Netverklaring2013 GN Initieel EN

Network Statement 2013
Combined Network
based on the Railways Act
period of validity: 2013 Timetable

Sunday 9 December 2012 - Saturday 14 December 2013
(including the earlier handling of capacity applications for that period).
Colophon
Author ProRail
Reference 2992881 (NL version 2782585)
Version 1.0
Date 17 January 2012 (NL version 9 December 2011)
Approved yes
Version management
Version management and processed supplements
Version Date Supplement Description of changes
1.0 17 Jan 2012 - initial issue
Network Statement 2013 Combined Network - version 1.0 dated 17 January 2012 page 2
Contents
1 General information 5
1.1 Introduction 5
1.2 Objective 6
1.3 Legal framework 6
1.4 Legal status 6
1.5 Structure of the Network Statement 7
1.6 Validity and updating process 7
1.7 Publishing 9
1.8 Contacts 9
1.9 RailNetEurope – international cooperation between infrastructure managers 9
1.10 Glossary 11
2 Access conditions 13
2.1 Introduction 13
2.2 General access requirements 13
2.3 General business / commercial conditions 14
2.4 Operational rules 16
2.5 Exceptional transports 16
2.6 Dangerous goods 16
2.7 Rolling stock acceptance process guidelines 17
2.8 Staff acceptance process 17
2.9 Requirements pertaining to rail vehicles 18
3 Infrastructure 19
3.1 Introduction 19
3.2 Extent of network 19
3.3 Network description 21
3.4 Traffic restrictions 27
3.5 Availability of the infrastructure 31
3.6 Passenger terminals (stations) 32
3.7 Freight terminals 33
3.8 Service facilities 34
3.9 Infrastructure development 35
4 Capacity allocation 37
4.1 Introduction 37
4.2 Description of process 37
4.3 Schedule for path requirements and allocation process 39
4.4 Allocation process 40
4.5 Allocation of capacity for maintenance, renewal and enhancements 50
4.6 Non-usage / cancellation rules 50
4.7 Exceptional transports and dangerous goods 50
4.8 Special measures to be taken in the event of disturbance 50
4.9 Allocation of capacity for service facilities 53
5 Services 55
5.1 Introduction 55
5.2 Network and Train Path service group 57
5.3 Transfer service group 59
5.4 Travel information service group 60
5.5 Railway Yards service group 62
5.6 Information service group 69
5.7 Services by other suppliers 81
6 Charges 83
6.1 Introduction 83
6.2 Charging principles 83
6.3 Tariffs 85
6.4 Performance scheme 88
6.5 Changes to charges 88
6.6 Billing arrangements 88
Appendices
appendix 1 General overview map of network configuration (§ 3.2.1) 89
appendix 2 Glossary of terms (§ 1.10) 91
appendix 3 Consultation (§ 1.4.1) 99
appendix 4 General Regulations on the Settlement of Complaints and Disputes (§ 1.4.3) 101
appendix 5 Model Access Agreement and Terms & Conditions (§ 2.3.2) 103
appendix 6 Operational Conditions (§ 2.4) 117
appendix 7 Transport and operating licenses (§ 2.2.3) 129
appendix 8 Standard train service information products (§ 5.5.15) 131
appendix 9 Reports (§ 2.9) 133
appendix 10 Route sections with user restrictions (§ 3.4.1) 137
appendix 11 Infrastructure projects and studies (§ 5.1.3) 139
appendix 12 Information on secondary railways (§ 3.2.1) 147
appendix 13 Load gauges per route section (§ 3.3.2.1) 149
appendix 14 Axle loads and load per unit of length (§ 3.3.2.2) 151
appendix 15 Train control systems (§ 3.3.3.4) 153
appendix 16 Train detection (§ 3.3.3.5) 155
appendix 17 Route section speeds (§ 3.3.2.4) 157
appendix 18 Electrified route sections: contact line voltage (§ 3.3.2.6) 159
appendix 19 Moveable railway bridges (§ 3.4.5) 161
appendix 20 Platform length (§ 3.6.1) 165
appendix 21 Public loading and unloading facilities (§ 3.7.1) 167
appendix 22 Refuelling systems (§ 3.8.4) 169
appendix 23 Timetable drafting norms (§ 4.4.1.3.2) 171
appendix 24 Services conversion table (§ 5.1) 175
appendix 25 Stations (§ 5.3.1) 177
appendix 26 Performance schemes (§ 6.4) 183
appendix 27 Compensation scheme for timetable changes due to possessions (§ 4.4.1.3.2) 185
1 General information
1.1 Introduction
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This Network Statement was drawn up by ProRail . ProRail is charged with the management of the
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Netherland railways as described in the Management Concession , within the meaning of Section 16
Railways Act, granted by the Ministry of Transport, Public Works and Water Management.
ProRail is a private company under Dutch law. The sole shareholder is the State of the Netherlands
(through Railinfratrust BV).
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The management by ProRail covers care for:
• the quality, reliability and availability of the infrastructure,
• a fair, non-discriminatory distribution of the capacity of the infrastructure, both for the benefit of
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ProRail and for the benefit of railway undertakings and other titleholders ,
• control of the traffic on the infrastructure,
in accordance with the provisions of the Railway Infrastructure Management Concession.
ProRail also carries out work for third parties, which work is linked to these management tasks or to
mobility issues in the broader sense of the word.
ProRail carries out all its work subject to the objectives below.
• To ensure an adequate, reliable and safe railway infrastructure, which is in a good state of repair
and is suitable for the use for which it is intended, and which can be used safely and effectively
without causing excessive wear to rail vehicles.
• To make available suitable rail paths and other usage opportunities to titleholders, through
capacity allocation and traffic control.
• To supply transfer capacity in stations and information on rail traffic.
• To analyse the risks linked to the use and management of the railway infrastructure, and take
suitable measures to sufficiently control those risks.
• To cooperate, as a partner in the railway sector, on realising solutions to current and future
mobility issues.
In the interests of the safe management of the railway infrastructure, ProRail uses a safety
management system as referred to in Article 9 of Directive 2004/49/EEC. This safety management
system has been certified until 21 April 2014 by the Netherlands Transport Inspectorate.
ProRail handles information with confidentiality. ProRail exclusively uses information for the purpose
for which it was requested and made available. ProRail will not make commercial data and other
information about contacts, employees and third parties available to other parties without their
permission, unless ProRail is legally obliged to do so.
In situations in which the actions of ProRail will not have the same effect on all titleholders, ProRail
shall at all times apply principles of non-discrimination, transparency and accountability.
ProRail shall endeavour each year to further improve the contents and the presentation of the Network
Statement. Suggestions for improvements or additions to the Network Statement are thus greatly
appreciated.
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ProRail BV, listed in the trade register of the Chamber of Commerce for Utrecht, under number 30 124 359.
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published on the Internet site of ProRail (www.prorail.nl > vervoerders > wettelijk kader)
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Section 16 Railways Act
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The term titleholders shall be deemed in this Network Statement to mean all persons or entities who/which
can enter into an Access Agreement with ProRail under the Railways Act.
1.2 Objective
The Network Statement provides railway undertakings and other titleholders with all the information
required for access to and use of the railway infrastructure. It also contains information on the railway
infrastructure, capacity allocation procedures and user charges. Moreover, the Network Statement
describes the services provided by ProRail.
1.3 Legal framework

The Network Statement 2013 is a network statement in the sense of Section 58 Railways Act, and
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Article 3 of Directive 2001/14/EC .
1.4 Legal status
1.4.1 General remarks

The Network Statement is based on legislation officially published on 1 November 2011, the coming
into force of which was also officially announced before or on that date. The Network Statement 2013
does not anticipate legislation and regulations that are still under development.
Betuweroute
Within the framework of the Management Concession, the Betuweroute - the dedicated freight line
from Maasvlakte via Kijfhoek to Zevenaar - is operated by Keyrail, whereby ProRail as management
concession holder has exclusive responsibility for compliance with the statutory management
obligations.
The Network Statement 2013 is issued under the responsibility of ProRail in two separate parts,
namely the Network Statement 2013 Betuweroute with information about the Betuweroute, and the
Network Statement 2013 Combined Network, which contains information about the other railways
managed by ProRail, hereafter referred to as the combined network. Together, these two parts
constitute the Network Statement as referred to in Section 58 Railways Act, which is managed by
ProRail on grounds of the Management Concession.
The Network Statement 2013 Betuweroute is drawn up and issued on behalf of ProRail by Keyrail,
which on 12 December 2008 has been authorised by ProRail to exercise the specified powers of
ProRail as the holder of the concession. The text of the underlying deed of authorisation will be made
available, free of charge, to titleholders on request.
Reading guide - information about the binding character of provisions in the Network Statement.
The Network Statement contains provisions that impose obligations on titleholders. Those provisions
have been made easily identifiable. The following structure is applied:
• Summaries about public law regulations.
These summaries can be found under the heading ‘Summary of regulations’ (red typeface) and
between ►red triangles◄. Note: the officially published texts always prevail, also if ProRail gives
an incorrect or incomplete summary.
• Provisions with regard to subjects about which ProRail wishes to reach agreement with titleholders
before the titleholders make use of the infrastructure (with relevant proposals).
These provisions can be found under the heading ‘Regulations to be agreed upon’ (blue typeface)
and between ►blue triangles◄. These regulations solely give rise to obligations once parties
enter into the Access Agreement.
• Provisions about the rules of procedure that apply to all titleholders.
These rules of procedure can be found under the heading ‘Rules of procedure’ (green typeface)
and between ►green triangles◄. ProRail has established the rules of procedure with a view to
the non-discriminatory treatment of all titleholders, following consultation of the titleholders and
with due consideration for their opinions. The rules of procedure are not individually negotiable
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Directive 2001/14/EC of the European Parliament and the Council of 26 February 2001 on the allocation of
railway infrastructure capacity and the levy of charges for use of the railway infrastructure.
and can only be changed by means of a supplement to the Network Statement. An application for
capacity brings the rules of procedure into play.
Data of an informative nature, which does not give rise to obligations for titleholders, will be included in
the Network Statement without further specific heading or typeface.
Consultation and distribution
ProRail has drawn up the Network Statement 2013 following consultation with the titleholders involved
(see appendix 3). The publication of the Network Statement 2013 was announced in the Netherlands
Government Gazette and in Nieuwsblad Transport. The Network Statement is sent to the NMa, the
Netherlands Monopolies Committee. The Network Statement 2013 is also sent to the titleholders who
have entered into an Access Agreement with ProRail, as well as to all bodies authorised to grant
concession for public passenger transport by train.
1.4.2 Liability
ProRail has drawn up the Network Statement 2013 with the greatest care and attention. However,
ProRail accepts no liability whatsoever for loss or damage ensuing from apparent mistakes or printing
errors contained in the Network Statement 2013.
In the event of any discrepancy between the Dutch and English publications of this Network
Statement, the Dutch version shall prevail.
1.4.3 Appeals procedure

Disputes regarding the capacity allocation will be processed by ProRail on the basis of the
Regulations on Capacity Allocation Disputes (Chapter 4.4.2).
Complaints and disputes about other subjects, including complaints about the Network Statement
2013 are processed in accordance with the General Regulations on the Settlement of Complaints and
Disputes as included in the Network Statement (appendix 4).
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Titleholders who have entered into an Access Agreement are entitled to request in writing a decision
from the NMa regarding the conduct of ProRail, also if the General Regulations on the Settlement of
Complaints and Disputes are applicable.
All interested parties are entitled to request the NMa to investigate whether ProRail has treated them
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unfairly, discriminated against them or otherwise prejudiced them .
Complaints regarding the progress and results of capacity allocation on the main railways in the
Netherlands are also handled by the NMa.
Further information on the NMa can be found at www.nmanet.nl.
1.5 Structure of the Network Statement

ProRail has, in the interests of accessibility, reached agreement with other infrastructure managers
about the use of a uniform chapter structure of the Network Statement.
ProRail has drawn up the Network Statement as an autonomous document, which provides the reader
with the necessary information regarding the nature of the infrastructure and the conditions for access
to the infrastructure, without requiring access to the underlying documents.
1.6 Validity and updating process

The Network Statement relates to the railway infrastructure managed by ProRail.
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Section 71 Paragraph 2 Railways Act
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1.6.1 Validity period
The Network Statement 2013 applies to:
• Access to and use of the infrastructure in the 2013 Timetable.
• The processing of capacity applications for the 2013 Timetable; this also applies if processing
takes place before the start of the 2013 Timetable.
The 2013 Timetable starts on Sunday 9 December 2012 and ends on Saturday 14 December 2013.
These dates have been determined in accordance with the provisions of Directive 2001/14/EC.
Information in the Network Statement 2013 that relates to the period after 14 December 2013 is
indicative only.
1.6.2 Updating process

ProRail will, by means of a supplement to the Network Statement 2013, announce any changes or
additions made necessary by circumstances that arise after the release of this Network Statement.
A change to a public law regulation that is summarised in the Network Statement will only be
announced by means of a supplement to the Network Statement if:
• that change is not published in the Netherlands Government Gazette, Bulletin of Acts and Decrees
or Treaty Series, and
• the change (potentially) imposes restrictions for the use of the railway infrastructure according to
the Basic Access Package under Annex II of Directive 2001/14/EC (see Chapter 5).
ProRail works continually to improve its provision of services. Continuous consultation therefore takes
place with interested parties on many of the procedures described in this Network Statement. The
results of these consultations are incorporated into the Network Statements for the coming years.
1.6.3 Differences from previous edition

The most important differences between this Network Statement 2013 and the Network Statement
2012 are summarised below.
• A new chapter on freight corridors in accordance with EU Regulation 913/2010 (§ 1.9.3).
• The Access Agreement and General Terms & Conditions have been revised to bring them into
agreement with the European General Terms and Conditions (§ 2.3.2 and Appendix 5).
• Adjustment of the statutory interest on the basis of the commercial interest instead of the
consumer interest (General Terms & Conditions, Appendix 5).
• Taking into use of the new Lelystad - Zwolle railway line (various chapters).
• Announcement of the Westervoort and Wormerveer stations as stations with exemption (§ 3.6.1).
• Announcement that the fixed refuelling systems are not equipped for refuelling from a mobile
tanker (§ 3.8.4).
• Various new points of departure in processing the capacity allocation (§ 4.4).
• Revision of the target and rejection norms as drafting norms for the timetable (Appendix 23).
• Lapse of the ‘RoutenLint’, an information service that was qualified as under development (§
5.1.4).
• The Refuelling Systems service has been divided into a Use of Refuelling Systems service and an
Operation of Refuelling Systems service (§ 5.5.3).
• A new chapter describing the Train Information System service (Europtirails) (§ 5.6.9).
• Lapse of the 'Spoorwijzers' product form (§ 5.6.10).
• A new chapter describing the Quo Vadis service (§ 5.6.18).
• The tariffs have been updated, whereby the Train Path service has a tariff structure based on
weight classes (§ 6.3, the tariffs are stated under the description of the relevant service in
Chapters 5.2.1, 5.2.2, 5.3.1 and 5.5.1).
• A list of route sections that are designated as main railways, yet are not shown on the maps of the
various appendices (Appendix 1).
A complete overview of the differences with the initial issue of the Network Statement 2012 is
available from ProRail on request.
1.7 Publishing
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The Network Statement 2013 and the Supplements thereto are accessible via the Internet , where an
updated version, including supplements, is available at all times, in both Dutch and English.
The Network Statement and the Supplements shall be sent free of charge to the titleholders that have
entered into an Access Agreement with ProRail.
1.8 Contacts
ProRail will on request provide railway undertakings and other titleholders with further information on
topics mentioned in the Network Statement 2013. Please contact:
ProRail BV, Transport and Timetables, Account Management department
Postal address: Postbus 2038
3500 GA Utrecht
Office address: Moreelsepark 3
3511 EP Utrecht
E-mail: netverklaring@prorail.nl
Internet: www.prorail.nl
1.9 RailNetEurope – international cooperation between

infrastructure managers
Capacity applications for train services that cross the boundary of the area under management of
ProRail are handled in a coordinated manner according to the agreements with Keyrail and the
managers of the neighbouring railway networks, as concluded by ProRail within RailNetEurope.
Moreover, ProRail, working together with Keyrail and the managers of the neighbouring railway
networks, coordinates the planning (annual timetable and ad hoc) of possessions as well as
intervention measures as described in Chapter 4.8.
ProRail cooperates with the managers of neighbouring railway networks. This cooperation includes:
• The harmonisation of infrastructure development and the co-ordinated planning of maintenance
and management activities that influence cross-border traffic.
• The cooperation required for offering through train paths for international traffic.
• Agreements on the control and intervention of cross-border train traffic; this includes the
development of systems for the necessary exchange of data (‘Europtirails’).
RailNetEurope
RailNetEurope (RNE) was created in January 2004. As a non-profit making association of
Infrastructure Managers and Allocation Bodies (IMs/ABs), it is dedicated to facilitating International
Traffic on the European Rail Infrastructure.
RNE’s aims are to provide support to Railway Undertakings (RUs) in their international activities (both
for freight and passengers) and increase the efficiency of the IMs’ processes. Together, the Members
of RailNetEurope are harmonising international rail transport conditions and introducing a corporate
approach to promote the European railway business for the benefit of the entire rail industry across
Europe.
RNE’s tasks are carried out by four standing working groups and by ad-hoc project groups co-
ordinated by the RNE Joint Office, which is based in Vienna, Austria.
Currently, RailNetEurope is a partnership of 38 IMs/ABs, who are either full or associated members, or
candidate members. All in all their rail networks add up to well over 230,000 km.
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published on the Internet site of ProRail (www.prorail.nl > vervoerders > netverklaring)
In its daily work, RailNetEurope strives to simplify, harmonise and optimise international rail processes
such as: Europe-wide
wide timetabling:
timetabling
• common marketing & sales approaches (including Network Statements),
Statements)
• co-operation
operation between IMs in the field of operations,
operations
• train information exchange in real time across borders,
• after-sales
sales services (e.g. reporting).
See also the website of RailNetEurope (www.rne.eu).
1.9.1 One-Stop-Shop
The railway infrastructure managers and railway capacity allocation authorities in the EU Member
States have set up One-Stop-Shops
Shops that function as a network of customer contact points within the
framework of RNE. In order to request an international train path, a railway undertaking need only
contact one of these One-Stop-Shops,
Shops, which will then initiate the entire international coordination
process.
The One-Stop-Shop
Shop approached by a railway undertaking will, after
after consultation with the managers
involved:
• Coordinate the handling of capacity applications for every requested international trade path within
the RNE, in such a manner that the applications are appropriately included in the annual timetable
process.
• Proposeose train paths for the entire international infrastructure. Coordination of this process takes
places predominantly through the RNE application, Pathfinder.
Every One-Stop-Shop is part of an international network aimed at providing customers with easy
access
ess to the international network.
network For a list of the contact particulars of the One--Stop Shops, go to
the website of RailNetEurope (www.rne.eu
www.rne.eu).
To contact the ProRail One-Stop
Stop-Shop:
ProRail
3500
0 GA Utrecht
3511 EP Utrecht
Telephone: +31 (0) 88 231 3456
Fax: +31 (0) 30 235 9474
E-mail: oss@prorail.nl
1.9.2 RNE tools

The website of RailNetEurope (www.rne.e
www.rne.eu) provides information on the RailNetEurope systems
below.
Path Coordination PCS (formerly Pathfinder) is a system for the application for and
System (PCS) coordination of international timetables.
Charging Information CIS (formerly EICIS) is a system for the provision of price
System (CIS) information on user charges.
Train Information TIS (formerly Europtirails) is a system that provides real-time

real
System (TIS) information on international trains.
1.9.3 Freight corridors
ProRail works together with other infrastructure managers to establish a network of European freight
corridors. The table below states the routes within the railway network in the Netherlands that form
part of a freight corridor as referred to in Regulation (EU) No. 913/2010 of 22 September 2010
concerning a European rail network for competitive freight.
Corridor no. Route in the Netherlands Main route of the freight corridor
1 Maasvlakte - Kijfhoek - Zeebrugge - Antwerp / Rotterdam - Duisburg - Basel - Milan -
Zevenaar (border) Genoa
2 Maasvlakte - Kijfhoek - Rotterdam - Antwerp - Luxembourg - Metz - Dijon - Lyon /
Roosendaal (border) Basel
8 Maasvlakte - Kijfhoek - Bremerhaven / Rotterdam / Antwerp - Aachen / Berlin -
Zevenaar (border)* Walsall - Terespol (Polish - Belarusian border) / Kaunas
* alternative routes are still the subject of study.
ProRail, working closely together with RNE as preferred supplier, will define the measures to be taken
by the corridor organisations. The corridor organisations will publish the prescribed information in a
corridor statement.
1.10 Glossary
appendix 2 contains a glossary explaining the specific terminology used in this Network Statement.
The website of RailNetEurope (www.rne.eu) offers a more extensive glossary of terms relevant to the
Network Statement.
(empty page)
2 Access conditions
2.1 Introduction
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The Railways Act offers the legal framework for access to the main railways and for the allocation of
capacity rights to the main railways.
2.2 General access requirements

The access requirements are laid down by law.
Summary of regulations
► Access to the railway infrastructure is granted to railway undertakings. The term railway
undertaking means any public or private undertaking, the principal business of which is to provide
services for the transport of goods and/or passengers by rail with the requirement that the
undertaking must also provide traction.
In the Netherlands, the term railway undertaking also extends to undertakings that provide traction
without providing services for the transport of goods and/or passengers by rail. Dutch law in this
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respect allows for a broader interpretation than European law. ◄
2.2.1 Requirements to apply for a train path

The requirements made of applicants for capacity are laid down by law.
► The following categories of natural person or legal entity are entitled to apply for capacity with
ProRail; they are also entitled to enter into an Access Agreement or a Framework Agreement with
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ProRail :
• Railway undertakings.
• Undertakings that have requested an operating licence.
• Parties granting concessions for public transport by train.
• Each natural person or legal entity that can demonstrate to ProRail that it has a commercial
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interest in the acquisition of capacity for rail transport services .
Titleholders that are not railway undertakings can exclusively enter into a limited Access
Agreement, which entails capacity rights, but does not entitle them to gain access to or make use
of the railway infrastructure. ◄
A limited Access Agreement with a titleholder that is not a railway undertaking is referred to in this
Network Statement as a Capacity Agreement.
2.2.2 Requirements made of rail traffic participants

The requirements made of participants of rail traffic on the main railways are laid down by law.
► Under the terms of the Railways Act, access to the main railways and participation in rail traffic is
reserved for railway undertakings that:
• Hold a valid operating license or equivalent document.
• Hold a valid safety certificate or test certificate.
9
Sections 27 and 57 Railways Act
10
Section 1f Railways Act
11
Section 57 Railways Act, in combination with Section 2 Railways Capacity Allocation Decree
12
ProRail will not apply the restriction "only for freight transport" as laid down in the Railways Act.
• Are insured against risks related to statutory liability.
• Have concluded an Access Agreement with the Network Manager.
This is subject to the condition that the proposed traffic participation is permitted under the
operating licence, the safety certificate and the insurance policy.
ProRail stresses that the offering and provision of rail transport services are subject to statutory
provisions, a list of which is contained in appendix 7. ◄
2.2.3 Licences
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► An operating licence is prescribed for access to and use of the main railways . Operating licences
for enterprises established in the Netherlands are issued by the Transport Inspectorate (IVW). ◄
Information on the various types of operating licences with the accompanying requirements is
contained in appendix 7.
2.2.4 Safety certificate

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► A safety or test certificate is prescribed by law for access to and use of the main railways . Safety
and test certificates are issued by the Traffic and Water Management Inspectorate. ◄
2.2.5 Cover of liabilities

► A railway undertaking that makes use of the main railways must be insured against the financial
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risks arising from statutory liability ; the minimum cover is € 10,000,000 per event .
Undertakings that exclusively use the network infrastructure for exchange or station facilities in a
railway yard, or that solely run on decommissioned tracks in order to carry out work on those
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tracks must provide for a minimum cover of € 2,500,000 per event . ◄
2.3 General business / commercial conditions

In civil law terms, this Network Statement is an offer by ProRail to titleholders for access to and use of
the railway infrastructure managed by ProRail and the accompanying services provided by ProRail.
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On grounds of specific legal regulations and non-discriminatory considerations, not all parts of this
offer are open to individual negotiation.
2.3.1 Framework agreements

Framework Agreements are capacity agreements between ProRail and a titleholder with a term longer
than one timetable year. These agreements can include agreements on the development of the
infrastructure. A Framework Agreement must comply with the conditions referred to in Section 60
Railways Act.
In drawing up a Framework Agreement, ProRail will take proposals made by titleholders and the
mutual rights and obligations into consideration. In particular the agreed capacity may not hamper
other expected applications for capacity.
13
Section 27 Paragraph 2a Railways Act
14
Section 27 Paragraph 2b Railways Act
15
16
Article 7 of the Operating and Safety Licence (Main Railways) Decree
17
Article 8 Paragraph 3 of the Operating and Safety Licence (Main Railways) Decree
18
The Framework Agreement must contain suitable provisions for the agreement to be amended in the
event that such is necessary for more efficient use of capacity. In the capacity allocation process,
capacity allocation rules based on legal provisions always have priority over regulations provided for
by a Framework Agreement.
2.3.2 Access contracts

The Access Agreement is concluded between a titleholder and ProRail. The Access Agreement must
comply with the conditions referred to in Section 59 Railways Act. Access Agreements for use of the
Betuweroute are concluded on behalf of ProRail by Keyrail BV, which by virtue of a resolution of 12
December 2008 has been authorised by ProRail to exercise the specified powers of ProRail as the
holder of the concession. The text of the underlying deed of authorisation will be made available, free
of charge, to titleholders on request.
► The Access Agreement must contain provisions about the quality of the main railway infrastructure
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offered by ProRail, about the capacity and the user charges . ◄
The model Access Agreement and corresponding General Terms & Conditions are contained in
appendix 5.
ProRail wishes, by way of general terms & conditions included in the Access Agreements, to lay down
the administrative, technical and financial regulations applicable to use of the railway infrastructure
managed by ProRail as well as the provided services. The Access Agreement and the General Terms
& Conditions have been drawn up in accordance with the European General Terms and Conditions as
agreed between CIT, CER and RNE. The European General Terms and Conditions are available for
consultation on the website of ProRail (www.prorail.nl > vervoerders > netverklaring).
Regulations to be agreed upon
► ProRail wishes to include a provision in all Access Agreements declaring the applicability of the
General Terms & Conditions. ◄
The General Terms & Conditions are harmonised with the CUI Uniform Rules. Insofar as these
concern the legal relationship between the railway undertaking and the infrastructure manager, the
provisions of the CUI Uniform Rules are - via the General Terms & Conditions - also implicitly
applicable to the use of the infrastructure not covered by the CUI Uniform Rules.
Quality and performance
ProRail wishes to enter into multi-year agreements with titleholders on the quality of the services it
provides to titleholders .In its annual Network Statement, ProRail specifies the available quality with
accompanying limit values, which serve as a guideline in consultations with titleholders. Moreover,
ProRail will on the basis of those agreements submit a request for subsidy for the coming calendar
year with the Minister of Infrastructure and the Environment.
► ProRail offers to make agreements in the Access Agreement about the quality of the services to
be provided, together with the accompanying limit values within the framework of the subsidy
budget to be applied for and received by ProRail. This offer does not prejudice ProRail's right to
make supplementary agreements with individual titleholders on the quality of services. ◄
Capacity Agreement
An Access Agreement between ProRail and a titleholder, which is not a railway undertaking, is
referred to in the Network Statement as a Capacity Agreement. A Capacity Agreement only concerns
the allocation and reservation of capacity, but does not give any right to access or use of the railway
infrastructure. The reservation lapses if the titleholder fails to inform ProRail within six weeks of the
traffic date of the identity of the railway undertaking that will provide the train service on behalf of the
titleholder.
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2.4 Operational rules
► The statutory rules for safe and unhindered use of the main railways are laid down in the Rail
Traffic Decree and associated regulations. ◄
ProRail has drawn up a set of operating rules to advance optimal use of the main railways and
promote efficient communications between ProRail and operational railway personnel. This set of
operating rules takes the form of Operational Conditions, which are included in appendix 6.
► The purpose of ProRail in concluding an Access Agreement is to reach agreement on optimal use
of the main railways and efficient communications between ProRail and operational railway
personnel, subject to the terms of the Operational Conditions as included in appendix 6. ◄
Official language
ProRail uses Dutch as its official language in the TSI ‘Operations and Traffic Control’.
2.5 Exceptional transports

Trains, vehicles or loads that do not meet the statutory requirements or the limit values for normal
traffic as described in Section 1.2 of appendix 6 Operational Conditions can in certain cases - in so far
as allowed by law and without prejudice to statutory obligations in terms of exemptions - nevertheless
be allowed to participate in traffic, subject to the conditions applicable to exceptional transport.
20
ProRail has been authorised to grant an exemption for the running of rail vehicles, the load of which
21
exceed the applicable loading gauge for rail vehicles .Exemptions from other statutory requirements
are granted by the Transport Inspectorate.
If a load is in the Red Measuring Area, see appendix 13, the railway undertaking must report such to
22
ProRail, which may prompt instructions by ProRail .
2.6 Dangerous goods

The transport 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 of
23
Dangerous Goods, by force of which the RID has been adopted in Dutch legislation.
For a number of elements of the railway network qualified as ‘structure’ (such as railway tunnels), user
restrictions are in effect on the basis of which the transport of dangerous goods over those parts of the
railways is restricted or even prohibited; see also Chapter 3.4.1.
The handling and stabling of (trains with) wagons containing dangerous goods on railway yards is only
permitted under the terms of the environmental permit granted for the yard in question; see also
Chapter 3.4.2.1.
On grounds of Article 4 Rail Traffic Decree, the railway undertaking must, by submitting a wagon list,
inform ProRail about the composition of the train before its departure. ProRail is thus also informed
about the loaded dangerous goods; the method of information provision is described in Section 4.2 of
appendix 6.
20
Section 1 ProRail Mandate and Authorisation Decree
21
Section 12 Paragraph 1 Rail Traffic Decree
22
23
Regulations governing the international carriage of dangerous goods by rail (RID), Annex C to the
Convention concerning the international carriage by rail (COTIF).
2.7 Rolling stock acceptance process guidelines
Admission Certificate
24
► Deployment of a vehicle on the main railways requires an admission certificate . This admission
25 26
certificate is supplementary to the approval certificate or the EC acceptance declaration .
The admission certificate is issued by the Minister of Transport (IVW). ProRail, taking compatibility
with the infrastructure into account, advises the Ministry of Transport (IVW) on where and under
which conditions the vehicle can be deployed. The Minister can issue an admission certificate on
the basis of this advice.
Mandatory inspections and specifications required by a vehicle to qualify for an EC acceptance
declaration, an approval certificate and an admission certificate are stipulated by law.
27
Coaches and wagons are exempted from the admission certificate , if they:
• comply with the technical regulations of the latest version of the RIC or the RIV, and
• are included in a national vehicle register of another state.
The vehicle deployed under responsibility of the railway undertaking must be included in a
maintenance system that guarantees that the vehicle continues to comply with the admission
28
requirements .◄
Deployment of rail vehicles
► ProRail wants to include the provisions below in the Access Agreement.
• That the railway undertaking makes the admission certificates available to ProRail.
• The railway undertaking that has deployed a rail vehicle remains responsible for that vehicle
towards ProRail from the moment of delivery. This responsibility only lapses once another
railway undertaking has transported or moved that vehicle, or has notified ProRail that it
assumes responsibility for the vehicle. ◄
Tyre quality
ProRail has fitted certain locations with dynamic rail load measuring equipment in order to signal tyre
29
irregularities. In case of a threat of danger, ProRail can give instructions to the driver of the relevant
30
vehicle, who is obliged to comply with such.
2.8 Staff acceptance process

31
► The railway undertaking shall ensure that the personnel and auxiliary staff deployed at its
responsibility in the sense of the Railways Act, have received sufficient instructions concerning the
safety aspects and the proper execution of operating processes. ◄
► The railway undertaking shall ensure that (auxiliary) staff engaged under its responsibility act in
accordance with the provisions of the Access Agreement. If the staff involved work on the railway
infrastructure, they must be able to prove that they are doing so on the instructions of the railway
undertaking.
The Access Agreement can include regulations for the direct exchange of information between
ProRail and (auxiliary) staff engaged by the railway undertaking.
24
25
26
27
Section 32c Rail Vehicle Inspection Regulations
28
29
Section 23 Paragraphs 1 and 2 Rail Traffic Decree, Article 15 Paragraph 1 General Terms & Conditions.
30
31
Section 22 Paragraph 2d and Sections 49 thru 54 Railways Act
ProRail wants to reach agreements with railway undertakings on the subjects below, subject to the
provisions of the Operational Conditions.
• The identification of trains by a train number (Section 1.3 of appendix 6).
• The use of locally controlled areas (Section 2.2 of appendix 6).
• The procedures to be observed in the communication of safety measures and the applicable
forms (Section 2.3 of appendix 6).
• The preparation for and the handling of disasters and train incidents (Section 4.1 of appendix
6).
• The operation of infrastructural elements (Section 5.1 of appendix 6). ◄
ProRail will address the railway undertakings in the event that inadequate control of their operating
processes hampers the effective use of the infrastructure, or causes loss or damage to or has any
detrimental effect on ProRail, other traffic or the environment.
2.9 Requirements pertaining to rail vehicles

