the basis for the capacity requests to be submitted for the

timetable. The actual and official allocation takes place in the timetable process.

• Maintenance windows to be developed by Keyrail and tuned with parties.

• Processing applications for large-scale renovation work/new development insofar the result of

tuning with all parties involved is available prior to preparing this catalogue.

The final deadline for these capacity requests is set according to the periods referred to in section

4.3.2. Requests submitted after these periods are processed in the ad hoc phase, and have but

limited success as far as large-scale renovation is involved.

The train path catalogue is a tool titleholders can use to fine-tune their capacity requests on an

hourly, daily or weekly basis. While preparing the overview of the standard pattern paths, Keyrail

will bear in mind the available capacity on the free tracks and railway yards and also on the

terminal slots wherever possible. In doing so, Keyrail ensures conformity with the prevailing

legislation that applies to the rail capacity of the main railway infrastructure.


Keyrail invests best efforts to make sure the standard pattern paths are perfectly in line with the

BUP times and path times of ProRail34 and the Stundentakt of DB Netze35. In doing so, restrictions

as a result of the Emmerich – Oberhausen construction work are taken into consideration.

In order to design a practical and safe plan, Keyrail uses the standards referred to in Appendix 16.

4.3.2.1.2 Standard pattern path on the A15 line

The A15 line is designed for the exclusive use of freight trains using the standard pattern paths.

The specifications of the standard pattern path on the A15 line are based on a timetable speed of

95 km/h36 in 37 in eastern and western direction. Because DB Netze does not apply an exact 10

minutes position in the direction of Emmerich – Oberhausen paths between Zevenaar connection

and the border come with a lower timetable speed (deflect).

In order to meet the specifications of the standard pattern path on the A15 line, for each train the

table below prevails providing the maximum gross total tonnage per locomotive type as a

standard for the declaration of admissibility of requests:

Kijfhoek – Zevenaar border v.v. (95 km/h)

Locomotive type Maximum total tonnage

BR 189 2700 tosn

BR 186 2700 tons

Class 66 2000 tons

G2000 1080 tons

G1206 720 tons

D6400 700 tons

V100 450 tons

Kijfhoek – Zevenaar border v.v. (85 km/h)*

Class 66 3590 tons

* based on section 4.3.2.1.4 Requests to deviate from the traction tonnage tables

4.3.2.1.3 Standard pattern path on Havenspoorlijn

The specifications of the standard pattern path on Havenspoorlijn are based on a timetable speed

of 75 km/h or 60 km/h in both directions with the exception of the Botlek Tunnel and the section

Maasvlakte West – Yangtze Port. The timetable speed of the paths on the last mentioned section

is 40 km/h and 60 km/h respectively in both directions. With the exception of tracks 930 and 931

that come with a 40km/h speed.

34

Elst, Meteren, Kijfhoek, IJsselmonde, Zevenaar 35

Emmerich Border - Zevenaar 36

Based on BR 189, 2700 tons 37

Based on BR 189, 3000 tons


In order to meet the specifications of the standard pattern path on Havenspoorlijn, for each train

the maximum total gross tonnage per locomotive type is shown in the table below, as a standard

for the declaration of admissibility of requests:

Havenspoorlijn

Locomotive type Maximum total tonnage Path speed

BR 189 3000 tons 75 km/h

BR 186 3000 tons 75 km/h

Class 66 2000 tons 75 km/h

G2000 1080 tons 60 km/h or 75 km/h

G1206 1560 tons or 910 tons 60 km/h or 75 km/h

D6400 1560 tons or 910 tons 60 km/h or 75 km/h

V100 450 tons 60 km/h or 75 km/h

Havenspoorlijn*

Class 66 3590 tons 60 km/h

* based on section 4.3.2.1.4 Requests to deviate from the traction tonnage tables

A delay that is caused by the opening of the Caland Bridge might interfere with the follow-up

stages. In order to minimise consequences, the following measures have been taken:

• Reserve paths in the Donna plan system, for handling transport. This reservation is

determined after analysing the Caland Bridge openings.

• Build in a buffer for the paths in the direction of Emmerich. This has been processed while

calculating the driving time based on the catch-up speed.

• As for paths in the direction of Dordrecht, the stop for switching the security system

combined with the waiting time on the standard pattern path in the direction of Dordrecht.

4.3.2.1.4 Requests to deviate from the traction tonnage tables

If a railway undertaking with a higher tonnage or a different locomotive wishes to deviate

from the tables above, then this railway undertaking must submit a request to

[email protected]. This request must include a testing protocol and control plan in order to

avoid stranding and displacement of other trains. If desired, Keyrail’s department

Capacity & Chain Management will advise the railway undertaking on the matter. In doing

so, Keyrail will inform ProRail about the testing request.

Keyrail, together with the railway undertaking in question and within a reasonable period of time,

will conduct a representative number of tests on the Betuwe Line. Keyrail, together with the

railway undertaking, will evaluate the reliability of implementation in the standard pattern path.

During evaluation Keyrail will:


• Measure punctuality at several timetable points.

• Estimate the risk of displacement (domino effect of a delayed train).

• Estimate the risk of stranding.

The results of these tests, the risk management conducted by the railway undertakings and the

railway undertaking falling back on diversion across the combined network are part of Keyrail’s

declaration of admissibility insofar the Betuwe Line (including Kijfhoek and route section

Zevenaar connection – Zevenaar) border are involved. ProRail is responsible for the declaration of

admissibility on the combined network.

In case of a positive declaration of admissibility by Keyrail, the latter will publish an addition to the

network statement of the exceptional situation on the traction tonnage table. If monitoring

activities conducted by Keyrail confirm that the trains involved are not punctual or if they are

causing an unreasonable amount of disruptions (stranding and displacement of other trains),

Keyrail may terminate the exceptional situation and withdraw the allocated capacity after

informing the railway undertaking on time.

Trains with this possible exception which Keyrail has provided with a positive declaration of

admissibility, may use up to no more than two standard pattern paths (see section 5.2).

4.3.2.1.5 Separate locomotives

The standard pattern paths from the catalogue are meant for the regular commercial logistics

process. Railway undertakings may contact Keyrail during the annual timetable allocation process

and also Keyrail’s OSS Planning in the ad hoc phase to apply for standard pattern paths for

running separate locomotives. These separate locomotives must be demonstrably related to a

transport model. Keyrail demands that separate locomotives have a demonstrable connection

with a transport model if the time between the arriving train and the departing train is no more

than three hours

On the A15 line, separate locomotives with a transport model whereby the time between the

arriving train and the departing train exceeds three hours, may only be requested in the traffic

control phase in standard pattern paths, including the terms of the accompanying tariff and

performance scheme.

4.3.2.1.6 Kijfhoek hump tracks

For these allocation tracks on the Kijfhoek railway yard, Keyrail applies the following standard:

one allocation track available for every 26 sorted wagons departing on a daily basis. Wagons

shunted once again are not included in the count.

4.3.2.1.7 Traffic control capacity


Buffer space for Traffic Control is booked on these railway yards:

• Maasvlakte West: track numbers 818 and 819

• Kijfhoek: track numbers 151, 158 and 253

• CUP Valburg: track numbers 722 and 723

On the A15 line one out of six paths is reserved for Traffic Control, to be able to allocate changes

of previously allocated capacity in the final hours prior to implementation, with the exception of

the period in which less capacity is available on the Betuwe Line between Kijfhoek/Meteren and

Oberhausen as the direct consequence of work performed on the third track between Emmerich

and Oberhausen. In the latter case capacity will not be booked for Traffic Control.

4.3.2.1.8 Capacity for OSS corridor

On the A15 line for the time being 20 paths will be booked per day in each direction for the OSS

corridor of Rail Freight Corridor 1 (see section 1.9). For Rail Freight Corridor 2 for the time being 18

paths are involved that are connected to Rail Freight Corridor 1. Rail Freight Corridor 8 (North Sea

- Baltic) will be operational in 2017.

4.3.2.2 Submitting applications

By virtue of the train path catalogue, titleholders may submit their structural applications to

[email protected].

A timetable request may be submitted as follows:

• Submitting a request in PCS is obligatory for Pre-arranged Paths.

• By requesting the required train paths in the planning system called DONNA. These requests

must include a written application based on the train path catalogue at all times. In addition,

they must include a written application with information on the use of the railway yard. If the

written application is different, in the event of a conflict Keyrail will use the request submitted

through DONNA.

• By submitting a written overview, based on an RNE form. The latter is obligatory if a

coordinating capacity allocator is required.

Several infrastructure managers are involved in cross-border sections. The railway undertaking

may apply in one go for the required capacity at the One-Stop-Shop of the infrastructure manager

with whom an Access Agreement has been concluded. Alternatively, it can use PCS. Railway

undertakings may divide their applications for several management areas into separate

applications for each management area. In this case these railway undertakings are responsible

for the mutual tuning of the boundaries of these applications. In such event, the input of the

infrastructure managers involved is restricted to signalling faults in the connections. International

capacity requests for the Pre-arranged Paths on one of the Rail Freight Corridors may only be


submitted through the RNE tool PCS to the One Stop Shop of the Freight Corridor concerned.

International capacity requests must comply with the terms and conditions which each

infrastructure manager involved will set to the capacity applications on their networks. More

information can be found in the Network Statement of the infrastructure manager in question.

If one of the infrastructure managers involved does not handle an international capacity request

that is submitted through Keyrail, the latter will give the applicant the opportunity to adjust the

application.

For the request for rented tracks on railway yards one must use the “Keyrail Overview Railway

Yard Tracks” in Appendix 18.

4.3.2.3 Intake process

Keyrail verifies the applications for admissibility. This involves the moment of submitting the

applications, the completeness of the applications, any faults (e.g. mutually conflicting elements

or exceeding the capabilities of the infrastructure) and applications that are inconsistent with the

standard pattern path.

If necessary, Keyrail shall give the applicant the opportunity to supplement or amend the

application within a set period of time. Keyrail handles the supplementary or amended

applications which applicants submit after the closing date as ad hoc applications. More

information is available in section 4.3.3.

Keyrail is to submit the declaration of admissibility to the railway undertaking in question within

one week after the end of the application period.

If the titleholder fails to explicitly state certain train characteristics38 of the requested capacity,

Keyrail shall have the right to allocate capacity provided the applicant applies the standard values

for the use characteristics. The standard values are determined by Keyrail, taking into account the

characteristics or user restrictions of the infrastructure.

4.3.2.4 Scheduling and coordination

Keyrail studies whether the applications submitted by the titleholders lead to multiple

applications for one path or several paths from the train path catalogue. In which case Keyrail will

initiate the scheduling procedure in accordance with article 20 of Directive 2012/34/EU. If

necessary, during this scheduling consultation fine-tuning discussions, if necessary, will also be

held with the infrastructure managers of the adjacent railway infrastructure, and possibly with the

adjacent (intermodal and dry bulk) terminals. If conflicting applications exist after the scheduling

consultation, Keyrail shall for these applications initiate the coordination process in accordance

38

Train length, tonnage, ZWV codes and BP profile the presence of hazardous substances, quiet wagons, traction, security systems.


with Article 21 of Directive 2012/34/EU. This coordination process can involve all the conflicting

applications that remain.

The following basic principles of competing applications apply to the coordination procedure:

• Keyrail reports (orally or by email) the identified competition situation to the titleholders

involved, inviting them to further coordination consultation.

• All titleholders involved are invited to come up with solutions.

• Solutions must dovetail with the capabilities of the rail infrastructure, including the user

restrictions (e.g. bridge openings, physical possibilities on railway yards, noise and (external)

safety rules and permits.

• No priority rules are applied in the coordination procedure, although the preferred use

mentioned in section 4.2 is taken into consideration.

• The objective is to find solutions in which the applied capacities are granted as much as

possible, the commercial and operational relationship within the requested capacities is

disrupted as little as possible, and the economic consequences of deviations from the

requested capacity are as limited as possible. Keyrail, in case of applications that without

convincing arguments deviate from the standard pattern path, will always adjust these

applications as such to meet the standard pattern path.

• The border crossing times tuned within the RNE context are maintained.

• Keyrail monitors both the reliable and safe feasibility of the timetable (based on the design standards stated in Appendix 16) and the efficient use of the infrastructure.

• If titleholders’ applications are mutually competitive Keyrail may reach an agreement by increasing the user charges.

• The coordination procedure continues until no more than five working days prior to the date

on which Keyrail publishes the draft annual timetable.

• The coordination procedure is extended in case a dispute is submitted (see section 4.3.2.5),

and the dispute has not yet been settled.

If the titleholders involved and Keyrail agree on the solution the coordination for the competition

situation concerned shall come to an end. Keyrail will include the solution in the draft annual

timetable.

During scheduling and coordination Keyrail tunes matters with other infrastructure managers in

Europe, seeking to realise as many through and high-quality cross-border timetable paths as

possible. These measures are detailed in the RNE document “Process for international path

requests.”


If the applicants involved and Keyrail fail to reach an agreement (on time), Keyrail shall declare the

infrastructure in question congested 39. Keyrail will in this case allocate according to the statutorily

set priority rules and minimum levels or by taking the following into account:

1. Preferred use

2. Connection to the border crossings

3. Connection to the (intermodal and dry bulk) terminal slots

4. Connection to the required shunting times

5. Time spent on the railway yard

6. Separate locomotive.

Keyrail includes this solution in the draft version of the timetable. The process rules for allocating

the Pre-arranged Paths in the Rail Freight Corridors are described in the Corridor Information

Documents of these corridors and they are based on the “Decision of the Executive Boards of Rail

Freight Corridors N°1 and N°2, establishing the Framework for capacity allocation on the Rail

Freight Corridors N°1 and N°2”.

Keyrail lays down the outcome of the scheduling and coordination, including the outcome of any

dispute settlement (section 4.3.2.5) in a draft version of the timetable that Keyrail offers the

applicants in writing. As for the scheduling phase, the titleholders must communicate their

opinions within one month40.

In principle, the requests for railway yard capacity are allocated based on the train kilometres

covered on Havenspoorlijn and track utilisation on the railway yard in question prior to

programming and/or the demonstrable possession of terminal slots in 2015. Relevant information

about shifting cargo packages between carriers, demonstrable opportune new cargo packages

and significant change of volumes is to a reasonable extent part of the allocation process.

For rental tracks, Keyrail distinguishes lengths in the following categories:

• Short tracks (locomotive tracks) <100 meters

• Medium tracks 100 meters - <550 meters

• Long tracks > 550 meters

4.3.2.5 Dispute settlement

According to its nature, coordination is a technical discussion between experts. Experts can have

different opinions which may lead to a deadlock. To grant the capacity allocation process its

natural speed, the dispute settlement option is used to reach a decision within 10 working days.

39

See also articles 22, 25 and 26 of the European Directive 2012/34/EU 40

Article 20 paragraph 3 of 2012/34/EU


The titleholder or Keyrail may initiate the dispute settlement process during the coordination phase of the annual timetable. Parties should seek to initiate dispute settlement at such times

that:

• the outcome of the dispute settlement can be part of the further coordination procedure;

• the annual timetable can be determined on the last day of the coordination period.

Disputes are settled after discussions between the parties involved (hear both sides) seeking to

solve the conflict. If parties fail to reach a solution, the chairman of the dispute settlement shall

take a decision within 10 working days of submitting the dispute in writing. The decision will be

the basic principle of the further allocation process.

In the event of conflicting applications between titleholders (traffic/transport) Keyrail shall act as

chairman. In the event of conflicts between an application for scheduled activities on or close to

the infrastructure, or the maintenance schedule and traffic capacity for a titleholder, the dispute

shall be settled by an independent chairman, designated by Keyrail after deliberation with the

titleholders. The process will in such case lead to advice of which Keyrail, on allocating capacity,

may only deviate giving reasons.

4.3.2.6 Allocation

Keyrail lays down the result of the capacity allocation for the annual timetable in the capacity

allocation document, which is published on www.keyrail.nl. This document states the capacity

Keyrail has allocated to the titleholders, including the capacity it has reserved for management

(maintenance schedule and incidental withdrawals).

The capacity allocation document referred to above is part of the Access Agreement for using the

Betuwe Line to be entered into. The titleholder gains the user right for the capacity allocated to

that titleholder in this document. Titleholders holding and using the allocated capacity may not

transfer that capacity to other titleholders. Titleholders who have signed a capacity agreement

with Keyrail may put the operational process in the hands of a railway undertaking authorised to

do so.

By virtue of Decree (EU) No. 913/2010, the railway undertakings should bear in mind the fact that

a number of train paths to be determined will remain available as reserved capacity for allocation

by the Corridor One Stop Shops. RNE publishes this reserved capacity in the form of Pre-arranged

Paths on the Rail Freight Corridors 1 (Rotterdam-Genoa) and 2 (Rotterdam-Lyon). The train paths

of corridor 1 remain available up to 60 days prior to implementation. The train paths of corridor 2

remain available up to 21 days prior to implementation.


4.3.2.7 Capacity allocation for congested infrastructure and the framework agreements

4.3.2.7.1 Congestion statements

By virtue of Directive 2012/34/EU (Article 47) Keyrail declares the infrastructure congested if

the coordination phase in the annual timetable allocation process did not result in a capacity

allocation satisfactory for the applicants. Subsequent to the congestion statement, Keyrail

prepares a capacity analysis within six months. Within six months of completing the capacity analysis, Keyrail draws up a capacity increasing plan after discussing matters with

titleholders.

For the capacity increasing plan Keyrail, in association with ProRail, determines the most

cost-effective solution based on a cost-benefit analysis. Solutions can be of an infrastructure,

process or innovative nature. An overview of the congestion statements issued for the

Betuwe Line can be found in appendix 11 and also on Keyrail’s website.

4.3.2.7.2 Framework agreements

On publishing this Network Statement, Keyrail has not concluded framework agreements for the

timetable 2016.

4.3.3 Traffic applications and allocation in the ad hoc phase

The ad hoc phase begins right after the closing date of the application for capacity allocation of

the annual timetable. Within the ad hoc phase RailNetEurope (RNE) distinguishes the period in

which capacity applications concern a planned annual timetable (Late Path Requests) and

applications involving an existing timetable. Section 4.3.3.1 describes the way in which Keyrail

interprets this distinction. The principles (and the application terms of the allocation process in the

ad hoc phase) are discussed in section 4.3.3.2.

All titleholders may apply for capacity. When handling capacity applications, Keyrail does not

distinguish applications of titleholders who have already signed the Access Agreement and parties

that have not signed the Agreement yet. Titleholders who have not signed an Access Agreement

with Keyrail yet, on submitting an ad hoc application agreement, confirm they accept the

processes, procedures and timetables referred to in this section.

Parties that did conclude an Access Agreement for the timetable to which their ad hoc

applications refer also accept the processes, procedures and timetables for handling these

applications referred to in this section on signing the Agreement. Capacity granted to Parties-

with-Access-Agreement in the ad hoc phase automatically becomes part of that Agreement.

If during the ad hoc phase, capacity is allocated to titleholders who do not hold a current access

agreement, while these titleholders do not use this capacity within one month, the allocated

capacity will expire.


If the titleholder is an authorised applicant41 then the titleholder must communicate at least one

month before the trains start running which entitled railway undertaking will supply traction. If

the titleholder does not do as such, the allocated capacity will expire.

4.3.3.1 RNE Late Path Requests and ad hoc applications for an existing timetable

RailNetEurope (RNE) distinguishes two phases of the ad hoc process. Keyrail follows this

distinction.

The first period involves the ad hoc applications which Keyrail receives no later than five working

days prior to the commencing date of the new timetable. In RNE terms this is called the Late Path

Request term. This period is dominated by the fact that none of the titleholders has an Access

Agreement for the timetable year in question.

The second period begins as of five days prior to the effective date of the timetable until the

actual operation of the requested train service. At this stage Keyrail distinguishes:

• Change sheet periods

• The plan specific day period and

• The traffic control phase.

Each phase has its own planning tool (see also section 4.2, point 8).

Keyrail handles capacity applications submitted at least in the Late Path Request period as such

allowing these applications and the available infrastructure to optimally link up. Keyrail submits

any solutions suggested to this purpose to the relevant titleholders. In doing so, Keyrail may

ignore the First Come First Served principle if such ensures good solutions for all parties. If a

conflict remains, Keyrail will apply the FCFS principle.

4.3.3.2 The capacity allocation process in the ad hoc phase with OSS Planning

The following steps are part of the capacity allocation process in the ad hoc phase:

• Application by a titleholder

• Intake process by Keyrail

• The scheduling phase

• Determination (as well as communication and processing) of the capacity

allocation.

41

In accordance with Article 57 paragraph 2c of the Railways Act: other natural persons or legal entities who for commercial reasons

have demonstrable interest in obtaining capacity for transporting persons or cargo by means of railway transportation services.


4.3.3.2.1 Submitting ad hoc applications to OSS Planning

Addressing the application

For their ad hoc applications, titleholders use the RNE form or the DONNA planning tool. For

applications submitted using the RNE form, the train path catalogue serves as a guideline. All

titleholders will submit their applications in writing prior to the change sheet period or the Specific

Day plan adjustments to OSS Planning ([email protected]). Railway undertakings that have

DONNA at their disposal may also “translate” their applications by putting a train number on a

path that has not yet been allocated. The written application sets the standard at all times.

Contents of the applications OSS Planning

The application should include the following data:

• applicant (titleholder and contact person)

• train number

• order type (introduce, change, cancel)

• train length,

• weight,

• maximum speed,

• locomotive type,

• capacity agreements made with the terminals, terminal slot including train number, pull

number and shuttle name,

• holding capacity required (at least 60 minutes on the process tracks upon arrival or departure

of a train from or to the free lane), stating the departing train,

• departure station,

• arrival station,

• route preferred,

• border time,

• day and time/oath number of departure (including margin),

• day and time/path number of arrival (including margin),

• scheduled stops,

• location of the locomotive exchange,

• profiles,

• quiet wagons (with K and LL blocks),

• braking position,

• heavy transports,

• hazardous substances (RID),

• deviations to rolling stock related to infrastructure user restrictions.