The railway undertaking shall continually provide ProRail with the information it requires concerning
the use of the infrastructure. This includes:
• The information that the railway undertaking includes in its capacity applications (see application
data in Chapter 4).
• The information that the railway undertaking provides immediately prior to and during actual use of
the infrastructure.
• The information that the railway undertaking provides on expiry of a certain period of time, and
which relates to actual use, traffic and transport during said period (see appendix 9).
Reports to meet the duty resting on railway undertakings to provide statistical data
Rail undertakings are under legal obligation to provide statistical data about their traffic to the Central
Bureau of Statistics (CBS).
ProRail is prepared, following receipt of an authorisation to this effect by the railway undertaking, to
furnish data available to ProRail directly to the Central Bureau of Statistics.
► By means of the Access Agreement, railway undertakings and ProRail make further agreements
on the modality of information transfer, both as prescribed by law and under the terms of the
Access Agreement. The parties can determine in the Access Agreement that information which
serves several purposes need only be supplied once by the railway undertaking. ◄
3 Infrastructure
3.1 Introduction
This chapter contains a description of the functional and technical characteristics of the railway
infrastructure managed by ProRail.
The description relates to the characteristics of the infrastructure that are fundamental in terms of
interoperability. ProRail will on request provide information on the other functional and technical
characteristics of the infrastructure that are of importance to the use of the capacity, including
information on occupancy or environmental permits issued to ProRail. ProRail and the railway
undertaking will, within the framework of the Access Agreement, make arrangements on the provision
of other information important to the use of the infrastructure.
ProRail shall endeavour to keep the technical and functional characteristics of the infrastructure
compliant with the descriptions contained in the Network Statement 2013. ProRail will announce any
changes to technical or functional characteristics described in the Network Statement 2013 in the form
of a Supplement to the Network Statement, in as far as such modifications have an impact on through
train traffic according to the minimum access package as defined in Annex II of Directive 2001/14/EC.
Other changes to technical or functional characteristics will be announced in the manner set out in the
Access Agreement.
Betuweroute
Information on the Betuweroute is included in the section Network Statement 2013 Betuweroute. This
section of the Network Statement – i.e., the Network Statement 2013 Combined Network - provides
information with regard to the other railway infrastructure managed by ProRail. Information on other
railways that is included in (this section of) the Network Statement for technical reasons is not
considered to form part thereof.
3.2 Extent of network

The area under the management of ProRail is defined by means of:
• A specification of the railways that fall under the management of ProRail, with the accompanying
infrastructure and decommissioned lines.
• A specification of the transition points to following railways that fall outside the management of
ProRail.
3.2.1 Limits
32
The railway network managed by ProRail is portrayed at route section level in the network overview
33 34
map in appendix 1 . This Appendix also includes a table with the main railways that link up with the
sidings in port and industrial areas.
The railway network managed by ProRail comprises:
• Railways allocated as main railways by the Railways Capacity Allocation Decree, the
management of which has been assigned by concession to ProRail.
35
• The infrastructural facilities that constitute part of the main railways and which are designated as
railway infrastructure.
32
The railways as stated in Appendix 1 and Appendix 2a Railways Capacity Allocation Decree
33
including the Lelystad - Zwolle railway line which is not stated in the aforementioned decree
34
The railways as stated in Appendix 2a Railways Capacity Allocation Decree.
35
See Annex I, Section A, to Commission Regulation (EC) No 851/2006 of 9 June 2006 specifying the items to
be included under the various headings in the forms of accounts shown in Annex I to Council Regulation
(EEC) No 1108/70
• A number of other infrastructural facilities that are related to the traffic on the main railways and
are managed by ProRail, such as the transfer areas in stations, refuelling systems and bicycle
storage facilities.
• A number of decommissioned main, local and main siding lines, further described in appendix 12.
Decommissioned route sections and tracks.
The route section between stations Nijverdal and Nijverdal West is not available for train traffic from
the date of commencement of this Network Statement until a yet to be determined date in 2013.
ProRail manages a number of decommissioned railways, local and main siding lines (see appendix
12). In anticipation of further decision-making, ProRail has implemented preservative measures to
minimise maintenance requirements.
Traffic on these decommissioned railway lines is only possible after agreement has been reached on
the financing and implementation of reactivation measures and after ProRail has carried out those
reactivation measures. The reactivation of decommissioned railway lines is announced by means of a
Supplement to the Network Statement.
ProRail can, following consultation with the relevant railway undertakings, decide to decommission
(sections of) tracks on a railway yard that forms part of the main railways. Reactivation measures are
in that case for the account of ProRail.
Information available on request
• The precise location of the boundaries of the area managed by ProRail.
3.2.2 Connected railway networks

For the purposes of cross-border traffic, the main railways are linked to the railways in neighbouring
countries at the border crossings below.
• With the railway network in Belgium managed by Infrabel, at the border crossings:
- Sas van Gent – Zelzate
- Roosendaal – Essen
- Hazeldonk
- Budel – Neerpelt
36
- Maastricht – Lanaken
- Eijsden – Visé
• With the railway network in Germany managed by DB Netze AG, at the border crossings:
- Nieuweschans – Weener
- Oldenzaal – Bad Bentheim
- Enschede – Gronau
- Zevenaar – Emmerich
- Venlo – Kaldenkirchen
- Haanrade – Herzogenrath
For the purposes of transfer traffic, furthermore, the main railways are connected at the following
places with local railway lines in the Netherlands managed by other parties: Veendam, Coevorden,
Apeldoorn Zuid, Dieren, Kerkrade Centrum, Schin op Geul, Hoorn and Goes.
Numerous industrial and transhipment companies have sidings connecting them to the main railways
managed by ProRail. These sidings fall outside the management of ProRail. Information on the
possible use and applicable conditions is available from the companies connected to these tracks.
3.2.3 Further information

The Network Statement provides user information on those aspects of the infrastructure that are of
fundamental importance in terms of interoperability.
36
The Maastricht - Lanaken railway line connects the industrial estate located near the border on Belgian
territory with the Dutch railway network. The railway line offers no connection for through traffic to/from the
Belgian railway network.
Detailed information, which experience has shown to be most frequently required, but which does not
have immediate significance in terms of interoperability, can be found under the headers ‘Information
available on request’. Within the framework of the Access Agreement, ProRail and the railway
undertaking will make arrangements on the provision of other information important to the use of the
infrastructure. The potential for use of the railway infrastructure in the case of exceptional transport
may at local level or under particular conditions prove greater than that described in this Network
Statement. On this too, ProRail provides information within the framework of the Access Agreement.
Provision of such information is subject to the charging schemes as laid down in the Access
Agreement.
Contact address for the provision of information and documentation relating to the (possible use of
the) infrastructure:
ProRail Vervoer and Dienstregeling, afdeling Vervoeranalyse en
Capaciteitontwikkeling
3500 GA Utrecht
3511 EP Utrecht
E-mail: gebruikswaardeinfo@prorail.nl
3.3 Network description

For a complete overview of the characteristics of the railway infrastructure, in as far as these are
determined in or by virtue of statutory regulations, reference is made to the Network Infrastructure
Regulations.
The network characteristics stated below are but a selection, which is based on its relevance to traffic
use. The selection is supplemented by other regulations and information managed by ProRail. The
Infra Atlas system, see Chapter 5.6.1, provides titleholders with (a selection of) rail infrastructure
characteristics.
The rail infrastructure characteristics in terms of interoperability are stated in a register of infrastructure
37 38
facilities as referred to in Article 35 of Directive 2008/57/EC . This register contains the
characteristics of the high-speed infrastructure (HSL-Zuid), and will be extended to include the
characteristics of the conventional infrastructure.
3.3.1 Geographical identification

The configuration of the railway network managed by ProRail is distinguished according to:
• route sections
• track and route section geometry
• stations and nodes.
Also, an overview is provided of the relevant detailed information available on request.
3.3.1.1 Track typologies

• Network configuration: see appendix 1.
• Single-track, double-track and multi-track route sections: see appendix 1.
• Distance between nodes (selection): see appendix 1.
37
Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability
of the rail system within the Community.
38
See the website of ProRail (www.prorail.nl > vervoerders > infrastructuur)
3.3.1.2 Track gauges
• Track gauge: the nominal rail gauge throughout the entire network is 1,435 mm, in accordance
39
with EN 13848-1 (minimum 1,430 mm, maximum 1,450 mm) .
3.3.1.3 Stations and nodes

• Nodes in the railway network: see appendix 1.
• Names of the main nodes: see appendix 1.
• Length of platform tracks at the node stations: see appendix 20.
3.3.1.4 Information available on request

• Track plan and route options per railway yard, with identification marks (letters/numbers) of tracks,
signals, points and other facilities.
• Directional orientation of route sections at stations.
• Kilometre measurement(s) per route section.
• Classification for functional use of tracks at railway yards as determined for the local planning
(arrival / departure / setting back / stabling / placement / shunting, etc.).
• Location and full and abbreviated names of all railway yards, stations, border crossing points and
other important points.
• Effective length of arrival, departure, stabling and overtaking tracks present at each station.
• Location of branches to sidings.
• Term for completion of measures to reactivate decommissioned route sections, including the
conditions under which such measures are carried out, which may include compliance with
procedures prescribed by law.
• The boundaries of the tracks and rail sections that are designated as 'railway yard' pursuant to the
40
Rail Traffic Decree .
3.3.2 Capabilities
The potential for use of the railways is described with the aid of the parameters below.
• loading gauge
• axle load and ton metre weight
• gradient
• speed
• train length
• power supply
Also, an overview is provided of the relevant detailed information available on request.
Use outside the limit values of the aforementioned parameters is permitted only under regulations
concerning Exceptional Transport to be agreed upon. These are described in Section 1.2 of appendix
6.
3.3.2.1 Loading gauge

41
• Vehicles, the loading gauge of which complies with GC 1500 V are permitted on the 1500 V
route sections designated as GC in appendix 13.
42
• Vehicles, the loading gauge of which complies with GC 25 kV are permitted on the 25 kV route
sections designated as GC in appendix 13.
43
• Vehicles, the loading gauge of which complies with NL are permitted on the 25 kV route sections
designated as NL or GC in appendix 13.
39
Section 6 Network Infrastructure Regulations
40
Sections 28 to 32 Rail Traffic Decree; Sections 38 to 40 Rail Traffic Regulations
41
Appendix 10 Rail Vehicle Inspection Regulations
42
• Vehicles with a loading gauge that does not fit within the applicable loading gauge for that route
section are designated as Exceptional Transport, see Chapter 2.5. This applies in any event to
loads in the so-called Red Measuring Area, see appendix 13.
• Vehicles used on border route sections must also comply with the loading gauge requirements of
the neighbouring railway network.
3.3.2.2 Weight limits

44
• At least Loading Class C2 is permitted throughout the entire network, at the maximum speed
that applies locally or generally to the route section.
ProRail also allows higher loading classes on large sections of the network (loading class codes
according to UIC leaflet EN 15528), see appendix 14, whereby general and local speed limits
45
apply .
Running rail vehicles with a load that exceeds Loading Class C2 is permitted exclusively as
exceptional transport, subject to the applicable conditions laid down by ProRail. Also, the vehicle
load may not exceed the maximum permissible load specified for that vehicle.
3.3.2.3 Line gradients

46
• The gradient of stabling sidings shall not exceed 1:1000 .
47
• The gradient of other tracks shall as a rule not exceed 1:200 . In case of larger gradients, the
signalling shall be equipped to ensure that heavy trains need not be brought to a stop on such
gradients.
3.3.2.4 Line speeds

• The permissible line speed is the highest speed allowed on a route section or a part thereof. The
speed class of the permissible line speed is indicated per route section in appendix 17.
3.3.2.5 Maximum train lengths

• The maximum train length (including locomotive) is 400 m (excluding a tolerance of 1% according
to the TSI Rolling Stock of the trans-European high-speed rail system) for high-speed passenger
trains and 750 m for freight trains.
• Trains in excess of these maximum train lengths may only run as exceptional traffic, subject to
conditions laid down by ProRail (additional service).
• Passenger trains may not exceed the usable length of the platform tracks that they are to use
according to the timetable. A list of usable platform lengths per route section and for the most
important stations is included as appendix 20.
• The length of freight trains must be attuned to the range of use that applies to the route section on
which the train is scheduled according to the timetable. In case of a detour, the range of use for
the detour route is determinative.
3.3.2.6 Power supply

The railways managed by ProRail include facilities for diesel traction and for electrical traction via the
overhead contact line.
• Refuelling systems are available for diesel traction users; see Chapter 3.8.4.
• The route sections fitted out with an overhead line for electrical traction are shown in appendix 18.
• The contact line voltage and maximum current collection per route section are shown in appendix
48
18. Contact line voltage and current collection are in accordance with EN 50367 .
43
44
45
See the website of ProRail (www.prorail.nl > vervoerders > infrastructuur)
46
Section 8m Network Infrastructure Regulations
47
Section 8, letters l and m, Network Infrastructure Regulations
48
• The height of the overhead contact line in relation to the top edge of the rail is +5.50 m as
standard on route sections with gauge ‘GC’ or ’NL’ (see appendix 13). A different height may apply
at the location of structural works, although the overhead contact line remains beyond the loading
gauge locally applicable appendix 13.
• The provisions at transition points to other contact line voltages are shown in appendix 18.
• The contact pressure of the pantograph on the overhead contact line must be between the
following limit values: upward force 40 N = Fmax = 300 N.
• De-icing of the overhead contact line can under certain conditions be applied on route sections
fitted with a de-icing circuit.
► The contractual conditions for use of the overhead contact line are agreed upon in the Access
Agreement for the Overhead Contact Line service.
ProRail requires the railway undertaking to provide particulars per type of electric rail vehicle as
described in Section 3 of appendix 9. ◄

• Angle ratios of points with permitted speeds.
• Locally applicable speed limits.
• Permissible speeds per route.
• Usable platform length per station, per platform track and per direction of traffic.
• Usable length of stabling sidings and tracks.
• Contact line voltage tolerances in accordance with NEN EN 50163.
• Tracks fitted with an overhead contact line.
3.3.3 Traffic control and communications systems

The railways are fitted out with signalling systems, as well as safety and communications systems to
ensure the safe and controlled flow of traffic.
All route sections and tracks that are designed for speeds >40 km/h are equipped with a signalling
system that monitors the relationship between the position of points, track occupation and signalling.
Additional safety systems use automatic train control to monitor the maximum speed and correct
signal performance.
Regulations for the use of locally operated route sections are detailed in the Authorisation Regulations
on Local Operating Rules, see Section 5.2 of appendix 6.
3.3.3.1 Signalling systems

• On the route sections Hoofddorp - Rotterdam Centraal and Rotterdam Lombardijen - Hazeldonk
border, (forming part of the HSL South): ERTMS level 2 version 2.3.0 corridor: signal repetition on
the locomotive via ETCS.
• On other route sections: light signals, supported by signal repetition on the locomotive via ATC or
ETCS.
• Dual signalling is present on the route sections Amsterdam Duivendrecht – Utrecht as well as
Lelystad stabling yard connection – Hattemerbroek connection. Besides light signals, supported
by signal repetition on the locomotive via ATC, there is also an ERTMS level 2 version 2.3.0d
system with cabin signalling via ETCS.
• Local operation of signals by train personnel using an infrared remote control system is present on
the route sections Enschede - Enschede border, Zutphen - Winterswijk - Doetinchem and
Groningen - Leeuwarden - Harlingen/Stavoren.
3.3.3.2 Traffic control systems

• Traffic control support systems are fed with train composition data on condition that this is entered
into the timetable planning systems. The conditions for the use of these systems by railway
undertakings are subject to further agreement.
• Generally, all network traffic control posts and the back-office of the response organisation are
open continuously 24 hours a day, although altered opening times may apply in case of public
holidays.
• Once the annual timetable is determined, ProRail (in consultation with the titleholders involved)
may decide to close (network) traffic control posts during those hours in which no scheduled traffic
will take place within the area under their control. These closing times are announced in the Local
Operating Rules, see Section 5.2 of appendix 6.
• Prior to use, arrangements with regard to safety management and the exchange of safety data
must be agreed with ProRail in the cases below.
- The utilisation of route sections that are not equipped with centrally controlled safety systems.
- The use of tracks and routes to, in and from the locally controlled areas of stations, if that use
takes place outside the time periods during which, according to the Local Operating Rules,
see Section 5.2 of appendix 6, a Locally Controlled Area traffic controller (‘traffic controller with
minimum authority’) is present.
3.3.3.3 Communication systems

The railways managed by ProRail are fitted out with GSM-R, which is an internationally standardised
digital radio communications systems for voice communication between the driver and traffic control
and for data communication between ETCS systems. Technical information on the GSM-R network is
available on the website of ProRail (www.prorail.nl > vervoerders > GSM-R).
ProRail offers the Rail Safety Communications service for communication between the driver and
traffic control, see Chapter 5.6.12 for details.
3.3.3.4 Automatic train control (ATC) systems

• Type of ATC system per route section: see appendix 15.
The (Belgian) ATC system Memor/krokodil is installed between the national border and the
start/end of the ATC covered area on the border route sections Roosendaal – Roosendaal border
and the Maastricht-Eijsden border. Information on the functioning of the system is available in the
form of documentation provided by Infrabel, manager of the Belgian railway network.
The German PZB/Indusi ATC system has been installed at the Venlo railway yard and at a
number of signals on the border route section Venlo – Venlo border. Information on the functioning
of the system is available in the form of documentation provided by DB-Netze, manager of the
German railway network.
• Both ATB-EG and an ERTMC ATC system are present on the route sections Amsterdam
Duivendrecht – Utrecht as well as Lelystad stabling yard connection – Hattemerbroek connection.
Traction vehicles fitted with ATB and/or compatible ERTMS train equipment can use this route
section. The ERTMS control system permits suitable and approved rolling stock to run at the
speeds indicated below.
- Amsterdam - Utrecht: 160 km/h.
- Lelystad stabling yard connection - Hattemerbroek connection: 200 km/h.
Using STM-ATB, rolling stock fitted with ETCS can run on this route section with ATC without
requiring ERTMS communication encryption keys.
• The ATB system (both ATB-EG and ATB-NG) monitors the instruction to reduce speed to the limit
indicated by the signalling system. At selected locations, the system has an extra function (‘ATB-
Vv’) that provides for braking curve monitoring in the speed range between 0 and 40 km/h. ATB-
Vv only works on rolling stock fitted with the ATB-Vv functionality.
• An ETCS level transition STM-ATB <> STM-PZB is present on the border route sections:
- Nieuweschans – Weener (D)
- Coevorden – Laarwald (D)
- Oldenzaal – Bad Bentheim (D)
- Zevenaar – Emmerich (D)
- Venlo (emplacement) – Kaldenkirchen (D)
- Landgraaf – Herzogenrath (D)
• An ETCS level transition STM-ATB <> STM-Memor is present on the border route sections:
- Roosendaal – Essen (B)
- Weert – Budel – Neerpelt (B)
- Maastricht Randwyck – Eijsden – Visé (B)
49
► Relationship between safety/signalling system and the requirements relevant to admission :
• Traction vehicles making use of route sections fitted out with ATB must be equipped with ATB
train equipment or compatible ETCS.
• Traction vehicles making use of the high-speed route sections Hoofddorp-Rotterdam West
and Barendrecht – Belgian border must be equipped with ECTS (switchover ETCS-ATB
during the run).
• Traction vehicles making use of the Amsterdam Duivendrecht – Utrecht route section must be
equipped with ATC train equipment or ETCS with STM-ATB. When running this route section
under ETCS, the permitted speed indicated by the ETCS cabin signal takes the place of the
50
permitted speed indicated by light signals. ◄
► ProRail has described the procedures for requesting and managing communication encryption
keys, which are required to run on ERTMS level 2 route sections, in Section 5.1 of appendix 6 of
the ‘Operational Conditions’, and wishes to include these in the Access Agreement. ◄
3.3.3.5 Detection systems

• Multiple train detection systems are used on the railway network managed by ProRail in order to
feed the safety system with information on track occupation. Some of these detection systems
make use of the shorting effect of wheel sets, other systems use axle counters, detection loops or
pedals.
• Rail vehicles must at all times be compatible with the train detection systems installed on the route
sections on which the vehicles are run. Compatibility at least comprises short circuit and EMC
behaviour (train –track).
• ProRail has translated the compatibility requirements connected to the various detection systems
51
into access conditions according to ATIV , whereby it is indicated per route section which
parameter sets with regard to short circuit value and/or EMC compatibility are excluded from
consideration for access to that route section (see appendix 16).
Further information on the relationship between the train detection systems and vehicle
characteristics, see the website of ProRail (www.prorail.nl > vervoerders > infrastructuur).

• Operating instructions: descriptions of the safety systems installed locally, the operating areas of
the safety systems, block sections, indication per signal of the possible combinations of route
controls, local operating procedures.
• Working zone divisions (the division of the railway network into zones that can be completely
decommissioned at any given moment).
• Type of signalling system per route section.
• Location of the crossovers from a centrally controlled area to a locally controlled one.
• Division of the railway network into network traffic control areas and traffic control areas.
• Radiotelephone channels used for local safety communication, including frequencies and tone
codes.
• Number and nature of railway level crossings with public roads.
• Route sections with unconventional and/ or supplementary means of detection.
49
Article 26 Rail Vehicle Inspection Regulations
50
Section 31 Rail Traffic Regulation
51
Actuele Technische Inzichten Voertuigtoelating (current vehicle access requirements), see the website of
IVW (www.ivw.nl > onderwerpen > rail > spoorwegen > wet en regelgeving > voertuigen)
3.4 Traffic restrictions
The potential for use of the infrastructure is not solely restricted by its own characteristics, but also by
external factors.
Explicitly - but not exhaustively - included under the external factors are the regulations of occupancy
permits, environmental permits and exemptions granted pursuant to the Housing Act and the
Environmental Protection Act to ProRail for the use of infrastructure managed by ProRail.
ProRail shall, by means of the Network Statement, notify railway undertakings of traffic restrictions
under the minimum access package, pursuant to Annex II of Directive 2001/14/EC and ensuing from
licensing or other public law regulations, the contents of which are not announced in a Netherlands
Government Gazette, Bulletin of Acts and Decrees or Treaty Series.
3.4.1 Specialised infrastructure

Passenger transport restrictions and exclusions
Route sections on which the transport of passengers is excluded are shown in appendix 10. Reasons
include the absence of safety systems in tunnels or at acoustic barriers.
In case of a number of route sections that are generally not used for passenger transport, such
transport is only possible following prior notification to ProRail (back office traffic control) due to the
preparation level of the response organisation. These route sections are listed in appendix 10.
High-speed route sections
The route sections Hoofddorp-Rotterdam Centraal (via the Groene Hart tunnel) and Rotterdam
Lombardijen – Hazeldonk are designated as route sections of the high-speed rail system as referred
to in Annex I to Directive 2008/57/EC. Any specific restrictions that apply to the use of these route
sections are stated in the infrastructure register.
Occupancy permits
Some parts of the railway infrastructure are qualified as buildings. Use of these buildings can, under
the terms of the Housing Act and the Building Decree, require an occupancy permit. The competent
authority can grant the permit subject to conditions.
If an occupancy permit lays down restrictions or conditions that are of importance to the use of the
infrastructure by the railway undertaking, ProRail will publish those restrictions or conditions in the
Network Statement.
The occupancy permits granted to ProRail, in as far as these contain provisions relating to the use of
the railway infrastructure, are considered an integral part of the Network Statement. These permits are
available for inspection at the offices of ProRail. The restrictions or conditions in force under current
occupancy permits are listed in appendix 10.
► By entering into the Access Agreement, the railway undertaking accepts the obligation to perform
its operations in accordance with the conditions and regulations of the occupancy permits.
Furthermore, the railway undertaking accepts that ProRail monitors compliance with these
obligations. ◄
3.4.2 Environmental restrictions
3.4.2.1 Environmental permits

General
Railway undertakings that wish to use railway yards managed by ProRail for operations other than for
the arrival, departure or transit of train traffic, may only do so if an environmental permit has been
issued for such operations. The environmental permits granted to ProRail, in as far as these contain
provisions relating to the use of the railway infrastructure, are considered an integral part of the
Network Statement.
Railway yards are facilities where multiple users (such as ProRail and railway undertakings) can
operate simultaneously and alongside one another, using the same environmental permit. Every user
is responsible for compliance with the permit and the applicable regulations. Every user can be held to
account by the competent authority. ProRail has assumed the coordinating task to ensure that the
users of the facility are informed about the rights and obligations stated in the permit.
► By entering into the Access Agreement, the railway undertaking accepts the obligation to perform
its operations in accordance with the permits regulations. Non-compliance with these provisions
constitutes an attributable failure towards ProRail. Further details in this respect are provided in
the General Conditions (appendix 5) and the Operational Conditions (appendix 6). ◄
The railway undertaking will provide ProRail with timely notification in case of a change to the permit-
linked activities (in accordance with the Environmental Management Act) at the site or a change to the
capacity requirement.
Application for or change to an environmental permit
In case of an application for/change to a permit, ProRail will contact the relevant railway undertakings
for the collection of the prescribed information. The information required from the railway undertaking
is detailed in Section 3 of appendix 6. Consideration should thereby be given to the points below.
• Based on input by the railway undertakings, ProRail will calculate the environmental effect of the
activities under application on the environment and draw up a report. The environmental reports,
together with the application text, will be discussed with the railway undertakings. Timely
coordination with the railway undertakings takes place on submitting the final application,
responding to the draft decision, submitting visions on the basis of the draft decision, and filing a
letter of appeal. Copies of the relevant documents are sent to the railway undertakings.
• Once the environmental permit has come into effect, ProRail translates the environmental
parameters into planning standards that form the basis for the allocation of capacity (integral
capacity management, see also Chapter 5.6.2).
Besides its active role as operator in the performance of permit regulations, ProRail also has a
coordinating role in processes concerning the submission of opinion documents and letters of appeal
and, when so addressed by the competent authority, in actions within the context of supervision and
compliance. A description of information required by ProRail from the railway undertakings is given in
Section 3 of appendix 6.
Environmental permit management
ProRail assumes that railway undertakings are familiar with the permit regulations. All current
environmental permits and planning standards for railway yards are available for consultation via the
environmental permit management system developed by ProRail (see also the Permit Management
System service in Chapter 5.6.14). Here, users (parties who are co-responsible for compliance with
the permit regulations) of a railway yard will find all the provisions with which they must comply.
The restrictions and obligations laid down in the environmental permit can concern:
• The handling - including the parking - of wagons with dangerous goods, in particular when loaded
in tank wagons and tank containers.
• The performance of operations that may place a noise load on the environment.
• The stabling of rail vehicles intended for scrapping is treated as the storage of waste substances.
• The provision of data prior to and following operations (to be) carried out at a railway yard. With
respect to the data to be provided after operations: see appendix 9.
• The installation and use of facilities at the railway yard.
• Obligations to report on incidents, measures, target regulations, etc.
Exceptional situations
It may occur that ProRail is granted an environmental permit that has implications for tracks that fall
outside the management of ProRail. In that case, ProRail will make arrangements with the manager of
those tracks in order to ensure compliance with the permit conditions.
Another possibility is that tracks and sites that fall under the management of ProRail fall within the
scope of application of an environmental permit granted to a party other than ProRail. In that case
ProRail will inform the railway undertaking about the conditions of the permit that are relevant to the
railway undertaking.
3.4.2.2 Noise emissions control

ProRail will in the allocation of capacity respect the legal regulations on controlling noise emissions by
rail traffic and, if necessary, allocate the capacity in such a manner that the limit values imposed by
the regulations are not exceeded. In particular for route sections and railway yards that in the recent
past have had limited train traffic during a certain period (day/evening/night) it should be taken into
account that testing against the Railway Noise Nuisance Decree and the Environmental Protection Act
may serve to block even limited traffic development.
► ProRail requires each railway undertaking to provide a specification of the noise emission
particulars of their passenger stock and locomotives, as well as a periodic (annual) statement of
the realised train traffic per route section and per acoustic vehicle category. ProRail requires this
information for implementation of the Railway Noise Nuisance Decree and the Environmental
Management Act, as well as for policy preparation and evaluation. Further details of this statement
are given in appendix 9. ◄
3.4.2.3 Soil protection

The operating processes of the railway undertakings entail risks in terms of contamination of the soil
and ballast with fuels, coolants, lubricants, etc. Small quantities of these contaminants can leak from
trains on the ballast under normal running conditions. This can be minimised through good and regular
maintenance. Moreover, soil and ballast contamination can occur as a result of incidents.
The Soil Protection Act prescribes that ProRail and the railway undertakings take measures aimed at
minimising the risk of soil contamination and, in the case that soil contamination nevertheless does
occur, that they take all necessary measures to limit the negative effects thereof.
If contamination is ascertained of the ballast or soil of the main railway, ProRail will conduct an
investigation to determine the cause. In case of indications that the contamination has been caused by
a railway undertaking, the suspect party will be notified immediately. ProRail will also involve the
railway undertaking in the investigation. Pursuant to the provisions of the Soil Protection Act, ProRail
will notify the competent authorities of the soil contamination. The appropriate remediation measures
will be based on the instructions of the competent authority. The remediation costs will be recovered
from the suspect railway undertaking if it indeed appears to have been the cause of the contamination.
Rolling stock tanks containing diesel or gas oil involve a raised risk of soil contamination. The same
applies to other forms of transhipment of contaminant liquids. Locomotives should only be refuelled at
the designated refuelling systems stated in appendix 22. The refuelling facility at Sloe railway yard
consists of a liquid proof floor with oil separator and sewage connection. Refuelling from a mobile
tanker is only possible at Sloe railway yard.
Refuelling outside one of the refuelling systems stated in appendix 22 is permitted only in exceptional
cases. These cases are:
a. Refuelling at an isolated operation for slow work trains that are unable to reach fixed refuelling
systems.
b. If fixed refuelling systems cannot be accessed due to work on the infrastructure.
c. Other machinery, such as equipment and manual tools can be refuelled at building sites.
The cases under a and b must comply with the PFS 30 requirements for temporary, non-stationery
storage and delivery systems. The cases under c must comply with the conditions of Section B3 of the
Netherlands Soil Protection Directive (NRB).
► ProRail wishes to lay down the arrangements concerning soil protection (handling in case of
signalled ballast contamination and refuelling) by means of the General Terms and Conditions
(see appendix 3.3 of appendix 6) to the Access Agreement. ◄
3.4.3 Dangerous goods
Carriage of dangerous goods
Route sections on which the carriage of wagons containing shipments of dangerous goods is excluded
or restricted due to local environmental risks are listed in appendix 10.
With regard to the annual report on the external safety on route sections, ProRail gives the railway
undertakings an opportunity to supplement or correct data collected by ProRail. Further details of this
statement are given in appendix 9.
Handling of dangerous goods at railway yards
The handling of trains with dangerous goods at railway yards is subject to environmental permits.
Chapter 3.4.2.1 discusses the application procedure for an environmental permit pursuant to the
Wabo Act (Environmental Law (General Conditions) Act).
Rules of procedure
► In the event that railway undertakings collectively apply for more capacity than is locally permitted,
ProRail may, as part of the integral capacity management, opt to subject an individual applicant’s
capacity allocations to specific restrictive conditions and regulations, in such a manner as to
ensure that the total allocated capacity complies with the local permit conditions (in accordance
with the Railways Capacity Allocation Decree). ◄
In order to comply with statutory obligations regarding external safety on railway yards, ProRail
requires railway undertakings to provide supplements and corrections to the data collected by ProRail.
Further details of this statement are given in appendix 9.
3.4.4 Tunnel restrictions

User regulations
Railway tunnels are generally fitted with specific safety and evacuation facilities. These facilities are
described for the benefit of the train crew of railway undertakings in information material made
available by ProRail on request. This concerns the tunnels below.
• Hem tunnel (Amsterdam Sloterdijk – Zaandam)
• Velser tunnel (Santpoort Noord – Beverwijk)
• Schiphol tunnel (Hoofddorp – Amsterdam Riekerpolder junction)
• Rijswijk tunnel (Den Haag Moerwijk - Delft)
• Willems railway tunnel (Rotterdam Centraal - Rotterdam Zuid)
• Barendrecht underpass (Rotterdam Lombardijen – Zwijndrecht)
• Best tunnel (Boxtel – Eindhoven Beukenlaan)
• Drontermeer tunnel (Dronten – Kampen Zuid)
Restriction on use
Specific tunnel related traffic and transport limitations are stated in appendix 10.
3.4.5 Bridge restrictions

Railway bridges that are opened according to a fixed timetable or on call (request arrangements) to
enable the passage of shipping are shown in appendix 19. The opening times of bridges subject to a
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fixed timetable are laid down in the 2013 Timetable determined by the Minister and subsequently
published on the website of ProRail (www.spoorbruggen.nl).
52
Section 25 Railways Capacity Allocation Decree
3.5 Availability of the infrastructure
This chapter describes the quality of the infrastructure in terms of reliability, availability, maintainability,
safety, health and the environment (RAMSHE), as it applies to the entire infrastructure managed by
ProRail.
Reliability and availability
Availability concerns the level of availability of the track for train services. Availability is reduced by
scheduled (i.e. maintenance work) and unscheduled (i.e. disruptions) possessions. The scheduled
possessions are required to perform work on the infrastructure in a safe and effective manner. For this
reason, rail sections often have to be closed to traffic.
Maintainability
ProRail 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 costs and safety
conditions. ProRail will always take this aspect into account when designing changes to infrastructure.
Safety
Furthermore, ProRail applies strict control procedures with regard to the safety of train traffic during
local operating procedures by traffic control and other management tasks, in order that ProRail can
provide railway undertakings with a safe, usable and accessible workplace for the performance of their
rail traffic activities.
To the extent that the railway undertakings are also required to contribute to safety without such being
laid down in statutory provisions, ProRail will include stipulations in the Access Agreement on the
contribution to be made by railway undertakings towards realising the envisaged safety level.
Also with a view to improving the safety level, ProRail closely analyses all safety incident reports and
their handling.
The safety ambitions of ProRail are in line with the Safety in Rail Traffic framework memorandum.
ProRail controls the specific environmental risks attached to the transport of dangerous goods by
maintaining an operational organisation that can respond effectively to incidents involving dangerous
goods. In as far as ProRail is obliged by public authorities to take measures to control the risks
attached to the transport or handling of shipments of dangerous goods (e.g., volume control), ProRail
will perform such measures, if necessary also via the Access Agreements with railway undertakings.
ProRail will, in consultation with the public authorities and the railway undertakings, contribute towards
actions aimed at controlling and improving social safety at stations. The contribution of ProRail entails:
• Security services: on the basis of safety agreements (covenants concluded with local authorities),
ProRail contributes to promotion of social safety at and around stations.
• Opening / closing of stations: the opening and closing of waiting rooms and (parts of) stations in
periods that those stations are not used for train services, with the purpose of preventing
vandalism.
• Camera-supported supervision: with the purpose of raising the sense of safety of travellers and
staff working at the station, as well as having a preventive effect on target groups (vandals,
loiterers, junkies, homeless persons), reducing the damage caused by vandalism and increasing
the chance of catching offenders.
• Technical modifications: necessary modifications as a result of changed circumstances at stations
(relocation of cameras, adjustment of lighting, etc.), as well as analyses / surveys / audits geared
to social safety.
Health
Under the terms of the applicable Health & Safety at Work (ARBO) legislation, ProRail provides a
healthy working environment both for its own employees and for the personnel of railway undertakings
and their auxiliary staff working on the railway infrastructure.
The environment
ProRail will organise the operational processes in such a manner that hindrance and contamination
are controlled and reduced, in accordance with the relevant statutory provisions. To the extent that the
relevant environmental protection legislation does not pertain directly to the railway undertakings that
use the network managed by ProRail, ProRail will by means of the Access Agreement stipulate that
the railway undertakings make an adequate contribution towards ensuring the envisaged level of
environmental protection.
3.6 Passenger terminals (stations)

The characteristics of the station infrastructure, in as far as regards passenger platforms, are
described in the Network Infrastructure Regulations. As part of the station area (including station
buildings, platforms and entrance areas), ProRail also manages the transfer space, including
accompanying facilities, and monitors the capacity of bicycle storage facilities.
3.6.1 Passenger platforms

For a complete overview of the characteristics of passenger platforms, in as far as these are
determined in or by virtue of statutory regulations, reference is made to the Network Infrastructure
Regulations. The characteristics stated below are but a selection, which is based on relevance to
traffic use. The selection is supplemented by other regulations and information managed by ProRail.
• The platform has a nominal height of 1700 mm, a minimum height of 1650 mm and a maximum
53
height of 1735 mm measured from the centre of the rail .
• Platform height: between 0.76 m and 1.00 m +Top of Rail.
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• The gradient of platforms will not exceed 1:1000 .
55
• The horizontal radius of curvature at platforms is not smaller than R=15,000 m .
56
• No vertical curvature is permitted at platforms .
57
• Higher passing speeds than 160 km per hour are not permitted along passenger platforms .
• Available effective platform length: see appendix 20.
The platforms of the stations Heerlen de Kissel, Heerlen Woonboulevard Eygelshoven Markt,
Westervoort and Wormerveer do not comply with the applicable requirements of the Network
Infrastructure Regulations as regards the gradient of the platform, the platform height as well as the
horizontal and vertical radii of the adjacent tracks. The Minister of Infrastructure and the Environment
has granted an exemption allowing these deviations. To reduce any specific related risks, the railway
undertaking servicing these stations must take the necessary measures to ensure the safe
(dis)embarking of passengers.
3.6.2 Transfer space and accompanying facilities

The transfer space comprises:
• (traffic space and waiting space on) platforms
• tunnels
• raised walkways
• lifts
• stairs and escalators
• (mechanical) ramps
For the relevant service, see Chapter 5.3.1.

Standards and guidelines for the accessibility and capacity of these transfer spaces for new stations
are laid down in the Basic Station 2005 memorandum.
53
Section 4 Paragraph 1a Network Infrastructure Regulations
54
Section 4 Paragraph 1f Network Infrastructure Regulations
55
Section 4 Paragraph 1g Network Infrastructure Regulations
56
Section 4 Paragraph 1h Network Infrastructure Regulations
57
Section 4 Paragraph 2 Network Infrastructure Regulations
ProRail monitors the availability of sufficient transfer capacity at stations by means of a clear and
objective indicator, which measures the transfer pressure at stations for travellers during peak hours.
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The Accessibility Implementation Plan describes the measures required for the improved
accessibility of rail transport. These measures are geared in particular to the modification of existing
stations. The standards are derived from existing documents such as the Accessible Trains report, the
Basic Station 2005 memorandum and (European) directives. Implementation progress is laid down in
a KPI.
The facilities in the transfer space concern:
• Infrastructural facilities (such as PA systems, departure timetables and presentation resources) for
the provision of (travel) information to travellers.
• Furniture for waiting purposes. The physical properties are described in the Railinfra catalogue of
ProRail and compliant with the Rail Vision of the Rail Build Master.
• Waiting spaces.
• Signposting.
The quality of cleanliness and social safety in the transfer area is laid down in a KPI.
3.6.3 Bicycle storage facilities

Practically all stations are provided with bicycle storage facilities. At smaller stations, these take the
form of bicycle racks. Larger stations usually provide racks in combination with secure indoor facilities.
ProRail monitors the capacity of the storage facilities. If the capacity is insufficient, consultations take
59
place under the Room for Bicycles programme with the municipalities and NS (operator of secure
facilities) in order to determine how the capacity can be expanded.
3.6.4 Information available on request

• Accessibility and transfer capacity of stations.
• Available effective platform length and height (per platform line).
• Presence and nature of information and communications systems (including train indicator and
automatic public address systems) on platforms and in the station building.
• Presence and nature of bicycle storage facilities.
• Presence of security cameras.
• Location and nature of in-house emergency services equipment.
3.7 Freight terminals
3.7.1 Stations with loading and unloading facilities for freight transport
Stations with public loading and unloading facilities for freight transport: see appendix 21.
ProRail only provides services with regard to the access to and use of the infrastructure of the loading
and unloading facilities.
3.7.2 Freight transhipment terminals

ProRail does not provide specialised transhipment facilities for freight transport. ProRail will on request
furnish contact addresses of companies, with a siding, which provide these services. Transhipment
can also take place at public loading and unloading facilities.
58
See the website of ProRail ( (www.prorail.nl > thema’s > toegankelijkheid)
59
For more information, see the website of ProRail (www.prorail.nl > publiek > ruimte voor de fiets)
3.8 Service facilities
3.8.1 Train formation yards

ProRail makes shunting facilities available at many locations. These can be used within the framework
of the Stabling and Shunting Sidings service.
• Location and length of shunting facilities for rail vehicles for passenger and freight transport.
3.8.2 Storage sidings

ProRail makes stabling facilities available at many locations. These can be used within the framework
of the Stabling and Shunting Sidings service.
• Location and length of stabling facilities for rail vehicles for passenger and freight transport.
3.8.3 Maintenance facilities

Stabling sidings may be equipped with basic facilities for stock upkeep, managed by ProRail:
• Loading and unloading facilities
• Refuelling systems
• Depot power supply
• Train preheating
• Filler hydrants
• Service cabinets
• Brake-testing cabinets
• (Dis)embarking facilities
• Service paths and roads
• Faeces discharge
ProRail offers the use of these facilities as a service, see Chapter 5.4 Railway Yards service group.
ProRail does not provide any services with regard to the internal or external cleaning of rail vehicles.
ProRail will on request furnish contact addresses of owners/operators of installations for internal and
external cleaning.
• Presence and nature of facilities for vehicle maintenance, which are managed by ProRail.
• Road traffic accessibility.
3.8.4 Refuelling systems

• The refuelling systems are indicated in appendix 22.
• The refuelling systems are not suitable for mobile refuelling, with the exception of the refuelling
system at Sloe railway yard.
• Delivery of fuel via the refuelling systems is, with the exception of the refuelling system at Sloe,
railway yard, exclusively possible on the basis of an agreement between the railway undertaking
and the operator of the refuelling system(s). Based on an agreement with ProRail, the operator is
obliged to offer the delivery of fuels via these systems to all railway undertakings in a non-
discriminatory manner. VIVENS (see Chapter 5.7) can provide information on the various
operators.
• The conditions concerning soil protection are stated in Chapter 3.4.2.3.
• ProRail points out that the refuelling systems are being converted for spill-free refuelling. Each
refuelling system offers a minimum of 2 delivery connections: one low-pressure connection with a
nozzle and a high-pressure connection with a spill-free connector according to STANAG-3756 (1”)
with an electric overfill safety.
ProRail strives to discourage use of the nozzle connectors and to phase these out in time.
Any decision to discontinue use of the nozzle connectors at one or more refuelling systems will,
following consultation with the railway undertakings, be announced at least 2 years in advance.
► The contractual conditions for use of the refuelling systems are agreed in the Access Agreement
for the Use of Refuelling Systems service. The contractual conditions for the use of a refuelling
system by an operator are agreed in the Access Agreement for the Operation of Refuelling
System service. ◄
3.8.5 Technical facilities

• Technical facilities for the maintenance of rail vehicles.
The infrastructure managed by ProRail does not include facilities for the maintenance of rail
vehicles. Maintenance and repair services are provided by specialised companies. ProRail will on
request furnish contact addresses.
3.9 Infrastructure development

Information on the development of infrastructure is included in Chapter 5.1.3.
(empty page)
4 Capacity allocation
4.1 Introduction
In this chapter, ProRail describes the procedures, rules and schedules drawn up with a view to
realising an organised and fair capacity allocation and traffic control process. All titleholders are
therefore subject to the same procedures, rules and schedules. Decisions by the NMa, the
Netherlands Monopolies Committee, may prompt changes to these procedures, rules and schedules
after publication of the Network Statement, in the form of supplements thereto.
The capacity allocation process is structured as a negotiation table as referred to in the Railway
Capacity Allocation Decree. Parties with capacity requirements consult around this table in order to
achieve an optimal allocation of capacity. ProRail chairs this process and submits solutions for
consultation.
Rules of procedure
► Parties requesting capacity for the 2013 Timetable commit themselves to observe the procedures,
rules and schedules for the processing of all capacity applications as stated in this Network
Statement, including the regulations on capacity allocation disputes. By submitting a timetable
application, an agreement is concluded between the requesting party and ProRail, which
agreement includes the aforementioned procedures, rules and schedules for the processing of
applications. ◄
4.2 Description of process
4.2.1 Legal
► The Railways Act and the Railway Capacity Allocation Decree provide further detailing of the
provisions of Directive 2001/14/EC in order to allocate the capacity in a transparent, fair and non-
discriminatory manner.
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• The allocated capacity is agreed between the titleholders and ProRail.
61
• Minimum capacity levels are set per submarket.
62
• Statutory priority rules apply to congested infrastructure.
63
• Rules apply to the allocation of capacity for work on the railways.
• The Netherlands Monopolies Committee (NMa) is charged with supervising compliance with
the statutory regulations regarding capacity allocation and dealing with complaints about the
64
capacity allocation process or the results thereof. ◄
4.2.2 Process in general

Four types of process can be distinguished.
1. Determining the basic hour patterns
In this phase, the titleholders and ProRail sit around the table in order to reach agreement about
the capacity applications to be submitted for the annual timetable. ProRail uses the interim results
for the publication of catalogue paths for international freight traffic.
60
61
Section 8 Railway Capacity Allocation Decree
62
Sections 10, 11 and 12 Railway Capacity Allocation Decree
63
Sections 6 and 9 Railway Capacity Allocation Decree
64
Preparing the capacity allocation
Periodic Scheduled work

Requested basic maintenance Ver on or near the
hour patterns and inspection infrastructure
Determining the required

Determine the basic Determine the required
capacity for scheduled
hour patterns capacity for maintenance
work on or near the
roster
infrastructure
Required capacity
Agreements on Required capacity for
for maintenance
capacity allocation planned work on or
roster
near the infrastructure
Closing date for submission of capacity

applications 2nd Monday in April Capacity allocation
Traffic
applications
Annual timetable
allocation
Capacity allocation to be Agreed capacity for

included in the access maintenance roster and
19 weeks after closing date agreement scheduled work
for submission of capacity
applications
Ad hoc phase
Necessary work for

restoration/assurance of
Work outside capacity
safe and uninterrupted
allocated for
Traffic Applications train traffic
management
Formalise performance
Determine required
Allocate ad hoc traffic variant and dates for
Allocate ad hoc work capacity for necessary
applications scheduled work and
work
formalise train service
Changes to the agreed Changes to the agreed Changes to the Changes to the
allocation allocation agreed allocation agreed allocation
Workable plan
Schedule 1 Capacity allocation processes
2. Determining the required capacity for the maintenance roster and determining the required
capacity for scheduled work on or near the main railways.
ProRail formulates the required capacity for the maintenance roster and scheduled work on or
near the main railways.
3. Annual timetable allocation
The applications submitted by titleholders during the annual timetable allocation process are
processed into a timetable of 7 traffic days of 24 hours each in a standard week. Coordination
takes place wherever applications by titleholders and/or the maintenance roster conflict with one
another. Besides the standard week, the annual timetable also comprises a specification of
deviations from the standard week, e.g., as a result of scheduled work, events, etc.
4. Allocation in the ad hoc phase
The ad hoc phase concerns supplements or changes to the agreed annual timetable.
4.3 Schedule for path requirements and allocation process

Determining the basic hour pattern
This process starts some 19 months before commencement of the annual timetable. Titleholders can
register with ProRail until two weeks after publication of this Network Statement. The participating
parties strive to reach agreement on a formalised capacity application no later than 8 weeks before
closing of the annual timetable application period. ProRail will publish catalogue paths for international
freight traffic no later than 11 months before commencement of the annual timetable. A link to the
appropriate RNE publication will in time be placed on the website of ProRail (www.prorail.nl >
vervoerders > capaciteit / treinpaden).
Determining the required capacity for the maintenance roster and determining the required capacity
for scheduled work on or near the main railways.
To enable inclusion in the annual timetable process, the required capacity for the maintenance roster
will be determined by no later than 9 April 2012. The required capacity for scheduled work on or near
the main railways will then also be known.
Annual timetable allocation
The annual timetable start meeting is scheduled for 9 March 2012. Clarification will then be provided
of the specific procedure for the annual timetable.
Submitting applications
a) Closing date for submission of capacity applications (national & international) and
9 April 2012
determining the required capacity for the maintenance roster and scheduled work
b) Intake of applications 10 - 16 April 2012
Scheduling and coordination
c) Start of scheduling / coordination 17 April 2012
d) RNE Technical Meeting 18 - 21 June 2012
e) Draft timetable ready for consultation 2 July 2012
f) Closing date for reactions to draft timetable 3 August 2012
Determining the capacity allocation 20 August 2012
Recording
g) Recording the determined capacity allocation in Donna/Radar 27 August 2012
h) Concluding Access Agreements with titleholders November 2012
Coordination proceeds parallel to scheduling.

Allocation in the ad-hoc phase
Applications submitted after the closing date for applications for capacity in the annual timetable
(stated under a), are handled in the order of receipt after determination of the capacity allocation for
the annual timetable. ProRail strives to process the applications with due speed. ProRail and the other
infrastructure managers cooperating in RailNetEurope guarantee a response time of 5 working days
for applications submitted after 12 October 2012.
Titleholders making digital applications will have these accepted without further confirmation if these
are free of conflict with earlier allocated applications for traffic and management capacity. Titleholders
making single applications via the One-Stop-Shop after 9 October 2012 will be informed within 5
working days by the One-Stop-Shop as to whether capacity is available. A specific response term will
be communicated in case of multiple applications. Titleholders making applications via the One-Stop-
Shop accept the possibility that the requested capacity is allocated to an application made via
VPT/Donna in the period between submission and processing of the application.
► ProRail has described the procedure for capacity applications submitted within 36 hours before
performance in Section 2.1 of appendix 6 ‘Operational Conditions’, and wants to include these in
the Access Agreement. ◄
4.4 Allocation process

Chapter 4.2 offers an overview of the processes involved in the (preparation of) capacity allocation.
These processes are further described below.
The following applies to all processes:
• Capacity is allocated for the use of route sections, platform tracks and railway yards forming part
of the railway network.
• The peak period as referred to in the Railway Capacity Allocation Decree is defined in the
allocation process as: from 6.30 to 9.00 hrs and from 16.00 to 18.30 hrs.
• The capacity location concerns the following forms of use:
- Train movements for domestic and international traffic, whereby the capacity is allocated in
the form of a train path as defined in Directive 2001/14/EC. The specific route is determined
by ProRail.
- Shunting.
- Stationary use for stabling.
- Temporary possessions or limited use in connection with the maintenance roster or work on or
close to the main railways, as well as the capacity requirement of special train traffic for
maintenance of the infrastructure, such as measurement and inspection runs.
- Activities regarding idle trains and railway vehicles that impose a burden on limited
environmental capacity.
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• ProRail will in the allocation of capacity give due consideration to the preferred use of tracks and
restrictions to use. Restrictions to use include bridge openings, noise limitations and external
safety. ProRail regularly tests whether scheduling and/or performance take place within the
parameters of noise limitations, railway safety and external safety requirements. The outcome of
these tests could have implications for both capacity allocation (less or subject to conditions) and
already acquired capacity rights (instructions given or withdrawn). The standards for noise and
external safety are based on statutory provisions. Rail safety standards are based on the
assumption that:
- changes in the capacity allocation in relation to the preceding year may not lead to a less safe
situation. A timetable risk analysis is carried out, including of the deviations from the rejection
norms as stated in appendix 23,
- analysis of safety incidents in accordance with the Safety Management System, as well as the
resolving of any shortcomings indicated by the Transport Inspectorate and/or Study Council.
• By viewing capacity applications in relation to other applications, ProRail can determine whether
the application fits within the available capacity. The applicant will, on request, provide any
relevant information required for evaluation purposes.
• Scheduling and coordination consultation with the authorised parties for the annual timetable and
ad-hoc phase takes place at the Allocation Table.
• NSR carries out work for the capacity allocation at nodes on behalf, and under the responsibility of
ProRail (Local Plan).
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Preferential use is determined by ProRail in consultation with the titleholders involved.
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• Freight train operators requesting capacity on the main routes can only do so in the form of a BIT
(basic interval timetable) path A customised solution is sought in the ad-hoc phase for those trains
that cannot comply with the specifications of the BIT path The main routes and BIT paths will be
determined no later than 1 March at the Allocation Table on the basis of the 2013 basic hour
pattern.
• ProRail allocates capacity at the level of train paths between arrival and departure stations,
including tracks on the arrival and departure stations. The route between arrival and departure
station at track level does not form part of the capacity allocation.
• In those cases in EMMA tracks that platform tracks have been requested for 24-hours per day, the
capacity (for stabling, servicing, etc.) is only allocated between the end and commencement of the
passenger service. For the remaining hours, the capacity on platform tracks is allocated by means
of the Train Path service, unless supplementary agreements have been made with all parties
involved.
4.4.1 Coordination process
4.4.1.1 Determining the basic hour patterns

By participating in the drawing up of the basic hour patterns (BHP), titleholders acquire better insight
into the (im)possibilities relating to the desired operational needs involved in the contracting of own
clients, personnel and equipment planning, etc. This process results in one or more basic hour
patterns, whereby the participants reach agreement on the basis for the capacity application to be
submitted for the annual timetable process in which the factual and formal allocation takes place.
The BHP process is organised by the participants, subject to the conditions below.
• The parties will strive to arrive at a coordinated set of annual timetable applications, leading to one
basic hour pattern. Wherever commercial interests compete with one another, coordination takes
place. If no agreement can be reached among the titleholders, this is established as such. Priority
rules are not applied. This is reserved for the annual timetable process. In this manner, two or
more basic hour patterns can arise, which are not necessarily compatible with one another.
• Solutions for any conflicts in the agreed basic patterns will be sought before the closing date for
annual timetable applications. These solutions will serve as point of departure for coordination of
the annual timetable, on condition that the titleholders involved in the annual timetable phase are
the same as those involved in the conflict regarding the basic hour pattern.
• ProRail ensures that a BIT path is entered into the BHP process for freight trains.
• ProRail manages this process.
In preparation of the capacity allocation, the cooperating infrastructure managers in Europe also draw
up a provisional programme of available catalogue paths. This takes place within the framework of the
trans-European network for freight transport by rail. These paths to/from the network managed by
ProRail are offered in the 2013 timetable at least on the routes below.
• Rotterdam – Duisburg (– Basel – Milan)
• Rotterdam – Duisburg (– Berlin – Warsaw)
• Rotterdam – Antwerp (– Lyon – Marseille)
The provisional timetables of these paths are published on the website of RailNetEurope
(www.rne.eu).
4.4.1.2 Determining the required capacity for the maintenance roster and determining the
required capacity for scheduled work on or near the main railways.
In drawing up the annual timetable, ProRail determines the required capacity for planned work on or
near the main railways, as well as the maintenance roster. (Regional) User Consultations determine
the capacity required for scheduled work on or near the main railways. Consultation with the
participants takes place during the basic hour pattern phase with a view to coordinating the annual
timetable applications and the capacity demand for scheduled work and the maintenance roster. The
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Routes with over 100 trains per month per direction are as a rule designated as main routes. ProRail makes
this qualification on the basis of forecasts.
required capacity is determined in terms of volume, frequency and location (route sections/railway
yard).
The capacity thus determined by ProRail comprises:
• The maintenance roster with periodic maintenance and inspection as well as the deployment of
inspection trains and mobile workplaces, whereby it is possible that the maintenance roster is
divided into a fixed part (aligned to the normal timetable) and a flexible part (yet to be determined
number of times per year) that is determined at least 16 weeks in advance.
• The volume, frequency and location of scheduled work on or near the main railways.
• Programmes such as grinding and stopping.
• Replacement/modernisation projects such as superstructure renewal including the trains required.
• Function expansion projects such as newbuild construction including the trains required.
• Work for third parties, e.g. when making changes to railway crossings.
Consultations on scheduled incidental operations take place via the (regional) User Consultations and
the LPO.
4.4.1.3 Annual timetable allocation

Allocation of the annual timetable involves the process steps below:
1 Submitting applications
2 Scheduling and coordination
3 Determination of allocation
4.4.1.3.1 Submitting applications

In this process step, titleholders submit their application. Applications for capacity for the route
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sections and platform tracks are submitted:
• In the form of the specifications for a yet to be designed timetable making use of the formats
issued by RNE. ProRail can advise you on the type that is most suitable.
• Either in the form of a timetable already designed in a scheduling system (see Chapter 4.4.5).
• Or in another form to be agreed upon with ProRail.
Applications for freight trains that make use of the entire route for which BIT or catalogue paths have
been determined can only be made for paths of that type.
Applications for capacity on railway yards take the form of time/space slots at rail (section) level per
railway yard, including a description of any processes involved (shunting, inspections, cleaning, etc.).
Applications must be sent to:
ProRail, One-Stop-Shop
3500 GA Utrecht
Telephone: +31 (0) 88 231 3456
Fax: +31 (0) 30 235 9474
E-mail: oss@prorail.nl
The One-Stop-Shop is available to answer all your questions about capacity allocation.
International applications
The railway undertaking can request the required capacity on these railway networks by means of a
single application submitted to the One-Stop-Shop of the country of departure or separately to the
infrastructure managers of the railway networks involved, whether or not through a partner railway
undertaking.
If railway undertakings submit separate applications to various infrastructure managers, they assume
own responsibility for harmonisation of those applications. The role of the infrastructure managers
involved is then limited to signalling connection problems.
An international capacity application must comply with the conditions imposed by each of the
infrastructure managers with regard to capacity applications for their network, as worded in their
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Including shunting movements related directly to the timetable
respective network statements. If any of the infrastructure managers involved fails to accept an
international capacity application submitted via ProRail, the latter will give the applicant an opportunity
to change the application and to limit it to an application exclusively for capacity on the railway
infrastructure managed by ProRail.
Intake
Applications are checked on receipt for completeness and other apparent errors, such as conflicting
elements, exceeding the usability of the infrastructure or deviations from the capacity applications
agreed during the BHP phase. Applicants are, if necessary, given an opportunity to make
changes/supplements to the application within a specified period of time.
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If the applicant, in its application, does not make explicit reference to specific user characteristics of
the requested capacity, ProRail can nevertheless allocate the capacity subject to the reservation that
the applicant accepts the standard values in terms of user characteristics. The standard values are
laid down by ProRail, taking into account the characteristics or user restrictions of the infrastructure.
4.4.1.3.2 Scheduling and coordination

All applications are integrated in one timetable during scheduling. In order to accept applications as
best as possible, ProRail can accommodate minor changes to the original application without
disturbing the commercial and logistical relationship, such to be determined by the titleholders. ProRail
subsequently identifies those situations in which applications compete with one another and/or with
the required capacity for work on or near the main railways, as well as the maintenance roster. ProRail
starts the coordination for those situations.
ProRail seeks harmonisation with other infrastructure managers in Europe during the scheduling and
coordination process, with the objective of realising as many high-quality cross-border train paths as
possible. These measures are detailed in the RNE document ‘Process for international path requests’
(see the website www.rne.eu).
Process rules
The scheduling and coordination procedures are subject to the process rules below.
1 The identified competition situation is communicated to all applicants involved.
2 The applicants involved are invited to further consultation on the situation, possibly with a
scheduling proposal by ProRail as point of departure.
3 All applicants involved are invited to submit proposals for solution.
4 Solutions must fit within the usability of the infrastructure, taking into consideration drafting norms,
user restrictions such as noise, rail safety and external safety.
5 The maintenance roster is included in the draft timetable.
6 The objective is to find solutions in which (in order of priority) the capacity application is granted as
much as possible, the commercial and operational relationship within the requested capacity is
disrupted as little as possible, and the economic consequences of deviations from the requested
capacity are as limited as possible. The statutory priority rules are not applied in seeking solutions.
7 The border-crossing times agreed upon with the context of RNE are maintained as much as
possible.
8 The minimum available capacity for ad-hoc applications for international freight transport and
private passenger transport is included in the capacity allocation. This capacity ensues from the
legal standard.
9 The proposals presented by ProRail will be compatible with the timetable measures as included in
capacity improvement plans.
10 ProRail monitors the stable viability of the timetable on the basis of the drafting norms in appendix
23 as well as the effective utilisation of the infrastructure.
11 The applicable procedure is available on the website of ProRail (www.prorail.nl > vervoerders >
capaciteit / treinpaden > dienstregeling).
ProRail makes a draft timetable representing the provisional outcome of the scheduling and
coordination process. This draft timetable will during a period of one month be made available for
inspection, whereby ProRail will give due consideration to the comments thereon.
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Such as train length, presence of dangerous goods, etc.
Coordination
Coordination is a process of consultation between equal partners. In case of competing applications,
the parties involved will make every reasonable effort to find a solution. While doing so, they will
provide transparency with regard to the commercial and economic interests involved. In case of
applications by titleholders that compete with one another, ProRail can attempt to reach agreement by
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raising the user charge . The surcharge will be calculated in accordance with Chapter 6.2 Surcharge
for scarcity of capacity.
If the applicants involved and/or ProRail are unable to reach agreement, ProRail establishes that
applications have not been satisfactorily processed and declares the infrastructure involved as
congested.
In order to find a solution, an appeal can be made to the regulations on the settlement of disputes
either before or after the surcharge is imposed (see Chapter 4.4.2).
Following a congestion statement, allocation by ProRail takes place with application of the statutory
priority rules:
1 For traffic/transport situations in accordance with Sections 7, 8, 10, 11 and 12 Railways Capacity
Allocation Decree.
2 For traffic/transport situations in accordance with Section 9 Railways Capacity Allocation Decree.
3 If the priority rules of the Railway Capacity Allocation Decree are insufficiently distinctive, the
following supplementary priority rules apply:
- Transport takes precedence over traffic.
- Empty rolling stock transport takes precedence over stabling.
- Stabling of rolling stock this is used daily takes precedence over rolling stock that is not used
daily (e.g., rolling stock scheduled for demolition, rolling stock scheduled for new use).
- Short stabling takes precedence over longer stabling, whereby in case of conflicts between
passenger trains, stabling shorter than 12 hours takes precedence over stabling longer than
12 hours. If both applications are for stabling shorter than 12 hours, the first prioritisation will
be based on Section 8 Railway Capacity Allocation Decree, followed by the application of
economic considerations if necessary.
- Accommodate the highest possible utilisation (traffic/transport/stabling) within the applicable
environmental capacity restrictions (noise/risk).
- Full utilization of the noise capacity has priority over full utilization of the risk capacity for
external safety.
Capacity for work
In case of scheduled work on or near the network, which require (a combination of) incidental
possessions, the following supplementary conditions apply:
1 In so far as the work is reasonably foreseeable and plannable on the closing date for annual
timetable applications, the capacity for performance of the work is scheduled and allocated during
the annual timetable allocation process. If work is not reasonably foreseeable and plannable,
agreement on the day type and performance variant may be reached during the annual timetable
phase. These are entered in RADAR and serve as basis for the ad-hoc phase.
2 The coordination of the capacity allocation for the annual timetable is preceded by an inventory of
yet to be agreed possessions on the Combined Network, the Betuweroute and the border route
sections of neighbouring railway networks for which it is expected that the relevant detour routes
will offer insufficient rest capacity to cope with the affected trains. For those possessions whereby
it is established in consultation that the total capacity on the detour routes is insufficient, ProRail
offers the possibility within the annual timetable of designating trains that within the traffic
modification process as stated in Chapter 4.4.1.4 should be treated with priority over other ad-hoc
applications.
3 The maintenance roster remains applicable during and at the location of the incidental
possessions, unless explicitly stated otherwise. ProRail will, if possible, contribute towards
resolving the competition by making changes to the maintenance roster.
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In accordance with Section 7 Paragraph 1 Railways Capacity Allocation Decree
Compensation in case of possessions
ProRail can within the context of the annual timetable allocation process for work on the infrastructure
agree on financial compensation to titleholders other than in the form of user charges. Under the
condition that the alternative transport plan is workable and socially capable, this compensation
agreement is chosen together with the preferred possession variant drawn up by ProRail, subject to
the conditions below.
1 Newbuild works
a. In case of scheduled newbuild works, the out-of-pocket costs of replacement transport are
compensated on the basis of quotes agreed between the transport operator and ProRail.
b. In case of scheduled newbuild works, no compensation is paid for detoured passenger and
freight trains. ProRail will endeavour to avoid incidental possessions on the detour route as
defined in the Corridor Book.
2 Modernisation works
a. Passenger transport operators can, in case of scheduled modernisation works (large-scale
maintenance and renewal), qualify for compensation in the instances and to the degree
described below.
i. No compensation is provided in case of repossessions during weekends, night-time, off-
peak hours, low traffic periods (i.e. school holidays and official public holidays) or when
through train traffic is not affected.
ii. Compensation is provided if and in so far as a possession (partly) falls during normal
working days (not low passenger traffic periods) and if the morning and/or evening peak
times are affected. Compensation then applies to the cancelled train kilometres of the
trains during those working days.
iii. The total of the financial compensation is calculated on the basis of an amount per
cancelled train kilometre as a result of the possession, compared with the situation
allocated in the annual timetable.
iv. The compensation tariff for passenger transport depends on the category to which the
affected route section is allocated according to appendix 27 and amounts to:
• For Category 1 route sections: € 11 per cancelled train km according to the annual
timetable.
• For Category 2 route sections: € 6 per cancelled train km according to the annual
timetable.
ProRail can on a case-by-case basis agree on a higher compensation, based on a
quote stating the costs of replacement transport with a set service level.
b. Freight transport operators can, in case of scheduled modernisation works (large-scale
maintenance and renewal), qualify for compensation in the instances and to the degree
described below.
i. No compensation is provided in the case of possessions during weekends (Saturday
0.00 hours to Monday 6.00 hours) or in low freight traffic periods (i.e. public holidays
and the day between an official public holiday and the weekend), in case the
possession lasts shorter than 12 hours, or if through train traffic is not affected.
ii. Compensation is provided if and in so far as a possession (partly) falls during normal
working days (not low freight traffic periods) and if the possession lasts longer than 12
hours. Compensation then applies to those trains that have not run according to the
originally scheduled route during those working days.
iii. The total of the financial compensation is calculated on the basis of an amount per
cancelled freight train kilometre as a result of the possession. For a definition of an
'affected train' see appendix 27;
iv. The compensation tariff per freight train is determined in accordance with the provisions
under 'tariff' in appendix 27.
ProRail can on a case-by-case basis agree on a higher compensation, based on a
quote stating the costs of replacement transport with a set service level.
3 Combination of works
If modernisation works are combined with newbuild works, the compensation is calculated as the
average compensation that would apply if no combination of works was present, weighted for the
duration of the works. This applies to both passenger and freight train operators.
Capacity for events
Capacity applications related to events and public holidays abroad are subject to the same procedure
as for incidental possessions. In case of yet to be agreed events, extra trains will be allocated during
the annual timetable phase in accordance with the applicable process rules, in combination with the
regular applications for capacity in the annual timetable. ProRail manages this process. The
maintenance roster will not lapse, unless explicitly agreed. ProRail will, if possible, contribute towards
resolving the competition by making changes to the maintenance roster.
Multi-year capacity parameters
ProRail adopts a multi-year sequence of infrastructure works in case of superstructure work and large-
scale maintenance. On the basis of this sequence, ProRail will discuss performance variants with all
involved transport operators and state its preferred variants. The performance variants differ in terms
of timeframe and scale, and must be workable and socially acceptable to all parties involved. Relevant
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criteria for this are laid down in the Corridor Book .
ProRail has a duty of best endeavours to integrate the capacity requirements of all known projects
(newbuild and modernisation) in the multi-year capacity parameters.
The parties have the intention to reach consensus on a performance variant. The proposals are
discussed in (special) user consultations with titleholders. The outcome of these consultations is
determined by the Allocation Table, with the note that the agreements may concern more than one
timetable year. With regard to the validity of the multi-year capacity parameters, the parties agree on
possession variants in anticipation of the annual timetable allocation of the timetable year that lies one
or more years in the future. ProRail can enter into obligations on the basis of these agreements.
Titleholders, with whom ProRail has entered into a multi-year agreement, will during the term of the
multi-year agreement ensure that their requests for capacity are in accordance with the capacity
parameters.
4.4.1.3.3 Determination of allocation