Application moments for structural products

Railway undertakings submitting a structural product application with the purpose of using this

product as part of a change sheet must give due consideration to the change sheet terms. Keyrail

handles structural products that are submitted too late to be considered for inclusion in a change

sheet as a bundle of non-structural applications at specific day level.

When determining the commencing dates for change sheets Keyrail observes the agreements

which European infrastructure managers make within RNE. If ProRail and the railway

undertakings make additional agreements, Keyrail also observes these agreements. Matters

involve both the last application moment and the coming into force of a change sheet.

Application moments for non-structural products

Railway undertakings may always apply for paths for trains and separate locomotives.

Nevertheless, the closer to the desired time of departure, the greater the chance not all wishes

can be met.

Keyrail advises railway undertakings to submit their applications for regular trains earlier, granting

Keyrail sufficient time to for instance investigate whether the path desired by the railway

undertaking dovetails properly with an available path in an adjacent management area, and if not,

suggest an alternative.

Table: closing dates for the Day Plan Phase and start of the Traffic Control Phase

Mo Tue We Thu Fr Sa Su Mo Tue We Thu Fr

16.00 > > 0-24

16.00 > > 0-24

16.00 > > 0-24 0-24

16.00 > > > 0-24 0-24

16.00 > > > > 0-24

16.00 > > 0-24

16.00 > > 0-24

In orange: the closing dates of the Day Plan Phase, in grey: DONNA Knoop being active.

Please note that the Wednesday transfer of plan specific days is geared towards implementation

on Saturday and Sunday. The Friday transfer of plan specific days is geared towards

implementation on the following Wednesday.

4.3.3.2.2 The intake process of the ad hoc applications in OSS Planning


Keyrail’s OSS Planning tests the admissibility of the application. Keyrail does not handle an

application if:

• The application deviates from the train path catalogue.

• The application does not dovetail with the maximum number of train and shunting movements referred to in the annual timetable.

• The application (form) is incomplete or incorrect.

• The requested product does not fit within the traffic day or the traffic period concerned.

A Donna adjustment does not include a written request.

Where possible, Keyrail Capacity & Chain Management will verify whether a feasible integral plan

exists combined with the terminals RSC Waalhaven, ECT, Euromax and EMO as part of the chain

coordination.

If Keyrail’s OSS Planning declares the application admissible, the applicant shall receive a

confirmation of receipt (email) within one working day, For some products Keyrail indicates how

long the order processing period will take. If Keyrail declares the application inadmissible, the

applicant shall be notified within one working day stating reasons.

Keyrail’s OSS Planning will provide each admissible application with a serial number. The order

will then be processed as soon as is possible in the order in which the applications were received

by Keyrail. The drawing of lots will decide in case of applications received at the very same time.

4.3.3.2.3 Scheduling

Keyrail handles all applications in the order in which they were received.

Ad hoc applications are handled once the allocation of the annual timetable concerned has been

determined. This means that Keyrail “parks” all ad hoc applications that have come in as of the

closing date for the annual timetable, after testing them for admissibility, until the annual

timetable is set.

Keyrail tests each application in the order in which it was received for suitability for the capacity

allocation determined at that moment for the traffic day/traffic period in question. This applies to

both the free section and the availability of capacity on railway yards and terminals. If the test

performed by Keyrail Capacity & Chain Management confirms that no feasible integral plan

combined with the terminals RSC Waalhaven, ECT, Euromax or EMO can be allocated, Keyrail will

address the railway undertaking and terminal(s) in question to see whether a feasible plan can be

allocated.

Keyrail handles capacity applications that were submitted at least in the Late Path Request period

as such allowing these applications and the available infrastructure to optimally link up. Keyrail

makes sure to submit any solutions suggested to this purpose to the relevant titleholders.


If an application in the DONNA of a railway undertaking with a DONNA connection does not meet

the plan standards referred to in Appendix 16, or in case it is not conflict-free, then Keyrail OSS

Planning will allocate the application within a timeframe of minus 10 minutes to plus 20 minutes

compared to the application and/or conflict, whereby the limit time with DB Netze and ProRail is

maintained. If the limit time with DB Netze or ProRail cannot be maintained, then Keyrail OSS

Planning will request the railway undertaking with a DONNA connection to submit a new request

as soon as possible that does meet the plan standards referred to in Appendix 16 or that is

conflict-free.

4.3.3.3 Communication and laying down

Keyrail turns down any application that does not fit within the capacity allocated at that moment

for that specific day or period. Keyrail allocates the requested capacity provided it is suitable,

adding the railway yard planning, communicating matters with the applicant and laying these

matters down in the applicable planning system. For ad hoc applications in the plan term this is

done using email or PCS, or ISVL for applications in the traffic control phase.

4.3.3.4 Expiring capacity

The agreed capacity expires in case of an emergency and whenever this is absolutely necessary

due to a failure making the infrastructure temporarily unfit for use42.

Keyrail is entitled to partly or entirely withdraw the timetable capacity on the free track or railway

yards if Keyrail, after tuning matters with a terminal and the railway undertaking concerned,

establishes that the railway undertaking cannot acquire a slot of a terminal that is properly

connected to the standard process times and the railway undertaking has requested insufficient

parking time, or if insufficient time can be allocated.

In some cases it may be necessary to perform maintenance work on the infrastructure on short

notice (repairs, urgent replacements, etc.) that does not fit into the capacity allocated in the

annual timetable for activities.

42

Article 3 paragraph b of the Railway Capacity Allocation Decree.


4.3.3.5 Submitting ad hoc applications to Traffic Control

Addressing the application

Titleholders submit their ad hoc applications in the traffic control phase through ISVL. In ISVL the

confirmation of receipt is visible.

Contents of the application

The application should include the following data:

• Applicant and date and time of the application (automated)

• Train number

• Traction combined with the type of rolling stock

• Train length

• Maximum speed

• Weight

• Railway undertaking operating the train

• Type of order

• (no) hazardous substances (RID)

and in case of hazardous substances: code 1, code 243, writ, other information,

• The activities desired by the railway undertaking, at least the date and time for treatment at

the terminal or shipper and any additional preparation capacity.

• Departure station

• Arrival station

• Timetable point relevant abroad

• Date and time ready for departure including margin and track desired

• Date and time of arrival including margin and track desired

• Section

• Stops required

• Reason for stops

• Particulars of implementation by the railway undertaking.

Traffic Control tests the admissibility of all applications and changes in previously allocated

capacity based on the features that must be stated on the order. For processing orders, Traffic

Control maintains a minimal completion time of 30 minutes. It means that orders are to be

submitted within half an hour prior to scheduled departure. Changes by Traffic Control are

cancelled without malus and a new orders must be submitted through ISVL. For separate

locomotives on the entire Betuwe Line and local traffic paths on Havenspoorlijn, the minimal

completion time for processing orders is 15 minutes.

43

This is an ISVL completion field in which the railway undertaking must state the train restriction, like BP2 and BP2ZWV.


4.4 Capacity allocation for maintenance and/or large-scale renovation

work/new development ProRail is responsible for this large-scale renovation work including the capacity requests for this

work. Capacity allocation, however, is the responsibility of Keyrail.

4.4.1 Capacity allocation for management in the timetable phase

The following prevails for activities performed on or near the main tracks that require (a

combination of) incidental withdrawals:

1. Capacity requests for maintenance, large-scale renovation/new development or use of (parts

of) windows of the maintenance schedule must be submitted to Project & Availability Control

at Keyrail using the following email address: [email protected]. Terms for submitting

requests are included in the Table of Chapter 4.3.2.

2. All capacity management requests are treated during the management meeting on 29 April

2015 as part of the scheduling and coordination phase. Keyrail designs this process as such

thus reasonably minimising titleholders’ administrative burden.

3. For work which is reasonably foreseeable and feasible on the closing ate of the annual

timetable request, capacity is set and allocated during annual timetable allocation on a

specific date prior to implementation of this work.

As for work that cannot reasonably be foreseen and scheduled, agreement on the day type

and implementation variant can be agreed upon during the annual timetable phase.

Duet o the frameworks of DB Netze for work performed on the third track between Emmerich

and Oberhausen, traffic is seriously obstructed, however on the A15 line of the Betuwe Line

there is also much room for maintenance and incidental withdrawals. The overview with work

performed by DB Netze between Emmerich and Oberhausen in 2016 is provided in Appendix

23. In the capacity allocation of requests for management Keyrail assumes these frameworks

of DB Netze as much as possible. Keyrail requests applicants of management to fine-tune

their frameworks with these frameworks. Requests outside the ‘challenging’ weeks in

Germany become very limited and permitted only if the absolute necessity is sufficiently

substantiated.

4. Prior to the coordination of the annual timetable capacity allocation process, an inventory

takes place of withdrawals to be agreed upon on the Combined Network, the Betuwe Line,

the border route sections of the adjacent foreign networks and the route sections as far as the

logical disconnecting points in Belgium and Germany, for which the relevant diversion routes

are expected to provide insufficient residual capacity for the diverted trains. Keyrail, in

cooperation with ProRail, DB Netze and Infrabel, makes sure that optimal and operational

rerouting capacity is available on the combined network and the connected international

networks.

For those withdrawals for which, subsequent to discussions, the total capacity on the

diversion routes is expected to be insufficient according to reasonable standards, Keyrail

offers the titleholders the possibility to designate trains that can be handled according to the


annual timetable rules within the VAB process (traffic adjustments due to management),

which means with priority over the ad hoc requests. Keyrail designs this process as such

making sure the administrative burden is as low as possible as far as the titleholders are

concerned.

5. At the time and place of the incidental withdrawals and on the related diversion routes used

the maintenance schedule is not cancelled, unless stated explicitly. Keyrail will help solve

competition by means of changes in the maintenance schedule.

4.4.2 Capacity allocation for management in the ad hoc phase

1. During the timetable year, Keyrail may obtain capacity for unscheduled maintenance. This is

maintenance that cannot reasonably be scheduled upon completing the annual timetable

requests and which cannot reasonably wait until the following timetable year. Any changes of

the allocated traffic capacity occur under the rules of the ad hoc traffic requests, hence only

with the permission of the capacity holder. Requests are agreed upon after deliberation and

always at least 12 weeks prior to the date of implementation (adjustment and/or reallocation

of) the capacity required within the timetable 2016 44.

2. For activities expected to take place in the timetable year, but which cannot yet be planned on

completing the annual timetable request, will also be agreed upon in the management

discussions and according to the same rules.

3. Subsequent to the annual timetable allocation the titleholders and Keyrail may request the

programming of activities to be changed due to unforeseen circumstances (with respect to

the annual plan) and unforeseen activities. The basic rule is that parties will help reprogram;

cooperation may only be rejected stating grounds and based on business interests.

4. When concretising the implementation method and implementation dates, further

elaboration may not fit within the annual timetable allocated capacity. Also, circumstances

might present themselves while preparing and implementing the project which had not been

presumed as such on determining the required capacity. Keyrail and the titleholders will

discuss the changes of the implementation method and implementation dates. If parties fail

to reach a consensus then the titleholders involved and Keyrail undertake to agree on

allocation within 10 working days by means of a new procedure to be agreed upon by then.

The precondition is the implementation of the activities involved in the timetable year 2016.

5. In the event of a dispute concerning the capacity required by Keyrail for performing activities,

Keyrail will substantiate the usefulness and necessity of this capacity required.

6. Track activities usually require some major withdrawals and several minor withdrawals (for

preliminary work and work afterwards). These minor withdrawals are carried out in the

maintenance schedule. If the maintenance schedule provides insufficient capacity, then

Keyrail will communicate matters and within 12 weeks prior to implementation determine the

required capacity for the preliminary work and work afterwards. Keyrail will discuss

44

two-monthly meeting dedicated to management requests in the ad hoc phase


adjustments with the titleholders involved; if parties fail to reach a consensus then the dispute

settlement procedure referred to in the previous paragraph will prevail. The above stipulations

are aimed at using the major withdrawals – that dovetail with the national context - most

efficiently.

7. If disruptions or irregularities (might) occur that (might) threaten safe and undisrupted train

traffic, maintenance will be required and titleholders will lose their capacity rights in order to

allow the performance of work (repairs, urgent replacements, etc.) for the

restoration/assurance of safe and uninterrupted train traffic. Keyrail will invest best efforts to

carry out this work as much as possible within the maintenance schedule.

4.5 Unused capacity

Keyrail provides an integrated 45 plan or timetable that is conflict-free and upon transfer to Keyrail

Operations includes unused capacity on the free track and railway yards for a longer period of

time. The purpose is to use the capacity on the Betuwe Line safely, efficiently and in a reliable

manner. With the cancellation schedule for the allocated capacity in the annual timetable and the

plan for the specific days, Keyrail seeks to minimise unnecessary capacity possession by

disallowing management and traffic to not use this capacity on the free tracks and the railway

yards for a longer period of time.

4.5.1 Reallocating capacity not used for a longer period of time

Keyrail addresses the titleholders orally and in writing if capacity allocated to them in the annual

timetable (including the change sheets) is left unused: less than 50% in eight weeks or less than

25% in four weeks. This is calculated according to the (related) train number for each traffic day on

the free track or railway yard. The titleholders will be granted the opportunity to state the reasons

for not using the allocated capacity. Consequently, Keyrail might reallocate train paths or railway

yard slots. The capacity released after the allocation process will be available for other previously

submitted traffic capacity requests.

Keyrail applies this rule within three weeks from sending a written notification to the original

holders of the capacity in question. If Keyrail proceeds to reallocate the capacity to another

titleholder, Keyrail will in principle apply the order on the waiting list (first come, first served).

Keyrail may deviate from this principle if such ensures good solutions for all parties involved.

Nevertheless, if a conflict persists, then Keyrail will apply the FCFS principle.

The above does not apply if the situation has presented itself beyond the titleholder’s control due

to non-economic reasons. The reallocated capacity will be offered to other titleholders without

45

The integrated plan includes the paths on the free track, connection to the border times on the interfaces between the Betuwe Line

and the railway infrastructure of ProRail and DB Netze, the railway yards and the connection to the terminal slots of at least the

terminals RSC Waalhaven, ECT, Euromax and EMO.


refunding any reservation compensations or prepaid rental tariffs for a monthly period which the

original holder of this capacity has paid.

Keyrail may suspend the execution of the Access Agreement for using the Betuwe Line or parts

thereof. If Keyrail then decides to terminate the suspension, the titleholder will once again have

the right to claim the capacity he has been offered. This is possible on the fourth day after the

termination of the suspension.

4.5.2 Unused capacity in the traffic control phase

In the traffic control phase, the steps of a disciplined departure process (see Appendix 6, ProRail’s

Operational Conditions, section 2.1.3) must be followed. Failing to observe the agreed process

steps means that the allocated train path will be cancelled. In case of a cancellation as described in

the above, Kijfhoek Traffic Control Post shall have the right to allow other railway undertakings to

have that capacity

4.6 Exceptional transports The terms and conditions for exceptional transports are described in the operational conditions of

Appendix 6. These are the terms and conditions that have been described in section 1.2 of the

operational conditions of ProRail Access Agreement 2015 and also in ProRail Network Statement

Combined Network.

Private passenger transport on the A15 line of the Betuwe Line cannot be laid down in the access

agreement and capacity allocation. Private passenger transport on Havenspoorlijn may be agreed

upon exclusively in the access agreement and capacity allocation provided the railway

undertaking one month prior to the execution date submits a Risk Analysis & Evaluation which

Keyrail has approved of as well as a logbook which has been accepted by Keyrail’s QSE. If the

railway undertaking requests an incorrect timetable, then Keyrail (including Kijfhoek Traffic

Control Post) may prohibit private passenger transport at all times.

4.7 Traffic Control

Keyrail provides tracks (including railway yards) and roadways as laid down in the capacity

allocation process (annual time table and ad hoc).

If the railway undertaking departs within the departure timeframe, Keyrail shall invest best efforts to:

• realise the connection with the combined network (ProRail) or the German network (DB

Netze) that is part of the scheduled train path (“establish the planned connection”);

• allow traffic that remains within the Betuwe Line area to arrive at the scheduled time.

The Railways Act’s frameworks for this regulation are also laid down in Directive 2012/34/EC

(Article 54), Railways Act (Article 16, paragraph b) and the Rail Traffic Decree (articles 22 and 23).

For the responsibility for selecting roadways, see Appendix 6, section 1.1. of the Operational

Conditions of ProRail’s Network Statement Combined Network”


4.7.1 Principles of the intervention measures

By virtue of the Rail Traffic Decree and the General Terms & Conditions, in certain situations

Kijfhoek Traffic Control Post is authorised to deviate from allocated capacity agreed upon

previously. This allows Kijfhoek Traffic Control Post to intervene in the intended flow of the train

service and other operating processes of railway undertakings. The railway undertaking must

observe Kijfhoek’s instructions in this context.

In the event of disruptions whereby an efficient solution cannot be found within the management

area of the railway undertaking, then Keyrail Operations will discuss matters with ProRail and/or

DB Netze to find out whether rerouting via other networks is possible. Keyrail Operations will

exercise this authority, particularly in the following situations:

• In the event that the train running deviates from the plan to such an extent that it affects the running of other trains or operating processes (domino effect ), or otherwise gives rise

to an out-of-control situation.

• In the event of (threatening) disruptions or an unforeseen restricted availability of the

infrastructure.

• By order of public authorities.

• In case of emergencies.

• In case of threat of danger.

• To prevent situations in which the guidelines applicable to Keyrail by law are in danger of being transgressed.

• To bring an end to situations in which the guidelines applicable to Keyrail by law are being transgressed by use.

• In the event of potential enforcement of an administrative order and to prevent the

consequences thereof.

These interventions are aimed at ensuring safety and restoring the planned flow of the traffic in a

controlled manner with as little disruption as possible.

4.7.2 Intervention measures

In case of disruptions, a distinction is made between situations with reduced availability of the

infrastructure and situations whereby one or more trains fall outside the allocated capacity or

timetable(s) without any reduced availability of the railway infrastructure.

Blocked infrastructure

Due to an obstruction on the opening track or a node, a situation may arise whereby the railway

undertaking does not acquire the infrastructure capacity to which it is entitled according to the

allocation plan or timetable. In such case, the remaining (available) infrastructure capacity is

divided as best as possible among the affected railway undertakings in proportion to the most

recently applicable allocation plan. Trains unable to run due to a blocked infrastructure are

regarded as delayed trains, unless such trains are definitely cancelled under the terms of handling

agreements. When preparing a new plan, Keyrail Operations will apply the obstruction measures

as agreed upon in advance with the transport operators involved. If Kijfhoek Traffic Control Post,


due to circumstances, is forced to deviate from these measures, such will take place after consultation with the railway undertakings involved.

A transport operator may, on suitable grounds, request a change to the measure agreed in

advance. Kijfhoek Traffic Control Post will accept this change on condition that it does not

prejudice any other railway undertakings. Deviating agreements with regard to a specific incident

can be made in the Dutch RBI = (regional incident management policy team) or in the LBI

(national incident management policy team.

Train deviating from the allocation plan

A train deviates from the allocation plan or timetable if the delay is such that the train uses

infrastructure capacity other than that prescribed in the allocation plan or timetable. If a train

exceeds the delay margins agreed upon with the railway undertaking, then Kijfhoek Traffic

Control Post will reschedule the affected train subject to the specifications of the railway

undertaking concerned. A path, which is free of conflict with the trains of other railway

undertakings, is thereby determined. This principle is detailed in handling agreements

contractually laid down with the railway undertaking.

If two trains deviate from the allocation plan or timetable, then these are rescheduled subject to

the specifications of the railway undertakings concerned. If these two trains compete for the same

infrastructure capacity, the sequence of the available infrastructure paths will be determined

based on the ' first come first served' principle. If Keyrail is forced to deviate from this principle,

such will take place following consultation with the railway undertakings concerned. The same

applies if one or more railway undertakings make a request for change.

Kijfhoek Traffic Control Post will inform DB Netze and Infrabel about any change in the timetable

for cross-border traffic made by Keyrail. Coordination takes place on discovery of a (potential)

timetable conflict. Keyrail and ProRail inform one other using the shared intervention system.

Coordination in case of a changed or new timetable takes place by testing in ISVL and in the

dynamic time path diagram and/or by means of telephone contact.

4.7.3 Foreseen intervention See Appendix 6, section 2.1.2 of the Operational Conditions of ProRail’s Network Statement

Combined Network.

4.7.4 Unforeseen intervention If the disruption and the intervention for correction thereof involve only one railway

undertaking and does not affect the capacity allocated to other railway undertakings, then the

intervention measures to be taken will be determined as much as possible in consultation with the

railway undertaking in question. Ultimately, Kijfhoek Traffic Control Post will decide on the

measures to be taken. Keyrail does not apply any priority rules according to train type or

transportation segment.


4.8 Allocating capacity for stabling and shunting facilities The capacity rights for using the facilities referred to in section 3.8 are applied for and treated in

the regular capacity allocation process. These facilities, insofar they are managed by Keyrail, will

be used as services being offered (see Chapter 5).

4.9 Operational cooperation

Keyrail will handle capacity requests for train services beyond Keyrail’s management area in

accordance with the agreements that exist with ProRail and also with other infrastructure

managers united in RailNetEurope.

As regards the Zevenaar border crossing, DB Netze and Keyrail act in line with the border route

section agreement concerned. These agreements include arrangements for the regulation and

tuning of through train traffic. Operational agreements exist between Keyrail and ProRail for

through train traffic via both management areas. Keyrail and ProRail, in association with

infrastructure managers of the adjacent railway networks, also coordinate the planning of

possessions.


5 Products and services

5.1 Introduction

Keyrail is offering titleholders several services to access and use the railway infrastructure of the

Betuwe Line, as described in section 1.1.2. The Access Agreement to be concluded with the

railway undertakings lays down the services available. Article 13 of Directive 2012/34/EU

categorises these services as follows:

• Minimum Access Package (section 5.2)

• Access to facilities (section 5.3)

• Supplementary services (section 5.4)

• Support services (section 5.5).