ProRail makes an estimate of the anticipated ad-hoc applications for freight transport and private
passenger transport, including those resulting from work on the infrastructure of ProRail, Keyrail and
foreign railway infrastructure managers. This estimate is converted into train paths, whereby the
principle of peak-shaving is applied. Paths that will be used for more than 50% and/or are not in
conflict with applications by other titleholders will be included in the capacity allocation for the normal
timetable (7*24 hrs), with as bottom limit 10% of the minimum operating level for freight transport.
The annual timetable is recorded in Donna BD (train paths), Emma (stabling capacity at railway yards)
and RADAR (maintenance roster and incidental possessions).The applicable data is entered in the
capacity allocation report, which states the capacity allocated to the applicants and the capacity
reserved for which type of use (including works). This document will form part of the Access
Agreement yet to be concluded with the titleholders. The titleholder then acquires the user right to the
capacity assigned to the titleholder under the terms of the capacity allocation report.
Railway undertakings to which capacity has been allocated may not transfer such capacity to other
titleholders. Capacity holders can have another railway undertaking carry out work on stabled stock,
without such being regarded as the transfer of capacity to another railway undertaking.
4.4.1.4 Allocation in the ad-hoc phase

Applications by titleholders
• Ad-hoc applications are submitted in the same way as in the annual timetable allocation process.
Capacity applications that concern more than one manager can be submitted to the One-Stop-
Shop. The One-Stop-Shop will on request coordinate the handling of those applications with the
managers of the other networks. It is also possible to have ProRail coordinate changes in an
international timetable in connection with possessions by ProRail or elsewhere.
• Titleholders can submit ad-hoc applications in two ways.
- Digital: ProRail makes two applications available for digital ad-hoc capacity applications,
namely VPT/Donna (applications for train paths only >52/36 hrs before departure) and ISVL
(for shorter-term applications, until half an hour before departure). Applications made via
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See the website of ProRail (www.prorail.nl > vervoerders > capaciteit / treinpaden)
VPT/Donna are granted immediately and without further confirmation if the requested
capacity, in accordance with the timetable draft standards, is compatible with the earlier
capacity take-up recorded in VPT/Donna, and if the applicant respects the possessions laid
down in Radar (also if these are not yet processed in VPT/Donna).
In case of applications made via ISVL, the applicant will receive a confirmation or refusal
following processing by ProRail. The processing time can be the subject of a performance
scheme. If two or more applications via ISVL compete for the same capacity, that capacity will
be allocated to the earliest application.
- In writing (by letter, fax or e-mail) to ProRail One-Stop-Shop, up to 5 working days before the
date on which the capacity is required. This term of 5 working days enables ProRail to process
the applications and corresponds with the legally prescribed term within which ProRail must
respond to submitted ad-hoc applications. If two or more applications made in writing compete
for the same capacity, the capacity will be allocated to the earliest application. The applicant
will receive notice of confirmation or refusal within the set term. Acceptance depends on
whether the requested capacity can be aligned with the capacity take-up already recorded in
VPT/Donna. The titleholder making a written application accepts the possibility that the
requested capacity is allocated to a digital application made via VPT/Donna in the period
between submission and processing of the application.
• Ad-hoc capacity applications can compete with earlier agreed capacity. In that case, such can only
be allocated with the permission of the party to whom the capacity was originally allocated.
• The ad-hoc allocated capacity is recorded in the data files. The processed ad-hoc applications can
periodically be grouped and included in a change sheet. Inclusion in a change sheet is solely an
administrative act and does not imply any change to the capacity rights. The commencement
dates of the change sheets are determined by ProRail, following consultation with railway
undertakings and foreign infrastructure managers.
• Catalogue paths for international freight transport offered in RNE context and paths designated by
ProRail in determining the annual timetable (BIT paths) remain reserved for this use up to delivery
to traffic control.
Traffic changes due to management (VAB process)
• ProRail is responsible for the rescheduling of traffic for management purposes.
• The VAB process is subject to the rules that apply to ad-hoc applications.
• ProRail will between 20 and 12 weeks before the start of work initiate coordination with the
titleholders in order to agree on a specification of traffic to be rescheduled. The objective is to
optimally allocate the detour options making use of the rest capacity of the detour route sections.
• ProRail will integrate the received specifications into a total specification for an alternative
timetable (available approx. 9 weeks before the start of work).
• ProRail can process minor changes to the specifications (within the mandate provided by the
transport operators), without disturbing the commercial and logistical relationship, with a view to
making optimal use of the rest capacity resulting from the possessions.
• In those cases that specifications cannot be processed within the set preconditions, ProRail will
initiate coordination with the parties involved.
• If no consensus is achieved, ProRail and the titleholders involved will enter into a yet to be agreed
procedure to determine the allocation within 10 days.
• Once ProRail has determined the allocation (6-9 weeks before coming into effect), it can be
processed in the planning systems.
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Capacity for work
• ProRail can acquire capacity for unscheduled maintenance during the annual timetable. This
concerns maintenance that is reasonably non-plannable on the closing date of the timetable
application period and that cannot in all reasonableness be delayed until the next annual
timetable. Any changes to capacity allocated to traffic takes place subject to the rules for ad-hoc
traffic applications, meaning that permission of the capacity holder is required.
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The detailed steps are described in the procedure ‘capacity allocation Management – Traffic’, available for
consultation on the website of ProRail (www.prorail.nl > vervoerders > capaciteit treinpaden > procedure
verdeling).
• Work, the performance of which is foreseen during the annual timetable, but which is not yet
plannable on the closing date of the timetable application period, will be agreed in mutual
consultation at least 26 weeks in advance.
• Following the timetable application period, the titleholders and ProRail can request a change to
the scheduling of work on grounds of unforeseen circumstances (in relation to the year plan) and
unforeseen work. Point of departure is that the parties involved will cooperate in rescheduling.
Cooperation can only be denied on grounds of own operational interests.
• It is possible when formalising the manner and date of implementation that the further specification
does not fit in the capacity allocated in the annual timetable. Also, situations could occur in the
project preparation and implementation that were not provided for when determining the required
capacity. ProRail will communicate this and consult with the titleholders involved about changes to
the manner and dates of implementation. If no consensus is reached on the implementation
variant, the titleholders involved and ProRail commit themselves within 10 working days, using a
procedure to be agreed upon at that time, to formulate an allocation variant that can be agreed on.
Implementation of the work involved in the 2013 Timetable is a precondition.
• Work on the railways generally demands a (single) large possession and multiple smaller
possessions (for preparation and finishing work). These smaller possessions are implemented in
the maintenance roster. If the maintenance roster provides insufficient capacity, ProRail will
communicate this and determine the required capacity for preparation and finishing work no later
than 13 weeks before implementation. ProRail will consult with the titleholders involved on how to
fit in the extra required capacity. If no consensus can be reached, the procedure for handling of
the dispute as referred to in the previous paragraph also applies.
The purpose of the above provisions is to make optimal use of the large possessions, which fit
within the national context.
• The titleholders or ProRail can make their permission subject to the condition that compensation is
provided for the negative consequences that they experience through deviation from the earlier
allocated capacity. Such compensation is limited to direct operational costs, accompanied by
proper substantiation and specification.
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• In case of (potential) disruptions or irregularities that constitute a (potential) threat to
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uninterrupted train traffic , maintenance is required and titleholders lose their capacity rights in
order to allow the performance of work (repairs, urgent replacements, etc.) for
restoration/assurance of safe and uninterrupted train traffic. ProRail will strive to carry out this
work as much as possible within the maintenance roster.
4.4.2 Dispute resolution process

Coordination involves technical consultation between experts. Experts can have a difference of
opinion resulting in a deadlock in case of a conflict. In order to maintain progress in the capacity
allocation process, there is a dispute resolution scheme that produces a decision within 10 working
days.
By applying the scheme described in this paragraph, ProRail complies with the provisions of Article 21
Paragraph 6 of Directive 2001/14/EC.
An applicant or ProRail can initiate the dispute resolution process during the coordination phase of the
annual timetable up to 10 working days before determining of the capacity allocation for the annual
timetable.
A titleholder can also invoke the dispute resolution regulations if it feels prejudiced by the manner in
which ProRail, in determining the capacity allocation, has deviated from the draft timetable presented
by ProRail on an earlier occasion. In such a case, the titleholder must invoke the dispute resolution
regulations within 5 working days of determination of the capacity allocation by ProRail.
The dispute resolution procedure prescribes a meeting whereby the parties involved will be offered a
fair hearing with the objective of resolving the conflict. If no solution is achieved, the chairman will
pronounce his decision - to the Allocation Table - within 10 working days of the dispute being
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To be ascertained on the basis of inspections, notifications, disruptions, etc.
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This constitutes a further specification of the situation "in case of emergency" as referred to in Article 8
Paragraph 3 of the General Terms & Conditions.
submitted. This decision then serves as the point of departure for further coordination. ProRail will act
as chairman in case of conflicting applications between titleholders (traffic/traffic). In case of a conflict
between an application by a titleholder and the required capacity for scheduled work on or near the
network or the maintenance roster, the dispute will be handled by a chairman independent of ProRail,
who will be appointed by ProRail with the approval of the titleholders. Handling of the dispute will in
that case produce an advice from which ProRail may only for good reasons deviate in its capacity
allocation. ProRail will communicate these reasons to the titleholders involved.
4.4.3 Congested infrastructure

Capacity bottlenecks can be signalled during the annual timetable allocation process or following a
forecast of capacity applications for the near future. Bottlenecks may concern both physical and other
limitations (including noise, rail safety and external safety) of the capacity. This could lead to ProRail
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declaring parts of the infrastructure congested . Following a congestion statement, ProRail will within
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six months perform a capacity analysis . Within six months of completion of the capacity analysis,
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ProRail will draw up a capacity improvement plan in consultation with the titleholders involved. Using
a cost-benefit analysis, ProRail will establish the most cost-effective solution for the capacity
improvement plan. Solutions can take the form of changes in either the infrastructure or the timetable.
4.4.4 Impact of framework agreements

ProRail has as the time of publication of this Network Statement not concluded any framework
agreements for the 2013 Timetable. ProRail intends to introduce a type of framework agreement
whereby priority can be assigned to the allocation of stabling capacity at railway yards. This will be
geared specifically to those situations in which the development and realisation of facilities at the
expense of the titleholders. Before concluding a framework agreement of this type, ProRail will invite
the other titleholders involved to express their opinion on the intended framework agreement.
4.4.5 Support systems

The support systems used in (the preparation of) the capacity allocation process are listed in the table
below accompanied by a brief description. The most important support systems for the allocation
process are VPT/Donna and Radar. Railway undertakings can make use of these systems. VPT is
being replaced by Donna. Donna is the leading system for the basic hour pattern and annual timetable
process, as well as the 2013 ad-hoc phase. Should it appear necessary to fall back on VPT, this will
be announced by means of a supplement to the Network Statement.
Process System Brief explanation
Determine Donna BU Information & communication system to support the

basic hour patterns scheduling and allocation of the train service. The basic hour
pattern is recorded in Donna BU.
Annual timetable Donna BD Information & communication system to support the
allocation scheduling and allocation of the train service. The details of
the timetable for seven traffic days of 24 hours in a standard
week are recorded in Donna BD.
‘Path Coordination An Internet application with which capacity is applied for at
System’ of RNE international level, and the allocated capacity is published.
Radar Application supporting the maintenance versus traffic
allocation process, as well as the communication thereon with
the parties involved.
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The congestion statement is an Appendix to the capacity analysis and is published on the website of ProRai
(www.prorail.nl > vervoerders > capaciteit treinpaden > capaciteitsanalyses).
75
See the website of ProRail (www.prorail.nl > vervoerders > capaciteit treinpaden > capaciteitsanalyses)
76
See the website of ProRail (www.prorail.nl > vervoerders > capaciteit treinpaden > vergrotingsplannen)
Process System Brief explanation
Emma Supports the scheduling and coordination for stationary

capacity, and the communication on scheduling and
coordination with regard to applications for traffic capacity
Allocation in the ad- Donna BD update Information & communication system to support the
hoc phase (change sheets) scheduling and allocation of the train service. The details of
the timetable for seven traffic days of 24 hours in a standard
VPT17/Donna SD week are recorded in Donna BD. The detailing of the timetable
for specific days and scheduling of train paths are recorded
VPT 17/Donna SD.
ISVL Application for submitting applications between 52/36 hours
and 30 minutes before departure.
4.5 Allocation of capacity for maintenance, renewal and

enhancements
The procedure for the allocation of capacity for performing work on or near the railway infrastructure is
described in Chapter 4.4.
4.6 Non-usage / cancellation rules

If it becomes clear one hour before departure that the capacity will not or cannot be used by the
titleholder, ProRail is entitled to grant the capacity to other titleholders. If it appears that the capacity
reserved in catalogue/BIT paths for freight transport will probably not be used, this capacity will
become available for other market segments from the time of delivery to traffic control. ProRail can
designate specific train paths that will become available sooner.
If a titleholder, to whom capacity for route sections and platform tracks has been allocated in the
annual timetable (including change sheets), within a period of at least 4 weeks utilises less than 80%
of its capacity for public passenger transport or less than 50% of its capacity for other purposes,
ProRail can reclaim the capacity rights, whereby the titleholder is notified 1 week in advance.
To prevent unused capacity at railway yards, capacity on one or more specific tracks can be allocated
to multiple titleholders at the same time. In doing so, titleholders can cooperate whereby one of them
is designated as being responsible for the daily logistical coordination. Moreover, it applies in general
terms that, if capacity has been used less than half of the days during a period of at least 4 weeks,
ProRail can reclaim the capacity rights, whereby the titleholder is notified 1 week in advance.
ProRail will investigate - also through enquiries with the titleholder involved - whether the
underutilisation is due to non-economic reasons beyond the control of the railway undertaking.
4.7 Exceptional transports and dangerous goods

The regulations for Exceptional Transport are provided in Section 1.2 of appendix 6.
4.8 Special measures to be taken in the event of disturbance

ProRail makes tracks and routes available in accordance with the capacity allocation procedure.
► ProRail has drawn up the division of responsibilities with regard to the choice of routes in Section
1.1 of appendix 6 Operational Conditions, and wishes to include these in the Access Agreement.
◄
4.8.1 Principles
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ProRail is authorised by the Rail Traffic Decree and the General Terms & Conditions in certain
situations to deviate from previously allocated capacity and thus to intervene in the intended flow of
the train service and the operating processes of railway undertakings. The railway undertaking must
obey the instructions given under such conditions by ProRail. ProRail may exercise this authority in
case of incidents, deviations or disruption of the planned flow of traffic, in particular:
• 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, or otherwise gives rise to an out-of-control
situation.
• In the event of disruptions or unforeseen restrictions in the 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 ProRail by law are in danger of being
transgressed.
• To bring an end to situations in which the guidelines applicable to ProRail 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.
Preference is given to maintaining, as best as possible, the routes - which have been assessed in
terms of feasibility and safety - stated in the year plan, except in case of regular detour routes.
4.8.2 Operational regulation

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 agreed capacity without any
reduced availability of the infrastructure.
1. 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. In such cases, 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 that are 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.
In drawing up a new plan, ProRail will apply the obstruction measures as agreed in advance with
the transport operators involved.
If ProRail, 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. ProRail will accept this change on condition that it does not prejudice any other transport
operators. Deviating agreements with regard to a specific incident can be made in the OCCR
(regional policy team incident management) or in the LBI (national policy team incident
management).
2. Train deviating from the allocation plan
A train deviates from the allocation plan if the delay is such that the train uses other infrastructure
capacity than prescribed in the allocation plan. If a train exceeds the delay margins agreed with
the railway undertaking, the affected train is rescheduled subject to the specifications of the
railway undertaking concerned. A path, which is free of conflict with the trains of other railway
77
undertakings, is thereby determined. This principle is detailed in handling agreements
contractually laid down with the railway undertaking.
In case of two trains that deviate from the allocation plan, 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 on
the basis of the ' first come first served' principle. If ProRail is forced to deviate from this principle,
such will take place following consultation with the railway undertakings concerned. The same
applies if one or more railway undertakings make a request for change.
ProRail will inform DB Netze and Infrabel about any change in the timetable for cross-border traffic
made by ProRail. Coordination takes place on discovery of a (potential) timetable conflict. Keyrail and
ProRail inform another through the shared system use of intervention systems. 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.
4.8.3 Foreseen problems

ProRail seeks as far as possible to determine the invention measures in advance in the handling
agreements with railway undertaking.
► ProRail has described the regulations concerning handling agreements in Section 2.1.2 of
appendix 6 Operational Conditions, and wants to include these in the Access Agreement. ◄
4.8.4 Unforeseen problems

In the event that a disruption and the intervention for correction thereof involve only one railway
undertaking and does not affect the capacity allocated to other railway undertakings, the intervention
measures to be taken are determined as much as possible in consultation with the railway undertaking
in question. Ultimately, ProRail decides on the measures to be taken.
ProRail does not apply any priority rules per train type.
► ProRail has described the regulations concerning unforeseen interventions, including those
situations in which the handling agreements were not applicable, in Section 2.1.2 of appendix 6
Operational Conditions, and wants to include these in the Access Agreement. ◄
4.8.5 Cooperation railway undertakings and ProRail

The Operational Control Centre Rail (OCCR) is an operational collaboration by the railway sector, with
an own identity and accompanying facilities, including a national control room.
In the OCCR, railway undertakings and ProRail work together in a shared workspace on the handling
(and anticipation) of disruptions, disasters and other exceptional situations in the logistical and
infrastructural processes (including power and ICT systems). In terms of handling, ProRail and the
railway undertakings each retain their own statutory tasks and responsibilities in accordance with the
Railways Act. The OCCR is open to all railway undertakings operating on the railway network
managed by ProRail.
For further information on the work procedures within the OCCR or on making use of the OCCR
facilities, including the costs involved, see the document ‘Guide to the OCCR’, which is available on
the OCCR website (www.occr.nl > documenten).
4.8.6 Guaranteeing detection

ProRail designates tracks and routes that are not used regularly for normal services, but are important
for traffic flow when rescheduling measures are necessary. In order to guarantee the reliability of the
detection systems on the tracks and routes, the interval between two successive runs along those
tracks and routes may not exceed the set limit values. ProRail may for this purpose instruct certain
trains to take an alternative route so that the limit value is not exceeded (rust-clearance running).
► ProRail has described the regulations concerning handling rust-clearance in Section 2.4 of
appendix 6 Operational Conditions, and wants to include these in the Access Agreement. ◄
4.9 Allocation of capacity for service facilities

The capacity rights for use of the facilities stated in Chapter 3.8 are applied for and treated in the
regular capacity allocation process. The use of these facilities, insofar as managed by ProRail, is
offered in the form of services (see Chapter 5.4).
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5 Services
5.1 Introduction
ProRail offers a broad package of services. This chapter deals with the services provided by ProRail
during the 2012 Timetable as regards the use and development of the railway infrastructure and
78
supplementary facilities by railway undertakings and other titleholders. ProRail also offers services
with regard to the planning and performance of the timetable, as well as performance analysis.
The table in appendix 24 shows the relationship between the services provided by ProRail and the
services offered by other infrastructure managers cooperating in RailNetEurope, as well as
supplementary facilities.
5.1.1 Available services

The services provided by ProRail are classified according to functionally cohesive service groups, as
shown in the table below.
Service group Description Chapter
Network and Train Services concerning the use of the 5.2

Path railway infrastructure by train traffic
Transfer Services concerning access to and use 5.3
of transfer facilities at stations
Travel Information Services concerning travel information 5.4
on train traffic for passengers
Railway Yards Services concerning the use of the 5.5
railway infrastructure for the stabling and
shunting of passenger and freight trains,
as well as the use of supplementary
facilities at railway yards
Information Supporting/supplementary information 5.6
services to railway undertakings
The description of the services, see Chapters 5.2 to 5.6, includes, insofar as applicable, the tariff and
category in which the service is classified according to Annex II of Directive 2001/14/EC. This
classification forms the basis for determining the tariff. Chapter 6.2 explains the principles of the user
charge, while Chapter 6.3 states specific regulations concerning tariffs.
All services referred to in this chapter are offered and managed by ProRail, unless explicitly stated
otherwise.
All services referred to in this chapter are governed by the General Terms and Conditions (see
appendix 5). If specific conditions apply to a service, this is stated in the form of delivery and/or user
conditions.
Terms of delivery are the terms and conditions applied by ProRail to the purchase of the relevant
service. The user conditions specify the resources required by the railway undertaking to make use of
the service as well as the terms to be complied with by the railway undertaking when making use of
the service.
As regards information services (ancillary services, as referred to under Category 4 in Annex II to
Directive 2001/14/EC), ProRail reserves the right to limit new or extra applications for a service, or to
(temporarily) refuse access to a service if this application or extension cannot be delivered within the
current capacity of the service.
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Facilities of an infrastructural nature, not falling under the definition of railway infrastructure according to
Article 1c Railways Act, will be qualified as 'supplementary facilities' according to Article 67 Railways Act.
► The services to be acquired by the railway undertaking are laid down in the Access Agreement. ◄
5.1.2 Process of function changes

The railway infrastructure and supplementary facilities (Network and Train Path, Railway Yards and
Transfer service groups) are constantly under development in order to meet the needs of railway
undertakings and other titleholders. This development leads to functional changes to the railway
infrastructure and supplementary facilities. The following categories of functional changes can occur:
• Enlargement: expansion of the railway infrastructure and supplementary facilities.
• Change: modification of the railway infrastructure and supplementary facilities.
• Reduction: consolidation of the railway infrastructure and supplementary facilities.
Functional changes can be initiated in various manners.
• A capacity allocation process may, for example, lead to a congestion statement (see Chapter
4.4.3). Such a capacity bottleneck may be of an infrastructural nature or result from the provisions
of the applicable environmental permit as regards noise or external safety. In that case, ProRail
will by means of a capacity analysis and capacity improvement plan determine measures aimed at
increasing the capacity, including a schedule for the performance of such measures. Possible
measures include process modification, infrastructural measures or a change to an environmental
permit. The capacity improvement plan is drawn up in consultation with the users of the congested
infrastructure. The capacity improvement plan includes a social cost-benefit analysis of the
proposed solutions for resolving the capacity bottleneck. Purpose of this analysis is to provide all
parties involved with insight into the consequences of the alternative measures. ProRail uses a
multicriteria analysis (MCA) to determine and prioritise the most cost-effective measure.
• It is also possible that the infrastructure could face insufficient capacity problems in the near
future. In that case, a congestion statement will be issued, following which the appropriate
measures will be determined with the aid of the capacity analysis process and capacity
improvement plan described above.
• The customers of ProRail may in terms of their activities and business operations (e.g., the
running of trains, stabling, cleaning, inspection, loading and unloading) experience a need to
increase or change the existing offer in terms of railway infrastructure or facilities.
• This need can be expressed as a customer request via Account Management, after which ProRail
can offer a suitable solution in consultation with the customer. If the solution is not available within
the current service offer, a customised solution may be developed in consultation with the
customer.
• A customer request for a change of function at railway yards may imply a modification or
expansion of railway yard facilities (see Chapters 5.5.2 to 5.5.10). Such customer requests must
be submitted to Account Management. ProRail will use a weighting method to determine an
appropriate response to such a request, including who should pay for the realisation costs.
• A titleholder that pays the non-train service dependent costs of a facility can conclude a framework
agreement with ProRail in which the stabling capacity required to use that facility for a longer
period than one year is allocated. The conditions for concluding a framework agreement are
described in Chapter 4.4.4.
• Changing legislation and regulations, consolidation requests and product policy can lead to the
development of railway infrastructure and supplementary facilities. Developments that have
already been scheduled for the near future will, if applicable to a specific service group, be
described in the relevant chapter.
External developments
Usability of the railway infrastructure is also partly determined by conditions beyond the realm of
ProRail’s responsibilities. ProRail has in this Network Statement incorporated the latest conditions
applicable at the time of going to press.
It is not inconceivable that further external developments may occur during the period of validity of this
Network Statement 2013, which may affect the usability of the infrastructure. Examples of such
external developments are given below.
• Introduction of public law regulations for the restriction of noise emissions by rail traffic on existing
infrastructure, which if necessary permits the implementation of capacity allocation measures to
control emissions.
• Introduction of public law regulations for the routing of the carriage of dangerous goods, on the
basis of which the carriage of certain classes of dangerous goods on certain route sections may
be restricted or excluded.
• Amendment of the Discharge Decree under the Soil Protection Act, which prescribes conditions
for the discharge of waste water in the absence of retention and discharge systems. This could
influence the processes for the internal and external cleaning of rail vehicles whereby wastewater
can penetrate the soil.
ProRail is prepared to discuss the possibilities of anticipating such developments with the railway
undertakings.
5.1.3 Planning schedule of function changes

ProRail executes projects for the expansion or improvement of the railway infrastructure. The following
are included in appendix 11:
a) A list of the extensions and improvements that are expected to become available for use in the
period up to and including 2017. This list indicates changes relating to both the scale and
functionality of the network. Information in the list remains subject to changes ensuing from
reprioritisation as a result of developments that lie outside the scope of influence of ProRail.
b) Furthermore, an overview is provided of studies by ProRail into infrastructural changes that are
necessary to accommodate traffic development in the medium term (2013-2020).
The project list is continually updated. The most recent version is available on the website of ProRail
(www.prorail.nl > vervoerders > infrastructuur).
5.1.4 New information services

ProRail currently has no new information services under development.
5.2 Network and Train Path service group

This service group comprises all services required for reserving and using train traffic capacity on the
network and other railway infrastructure managed by ProRail. The following services are provided:
1. Train Path
2. Overhead Contact Line
3. Exceptional Transport
5.2.1 Train Path

Service Use of train paths
Description The use of train paths according to the right to train paths acquired through the
capacity allocation process, plus the elements of the minimum access package as
referred to in Annex II of Directive 2001/14/EC:
79
a. The handling of applications for infrastructure capacity . For this purpose,
ProRail provides the DONNA, EMMA, RADAR, ISVL and Path Coordination
System, as described in § 5.6.2 to 5.6.6.
b. The reserving of capacity according to the agreed capacity location.
c. The use of the tracks on route sections and stations for train and shunting
movements as well as the stationary use of tracks insofar as necessary for
traffic flows (passing, direction changes, etc.) according to the agreed capacity
allocation or intervention. Additionally, the stationary use of platform tracks
insofar as necessary for the (dis)embarking of passengers and/or (un)loading
79
Trains subject to the user charge exemption scheme (due to instructions by ProRail) can only be applied for
on the basis of a timetable entered by the applicant into VPT/Donna or via an application via ISVL.
of freight as well as the stationary use of tracks during a maximum of 3 hours
preceding and/or following a train or shunting movement.
d. The traffic control for both centrally and locally controlled areas, including use
of the Railway Safety Telecommunication services, as described as a primary
application in § 5.6.12.
e. The provision of all information required to carry out the train service for which
capacity has been applied for, through, e.g., the Infra-Atlas, type 1/2 service
(see § 5.6.1), the rail and road signs (see § 5.6.10), the Temporary Speed
Restrictions service (see § 5.6.13) and the Permit Management System (see §
5.6.14).
f. The provision of information to the railway undertaking about the train service
handling via, e.g., the Travel and Traffic Information service, type 1a/b (see §
5.4.1) and the ISVL Application service (see § 5.6.5).
g. The provision of information, in the form of a standard data file, on the factual
realisation of the train service via, e.g., the Realisation/Facts service (see §
5.6.15) and the Monitoring service (see § 5.6.16).
h. The services of ProRail’s response organisation pertaining to alarm signals, the
evacuation and clearing of the tracks after accidents and irregularities, 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 also 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 at the expense of the causing party). The costs of
retaining the response organisation are included in the tariff per train kilometre.
The deployment costs are charged to the causing party.
Where is the service This service is provided on main railways
provided
Request Via capacity allocation process
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EU category Category 1 (minimum access package)
Tariff The tariff depends on the weight category of the train and is charged per train
kilometre:
Weight category Tariff
up to 160 tons € 0.7700

between 161 and 320 tons € 1.0950
between 321 and 600 tons € 1.5300
between 601 and 1,600 € 2.4500
tons
between 1.601 and 3.000 € 2.9500
tons
from 3,001 tons € 3.2000
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The HSL levy (see Chapter 6.2) is € xx.xx per train kilometre
The deployment costs of the response organisation: actual deployment costs, per
incident
Delivery time According to the order times of the capacity allocation process.
Terms of delivery Titleholders who do not qualify as railway undertaking can exclusively acquire from
ProRail the items a. and b. of this service, as described above.
User conditions The Operational Conditions (see appendix 6) are applicable.
The service is limited to use by normal traffic, not being exceptional traffic (see
Section 1.2 of appendix 6).
With a view to optimising the use of the capacity of the main railways, parties may
agree on the application of the Quiet Train Kilometres performance scheme (see
appendix 26).
80
In accordance with Annex II of Directive 2001/14/EC
81
Provisional tariff is set after determination of the capacity allocation for the 2013 Timetable
Quality KPIs with the following limit values are used to measure quality:
KPI 2012 2013 2014
KPI Train paths delivered by ProRail to

all passenger transport operators 98% 98% 98%
5.2.2 Overhead Contact Line

Service Use of the overhead contact line
Description Use of the overhead contact line and all other parts of the traction power supply
managed by ProRail.
(for the purchase and consumption of electrical traction energy, see Chapter 5.7)
Types The traction energy supply systems are stated in appendix 18.
Where is the service On electrified railways, see appendix 18.
provided
Request Via account management
EU category Category 2 (track access to facilities).
Tariff The tariff is € 0.029029 per kWh.
Included in the tariff are the transport costs charged by grid managers to ProRail.
Terms of delivery Delivery of the service is supplementary to the Train Path service.
Pursuant to the Electricity Act 1998, ProRail is designated as ‘manager of a private
network’ for the management of the traction power supply network. In this capacity,
ProRail requires the parties who make use of this facility to submit a periodic
statement of their actual and expected power consumption.
Prior to the contracting of the service, the railway undertaking will submit a forecast
of the consumption of electrical traction power during the coming 5 years, as well as
a statement in accordance with the model statement ‘use and purchase of electrical
traction energy’ as further described in Chapter 5.7 for the purchase and
consumption of electrical traction energy.
User conditions The maximum current collection per route section is stated in appendix 18.
Quality In accordance with KPI train path.
De-icing is limited to use of the available short-circuit switches.
5.2.3 Exceptional Transport

Service Facilitating exceptional transport
Description Standard regulations and customised regulations for exceptional transport, see
Chapter 2.5 and 4.7.
Where is the service This service is provided on main railways
provided
Request Via One-Stop-Shop (Chapter 1.9.1)
EU category Category 3 (additional service)
Tariff For standard regulations: included in the user charge for the Train Path service.
For customised regulations: actual costs, agreed on a case-by-case basis.
Delivery time See Section 1.2 of appendix 6 Operational Conditions
Terms of delivery See Section 1.2 of appendix 6 Operational Conditions
User conditions See Section 1.2 of appendix 6 Operational Conditions
5.3 Transfer service group

This service group concerns services that enable the transfer of passengers. In a more restricted
sense, this service group concerns access to and use of station facilities.
5.3.1 Transfer area
Service Facilitating transfer flows and waiting at stations.
Description ProRail provides sufficient infrastructural facilities to enable the comfortable, fast
and safe passage of passengers from outside the station to the trains and vice
versa, as well as for the transfer between trains.
Moreover, ProRail provides sufficient facilities to enable the comfortable waiting for
the arrival of a train.
Comfortable is also defined as: in a clean and socially safe environment.
Where is the service At the stations as referred to in appendix 25 (with station categories).
provided
EU category Category 2 (track access to service facilities)
Tariff The tariff depends on:
• The station category for the definition of the various station categories
(Cathedral / Mega / Plus / Basic / Stop) see § 6.3.2, station classifications
according to appendix 25.
• The train stop code. For the definition of the various train stop codes (A / B / C)
see § 6.3.2
with the following amount per stop:
Station Tariff
category
Train stop code
A B C
cathedral € 4.19 € 5.58 € 6.98

mega € 2.90 € 3.87 € 4.84
plus € 2.22 € 2.97 € 3.71
basic € 1.48 € 1.98 € 2.47
stop € 0.67 € 0.89 € 1.11
Quality KPIs with the following limit values are used to measure quality of cleanliness and
social safety:
KPI 2012 2013 2014
KPI Social safety daytime transfer 90% ≥ 7 90% ≥ 7 90% ≥ 7

KPI Social safety evening transfer 59% = 7 59% ≥ 7 59% ≥ 7
KPI Cleanliness transfer 55% ≥ 7 55% ≥ 7 55% ≥ 7
Note: 90% ≥ 7 means that 90% of passengers must give a score of 7 or higher.
5.4 Travel information service group
5.4.1 Travel and traffic information

Service Informing railway undertakings, travellers and the general public on the current
status of the availability of the railway network and the implementation of the
timetable.
Description ProRail can feed various channels with information on particulars on the railway
network and the current train service. Examples are Teletext, information providers
like the ANWB and the Travel Information Service
ProRail also offers the possibility of a datastream with this information, enabling the
railway undertaking to feed its own systems
ProRail can inform travellers at stations about particulars on the railway network
and the current train service. This information is presented by audiovisual means, in
the station hall and on the platforms using the travel information systems available
at the station.
Facility Depending on their size, the stations are equipped with one or more of the following
travel information systems:
• public address system
• presentation facilities in station halls
• presentation facilities on platforms
Travel information personnel of ProRail are specially trained and equipped to
announce travel information at stations and to operate the presentation facilities.
Types Included as standard with this service are:
1a. The feeding of NOS-Teletext and information providers such as ANWB and the
Travel Information Service as a service on behalf of railway undertakings,
travellers and the general public.
1b. Providing management reports on incidents on the railway network relevant to
traffic handling.
The following options are available (to passenger transport operators):
2. At the request of railway undertakings, providing travel information to travellers
at stations in various forms, by:
• Providing information on destinations, train types, departure times and
platforms using the presentation systems in station halls and on the
platforms.
• Announcing information on current departure times and platforms in the
case of deviations from the timetable. ProRail provides this service
element in accordance with yet to be agreed specifications.
3. A customised service, for which a quote can be requested. Examples:
• An interface with own systems for the provision of current information on
the railway network and/or implementation of the timetable.
• The provision of information on the timetable via specific channels, e.g. via
Teletext.
• The expansion of travel information systems on a station or the operation
thereof.
Where is the service 1a. Via the media as referred to under Type 1.
provided 1b. Via e-mail.
2. Audio announcements are delivered at all stations in the Netherlands, visual
messages are delivered at stations with more than 1,000 (dis)embarking
passengers per day. The type and number of presentation facilities depends on
the size of the station.
3. On request.
EU category 1a/b Category 1 (minimum access package)
2. Category 3 (additional service)
3. Category 4 (ancillary service)
Tariff 1a/b part of train kilometre tariff of the Train Path service
2. On request
3. On request, customised
Delivery time 1a. Immediate
1b. Within 1 month
2. Within 1 month at stations where delivery currently takes place, on request in
all other cases.
3. On request
Terms of delivery 1a. No specific terms of delivery
1b. Specific for this service:
• The data (including in processed form) may only be used for providing
customers and employees with current information.
• No changes may be made to the content of the data.
• The data may not be used for any other purpose than for which they have
been provided by ProRail. Competitive use of this data is not permitted.
• The source must be stated (Source: ProRail).
2. No specific terms of delivery
3. Terms of delivery in accordance with offer
User conditions none
Quality 1a. Not applicable
1b. on the basis of need
2. In accordance with yet to be agreed specifications
3. In accordance with quote
5.5 Railway Yards service group

This service group concerns the holding of passenger and freight trains at railway yards and use of the
on-site facilities.
The services provided at railway yards concern access to and the use of:
1. Stabling and shunting sidings
as well as of:
2. Loading and Unloading Facilities
3. Refuelling systems
4. Depot Power Supply
5. Train Preheating
6. Filler Hydrants
7. Service Cabinets
8. Brake-Testing Cabinets
9. (Dis)embarking Facilities
10. Service Paths and Roads
11. Faeces Discharge
Railway yards are also equipped with facilities that enable compliance with statutory requirements with
regard to lighting, closure and the accessibility of railway lines.
5.5.1 Stabling and shunting sidings

Service Use of stabling and shunting sidings
Description This service concerns the use of tracks during a contiguous period of 3 hours or
longer, for stabling, shunting, refuelling, loading and unloading, inspecting and
cleaning of rail vehicles for passenger and freight trains.
Types A distinction is made between tracks that are and are not included in the safety
system of centrally controlled areas.
Where is the service On railway yards and platform tracks
provided
Request Via the capacity allocation process
Tariff The basic tariff per metre of stabling siding per year:
• € 52.38 for the stabling sidings included in the safety system of centrally
controlled areas
• € 39.97 for stabling sidings not included in the safety system.
Depending on the term of use, the basic tariff is multiplied by a factor:
Table Term Tariff
1* for all days of the timetable basic tariff
2 for an individual day basic tariff * 250% / 365
* The tariff in proportion to the number of days during that period applies for a part
of the timetable.
A reservation fee of 25% of the estimated user charge is charged for allocated
capacity. This is deducted from the actual user charge owed (if higher than the
reservation fee). Settlement takes place on a track by track basis. No settlement
with other tracks is possible. Allocated capacity can be returned, subject to a notice
period of one month.
If the user right to a track is divided among multiple railway undertakings
(timesharing), the user charge is shared equally among the undertakings involved.
This only applies to annual timetable applications that concern all the days of the
timetable year.
No settlement will take place if due to incidental work on or near the main railways,
use must be made of stabling sidings for which no user rights were acquired, or if
no use can be made of stabling siding for which user rights were acquired.
If replacement capacity is agreed in case of competing applications for stabling
capacity and the maintenance roster during the coordination of the annual
timetable, the tariff of the user right will be based on the original application.
The monthly instalment for the stabling user right will be determined on the basis of
the annual timetable (‘amount B’), divided by 12. In case of a change to the agreed
stabling capacity, the earlier calculated user charge for the entire annual timetable
(‘amount A’) will be recalculated on the basis of the fiction that the information on
the agreed stabling capacity was available prior to the conclusion of the agreement.
Any difference between ‘amount A’ and ‘amount B’ will be stated as a one-off item
in the first following monthly invoice.
Included in the user charge is the use of the following track facilities that are
available on publication of the Network Statement:
• Depot Power Supply (incl. delivery of electric power, see § 5.5.4) and Train
Preheating (see § 5.5.5).
• Filler Hydrants (see § 5.5.6) and Service Cabinets for internal vehicle cleaning
(incl. delivery of water and energy, see § 5.5.7).
• Brake-Testing Cabinets (see § 5.5.8).
• Loading and Unloading Facilities (see § 5.5.2) and Service Paths and Roads
(see § 5.5.10).
• (Dis)embarking Facilities (see § 5.5.9).
NB the user charge for the Faeces Discharge service is NOT included (see
§ 5.5.11).
Terms of delivery The service is only provided in combination with the Train Path service.
The Operational Conditions (see appendix 6) are applicable.
User conditions ProRail can impose conditions on the performance of work in/on railway vehicles on
stabling and shunting sidings. Such conditions may concern:
• Safety requirements
• Preventing nuisance to other users
• Protecting the assets of ProRail
• The applicable legal provisions (including environmental permit)
The use of stabling and shunting sidings with certain categories of vehicles and/or
loads may be subject to restrictions on grounds of environmental legislation. The
environmental permits acquired on the basis of the environmental permit serves as
the legal framework against which the capacity applications are tested. All current
environmental permits for railway yards are available for consultation via the
environmental permits management system. These permits contain all the
provisions with which titleholders must comply.
Use of the loading and unloading facilities, as well of the roads on railway yards, is
limited to road vehicles and other mobile equipment that may make unrestricted use
of the public road. The use of other vehicles and mobile equipment at these
locations is subject to agreement with ProRail.
5.5.2 Loading and Unloading Facilities
Service Use of public loading and unloading facilities
Description The use of public facilities for the transhipment of goods from lorry to train, and vice
versa. The facility comprises at least a paved site located directly alongside the
railway line, with a connection to the public road.
Types • Loading and unloading facilities without restrictions
• Loading and unloading facilities with environmental, physical or capacity
restrictions
Where is the service The available loading and loading facilities are listed in appendix 21.
provided
Request Via Account Management
Tariff The tariff for use of the loading and unloading facilities available on announcement
of the Network Statement is included in the user charge for the Stabling and
Shunting Sidings service.
Terms of delivery ProRail reserves the right to offer the use of loading and unloading facilities other
than those available on announcement of the Network Statement subject to
deviating (tariff) conditions.
User conditions Use of the public loading and unloading facilities takes place subject to the
applicable environmental permit.
Use of the loading and unloading facilities is limited to road vehicles and other
mobile equipment that may make unrestricted use of the public road. The use of
other vehicles and mobile equipment at these locations is subject to agreement with
ProRail
5.5.3 Refuelling systems

ProRail provides services with regard to refuelling systems. A distinction is made between:
1. Use of Refuelling Systems
2. Operation of Refuelling Systems
5.5.3.1 Use of Refuelling Systems

Service The use of refuelling systems
Description Use of refuelling systems for the loading of fuel in traction vehicles.
(For the delivery of fuel, see Chapter 5.7)
Types Not applicable
Where is the service The refuelling systems are indicated in appendix 22.
provided
Tariff The tariff for use of the Sloe refuelling system is included in the user charge for the
Stabling and Shunting Sidings service. For the use of the other refuelling systems,
see VIVENS information, § 5.7.
Terms of delivery ProRail reserves the right to offer the use of loading and unloading systems other
than those available on announcement of the Network Statement subject to
deviating (tariff) conditions.
User conditions The operator of the refuelling systems can impose supplementary conditions with
regard to use of the refuelling systems, for example, with regard to preliminary
notification and the time period within which delivery can be made.
5.5.3.2 Operation of Refuelling Systems

Service Operation of refuelling systems
Description Use of refuelling systems for fuel supply in the operator's business processes, as
well as the operation of fuel supply to third parties.
Where is the service The refuelling system stated in appendix 22, with the exception of the refuelling
provided system at Sloe railway yard.
Tariff The user right to operate a refuelling system is granted free of charge, in
combination with the obligation to exercise the daily management and the provision
of fuel supply via the refuelling system to third parties.
Terms of delivery The refuelling systems are operated by members of VIVENS (see Chapter 5.7). A
refuelling system can only be run by one operator.
User conditions The user right to operate a refuelling system is granted under conditions concerning
daily management and fuel supply via the refuelling system to third parties.
5.5.4 Depot Power Supply

Service Use of depot power supply
Description Use of the power supply for non-traction electric train systems, including the
delivery of energy.
Facility Wall sockets
(predominantly type CEE 3-pole for 230 V and type CEE 5-pole for 400 V)
Types ProRail offers various types:
• 230 V, 1-phase AC, various currents
• 400 V, 3-phase AC, various currents
Where is the service Entire network Information on the tracks at which the service is delivered is
provided available on request at each railway yard.
Tariff The tariff for use of the depot power supply available on announcement of the
Network Statement is included in the user charge for the Stabling and Shunting
Sidings service.
Terms of delivery Railway undertakings must themselves provide the required connecting cables and
interrupt couplings.
ProRail reserves the right to offer the use of depot power supplies other than those
available on announcement of the Network Statement subject to deviating (tariff)
conditions.
User conditions The use of depot power supply does not include vehicle connection cables.
5.5.5 Train Preheating

Service Use of train preheating
Description Use of power supply for the climatization of railway vehicles and non-traction
electric train systems.
(For the delivery of electric power, see Chapter 5.7)
Facility Socket with 1500V from the overhead contact line
Types • Entire network
• Flexible socket, 1500V
Tariff The tariff for use of the train preheating connections available on announcement of
the Network Statement is included in the user charge for the Stabling and Shunting
Sidings service.
Terms of delivery ProRail reserves the right to offer the use of train preheating connections other than
those available on announcement of the Network Statement subject to deviating
(tariff) conditions.
User conditions No specific user conditions.
5.5.6 Filler Hydrants
Service Use of filler hydrants
Description Use of water connections for the filling of vehicle reservoirs including the supply of
water.
The filler hydrant can also be used to clean the cabin window with the aid of a brush
system.
Facility Hydrant (water supply point)
Types Tap with hose connection. These can be:
• fitted in a well with a lid at path level
• integrated in a cabinet with the connection at hip level.
Tariff The tariff for use of the filler hydrants available on announcement of the Network
Statement is included in the user charge for the Stabling and Shunting Sidings
service.
Terms of delivery ProRail reserves the right to offer the use of filler hydrants other than those
conditions.
User conditions Use of the filler hydrants does not include water hoses.
5.5.7 Service Cabinets

Service Use of service cabinets
Description Use of hot water, cold water, sink and wall socket for the internal cleaning of railway
vehicles, including supply of electricity and water.
Facility Taps for hot and cold water, sink and wall socket.
Types • Service cabinets with hot water (via built-in boiler)
• Service cabinets with cold water
Tariff The tariff for use of the service cabinets available on announcement of the Network
Statement is included in the user charge for the Stabling and Shunting Sidings
service.
Terms of delivery ProRail reserves the right to offer the use of service cabinets other than those
conditions.
User conditions Wastewater must comply with current environmental legislation. The railway
undertaking is expected to assist in keeping the sink free of leaves and dirt.
5.5.8 Brake-Testing Cabinets

Service Use of brake-testing cabinets
Description Use of pressurised air connections for the testing of vehicle brake systems.
Facility Delivery point for compressed air and air hoses
Types • Remote control
• Non-remote control
Tariff The tariff for use of the brake-testing cabinets available on announcement of the
Sidings service.
Terms of delivery ProRail reserves the right to offer the use of brake-testing cabinets other than those
conditions.
User conditions No specific user conditions.
5.5.9 (Dis)embarking Facilities

Service Use of guidance for (dis)embarking facilities
Description Use of guidance for mobile boarding platforms.
Types • Guidance via curved channel
• Guidance via tube
Tariff The tariff for use of the (dis)embarking facilities available on announcement of the
Sidings service.
Terms of delivery ProRail reserves the right to offer the use of (dis)embarking facilities other than
User conditions This service only comprises guidance. ProRail can impose conditions on the design
and dimensions of mobile boarding platforms. The railway undertaking is expected
to assist in keeping guidance facilities free of leaves and dirt.
5.5.10 Service Paths and Roads

Service Use of paved service paths and roads
Description Use of paths and roads along service tracks for internal cleaning, filling/emptying of
reservoirs, inspection and minor maintenance of vehicles.
Types Types of paving:
• steel-reinforced concrete paving slabs, minimum breadth 1 metre
• asphalt, minimum breadth 1.20 metre
• clinkers or street tiles, minimum breadth 1 metre
• porphyry
Service paths are positioned predominantly from the top of the sleeper height to the
top of the rail height.
Tariff The tariff for use of the service paths and roads available on announcement of the
Sidings service.
Terms of delivery ProRail reserves the right to offer the use of service paths and roads other than
User conditions ProRail can impose conditions on the use of service paths and roads, e.g. in terms
of axle loads and vehicle breadth. The usability of service paths is influenced by the
type of paving and breadth.
The railway undertaking is expected to assist in keeping the service paths usable
(including the removal of snow, ice and leaves).
5.5.11 Faeces Discharge
ProRail offers faeces discharge services. A distinction is made between:
1. Fixed Faeces Discharge, and
2. Mobile Faeces Discharge (trolleys).
5.5.11.1 Fixed Faeces Discharge

Service Use of fixed faeces discharge system
Description Use of fixed faeces discharge system for the emptying of closed toilet systems and
the filling with rinsing water.
Facility Extraction system for the discharge of faeces including sewerage connection, and a
water connection for filling the toilet system.
Types Fixed faeces discharge system for domestic wastewater.
Where is the service At the Groningen and Leeuwarden railway yards.
provided
Tariff The charge for the use of the fixed faeces discharge system comprises (location
specific) the costs of the management and maintenance of the facility, as well as
(part of) the installation costs. The level of the tariff is also determined by the
number of users of a facility.
N.B. Use of this service is not included in the user charge for the Stabling and
Shunting Sidings service.
Terms of delivery ProRail reserves the right to offer the use of faeces discharge systems other than
User conditions Wastewater must comply with current environmental legislation.
Also, the railway undertaking must provide suitable connections between the
railway vehicles and the extraction and water supply systems
5.5.11.2 Mobile Faeces Discharge

Service Use of generic facilities for mobile faeces discharge trolleys.
Description Use of facilities provided by ProRail for faeces discharge with service trolleys and
filling with rinsing water.
Facility Services described in Chapters 5.5.6 and 5.5.10 (filler hydrants and service paths
and roads), supplemented if necessary by sewerage connection and/or a container
site.
Types See facility
Where is the service At railway yards where vehicle services are provided.
provided
Tariff The charge for the use of the mobile faeces discharge facility comprises (location
specific) the costs of the management and maintenance of the facility, as well as
(part of) the installation costs. The level of the charge is also determined by the
number of users of a facility. The user charge for existing filler hydrants and service
paths and roads is included in the user charge for the Stabling and Shunting
Sidings service.
Terms of delivery ProRail reserves the right to offer the use of faeces discharge other than those
conditions.
User conditions Wastewater must comply with current environmental legislation.
Trolleys must comply with locally permitted dimensions and axle loads.
5.6 Information service group
The Information service group comprises various services in the area of timetable planning, timetable
implementation and performance analysis:
1. Insight into the functionality of railway infrastructure (Infra-Atlas)
2. Planning and allocation of infrastructure capacity (Donna)
3. Application for and allocation of infrastructure capacity at railway yards and conflict settlement
annual timetable (EMMA)
4. Allocation of possessions (RADAR)
5. Means of communication in case of emergencies including last-minute applications for train paths
(ISVL)
6. Application for and coordination of international timetables (PCS)
7. Real-time information on train movements (VIEW)
8. Real-time information on train movements (VKL-IS)
9. Real-time information on international train movements (TIS)
10. Graphic representation of route sections for drivers (Rail and Road Signs)
11. Route section videos for driver training
12. Rail safety communications (GSM-R Voice)
13. Temporary Speed Restrictions (TSR)
14. Permit Management System (VBS)
15. Insight realisation train service: facts (numbers, punctuality, stops, etc.)
16. Insight realisation train service: causes and impact of disruptions (Monitoring)
17. Insight realisation train service: insight historic train movements (TOON)
18. The supply of various measurement data (Quo Vadis)
5.6.1 Insight into the functionality of railway infrastructure (Infra-Atlas)

Service Schematic representation of the (future) railway infrastructure and its
functionalities (in the Netherlands).
Description This service provides data on the topology and technical functionalities of the
railway network. Included under topology are items such as points, buffer stops or a
rail section between two nodes. Technical functionalities include signals, rail
signals, welds and speed signs.
Visual access to the information is also possible by means of maps at various levels
of detailing (macro or micro level).
ProRail provides this information not only for the current situation, but also for the
future situation so that long-term planning can take changes in the infrastructure
into account.
ProRail can also provide customised information on request.
Facility One or more data files (text files).
Visual access to the information is acquired on the basis of an Internet
authorisation.
Types 1. The receipt of data on the basis of the requirements of the railway undertaking
within the standard delivery package (as described in IRS IAUF (Interface
Requirement Specification Infra Atlas Exchange Format); the account manager
can provide further information on this).
2. Access to an Internet application for visual display (maps).
3. Additionally, customisation is possible, e.g. in the form of a cross-section or a
question not described in the IRS IAUF.
Where is the service This service concerns all the railways operated centrally by ProRail and various
provided locally operated route sections (in the Netherlands)
Application Types 1 and 2 at the Servicedesk Infrastructure information
infrainformatie@prorail.nl
Type 3 via Account Management.
EU category Types 1 and 2: Category 1 (minimum access package)
Type 3: Category 4 (ancillary services).
Tariff Types 1 and 2: included in train path user charge (in accordance with the terms of
delivery for the Train Path service, see § 5.2.1)
Type 3: on request
Delivery time On request, depending on specific requirements
Terms of delivery • Reproduction and/or publication, or use by or for third parties or other services
or systems is prohibited.
• Changes to the data that cause conflict with the original data are prohibited.
• The data may not be used for any other purpose than for which they have been
provided by ProRail.
In order to enable railway undertakings to prepare their application for timetable
capacity, the service according to Types 1 and 2 is also made available within the
framework of the capacity allocation process.
User conditions Type 1: The recipient is responsible for the read-in of the datafile in its own system.
Type 2: Ms Office and Internet Explorer.
Type 3: Yet to be agreed upon.
Availability / Reliability Type 2: website 7 x 24 hour available, 97% uptime during office hours.
The helpdesk is available on working days from 08.00 to 17.00 hrs. Service work
also takes place outside office hours.
5.6.2 Planning and allocation of infrastructure capacity (Donna)

Service Planning and allocation system for infrastructure capacity
Description This service concerns the planning, requesting and allocation of all forms of
infrastructure use (excluding stationary use) at both network and node level.
Donna is made available to all titleholders. In Donna, railway undertakings can
make their own planning and request capacity, but can also opt to assign these
tasks to a third party.
The capacity allocation procedure can be monitored and Donna gives insight into
the occupied or available infrastructure capacity up to the time that the planning
closes, which is 2 to 4 days before the traffic day.
Also available is a standard interface with which all users of the infrastructure can
establish connections with their systems for personnel, vehicle deployment or
management information.
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Facility An authorisation (Donna User Account and a Citrix account, per user) providing
access to the application, and use of the functionalities granted within the scope of
the authorisation.
Where is the service Not applicable
provided
Request Via the website of ProRail (www.prorail.nl > vervoerders > capaciteit / treinpaden >
Donna > contact)
EU category • The handling of capacity applications excluding the formuling and entry of
capacity applications into the planning system: Category 1 (minimum access
package).
• The formulating and entry of capacity applications into the planning system
(facility planning): Category 3 (additional service)
Tariff • Access to and use of the Donna system and use of the standard interface is
included in the user charge for the Train Path service (in accordance with the
terms of delivery for the Train Path service, see § 5.2.1).
• Facility planning is settled at a yet to be agreed cost-based tariff.
Delivery time A maximum processing time of 5 working days is set between the request for and
granting of access to the planning system.
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Every employee is provided with an RSA SecureID token for login in the ProRail Network.
Terms of delivery Hardware modifications: for the user's account (e.g., installation of software for
Citrix, Adobe Acrobat Reader, make own systems suitable for standard interface
and/or increase harddisk capacity). Minimum hardware requirements: available on
request from ProRail Functional Management (functioneel.beheer@prorail.nl).
The service is also made available within the context of the capacity allocation
process.
Use of Donna is subject to the procedures laid down by ProRail.
User conditions The application is accessible from every PC with a browser and an Internet
connection.
Availability / Reliability Availability of application: 7x24 hours (subject to fixed maintenance periods, which
are yet to be determined).
Availability of support services: during working days from 07:00 – 17:00 hours.
5.6.3 Application for and allocation of infrastructure capacity at railway

yards and conflict settlement annual timetable (EMMA)
Service Service for the application for and allocation of infrastructure capacity for
stationary use at railway yards and for recording the conflict settlement
procedure during the scheduling and coordination phase of the annual timetable
and in the ad-hoc phase.
Description The EMMA service is used for the 3 applications below.
1. Requesting of railway yard capacity on CBG tracks and NCBG tracks. This
includes the use of stabling sidings. With the aid of graphic displays, the
railway undertaking is supported in applying for the railway yard capacity
needed for the production process.
2. The recording of conflicting annual timetable applications at railway yards,
route sections, traffic/environment and management/traffic. The service gives
insight into the total recorded competition on the basis of the total of annual
timetable applications.
3. Recording of the conflict settlement during the scheduling and coordination: all
scheduling proposals are recorded in EMMA. EMMA provides progress and
status information during the entire conflict settlement process. EMMA can also
be used to submit own scheduling proposals to the allocating authority and
other parties involved.
Facility Access to the EMMA application by means of an allocated username and
password.
provided
Request Via: capaciteitsverdeling2013@prorail.nl
Tariff Included in the user charge for the Train Path service (in accordance with the terms
of delivery for the Train Path service, see § 5.2.1).
granting of access to the application.
Terms of delivery The service is also made available within the context of the capacity allocation
process.
User conditions The application is accessible from every PC with a webbrowser.
Availability / Reliability Availability of application: 7x24 hours (subject to fixed maintenance periods, which
are yet to be determined).
5.6.4 Allocation of possessions (RADAR)

Service Allocation of possessions
Description This service enables the application for and allocation of all forms of possessions at
both network and node level. The planned capacity is tested for conflicts with other
capacity, allocation norms.
RADAR is made available to all users of the infrastructure and the allocation
authority.
With RADAR, railway undertakings can monitor the allocation of the possession
capacity applications and gain insight into the allocated capacity for management
activities.
Also available is a standard interface with which all users of the infrastructure can
establish connections with their systems for personnel, vehicle deployment or
management information.
Facility An authorisation (RADAR login name and password per user or user group)
providing access to the application, and use of the functionalities granted within the
scope of the authorisation.
Types 1 only view functions
2 inspection and acceptance functions
provided
Request Via: cm-adhoc-beheer@prorail.nl
Tariff Access to and use of RADAR system: included in the user charge for the Train Path
service (in accordance with the terms of delivery for the Train Path service, see §
5.2.1).
granting of access to the planning system.
Terms of delivery Hardware modifications: for the user's account. (E.g., installation of software for
Visio, Internet Explorer, Adobe Acrobat Reader, expansion of own systems with
extra harddisk capacity)
User conditions The application is accessible from every PC with Microsoft Internet Explorer version
6 or 7 via Internet, VPN or NIS connection. For viewing graphic representations of
possessions, Microsoft Visio (version 3.0 or higher) and Acrobat Reader are
required.
Minimum hardware requirements: available on request from cm-adhoc-
beheer@prorail.nl.
Availability / Reliability Availability of application: 07:00 – 18:00 hours on working days (Maintenance will
be carried out during the maintenance window 18:00 – 07:00 hours).
5.6.5 Means of communication in case of emergencies including last-

minute applications for train paths (ISVL)
Service Digital facility for the application for, changing of and withdrawal of train paths in the
final days before performance.
Digital communication on the handling of emergencies.
Description Railway undertakings are provided with access to the ProRail application ISVL,
which they can use to apply for, withdraw or change train paths. Railway
undertakings also receive notification of the confirmation or refusal of the train path.
In case of emergencies, ProRail, railway undertakings and other parties involved
use the ISVL application to communicate about the further handling. This ensures
access to all important information on an emergency, such as the affected
infrastructure, the anticipated end time as well as information on cancelled and
detoured trains.
Facility Access to the ISVL application.
Types The user type (view/change) can be set per employee, according to the customer's
specifications.
provided
Request Via the Servicedesk Infrastructure information (infrainformatie@prorail.nl)
Tariff A number of licences are included in the user charge for the Train Path service (in
accordance with the delivery conditions of the Train Path service, see § 5.2.1) as
set out in the table below.
Budgeted traffic volume per Number of

year (train kilometres) licences
Over 5.0 million 10
between 2.5 and 5.0 million 5
between 1.0 and 2.5 million 2
less than 1.0 million 1
A separate charge is agreed for multiple licences.
Delivery time Indication: approx. 3 to 4 weeks
Terms of delivery ProRail will at the request of new users of the service provide a one-off instruction
session of one-half day.
User conditions The railway undertaking must have a ProRail-approved version of both Citrix client-
server software and Windows, as well as a VPN connection.
Use of the service with operating systems other than Windows only after
consultation with ProRail
Current user conditions (including information policy, security policy and password
use) are available on request via Account Management.
Availability / Reliability Available 7 x 24 hours, with the exception of service windows (Sunday 01.00 –
05.00 hours) and during emergencies.
The helpdesk is available 7 x 24 hours.
5.6.6 Application for and coordination of international timetables (PCS)

Service Path Coordination System (PCS) is an Internet-based system for the application
for and coordination of international timetables.
Description PCS is a web application made available by RNE to the infrastructure managers
and all capacity applicants.
PCS supports the communication and coordination process of international
capacity applications and allocations.
Moreover, the service supports railway undertakings and other applicants in
studies and the preparation of applications.
PCS reflects the OSS philosophy of supporting business processes and daily
activities.
Facility To gain access to the system, railway undertakings are provided with a username,
password and matrix card.
The applicant is entered as titleholder in the system.
Types PCS is exclusively available as Internet application.
Where is the service Not location bound. Available on every PC with Internet access.
provided
Request Via the OSS (OSS@ProRail.nl)
Delivery time Within two weeks of request.
Terms of delivery The service is also made available within the context of the capacity allocation
process.
User conditions PC with Internet connection and minimum of Explorer 5.
Availability / Reliability Availability of application: 7x24 hours (subject to emergencies and fixed
maintenance periods, which are yet to be determined).
The RNE Helpdesk is available on working days from 08.00-16.00 hours.
5.6.7 Real-time information on train movements (VIEW)
Service Real-time information on own trains of the railway undertaking in the
Netherlands by means of a view function (VIEW).
Description This service provides a view of the traffic control system of ProRail offering realtime
information on own train movements within the Netherlands. Two display options
are available. The first concerns the deviation from the planning. The second
concerns information on all traffic, with a zoom-in function on a part thereof (e.g.,
region, route sections).
Facility Access via internet of the workplace connected to the Post21 network
Types 1. Internet
2. Post 21
Where is the service 1. Internet: wherever Internet is available
provided 2. Post 21: on workplaces connected to the Post21 network
EU category Category 4 (ancillary service)
Tariff On request
Delivery time 1. Internet: within 5 working days
2. Post21: on request
Terms of delivery Reproduction and/or publication, or use by or for third parties or other services or
systems is prohibited.
The data may not be used for any other purpose than for which they have been
provided by ProRail. Competitive use of this data is thus not permitted. A railway
undertaking that wishes to make use of data on another railway undertaking
provided by the VIEW system must submit a written request to ProRail. ProRail will
forward this request to the relevant railway undertaking. Use of data on other
railway undertakings may only be used if permission is granted.
User conditions 1. Internet: own PC with Internet connection
2. Post21: a ProRail workplace with a connection to the Post21 network
Availability / Reliability 7 x 24 hrs availability, with the exception of emergencies and maintenance.
Helpdesk availability depends on the chosen type:
1. Internet: 10 x 5 working days Mon - Fri from 08:00 to 18:00 hours
2. Post21: 7 x 24 hours.
An SLA forms part of the agreement; a draft version will be provided on request (via
account management).
5.6.8 Real-time information on train movements (VKL-IS)

Service Real-time information on passenger and freight train movements in the Netherlands
by means of a subscription to the interface with the traffic control system of ProRail.
By taking a subscription to the interface, own systems are fed with data on current
train movements (VKL-IS).
Description The service provides a link with the traffic control system of ProRail, thereby
providing real-time information on train movements in the Netherlands. Own
systems are fed with data thanks to a subscription to the interface.
Facility A datastream is sent via an interface, making the information suitable for use in own
systems.
Types Included as standard with this service is the interface (up to the NIS: Network
Interconnect Service).
No variants are available.
Where is the service Up to the NIS.
provided
Tariff On request
Delivery time On request (indication approx. 1 to 2 months)
Terms of delivery Reproduction and/or publication, or use by or for third parties or other services or
systems is prohibited.
Material changes to the data that cause conflict with the original data are prohibited.
The data from the datastream (including in processed form) may only be used for
providing travellers and employees with current information, etc.
Not permitted therefore is use for management notifications, punctuality statistics,
etc.
The data may not be used for any other purpose than for which they have been
provided by ProRail. Competitive use of this data is thus not permitted. A railway
undertaking that wishes to make use of data on another railway undertaking
provided by the VKL-IS system must submit a written request to ProRail. ProRail
will forward this request to the relevant railway undertaking. Use of data on other
railway undertakings may only be used if permission is granted.
If the data is (partly) derived from the VKL-IS dataflow and is made public, ProRail
must be included as the source.
User conditions License required for Corba Interface software.
Availability / Reliability 7 x 24 hrs availability, with the exception of emergencies and maintenance. ProRail
has a duty of best endeavours to achieve an availability of 95% for the entire chain
(from the VKL source system up to the NIS).
The helpdesk is available 7 x 24 hours.
An SLA forms part of the agreement; a draft version will be provided on request (via
Account Management).
5.6.9 Real-time information on international train movements (TIS)

Service Real-time information on the timetable of international passenger and freight trains
in large parts of Europe by means of a subscription to an interface supported by a
large number of affiliated countries.
Description ‘Train Information System’ (TIS) is a web application made available by
RailNetEurope to infrastructure managers and railway undertakings. This service
provides a link with the traffic control systems, thereby providing real-time
information on train movements. The system also support the generation and
production of management reports.
Facility Use is provided with a username and password to gain access to TIS.
Types TIS is exclusively available as Internet application.
Where is the service Not location bound. Available on every PC with Internet access.
provided
Request Via RailNetEurope (support.tis@rne.eu)
Tariff On request, depending on the specific requirements of the railway undertaking
Delivery time Depending on the specific requirements of the railway undertaking
Terms of delivery The railway undertaking can gain access to data concerning own trains provided by
the infrastructure managers with which an access agreement has been concluded.
User conditions The user requires a PC with Internet connection and minimum of Explorer 5
Availability / Reliability Availability of application: 7x24 hours (subject to emergencies and fixed
maintenance periods, which are yet to be determined).
5.6.10 Graphic representation of route sections for drivers (Rail and Road
Signs)
Service Graphic representation of the route section and all trackside structures to
facilitate good driver operations.
Description Rail and road signs provide a graphic overview of infrastructure, tailored to the
needs of train drivers, to facilitate safe and efficient traffic participation and effective
communication with traffic control.
The service also includes an e-mail notification of the availability of updated
overviews.
Facility A download via Extraweb. The overviews are delivered in commonly accessible
graphic files. (pdf).
Changes are communicated by means of an e-mail message, stating the updated
situation on Extraweb.
Types No variants are available
Where is the service This service concerns (at least) the entire network centrally operated by ProRail.
provided
Request Via the Servicedesk Infrastructure information (infrainformatie@prorail.nl)
Delivery time Maximum of 24 hours after application for an account (during working days).
Terms of delivery No specific terms of delivery.
User conditions Ms Office, Internet Explorer and Adobe Acrobat Reader.
Availability / Reliability 97% uptime (Extraweb)
5.6.11 Route section videos for driver training