Railway undertakings are entitled to the non-discriminatory use of the services referred to in the

categories Minimum Access Package and Access to Facilities.

Section 5.6 covers the performance agreements which Keyrail seeks to reach with the railway

undertakings. Section 5.7 and beyond provides an overview of Keyrail’s other services.

5.2 Service package 1: Minimum Access Package

Keyrail distinguishes three different train paths:

• Standard pattern paths; train paths on Havenspoorlijn and the A15 line optimally connected to

the basic hour pattern freight paths on the combined network (ProRail) and the Stundentakt

of DB Netze.

• Separate locomotive paths: train paths on Havenspoorlijn for separate locomotives, including

locomotives dispatched.

• Local traffic paths: paths on Havenspoorlijn to optimise the logistics processes in the harbour

area.

A train must always be capable (given the traction, train length and weight involved) to run the

speed fit for the path involved, under all weather conditions. The condition is to use locomotives

which at least have a “No Objection Declaration (in Dutch: Verklaring van Geen Bezwaar or VgB),

for unrestricted operation.”

Keyrail proceeds according to market specifications for a standard pattern path for the A15 line

and Havenspoorlijn, including the standard process times on the departure or arrival railway yard.

Keyrail uses these standard pattern paths for composing the train path catalogue (see section

Fout! Verwijzingsbron niet gevonden.) within the timetable design standards in Appendix 16.

The standard pattern paths also stimulate the most effective use of the railway infrastructure.


the specifications for the standard pattern path on the A15 line are based on a timetable speed of

95 km/h in eastern and western direction. The other features are described in section 4.3.2.1.2.

The specifications of the standard pattern path for Havenspoorlijn are based on a timetable speed

of 75 km/h and 60 km/h respectively in both directions with the exception of the Botlek Tunnel.

For pattern paths in the section Maasvlakte West – Yangtze Port the timetable speed is 40 km/h

and 60 km/h respectively, with the exception of tracks 930 and 931 for which a 40 km/h speed

applies. Further specifications are described in section 4.3.2.1.3.

Only for specific cases, on the request of and in cooperation with the railway undertaking

concerned, Keyrail will study the possible exceptions. The railway undertaking wishing to use

more than one standard pattern path for operating a train on Havenspoorlijn and/or the A15 line

must submit a request to that effect to Keyrail in order to receive a declaration of admissibility.

The requirements set to any deviating applications are described in section 4.3.2.1.4. Trains the

weight of which exceeds the weight mentioned in the table in sections 4.3.2.1.2 and 4.3.2.1.2.3

may use no more than two standard pattern paths at the tariffs included in section 6.3.

Information on the standard pattern paths will be published within three months prior to the

expiry of the deadline for submitting the annual timetable, on times set by the RNE.

Keyrail provides four to six standard pattern paths per hour in each direction between Kijfhoek

and Zevenaar border and vice versa, two of which have concurrence with the freight relation at

the Beverwijk/Amsterdam Westhaven-Utrecht-Meteren-Betuwe Line-Zevenaar border on the

section Meteren-Zevenar border. Also there are two concurrence paths per hour in each direction.

These are available between Kijfhoek – Betuwe Line – Elst – Arnhem – Bad Bentheim, vice versa.

Maximum capacity on Havenspoorlijn:

• Kijfhoek – Waalhaven: 6 paths per hour in each direction vice versa, 6 of which have

concurrence with the paths Kijfhoek - Maasvlakte vice versa,

• Kijfhoek – Maasvlakte: up to 6 paths per hour in each direction vice versa.

The paths from Kijfhoek to Waalhaven and Maasvlakte have concurrence.

The Minimum Access Package includes access to and use of the process tracks on railway yards.

These tracks are intended for process implementation on trains’ arrival or departure.

The standard processing time permitted upon arrival and departure is no more than 120 minutes.

In case of conflicting requests for shunting time on process tracks, after programming and

coordination Keyrail may push back the process time from 120 minutes to 60 minutes if a railway

yard is congested. The standard process time applies to all stops scheduled in the annual

timetable, DONNA plan specific days and VKL including change sheets.


For these first 240 minutes Keyrail will not charge the railway undertaking costs parking fees.

Staying longer than 240 minutes means Keyrail will charge parking fees (these are described in

section 6.3.3). Earlier departure from the terminal (which could mean spending more time on a

process track than the maximum time permitted) is permitted, provided this is (a) possible on the

railway yard and (b) the processes of other railway undertakings are not frustrated.

With this basic product Keyrail is offering the ‘deliver train path’ service that includes all parts of

the minimum access package as referred to in appendix II of Directive 2012/34/EU:

a. handling infrastructure capacity application;

b. reserving capacity according to the agreed capacity allocation;

c. using tracks on route sections and railway yards for train movements and for stationary use

insofar necessary for traffic flow (passing, changing driving direction, changing locomotive,

changing staff, etc.). Also, the stationary use of tracks insofar required for loading and unloading

goods to be shipped;

d. train service and traffic control for centrally and locally controlled areas, including use of railway

safety telecommunications services;

e. providing all information required to carry out the train service for which capacity has been

requested, providing the railway undertaking with information on the current train service

handling;

f. the services of Keyrail’s emergency organisation pertaining to alarm signals, evacuation and

clearing of the tracks after incidents, as well as the re-railing of rail vehicles and moving damaged

rail vehicles to a safe place where they will not hinder traffic; this includes the integral

coordination of the operations of railway undertakings in these circumstances, as well as

coordination with the competent authorities and their emergency services (deployment costs are

charged to the causing party).

In most cases automated systems will be used to provide information between and to railway

undertakings and other titleholders (see section 2.2.1). To this purpose Keyrail to a certain extent

uses the systems managed or owned by ProRail, as well as its own systems that are either

operational or under construction. On publishing this Network Statement, the railway data

system is the Rail Management System Client (RMS Client for the capacity allocated on the

railway yards managed by Keyrail (see section 1.1.2.).

The railway undertakings and other titleholders may together with Keyrail decide on how often

they wish to receive reports on the performance schemes (daily, weekly, monthly).


5.3 Service package 2: accessing the facilities

5.3.1 Accessing the overhead contact line

The ‘access to the overhead line’ service concerns the use of the overhead contact line and all

other parts of the traction energy system managed by Keyrail, including the connections to the

public power network. Keyrail guarantees access to these facilities. The maximum current take-up

per route section is shown in appendix 12. Conditions regarding this service are included in

appendix 19.

5.3.2 Accessing the refuelling systems

The refuelling systems that exist in Keyrail’s management area have been described in Appendix

15. Kijfhoek Traffic Control sets roadways from and to the refuelling systems.

5.3.3 Accessing and using passenger stations

Not applicable.

5.3.4 Accessing the terminals and the public loading & unloading sites

Accessing terminals and the public loading & unloading sites managed by Keyrail is part of the

Minimum Access Package (see section 5.2). Using the public loading & unloading sites is part of

Service Package 2. (see section 5.4.5).

5.3.5 Accessing and using railway yards

Keyrail has categorised railway yards into process tracks, parking tracks, repair tracks and rented

tracks. Accessing these tracks is part of Service Package 1.

The rented tracks are allocated in accordance with the Railways Act, with the exception of rented

tracks on Esso Buiten. These tracks are private property. Hence they are laid down in a contract

outside allocation (see section 6.3.4). RID goods (including empty uncleaned) are not permitted

for these tracks.


Using the process tracks

Using the process tracks is part of Service Package 2.

On process tracks, trains may be stabled for free for no more than 120 minutes 46 upon each arrival

from the free track in a train path and upon each departure from a process track to the free track

in a train path. This capacity on the process track is necessary due to the performance of a train

run. If a train spends more than 120 minutes on a process track, then this train is parked. This

capacity is not inextricably or directly linked to the performance of a train run. The parking

capacity is a temporary parking space of railway vehicles between two runs within a maximum

period of seven calendar days. Parking is the case directly upon arrival on/departure from a railway

yard. In RMS, Keyrail registers the allocated and actually used capacity and stabling time on each

railway yard. The purpose of the parking policy is to improve circulation on Havenspoorlijn and

enable the most efficient use of the track and terminal capacity. By charging parking fees, Keyrail

seeks to minimise nuisance during the process. In case of long parking on tracks not being rented

tracks, Keyrail may ask the railway undertaking to free the track in question to make sure that the

process tracks are used efficiently. The railway undertaking concerned must meet this request

within 24 hours.

Using the rented tracks

Using rented tracks on which rolling stock may be stabled for at least 30 consecutive calendar days

and no more than a timetable year, is part of Service Package 2. Rented tracks are used to

regulate the occupation of tracks that are not directly involved in the transportation process.

Keyrail offers railway undertakings and authorized applicants the opportunity to apply for pre-

arranged rented tracks in the timetable allocation process. Rented tracks are allocated during the

timetable allocation process. If during the annual timetable allocation process and in the

coordination phase, it turns out that a rented track already arranged in the annual timetable

allocation process needs to be allocated in competition as a process track to a titleholder who has

applied for a weekly set of train paths (in accordance with the definition given in Article 3 under

Directive 2012/34/EU), then this rented tracks shall no longer be available and be allocated as a

process track with the relevant set of train paths. After the annual timetable allocation, Keyrail will

sign leases with parties to which rented tracks have been allocated. In the ad hoc phase, in the

annual timetable Keyrail will offer the available rented tracks that have not yet been allocated

according to the first come, first served principle, under non-discriminatory terms. The same

allocation principle applies to tracks that are private property, such as those on Esso Buiten. The

tariffs of the rented tracks are based on location, length of tracks and the existing facilities. These

tariffs are provided in Chapter 6 of this Network Statement.

The lease for rented tracks can be terminated prematurely by the owner and renter.

46

In case of inconsistent applications for stabling times on the process tracks, after scheduling and coordination Keyrail may push back

the process time from 120 minutes to at least 60 minutes in case of a congested railway yard.


The renter may discontinue the lease prematurely at [email protected]. Within ten workdays the renter will receive a notice form that needs to be signed. This form lays down the date on which

the rented track concerned must be free from rolling stock. One of Keyrail’s inspectors will check

whether the track is empty and that it is delivered in good condition, in which case the lease will

be terminated on the agreed date. Keyrail has the right to terminate the lease fully or partly if

monitoring activities performed by Keyrail confirm that the tracks concerned were structurally not

used by the renter and market tension is demonstrably the case, or in case of delinquent payment.

Using the repair tracks

Using repair tracks that are meant for work that is considered to be a fixed part of ordinary daily

activities, and for which rolling stock need not be put out of service, is part of Service Package 2.

More information is available in section 3.8.3 and also with Keyrail Customer Service,

[email protected].

5.3.5 Accessing and using the shunting hump in Kijfhoek The shunting hump in Kijfhoek may only be used with locomotives that are equipped with tools

for communication with and influencing by the automated hump tracks.

5.4 Service package 3: supplementary services

5.4.1 Traction energy

Keyrail’s service package does not include traction energy supply. For this the railway

undertakings should address the Coöperatieve Inkoopvereniging Elektriciteit Betuwe Line

(CIEBR). For address details we refer to Appendix 19.

5.4.2 Fuel supply

Fuel supply is not included in Keyrail’s service package. Within Keyrail’s management area, this is

the responsibility of the buying organisation Verenigd Inkoop voor Energie op het Nederlandsche

Spoorwegnet (Vivens). The address details are provided in Appendix 19. The tank plates in the

Rotterdam port area are currently operated by DB Schenker Rail Nederland N.V. Any changes in

2016 are unknown. The address details are provided in Appendix 19.

5.4.3 Rolling stock maintenance services

This service concerns the use of water draw-off points, sewer connections and electrical depot

power supply existent on the railway yards on publishing this Network Statement. Keyrail, on the

request of one or several railway undertakings, will study whether expanding this service would be

useful and desirable and if so, under which terms.

This service involves the studying and determining, on the railway undertaking’s request, of the

access and transport conditions for equipment that does not comply with the access conditions

for the intended route sections and tracks according to the Minimum Access Package.


The service also includes Keyrail’s additional efforts for the preparing and implementing of

Exceptional Transport, such as the preparing of a tailored timetable, use of assisting Keyrail staff

or the temporary removal of objects along the track. See also appendix 6, point 1.2 of the Network

Statement Combined Network.

5.4.4 Using public loading & unloading sites

Public loading & unloading sites are locations not being private terminals where goods can be

loaded on/off wagons. The public loading & unloading sites are described in Appendix 14.

5.4.5 Additional connections for automated applications

This service involves the provision of connections to information systems managed by Keyrail;

these are RMS Client and Chain Information Platform (in Dutch: KIP). See the Network Statement

Combined Network for automated applications managed by ProRail.

RMS Client

Service Understanding of the current implementation and planning of

the process tracks on tracks operated by Keyrail. Description RMS Client does not provide a current overview of the railway

yard utilisation nor the planning for the next 16 hours. In

addition, RMS Client provides an overview of the features of all

tracks, such as length and type of track. Facility The user is provided with a user name and password for

accessing RMS Client. Types RMS Client is an internet application designed especially for

the railway undertaking. There service is delivered where This service is IP address specific. Supplier Keyrail provides this service. Requests are treated by

completing the application form

(www.keyrail.nl/servicedesk/servicedesk) and emailing it to

Customer Service Keyrail ([email protected]). Delivery period No more than 4 weeks after receipt by Keyrail’s Customer

Service. Terms of delivery The railway undertaking applies this system for accessing data

of its own trains on tracks operated by Keyrail. Conditions of use Users must have an internet PC that is provided with an

updated internet browser. Availability / Reliability Availability of the application: 7 x 24 hours (subject to

emergencies and set times for maintenance yet to be

determined).

Chain Management Information Platform (KIP)


A Chain Management Information Platform is in the making and is expected to be available in 2016.

5.4.6 Travel information and train traffic information

5.4.1 Travel information and train traffic information

The RNE application ITIS provides support in following and arranging international train traffic.

See also section 1.10.2.

5.5 Service package 4: support services

Keyrail provides support services as referred to in Directive 2012/34/EU (Article 13, section 8)

according to the conditions Keyrail and the railway undertaking agree upon for each specific

service.

5.5.1 Use of telecom facilities

Not applicable. For GSM-R see the Network Statement Combined Network..

5.5.2 Tailored additional information products

This service regards the provision of specific information products agreed upon with Keyrail and

the processing thereof, supplementary to the standard overviews of the train service handling

described in Appendix 8.

5.5.3 Technical inspections of the equipment

Keyrail’s service package’s does not include the provision of services for technical inspections.

5.5.4 Support services for major maintenance of rolling stock

Keyrail does not offer support services for major maintenance of equipment on repair tracks used

tot that effect and for which specific facilities are required. Keyrail, upon the substantiated

request of one or several railway undertakings, investigates whether providing these services is

useful and desirable and if so, under which terms.

5.6 Performance schemes

The performance schemes are agreements between the railway undertakings and the

infrastructure managers used to minimise disruptions and improve the performance of the

Betuwe Line system. The performance schemes may contain malus schemes for acts affecting the

utilisation of the Betuwe Line, compensations for disadvantaged railway undertakings and

premiums to reward performances beyond expectations.

Keyrail offers the railway undertakings on the Betuwe Line the following performance schemes:

1. Performance scheme 1: changes of the allocated trains in the traffic control phase

2. Performance scheme 2: punctuality:


a. Performance scheme 2a: punctual departure of the train service compared to the

original plan or current plan,

b. Performance scheme 2b: punctual arrival of the train service compared to the original

or current plan,

3. Performance scheme 3: cancellations of the allocated capacity in the traffic control phase:

a. Performance scheme 3a: cancelled by the railway undertaking,

b. Performance scheme 3b: cancelled by Keyrail,

4. Performance scheme 4: more quiet wagon kilometres.

The practical interpretation of the performance schemes is constantly evaluated and may be

altered during the term of the agreement.

Any changes in the performance schemes for the purpose of effectiveness and reasonableness in

accordance with the Betuwe Line will be published as an addition to the Network Statement.

5.6.1 Performance scheme 1: changes of the allocated trains in the traffic control phase

Purpose of the performance scheme:

manage the number of changes of the allocated capacity by both Keyrail and the railway

undertakings, aimed at more efficient use of the allocated capacity and to not unnecessarily

burden Keyrail Operations with changes during the implementation process.

The ISVL orders measured are ‘changes of the timetable’, ‘change of the train number’ and

‘transport in the timetable of’ in the traffic control phase up to 30 minutes before scheduled

departure for all trains with the exception of separate locomotives that can be changed up to 15

minutes before scheduled departure.

Depending on the number of times an allocated train is changed, it will progressively be charged

with a malus. The malus scheme is described in section 6.3.2.

5.6.2 Performance scheme 2 Punctuality


creating a more reliable train service compared to the current timetable in order to prevent

insufficient use of the standard pattern paths and displacement of other trains:

• On the connection between the Betuwe Line and the German network near the Zevenaar

border, vice versa,

• On the connection between the Betuwe Line and Combined Network, vice versa,

• Upon arrival on the process tracks that are part of the hump system on the Kijfhoek railway

yard at the Port of Rotterdam.

The current timetable is the following:


• The original timetable that has not been changed by Keyrail Operations.

• The allocated changes of the original timetable based on requests in ISVL.

• The allocated orders and any allocated changes thereof based on requests in ISVL.

The performance scheme for the punctual departure and arrival is a tool used to continuously

improve the underlying production process of carriers, infrastructure managers and terminals. The

performance scheme consists of the following:

a. Performance scheme 2a: punctual departure from the Keyrail area

b. Performance scheme 2b: punctual arrival at the Keyrail area.

All performances are measured by Keyrail, analysing them for trends and the (underlying) causes.

They are submitted to the railway undertaking in accordance with the agreements stated in the

Access Agreement for using the Betuwe Line 2016. In addition, the performances and analyses are

discussed during the Operations Managers’ Meeting and wherever necessary, the operational

intervention steps of carriers, infrastructure managers and terminal operators are agreed upon

and monitored for effectiveness. The related operational regulations in this network statement

and the punctuality performance scheme can be adjusted for purposes of effectiveness, after the

decision-making process in the Chain Management Meeting. In 2015 and also in 2016 Keyrail and

the railway undertakings will invest best efforts to ensure optimal harmony with EPR, ProRail and

DB Netze. Keyrail will publish the accepted changes as a supplementation to the Network

Statement Betuwe Line 2016.

Performance scheme 2a: punctual from the Keyrail area

Performance scheme 2a: punctual departure from the Keyrail area

Punctual departure involves all freight trains that have been allocated in the standard pattern

paths as well as those approaching from the Betuwe Line (including Havenspoorlijn) the

Combined Network of ProRail and the Emmerich – Oberhausen section of DB Netze near the

Zevenaar border. This regulation prevails for each Railway Undertaking and is aggregated.

The frameworks for punctuality, being the accepted deviation between the current timetable and

implementation are the following:

• Between no more than minus 6 minutes and 59 seconds and no more than plus 6 minutes and 59 seconds for all freight trains that have passed the connection between the Betuwe Line and

DB Netze on the Zevenaar border. The purpose is:

o 80% in the regular operating company

o 95% during the operating company during the construction work at the third track

between Emmerich and Oberhausen

• Between no more than minus 2 minutes and 59 seconds and no more than plus 2 minutes and 59 seconds for all freight trains that have passed the connection between the Betuwe Line and

the Combined Network on Kijfhoek South, Rotterdam stadium, Rotterdam Lombardijen,

Meteren and HH-boog Elst.

The purpose is:



o 87.5% during the operating company and/or the rerouting company during the construction work on the third track between Emmerich and Oberhausen

• Between no more than minus 6 minutes and 59 seconds and no more than plus 6 minutes and

59 seconds for all freight trains upon arrival at the process tracks of the uphill system of

Kijfhoek and the one at the Port of Rotterdam. The uphill system on the Kijfhoek railway yard

only falls within the scope of this regulation insofar the trains involved have arrived in

allocated position through the A15 line.

The purpose is:


87.5% during the operating company during the construction work on the third track between

Emmerich and Oberhausen.

Performance scheme 2b: punctual arrival at the Keyrail area

Punctual arrival in the Keyrail area involves freight trains that are allocated in the standard pattern

paths and which are driving towards the Betuwe Line (including Havenspoorlijn) from the

Combined Network of ProRail and the Emmerich-Oberhausen section of DB Netze near the

Zevenaar border. This regulation applies for each Railway Undertaking and is aggregated.

The punctuality frameworks, being the accepted deviation between the current timetable and

implementation are the following:

• Between no more than minus 6 minutes and 59 seconds and no more than plus 6 minutes and 59 seconds for all freight trains that have passed the connection between DB Netze and the

Betuwe Line on the Zevenaar border. The purpose is:


o 95% during the operating company during the construction work on the third track

between Emmerich and Oberhausen

• Between no more than minus 2 minutes and 59 seconds and no more than plus 2 minutes and

59 seconds for all freight trains that have passed the connection between the Combined

Network and the Betuwe Line on Kijfhoek South, Rotterdam stadium, Rotterdam

Lombardijen, Meteren and HH-boog Elst. The purpose is:


o 87.5% during the operating company and/or the rerouting company during the

construction work on the third track between Emmerich and Oberhausen.

5.6.3 Performance scheme 3: cancelling the allocated capacity in the traffic control

phase


• Railway Undertakings cancelling trains in previously allocated train paths on time in the traffic

control phase

• Keyrail providing alternative paths on time in the traffic control phase

• Reducing the number of cancellations in the traffic control phase by train haulers in previously

allocated train paths.


This ensures more efficient use of the Betuwe Line and also a more predictable and reliable train

process.

The performance scheme consists of two schemes:

a. Performance scheme 3a: cancelled by the Railway Undertaking

b. Performance scheme 3b: cancelled by Keyrail.