Service Route section videos, recorded from the cabin of a running train, for training
and reconnaissance purposes.
Description This service provides insight into structures located on and along the route section,
as well as in the immediate surroundings of the railway line. This takes the form of
video images that have been recorded from a moving train.
The video images can serve as an aid in driver training or for the remote
reconnaissance of local situations.
90% of the images are updated 2x a year.
Facility On dvd or hard disk, in a customary format (AVI).
Types Included as standard with this service is a subscription for a 2x per year update. A
customised service is also possible.
provided
Tariff On request
Delivery time Maximum 1 working week.
Terms of delivery The images may not be copied by the user or sold on to third parties. No rights can
be derived from the images. The images are a snapshot, the current situation may
differ from at the time the images were recorded.
Only the most recent images will be provided.
ProRail strives to create good-quality images, but cannot guarantee such. It is
obvious, for example, that the tracks in tunnels will not be clearly visible. In such
cases, users cannot claim replacement images.
Copyright remains at all times with ProRail.
User conditions A program to play AVI files (e.g., Mediaplayer).
Availability / Reliability Not the entire network is filmed. A recent update is available of 90% of the network
managed by ProRail.
5.6.12 Rail safety communications (GSM-R Voice)
Service Rail safety communication between the driver and traffic control.
Description Rail safety communication provides the following facilities:
• Conversations between traffic control and drivers on the basis of train number.
• Receipt by drivers of general calls by traffic control.
• Sending of alarm calls by drivers to traffic control and vice versa.
All conversations are recorded for safety purposes.
A GSM-R connection also allows for the use of foreign GSM-R networks. Railway
undertakings with foreign GSM-R SIM cards can also make use of the ProRail
GSM-R network.
Facility The service is provided through the GSM-R radio network of ProRail. Connection to
this network is provided through a SIM card. ProRail makes SIM card available.
Types The primary application is communication on railway safety and voice
communication between drivers and traffic control. ProRail can provide the required
GSM-R SIM card on request. Additional applications include calling outside the
GSM-R network, GPRS or SMS (on request).
Additional information on functionality, use (also abroad) and support is available in

a GSM-R user catalogue, which is provided via the One-Stop-Shop.
Where is the service Throughout the railway network in the Netherlands managed by ProRail.
provided Communications with a number of NCBG traffic controllers is not supported by
GSM-R, but is conducted through the public telephone network instead (see local
operating rules).
Request for SIM cards at:
One-Stop-Shop Servicedesk
Telephone: +31 (0) 88 231 3456
Fax: +31 (0) 30 235 7494
E-mail: ossservicedesk@prorail.nl
EU category Primary application (including delivery GSM-R SIM card): Category 1 (basic access
package).
Additional applications: Category 4 (ancillary service).
Tariff Primary application (including delivery GSM-R SIM card): included in the charge for
the Train Path service.
Additional applications: on request.
Delivery time 5 working days for delivery of GSM-R SIM card
Terms of delivery ProRail reserves the right to set off external costs in case of misuse of the GSM-R
service.
User conditions The railway undertaking requires appropriate equipment and a SIM card connection
to the GSM-R network. Type-approved equipment must be used. A list of approved
equipment is available on the website of ProRail (www.prorail.nl > vervoerders >
toegang tot het spoor > eisen aan spoorvoertuigen).
Availability / Reliability Availability: 7 x 24 hours with the performance level of 99.8%.
The minimum storage term of the audio recordings is 7 days.
5.6.13 Temporary Speed Restrictions (TSR)

Service Information to drivers on temporary speed restrictions (TSR)
Description The railway undertaking receives a week publication setting out the TSRs for the
coming week. The railway undertaking can on request of this service opt for a TSR
at station, regional or national level. Information is provided on route section, driving
direction, period of validity and applicable speed. Moreover, a distinction can be
made according to train type, cause and particulars (placement of signs or signals).
The week publication is, if necessary, supplemented on a daily basis with
necessary unscheduled additions.
Facility A PDF file (week publication or day publication) per e-mail. NSR takes care of
production and distribution at the instructions of ProRail.
Types The week publication is sent on Thursdays at 09.00 hours and applies to the period
from the first following Monday 04:00 hours until the next Monday 04:00 hours.
The day publication is sent daily at 12.00 hours and applies to the first following day
from 04:00 hours until 04:00 hours on the next day.
A selection of reported route sections can be drawn up per railway undertaking.
Where is the service On the entire network.
provided
Request Via the production agency IAM (NSR)
Delivery time Maximum of 6 working days.
User conditions Internet connection, fax machine and a software program to open PDF files.
Availability / Reliability Guaranteed delivery (via fax if e-mail is unavailable), additionally a 24-hour service
(on-duty) is present.
5.6.14 Permit Management System (VBS)

Service Insight into environmental permits at railway yards.
Description Permit Management System (VBS) is a web-based application that supports the
management of environmental permits acquired by ProRail for railway yards. This
service provides insight into the environmental permits applicable at all rail yards
subject to permit regulations.
Facility Access to the VBS application by means of an allocated username and password.
Where is the service Wherever Internet is available
provided
Request Via the Servicedesk Infrastructure information (infrainformatie@prorail.nl).
Tariff Included in the user charge for the Train path service (in accordance with the terms
Delivery time Maximum 1 working week.
Terms of delivery The data may not be used for any other purpose than for which they have been
provided by ProRail. The images may not be copied by the user or sold on to third
parties. The railway undertaking is responsible for keeping up to date on formal
publications concerning licences.
User conditions Internet connection, fax machine and a software program to open PDF files.
Availability / Reliability • Availability: 95% uptime.
• Reliability: The information in VBS is continuously kept up-to-date.
Developments at or around railway yards, changes to the main railway
infrastructure, etc., lead to supplementary notifications or new environmental
permits. Information in VBS is therefore subject to constant change. It may
therefore occur that the latest environmental permits and notifications have not
yet been entered into the application. ProRail strives to enter environmental
permit into VBS within 5 days of the permit becoming irrevocable.
Disclaimer: Regulations and obligations prescribed by the environmental permit
(including application) are binding at all times.
5.6.15 Insight realisation train service: facts (numbers, punctuality, stops,
etc.)
Service Report on the performance of the own train services (including punctuality,
connections, cancelled trains, orders)
Description This service provides insight into the performance of the own train service in terms
of traffic performance, punctuality and connections.
For a detailed explanation of the standard figures, see appendix 8.
Information can also be provided in the form of a customised report, including
comparisons in terms of location or time, for example.
Facility A daily datafile in Text or Excel format by e-mail. The information products are
delivered to a standard e-mail address indicated by the railway undertaking, from
where the authorised customer can distribute the products within his/her own
organisation.
Types Standard: data conform appendix 8
Optional: reports (=customisation)
Where is the service Entire network, excluding locally controlled areas
provided
Application Standard: via the Performance Analysis Office (PAB@prorail.nl).
Agreements are subsequently made on the choice of standard products (in
accordance with appendix 8) and the desired frequency of delivery.
Customisation via the Account Manager.
EU category Standard datafile (in accordance with appendix 8): Category 1 (minimum access
package)
Reporting/customisation: Category 4 (ancillary service).
Tariff Standard: included in the user charge for the Train Path service (in accordance with
the terms of delivery for the Train Path service, see § 5.2.1)
Reporting/customisation: on request
Delivery time Standard: within 24 hours (on working days)
User conditions MS Office.
Availability / Reliability Both the standard file and the customised report are delivered on the first following
working day. Customisation is based on an SLA.
5.6.16 Insight realisation train service: causes and impact of disruptions

(Monitoring)
Service Reports on the causes of disruptions of own train services, including safety
incidents, delays, cancellations and detours.
Description This service gives insight into clarifiable train deviations registered by ProRail,
classified according to:
• Causes of delay
• Scale of delays
• Status changes with notes
• Train deviation related data
For a detailed explanation of the standard figures, see appendix 8.
Facility A daily, weekly or monthly data file in Text or Excel format.
Via e-mail or a special, customised interface.
Types Standard: data conform appendix 8
Optional: reports (=customisation)
Where is the service Entire network, excluding locally controlled areas
provided
Request Standard: via the Performance Analysis Office (CVB@prorail.nl).
Customisation: via Account Management.
EU category Standard datafile: Category 1 (minimum access package)Customisation: Category
4 (ancillary service)
Tariff Standard datafile: included in the user charge for the Train Path service (in
accordance with the terms of delivery for the Train Path service, see § 5.2.1)
Delivery time Standard: within 24 hours (on working days)
Customisation: on request
Terms of delivery No specific terms of delivery
User conditions MS Office.
Availability / Reliability The standard file is delivered on the first following working day. Customisation is
based on an SLA.
5.6.17 Insight realisation train service: insight historic train movements

(TOON)
Service The visual display of operational history data (where and when has a train run).
Description The display of operational history data of trains (linked to train number): where and
when has a train run (at section level). The conditions of infrastructural elements
are also shown.
Facility Access to the TOON application.
Types The service comprises information on the trains of individual or all posts, at the
election of the user.
provided
Tariff On request
Delivery time 2 weeks
Terms of delivery • The data may not be used for any other purpose than for which they have been
• Competitive use of this data is thus not permitted. A railway undertaking that
wishes to make use of data on another railway undertaking provided by the
TOON system must submit a written request to ProRail. ProRail will forward
this request to the relevant railway undertaking. Use of data on other railway
undertakings may only be used if permission is granted.
User conditions The railway undertaking must have a ProRail-approved version of Citrix client-
server software and a VPN connection. This can be requested via Account
Management.
Availability / Reliability An SLA forms part of the agreement. An example will be provided on request via
the account manager.
5.6.18 The supply of various measurement data (Quo Vadis)

Service Supply of various measurement data
Description This service provides measurement data that can be used by the railway
undertaking for control and management of operating processes and management
information.
Relevant management information includes:
• dynamic forces
• wheel quality
• train weight
• number of train wagons
• train speed
• temperature of the tyres/axle boxes if these are measured.
Facility The service is provided by means of a subscription to an FTP server when the
unprocessed measurement data is available in XML format.
Types Tagged trains: data available within minutes
Untagged trains: data available within 4 days
Where is the service On the railway network managed by ProRail Trains are measured at 45 points in
provided the network. A detailed location map is available on request
Tariff On request
Delivery time 2-3 months after request
Terms of delivery The data may not be used for any other purpose than for which they have been
User conditions The railway undertaking must have an Internet connection. The railway undertaking
will acquire an own FTP account with subdirectories contain information.
Availability / Reliability Availability: 7 x 24 hours.
5.7 Services by other suppliers

This paragraph describes services not provided / offered by ProRail. It is limited to the services
provided by one supplier.
Purchase and supply of gas oil and electric traction power
Purchase and supply of gas oil and electric power via the traction power system of the overhead
contact line is facilitated by VIVENS (in full: Coöperatief Verenigd Inkoop en Verbruik van Energie op
het Nederlandse Spoorwegnet U.A.).
Information on the prices and conditions under which the gas oil and electric power is purchased and
facilitated, as well as contact particulars on the operators, are available on the website of VIVENS
(www.vivens.info).
The supply of electric traction power via the overhead contact lines is available to each and every
railway undertaking, subject to a European tendering contract that has been concluded with the
relevant power supplier(s).
The railway undertaking that wishes to use the traction power system of the overhead contact lines
must, before contracting the Use of Overhead Lines service described in Chapter 5.2.2, submit a
statement in accordance with the model statement for Consumption and Purchase of Electric Traction
Power' (see www.vivens.info) which reflects that the railway undertaking has concluded an agreement
that determines the amount of electric traction power used per railway undertaking, and has concluded
a supply agreement with at least one power supplier and has fulfilled all relevant contractual
obligations.
VIVENS can inform the railway undertakings interested in acquiring electric traction power about the
process to be followed.
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6 Charges
6.1 Introduction
This chapter describes the general rules governing the user charge owed by titleholders to ProRail in
connection with the services contracted from ProRail for the acquisition of capacity rights and access
to and use of the railway infrastructure managed by ProRail. The tariffs of the user charge are stated
per service in the description of the services in Chapters 5.2 to 5.6. The systems for registration of
consumption volume are described in Chapter 6.3.
6.2 Charging principles

The user charges are agreed between ProRail and the titleholder and laid down in the Access
Agreement, in accordance with the statutory provisions.
► The Railways Act includes the provisions below.
• The budgeted income from user charges will not exceed the budgeted annual costs to be
83
incurred by the manager for the relevant railway infrastructure.
• ProRail may agree to a user charge that also serves to cover the costs of any party other than
ProRail with regard to the realisation of the infrastructure (in so far as it concerns the main
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railway infrastructure as determined in the Rail Traffic Regulations).
• ProRail can agree to an increase in the user charge for the use of congested main railway
infrastructure during periods of congestion and to cover the costs of environmental effects of
the use of the main railway infrastructure that are not included in the budgeted costs of the
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manager.
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• ProRail can agree on a discount as referred to in Article 9 of Directive 2001/14/EC.
• ProRail can agree on a discount or a markup in connection with disruptions and with a view to
87
improvement of the performance of the railway network.
• ProRail can agree that the user charge is also owed for agreed capacity of which no use is
88
made.
• The agreed user charge complies with Article 4, Paragraphs 4 and 5, Articles 7 thru 12 and
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Article 26, Paragraph 3, of Directive 2001/14/EC. ◄
ProRail guarantees that the pricing complies with the requirements of the Railways Act. ProRail will on
request provide the railway undertakings with information on how the tariffs were calculated, but will
not grant insight into ProRail's business administration.
Rules of procedure
► Negotiability of the user charges is subject to the rules below.
• Prior to the publication of the Network Statement, ProRail consults and negotiates with the
titleholders about the principles of the user charging system (‘pricing principles’).
• ProRail will during the final phase of negotiation present a draft text of the Network Statement
and/or a consultation document with sufficient concrete, complete and correct information. The
titleholders will be given an opportunity to respond in writing to the presented documents.
• ProRail adopts the Network Statement, while providing an account of the responses received.
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88
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• After publication of the Network Statement, ProRail applies the principles to individual cases in
a non-discriminatory manner. Included among those principles are in any event:
- The allocation of costs to the various services and service packages.
- The method of division of costs into those ensuing directly from the operation of the train
service on the one hand, and other costs on the other hand.
- The degree in which costs can be specified per distinctive section of the infrastructure.
- The model applied by ProRail in order to relate the operating costs of the train service in
terms of user parameters.
- The indexation scheme.
• The tariffs of the user charges for the minimum access package and for access via the
railways to facilities (as referred to in Annex II of Directive 2001/14/EC) as listed in the
Network Statement are based on the costs linked to the qualities and performances described
in this Network Statement. Those tariffs are subject to change if the costs for ProRail change
as a result of a change, by force of the Access Agreement, to the qualities and performances
agreed with titleholders. ◄
Pricing principles
The user charging system for 2013 of ProRail is based on the pricing principles below.
• The user charges of ProRail are determined on the principle that they, together with other income
from the management of the main railways, cover the budgeted network management costs at the
budgeted user volume. ProRail is a non-profit organisation.
• Tariffs are based on ProRail's normative costs.
• User charges for the minimum access package and for access via the railways to facilities (as
referred to in Annex II of Directive 2001/14/EC) are determined to precisely cover the costs that
result directly from the operation of the train service, without use of the option of additional
surcharges as provided by Article 8 Paragraph 1 of Directive 2001/14/EC. User charges for the
other services are determined to cover the costs of the provided service or facility, on the basis of
the actual level of use.
• ProRail uses a cost breakdown model to determine the costs ensuing directly from the operation
of the train service. In that model, the costs per service are divided into costs ensuing directly from
the operation of the train service on the one hand, and other costs on the other hand, whereby the
principle applies that the costs related to the maintenance of a sound runnable infrastructure are
qualified as other costs.
• For the purpose of this Network Statement, use was made of the cost breakdown model dated
August 2010. The tariffs for the year 2013 are determined by factoring the costs and underlying
(traffic) quantities.
• In order to determine the tariffs for the use of stabling and shunting sidings included/not included
in the safety system (CBG/NCBG respectively), use is made of an allocation formula based on the
costs of maintenance (small-scale maintenance, large-scale maintenance and management) of
the tracks.
• If the share of the costs ensuing from the operation of the train service cannot be determined
through allocation into categories on the basis of the activities specified in the business
administration, that share will be determined on the basis of expert judgements.
• The user charges for the Information service group, in so far as not included in the Train Path
service, are based on actual costs.
• ProRail will test whether the outcome of the above tariff calculation leads to a result that fits within
the policy framework for user charges, as formulated in the government position based on the final
report of the evaluation of railway legislation or a revised version of the Policy Framework. ProRail
can, if necessary, change tariffs as a result of this test.
The services to be provided are settled on the basis of actual use or in accordance with scheduled use
or agreed consumption.
Surcharge for scarcity of capacity
ProRail and the titleholders concerned can for the use of congested network reach agreement on an
increase in the user charge in the sense of Section 7, Paragraph 1 Railway Capacity Allocation
Decree. The surcharge is applied if no agreement can be reached during coordination on competing
applications for transport. Use of the surcharge may facilitate agreement. The surcharge is not
applied, however, if the applications can be handled to the satisfaction of the applicants involved.
The surcharge is calculated as set out below.
• Train paths
- The affected infrastructure is that part of the network infrastructure where the applications
conflict with one another. Examples are: the route section between two timetable points, a
platform track, a connection/flyover, a shunting siding.
- The period of ‘overload’ is the time, rounded to whole minutes, during which the competing
applications occur. This can re-occur several times during the annual timetable.
- Every train path that makes use of the affected infrastructure during the period of overload is
subject to a surcharge of € 100.
• Use of railway yards
- The affected infrastructure is the stabling siding subject to competing applications.
- The period of ‘overload’ is the time, rounded to whole days, during which the competing
applications occur. This can re-occur several times during the annual timetable.
- The surcharge amounts to 300% of the user charge owed under the Stabling and Shunting
Sidings service for the affected infrastructure during the period of overload (see Table 1).
HSL levy
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Use of the Hoofddorp – Rotterdam West and Barendrecht – Belgian border route sections is also
subject to a user charge qualified as HSL levy to cover the costs of laying the high-speed railway
network. The HSL levy must comply with the provisions of the HSL Levy Decree. The HSL levy is
calculated per train kilometre over the distances between the following points below.
• Hoofddorp Midden – Rotterdam HSL connection (45.1 km).
• Rotterdam Lombardijen – High Speed Line Breda border (48.6 km).
• Rotterdam Lombardijen – HSL Zevenbergschenhoek connection (direction Breda: 29.5 km;
direction Rotterdam: 29.2 km).
• High Speed Line Breda connection – High Speed Line Breda border (16.5 km).
The HSL levy is charged for train paths that are actually used, as well as for train paths that have been
allocated to the railway undertaking on conclusion of the Access Agreement, but which have not been
used by the railway undertaking, without these paths having been withdrawn by ProRail pursuant to
Section 23 Rail Traffic Decree.
The HSL levy is however not charged for train paths that the railway undertaking has only been able to
use with a delay (or increase in delay) of more than 10 minutes due to defects to the railway
infrastructure forming part of the High Speed Line Hoofddorp – Rotterdam West and Barendrecht –
Belgian border.
6.3 Tariffs
The tariffs for fixed-tariff services are stated per service in the description of the services in Chapters
5.2 to 5.6. These tariffs are stated exclusive of VAT.
The tariffs are based on price level 2012, unless stated otherwise. Tariff indexation to price level 2013
will take place according to the price development of the consumer price index as stated in the central
economic plan of the CPB (Netherlands Bureau for Economic Policy Analysis), Appendix 2.
Tariffs applicable for the period from 9 December 2012 up to and including 31 December 2012 are
stated in the Network Statement 2012 Combined Network as applicable on 8 December 2012.
The tariffs as stated in 5.2 to 5.6 are accompanied by supplementary conditions. Applicable
supplementary conditions are stated per service group in the chapters below.
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Section 2 HSL Levy Decree
6.3.1 Network and Train Path service group
6.3.1.1 Train path

ProRail provides the Train Path service at a tariff per train kilometre, based on actual use. This tariff
differs per weight category.
ProRail determines distances travelled by means of the traffic control systems and rounded to 0.1 km.
Distances <5.0 km as well as those on decommissioned rail sections are excluded from consideration.
Train tonnages are measured using ProRail’s weighing systems. Trains that pass multiple weighing
points during their trip are settled at the average tonnage measured at the various weighing points.
Tonnages are rounded to 1 ton. Trains that do not pass a weighing point during their trip are settled at
an agreed standard train weight.
► ProRail wants to include in the Access Agreement a table stating standard train weight per running
characteristic. ◄
Trains run in the performance of instructions given by ProRail within the context of management of the
railway infrastructure are exempted from the user charges for the Train Path service. To this end,
ProRail allocates a number of specific series of train numbers, which may be used exclusively for
traffic run in the performance of instructions given by ProRail. Contractors will on receiving the
instruction, be authorised to use these train numbers for the resulting traffic.
Exceptional regulations Enschede – Enschede border
The Train Path service for use of the Enschede-Enschede border (direction Gronau) route section will,
due to the absence of recording traffic control systems, be settled on schedule basis. In determining
the weight category, the unloaded weight of a train set type normally deployed by the railway
undertaking is assumed. To compensate for any kilometres not run, 98.5% of the scheduled train
kilometres, ton kilometres and stops are invoiced.
HSL levy
ProRail will at the end of the month invoice the HSL levy on the basis of a provisional tariff per train
kilometre.
The HSL levy due based on the definitive tariff will be invoiced within two months of calculation of the
definitive tariff of the HSL levy according to the calculation method set out in Section 8 HSL Levy
Decree, subject to settlement against the provisional invoices.
6.3.1.2 Overhead contact line

The Overhead Contact Line service is settled in proportion to the number of kilowatt hours delivered
via the overhead contact line. Consumption per railway undertaking is determined on basis of invoices
submitted by the railway undertaking for the delivery of electric power via the overhead line.
6.3.1.3 Exceptional Transport

No specific user charges are imposed for the Exceptional Transport service if use is made of standard
regulations offered in advance by ProRail.
In case of customised regulations, a user charge is invoiced on the basis of the actual costs incurred.
This concerns payment for the hours worked by ProRail and compensation of other costs made by
ProRail for the relevant regulations.
6.3.2 Transfer service group

In case of the Transfer Facilities service, a user charge is applicable per stop, with a distinction into 5
station categories (stop / basic / plus / mega / cathedral) and 3 train stop codes (A, B, C).
The allocation into station categories is provided in appendix 25 and is based on estimated numbers
of (dis)embarking passengers, with the threshold values <1000 / 10,000 / 25,000 / 75,000 / >75,000
(dis)embarking passengers per day. A station may nevertheless be classified as 'stop' if the surface
area of the available transfer space is smaller than 2,000 m2, of which less than 20% roofed. Stations
in which lifts and/or escalators are present are always classified as 'basic' or higher.
The applicable train stop code is determined on the basis of the train number, whereby the rules below
apply.
• Train stop code A: train for passenger transport that during its route from start to end station
according to the timetable (the trip under one train number) stops at all stations or fails to stop at
no more than 15% of the stations.
• Train type B: train for passenger transport that during its route from start to end station according
to the timetable (the trip under one train number) stops at no more than 50% of the stations or
which forms part of a train series of which at least 90% is run in a composition with no more than
150 seats.
• Train stop code C: train for passenger transport, not subject to any conditions with regard to the
percentage of stations at which no stop is made.
In setting the user charge, the number of stops for every train for which a passenger train running
characteristic is entered is determined on the basis of the Departure and Short Stop activities in the
ProRail traffic control systems. The train stop code applicable per train number series is determined in
the Access Agreement. The renumbering of train numbers (including lead figures) has no impact on
the original train stop code.
Exceptional regulations Enschede – Enschede border
Use of the Transfer Facilities service for trains on the Enschede-Enschede border (direction Gronau)
route section will, due to the absence of recording traffic control systems, be settled on schedule
basis. To compensate for any kilometres not run, 98.5% of the scheduled train kilometres, ton
kilometres and stops are invoiced.
6.3.3 Travel Information service group

A separate sales price, based on actual costs, is calculated as user charge for those parts of the
Travel and Traffic Information service that are not included in the user charge for the Train Path
service. A price offer on the basis of a specific and individual service level is provided on request.
6.3.4 Railway Yards service group

The Stabling and Shunting Sidings service is settled in proportion to the volume and duration of the
stabling capacity divided on application. Charging takes place of the capacity of the entire effective
length of the relevant stabling siding in metres, whereby a distinction is made on the basis of tracks
that are included/not included in a safety system (the presence of detection measures in the relevant
track section is determinative).
► A double tariff per day is charged if a railway company makes use of stabling facilities on a track
without having acquired the stabling capacity on that track. ◄
If the use of stabling and shunting sidings is necessary for the performance of an instruction given by
ProRail, that use is exempted from the user charges for the Stabling and Shunting Sidings service. An
applicant wishing use of the exemption scheme must state so in his capacity application; in that case,
no claim can be made to any priority in the allocation process.
6.3.5 Information service group

The user charges for (parts of) certain information services are included in the user charge for the
Train Path service. A separate sales price, based on actual costs, is determined for other elements.
Customisation is available for a number of services. A price offer on the basis of a specific and
individual service level is provided on request.
6.4 Performance scheme
A performance scheme must be geared to minimising disruptions to train traffic and the availability of
the infrastructure, while improving the performance of the railway network. ProRail offers a number of
performance schemes, see appendix 26. The schemes on offer do not exclude the agreement of
supplementary or changed performance schemes.
These performance schemes may include measures to improve the service provided by ProRail.
Moreover, ProRail is affiliated to the European Performance Regime, which will be developed within
an international context.
► ProRail offers to make agreements in the Access Agreement about the performance schemes. ◄
6.5 Changes to charges

If ProRail wishes to change essential elements of the user charge scheme described in this Network
Statement, ProRail will first submit a draft version of the changed scheme to the titleholders for
consultation. The changed scheme goes into effect at least three months after it has been announced
in a supplement to the Network Statement.
ProRail can, for example, make tariff changes on the grounds of indexation according to the consumer
price index as stated in the central economic plan of the CPB (Netherlands Bureau for Economic
Policy Analysis), Appendix 2. Such a change goes into effect at least one month after it has been
announced in a supplement to the Network Statement.
6.6 Billing arrangements

ProRail invoices the user charges on a monthly basis by means of a provisional invoice dated each
time on the 1st day of the current month. The provisional invoice is based on an estimate of the user
volume planned for that month. The final invoice is sent after the end of the current month.
User charges that are unrelated to the level of use per year or part thereof are invoiced in monthly
instalments.
Payment for the Information service group, insofar as not part of the Train Path service, generally
takes place in arrears and per month, unless explicitly agreed otherwise. An exception is made for
payments under € 100,000 (per year), which are invoiced as stated below:
• On initial delivery, billing takes place immediately after delivery of the service.
• On continued annual contracting of the service, billing will take place each time in Q1.
In some cases, ProRail will require security or payment prior to delivery to the amount of the estimated
user charges over 3 months. ProRail can in case of loss handling demand security to the amount of
the estimated loss amount.
The invoices and provisional invoices shall be paid within 30 days of the invoice date.
Railway undertakings are not entitled to set-off own claims on ProRail against the user charge.
appendix 1 General overview map of network configuration (§ 3.2.1)
Eemshaven
27
27Delfzijl
Sauwerd
54
11 Weener (D)
Leeuwarden
Harlingen Groningen 29 47
26
Veendam
50
Den Helder 66 77
Stavoren
35 Emmen
Enkhuizen 41
Heerhugowaard 18
Meppel
23 17
Hoorn 27 Laarwald (D)
Kampen
46 13Zwolle
Uitgeest 34
33
13 Lelystad Centrum Marienberg
19 Zaandam 40
Haarlem 17 10 30 47 Nijverdal
Zandvoort aan Zee 8 Amsterdam Centraal Almelo
Nijverdal West
13 Wierden 18 Bad Bentheim (D)
Schiphol 67 Deventer 15
29 27 15 39
Apeldoorn Enschede
39 Hilversum Hengelo 8
45 16 45
Leiden Centraal 18 Gronau (D)
Alphen a/d Rijn
16 Amersfoort 44 Zutphen
Den Haag Centraal 19 21
16 Utrecht Centraal 29 43
18 Woerden
28 41 Ede Wageningen
Hoek van Holland Haven 16
19 24 Gouda 16 Arnhem Winterswijk
Rhenen 14 Zevenaar 50
24 Rotterdam Centraal 49 10
Maasvlakte 9 44 17
42 11 Kijfhoek Noord Geldermalsen Emmerich (D)
47 Nijmegen
Dordrecht 44
45 15
Lage Zwaluwe 's-Hertogenbosch
15 Breda 22 12
23 Boxtel 61
Roosendaal
22 21 17
75 8 Tilburg 20
Vlissingen 52
Sloehaven empl. Essen (B) Eindhoven
Venlo
Noorderkempen (B)
Terneuzen 29
15 Weert 24 Kaldenkirchen (D)
Neerpelt (B) 10 24
Zelzate (B) Roermond
24
Sittard
22 14
Heerlen
Lanaken (B) 9 Herzogenrath (D)
23 6
11 Maastricht Kerkrade Centrum
Legend Vise (B)

Number of tracks
1 Main railways
2 managed by ProRail
3 or more situation January 2013
Station / Junction (selection) review November 2011
75 distances in km source: Infra Atlas
appendix 1 General overview map of network configuration

Supplementary to the railway stated on the overview map shown on the previous page, the railways
below are designated as main railways
• Velperbroek Connection – Arnhem Freight Station
• IJsselbrug Westzijde – Arnhem Freight Station
• Nootdorp – Leidschendam Workshop
• Amersfoort – Leusden
• Amsterdam Singelgracht Connection – Amsterdam Westhaven
• Amsterdam Sloterdijk – Amsterdam Westhaven
• Apeldoorn – Apeldoorn Zuid
• Lage Zwaluwe – Oosterhout
• Lage Zwaluwe – Moerdijk
• Sittard – Born
The main siding lines listed below are main railways.
Location Name main siding line Particulars
Port of Rotterdam Waalhaven

Port of Rotterdam Eemhaven
Port of Rotterdam Pernis
Port of Rotterdam Botlek
Port of Rotterdam Europoort
Port of Rotterdam Maasvlakte
Port of Amsterdam Westelijk Havengebied
Port of Amsterdam Hemhaven
Port of Amsterdam Houtrakpolder
Moerdijk Industrieschap
Utrecht Lage Weide industrial estate
Delfzijl Havenschap main siding line
Dordrecht Zeehaven
Dordrecht De Staart industrial estate up to intersection with Grevelingenweg
Maastricht Beatrixhaven
Roodeschool Eemshaven
Vlissingen Sloehaven
Zwijndrecht Groote Lindt
Oosterhout Weststad industrial estate
Roosendaal Industrial estate
Roosendaal Borchwerf
Alphen aan den Rijn Rijnhaven Industrial Estate exclusively siding line along Magazijnweg
Tilburg De Loven
Hengelo Zuid
Born Franciscushaven
Axel Axelse Vlakte
Venlo Tradeport
Almelo Bedrijvenpark Twente
Arnhem muncipal main siding line
Zwolle Katwolde
Oss Elzenburg
appendix 1 General overview map of network configuration

appendix 2 Glossary of terms (§ 1.10)
Term Definition
Access Agreement An Access Agreement is an agreement concluded between ProRail and a titleholder on
the use of capacity, which at least contains provisions on:
a. The quality of the main railway infrastructure to be provided by ProRail.
b. The user charges.
Note
See Section 59 Railways Act.
See also: Capacity Agreement.
Ad-hoc application Application for capacity for infrastructure for transport and management, as well as
for the handling of disruptions in the form of changes to the capacity allocation
for the annual timetable.
Note
These are supplements to the capacity allocation as laid down in the timetable.
Axle load Axle load is the weight (in tons) per axle of a rail vehicle, incl. load.
Betuweroute The Betuweroute concerns:
• The Maasvlakte – Kijfhoek – Zevenaar railway line including the connected railway
yards.
• The Feijenoord and IJsselmonde railway yards and the tracks that connect those
railway yards to the aforementioned railway line.
• The main private siding lines (secondary railways) connected to the aforementioned
railway yards.
The boundaries of the tracks connected parts of the Betuweroute with the combined
network are located at the points stated in the table below.
Location line-ID in connection point
IJsselmonde EF Brdv Rtst km 42.000
between ps 135 and the
ps 135 - ps
Brdv Rtst intersection with the line between
911A
ps 903 and ps 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 Glossary of terms

Network Statement 2013 Combined Network - version 1.0 d.d. 17 January 2012 page 91
Term Definition
Capacity A capacity agreement is an access agreement only laying down the capacity to which
Agreement the titleholder has a right, without having any right to access and use of 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 licence.
Centrally controlled A centrally controlled area is an area within the railway network in which the relationship
area 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.
Cross-over A cross-over is a facility to switch tracks on an open track by means of (at least two sets
of) points.
Note
An example of a crossover is the Infrastructural Facility for Maintenance, which is
treated as a train-path point in the scheduling process.
Dangerous goods Dangerous goods are substances that by virtue of their properties can, even in small
quantities, constitute a hazard for humans, animals or the environment, as referred to in
the Dangerous Goods Act.
Defect A functionality of the railway infrastructure that is not working (properly).
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 Rail Traffic Decree
ERTMS ERTMS is the European standardised safety system for train traffic.
Note
See also ETCS and GSM-R
ERTMS comprises 3 levels
1. Point-to-point train safety system with fixed blocks, and conventional train detection.
This is practically identical to ATC-NG in terms of functionality.
2. Cabin signalling based on radiocommunication, conventional train detection, fixed
blocks.
3. Cabin signalling based on radiocommunication, the train reports its own position,
fixed or moving blocks.
ETCS ETCS is an integral part of ERTMS and concerns the signalling, both along the track
and in the cabin.
Exceptional Transport Exceptional transport is the transport of a shipment whose dimensions, weight or wagon
type call for exceptional technical or operational measures. Transport regulations are a
precondition for exceptional transport.
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).
KPI A KPI (Key Performance Indicator) is a variable used to analyse a specific operational
performance. It is a management instrument.
Locally controlled area A locally controlled area is an area of the railway network, within which the operation of
individual infrastructural elements and route control take place under the supervision of
a traffic controller with minimum authority.