Performance scheme 3a: cancelled by the Railway Undertaking

‘No show’ at a standard pattern path is a fact provided the departure procedure referred to in the

Operational Conditions in accordance with Appendix 6 of the Network Statement 2015 Betuwe

Line is observed. In this situation Kijfhoek Traffic Control will cancel the allocated path and

register ‘Cancel train’ in ISVL whereby the expenses will be paid by the Railway Undertaking. Cancelled trains can no longer be requested on the same traffic date with the same train number.

The cancellation expenses of cancellation scheme 3a are presented in section 6.3.3.

Preconditions:

• In case of a calamity whereby the ordinary train process is not reasonably possible, the

railway undertaking will have the right to link the cancellation to the ISVL registration

card. In this case Keyrail will not be charging costs. The registration card remains open up

to one hour after the end of the calamity. On the railway undertaking’s request or on

Keyrail’s initiative, the registration card may remain open for a longer period of time.

• If the railway undertaking objects to the cancellation registered and reported by Keyrail,

then the railway undertaking must object digitally to [email protected] within two

working days after Keyrail has submitted the digital report.

Performance scheme 3b: cancelled by Keyrail

If a change is caused by Keyrail without Keyrail providing an alternative path within 2 hours, or in

case Keyrail causes a delay to such extent that the train is cancelled indeed (and cargo cannot be

shipped within 2 hours on board another train), cancellation by Keyrail is a fact. The cancellation

expenses of cancellation scheme 3b are presented in section 6.3.3.

The effects of the order moments and the monetised cancellation scheme are unlimited.

The preconditions:

• The cancellation malus scheme for Keyrail will only prevail if Keyrail has caused this cancellation, which means that the infrastructural disruptions or incorrect roadway settings

Keyrail’s operating area are a fact.

• The Railway Undertaking must report cancellation by Keyrail within two working days after

the incident at [email protected]


• The cancellation malus scheme is exclusively meant for direct delays; consequential delays are not included in this scheme

• This performance scheme applies only to standard pattern paths. Local traffic paths and

separate locomotive paths are excluded from this performance scheme.

Reallocation of capacity underutilised for a long time

Keyrail is to address a titleholder orally and in writing if the titleholder who has received capacity

in the annual timetable (including the change sheets) uses less than 50% during eight weeks or

less than 25% for four weeks, always calculated per (relevant) train number on the free track or

railway yard. The titleholder will be given the opportunity to explain the insufficient use of the

allocated capacity. This might enable Keyrail to reallocate train paths and railway yard slots. The

capacity released after reallocation becomes available to other capacity requests submitted for

traffic.

5.6.4 Performance scheme 4: more quiet wagon kilometres

5.6.4.1 More quiet kilometres

Under ProRail’s responsibility, Keyrail and the Railway Undertaking agree that the Railway

Undertaking will join the performance scheme for more quiet wagons. This scheme means that

the Railway Undertaking will win a bonus for reducing noise emission by using silenced

equipment.

The bonus amounts to € 0.04 for each wagon kilometre covered using silenced rolling stock, the

maximum number of kilometres to be covered being 120,000 in total per wagon throughout the

scheme period. Silenced rolling stock is taken to mean: rolling stock that was taken into use

before 1-1-2008 and that was permanently converted into a quiet braking system after 1-1-2008. A

quiet braking

system is a braking system using K blocks, LL blocks or alternatives that are at least equivalent.

The participating wagons must be reported to the Network Manager in advance stating their

numbers. Bonuses are awarded to a specific wagon for no more than four consecutive years.

The bonus is settled with ProRail’s user charges invoice. The Railway Undertaking provides the

information required in order to determine the bonus, being: for each wagon reported in advance

a statement of the kilometres covered in the Netherlands, specified according to the ride and date

involved, train number and the number of kilometres covered in the Netherlands, or another

equivalent specification agreed upon with ProRail. The latter will randomly verify the conversions

and the number of kilometres stated.

5.6.4.2 More quiet freight trains

Keyrail and the Railway Undertaking, under the responsibility of and implementation by ProRail,

agreed that the Railway Undertaking will join the scheme for promoting quiet freight trains. This


scheme means that the railway undertaking will win a bonus for reducing noise emission by using

silenced rolling stock.

The bonus amounts to € 0.01 per for each wagon kilometre covered in the Netherlands using quiet

wagons in fully silenced freight trains. The train continues to meet the requirement “fully silenced

freight train” if:

• Out of no more than 20 wagons, no more than 1 wagon is not silent,

• Out of more than 20 wagons, no more than 2 wagons are not silent.

A quiet braking system is a braking system using K blocks, LL blocks or alternatives that are at

least equivalent. The participating wagons must be reported to ProRail in advance stating their

numbers, proving that the wagons are quiet indeed.

The bonus is settled on ProRail’s user charges invoice. The Railway Undertaking provides the

information required in order to determine the bonus, being: for each train a statement of the

trains including the train number. ProRail will randomly verify the use of quiet trains. This bonus is

to be given until 2020 or before this year according to the compensation budget available (see

Appendix 25 207 of ProRail’s Network Statement).

5.7 Studies and other services Keyrail provides services not pertaining to the access and use of the main railways and therefore

these services are outside the scope of the Network Statement and the Access Agreement. For

these services Keyrail and the party interested will agree to a separate regulation including

conditions for each specific case. Examples of such specific regulations for other services include:

• timetable studies;

• agreements about the realisation of systems and constructions on sites managed by Keyrail

(within any existing permit conditions required, as referred to in article 19 of the Railways

Act);

• agreements about accessing and using traffic routes on sites managed by Keyrail, including

parking facilities;

• working together to develop information systems.


6 User charges

6.1 Introduction This chapter describes the general rules for the user charges which titleholders are indebted to

Keyrail for the services Keyrail provides for obtaining capacity rights and access to as well as the

use of the railway infrastructure managed by Keyrail.

6.2 Charging principles

Keyrail determines the user charges taking the statutory provisions into consideration. These

provisions concern the following:

1. the budgeted income from user charges does not exceed the budgeted annual costs to be

incurred by the network operator for the relevant railway infrastructure47.

2. Keyrail may agree to a user charge that also serves to cover the costs of any party other than

Keyrail for the laying of the infrastructure (insofar it concerns the main railway infrastructure

designated to this purpose by order in council)48.

3. Keyrail may agree to an increase for the use of the congested main railway infrastructure

during the periods of congestion and to cover the costs of environmental effects of the use of

main railway infrastructure that are not included in the budgeted costs of the network

operator49.

4. Keyrail may agree to a discount as referred to in article 9 of Directive 2001/14/EC50.

5. Keyrail may agree to a discount or surcharge in connection with disruptions and with a view to

improvement of the performance of the railway network51.

6. Keyrail may agree that the user charge is also indebted for the agreed capacity of which no

use is made52.

7. The agreed user charge complies with article 4, paragraphs 4 and 5, articles 7 through 12 and

article 26, paragraph 3, of Directive 2012/34/EU.

The user charges are agreed upon by Keyrail and the titleholder and laid down in the access

agreement.

Keyrail and the titleholder agree on and lay down the user charges in the Access Agreement.

Keyrail guarantees that the pricing complies with the requirements of the Railways Act.

47

article 62, paragraph 1 of the Railways Act 48


article 62, paragraph 3 of the Railways Act 50 article 62, paragraph 4 of the Railways Act 51


article 62, paragraph 6 of the Railways Act


6.3 Tariffs

This section covers the pricing of Keyrail’s products and services, being:

• Train paths (including the performance and cancellation schemes).

• Use of railway yards for parking and rental purposes.

• Other products.

6.3.1 Train path pricing

Train path pricing is based on the number of train kilometres covered.

In 2016 differentiation takes place for:

• the type of train path;

• the section (Havenspoorlijn/Kijfhoek/A15 line)

• the moment on which a train path is ordered.

In 2016 the basic tariff for each train kilometre covered is € 2.76 for < 3000 tons trains and

€ 2,98 for ≥ 3000 tons trains, on Havenspoorlijn and also on the A15 line.

In 2016 the basic tariff for each train kilometre covered with a separate locomotive is € 1.38 for

Havenspoorlijn and € 2.76 for the A15 line.

If a railway undertaking, after receiving a positive declaration of admissibility from Keyrail (see

section 4.3.2.1.4) is allocated more than one standard pattern path up to no more than two

standard pattern paths, then in 2016 the basic tariff charged for each train kilometre covered will

be € 5.52 for < 3000 tons trains and € 5.96 for ≥ 3000 tons trains, on Havenspoorlijn and also on the

A15 line. Trains using more yet no more than two standard pattern paths are to receive an

additional invoice stating the actual costs.

All tariffs are nominal, which means they include the price level correction and exclude additional

charges imposed by the central government.

Freight train (paths) scheduled shortly before the desired departure time involve a higher tariff

surcharge compared to paths requested previously. For freight transportation taking place

exclusively on Havenspoorlijn, a separate tariff category is available.

For the final calculation of the user charges, the mentioned basic tariffs are multiplied by the

applicable percentage shown in the table below.


Effects on tariff * and tariffs per order moment Order moment

Standard

pattern path

(<3000 tons

or ≥3000

tons)

Separate locomotive in

standard

pattern path

on the A15

line

Local HVSL path

Separate

locomotive

on the HVSL

path

Ordered from the OSS in the annual

timetable/change sheet 100%

(=€2.76

or € 2.98)

- - -

Ordered and allocated at the OSS for

specific days

100% (=€2.76

or € 2.98)

- - -

Ordered from OSS Planning for specific

days and from Traffic Control up to 3

hours before scheduled departure

100% (=€2.76

or € 2.98)

100% (=€2.76)

100% (=€2.76)

100% (=€ 1.38)

Ordered from Traffic Control between 3

hours before departure and 90 minutes

before scheduled departure

150% (=€4.14

or € 4.47)

110% (=€3.04)

100% (=€2.76)

100% (=€ 1.38)

Ordered from Traffic Control after 90

minutes up to 30 minutes before scheduled departure **

250% (=€6.90

or € 7.45)

150% (=€4.14)

110% (=€3.04)

110% (=€ 1.52)

* multiplied by the basic tariff ** for separate locomotives and trains in local traffic paths on Havenspoorlijn the rules is between

90 minutes and 15 minutes before scheduled departure.

The following is considered:

• Connect at five logical order moments, for three path types clearly distinguishing port-bound

and non-port bound track processes,

• If the order request for the new train is submitted to Keyrail in less than 90 minutes before

scheduled departure and the order request can be accepted within the available capacity in

the last 30 minutes before departure.

6.3.2 Changes of allocated trains in the traffic control phase All trains which Keyrail and Kijfhoek Traffic Control have allocated in local traffic paths can be

changed free of charge within no more than 20 hours before the first three change orders in ISVL

up to 30 minutes before departure provided the train number is linked to the same driving time.

All separate locomotives (sets) which Kijfhoek Traffic Control has allocated in separated loc paths

can be changed free of charge within no more than 20 hours before the first two change orders in

ISVL up to 15 minutes before departure provided the train number is linked to the same driving

time.


All train path categories offered by Keyrail, including Kijfhoek Traffic Control, come with a malus

scheme for all change requests in ISVL for trains that are changed more than twice in ISVL,

provided the train number is linked to the same driving time. If the train number is not linked to

the same driving time, cancellation is the case which means a new order must be submitted in

ISVL against the tariffs presented in section 6.3.1.

Changes submitted to ISVL in the final 30 minutes before scheduled departure in accordance with

the timetable do not lead to a cancellation malus, however they do result in a new order in

accordance with the tariffs for train paths presented in section 6.3.1 and the stabling tariffs

presented in section 6.3.4.

malus expenses for the railway undertaking in case of alteration of previously allocated train

paths in ISVL Number of changes Malus for each change

Change in the last 30 minutes before scheduled departure in

accordance with the timetable No cancellation, but a new

ISVL order against the

tariffs presented in section

6.3.1 First two requests for change through ISVL € 0 Third to fifth request for change through ISVL € 25 Six and more requests for change through ISVL € 50

6.3.3 Cancellation scheme The performance scheme consists of the following:

a. Performance scheme 3a: cancelled by the railway undertaking

b. Performance scheme 3b: cancelled by Keyrail.

Performance scheme 3a: cancelled by the railway undertaking

The cancellation expenses of cancellation scheme 3a are presented in the table below.

Cancellation expenses to be paid by the railway undertaking

Railway undertaking cancels /malus

Standard

pattern path

Local HVSL

path

Separate

locomotive

Submitted in the annual timetable and

change sheet € 0 Not available Not available

Submitted between 3 hours before

departure and 90 minutes before

scheduled departure € 100 € 0 € 0

Less than 90 minutes before scheduled

departure up to 30 minutes before

scheduled departure € 250 € 100 € 50

After 30 minutes before scheduled

departure* € 400 € 200 € 100


*= separate locomotive paths and local traffic paths on Havenspoorlijn can be ordered up to 15 minutes before scheduled departure.

Preconditions:

• In case of a calamity whereby the ordinary train process is not reasonably possible, the

railway undertaking will have the right to link the cancellation to the ISVL registration

card. In this case Keyrail will not be charging costs. The registration card remains open up

to one hour after the end of the calamity. On the railway undertaking’s request or on

Keyrail’s initiative, the registration card may remain open for a longer period of time.

• If the railway undertaking objects to the cancellation registered and reported by Keyrail,

then the railway undertaking must object digitally to [email protected] within two

working days after Keyrail has submitted the digital report.

Performance scheme 3b: cancelled by Keyrail

The cancellation expenses of cancellation scheme 3b are presented in the table below.

Malus scheme for Keyrail upon providing an alternative train path more than two hours after

the last allocated timetable

Providing an alternative path Standard pattern path Within 2-4 hours € 250 Within 4-8 hours € 500 After > 8 hours € 1,000

The preconditions:

• The cancellation malus scheme for Keyrail will only prevail if Keyrail has caused this cancellation, which means that the infrastructural disruptions or incorrect roadway settings

Keyrail’s operating area are a fact.

• The Railway Undertaking must report cancellation by Keyrail within two working days after

the incident at [email protected]

• The cancellation malus scheme is exclusively meant for direct delays; consequential delays are

not included in this scheme

• This performance scheme applies only to standard pattern paths. Local traffic paths and

separate locomotive paths are excluded from this performance scheme.

6.3.4 Using railway yards to stable trains

6.3.5 Using railway yards to stable trains The stabling tariff does not depend on track length and equipment. Stabling trains on a

locomotive track is free of charge. This goes for all locations. The distinction between A, B and C

locations is based on market demand or the stabling tracks on these locations. The layout of all

tracks can be found in RMS Client. The first 240 minutes are free for all locations. If trains or

wagons are stabled for a longer period of time, the tariff will climb progressively. Hence, a higher


tariff will be charged for the next 120 minutes and again higher for 240 minutes, etcetera. The

tariff charged for each location is shown in the table below.

The tariff for each location is presented in the table below.

Stabling tariffs per minute, time zone, location

A B C

Railway yards in category

Waalhaven Zuid, Maasvlakte

West

Maasvlakte West-

West,

Maasvlakte Oost, Europoort

Botlek, Pernis

Esso Buiten (Botlek)*,

Waalhaven Oost,

Waalhaven West, IJsselmonde, Kijfhoek,

CUP Valburg

Parking time zone in minutes:

0-120 € 0.000 € 0.000 € 0.000

121-240 € 0.000 € 0.000 € 0.000

241-480 € 0.022 € 0.015 € 0.007

481-960 € 0.044 € 0.029 € 0.015

961-1440 € 0.066 € 0.044 € 0.022

>1440 € 0.088 € 0.059 € 0.029

*Disclaimer: the process tracks "Esso Buiten" are not allocated in accordance with the Railways Act.

However, during the annual timetable allocation phase these tracks can be laid down in a contract with

Keyrail.

6.3.6 Using railway yards for renting purposes Rented tracks are applied for and allocated prior to the annual timetable allocation process.

Keyrail and the railway undertaking in question make bilateral agreements on the tariffs and

periods. All tariffs charged for rented tracks have increased by 1.5% for all titleholders compared

to tariffs charged in the year 2015.

6.3.7 Using public loading and unloading sites In order to use public loading and unloading sites, Keyrail reserves the right to charge

compensation. Carriers will be informed about this compensation in advance.

6.3.8 Accessing and using the overhead contact line Railway undertakings must pay user charges in order to access and use the overhead contact line

(use of the traction energy supply system). In 2016 the user charges for using the “Overhead

contact line” service amount to €0.035643 per used kWh. In User charges include the transport

costs charged by the public network managers. The annual settlement for the overhead contact

line energy is taken care of by Keyrail based on share-per-carrier in the annual consumption levels

measured by CIEBR.

6.3.9 Accessing the refuelling systems Use of the refuelling systems is part of the basic tariff.


6.3.10 Exceptional transports Keyrail’s additional efforts in preparing and performing exceptional transports are agreed upon

based on an offer. It involves compensation for hours which Keyrail has spent and compensation

of other costs which Keyrail has incurred (see also appendix 6 of the Network Statement

Combined Network).

6.3.11 Support services Compensation for support services (as referred to in chapter 5.7) is based on a proposal.

6.3.12 Other tariff parts Keyrail, in order to complete the coordination phase (see chapter 4), may increase the user

charges due to scarcity of capacity53.

Keyrail may demand surcharge in connection with expenses incurred for specific investment

projects54.

6.4 Performance schemes See section 5.6.

6.5 Turnover tax and changes of the Network Statement regulations

All tariffs stated in this chapter are exclusive of Dutch VAT.

If Keyrail wishes to change essential parts of the user charging schemes as described in this

Network Statement, then Keyrail shall submit the draft of the amended scheme to the

titleholders for consultation. The amended scheme will become effective at least three months

after announcement in a supplement to the Network Statement.

6.6 Invoicing

Keyrail invoices user charges, cancellation expenses and costs for using railway yards for stabling

trains according to the actual costs in each calendar month. Keyrail invoices costs for accessing and using the overhead contact line on a monthly basis, charging an advance that is based on the

CIEBR55 distribution code. Keyrail invoices rents every month beforehand.

All invoices are to be paid within 30 days of the invoice date. Railway undertakings’ counterclaims

against Keyrail cannot be settled with Keyrail’s outstanding invoices. If a railway undertaking

wishes to object to an invoice, it should address Keyrail at [email protected].

53

See article 62 paragraph 7 of the Railways Act and article 7 of Railways Capacity Allocation Decree. 54

Article 8 paragraph 2 of Directive 2001/14/EC 55

Coöperatieve Inkoopvereniging Elektriciteit Betuweroute U.A (www.ciebr.nl)


User charges, cancellation expenses and rental fees which are indebted in 2016, are invoiced by

Keyrail on behalf of ProRail. The railway undertaking’s payment of this invoice to Keyrail

discharges it from its obligation to pay the network manager ProRail.


APPENDIX 1: Management boundaries between ProRail and Keyrail

Capacity allocation and Operations transitions from the Betuwe Line to ProRail’s Combined

Network:

Location Track ID connected

IJsselmonde EF Brdv Rtst km 42,000

wsl 135 - wsl 911A Brdv Rtst between ps 135 en and the intersection

with the track between ps 903 and 907B

267e Rtz IJsm signal 960

266c Rtz IJsm signal 962

Zwijndrecht 37 Zwd Kfh km 33,700

67 Kfhz Zwd signal 1380



Meteren CC BRMet Gdm km 147,000

DD Gdm BRMet km 247,000

EE BRMet Zbm km 346,600

FF Zbm BRMet km 346,600

Elst KK CUP Nm km 290,000

HH CUP Est km 190,000

GG Est CUP km 190,000

Zevenaar ZN BRValo Zv km 107,200

ZM BRValo Zv km 107,200

KL Zv BRValo km 107,200


APPENDIX 2: List of terms

Name, term Definition

(Public) loading &

unloading sites (Public) loading & unloading sites

Access Agreement An agreement between Keyrail and a titleholder concerning the

use of capacity and which at least includes stipulations on: a. the quality of the main railway infrastructure to be provided by Keyrail ;

b. user charges. Note: See article 59 of the Railways Act See also:

capacity agreement. Ad hoc application Application for capacity for infrastructure for transport and

management, as well as for handling failures in the form of

changes of the allocation plan current within the ad hoc phase.

Note: These are supplements to the capacity allocation as laid

down in the annual timetable..

Axle load Axle load is the weight (in tons) per axle of a rail vehicle, incl. load..

Capacity agreement A capacity agreement is an access agreement only laying down the

capacity to which the titleholder is entitled, without having any

right to access and use the railway infrastructure. Note A capacity

agreement can be concluded with a party that is authorised by law

to conclude an access agreement (e.g. a province granting

transport concessions, or a shipper), but which does not have an

operating license

Centrally controlled area An area within the railway network in which the relationship

between route control and track occupation, as well as the

operation of individual infrastructural elements and route control

can be monitored from a central location.

Conventional freight

transport

Conventional transport by train on a path with characteristics that

meet the specifications of Keyrail’s standard pattern path.

Crossovers A crossover is a facility to switch tracks on an open section by

means of (at least two) sets of points.

Dangerous goods General: Dangerous goods are substances that by virtue of their

properties can, even in small quantities, constitute a hazard for

humans, animals or the environment, defined in terms of (in

accordance with RID) - external safety (in accordance with the

Environmental Management Act).



Disruption A disruption is a deviation from the timetable above a set standard

value. Three types of disruptions can be distinguished: 1. Delays

equal to or larger than the operating incident standard. 2.

Cancellation for which no normal train service order has been

submitted. 3. Diversion for which no normal train service order has

been submitted. Note: See Section 23, Paragraph 1 of the Rail

Traffic Decree.

ERTMS ERTMS is the European standardised safety system for train traffic.

See also ETCS and GSM-R

ETCS ETCS is an integral part of ERTMS and concerns the signalling, both

along the track and in the cabin.

FTE The Forum Train Europe (www.fte-rail.com) is a European forum

for railway undertakings for the international production planning

and coordination of their timetables and production planning in the

European rail traffic.

Exceptional transports The transport of a consignment whose dimensions, weight or

wagon type call for exceptional technical or operational measures.