Term Definition
Macro topology The network configuration (macro topology) displays the railway infrastructure
network at the level of train-path points (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’.
Main siding line A main siding line is a branch line that serves to connect multiple sidings in a port or
industrial zone to the railway network.
Network configuration The network configuration (macro topology) displays the railway infrastructure network
at the level of train-path points (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 A node is a train-path point or a collection of (adjoining) train-path points that play a role
in train service processes.
Three types of nodes can be distinguished:

• Infrastructural node: process = scheduling, allocation and release of infrastructure.
An infrastructural node point is also a node point where at least three open tracks
converge.
• Train node: process = scheduling and performance of vehicle movements and
shunting.
• Personnel node point: process = scheduling and control of personnel services.
Open track An open track is an area that connects 2 train-path points or two primary process line
areas.
Notes
An open track does not have any exits for running trains. There are no points
controllable by the process manager. An open track consists of one or more open lines.
There are 2 views of open track (see also ‘Macro topology’):
• The PPLG view: here the primary process line areas are the nodes, and the open
track interconnecting pipeline without exit option.
• The train path point view: recognises more nodes than the PPLG view. Here, the
train path points are the nodes, thus creating a more finely meshed network.
Performance scheme An agreement concerning the reciprocal performance of the manager and the railway
undertaking, which may include a charging system.
Platform track Track alongside the platform.
Track
A rail or set of parallel rails upon which railway vehicles run or that are used for stabling
purposes.
Platform
A raised area along the track at a station or stop intended intended for the boarding and
alighting of passengers and/or the (un)loading of goods.
Private passenger Private passenger transport is the transport of passengers by train, other than public
transport transport in the sense of the Passenger Transport Act.

Term Definition
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.
Synonym:
Transport operator.
Railway yard 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.
Note
*) A deviation applies in case of some railway yards. At the Hoorn railway yard, for
example, a distance of 275m applies and in case of Amersfoort a distance of 340m.
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 Environmental Management Act / Environmental Permit (General
Conditions) Act.
Restriction on use A restriction on use is a deviation from the normal utility value of the rail infrastructure.
For example:
• temporary speed restrictions (TSRs)
• travel conditions and regulations
• track exclusion
• point switch exclusion
• load restrictions
• current take-up restrictions
• restriction environmental permit
• transport restrictions
• noise restrictions
RNE RailNetEurope is a collaborative group of railway infrastructure managers throughout
Europe. 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 open tracks, starting
and ending at a train-path point.
Shunting Shunting is the performance of shunting operations.
Rail Traffic Decree:

Shunting: All traffic movements of trains (or rail vehicles) taking place at a railway yard.
Shunting operation
A shunting operation is a train movement without transport intent, subject to the
restriction that such takes place within the boundaries of a railway yard or training no
point without making any use of an open track.
Siding A siding connects a company’s premises to the railway network by means of a branch
line and a point switch.

Term Definition
Stabling siding Stabling siding

A stabling siding is a track where trains can be stabled.
Stabling
Stabling is the temporary placement of rolling stock that during the stationary period are
not included in the timetable or involved in shunting.
Station A building or structure that is designated by structure and layout in full or in part for the
arrival and departure of rail vehicles to enable the boarding, alighting or transfer of
passengers
STM A Specific Transmission Module (STM) is train equipment, which converts information
from a conventional local safety system into information that can be processed by the
ETCS.
Notes:
The STM-ATC is relevant to the Netherlands, the STM-Memor is relevant to the border
crossing with Belgium, and the STM-PZB (Punktförmige Zugbeeinflussung) is relevant
to Germany.
Timetable A timetable is an overview of the scheduled rail traffic products of all transporter
operators in terms of the arrival, departure and passage times of trains at train-path
points. A timetable always has a specified term of validity.
Titleholder A titleholder, according to the Railways Act, is a natural person or legal entity that is
authorised to conclude an Access Agreement with ProRail.
See Section 57 Railways Act
Ton metre weight The ton metre weight is the average weight (in tons) per linear metre of a train.
Track and route Track and route section geometry is the location of tracks and route sections expressed
section geometry in geometrical terms.
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 formation 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 path A train path is a conflict-free movement assigned to a train slot.
According to Directive 2001/14/EC, a train path is:
the infrastructure capacity to run a train between two places over a given time-period.
Train path Synonym: see path

Term Definition
Train service & traffic Traffic control

control The organisation of people and systems with the following tasks:
• ensuring railway safety.
• releasing routes to users of the infrastructure.
• in case of a deviation between the requested and available routes, revision of the
process plan and the provision of information on the changes made.
• taking appropriate measures in case of a disaster and reporting the occurrence
thereof.
Network traffic control

The organisation of people and systems with the following tasks:
• allocation and distribution of railway infrastructure capacity during the operational
phase.
• provision of information on the allocation.
• evaluation of the handling of disruptions.
Train slot A train slot is a successive set of one or more infrastructural capacity units, which
facilitate valid use of the railway infrastructure.
Notes (figure):
Pad (lijn)
= beweging als conflictvrije invulling voor een slot over een
gedetermineerd deel van de railinfrastructuur.
Slot (opp. in omhullende)

= in tijd en ruimte aaneengesloten samenstel van 1 of meer
infracapaciteitseenheden dat ruimte biedt aan een geldig
gebruiksdoel van de infrastructuur.
08
o Localebezettingen
p (incl.marge)
e
n
in
g
T
Infracapaciteitseenheid (opp. rechthoekje)

= elementair ruimte-tijd deel, dat bepaald wordt door een
gedetermineerd infradeel (ruimte) en een tijdsinterval, waarmee
07 de toewijzing van infracapaciteit aan geldige gebruiksdoelen
identificeerbaar en op maat kan worden verricht.
X X X X X
X5 brug
1 2 3 4 6
x (weg = traject of PPLG-route)
Buitendienststelling sporen 14a,

14b, 16a en 16b
Vergelijkbaar: volume-infra-inzet
.30
.00
14a 14b 16a 16b

x
Transport The use of capacity for the actual transport of passengers or freight.

Term Definition
Tyre irregularity A tyre irregularity concerns damage to the running surface of train wheels.
VPT system This is an information & communication system that supports the scheduling, operation
and intervention of the train service.
Abbreviation Meaning
ATC Automatic Train Control
ATB-EG Automatic Train Control first generation
ATB-NG Automatic Train Control new generation
ATB-Vv Automatic Train Control improved version
BP Out-of-gauge loads
BV Exceptional transport
CER Community of European Railway and Infrastructure Companies
CIT International Rail Transport Committee
CUI UR Uniform Rules concerning the Control of Use of Infrastructure in International Rail traffic.
ERTMS European Rail Traffic Management System
ETCS European Traffic Control System
GSM-R Global System for Mobile Communications for Railways
IVW Transport Inspectorate
KPI Key Performance Indicator
NMa Netherlands Monopolies Committee (www.nmanet.nl).
PPLG Primary process line area
RIC International coach regulations
RIV International wagon regulations
RNE RailNetEurope
STM Specific Transmission Module
TSI Technical Specification for Interoperability

(empty page)

appendix 3 Consultation (§ 1.4.1)
ProRail has drawn up the Network Statement 2013 following consultation with the titleholders involved
The process of consultation with titleholders on the Network Statement 2013 Combined Network, as
well the results thereof, is described in this Appendix.
Consultation with railway undertakings
Subjects involving changes to the network statement have been discussed at consultation tables or in
other forms of consultation to which all railway undertakings were invited. The outcome of these
consultations, as well as other data intended for updating and improvement of the network statement,
have been processed in a draft version of the Network Statement 2013.
Start of consultation
A draft version of the Network Statement 2013 was made available on 9 September 2011 to all railway
undertakings active at that time on the railway network managed by ProRail, as well as to all bodies
authorised to grant concession for passenger transport by train. The covering letter accompanying the
presentation of the draft version of the Network Statement 2013 gave attention to the most important
changes in relation to the Network Statement 2012, the consultation that preceded the drawing up of
the draft Network Statement 2013 and the further consultation procedure.
Announcement
Furthermore, ProRail has by means of announcements in the Netherlands Government Gazette
(Staatscourant) and in Nieuwsblad Transport invited other titleholders to contribute to the Network
Statement 2013.
Questions and comments by titleholders
Titleholders were given an opportunity until 21 October 2011 to respond in writing to the (changes to)
draft Network Statement 2013. ProRail has received material comments from Arriva; ERS; KNV
Spoorgoederenvervoer on behalf of freight transport operators and railway contractors united in KNV;
and a joint reaction from NS Reizigers, NedTrain and Hispeed.
Reaction by ProRail
ProRail has drawn up a list of the received questions and comments. Also explained in the list is the
consequence attached thereto by ProRail. A number of the received questions and comments
prompted ProRail to make a number of changes to the draft version. ProRail also made changes to
the draft version to incorporate current data, to provide further clarification and to correct any evident
mistakes. All material changes to the draft version are accounted for in the statement.
ProRail has provided all titleholders who have responded in writing with a statement of questions and
comments submitted by titleholders, together with ProRail's response. ProRail will also make the
statement available to other titleholders on request.
appendix 3 Consultation
(empty page)
appendix 3 Consultation
appendix 4 General Regulations on the Settlement of Complaints and
Disputes (§ 1.4.3)
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 ProRail 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 ProRail 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 ProRail in response to the draft of the Network Statement, this interested
party can submit a complaint in writing to the Management Board of ProRail.
2. Following receipt of the complaint as referred to in the previous paragraph, ProRail will within five 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 resolved when the complainant and ProRail agree on a solution to
the complaint.
4. If a complaint is not satisfactorily resolved, 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 resolved 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.
1. All disputes concerning the Network Statement, which cannot be resolved amicably on grounds of Article 3,
can be submitted to the Netherlands Monopolies Committee in accordance with Section 71, Paragraph 1
Railways Act .
2. These regulations are without prejudice to the right of parties in cases of urgency to submit a dispute directly
to the Netherlands Monopolies Committee designated for this purpose in Section 71, Paragraph 1 Railways
Act.
appendix 4 General Regulations on the Settlement of Complaints and Disputes

(empty page)
appendix 4 General Regulations on the Settlement of Complaints and Disputes

appendix 5 Model Access Agreement and Terms & Conditions (§ 2.3.2)
Model Access Agreement 2013

The Model Access Agreement reflects the services stated in the Network Statement. The Model
Access Agreement 2013 (version 1 September 2011) is available on the website of ProRail
(www.prorail.nl > vervoerders > netverklaring).
The following substantive changes were made to the Model Access Agreement 2013 as compared
with the Model Access Agreements 2012 (version of 1 July 2011):
• The text on travel and traffic information has been removed from Articles 3.2, 5.2.1 and 6.3.
• The Quo Vadis service has been added to Article 3.2.
• An optional provision has been included regarding a threshold value for liability in Article 7.3.
appendix 5 Model Access Agreement and Terms & Conditions

(empty page)

General Terms & Conditions Access Agreement ProRail 2013
version 1 September 2011
Titel I. General Terms & Conditions
Article 1. Definitions
The definitions below are used in these General Terms & Conditions.
1. General Terms & Conditions: these general terms and conditions.
2. Operating licence: the licence as referred to in Section 28 Railways Act.
3. Handling costs: extra office and communication costs, administrative costs involved in handling the loss
event, costs of replanning the operational activities and the costs of additional personnel required during the
period that the loss event hampers normal operational activities. The handling costs are - unless determined
otherwise - related to the amount of the loss, consisting of personal injury (bodily injury and death), property
damage, cargo damage, costs of salvage and evacuation, expert costs, as well as out of pocket costs,
according to the table below.
Loss amount Handling costs
from € 0 to € 100,000 2.5% of the loss amount
from € 100,000 to € 250,000 2.0% of the loss amount
from € 250,000 to € 1,000,000 1.5% of the loss amount
from € 1,000,000 to € 5,000,000 1.0% of the loss amount
from € 5,000,000 actual costs
4. Network Manager: the holder of a concession as referred to in Section 16, Paragraph 1 Railways Act.
5. Concession: the concession as referred to in Section 16, Paragraph 1 Railways Act.
6. Third party: any natural person and/or legal entity other than the Network Manager, the railway undertaking
or their auxiliary staff.
7. Auxiliary staff: the subordinate or other natural person and/or legal entity, whose services are engaged by the
railway undertaking or the Network Manager in the sense of Book 6 Dutch Civil Code.
8. Admission certificate: the certificate as referred to in Section 36 Paragraph 4 Railways Act.
9. Approval certificate: the certificate as referred to in Sections 36 and 37 Railways Act in conjunction with
Sections 4 and 6 Rail Vehicles Inspection Decree.
10. Minister: the Minister of Infrastructure and environment.
11. Network Statement: the applicable network statement as referred to in Section 58 Railways Act, including the
Supplements to the Network Statement that have been announced up to and including the day before the
signing of the Access Agreement.
12. Operational Conditions: the operational conditions as included in Appendix 2 of the Access Agreement.
13. Out of pocket costs: the costs of replacement transport provided by railway undertakings in the Netherlands
for passengers and/or shippers directly involved in the loss event. Passengers and/or shippers involved
directly in the loss event are defined as passengers and/or shippers making use of the rail vehicle that is
involved in the loss event as well as passengers and/or shippers making use of rail vehicles that experience
a comparable degree of hinder from the loss event in the sense that the consequences of the loss event for
the passengers and/or shippers involved are the same and have been solved in the same manner.
14. The Party: the network manager or the railway undertaking.
15. The Parties: the network manager and the railway undertaking.
16. Test certificate: the certificate as referred to in Section 34 Railways Act.
17. Loss event: an event or series of events, resulting in loss, following on from one and the same cause.
18. Rail Vehicle: a vehicle intended for traffic on the railways.
19. Railways: the railways and accompanying railway infrastructure as referred to in Section 1c Railways Act, the
management of which has been assigned to the network manager, as well as other infrastructural facilities
managed by the network manager, as described in Chapter 3.2.1. of the Network Statement.
20. Railway Undertaking: a railway undertaking as referred to in Section 1f Railways Act, being the contracting
party of the network manager to the Access Agreement.
21. Railways Act: Act of 23 April 2003, containing new general rules regarding the construction, management,
accessibility and use of railways, as well as traffic on the railways (Bulletin of Acts and Decrees 2003, 264) as
amended since that date.
22. Access Agreement: the agreement, including the appendices thereto, as referred to in Section 59 Railways
Act.
23. Attributable: loss that due to fault or a cause that under law, regulations or custom is for the risk and account
of the party causing the loss.
24. Safety Certificate: the certificate as referred to in Section 34 Railways Act.
25. Passenger Transport Act 2000: Act of 6 July 2000, laying down new rules for public transport, private bus
transport and taxi transport (Bulletin of Acts and Decrees 2000, 314) s amended since that date.

26. Statutory compensation: compensation that the railway undertaking is obliged, under the terms of national,
European or treaty law, to pay to passengers and/or shippers in case of cancellation or delay of transport
services.
Article 2. Access Agreement, General Terms & Conditions, Operational Conditions and
Network Statement
1. The contractual legal relationship between the parties concerning the access to and use of the railways is laid
down in the Access Agreement, the General Terms & Conditions and the Operational Conditions.
2. Supplements and/or changes to the General Terms & Conditions and/or the Operational Conditions agreed
by the parties are binding only if determined in writing in the Access Agreement.
3. The persons appointed as contract manager on behalf of the railway undertaking and the network manager
will be specified in the Access Agreement. The parties may in the Access Agreement also appoint categories
of officials who are authorised to implement the Access Agreement on their behalf.
4. The Access Agreement may also include further regulations on the handling of complaints about operational
matters.
Article 3. Change procedure Access Agreement, Operational Conditions and/or General

Terms & Conditions
1. A request to change the Access Agreement, Operational Conditions and/or General Terms & Conditions,
which request for change does not ensue from statutory measures or a ruling by a court of law or arbitration
board, shall be submitted in writing and will in any event include a description of the proposed change(s) and
the resulting consequence(s) in terms of the rights and obligations of the parties. The network manager will in
every case evaluate whether the changes proposed by the railway undertaking are non-discriminatory
towards other titleholders as referred to in Section 57 Railways Act.
2. The parties will do their utmost to reach agreement on a proposed change within thirty calendar days of
receipt of a change proposal.
3. Changes to the Access Agreement, Operational Conditions and/or General Terms & Conditions can only be
made in the form of a written supplement to the Access Agreement signed by the parties.
4. If by force of statutory measures, the Concession or a ruling by a court of law or arbitration board, changes
are to be made to the General Terms & Conditions, Operational Conditions and/or the Access Agreement,
the network manager, if given the opportunity to do so, will consult with the relevant authority, put up a
defence in the court or arbitral procedure, and make every effort to prevent or limit any negative
consequences for the parties. In such a case, the network manager will inform the railway undertakings in
writing with inclusion of a proposal for change. The network manager will submit this proposal with due
consideration for the reasonable interests of the railway undertakings and make every effort to prevent or
limit any negative consequences for the railway undertakings. If the railway undertakings do not agree to the
proposed change, the network manager will nevertheless be entitled to adopt the proposed change
unilaterally.
5. In urgent cases, whereby the provisions of the previous paragraph are applicable, the change proposal and
consultation as set out in this paragraph may be omitted.
Article 4. Nullification of provisions

In case of a legally irreversible nullification of one or more provisions of the Access Agreement, the General
Terms & Conditions or the Operational Conditions by the competent authority, these provisions will be replaced
by provisions that reflect as much as possible the original intention of the parties. Nullification of one or more
provisions will not affect the validity of the other provisions.
Titel II. Information and confidentiality
Article 5. Provision of information

1. The parties will notify one another of every incident that could hinder fulfilment of the essential obligation of
the Access Agreement, which will in any event include every relevant change, suspension and withdrawal of
the Management Concession of the network manager, or of the safety certificate and/or operating licence of
the railway undertaking.
2. In the Access Agreement, the parties agree on the manner (including the time and frequency) in which the
railway undertaking will provide the information as referred to in Chapter 2.9 of the Network Statement, and
specify all other information that they will exchange with one another within the performance of their
relationship.
3. The parties will inform one another promptly if they acquire any information other than referred to in the
previous paragraph, of which they know or should in all reasonableness realise that the railway undertaking
or the network manager requires this information for the proper performance of the Access Agreement.

4. If one of the parties incurs a loss as a result of the actions of a third party or auxiliary staff, the parties will, if
such is possible and can reasonably be expected, assist one another in determining the identity of the third
party or auxiliary staff in question.
5. The railway undertaking will, at no expense, provide the network manager with information required by the
Network Manager:
a. To draw up a draft noise map as referred to in Article 7 of Directive 2002/49/EC of the European
Parliament and of the Council of 25 June 2002 relating to the assessment and management of
environmental noise (OJ EC L 189) with regard the noise load caused by the main railway network.
b. To comply with the obligations resting on the Netherlands pursuant to Commission Regulation (EC)
no. 91/2003 of the European Parliament and of the Council of 16 December 2002 with regard to rail
transport statistics (OJ L 14).
Article 6. Confidentiality
1. The parties are subject to a duty of confidentiality in respect of all information deriving from one another
which has been classified as confidential or should reasonably have been understood to be of a confidential
nature.
2. Information received in the framework of the performance of the Access Agreement may only be used for the
purpose for which it was made available.
3. The parties will not make the Access Agreement, part thereof or information ensuing there from, available to
third parties without the permission of the other party.
4. Without prejudice to the provisions of Paragraphs 1, 2 and 3 of this article, confidential information can be
made available to, or used by, a third party without the permission of the other party if such is stipulated by
statutory regulations, the Concession and/or a ruling by a court of law or arbitration board. The parties may
also use confidential information for operational and insurance purposes.
5. In so far as the railway undertaking acquires access via data systems of the network manager to information
concerning capacity applications and/or the train service of other titleholders, the railway undertaking will
treat such information confidentially and refrain from the collection, processing, forwarding or otherwise use
thereof. Subject to application of a comparable non-disclosure clause, the railway undertaking does not
object to other titleholders gaining access via the data systems of the network manager to information
concerning capacity applications and/or the train service of the railway undertaking.
6. Parties shall take appropriate measures to protect confidential information contained in their information
systems.
7. The obligations under this article remain in force on termination of the Access Agreement.
Titel III. Rights and obligations of the network manager and the railway undertaking
Article 7. Access to and use of the railways by the railway undertaking

1. The railway undertaking has access to the railways and the right to make use thereof subject to the
conditions and in the manner as determined in:
a. The applicable national and international regulations and the ensuing regulations and rulings by a
court of law and/or arbitration board imposed on the network manager.
b. The Access Agreement.
2. Prior to the signing of the Access Agreement, the railway undertaking will provide the network manager with
the documents listed below.
a. A valid operating licence or comparable document as referred to in Section 30 Paragraph 1
Railways Act.
b. A valid safety certificate or test certificate.
c. Proof of compliance with the provisions of Section 55 Railways Act.
The railway undertaking will immediately, in any event within 14 days, notify the network manager in writing
of any event that restricts or ends the validity of the aforementioned documents.
3. The railway undertaking is not permitted to alter, damage or contaminate the railways or to use it in any
manner other than that for which it is intended, has been equipped or has been made available.
Contamination as referred to in this paragraph does not include the disposal, either directly or indirectly, of
solids or fluids that are released during the normal operation of rail vehicles as referred to in Section 19
Paragraph 1b Railways Act.
4. The parties will ensure that any auxiliary staff engaged in the performance of the Access Agreement will
receive adequate instruction in this respect and have the necessary knowledge and skills. Auxiliary staff that
appear not to have the necessary knowledge and skills will – whether or not at the request of any of the
parties - be immediately discharged from performance of the engaged work.
5. The railway undertaking is liable towards the network manager for actions of consignors and consignees, as
defined under transport law, who perform or instruct work at public loading and unloading sites and/or railway
yards, in as far as the railway undertaking has any physical or legal influence on such actions.

6. If loss ensues as a result of the actions as referred to in the previous paragraph, the railway undertaking is
only liable if the loss event is attributable to the action of a third party and the railway undertaking had the
physical and/or legal ability to prevent the loss event and the consequences thereof. This provision is without
prejudice to the liability of consignors and consignees for their actions at these public loading and unloading
sites and/or railway yards.
Article 8. Allocation of capacity

1. The network manager is responsible for the allocation of capacity in accordance with the procedure set out in
Chapter 4.4. of the Network Statement as well as the provisions of the decision referred to in Section 61
Paragraph 1 Railways Act.
2. Capacity allocated in the form of train paths is allocated for the maximum duration of one timetable period.
3. The railway undertaking is not permitted to transfer the allocated capacity to a third party.
4. The allocated capacity lapses in case of an emergency and if absolutely necessary as result of a disruption
that temporarily makes the railways unusable. Threats of disruption in the short term are treated equally to
actual disruptions. In case of a threat of disruption in the short term, the network manager will provide
specifics and motives why restoration measures are required in the short term in order to prevent the
occurrence of an actual disruption that could negatively impact on the safe runnability of the railways and/or
uninterrupted train traffic.
5. If the railway undertaking during a period of at least eight weeks within one timetable year uses a train path
below the threshold value stated in Chapter 4.6 of this Network Statement, the railway undertaking will
surrender this train path unless this underutilisation is due to non-economic reasons beyond the control of the
railway undertaking. The network manager will hereby observe a notice period of two weeks.
6. The network manager reserves the right to withdraw or change allocated capacity:
a. When instructed to do so by the competent authorities or in order to prevent such an instruction, on
condition that the instruction relates to a situation defined in adequate concrete terms.
b. In the interests of public order.
c. Following a report as referred to in Article 7, Paragraph 2 of these General Terms & Conditions.
d. When it concerns capacity required for passenger transport services by train and the railway
undertaking is no longer entitled to perform such services under the terms of the Passenger
Transport Act 2000.
7. When using the authority referred to in the previous paragraph, the network manager will make every effort to
limit the negative consequences thereof for the railway undertaking in terms of duration and scale. The
network manager will consult in advance with the railway undertaking if it wishes to exercise the authority
referred to in the previous paragraph in order to prevent an instruction by the competent authority.
Article 9. Use of rail vehicles by the railway undertaking

1. The network manager is entitled by virtue of the relevant national and international regulations, the
Concession and/or a ruling by a court of law or arbitration board, to carry out a supplementary inspection of
(repaired) rail vehicles with regard to those aspects that were not included in the inspection performed under
the terms of the Approval and Admission Certificate.
2. Following the results of the supplementary assessment referred in the first paragraph, the network manager
can give instructions and/or impose conditions and/or restrictions to the use of the railways or exclude the rail
vehicles in question from use of the railways. The results of the assessment are reported to the railway
undertaking in writing.
3. The conditions and restrictions referred to in the second paragraph can include:
a. The setting of a re-assessment term.
b. A re-assessment following changes made to the rail vehicle.
c. The (temporary) application of a classification.
d. The (temporary) application of reasonably necessary measures to the infrastructure at the expense
of the relevant railway undertaking.
4. The railway undertaking will provide the network manager with information on the identification and the
deployment possibilities and limitations of the rail vehicles used by the railway undertaking.
5. At the network manager's first request, the railway undertaking will submit, with regard to the relevant rail
vehicle, a valid EC inspection statement as referred to in Sections 36 and 37 Railways Act, a valid Admission
Certificate as referred to in Section 36 Paragraph 4 Railways Act and/or an exemption as referred to in
Section 46 Railways Act.
6. The railway undertaking that has deployed a rail vehicle remains responsible for that vehicle towards the
network manager from the moment of delivery. This responsibility only ends once another railway
undertaking has transported or moved that vehicle, or has notified the network manager that it assumes
responsibility for the vehicle.
7. If a railway undertaking, barring an exemption as referred to in Section 46 Railways Act, acts in contravention
of the prohibition referred to in Section 36 Paragraph 1 Railways Act or the conditions or restrictions as
referred to in Section 46 Paragraph 2 Railways Act, or is not in possession of a valid Admission Certificate
and/or does not use the railways in accordance with the assessment as referred to in this article, the network

manager is entitled immediately to refuse the railway undertaking use of the rail vehicle in question on the
railways and to instruct that such use be terminated at once. The ensuing costs are for the account of the
railway undertaking. The network manager is also entitled to refuse the use of rail vehicles if they no longer
meet the technical specifications on which they were assessed during the admission process. Such rail
vehicles may, if placed on the railways, only be moved by the railway undertaking with the permission of the
network manager and subject to certain conditions.
Article 10. Safety and the environment

1. Railway undertakings that wish to use railway yards for operations other than for the arrival, departure or
transit of train traffic, may only do so if an environmental permit has been issued for such operations. Railway
undertakings must give the permit holder the opportunity to assess in advance whether the proposed
operations at railway yards are pursuant to the conditions of the Environmental Management Act and the
environmental permit. Railway undertakings that (intend to) carry out operations at railway yards that require
an environmental permit, are obliged to consult and comply with the provisions of the environmental permit in
question.
2. The railway undertaking will use the railway infrastructure in accordance with the restrictions to use and
regulations stated in Chapter 3.4.1 and Appendix 10 of the Network Statement.3. Furthermore, the railway
undertaking accepts that the network manager monitors compliance by the railway undertaking with these
obligations in order to ensure compliance with the environmental and occupancy permits granted to the
network manager.
3.
4. The railway undertaking will notify the network manager as soon as possible of any risk or occurrence of
damage by the railway undertaking to the railways and/or the environment and/or the safety of third parties.
This notification is without prejudice to the legal and contractual obligations of the railway undertaking.
5. The network manager is entitled by virtue of relevant national and international regulations and/or a ruling by
a court of law or arbitration board, to determine that certain rail-based operating processes of the railway
undertaking specified by the network manager may not be carried out on the railways, or may only be carried
out at the locations designated by the network manager and/or subject to conditions imposed by it and/or
using the facilities located at the site. Included under operating processes are:
a. Internal and external cleaning of rail vehicles.
b. Testing of rail vehicles.
c. Refuelling.
d. Stabling of rail vehicles.
e. Removal of waste resulting from operating processes and from rail vehicles.
f. Inspection and maintenance of and/or repairs to rail vehicles.
6. The railway undertaking will refrain from actions that exceed the limit values set by virtue of the Noise
Pollution Act or that breach the relevant conditions of the licences prescribed pursuant to the Environmental
Protection Act.
7. The network manager can give instructions to the railway undertaking in case of a potential breach of the limit
values or conditions referred to in the previous paragraph.
Article 11. Storage of liquids for the running of rail vehicles

1. The railway undertaking is exclusively permitted to tranship environmentally dangerous liquids required for
the traction of rail vehicles and the operation of equipment at appropriate sites designated by the network
manager, as referred to in Appendix 22 of the Network Statement (refuelling systems).
Article 12. Train traffic restoration measures

1. The parties will in case of a disruption of train traffic do all that may reasonably be expected of them to
resolve the disruption and limit the negative consequences thereof.
2. In this context, the network manager can take various measures, including the detention, diversion, insertion,
slowing down or speeding up of trains, or the cancellation of train paths. The network manager thereby
applies the relevant regulations of the Network Statement as stated in Section 2.1 of the Operational
Conditions.
3. If the network manager offers a replacement train path in the cases as referred to in Paragraph 2 and Article
8, Paragraph 6, the user charge for the replacement path will not be higher than for the original train path.
Article 13. Cooperation on the part of the railway undertaking

1. The railway undertaking will at the instruction of the network manager cooperate in measures aimed as
resolving a disruption, regardless of the cause thereof. If the network manager deems such necessary, the
railway undertaking will make its equipment and auxiliary staff available, in as far as such equipment and
staff are suitable for the intended purpose.
2. The costs of the assistance referred to in Paragraph 1 incurred by the railway undertaking, which has not
caused the disruption, will be at the expense of the network manager.