Transport regulations are a precondition for exceptional transports.

Failure Non-operating or incorrectly operating functionality of the railway

infrastructure

FTE The Forum Train Europe (www.fte-rail.com) is a European forum

for railway undertakings for the international production planning

and coordination of their timetables and production planning in the

European rail traffic.

GSM-R GSM-R is the wireless telecommunications network for the rail

sector. Note: GSM-R is used as means of communication both for

speech (drive and traffic controller) and data (between the fixed

and mobile safety systems).

Heavy freight transport Freight transport by train in a path with characteristics, similar to

the use of freight trains with a gross weight of 5000 ton, an

intersection speed of 80 km/h and a permitted maximum speed of

at least 100 km/h. Note: This term is used in capacity allocation

regulations. The model was detailed on the basis of three 4-axled

diesel locomotives of the 6400 series.

Holding siding A holding siding is a track where trains can be stabled.



Locally controlled area A locally controlled area is an area within the railway network in

which the relationship between route control and track occupation

is not monitored from one system and in which the operation of

individual infrastructural elements and route control takes place

locally under the supervision of a traffic controller with minimum

authority.

Main siding line A main siding line is the railway connecting multiple sidings on a

port or industrial estate to the railway network.

Network configuration The network configuration (macro topology) displays the railway

infrastructure network at the level of train-path points (railway

yards, stations, stops, connections, bridges, etc) and the open

tracks.

In this, the train-path points serve as nodes and the open tracks as

branches. This system can be refined further by specifying the

individual open tracks. Due to its enhanced level of detail, this

specification can prevent conflict situations in some scheduling and

capacity allocation processes. See also the definition of "open

track".

Node point A node point is a train-path point or a collection of (adjoining) train-

path points that play a role in train service processes. Three types

of node points can be distinguished: _ Infrastructural node point:

process = scheduling, allocation and release of infrastructure. An

infrastructural node point is also a node point where at least three

open tracks converge. _ Train node point: process = scheduling and

performance of vehicle movements and shunting. _ Personnel

node point: process = scheduling and control of personnel services.

Parking (tracks) The use of the infrastructure for logistics processes that are not

directly related to a timetable. Parking means a demonstrable

relationship must exist with a timetable or transport process.

Parking outside the process times.

Path A path is a conflict-free movement assigned to a train slot.

According to Directive 2001/14/EC, a train path is: the

infrastructure capacity required to run a train between two places

over a given time-period. Synonym: train path Note: In other

words: a train line on a time-road graphic between starting point

and finishing point and related departure and arrival times, within

the available infrastructure capacity (so in this sense conflict-free).



Performance scheme An agreement concerning the reciprocal performance of the

manager/operator and the railway undertaking, which may include

a charging system.

Preheating

Preheating involves switching on the heating in diesel rail vehicles

for technical reasons. Note: In case of diesel traction, fuel is

preheated to avoid starting difficulties.

Private passenger

transport

Private passenger transport is the transport of passengers by train,

other than public transport in the sense of the Passenger Transport

Act).

Railway undertaking According to the Railways Act: a railway undertaking is an

undertaking of which the (primary) activity concerns the provision

of rail transport services for goods or passengers and which has the

necessary traction to provide those services, as well as any other

undertaking that makes use of or intends to make use of the

railways and has access to traction. Example: NS Reizigers, DB

Schenker Rail Nederland, Eurailscout, VolkerRail Materieel.

Synonym: Carrier.

Railway yard Definition (Transport, Public Works and Water Management

Inspectorate) A railway yard is an area forming part of the railway

infrastructure intended and equipped for the stopping, starting,

terminating, passing, intersecting, stabling or shunting of trains,

and which area is provided with at least one switch. The following

definition of railway yard is given in the Rail Traffic Regulation: a.

All tracks designated by a number. b. The rail sections of the track

lead. c. All tracks bordering the tracks as referred to under a and b,

up to a maximum distance of 200 metres* before the approach

signal of the railway yard, unless the network manager has

indicated by means of a sign (SR 302) that no shunting can take

place on that track or that shunting restrictions apply.

Refuelling system A system for the storage of fuel, including facilities to provide rail

vehicles with fuel in an environmentally sound manner. Note: In

accordance with the Environmental Management Act.

Rented tracks, renting The use of the infrastructure without a demonstrable relationship

having to exist with the transport process.

RNE RailNetEurope is a European joint venture of railway infrastructure

managers in the field of capacity allocation and operations.

International timetable requests are coordinated and harmonised

within RNE (www.rne.eu).



Route Connection between two places with regard to the vehicles or

vessels that regularly make use of the connection.

Route section A route section is a succession of connected train path points and

free sections, starting and ending at a train path point. Note: In

daily practice the terms route section and track are often used both

or mixed up.

Shunting operation A traffic movement subject to the restriction that it takes place

within the boundaries of a railway yard or a train node point.

Siding A siding connects a company’s premises to the railway network by

means of a branch line and a point switch.

Stabling Stabling is the temporary placement of rolling stock that during the

stationary period are not included in the timetable or involved in

shunting operations.

Tank plate A tank plate is a soil protecting refuelling rail vehicles, equipped

with a refuelling system or otherwise.

Timetable planning Timetable A timetable is an overview of the scheduled rail traffic

products of all carriers in terms of the arrival, departure and

passage times of trains at train-path points. A timetable always has

a specified term of validity. Note: The term timetable is used for

many things: sometimes for product-related activities, sometimes

for all activities including product-related ones. A

timetable/infrastructure plan specifies the use of the product tool

“Infra”.

Titleholder

A titleholder, according to the Railways Act, is a natural person or

legal entity that is authorised to conclude an access agreement

with Keyrail. See Section 57 of the Railways Act.

Ton metre weight The ton metre weight is the average weight in tons per linear metre

of a train.

Track A track is an uninterrupted, designated part of a branch line,

unequivocally bounded by a valid rail line and intended as from-or

to-location for a movement, and/or as a stabling siding for trains.

Track and route section

geometry

Track and route section geometry is the location of tracks and

route sections expressed in geometrical terms.



Traffic information Information about the traffic status on the main network, without

specific information at train level and without travel advice. This

concerns information about the current and expected situation on

the main network (e.g. two tracks blocked, no train traffic possible)

including the supply or realisation of transport. Supply or

realisation of transport is given at train series level. This is the

responsibility of Keyrail (rail traffic intervention). Keyrail provides

this traffic information to the railway undertakings within the

framework of the user right train path in accordance with the

communication agreements made in the access agreement, as well

as to information providers.

Traffic use Traffic use is the use of the railway infrastructure for traffic

purposes. This is contrary to the use of the infrastructure for

management purposes. Note Traffic can be distinguished into

running and stationary traffic. Management is the construction,

maintenance and renewal of the infrastructure.

In the railway sector: Running use is the running of the train,

(dis)embarking, (un)loading and shunting for the forming of trains.

Stationary use concerns the stabling and upkeep of rail vehicles:

inspections, replenishment of consumables, internal and external

cleaning for hygiene purposes, minor repairs.

Train slot A train slot is a successive set of one or more infrastructure capacity

units, which facilitate valid use of the railway infrastructure.

Train path Synonym: see path


APPENDIX 3: Consultation report

Railway undertakings responding to the

consultation

Processed by Keyrail

Section

1.9

For the international freight corridors 2 and 8

Amsterdam has not been mentioned.

Meanwhile Amsterdam (both Westhaven and

Aziëhaven) has officially been added by

Corridor 8 (www.rfc8.eu). Please include here.

Amsterdam is an important place of

departure/destination. For capacity and

infrastructural issues KNV wants Amsterdam

to be added to Corridor 2. The Asd/Mvt-

Bentheim-Hannover-Berlin-Warsaw corridor is

also very important, the more so during

construction of the 3rd

track.

Tatasteel / IJmuiden has officially been added

to Corridor 1. Please include here.

The above also applies to Vlissingen

Sloehaven. Corridors involve all ports of the

urban/industrial areas mentioned above.

Amsterdam Westhaven and Aziëhaven have

been added to RFC 1 and 8

Section

2.3

The NS is an invitation to negotiate and

discuss the various parts. Can Keyrail specify

which parts are set and which are still

negotiable?

The draft version 2016 for the standard

pattern paths, user charges and performance

schemes (chapters 5 and 6) are negotiable.

The operational conditions, local operating

rules, procedure for using rented tracks

unjustly, operational chain coordination rules,

internal rules (all are presented in Appendix 6)

and the plan norms for the timetable and

railway yards (in appendix 16) can be

discussed within the frameworks of the

relevant existing legislation.

Section

2.5

Private passenger transport should be possible

due to events taking place etc. As well as

guided transportation.

Private passenger transport is made possible

in section 2.5 under specific conditions.

Section

2.6

VSG, regarding edge number 1.9.5.1 NE: it

says that the railway undertaking that has

moved the wagons elsewhere is responsible

for these wagons during transfer. When

another (railway) undertaking is taking over

these wagons this is not in line with the

responsibility for wagons according to the

transport law. Responsibility should lie with

Added: taking Article 1o, paragraph 6 of the

general terms and conditions of both Keyrail

and ProRail into consideration.


the statutory responsibility for the wagons.

Section

2.7

The present text disregards the different

schemes for different types of rail vehicles.

The text should be connected to (or merely

refer to) the applicable regulations.

-

Section

2.8

The last sentence refers to Keyrail’s internal

rules. Can Keyrail confirm whether these rules

are still the same as during consultation of NS

and 2015? If these rules were adapted last

year, can Keyrail indicate those changes? Can

the link referring to the document refer

directly to document and not to Keyrail’s

homepage?

These rules are available at www.keyrail.nl.

Section

2.9

KNV does not readily agree to abandoning the

ARR and JRU locomotive data just like that in

case of incidents. This requirement is based on

which regulations? Also it should be made

perfectly clear which incidents require this.

Also the 24-hour period is not always feasible

(e.g. because locomotives are already abroad.

The text in the section Requirements pertaining

to the provision of information has been

adapted:

- relevant details of the railway undertaking

are exclusively meant for investigation of

incidents in order to improve product quality

and/or increase safety.

These details include the Automatic Drive

Registration (ARR), Juridical Recording Unit

(JRU) of the locomotive and/or data analysed

by the railway undertaking. Keyrail may

request the availability of these details.

Par.2.11 Reciprocity in place. Added: Keyrail upon

failing to perform its tasks/responsibilities

shall compensate any costs the railway

undertaking might incur as a result".

The following text has been added: Keyrail

upon failing to perform its

tasks/responsibilities shall compensate any

costs the railway undertaking might incur as a

result.

Section.

2.12

Even though members of the KNV are not

negative about the operational chain

management rules, these have not yet been

officially approved of in the DO Chain

Management. Hence the rules cannot yet be

included in the NS and KNV cannot yet give its

approval. Once the operational rules have

successfully been tested for operational

applicability by means of a pilot and

subsequently approved of by DO Goods, the

rules will be included in the NS.

In accordance with the covering letter to the

Access Agreement for using the Betuwe Line

2015, the following text has been added: For

the operational chain coordination rules the

process agreement has been made that this is

to be tested and evaluated during the model

week (February 2015). After evaluation at the

Managers’ Meeting dedicated to Goods

(March 2015) these will be implemented no

later than on 20 April 2015 subsequent to

approval. Hence the new operational chain

coordination rules have been officially agreed

upon.


Section

2.13

Please refer to the confidential handling of

company details in accordance with the

'Memorandum of Understanding' referred to.

The following text has been added: both the

infrastructure manager and the auxiliary

services will observe confidentiality in using

these business data.

Section

3.3.3

Carriers are concerned about the rising

number of versions/variants of ETCS which are

taken into service in the Netherlands alone.

Having different variants and versions might

confuse the executive staff. Also it could have

major cost impact on rolling stock, because

investments are required to be able to handle

these differences.

-

Section

3.3.3

Keyrail should provide solid and operational

detection systems. If rolling stock is permitted

in accordance with the rules that prevail on

the Netherlands railway network, the carrier

should expect trains to be detected, without

any operational restrictions. Any detection

problems should be tackled upon the

manager’s initiative. In case of detection

problems, dedicated agreements should be

made with the railway undertaking, whereby

costs that follow from the operational

restrictions are compensated for by the

infrastructure manager. Changes at the

technological level introduced by the

infrastructure manager may not lead to

shifting responsibilities towards the carrier.

-

Section

3.7.1

Reference to LaLo's in Appendix 14. It only

says Waalhaven Zuid, not the LaLo in Botlek.

Botlek, however, it is referred to in 1.1.1. as

being Keyrail’s management area. Even

though a permit for using the LaLo Botlek has

not been applied for, the LaLo will not

physically disappear. Please include in this

note. KNV assumes that the infrastructure

manager will yet handle this request for

permit for this LaLo.

-

Section

3.8.3

KNV requests Keyrail to urge ProRail to

include in its contract with VIVENS and/or

operators of the refuel systems that refuelling

is possible 24/7 at the refuel systems. It means

disruptions will be addressed promptly (even

on weekends) or that for the time being

-


alternative refuel options (e.g. mobile

refuelling) will be offered.

Chapter

4

KNV requests Keyrail to coordinate working

methods and procedures with ProRail as much

as possible, in order to have one efficient

method of working. (e.g. capacity withdrawal

and withdrawals of management.

The method of working for capacity allocation

meets the statutory requirements and has

been fine-tuned with that of ProRail.

Section

4.2

Please explain 'Stundentakt'. What’s the

current status as far as Keyrail and DB Netze

are concerned? Together with DB Netze, are

set (BUP) paths offered indeed until

Oberhausen/Duisburg?

For the year 2016 DB Netze does not plan on

offering set basic hour pattern paths up to

Oberhausen. The railway undertaking may

handle matters within the client-supplier

relationship with DB Netze. What Keyrail does

offer in close cooperation with DB Netze, is

described in section 4.3.2.1.2. The A15 line is

exclusively suitable for freight trains using the

standard – pattern paths. The specifications of

the standard pattern path on the A15 line are

based on a timetable speed of 95 km/h in

eastern and western direction. Because DB

Netze does not apply exactly 10 minutes on

through paths to Emmerich – Oberhausen

paths between Zevenaar connection and the

border come with a lower timetable speed

(deflect).

Section

4.2

KNV does not agree to higher use as a tool

while coordinating the capacity allocation.

KNV believes that assigning the available

capacity ‘to the highest bidder’ will not help

solve the capacity scarcity on/in certain

sections/areas.

-

This is legally permitted.

Section

4.2

Does Keyrail keep in mind that internationally

connected paths may not be used for

intervention capacity? Do paths always

require 120 minutes of process time? Paths

have a different origin/destination, and for

some this might be uncalled for. If process

time is required, 150 minutes would be more

appropriate before departure and after arrival,

just like last year.

About Design 2016, including room for

intervention, an agreement was reached in

December 2014 concerning project no. 10

(Design Betuwe Line) with the mandated KNV

negotiation delegation at the BUP table.

This network statement meets these design

specifications.

Section

4.3.2.1.1

The corridors were recently extended with a

number of locations. Please adapt here.

In terms of geographical scope, sections 1.9

and 4.3.2.1.1 comply with the state of affairs

of RFC 1, 2 and 8.


Section

4.3.2.1.2

See NS 2013 and 2014: Carriers disagree with

the table which is used as a guide for the

maximum tonnage to be carried per

locomotive type. The presented tonnages are

too low and therefore economically

irresponsible as far as carriers are concerned.

These must be consistent with KNV’s

functional specifications.

In order to meet market requirements, Keyrail

has included section 4.3.2.1.4 Requests to

deviate from the traction tonnage tables in the

Network Statements 2014, 2015 and 2016.

The railway undertakings are using this

section.

The traction/tonnage tables are consistent

with the driving time calculations of DONNA.

In case of deviations upwards, performance

analyses which are carried out in cooperation

with Kijfhoek Traffic Control and the railway

undertakings, it objectively turned out that

the timetable specifications concerned

facilitate reliable implementation.

Section

4.3.2.1.2

Why has the path speed been increased? Does

this ensure more advantage in terms of

capacity or time? How substantial is the

advantage? Energy wasted otherwise

(kWh/diesel) – and have the Ltd regulations

for regular trains exceeding D4 burden been

taken into account? (ore).

The increase of speed was approved of at the

Chain Management Meeting in 2014. It was

introduced on the request of various railway

undertakings. The reason is that the majority

of the freight trains are running much faster

(approx. 10%) compared to the timetable

speed of 85 km/h in 2014. This has led to

structurally rising advance and risk of

displacing other trains. The rising advance is

the dominant explainable factor of the

punctual departure from the Keyrail area near

Zevenaar which was structurally seriously

below the agreed target value.

In daily practice, ore trains meet the timetable

specifications of the new standard pattern

paths.

In Design 2016, including the increased speed

of the standard pattern path, in December

2014 an agreement was reached about project

no. 10 (Design Betuwe line) with the

mandated KNV negotiation delegation at the

BUP table. This network statement meets

these design specifications.

Section

4.3.2.1.3

The specifications are incorrect. Please adjust

according to the real possibilities for the path

speeds referred to. 1xDE6400 = 1920t for

60km/h and 1500t for 75km/h; 1x BR189 =

3190t for 75 km/h. Keyrail needs to justify this

restricted capacity.

About Design 2016, project no. 10 (the Betuwe

Line Design), including the increased speed, in

December 2014 an agreement was reached

with the mandated KNV negotiation

delegation at the BUP table. This network

statement meets these design specifications.

Keyrail does not restrict the capacity. Each


railway undertaking may use the procedure

for deviating requests at Keyrail’s traction

tonnage tables (see section 4.3.2.1.4). The

procedure is applied in daily practice.

Section

4.3.2.1.5

KNV disagrees with the 2nd paragraph. It has

too much of an impact on carriers’ operations.

-

This rule has been applied since 2008.

Section

4.3.2.1.6

The (change of) the sorted wagons that

determines the amount of allocation tracks

required for the hump process has not been

substantiated. The new norm does not suffice.

The hump facility has been designed to be

able to use all available tracks. These are

needed for (categorised) sorting, according to

destination, type of goods etc. Allocation

tracks cannot be withdrawn from this design

for other purposes without damaging the

hump process.

-

The norm of 26 sorted wagons a day suffices.

Given the realisation figures and forecast a

broader norm is unnecessary. In principle,

capacity on the Kijfhoek railway yard is not

limited to one market segment (wagon load

traffic). With the norm published, Keyrail is

expecting to facilitate unrestricted

(categorised) sorting of the wagon load traffic

in 2016 and also in the years after that.

Section

4.3.2.1.8

Please apply the allocation guidelines for

corridors.

The allocation guidelines of the RFCs are

applied. See sections 1.9, 4.3.2.1.1 and 4.3.2.4.

Section

4.3.2.2

Applications can be submitted in various

systems. Are these systems interconnected?

Do interfaces exist, allowing carriers to use but

one system? If not, carriers would like to have

one.

RMS and DONNA are interconnected.

DONNA and VKL are interconnected. ISVL

orders are entered by Traffic Control. The PCS

system has not (yet) been connected to

DONNA.

Section

4.3.2.4

KNV disagrees with the included priority rule

"connection to the (intermodal and dry bulk)

terminal slots". This is an undesired

interference with the business operations.

Railway undertakings should be able to

flexibly coordinate with the terminals without

the blockage/interference of the infrastructure

manager.

-

This can be planned at the integral level. If the

draft allocation is not agreed to, after

scheduling and coordination, the dispute

settlement process step will apply.

Section

4.3.2.4

Jut like with KNV’s response to the addition to

NS 2015: KNV disagrees to the classification of

tracks based on the categories of three track

lengths. This is an unnecessary simplification

for the infrastructure manager at the expense

of the existing capacity. The infrastructure

manager should study the requested length of

trains as well as the capacity of the track.

-

Section

4.3.3

KNV would like this text to be changed into

the following: Add "Before the

commencement of the …capacity" that as

-


long as parties are negotiating about the

Access Agreement – also after

commencement of the new annual timetable -

the 'old' access agreement will continue to

prevail and the rights to the allocated capacity

shall not expire.

Section

4.3.3.2.1

KNV disagrees. Upon requesting a path, some

of the information is not always shared with

the carrier which is why that information

cannot be communicated to the infrastructure

manager. E.g. information about the terminal

(slot times) or whether a wagon is quiet or not.

Sharing this information is an extra burden

which means it is pushing up costs. Also the

information cannot always be entered into

Donna, not even by self-planning parties.

-

The working method for submitting ad hoc

requests to Keyrail OSS Planning is in line

with the chain management ambition and

agreements reached during the Chain

Management Meeting in 2014 (as of 19

November 2014 known as the Chain

Coordination Management Meeting.

Section

4.3.3.2.2

Disagree with 1st paragraph, page 58. KNV

does not accept the fact that Keyrail may

dismiss a request just like that if there is no

integral plan combined with the

aforementioned terminals. The existing

agreements with the terminals still present

too many uncertainties to make such possible.

-

This is in line with the chain management

ambition and the agreements made during

the Chain Management Meeting in 2014 (as of

19 November 2014 known as the Chain

Coordination Management Meeting).

The Chain Management Meeting determines

that in practice this process works well. This is

also a part of the operational chain

management rules agreed upon in the Access

Agreement for using the Betuwe Line 2015.

See Appendix 6 of this Network Statement.

Section

4.3.3.2.3

KNV disagrees with the priority rule

"connected to (intermodal and dry bulk)

terminal slots". This is an unwanted

interference with the business operations.

Railway undertakings should be allowed to

flexibly coordinate with the terminals without

blockage/interference by the infrastructure

manager.

-

See previous point.

Section

4.3.3.2.5

KNV disagrees with the withdrawal of capacity

in case a railway undertaking cannot obtain a

terminal slot. This is an unwanted interference

with carriers’ business operations and could

lead to serious misunderstandings. If a slot is

not available, a carrier will not be able to drive.

-

See previous point.

Section What is meant by codes 1 and 2, under See footnote. It is an ISVL entry field in which


4.3.3.3 hazardous substances? the railway undertaking should indicate the

train restriction, like BP2 and BP2ZWV.

Section

4.3.3.3

Add border sections to ‘border sections' up to

the logical uncoupling points in Belgium and

Germany.

The requested supplementation existed

already. The textual passage has been edited

for clarification.

Section

4.4.1,

point 2

KNV expects Keyrail to provide suitable

alternatives in case of diversions and that this

diversion capacity is to prevail over the ad hoc

requests at all times. No additional

administrative steps are required from the

carriers.

Under point 4 this had already been phrased in

terms of intention and purpose. The textual

passage has been further refined: In

association with ProRail, DB Netze and

Infrabel, Keyrail makes sure optimal and

operational rerouting capacity is available on

the combined network and connected foreign

networks.

Under point 2, in accordance with the current

practice: Keyrail designs this process as such

thus reasonably minimising titleholders’

administrative burden.

Section

4.4.1,

point 3

During traffic diversions, KNV expects a solid

alternative timetable in accordance with

KNV’s specifications (no non-commercial

stops, shortest reroute possible and high

punctuality) whereby capacity is reallocated

also with the maintenance schedule if this

serves the intervention product service

regulations.

Especially with major GIOs, lifting OHR is

essential given the emerging delays .

For first point: see previous point.

For second point: to this end the design and

annual timetable allocation process of Keyrail

and ProRail is used as described in 4.1 - 4.4

Section

4.4.1,

point 3

Specify that during the conversion period the

train-free period of Saturday to Sunday night

is cancelled.

See previous point.

Section

4.6

Disagree. Private passenger transport should

also remain possible on the Betuwe Line (incl.

Havenspoorlijn).

Just like in section 2.5, private passenger

transport on Havenspoorlijn is made possible

under the terms and conditions presented in

section 4.6.

Section

4.7.2

Control measures. See NS 2013 and 2014:

- Are any additional costs involved (longer

routes, new paths, etc.)?

- Can direct and indirect causers be

distinguished?

Agreements about performances can be

found in the performance schemes which are

agreed upon in the access agreement 2016

between the infrastructure manager and the

railway undertakings.

Distinguishing direct and indirect causers: the

causer is laid down in the cancellation

performance scheme. Based on the


monitoring system, which registers the delay

leaps, the causers can be identified. To this

end a management improvement circle has

been offered that is part of the punctuality

performance scheme. See section 5.6.2.

Section

5.2

KNV does not agree to a shorter process time

(from 150 to 120 minutes). This is a packaged

price increase for parking (carrier must pay 30

minutes earlier).

The scheme is in line with the Access

Agreement for using the Betuwe Line 2015.

Section

5.3.5

KNV disagrees with the added requirement

"at least 30 consecutive calendar days.”

The rented tracks in Mvt are used precisely to

handle broken or incorrectly loaded wagons.

The purpose is to remove these within 14

days. What if a wagon cannot be removed

within one year duo to unexpected problems?

-

In 2015 the ‘use of rented tracks’ service was

offered under the same conditions and it has

been agreed upon with the titleholders in the

access agreements and rental contracts.

For broken or incorrectly loaded wagons,

repair tracks are offered and used. See also

section 3.8.3.

Section

5.3.5

KNV disagrees with the restriction for RID

goods on rented tracks in Esso Buiten. The

decision was made on which grounds?

Given the licensee’s requirements, stabling

wagons that contain RID goods (including

empty and uncleaned wagon) is not

permitted.

Section

5.3.5

Which malus scheme does Keyrail connect to

the ‘unconditional’ observance of its

requirement concerning process tracks?

No malus scheme. Parking fees are charged

and the instruction to clear the track might be

given.

Section

5.3.5

Tracks that do not belong to Keyrail can be

laid down in a contract based on what?

What is the current status of ‘private’ tracks

allocated by Keyrail. Are they still private, or

do they fall under public infrastructure?

Based on a private-law agreement with the

owner of these tracks.

Section

5.3.5

Keyrail checks whether the rented track is

delivered in good condition. KNV disagrees:

the infrastructure manager remains

responsible for the condition of the track even

in case of rental.

Keyrail checks whether the track is free from

rolling stock and is delivered by the renter in

good condition. Keyrail is responsible for the

quality, reliability and availability of the

infrastructure. See sections 1.1 and 1.1.2.

Section

5.3.6

Accessing and using the shunting hump in

Kijfhoek: the first sentence does not make

sense.

The text has been refined:

Shunting on the shunting hump in Kijfhoek is

only possible with locomotives that are

equipped with devices for communication and

influencing by the automated hump tracks.

Section

5.4.2

Fuel supply: it is unsure whether DB Schenker

2016 de is still managing the refuel systems.

Please include as such in the NS.

This has been added in section 5.4.2.

Section The performance schemes have not been All performance schemes in this network


5.6 approved of. Within the context of the Access

Agreement and 3rd

track programme, KNV

suggests joining hands with ProRail to further

investigate whether new performance

schemes are feasible. Also which schemes of

ProRail and/or Keyrail are applicable to the

entire network. Any adaptations must be

accepted by the KNV management (after

coordination with the ICM committee and/or

consultation to all carriers.

statement have been agreed upon between

Keyrail and the railway undertakings in the


2015.

Section

5.6.2.4

Agree with this scheme, however wagons are

reported to ProRail and settled with ProRail –

also for the Betuwe Line Ks. Carriers will not

report these to two different infra desks.

Reference to ProRail’s Network Statement

suffices.

All performance schemes in this network

statement have been agreed upon between

Keyrail and the railway undertakings in the


2015

Section

6.6

Same as in NS 2014 and 2015: disagree insofar

a guarantee/payment exceeds in advance

what is stated in the General Terms and

Conditions of the Access Agreement.

The text about invoicing is in accordance with

the Access Agreement for using the Betuwe

Line 2015.

App. 4 This appendix does not include the possible

restrictions of using tunnels for supervised

transport. Particularly for military transport,

test drives or machine components (technical)

supervision is required most of the time. It

means more persons should be on the

locomotive or that a supervisory vehicle needs

to be added. We would like to see matters

properly taken care of.

In 2015 this was detailed in cooperation with

ProRail and KNV as a development agreement

for the Access Agreement for using the

Betuwe Line 2016.

App. 6 Like with previous consultations: KNV does

not agree that in case of unjust use the renter

is obliged to report all kinds of information

about the incorrect wagons to Keyrail. The

renter is already disadvantaged because the

track is occupied and also the renter must

invest more time energy, and costs. While the

track might also be unjustly used because

ProRail has allowed VL to incorrectly place

wagons on the track. In case of an incomplete

notification Keyrail should send out an

inspector verify the notification and register

the details of the vehicle.

The regulation in this network statement

meets the Access Agreement for using the

Betuwe Line 2015 and rental contracts.

Just like in 2014, Keyrail inspects matters on

site to verify the notification and perform

verification the wagon data.

App. 6 Just like in previous consultations: KNV The regulation in this network statement


disagrees with the fact that the 24 hour period

does not apply on weekends and public

holidays and that notifications submitted on

weekends and public holidays will only be

processed by Keyrail on the next workday.

Most carriers are working 24/7. Hence they

must have 24/7 access to their rented tracks.

meets the Access Agreement for using the

Betuwe Line 2015 and the rental contracts.

App.6 Just like in previous consultations: This section

is not accepted. The procedure itself is fine,

however the 25% surcharge for handling and

administrative costs for on-charging the

shunting expenses (15% rise) is too high. KNV

agrees with the line of thinking that the

unlawful user must pay additional costs if a

vehicle cannot be shunted and does not

remove the vehicle himself. However the

tariffs included are unreasonably high.

This part of the regulation in this network

statement has been changed and meets the


2015 and the rental contracts.

App.6 Just like in previous consultations: KNV would

like the following method to be added to the

regulation:

a) From Traffic Control (Keyrail)

i) A train traffic controller will only allow trains

of formal letters to access (roadway) the

rented tracks (see overview on

www.keyrail.nl)

ii) If a train traffic controller allows any other

carriers to access the rented tracks of the

initial renter, the carrier cannot be charged

(rental and shunting costs). Keyrail will pay

these costs (rental costs to the initial renter

and shunting costs to the shunting party).

iii) If Keyrail wants to allow a party not being

the initial renter to access a rented track

nevertheless then Keyrail must first ask the

initial renter for permission (unless in the case

of emergencies).

iv) If the initial renter does not give permission

(see above under point iii),

Keyrail will offer the requesting party an

alternative.

This part of the regulation in this network

statement has been changed and meets the


2015 and the rental contracts.

App.6 Although the KNV members are not negative

towards the operational chain management

rules, these rules have not yet been officially

accepted in the Chain Management DO.

The operational rules and process agreement

involved in this network statement meet the


2015.


Hence these rules cannot be included in the

NS and KNV cannot yet agree. Once the

operational rules have been successfully

tested for operational applicability in a pilot

and subsequently approved of by DO Goods,

these rules will be included in the NS.

App.9 The last two bullets are beyond RID. KNV

understands that these points are needed

because of the environmental permits. These

details can be derived from IGS/OVGS, to

make sure no additional administrative steps

are required.

As long as the railway undertaking does not

feed IGS fully and correctly, and as long as no

further implementation agreements have

been made in the IGS Steering Group, these

points will continue to apply.

App.14 Botlek is missing. Appendix 14 says that Botlek has a non-

operational load/unload site for which a user

permit has not been requested.

General This NS refers to different documents on

Keyrail’s website. Document numbers are not

referred to at all times. Can Keyrail add

version management to those documents that

are part of the NS and/or to which NS refers?

It is the only way to let parties know which

documents are applicable.

The documents on www.keyrail.nl prevail at

all times. Changes of documents are published

after discussing them with the titleholders by

means of an addition to the Network

Statement Betuwe Line.

General KNV would like the infrastructure manager

(Keyrail in this case) to be more client-

focussed, whereby processes and interaction

between carriers and the network manager

are designed as efficiently as possible. Based

on clients’ wishes and specifications, KNV

expects the infrastructure manager to be able

to design services (capacity, infrastructure)

and carry out projects independently. Carriers

will test these services and projects

(prematurely where necessary) according to

their requirements.

-

Keyrail continues to invest best efforts to

serve clients to their fullest satisfaction.


APPENDIX 4: Restricted use of track sections

This appendix includes all the situations in which, contrary to the interoperability principle, a

certain type of traffic or transport on a track section is excluded. While using the track sections,

other restrictions that have not been referred to in this appendix, may be applicable (e.g. speed

limits or restricted roadway options) which too do not have an exclusive character. Upon request,

Keyrail provides railway undertakings with further information on all prevailing

functional/capacity restrictions when it comes to using track sections and railway yards.

No. Track section Object User restriction 1 Botlek-Maasvlakte Botlek railway

tunnel - Passenger traffic is disallowed (restriction

does not apply to an alternative roadway via the

Botlekbrug). - In the Botlek railway tunnel

trains/rolling stock with a maximum speed that

is less than 80 km/h are only allowed under the

terms that prevail for exceptional transports. -

During the descending slope, traction may only

be used if the train’s speed is less than the local

advisory speed. The railway undertaking makes sure the maximum speed that prevails in the

deepest section of the tunnel is observed. 2 Barendrecht

connection –

Kijfhoek

connection to the

North Freight tracks

(BE, CE and DE) in

Barendrecht

Passenger traffic is disallowed

3 Rotterdam

Lombardijen –

Kijfhoek

Connection North

Passenger tracks

(HJ, JJ, KJ and LJ) in

Barendrecht

Tracks will only be used by trains for: passenger

traffic; - transferring empty passenger trains; - separate loc rides; - transferring maintenance machines (without

freighters); - inspection runs; - work trains for local activities.

4 Kijfhoek – Zevenaar tunnels and

acoustic barriers on

the Betuwe Line

Passenger traffic restriction across the track

section: passenger traffic is disallowed. In

extreme weather, Keyrail may give traffic

instructions related to e.g. the availability of fire

extinguishing water. Extreme weather is

considered a disruption as referred to in article

7.1 of the General Terms and Conditions. 5 Valburg-Nijmegen

Betuwe Line track in the

connecting curve

near Elst in the

direction of

Nijmegen and v.v.

train length including traction is no more than

513 m.


6 Valburg-‘s-

Hertogenbosch Betuwe Line

tracks in the

connecting curve near Meteren in the

direction of ’s-

Hertogenbosch and

v.v.

Hertogenbosch Betuwe Line tracks in the connecting curve near Meteren in the direction of ’s-Hertogenbosch and v.v. train length including traction is no more than

495 m (track E) and 634 m (track F) respectively.

Passenger traffic restrictions

Train tracks on the IJsselmonde – Maasvlakte section may only be used for (private) passenger

trains with Keyrail’s prior permission; the train tracks involved do not lead to or run along stations

open to passenger traffic. Consultation must take place at least 14 days in advance.


APPENDIX 5: General regulations on the settlement of complaints and disputes

Article 1

1. If either of the parties is of the opinion that the other party is not complying in full with the

access agreement and an attempt has been made to effect compliance by means of verbal

consultation with the party in alleged default, the party seeking compliance can submit a written

complaint to the person or the contracting party that is responsible for compliance with that part

of the access agreement to which the complaint pertains.

2. Following receipt of the complaint as referred to in the previous paragraph, the receiving party

will within five working days respond in writing stating, if the complaint is deemed justified, a

proposal for resolving the complaint and the period within which such can be realised.

3. A complaint is regarded as satisfactorily solved when both parties agree on a solution to the

complaint.

4. If a complaint is not satisfactorily solved, the issue is regarded as a dispute of which the party in

alleged default will be notified in writing. Written notification of the dispute will include a

description of the dispute, how it has come to arise and the position of both parties on the issue.

5. The party receiving the notification as referred to in the previous paragraph, will proceed with

the handling of the dispute within five working days of receipt. Dispute handling at Keyrail is

carried out at department management level, and as concerns the railway undertaking, at a

management level selected for this purpose by the railway undertaking. The parties may choose

to submit the dispute to a different management level.

6. A dispute is solved when both parties agree to the chosen solution. 7. Both parties will do their

utmost to find a solution to any complaint and/or dispute that arises between them.

Article 2

1. All disputes, with the exception of those referred to in the regulations on capacity allocation

disputes, which may ensue from the access agreement and which cannot be solved amicably on

grounds of Article 1 of these General Regulations on the Settlement of Complaints and Disputes,

will be solved in accordance with Article 28 of the General Terms & Conditions to the access

agreement.

2. These regulations are without prejudice to the right of parties in cases of urgency to submit a

dispute directly to the body designated for this purpose in Article 28 of the General Terms &

Conditions.

Article 3

1. If an interested party is of the opinion that Keyrail has handled it unfairly, discriminated against

it or that it has otherwise been disadvantaged in the drafting of the Network Statement, in

particular in the handling of the opinion that it has submitted to Keyrail in response to the draft of

the Network Statement, this interested party can submit a complaint in writing to the

Management Board of Keyrail.


2. Following receipt of the complaint as referred to in the previous paragraph, Keyrail will within

five working days respond in writing stating, if the complaint is deemed justified, a proposal for

resolving the complaint and the period within which such can be realised.

3. A complaint is regarded as satisfactorily solved when the complainant and Keyrail agree on a

solution to the complaint.

4. If a complaint is not satisfactorily solved, the issue is regarded as a dispute of which the party in

alleged default will be notified in writing. Written notification of the dispute will include a

description of the dispute, how it has come to arise and the position of both parties on the issue.

5. The party receiving the notification as referred to in the previous paragraph, will proceed with

the handling of the dispute within five working days of receipt.

6. A dispute is solved when both parties agree to the chosen solution.

7. Both parties will do their utmost to find a solution to any complaint and/or dispute that arises

between them

Article 4

All disputes concerning the Network Statement, which cannot be solved amicably on grounds of

Article 3, can in accordance with Section 71, Paragraph 1 of the Railways Act be submitted to the

Netherlands Competition Authority (NMa).

2. These regulations are without prejudice to the right of parties in cases of urgency to submit a

dispute directly to the Netherlands Competition Authority designated for this purpose in Section

71, Paragraph 1 of the Railways Act.


APPENDIX 6: Operational conditions, Procedure for using rented tracks unjustly, operational

chain management rules, internal rules

General

Keyrail maintains the same operational conditions as those applied by ProRail on the Combined

network. These operational conditions can be found in Appendix 6 of the Network Statement

2016 Combined Network of ProRail, update up to and including addition number 3, dated 24

November 2014 (go to www.prorail.nl).

The operational conditions are also available with Keyrail Customer Service on [email protected].

The railway undertaking lays down the operational conditions in the Access Agreement for using

the Betuwe Line 2016. The authorised applicant lays these down in the capacity agreement.

In addition to these operational conditions, Keyrail also applies the Local Company Riles which are

described in Appendix 22 of this network statement.

In the access agreement for using the Betuwe Line 2015 the railway undertaking also lays down

the procedure for using rented tracks unjustly. The authorised applicant lays these down in the

capacity agreement.

The operational chain coordination rules are laid down in the access agreement for using

the Betuwe Line 2016. The authorized applicant in intermodal transportation lays these

down in the capacity agreement.


Part A: Local operating rules

Keyrail applies local operating rules with a view to promoting the safe and efficient handling of

train traffic, while taking local circumstances into consideration. These local operating rules can

be found in Appendix 22. As an additional service, on its website www.keyrail.nl Keyrail provides

an overview which includes the relevant operational requirements laid down in the environmental

permits. If the permits/regulations and the local operating rules are inconsistent, the permits and

regulations shall prevail at all times

Part B: Procedure for using rented tracks unjustly

If a company is renting a track from Keyrail, it means that this company may use the rented track

exclusively, unless calamities present themselves. Other parties may not access or use the rented

track. This includes use of the infrastructure without a demonstrable relation with the transport

process being required. Keyrail and the titleholder56 agree on a certain rented track in a lease.

If another railway undertaking, with the permission of the initial user, is using the rented track,

then the initial user will report matters in writing to Keyrail by sending an e-mail message to

[email protected]. Subletting a rented track capacity to third parties is statutorily disallowed.

Titleholders holding and using the allocated capacity may not transfer this capacity to other

titleholders. If the allocated rented tracks are no longer required, then the capacity must be

returned to Keyrail within the frameworks of the lease agreement. If another railway undertaking

is using the rented track without the permission of the initial user, then the following will prevail:

• The initial user informs Keyrail about this unjust use by sending an e-mail message to [email protected].

• Keyrail OSS contacts the unlawful user (if known).

• The unlawful user has 24 hours to leave the track.

• If the unlawful user is unable to or refuses to meet the imposed term, then Keyrail will shunt the train sections present (unless the labels on the vehicles state that they carry

dangerous goods):

o Keyrail contacts a traction supplier with shunting capacity and has the train/train

sections shunted to a location to be determined by Keyrail.

o The traction supplier sends an invoice to Keyrail, in accordance with the tariffs

stated in the Shunting Agreement agreed upon as part of the chain management.

Keyrail will pay and forward these costs to the unlawful user and charge the latter

for using the train path plus 25% of handling and administration fees.

• If the vehicles cannot be shunted (whatever the reason may be) then the unlawful user must pay the lawful user the following costs: one month’s rent, plus compensation per day

according to the table below:

Exceeded Tariff per day or day part, regardless

of location

56

Article 57 of the Railways Act, combined with Article 2 of the capacty allocation decree for the main railway infrastructure.


1-6 days 3* day tariff for parking on location A

7-13 days 5* day tariff for parking on location A

14- days 7* day tariff for parking on location A

At www.keyrail.nl you will find an updated overview of the rented tracks and those available for

long-term use.

PART C OPERATIONAL CHAIN COORDINATION RULES

Ambition:

Information on the

procedure

Procedure Operational rules

Owner Capacity Allocation & Chain Coordination Manager

Author Capacity Allocation & Chain Coordination Manager

Date of approval Approved of in the Managers’ Chain Coordination Meeting dd. 10

September 2014

Status Final

Ambition:

The (international) rail freight shipment is taken care of through different links. The joint ambition

is to carry goods safely, efficiently and reliably. This requires integral planning and coordination

with successive partners in the logistics chain. The chain partners strive to ensure smooth

connection of the transportation process: from beginning to end for all trains. To this purpose we

make sure to proceed in a customer and market-oriented manner.

In order to serve market properly, we make crystal-clear agreements about planning and

implementation about transportation by rail. Parties anticipate deviations and Keyrail coordinates

optimisation of the integral planning.

By evaluating performances and chain agreements on a regular basis with the chain partners, we

continue to upgrade rail product performances. Structural improvements are realised together

where necessary.

The launch of the Second Maasvlakte leads to a serious growth of rail freight transportation.

Given the limited capacity of the railway infrastructure, one can only facilitate this growth by

firmly organising the available capacity of the railway and railway transportation. Safety,

efficiency and reliability are key.

Purpose:


In order to realise ambition and serve the market as much as we can, for cooperation within the

railway chain and in direct contact with the Betuwe Line, a set of crystal-clear operational

agreements about planning and implementation of railway transportation have been made

between the chain partners. These agreements are laid down in the operational rules shown

below. These are the result of proper coordination between the parties referred to in the scope

described below.

Scope:

• Intermodal transportation

• Participating parties: o Keyrail

o RSC Waalhaven, ECT and Euromax

o All intermodal carriers holding an Access Agreement for using the Betuwe Line.

Rule 1. Integrated planning

The integral planning with seamlessly connected train paths, railway yard slots and terminal slots

presents the base for chain coordination. We prepare an integral plan that is feasible in daily

practice. The basic principle is that planning must make sense at all times. The less intervention is

required, the smaller the chance of disruptions.

Keyrail and the terminals prepare an integral planning for every change sheet.

The terminal slot is based on:

• The requests of the carriers and/or intermodal operators

• An updated estimate of the number of containers that need to be loaded or unloaded

• The standard in the definition of the terminal slot

• Standard driving times from the terminal to the railway yard and vice versa.

Description of the working method:

The timetable with the relevant railway yard slot will only be officially allocated to the carrier

provided a suitable terminal slot has been assigned by the terminal. If the request cannot be

allocated within the existing capacity of Keyrail’s integral plan and the terminal, then Keyrail, the

terminal and applicant (carrier or authorized applicant) will discuss matters. Keyrail OSS Planning

of the Capacity & Chain Coordination section will initiate and coordinate discussions.


Steps towards having an integral planning:

Who What When

1 Carrier Request train paths and railway yard from Keyrail Closing dates CS WB*

2 Terminal Provide terminal planning 3 weeks prior to

commencement of the WB +

every two weeks an update

after commencement of the

last CS

3 Keyrail Update systems (DONNA) 2 weeks prior to

commencement of the CS

Keyrail/ terminals Suggest solution for the conflicting requests (train

path versus terminal slot and railway yard slot)

2 weeks prior to


Keyrail/parties

involved

Discuss suggested solutions for the conflicting

requests and finalise planning (DONNA and RMS)

2 weeks prior to


4 Keyrail Distribute the integral plan 2 workdays prior to


5

Carriers Request and discuss ‘long runners’ Keyrail and

terminals

If applicable

Keyrail/terminals Allocate long runners in the integral plan 10 workdays after request

Keyrail Distribute adjustments of the integral plan 10 workdays after request

*CS=change sheet

The closing dates of the change sheets are published on the websites of Keyrail and ProRail:

http://www.keyrail.nl/servicedesk/servicedesk_item/t/netverklaring_betuweroute

http://prorail.nl/vervoerders/verdeling-van-ruimte-op-het-spoor

Comments:

• a terminal slot is primarily coupled to the intermodal operator (with the relevant carrier),

• a train path and railway yard slot are coupled to a carrier or authorised applicant,

• Keyrail is the manager and/or coordinator of the integral plan assigned by the participating parties and is responsible for processing changes of the integral plan on time, in cooperation

with the terminals and carriers.


Plan standards In the change sheet phase and the Donna specific days phase, Keyrail OSS Planning applies the

minimum standard times (minutes) below for integral planning in Keyrail’s management area:

Activity Minimum standard time Locomotive exchange A (fast = 2 persons) 30 minutes (including connection

test) Locomotive exchange B (base) 60 minutes (including connection

test) Locomotive exchange C (long = 1 man, including departure

check) 90 minutes (including connection

test) Driver exchange 10 minutes (next path after 10

minutes is possible) Connection test 10 minutes (also in case of

locomotive exchange) Brake test Major (including departure check) at the terminal 60 minutes Departure check (together with the brake test) 60 minutes Brake test Minor A (fast = 2 persons) 10 minutes Brake test Minor B (base including radio locomotive) 30 minutes Brake test Minor C (long = 1 person) 60 minutes Arrival check 60 minutes

Keyrail and the terminals apply the following maximum standard times (minutes) for the integral

planning:

Activity Party

responsibl

e

Party

executing

With regard

to

load/unload

slot

RSC ECT EMX

RT

W ORT

Drive in from

railway yard Mvtw

(in minutes)

Carrier Carrier Before Not

applicable 10

min. 25 min.

Drive in

from

railway

yard Mvtw

(in

minutes) Drive in from

railway yard RTW

(in minutes)


applicable Not

appl

icabl

e

Not

appl

icabl

e

Drive in

from

railway

yard RTW

(in

minutes) Drive in from Carrier Carrier Before 10 minutes Not Not Drive in


railway yard Whz

(in minutes) appl

icable

appl

icable

from

railway yard Whz

(in

minutes) Load and unload Terminal Carrier During 10 contai-

ners per

hour per

crane

20 contai-

ners per

hour per

crane

20 contai-

ners per

hour per

crane Brake test and

departure check

Carrier Carrier After The departure check comes with

three categories (see also table

below): A (30 min.), B (45 min.), C (60 min.)


The terminals apply the following maximum standard times for each departure check category on the terminals:

A. 30 minutes B. 45 minutes C. 60 minutes

Without air box and

without grey wagon

master

a) Through RSC trains

to ECT/EMX and

APMT and RWG in

the future

a) Planning exceptions

to be agreed upon by

the carrier and

terminal

b) Input through terminal in IPO

a) Huckepack trains on

RSC

b) Through ECT trains

to EMX and APMT and

RWG in the future

Maximum time with air

box

30 minutes 30 up to 40 minutes 45 up to 55 minutes

Maximum time with grey

wagon master

30 minutes 30 minutes 30 minutes


box and grey wagon

master


Rule 2. Terminal slot

Keyrail, carriers and terminal will actively steer towards timely implementation of the process at

the terminals in accordance with the integral planning.

Rule 3. Inform terminal on time about the number of containers that need to be loaded or unloaded and the wagon list AZ-ZA

Carriers or intermodal operators informing the terminal on time about the number of containers

that need to be loaded or unloaded.

Description of the working method (agreements about the working method have been laid down

separately and subsequently by the terminals, intermodal operators and carriers):

1. The intermodal operators communicate the number of containers per train to the terminal(s)

and carrier.

2. With RSC the carrier must provide the unloading list one hour before commencement of the

terminal, the wagon list/wagon container combination must be submitted two hours before

commencement and the loading list four hours before commencement.

3. With ECT the carrier must provide the unloading list one hour before commencement of the

terminal slot, the wagon list/wagon container combination must be submitted four hours before commencement and the loading list eight hours before commencement.

4. RSC and ECT do now allow trains for which the agreements mentioned above have not been

observed. The terminal slot is cancelled and can be used as an alternative by the terminal.


If the actual number of containers that need to be loaded or unloaded strongly deviates from the integral planning, then this will have consequences for retaining the terminal slot agreed upon. A

train may remain on the railway yard until the terminal has offered an alternative terminal slot.

Traffic Control will adjust the railway yard planning accordingly. The terminal and carrier are to

notify Traffic Control forthwith ([email protected]) upon the announcement of a highly

deviating integral plan.

Rule 4. Carrier receives transport information on time

The terminal or intermodal operator informs the carrier on time about which containers are

located exactly where on board the train, including information about hazardous substances in

accordance with RID.


The intermodal operator must provide the carrier with the transport information at least two hours before the expected end of the loading/unloading session (slot).Otherwise the train will

remain at the terminal until this information has been provided.

Note:

Transport information is taken to mean: wagon-container combination, RID data and weight. The

time mentioned (two hours) is required for the administrative check of carriers.

Rule 5. Locomotive and driver are back on time at the terminal


The driver provides a wagon set to a terminal in accordance with the commencement of the

terminal slot time and returns no later than one hour before the end of the terminal slot

(departure) to pick up the wagon set.

At the Euromax terminal, where the train runs from the terminal directly onto the free lane, the

carrier must ensure that the right wagon list is entered into the OVGS no later than five minutes

before departure to the free lane.

Rule 6. Report expected deviation from the integral plan without delay


If a deviation from the integral plan is reasonably expected, the carrier will proactively

communicate this deviation to terminal and also to Kijfhoek Traffic Control Post.

If the expected deviation has consequences for making it to the terminal slot, then the carrier will

first notify the terminal, and the latter will provide an alternative terminal slot within four hours.

After receiving a new terminal slot, the carrier will report the deviation and new terminal slot to Kijfhoek Traffic Control Post. The latter will reschedule timetable and railway yard slot.


If the expected deviation only has consequences for making it to the railway yard, then the carrier will only communicate with Traffic Control. The latter will proceed to reschedule the timetable

and railway yard slot.

Notes:

• The carrier and Keyrail will exchange information in ISVL or by email

([email protected]),

• Keyrail and the terminal will exchange information using a standard email ([email protected]),

• Information from and to intermodal operators is shared through the carrier.

Rule 7. Reschedule in case of deviating terminal slots


In case of a deviating terminal slot, the terminal will notify Traffic Control. The terminal will notify

the carrier at all times. Based on this deviation, in ISVL the carrier will order a new railway yard

slot and/or new timetable. Traffic Control will invest best efforts to contact the carrier in order to

ensure having an integral and feasible plan.

Rule 8: Reschedule the integral plan


Once the integral plan has been rescheduled by Keyrail, terminals and carriers, we will carry it out

in a normal situation.

Rule 9. Shunting obstructive trains


If a carrier is unable to remove a train on time, then the terminal may request Traffic Control to

have this train removed by another carrier in accordance with the work instruction Shunting as

part of chain coordination.


Part D Internal rules Version: 2.1 dated 2 June 2014

See www.keyrail.nl


APPENDIX 7: Agreements between ProRail and Keyrail concerning the Zevenaar – Zevenaar

border route section

In Keyrail’s name and as referred to in Article 16, Paragraph 1c of the Railways Act 2003, traffic

across the infrastructure is managed directly and under the responsibility of ProRail on Kijfhoek,

on the main railway infrastructure managed by Keyrail.

Regulations

Processes are carried out in accordance with ProRail’s working methods and handbooks

(‘Operations’ and ‘Treindienstleiding). Processes are performed in line with the agreements which

ProRail has reached with its clients (T.A.D., obstruction measures, T.I.S., etc.) or in accordance

with the agreements as referred to in the Secondment Agreement between ProRail and Keyrail dd. 11 June 2012.

Communication

To DB Netze (Duisburg), for the Zevenaar (Zevenaar-Zevenaar border route section) border

crossing Keyrail is the operational contact for all freight trains. For all passenger trains (e.g. ICE)

ProRail is the contact for DB Netze. In all cases the traffic controller on Kijfhoek works together

with Fahrdienstleiter Emmerich.

Border route section agreement

For policy matters ProRail will be the initiator. Keyrail participates in discussions with DB Netze

about the Zevenaar border crossing (Zevenaar-Emmerich route section).

Order acceptance

• Orders for trains from Emmerich across the combined network will be forwarded by the traffic

controller on Post Kijfhoek to the DVL57 of ProRail. ProRail DVL handles this entire order until

the interface with the adjacent infrastructure managers. ProRail Operations is responsible for

handling matters and informing the railway undertaking on time.

• Orders for trains from Emmerich on the Betuwe Line are handled entirely by Operations on

Kijfhoek.

• Orders for trains from the combined network towards Emmerich are handled entirely by the

DVL of ProRail until Emmerich, after tests performed by Operations on Kijfhoek.

• Orders for trains from the Betuwe Line towards Emmerich are handled entirely by Operations

on Kijfhoek.

• As a rule only the available freight BUP paths are used.

57 Decentralised traffic controller(s)


Intervention

Operations on Kijfhoek is responsible for intervention on the route section Zevenaar – Zevenaar

border. Trains using the combined network are guided by Operations on Kijfhoek and ProRail’s

nationwide traffic controllers (in Dutch: LVL). In this case Operations on Kijfhoek is responsible for

communication with the railway undertaking. The A15 line traffic controller on Kijfhoek is

responsible for the route section Zevenaar – Zevenaar border.

Handling emergencies by the A15 line traffic controller

Operations on Kijfhoek is responsible for:

• Correct and timely handling of emergencies.

• Correct and timely communication with the Back Office.

• Correct and timely communication with the railway undertakings about any consequences for

traffic control.


APPENDIX 8: Standard overviews for train service handling

Keyrail, within the ‘Delivery of train path’ service, provides railway undertakings with standard

information products concerning the train service handling.

The table below illustrates which information products are delivered at what frequency and in

which format. This form is available at Keyrail’s One Stop Shop ([email protected])


APPENDIX 9: Specification of reports

The railway undertaking using the network managed by Keyrail is obliged, by virtue of the access

agreement and the accompanying General Terms & Conditions, to periodically provide Keyrail

with statistical information about the traffic and transport carried out by the railway undertaking

on the network. Keyrail requests and uses the statistical information exclusively for the

performance of the management concession and to comply with the statutory obligations

(including obligations ensuing from user and environmental licences granted to Keyrail). The

General Terms & Conditions impose an obligation to provide statistical information as referred to

in the Railway Capacity Allocation Decree58.

Keyrail’s own study

The railway undertaking will give Keyrail the opportunity to carry out its own study into the

transport & traffic flows.

Relationship with other information obligations

Supplementary to the reporting obligation described in this appendix, the obligation to inform

Keyrail of current train traffic remains in force.

The obligation to provide information on current train traffic does not relieve the railway

undertaking from the obligation to provide the same data at a later date as statistical information,

unless the railway undertaking and Keyrail have explicitly agreed otherwise in the access

agreement.

Keyrail requires the railway undertakings to provide statistical information on:

• Volume and nature of its traffic & transport flows on the infrastructure managed by Keyrail.

• Volume and nature of its activities at railway yards.

Additionally, certain company data (generally of a public nature) are to be made available. Railway

undertakings that provide cross-border services need provide ton kilometre data exclusively for

the Dutch route of the cross border track. Information on the number of trains and train

kilometres in the Netherlands, allocation thereof according to day types and hours, as well as

information on accidents are collected by Keyrail on the basis of its own registrations.

The provision of this statistical information should enable Keyrail:

• to comply with the obligation ensuing from the concession to provide rail traffic & transport

statistics (as referred to in EC Regulation 91/2003 of 16 Dec 2002).

58

Article 3f of the Railway Capacity Allocation Decree


• to comply with the statutory obligation to provide information about noise emissions and

external risks resulting from rail traffic.

• to comply with the reporting obligations as stated in the user & environmental permits issued

to Keyrail.

• to properly evaluate the policy for network development and traffic functions and to prepare

new policy.

Keyrail will treat the information as confidential. In its publications, Keyrail will anonymise data on

traffic and transport in open transport market segments in such a manner that these cannot be

linked to an individual railway undertaking or shipper.

On providing the information, the railway undertaking will include a description of the collection

method, any processing procedures used and the reliability of the data provided. All data must be

delivered in a digital form. The precise form in which the information is to be provided will be

stipulated by the parties in the access agreement. The required information concerns the calendar

year, unless indicated otherwise.

The railway undertaking will provide the information concerning one year no later than six months

after the end of the calendar year. The information concerning a quarter will be provided no later

than two months after the end of the quarter.

The railway undertaking will, after delivery of the information, store the underlying source data

for at least one year. Keyrail may, if such is required for the performance of its tasks, also decide to

carry out or commission a supplementary study in order to gain additional information.

The requested information on the traffic and transport volume is specified in the manner indicated

below:

Observing the noise production limits

With regard to the actually realised train service and composition, insight must be provided into

the extent to which the ‘quiet rolling stock’ category is used.

Nature and volume of the transport flows

The transport volume in tons and intermodal transport units, distinguished according to

origin/destination and transport unit type, being:

• freight type: NST/R classification at 2 digit detail level, in accordance with CBS classification

• transport unit type: in case of intermodal transport: the number of loaded/empty carried

transport units, also expressed in TEU for containers and swap bodies.

• the transport volume per quarter of dangerous goods, in number of shipments and tonnage per

route section and per substance category in the sense of the RID.


Reports on the nature and volume of acts and activities on the railway yards

A report is requested for each railway yard, to be submitted within one month of the end of the

quarter, categorised according to:

• type of treatment distinguishing “compose/couple train sections”, “bring trains round”, “place

/ bump / hump”, “overstand” (average time lost while shunting due to inactivity);

• risk categories according to the table below:

Risk category GEVI number Examples

A Flammable gasses 23, 263, 238, 239 Propane

B2 Toxic gasses 26, 268, 265 (excl. chlorine) Ammonia

B3 Highly toxic gas-chlorine 265 (only chlorine UN 1017) Chlorine

C3 Highly inflammable

liquids

33, 333, 336 (excl. Acrylnitrile), 338, 339,

X333, X338

Hexane

D3 Acrylnitrile 336 (only acrylnitrile UN 1093) Acrylnitrile

D4 Highly toxic liquids 66, 663, 664, 665, 668, 669, 88, 883, 884,

885, 886, X668, X88, X886

Hydrogen fluoride

specified as follows:

• the number of wagons per substance category per type of handling.

• the average number of wagons for each arriving and departing train per risk category.

• the average number of wagons per substance category simultaneously present per railway

yard.

• the average standing time of the handled wagons in the ‘flammable gas’ substance category.

placing/stabling of shipments (not being trains that are stationary as a result of traffic

handling, such as passing); average length of waiting times before, after or without other

handling.

Reports on the noise exposure due to activities on railway yards

The general format for reporting on the noise exposure due to activities on railway yards is

presently under construction; in any event data must be submitted as described in the permit

applicable for the railway yard in question.


APPENDIX 10: Railway undertakings providing information about the

composition of the shunting sections on the port railway yards and

Kijfhoek

Statutory basis of this operational condition

Within the framework of this operational condition, a shunting section is taken to mean: a

separate freight wagon or a group of several linked and/or joined freight wagons, stabled on a

railway yard track awaiting further handling in the train or shunting process. The composition of a

shunting section is not stated in OVGS.

The basis for this operational condition is dual: specific regulations stated in the environmental

permits, and commitments ensuing from the indication of having a company fire brigade on the

railway yards.

Environmental permits

For the sake of brevity we refer to the text of the regulations in question stated in the EMA permit

3.14 (Pernis), 9.12 (Maasvlakte), 4.14 and 4.15 (Waalhaven), 4.12 and 4.13 (both Europoort and

Botlek) and 2.5.7 (Kijfhoek).

Company fire brigade

Due to the (irrevocable) indication to having a company fire brigade, the General Stipulations for

Bedrijfsbrandweren Rotterdam are (also) applicable.

General stipulation 9.2 states the following: the official fire brigade will upon arrival be provided

with information to act efficiently.

In a maintenance letter, the fire brigade literally writes as follows: “The current procedure does

not include the direct steps to be taken in the event of an emergency to indicate the existing

substances and their quantities in the emergency wagon and/or the surrounding wagons in the

effect contours.” Kijfhoek’s fire brigade too says: “upon arrival, the official fire brigade is informed

and assisted in order to proceed efficiently.”

Working method

The way in which the information intended is supplied is described in the ‘manual for

providing loading data’ as published on www.prorail.nl.


APPENDIX 11: Congested infrastructure

Within Keyrail´s management area two railway yards have been declared congested: Waalhaven

Zuid and Maasvlakte Oost, and also tracks 791 and 792 between Maasvlakte Oost and the

companies EMO and Kramer.

Go to www.keyrail.nl and click on the links for:

- capacity analysis Waalhaven Zuid

- capacity analysis Maasvlakte Oost

- capacity analysis tracks 791 and 792

- capacity increase analysis Waalhaven Zuid - Version 2 [3 May 2010]

- capacity increase analysis Maasvlakte Oost 2 [3 May 2010]

- capacity increase analysis tracks 791 and 792


APPENDIX 12: Electrified route sections; overhead contact line voltage

Route section From km To km Overhead contact line

voltage

Maasvlakte -Vaanplein 42,000 202,145 25 kV

Vaanplein – Sophiatunnel 202,145 3,400 1500 V

Sophiatunnel – Zevenaar 3,400 103,750 25 kV

Zevenaar – Emmerich 103,750 110,936 1500 V

On all three crossroads and in accordance with the table above, voltage change-over gates exist

with a length of the traction-free zone of 186 m. In the connecting bend Geldermalsen – Meteren vv. a voltage change-over gate exists with a 30m traction-free zone.

Voltage and current collection are in accordance with EN 50367.


APPENDIX 13: Moveable railway bridges in the Betuwe Line area

Name of bridge Abbreviation Waterway Municipality Route section

Suurhoffbrug SHB Hartelkanaal Rotterdam Havenspoorlijn

Calandbrug CLB Calandkanaal Rotterdam Havenspoorlijn

Botlekbrug BOTBR Oude Maas Rotterdam Havenspoorlijn


APPENDIX 14: Public loading and unloading sites

Railway yard Near track

Waalhaven Zuid 379 and 378*

* 378 towards the buffer stop, from the level of the ground signal 226 of track 385, can be safely

used

The loading and unloading site Botlek is part of Keyrail’s management area. Nevertheless, a

permit for use has not been requested and therefore Botlek was not included as a loading and

unloading site.


APPENDIX 15: Refuelling systems in the Betuwe Line area

Information about the flow rate, storage capacity and operation of refuelling systems

location storage capacity in m3 Flow rate in l/min operator’s name

Maasvlakte 1*100 2*120 DB Schenker Rail

Nederland N.V.

Botlek 1*25 1*80 DB Schenker Rail

Nederland N.V.

Waalhaven Zuid 1*100 1*120 DB Schenker Rail

Nederland N.V.

Kijfhoek 2*50 2*125 DB Schenker Rail

Nederland N.V.

Upon publication of this Network Statement, the refuel system Maasvlakte West West is

technically ready. Once Vivens provided the storage tank with diesel, refuel will be possible.

For some refuel systems in Keyrail’s management area, refuelling from the tanker is not

permitted.

More information on fuel supply and utilisation of the above permanent refuelling systems is

available on: http://vivens.info/


APPENDIX 16: Drafting norms for timetables and railway yards

The plan norms for designing and preparing the timetable59 in the field of railway safety are

described in the Network Statement 2016 Combined Network in Appendix 22. These norms apply

to all phases of the timetable design process and capacity analysis. Provisions pertaining to

passenger service do not apply to the Betuwe Line (including Havenspoorlijn).

In addition, Keyrail applies the following generic plan norms for having a practical and feasible

timetable, including the capacity on railway yards:

Activity Minimum standard time Locomotive exchange A (fast = 2 persons) 30 minutes (including connection

test) Locomotive exchange B (base) 60 minutes (including connection

test) Locomotive exchange C (long = 1 man, including departure

check) 90 minutes (including connection

test) Driver exchange 10 minutes (next path after 10

minutes is possible) Connection test 10 minutes (also in case of

locomotive exchange) Brake test Major (including departure check) at the terminal 60 minutes Departure check (together with the brake test) 60 minutes Brake test Minor A (fast = 2 persons) 10 minutes Brake test Minor B (base including radio locomotive) 30 minutes Brake test Minor C (long = 1 person) 60 minutes Arrival check 60 minutes

Keyrail and the terminals apply the following maximum norm times (minutes) for the integral

planning:

Activity Party

responsibl

e

Party executing

With regard

to load/unload

slot

RSC ECT EMX

RT

W ORT

Drive in from

railway yard Mvtw

(in minutes)


applicable 10

min. 25 min.

Drive in

from

railway

yard Mvtw

(in

minutes)

59 The norms in this appendix are not a basic principle for designing the infrastructure.


Drive in from

railway yard RTW (in minutes)


applicable Not

applicabl

e

Not

applicabl

e

Drive in

from railway

yard RTW

(in

minutes) Drive in from

railway yard Whz

(in minutes)

Carrier Carrier Before 10 minutes Not

appl

icabl

e

Not

appl

icabl

e

Drive in

from

railway

yard Whz

(in

minutes) Load and unload Terminal Carrier During 10 contai-

ners per

hour per

crane

20 contai-

ners per

hour per

crane

20 contai-

ners per

hour per

crane Brake test and

departure check

Carrier Carrier After The departure check comes with

three categories (see also table

below): A (30 min.), B (45 min.), C (60 min.)

The terminals apply the following maximum standard times for each departure check category on

the terminals:

A. 30 minutes B. 45 minutes C. 60 minutes

Without air box and

without grey wagon

master

a) Through RSC trains to ECT/EMX and

APMT and RWG in

the future

a) Planning exceptions to be agreed upon by

the carrier and

terminal

b) Input through

terminal in IPO

a) Huckepack trains on RSC

b) Through ECT trains

to EMX and APMT and

RWG in the future


box

30 minutes 30 up to 40 minutes 45 up to 55 minutes

Maximum time with grey

wagon master



box and grey wagon

master



APPENDIX 17: Timetable design application form

The relevant application forms can be downloaded from www.keyrail.nl.


APPENDIX 18: Overview of Keyrail’s railway yard tracks

A completed overview of these tracks can be found on www.keyrail.nl


APPENDIX 19: Purchase and supply of traction electricity and conditions for the “Access to the overhead contact line” service

Supply of traction electricity for the Betuwe Line

The purchase organisation CIEBR (Coöperatieve Inkoopvereniging Elektriciteit Betuwe Line u.a.)

is responsible for purchasing and supply traction electricity for the Betuwe Line. For more

information on tariffs and terms for providing traction power, you may contact: CIEBR, located at

Spui 188, 2511 BW, The Hague www.ciebr.nl .

Conditions for the “Access to the overhead contact line” service:

• The railway undertaking informs Keyrail about its traction electricity supplier.

• The railway undertaking, along with the other railway undertakings that are using traction

electricity through the traction electricity system managed by Keyrail, is to mention one party

responsible for the programme with full recognition, as referred to in the System Code of the

Netherlands Competition Authority. The party responsible for the programme must accept

the entire programme responsibility for the connections of the traction electricity system,

including the consequences of imbalance, and indemnify Keyrail from any liability related to

the programme responsibility for the connections of the traction electricity system.

• The railway undertaking will report annually (before 15 October) the expected use of traction

electricity per year for the upcoming seven years; for the upcoming year the railway

undertaking shall report the expected use per quarter.

• The railway undertaking will provide annually (before 15 December) a specification of the

expected use of traction electricity for the coming calendar year.

• Each year the railway undertaking will report to Keyrail on the realised use of traction

electricity through the traction electricity system managed by Keyrail. On 1 April at the latest

the railway undertaking will report on the previous calendar year. The statement will include

an approved audit report.

• If the railway undertaking is a member of CIEBR, the latter will be entitled to report to Keyrail

on behalf of the railway undertaking.

• The railway undertaking using the traction electricity service will pay Keyrail a monthly

advance. The monthly advance will be based on the estimated use of traction electricity in the

relevant month. Keyrail will determine the estimated use by ascribing the total use through

the traction electricity system pro rata and on the basis of the reported use to the railway

undertaking.

• After the end of the calendar year Keyrail, provided all railway undertakings using traction

electricity have submitted reports as referred to under the fifth bullet, will calculate the

financial compensation for the calendar year’s service in question and settle advances.

• The railway undertaking, on Keyrail’s request, submits copies of the delivery invoices to

Keyrail and declares willing to lend its cooperation in the annual verification of the use data by

an independent party.


• If CIEBR, in order to determine the use of traction electricity per railway undertaking, requires

information from Keyrail about the use of the infrastructure, Keyrail will provide this

information. The railway undertaking will give Keyrail permission to provide this information.

Keyrail will demand that CIEBR treat the provided information with confidentiality and use

the provided information solely for the purpose for which it was submitted.

• The current strength per train is limited to no more than the current strength as described for

each route section in Appendix 12 of the Network Statement.

Fuel supply

Inside Keyrail’s management area, fuel is purchased and supplied by the buying organisation

VIVENS (Verenigd Inkoop en Verbruik van Energie op het Nederlandse Spoorwegnet). For more

information please go to section 3.6.9 of ProRail’s Network Statement 2015.

More information about fuel supply tariffs and conditions: www.vivens.info.


APPENDIX 20: General Terms & Conditions of the Access Agreement for

using the Betuwe Line 2016

Keyrail applies the same general terms and conditions as those used by ProRail in the Access

Agreement 2016 Combined Network. These are available in Appendix 5 of the Network

Statement 2016 Combined Network, updated up to and including addition 3 dated 24 November

2014 and published on www.prorail.nl.

The general terms and conditions are also available with Keyrail Customer Service on

[email protected].

The railway undertaking lays down the general terms and conditions in the Access Agreement for

using the Betuwe Line 2015. The authorised applicant, being a titleholder by virtue of Article 57 of

the Railways Act, paragraph 2c, lays these down in the capacity agreement.


APPENDIX 21: Model Access Agreement 2016

The Model Access Agreement for using the Betuwe Line 2016 is available on www.keyrail.nl.


APPENDIX 22: Local operating rules for the Betuwe Line

The local operating rules for the Betuwe Line were set up to better understand the possibilities

and impossibilities for the railway yards in Keyrail’s management area as described in section 1.1.1

of this Network Statement. The railway yards involved are the following:

1 Maasvlakte: West60 and Oost

2 Europoort

3 Botlek

4 Pernis

5 Waalhaven: Zuid and Oost

6 Kijfhoek

7 IJsselmonde

8 Centraal Uitwisselpunt (CUP) Valburg.

Area responsibility

Each railway yard consists of centrally located and locally operated areas. Appendix A defines

who is responsible for traffic control with minimum authority.

Central reporting station

All railway yards are subject to the CIN/DCMR regulation, with the exception of Kijfhoek and CUP

Valburg. The Remi regulation applies to Kijfhoek. For CUP Valburg, a special regulation is

nonexistent.

The central reporting station for the railway yards collects information on the calamity at hand.

Based on this information, the safety zone is determined according to the CIN/DCMR regulation.

The central reporting station forwards the information to the alarming party called Rotterdam

Goederen. The latter is responsible for initiating the Rail Calamities Plan (in Dutch: Calamiteiten

Plan Rail).

The central reporting station for the entire railway yard of Kijfhoek in accordance with the Remi

regulation is the traffic controller for Kijfhoek. The central reporting station on Kijfhoek can be

reached at telephone number 078 – 6777 666. The train traffic controller forwards information to

the traffic controller, and the latter notifies the parties present on the railway yard of Kijfhoek.

60

Maasvlakte West-West is the name used for the expansion and is summarised in Maasvlakte West


Publishing the operating rules

The local operating rules for the Betuwe Line are part of the Network Statement. If necessary,

these rules will be updated.

This change is communicated in several ways; by means of a letter to the titleholders and also by

publishing these changes on www.Keyrail.nl.

1 Railway yard Maasvlakte

The area referred to as Maasvlakte West and Oost is operated by one traffic controller.

1.1 Stabling

Equipment may not be stabled on track 780. This is a dead-end track.

1.2 Shunting

The tracks below can be allocated as release “x” according to Operations’ regulations.

• Tracks 742 - 745, 722 and 730 - 738 as release Mvt3

• Tracks 742 - 745, 721 and 730 - 738 as release Mvt4

1.2.1 Procedure for driving from and to the Oostelijke Rail Terminal ECT

The dividing line between the main railway infrastructure and the ECT industrial site is shown

using optional S signs.

In order to avoid unnecessary stops, for shunting movements from the railway yard to the ORT-

ECT, first permission must be requested from the ECT and subsequently a roadway needs to be

requested from the traffic controller.

In case of a movement from the ORT-ECT to the railway yard, first permission must be requested

from the traffic controller and subsequently from the ECT.

1.3 Shunting on Maasvlakte West

1.3.1 Route sections with one train on its way

Between the railway yards Maasvlakte and Maasvlakte West and the Oostelijke Rail Terminal,

route sections exist with one train on its way, namely:

• ETO61 1 track 791

• ETO 2 track 792

• ETO 3 track 793 / 795

• ETO 4 track 794 / 796

• ETO 5 track 891 / 795

61

ETO = in Dutch Eén trein onderweg, one train on its way


• ETO 6 892 / 796

For a roadway on ETO 3 there can be no roadway on ETO 5.

For a roadway on ETO 4 there can be no roadway on ETO 5 and ETO 6.

For a roadway on ETO 5 there can be no roadway on ETO 3 and ETO 4.

For a roadway on ETO 6 there can be no roadway on ETO 4.

Trains only run on the right side of tracks located between Maasvlakte / Maasvlakte West – ORT,

being:

• ETO 3 track 793 / 795

• ETO 4 track 794 / 796

• ETO 5 track 891 / 795

• ETO 6 track 892 / 796

1.3.2 Procedure for driving from and to the Rail Terminal West ECT

The dividing line between the main railway infrastructure and the ECT industrial site is shown

using fences on both sides of the tracks.

Trains can run from railway yard Maasvlakte West to the terminal and visa versa according to the

position of a signal. To this end, a connection has been made between the track security and the

ECT’s Train Warning System.

Procedure:

For shunting movements from the railway yard to the RTW-ECT, permission needs to be

requested from the ECT to then address the traffic controller for a roadway. For movements from

the RTW-ECT to the railway yards, again first permission needs to be requested from the ECT to

then address the traffic controller for a roadway.

1.3.3 Procedure for driving from and to Lyondell Maasvlakte

The dividing line between the main railway infrastructure and the Lyondell industrial site is shown

using a fence. Because this is a main line, train movements must take place according to a train

number.

Procedure:

In order to avoid unnecessary stops, for shunting movements from the railway yard Lyondell, first

permission must be given by Lyondell and subsequently a roadway needs to be requested from

the traffic controller. For movements from Lyondell to the railway yard, first permission must be

requested from the traffic controller and subsequently from Lyondell.

1.4 Hazardous substances on Maasvlakte More information is available on the environmental permits published on www.Keyrail.nl.

1.5 Details


Post I

Part of the Maasvlakte traffic control area is ‘the pit’, tracks 731 - 738. These tracks are the

responsibility of the Maasvlakte traffic controller. The switches are operated on the spot from

Post I. The latter is not staffed. Following the traffic controller’s permission, a shunter may

operate the switches from Post 1.

2 Railway yard Europoort

The area including Botlek, Pernis and Europoort is operated by one traffic controller.

2.1 Stabling

Equipment may not be stabled on track 671. This is a process track.

2.2 Shunting


• Tracks 605 - 608 and 680 - 682 as release 1

• Tracks 606 - 608 and 680 - 682 as release 2

• Tracks 606 - 608, 612 and 683 - 684 as release 3

• Tracks 605 - 608, 612 and 680 - 684 as release 4


More information is available on the environmental permits published on www.Keyrail.nl.

2.4 Details

Slippery tracks

In addition to the regulation for slippery tracks, between the Theemsweg connection (Bottha) and

Europoort (Erp), for trains heading towards Europoort, the last operated signal of the Botlek is

only safe if the first operated signal of the Europoort is safe.

3 Railway yard Botlek

The area which includes Botlek, Pernis and Europoort is operated by one traffic controller.

3.1 Stabling

Equipment may not be stabled on tracks 539a - 539d (these are drive-through tracks). Track

554 is home to a tank plate. It means equipment cannot be stabled for a long period of time, but

only for preferred use.

3.2 Shunting

The tracks below can be allocated as release “x” according to the traffic controller’s regulations.

• Tracks 531 - 539, 506 and 590 as release 1511






• Tracks 5510 - 5519 as TRS terminal 10






• Tracks 5551 as TRS terminal 70




4 Railway yard Pernis

The area which includes Botlek, Pernis and Europoort is operated by one traffic controller.

4.1 Stabling

Equipment may not be stabled on track 495. This is a drive-through track.

4.2 Shunting


• Tracks 493 and 407 - 414 as release 1

• Tracks 493, 404 - 414 and 478 as release 2



5 Railway yard Waalhaven An environmental permit has been granted for the railway yards Waalhaven and Waalhaven Oost.

The area which includes Waalhaven and Waalhaven Oost is operated by one traffic controller.

The railway yard Waalhaven Oost is open 24 hours a day. In the hours between 23:00 and 07:00

hours shunting is not allowed. Those companies located close to the railway yard Waalhaven Oost

may however pass.

5.1 Stabling

Equipment may not be stabled on tracks 302, 311 and 372. These are drive-through tracks.


5.2 Shunting

The tracks below may be allocated as release “x” according to the traffic controller’s regulations.


• Tracks 3500 - 3508, 3510 - 3523 as TRS

• Tracks 3560 - 3569, 3580 - 3587 as TRS

5.2.1 Procedure for driving from and to the RSC

The dividing line between the responsibility area of the traffic controller on Waalhaven Zuid and

RSC is shown using an optional S sign.

The dividing line between the responsibility area of the traffic controller Pernis and the RSC is

shown using an S sign and signal 800/802/804.

In order to avoid unnecessary stops, for shunting movements from the railway yard to RSC, first

permission must be given by RSC and subsequently a roadway needs to be requested from the

traffic controller.

For each movement to tracks 386 and 387 in the direction of RCS, the traffic controller must

discuss with the engine driver that the latter will report once the entire has entirely reached the

RSC tracks.

For movements from RSC to the railway yard, first permission must be requested from the traffic

controller and subsequently from RSC.

5.3 Bump

For the bumping process of DB Schenker, on the east side of tracks 312 - 326, the latter has added

brake shoes to the track. Drive-through t rain or shunting movements on tracks

312 - 326 must bear take these drag shoes into consideration. These drag shoes must be removed

by the carrier himself before driving through.


Stabling and shunting wagons with hazardous materials is disallowed on Waalhaven Oost. More

information is available on the environmental permits published on www.Keyrail.nl.

6 Railway yard Kijfhoek

This area is subdivided into Kijfhoek Noord, Kijfhoek Zuid and the hump.

They are operated by several traffic controllers: traffic controller Kijfhoek operates

Noord and Zuid. Train controller hump is responsible for the hump.

The traffic controller hump is present almost the entire week but not on weekends between


Saturday 14.30 and Sunday 23.00. If the traffic controller hump is not present, the area will be

closed. Public holidays are considered to be a Sunday. If a party wishes to use the hump at times

at which the hump is normally closed, a written request is to be submitted at least six weeks prior

to implementation. The written request can be emailed to [email protected].

6.1 Stabling


6.2 Obstructing

If the traffic controller hump obstructs an allocation track, then this traffic controller will remove

the allocation track from the automated allocation system MSR32. From that moment on, new

wagons cannot run towards the allocation track. On the allocation tracks, however, wagons can

be moving from a previous flow. After an obstruction has been given, the push-through system

can be initiated at all times.

6.3 Double brake shoe

Each allocation track is provided with a double brake shoe to prevent the humped wagons from

entering other processes. To remove a double brake shoe from an allocation track, first one needs

to ask for the permission of the hump process manager.


If transportation of chlorine (UN1017 , category 1 inflammable substances and objects and category

7 radioactive substances) does not have a planned stop on Kijfhoek, there are no restrictions.

For trains driving on, through and arriving:

If this train does have a planned stop on Kijfhoek and if the train does not have a different

composition, it may only use the following tracks:

• Track 150

• Track 159

• Track 203

• Track 216

• Track 251.

It may not use:

• Tracks 105 & 148

• Tracks 208 & 211.

If this train does have a planned stop and if the train composition does change, it may not use tracks

112 - 143.

Compose and departing trains:


If a train departs in northern direction, then this train may only be handled on tracks 105 & 111 and

144 & 148 of km 33.4 & 34.6 and tracks 155 & 158.

If the train does not depart in northern direction, then this train may only be handled on tracks

105 & 111 and 144 & 148 of km 33.4 & 34.

7 Railway yard IJsselmonde

The area which includes IJsselmonde, the A15 line and the CUP is operated by one traffic

controller.

Noisy activities are not to be performed from Saturday 15.00 to Monday 05.00, such as shunting activities and the internal cleaning of railway wagons.

7.1 Stabling


7.2 Shunting

The tracks below can be allocated as “x” according to the traffic controller’s regulations.

Tracks 88 and Tracks 90 - 100 as release I.


Stabling and shunting hazardous substances is disallowed.

Locomotive exchange and the setting back of trains carrying hazardous substances is allowed.


Carrying chlorine

Chlorine (UN1017) may be carried on railway yard IJsselmonde using only the following tracks:

• Tracks 267e, 266c and IJsm

• Track 66 b

• Tracks 67 a - d.

8 Railway yard CUP Valburg

The area which includes IJsselmonde, the A15 line and the CUP is operated by one traffic

controller.

8.1 Stabling

• Equipment may not be stabled on tracks 711, 721 and 731. These are drive-though tracks.

• By order of the Human Environment and Transport Inspectorate, track 734 has been

cancelled until further notice.



More information can be found on the environmental permits published on www.Keyrail.nl


Appendix A Post Kijfhoek, NCBG areas

Operating area Description of the Area Traffic control

Interesting

details

Traffic controller

Hump

Allocation tracks 105 -

126 until the S sign

Allocation tracks 128 -

148 until the S sign

Hump tracks 231 and

232

Traffic controller Hump

Telephone: 084-0837 678

No 24/7 control

on weekends..

Kijfhoek Noordzijde Track 270

Tracks 271 - 273

Tracks 276 - 279

Tracks 281 - 284

Track 285: ATB

Recovery track

Track 286: tank plate

Tracks 287 - 289

Traffic controller Kijfhoek

Telephone: 084- 0837 671

Kijfhoek Zuidzijde Tracks 14 and 15

Tracks 16a, 16b and 16c

Track 53

Traffic controller Kijfhoek

Telephone: 084-0837671

IJsselmonde Tracks 75 - 81

Tracks 87 and 88

Tracks 90 - 95

Tracks 96 - 98

Track 99

Tracks 100 and 101

Traffic controller

IJsselmonde/ A15 line

Telephone: 084-0837 673

Semaphone evacuation

code: 610

Waalhaven Zuid Tracks 371 - 374

Tracks 378 and 379

Tracks 380 - 382 and 384

- 387

Tracks 390, 393 and 394

Tracks 308 - 326

Tracks 332 and 333

Tracks 348 a, b and c

Tracks 349 a, b and c

Tracks 253 - 258

Tracks 260 - 262

Tracks 3551 - 3553

Tracks 3500 - 3508

Traffic controller

Waalhaven

Telephone:084-0837 674


code: 620


Tracks 3510 - 3512

Tracks 3513 - 3523

Waalhaven Zuid

Tracks 3560 - 3569

Tracks 3580 - 3587

Tracks 350a - 350 e

Track 350f: tank plate

Traffic controller

Waalhaven

Telephone:084-0837 674


code: 620

Pernis Tracks 407 - 411 Tracks 412 - 414 Tracks 475, 492 and 495 Tracks 4421 and 4422 Tracks 490 and

consecutively Tracks 4401 - 4404 Tracks 491 and

consecutively Tracks 4405 and 4406 Tracks 493 and

consecutively Tracks 4431 - 4441

Traffic controller Botlek Telephone:084-0837 675 Semaphone evacuation

code: 630

Botlek Tracks 531 - 539 Track 506 Tracks 573, 574 and 575 Tracks 586 and 587 Tracks 524 and 592 Tracks 551 - 553 Track 554: tank plate Tracks 5510 - 5519 Tracks 4101 - 4107 and

5520 Tracks 5530 - 5532 Tracks 5540 - 5544 Tracks 5550 - 5559 Tracks 5560 - 5562 Tracks 5570 - 5574 Tracks 5580 - 5583

Traffic controller Botlek Telephone:084-0837 675 Semaphone evacuation

code: 640

Europoort Tracks 606 - 608 Tracks 671 - 673

Traffic controller Botlek Telephone:084 – 0837675 Semaphone evacuation

code: 650

Maasvlakte Tracks 731 - 737 Track 738 Tracks 743 - 745 Tracks 751 - 753 Tracks 791 - 794

Traffic controller

Maasvlakte Telephone:084-0837 676 Semaphone evacuation

code:


Tracks 795 and 796 Tracks 891 and 892 Tracks X, Y and Z

Maasvlakte Oost 660 Maasvlakte West 661


APPENDIX 23: Work performed on the third track between Emmerich

and Oberhausen in 2016

Below the status on 13 October 2014 is presented following the final allocation in Germany.

In 2016 the following work is to be performed on the third track between Zevenaar Oost –

Oberhausen with consequences for the frameworks on the A15 line. These frameworks provide

sufficient room for maintenance and incidental withdrawals. Those requesting network

management on the A15 line are kindly invited to adapt their requests for 2016 to these frameworks

as much as they can.

March/April (to be defined) 52 hours double-track obstruction Emmerich

Possibility to perform double-track work on the A15 line.

17 April – 9 July Single-track obstruction Emmerich-Oberhausen.

Possibility to perform single-track work on the A15 line on weekdays

between 07:00 and 19:00.

9 – 25 July Double-track obstruction Emmerich


25 July – 17 October Single-track obstruction Emmerich-Oberhausen

Possibility to perform single-track work on the A15 line on weekdays

between 07:00 and 19:00.

October (to be defined) 54 hours double-track obstruction Emmerich