3. The railway undertaking to which the disruption can be attributed will, at the network manager's first request,
compensate the network manager for the costs referred to in Paragraph 2 as well as other costs incurred by
the network manager in resolving the disruption.
4. If the railway undertaking providing assistance, despite exercising the necessary care, causes damage to the
railway undertaking receiving assistance and/or the network manager or itself suffers damage, the resulting
loss is for the risk and account of the party to which the disruption can be attributed.
5. If the railway undertaking providing assistance, despite exercising the necessary care, causes damage to a
third party not being a party involved in the disruption, the resulting loss is for the risk and account of the
party causing the disruption. The party causing the disruption indemnifies, if necessary, the other parties
involved in the disruption against any claims for compensation by such third parties.
6. The railway undertaking will participate in the response organisation subject to regulations of the Access
Agreement as stated in Section 4.1 of the Operational Conditions.
Article 14. Presence on railways

1. If the railway undertaking allows (auxiliary) persons to be present on or along the railways, such takes place
at the risk and account of the railway undertaking.
2. The railway undertaking will ensure that the (auxiliary) persons referred to in the first paragraph have
received adequate instructions concerning the safe and properly organised presence on the railways.
3. The (auxiliary) persons of the railway undertaking working on the railways must be able to provide proper
identification, in the form of a service pass or written instruction, as a member of staff or auxiliary staff of the
Article 15. Inspections and instructions

1. The network manager is authorised, with a view to performing the tasks and responsibilities assigned by
virtue of the relevant national and international regulations and/or a ruling by a court of law or arbitration
board, to carry out inspections and/or give necessary instructions to (auxiliary staff of) the railway undertaking
who will comply with such without delay. The categories of officials of the network manager who are entitled
to exercise the above authority are defined in the Access Agreement.
2. The authority of the network manager as referred to in the first paragraph can exclusively be exercised for the
purpose of protecting the railways, preventing or controlling nuisance experienced by the environment and
other users of the railways, and the safe and effective use of the railways.
3. The inspections and instructions will cause as little hindrance as possible to the normal operating activities of
the railway undertaking and will be carried out or issued, respectively, in a manner that causes minimal
burden. The network manager exclusively has access to those rail vehicles, systems and equipment of the
railway undertaking that are relevant to the inspection.
4. The railway undertaking will comply with instructions given by the network manager as referred to in these
General Terms & Conditions. In case of failure to comply immediately with a lawful instruction as referred to
in these General Terms & Conditions, the railway undertaking will forfeit an immediately payable fine of
€ 5,000 per breach, without prejudice to the network manager's right to demand compensation in full. In case
a series of breaches consists of the failure to comply with one and the same instruction, and the network
manager is entitled to demand an immediately payable fine of € 5,000 per breach, to a maximum of € 25,000,
for the series of breaches.
5. If the railway undertaking fails to comply with an instruction given by the network manager, compliance with
which is deemed necessary in order to prevent damage, potential damage, terminate a wrongful situation,
nuisance and/or to effect speedy restoration of the train traffic as referred to in Article 12 Paragraph 1 of
these General Terms & Conditions, the network manager is entitled to have the actions and/or work ensuing
from the instruction carried out at the risk and expense of the railway undertaking.
Titel IV. Liability
Article 16. Liability of network manager to the railway undertaking

1. If the network manager as a result of any action or negligence on the part of itself or auxiliary staff engaged
by it, causes attributable damage to the property of the railway undertaking, or to third parties or auxiliary
staff for which the railway undertaking is liable by virtue of any legal relationship, the network manager is
liable for the loss incurred by the railway undertaking, third party or auxiliary staff.
2. Liability as referred to in the first paragraph does not cover loss of turnover or profit, unless in case of intent
or deliberate recklessness. The loss components below are eligible for compensation.
a. Personal injury (bodily injury and death).
b. Property damage.
c. Cargo damage.
d. Costs of salvage and evacuation.
e. Expert costs.
f. Out of pocket costs.

g. Handling costs
h. Statutory compensation
i. Reasonable costs for determining the liability and extent of the loss.
3. The network manager is, except in the case of intent and/or deliberate recklessness, not liable for loss as
referred to in the first paragraph if the loss per loss event is less than € 5,000.
4. The network manager accepts no liability for loss incurred by the railway undertaking as a result of an
instruction by the network manager, which on grounds of the Access Agreement is lawful and given in
accordance with the provisions of Article 15 of these General Terms & Conditions, as well as for the
consequences for application of Article 8 Paragraph 5 of these General Terms & Conditions.
5. If due to a cause attributable to the network manager, the railway undertaking is unable during a period of at
least 8 consecutive hours, calculated from the start of the cause, to make full use of its allocated capacity, the
network manager will compensate the railway undertaking for the ensuing out of pocket costs and handling
costs, whereby the handling costs can, at the election of the railway undertaking, be determined on the basis
of the table included in Article 1 Paragraph 3 of these General Terms & Conditions, or on the actual handling
costs incurred, subject to the provisions of Paragraph 6.
6. If the railway undertaking, in the event of a loss event as referred to in Paragraph 5, opts to have the handling
costs determined on the basis of the actual costs incurred, the administration costs for handling of the loss
event are determined according to the table below, whereby the reference loss consists of additional office
and communication costs, costs of replanning the operational activities and the costs of additional personnel
required during the period that the loss event as referred to in this paragraph hampers normal operational
activities.
reference loss administration costs
€ 5,000 to € 10,000 € 350

€ 10,000 to € 30,000 € 375
€ 30,000 to € 50,000 € 475
€ 50,000 to --------- 1% of the reference loss
If liability for the loss event is recognised promptly by the network manager without objection and
compensation is paid promptly, the administration costs are limited to 50% of the amounts stated in the table
above.
7. Except in the case of intent and/or deliberate recklessness and without prejudice to the provisions of
Paragraphs 5 and 6 of this article, the network manager accepts no liability, with the exception of the
statutory compensation component, for the non-use, improper use or untimely use of the railways or parts
thereof, as well as for delays occurring during use .
8. The Access Agreement can deviate from the provisions of Paragraphs 5, 6 and 7 in those cases that the
network manager and the railway undertaking conclude performance agreements with regard to the use of
the railways.
Article 17. Liability of the railway undertaking towards the network manager
1. If the railway undertaking as a result of any action or negligence on the part of itself or auxiliary staff engaged
by it, causes attributable damage to the property of the network manager, or to third parties or auxiliary staff
for which the railway undertaking is liable by virtue of any legal relationship, the railway undertaking is liable
for the loss incurred by the network manager, third party or auxiliary staff.
b. Property damage.
c. Costs of salvage and evacuation.
d. Expert costs.
e. Handling costs
f. Reasonable costs for determining the liability and extent of the loss.
3. The railway undertaking is, except in the case of intent and/or deliberate recklessness, not liable for loss as
4. In case of the transport of dangerous goods, the railway undertaking is liable on grounds of Section 6:175 in
conjunction with Section 8:1670 et seq Dutch Civil Code for the loss incurred by the network manager.
Paragraphs 1 and 2 of this article apply mutatis mutandis, while Paragraph 3 does not apply In case of a
claim brought against the network manager by a third party and/or auxiliary staff of the railway undertaking on
grounds of Section 8:1670 et seq Dutch Civil Code, the railway undertaking indemnifies the network manager
against all losses incurred by the network manager, except in the case of fault on the part of the network
manager.
5. The railway undertaking is liable towards the network manager if the railway undertaking in any way
attributably acts in violation of the statutory rules and regulations applicable to the railways managed by the

network manager. The railway undertaking will in that case indemnify the network manager against all loss, in
any form whatsoever, to be incurred by the network manager, whereby the provisions of Paragraph 3 do not
apply.
6. The railway undertaking is also liable towards the network manager for the loss incurred by the network
manager resulting from a cause attributable to the railway undertaking, if as a result the traffic on the railways
or parts thereof cannot take place at all or only in a limited manner for a period of at least 8 consecutive
hours, calculated from the start of the cause.
Article 18. Liability amongst railway undertakings

1. If the railway undertaking as a result of any action or negligence on the part of itself or auxiliary staff or third
party engaged by it, causes attributable damage to the property of another railway undertaking, or to auxiliary
staff or third parties for which the railway undertaking is liable by virtue of any legal relationship, the railway
undertaking is liable for the loss incurred by the railway undertaking, third party or auxiliary staff.
b. Property damage.
c. Cargo damage.
d. Costs of salvage and evacuation.
e. Survey costs for determining the loss.
f. Out of pocket costs.
g. Handling costs
h. Statutory compensation
i. Reasonable costs for determining the liability and extent of the loss.
3. The railway undertaking is, except in the case of intent and/or deliberate recklessness, not liable for loss as
4. In case of the transport of dangerous goods, the railway undertaking is liable on grounds of Section 6:175 in
conjunction with Section 8:1670 et seq of the Netherlands Civil Code for the loss incurred by another railway
undertaking. Paragraphs 1 and 2 of this article are applicable.
5. If due to a cause act attributable to the railway undertaking, another railway undertaking is unable during at
least 8 consecutive hours, calculated from the start of the cause, to make full use of its allocated capacity, the
railway undertaking causing the disruption is liable towards the other railway undertaking for the ensuing out
of pocket costs and handling costs, whereby the handling costs can, at the election of the affected railway
undertaking, be determined on the basis of the table included in Section 1 Paragraph 3 of these General
Terms & Conditions, or on the actual handling costs incurred. 6. The railway undertaking accepts that
another railway undertaking that has also accepted these General Terms & Conditions also has the right to
directly invoke those conditions in these General Terms & Conditions that are relevant to the relationship
between the railway undertakings.
6. This article is a third-party clause as referred to in Section 6:253 Dutch Civil Code.
Article 19. Attributable failure

Without prejudice to the provisions of Title IV above, a party who attributably fails to fulfil its obligations, after
having been notified of this failure and given a reasonable period to rectify the situation, but has nevertheless
failed to do so, is liable for the loss incurred by the other party, on the understanding that, except in the case of
intent and/or deliberate recklessness, loss of turnover or profit by the other party is not eligible for compensation.
Articles 16, Paragraph 3, and 17, Paragraph 3 of these General Terms & Conditions apply mutatis mutandis.
Article 20. Limitation of liability, prescription and force majeure

1. The liability of the parties in any form whatsoever is limited to that provided under Title IV, without prejudice
to the right of the parties to demand fulfilment of the provisions of the Access Agreement and/or these
General Terms & Conditions.
2. A claim by the railway undertaking or the network manager based on the Access Agreement and/or these
General Terms & Conditions lapses three years from the date after the event that prompted the claim .
3. In case of the death of persons, a time limit applies of 3 years starting from the day after decease, but no
more than 5 years starting from the day after the accident.
4. If the claim by the network manager is based on an event with regard to which the railway undertaking has
recourse against the other party of a contract concluded by the railway undertaking, the claim by the network
manager on the railway undertaking will lapse one month before the expiry of the time limit that applies by
law or treaty to the claim by the railway undertaking on the other party of a transport contract concluded by
the railway undertaking.
5. If the claim by the railway undertaking is based on an event governed by a transport contract concluded by
the railway undertaking whereby the railway undertaking takes recourse against the network manager, the

claim by the railway undertaking on the network manager will lapse one month after expiry of the time limit
that applies by law or treaty to the claim governed by the transport contract.
6. The network manager and/or the railway undertaking are in case of force majeure not liable for any loss
whatsoever. Force majeure in the sense of these General Terms & Conditions also includes the meaning
given thereto by law and legal precedents. Also regarded as force mature are power failures not caused by
the network manager, suicides or attempts thereto, behaviour by animals, national or local strikes or work
stoppages, whether or not organised, at the company of the network manager and/or of the railway
undertaking .
7. The provisions of Paragraph 5 are without prejudice to the obligations of the network manager under Section
7 Paragraph 2 Railways Act.
Titel V. Financial stipulations
Article 21. User and reservation charges

1. The user charges are calculated subject to the relevant provisions of the Network Statement. 2. The
railway undertaking and the network manager agree on a user charge of nil for the use of the railway
infrastructure for the performance of instructions by the network manager with regard to the management of
the railways
2. Trains for which no user charge is due under the terms of this provision will receive no timetable drafting
support by the One-Stop-Shop of the network manager.
3. In order to determine the user charge for the service as referred to in Article 2a of Annex 2 of Directive
2001/14/EC, the railway undertaking will provide the network manager with invoices, including the
accompanying proof of payment, for the traction power purchased by the railway undertaking. The railway
undertaking authorises the network manager to verify with the traction power supplier whether the submitted
invoices cover the total traction power supplied.
4. The network manager will invoice the user charge and, if applicable, the reservation charge per calendar
month. If the network manager sends a provisional invoice, this will be followed within 6 months by a final
invoice. The final settlement of amounts due under a performance scheme will be invoiced within six months
of expiry of the period to which the performance scheme relates.
5. The final settlement of amounts due under a performance scheme will be invoiced within 2 months of sending
of the invoice for the last term of the period to which the performance scheme relates.
6. The invoiced used charge is not eligible for set-off in the sense of Section 6: 127 Paragraph 2 Dutch Civil
Code, with the exception of the set-off of undisputed claims and claims based on a decision by a court of law
or arbitration board.
Article 22. Payment conditions

1. The railway undertaking and the network manager will pay the amounts owed by virtue of the Access
Agreement and these General Terms & Conditions no later than 30 days after receipt of the invoice. In case
of non-cash transfers, the date of receipt by the recipient's bank is regarded as the date of payment.
2. If the network manager or the railway undertaking fail to pay the amounts due under the Access Agreement
and these General Terms & Conditions in the manner set out above, and the failure is due to a cause
attributable to the network manager or the railway undertaking, the amount due is increased by statutory
interest in accordance with Section 6:119 Dutch Civil Code, plus 2% of the amount due, calculated as of the
final day on which payment should have been made.
3. All amounts due under the Access Agreement and/or these General Terms & Conditions are stated in euro
and exclusive of VAT.
4. The railway undertaking may submit objections against the amount of the final invoice to the network
manager in writing within two months of receipt of the invoice. On expiry of the aforementioned term, the
railway undertaking loses its right to appeal against the amount of the invoice. Systematic defects that come
to light during the handling of a timely submitted objection against an invoice will, however, also lead to the
recalculation of earlier invoices for which the term of objection has already expired.
Article 23. Security

1. The network manager may in case of reasonable doubt about the creditworthiness of the railway undertaking
at all times demand that the railway undertaking issue a bank guarantee or provide comparable security for
compliance with its financial obligations under the Access Agreement and the General Terms & Conditions,
as referred to in Article 21 of these General Terms & Conditions.
2. The costs of the security referred to in the previous paragraph are borne by the railway undertaking.

Titel VI. Suspension and termination of Access Agreement
Article 24. Suspension of Access Agreement

1. The network manager and/or the railway undertaking can suspend performance of the Access Agreement in
full or in part on grounds of Section 6:52 Dutch Civil Code.
2. In case of payment by the railway undertaking after the term referred to in Article 22, Paragraph 1 of these
General Terms & Conditions, the network manager may only suspend performance of the Access Agreement
if the railway undertaking has exceeded the payment term for two successive periodic payments or for two
payments within 12 months.
3. During the suspension, the railway undertaking and the network manager are obliged to take appropriate
measures to prevent and limit the occurrence of loss.
4. The railway undertaking can again exercise its full claim to the agreed capacity from the fourth day after
ending of the suspension.
Article 25. Termination by the network manager

1. The network manager can, without prior notice of default or judicial intervention, effect immediate termination
of the Access Agreement by registered letter if:
a. The network manager loses the Concession, either in full or in part, in as far as relevant to the
provision of service by the network manager to the railway undertaking.
b. The railway undertaking is declared bankrupt or insolvent.
c. The railway undertaking is granted a moratorium.
d. The railway undertaking has during a period of at least one year not used the capacity allocated to
it.
e. The railway undertaking is no longer authorised to participate in rail traffic.
f. The railway undertaking has payment arrears:
i. during two successive instalments and for an amount larger than the user charge for one
month;
ii. during more than two instalment and for an amount equal to the user charge for two months.
g. The railway undertaking defaults on a significant contractual obligation, which concerns the safety of
persons or goods, including freight loads.
2. The network manager can terminate the Access agreement by registered letter subject to a notice period of 2
months, in case of:
a. A mandatory change in the relevant regulations, the consequences of which could not be foreseen,
which prejudice the obligations of the network manager and hinder the network manager in
fulfilment of its obligations.
b. The railway undertaking deliberately defaults or acts in gross negligence with regard to essential
contractual obligations other than those referred to in the Paragraph1g.
3. If performance of the Access Agreement is suspended on grounds of Article 24 Paragraph 1 of these General
Terms & Conditions, the network manager can, after granting the railway undertaking a reasonable period to
rectify the situation, terminate the Access Agreement if the railway undertaking remains in default.
Article 26. Termination by the railway undertaking

1. The railway undertaking can, without prior notice of default or judicial intervention, effect immediate
termination of the Access Agreement by registered letter if:
a. The network manager loses the Concession, either in full or in part, in as far as relevant to the
provision of service by the network manager to the railway undertaking.
b. The network manager is declared bankrupt or insolvent.
c. The network manager is granted a moratorium.
d. The network manager defaults on a significant contractual obligation, which concerns the safety of
persons or goods, including freight loads.
2. The railway company is entitled to terminate the Access Agreement, subject to a notice period of 3 months, in
case of:
a. A mandatory change in the relevant regulations, the consequences of which could not be foreseen,
which prejudice the obligations of the railway undertaking and hinder the railway undertaking in
fulfilment of its obligations.
b. The network manager deliberately defaults or acts in gross negligence with regard to other essential
contractual obligations.
3. In cases other than those referred to in the first two paragraphs, the railway undertaking can terminate the
Access Agreements by registered letter, subject to the notice period stated in the Access Agreement.
4. If performance of the Access Agreement is suspended on grounds of Article 24 Paragraph 1 of these General
Terms & Conditions, the railway undertaking can, after granting the network manager a reasonable period to
rectify the situation, terminate the Access Agreement if the network manager remains in default.

5. If the network manager changes the Access Agreement and/or General Terms & Conditions, the railway
undertaking can in the event it objects to the change, terminate the Access Agreement, subject to a notice
period of 3 months from the moment the change becomes effective.
Article 27. Compensation on termination of the Access Agreement

No compensation whatsoever is payable in case of termination of the Access Agreement under Title VI, except in
the case of termination on grounds of a moratorium, bankruptcy or attributable failure.
Article 28. Scope, applicable law and resolution of disputes

1. These General Terms & Conditions are applicable to Access Agreements.
2. The Access Agreement and the General Terms & Conditions are governed by Dutch law, including
international treaties applicable in the Netherlands, in particular the COTIF 1999 with Annexes.
3. All disputes, with the exception of those ensuing from Section 61 Railways Act and the Order in Council
based thereon, ensuing from the Access Agreement and/or these General Terms & Conditions, will be
submitted to the competent civil court in Utrecht or to a committee appointed by the parties in which the
parties appoint an equal number of members, which committee is charged with assessing whether an
amicable settlement can be reached between the parties.
4. In deviation of Paragraph 3, the parties can agree that the disputes as referred to in this paragraph will be
solved in accordance with the applicable regulations of the Netherlands Arbitration Institute. The arbitration
board, which will decide in accordance with the law, can consist of one or three arbitrators. The arbitration will
be held in Utrecht.
5. Paragraphs 1 thru 4 of this article are without prejudice to Section 71 Railways Act.

(empty page)

appendix 6 Operational Conditions (§ 2.4)
Operational Conditions Access Agreement ProRail 2013

version 1 December 2011
1 Capacity planning
1.1 Route scheduling responsibilities91

The author (or reviser) of a train schedule is responsible for compliance with the planning and load
norms laid down by the network manager in the Network Statement, as well as any applicable
deployment limitations for rail vehicles.
If the railway undertaking makes use of the services of the ProRail One-Stop-Shop (OSS) for the
drafting of timetables, any applicable deployment limitations must be communicated to ProRail OSS
and NSR Local Planning. Planning of the priority route will then take into account the requested
deployment and the limitations of the admission certificate or the Exceptional transport regulations declared
by railway undertakings.
The railway undertaking planning or requesting the planning of a train path for a train with specific
characteristics (such as length, gauge, axle load, traction form) will test whether the offered train path
is subject to specific user restrictions (such as maximum train length, gauge, the presence or absence
of overhead contact lines) and will ensure (including through instructions to operational personnel) that
the train making use of the path is in accordance with the stated limitations.
The railway undertaking will use the agreed capacities with train compositions that meet the potential
for use offered by those train paths and tracks.
1.2 Exceptional transport92

93
Application of the regulations for exceptional transport is necessary in the following cases :
94
• The running of high-speed passenger trains longer than 400 m .
95
• The running of freight trains longer than 750 m .
• The running of trains that are not suitable for a running speed of at least 60 km/h on route sections
96
designed for a speed of 80 km/h .
• The running of rail vehicles, the vehicle gauge of which exceeds the applicable vehicle gauge for
97
that route section .
98
• The running of trains that include vehicles carrying a load that exceeds Loading Class C2 .
• The running of trains or vehicles under an exemption granted pursuant to the Railways Act,
99
whereby specific conditions are to be agreed with the network manager .
• The running of railway vehicles which under the terms of the UIC regulations (UIC Leaflet 502-
100
1) are qualified as exceptional transport.
• The running of trains of which the last vehicle is unbraked.
The network manager does not admit vehicles as exceptional transport unless the applicable
conditions – as prescribed in the Regulations for Exceptional Transport – are met. The Regulations for
101
Exceptional Transport, on the Mixed Network and the Betuweroute can be requested from ProRail
91
See Network Statement § 4.8
92
See Network Statement § 2.5 and § 3.3.2
93
94
See Network Statement § 3.3.2.5
95
96
See Network Statement § 3.3.2.4 and Appendix 17
97
See Network Statement § 3.3.2.1; an exemption by the Minister of Transport pursuant to Section 46 Railways
Act is required in some cases.
98
99
100
Leaflet available on request from the One-Stop-Shop of ProRail.
101
ProRail advises Keyrail concerning exceptional transport train movements on the Betuweroute.
appendix 6 Operational Conditions
One-Stop-Shop .The network manager endeavours to agree upon Regulations for Exceptional
Transport with the railway undertaking operator within 14 days. The additional costs incurred by the
network manager in connection with the preparation and implementation of exceptional transport are
for the account of the applicant.
General points of departure for exceptional transport:
• The railway undertaking ensures that the provisions contained in the Regulations for Exceptional
Transport are applied and observed in the course of its business operations.
• The railway undertaking has to establish whether the route, choice of route and speed of the train
intended for transport are compliant with the regulations. If this is not the case, then the train’s
existing timetable will have to be changed or – in the event that this is not possible – a request for
ad hoc capacity for a train with an adjusted timetable submitted. In both cases, the railway
undertaking shall refer to the applicable regulations.
• The railway undertaking must submit a new 'change train' order when changing the train
characteristics of an existing train to Exceptional Transport.
Standard Regulations for Exceptional Transport
The website of the network manager: (www.prorail.nl > vervoerders > infrastructuur) lists a number of
standard classes – which refer to loading classes C3, C4, D2, D4, E5 according to UIC Leaflet
102
700www.prorail.nl (EN 15528), as well as a number of specific rail vehicles, with for each type the
admissible route sections and corresponding speed limits.
The railway undertaking can make use of the standard regulations for exceptional transport for the
transport of trail vehicles falling under one of these classes/types, on condition that such takes place
on the route sections released for the purpose, and compliance with the accompanying speed
restrictions.
The railway undertaking shall indicate by applying the suffix ZWV to the train number in the timetable
documents, that the train in question is one to which the standard regulations for exceptional transport
apply, due to the fact that it exceeds the loading class, while also stating the applicable loading class
(e.g.: 45109 ZWV-D4).
Standard regulations for excessive loading gauge
Specially coded wagons which carry coded intermodal loading units, and/or further transport yet to be
appointed by the network manager, may utilise the allocated capacity insofar as they comply with the
conditions contained on the website of the network manager (www.prorail.nl > vervoerders > capaciteit
/ treinpaden > dienstregeling), as prescribed in the standard conditions applicable to out of gauge
transport. The railway undertaking shall indicate by applying the suffix BP1, BP2, BP3 to the train
number in the timetable documents, that the train in question is one to which the standard regulations
for exceptional transport apply, due to the fact that it exceeds the loading class, while also stating the
applicable loading class.
Specific regulations
In other cases of exceptional transport, railway undertakings may conclude incidental Regulations for
Exceptional Transport with the network manager. The regulations comprise a description of the
allocated route, period of validity, operational conditions, exemptions granted and, wherever
applicable, admissible dimensions and/or weight. The provision of incidental regulations for
exceptional transport is accompanied by a regular order request (in ISVL within the term of 36 hours).
The railway undertaking shall indicate by applying the suffix BV to the train number in the timetable
documents, that the train in question is one to which the incidental regulations for exceptional
transport apply, making reference to the applicable regulations.
1.3 Train numbering103

With a view to avoiding any misunderstanding in communication concerning trains, all trains are
identified by means of a train number that is unique for a single day. These same train numbers are
applied by the network manager and Keyrail (operator of the Betuweroute that is charged by the
network manager with performance of the management tasks of the network manager with regard to
102
Leaflet available on request from the One-Stop-Shop of ProRail
103
the Betuweroute) and the railway undertakings to applications for capacity allocation, the recording of
capacity allocation and for administrative purposes (such as billing of user charges).
The network manager concludes agreements with Keyrail and each of the railway undertakings on the
numbers to be applied per annual timetable. These agreements also comprise the international
harmonisation of the numbering and the processing of additions and changes during the term of an
annual timetable. The network manager and Keyrail apply the train numbers in the Access
Agreements with railway undertakings.
The procedures for the processing of train numbers for the international train traffic are laid down in
104
UIC leaflet 419 .
The network manager notifies the parties involved of the draft list of train numbers for the following
annual timetable by 1 February at the latest. This list is based on the list applicable at that point in
time. The list is published on the website of the network manager (www.prorail.nl > vervoerders >
capaciteit / treinpaden > dienstregeling). In the event of amendments in relation to the previous annual
timetable, Keyrail and railway undertakings can respond within two weeks of publication on the
website of the network manager. The network manager publishes a definitive list of train numbers
within four weeks of publication of the draft version.
Titleholders can submit proposals for change via capaciteitsverdeling.toetsing@prorail.nl.
The network manager processes railway undertakings’ changes in relation to the latest timetable
within 3 working days. Such changes come into force within 5 days of processing, subject to mutual
agreement. Renumbering in no way affects capacity rights.
The network manager and the parties involved shall apply the latest list of train numbers, as published
on the website of the network manager (www.prorail.nl vervoerders > capaciteit / treinpaden >
dienstregeling).
In the event of admission of a new railway undertaking, the network manager publishes a new list of
train numbers.
1.4 Adjustment of capacity allocation due to management work

Interim change or cancellation of the capacity allocated by the network manager to the railway
undertaking is possible in the cases and under the conditions as described in the Network Statement,
Chapter 4.4.1.4.
The network manager can in case of management work for which no capacity is allocated in the
annual timetable make use of available capacity or of capacity made available by agreement with the
2 Traffic handling
2.1 Order acceptance and intervention105

Three sub-processes are described below: namely:
1. The handling of orders
2. The intervention of trains that have departed from their allocated path
3. The departure procedure
In the event of order requests by a railway undertaking, the network manager will allocate extra
capacity within the available scope.
During and following disruptions, the network manager will reallocate the (reduced) capacity among
the railway undertakings involved. To this end, the network manager will apply agreements
established in advance for operational allocation (allocation rules).
2.1.1 Order handling

This applies to the allocation of (extra) capacity as well as other changes of plan during the period
between transition from the day plan to the traffic control plan and the moment of departure.
104
leaflet available on request from the One-Stop-Shop
105
See Network Statement § 4.3, 4.4.1.4, 4.8.2 to 4.8.4
Order handling from 36 hours to 1 hour prior to implementation
The processing window for submitted orders daily comprises the period up to 12.00 hours on the
following day. The processing of orders for capacity after the window time is stayed until they fall into
the processing window. The network manager will receive and process orders as quickly as possible.
An order request submitted within 4 hours of departure comprises a bandwidth of at least 60 minutes
around the requested departure and arrival times. This gives the network manager a greater margin in
which to compile a timetable according to the freight train paths available.
Contents of order request
The order request should contain the following data:
• Applicant
• Train number
• Order type (insertion, change or cancellation)
• Traction form
• Train length
• Weight.
• Departure station
• Destination station
• Priority route
• Date and time of departure (margin, if applicable)
• Date and time of arrival (margin, if applicable)
• Dangerous goods
• Deviation to rolling stock related to infrastructure use restrictions
• If exceptional transport: ZWV, BP1, BP2, BP3 or BV witty reference of the appropriate regulations
for exceptional transport.
• Maximum speed
• Operational particulars required by the network manager (see under the heading ‘Information
arrival track’).
Information arrival track
In order to select the most convenient arrival track for trains arriving at their destination station, it is
essential that traffic control be issued information concerning the subsequent handling of the train
following arrival. In case of an order request for the insertion/change of a train, this should be
entered in the field ‘Implementation particulars’ .The network manager shall endeavour to comply
with the requested specifications. Examples of activities required by railway undertaking during or after
the train run:
• driver exchange, duration x minutes at Y
• locomotive exchange, duration x minutes at Y
• shunting, duration x minutes at Y
• stabling, at Y for the duration of x minutes after arrival
• rolling stock destined for train nnnnn dated dd-mm-yyyy
• train destined for loading on rail connection xxx
• rolling stock for assembly on track set yy
Cancelled trains
The following applies in the event of cancellation of trains.
• The railway undertaking will give the network manager ample notice via ISVL that a train can be
cancelled.
• A cancellation order shortly before departure is only permitted in case of disasters. This order will
also state what the railway undertaking wishes to do with the rolling stock that was designated for
the train that is to be cancelled.
• The controller will cancel the train as soon as possible, then consult traffic control on what to do
with the rolling stock. The network manager will endeavour to comply with the wishes of the
• The railway undertaking will later confirm the telephone instruction by means of an order in ISVL.

Addresses
Orders for the insertion of trains or for trains that must be transferred from departure (or passage
border station) must (unless explicitly agreed otherwise) be submitted to the traffic control centre of the
station from which the train will depart or where the border station is located, respectively. Orders for
train changes are submitted to the local traffic control centre where the change must be implemented.
2.1.2 Intervention
In the event that there is no agreement with the railway undertakings concerning the handling of a
particular disruption, or no consensus is reached in advance, then the capacity shall be allocated
according to the agreements on operational allocation, as referred to in Chapters 4.8.2 – 4.8.4 of the
Network Statement. A formal distinction is made between allocation rules on the one hand and
handling strategies or agreements on the other. Handling strategies are agreements concluded with
railway undertakings either individually or jointly, concerning the handling of their train services in the
event of specific, foreseen disruptions.
Regulations on operational allocation
Regulations on operational allocation (allocation rules) enable the network manager, in the event of
both disruptions and order requests, to allocate capacity to the railway undertakings in question in an
orderly and non-discriminatory manner.
2.1.3 Departure procedure

Confirmation by railway undertakings of freight trains, within one hour of departure at the very latest
The railway undertaking will issue confirmation of use of the latest agreed train path to the ProRail
Controller within one hour of departure at the very latest. The railway undertaking will thereby state:
• The time of departure accurate to within 5 minutes.
• That the train will run to a standard at least compliant with the technical specifications for the train
path in question.
• The train length, required to enable the optimum management of infrastructure use.
• Weight· Traction.
•
The railway undertaking may issue confirmation or active hour notice by means of direct
communication. The form of communication is still under study.
The network manager treats a railway undertaking’s failure to issue timely confirmation of a train path
as the cancellation of said path. The network manager may then proceed to utilise the released train
path for intervention. Requests for additional trains within an hour of departure are considered
confirmed.
Reporting of unforeseen circumstances by the railway undertaking
The network manager does not support an active ready notice (5 minutes before departure). If after
confirmation (within one hour of departure at the very latest) the train cannot depart due to unforeseen
circumstances, the driver will report this within 5 minutes to the traffic control of the departing station.
Delivery of train path by the network manager (30 seconds prior to departure)
A train path is considered delivered if the network manager switches the signal from the stop position
at least 30 seconds prior to the time of departure ultimately agreed.
Actual departure by the railway undertaking
The railway undertaking is obliged to actually depart within three minutes of delivery of the train path
by the network manager. In the event that the train fails to depart within 3 minutes, the network
manager is entitled to retract the signal.
Exceptional circumstances
The network manager is entitled / obliged to return the signal to the stop position (retraction):
• In the event of danger.
• In case of intervention, following notification of the train driver.
• If traffic control is sure that there is no train driver present in or with the train.
In the event of the last, the railway undertaking has to submit a new capacity request.

The railway undertaking will leave the train manned at the request of the network manager if the train
is unable to leave due to unforeseen circumstances.
2.2 Use of locally controlled areas106

Immediately prior to carrying out shunting or train movements, the driver of a train should contact
traffic control by means of a logged voice connection to request permission and make arrangements
for the exchange of safety information. Traffic control may then issue user instructions to the driver.
The driver is obliged to observe such instructions. Prior permission from traffic control is also required
for the parking of rail vehicles on tracks in non-centrally controlled areas. Requests can be submitted
for permission to use tracks in a non-centrally controlled area:
• As a request for a single route, whose starting, end and any intervening points are identified by
means of signal, track or points numbers.
• As a request for the use of a time-space slot for various consecutive movements, in which the
physical boundaries of the area in which the movements are to carried out are identified by means
of signal, track or points numbers, and the time limits in the form of desired starting and end times.
As soon as a driver has completed a single route entirely within a non-centrally controlled area, he/she
should report to traffic control that the requested use has ended, also stating whether the route
(including track starting point, but excluding track end point) is once more vacant and unobstructed, in
accordance with the request. As soon as a driver has completed a single route, which began in a non-
centrally controlled area and ended in a centrally controlled area, he/she need only report this to traffic
control in the event that – contrary to the terms of the request – rail vehicles have or have not been left
behind at the track starting point.
On completion of the use of a time-space slot, the driver will contact traffic control to report whether
the slot was used in accordance with the request, the track on which the driver and his/her traction are
currently located, which tracks in the slot are vacant and unobstructed, and on which tracks vehicles
have been assembled.
2.3 Communication of safety messages between driver and traffic control107

The railway undertaking and the Network Manager will apply the rules stated in the 'Regulations
concerning communication procedures applicable to safety messages regulations' as regards the
communication of safety messages between the driver and traffic control as referred to in the TSI
Operations and Traffic Control. These user regulations are available for consultation on the website of
ProRail (www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden).
The forms drafted by the network manager in the Form Manual as referred to in the TSI Operations
and Traffic Control are available via the website of the network manager (www.prorail.nl > vervoerders
> toegang tot het spoor > operationele voorwaarden).
2.4 Rust-clearance108
The corrosion of rails impacts upon the reliable operation of the detection system. With a view to
preventing this, trains are designated for the purposes of rust clearance, which apply the working
method below.
• The network manager will indicate which tracks and infrastructural elements need to be kept
permanently available for purposes of intervention.
• The network manager will monitor the regular rust-clearance running on these tracks and
infrastructural elements from the stations. Records are also kept.
• The designation of rust-clearance trains is not carried out according to plan, but is established by
the network manager during the intervention phase, following consultation with the transport
operator(s) involved (sort of train, current traffic handling circumstances, etc.).
• Railway undertakings accept that their trains may be directed to a limited degree along
uncustomary routes, and that they may have to run according to instructions in the event that the
time since the previous use of a particular route exceeds the norm value .
106
See Network Statement § 2.8 and 3.3.3
107
108
See Network Statement § 4.8.6
• The network manager will endeavour to avoid designating passenger trains for rust clearance
during peak hours.
• The Network Manager strives to avoid wherever possible the performance of rust clearance
running with freight trains heavier than 3,000 tons and with freight trains carrying substance Class
A (liquified flammable gasses, number code 23 in the GEVI code).
3 Environment
3.1 Rules of cooperation

In terms of agreements concerning the provision of information within the context of the request or
changes which therefore entail operating according to an environmental permit, the railway
undertaking is expected to supply the information requested within the period applicable in each
individual case. This information relates to processes and activities that are relevant to the
environmental permit and which the railway undertaking carries out or intends to carry out at the
109
railway yard in question. This includes the use of (cleaning) systems and workshops, loading &
unloading facilities, the storage of (environmentally) hazardous substances, maintenance operations
on rolling stock, etc.
3.2 Provision of information

The railway undertaking will provide the network manager with:
• The noise emission data of passenger stock and locomotives as described in Chapter 3 of
Appendix 9 to the Network Statement.
• The noise emission data of train traffic on route sections and railway yards as described in
Sections 2.4 and 2.5 of Appendix 9 to the Network Statement.
• Information to support an opinion, notice of appeal, application for temporary facility, in the event
of receipt of a (preliminary) decision concerning an environmental permit.
• For those railway yards for which an environmental permits is issued that prescribes the reporting
of the number of actions performed: a statement per prescribed reporting period of the number of
actions prescribed under the environmental permit as performed on-site by the railway
undertaking, as described in Chapters 2.2 and 2.3 of Appendix 9 to the Network Statement.
3.3 Codes of conduct

1. The railway undertaking is permitted to refuel at locations other than those stated in Article 11 of
the General Terms and Conditions in the cases below.
a. Self-propelled work trains, present and operational for the performance of work on the railways, which
due to the nature of the work are unable to reach one of the sites designated by the network manager,
as referred to in Article 11 of the General Terms and Conditions, including the situation of isolated
operation.
b. Non-self-propelled equipment, present and operational for the performance of work on the
railways, which are used at a construction site.
c. If the refuelling systems where scheduled refuelling was to take place cannot be reached
due to obstruction of the infrastructure.
2. Application of the exceptions is subject to the conditions below.
a. The fuel tanks of the work trains and equipment must be fully filled before commencement of
work with the work trains and equipment.
b. The refuelling of equipment can take place either directly or indirectly in order to power a
generator that provides the equipment with electricity.
c. Refuelling at other locations than those referred to in Article 11 of the General Terms and
Conditions must take place in compliance with the relevant provisions of the Netherlands
Soil Protection Directive and/or the PGS 30110.
109
Being a facility as referred to in Article 1.1 Paragraph 3 van de Environmental Permit (General Conditions)
Act.
110
“PGS 30”: Guidelines for the outdoor storage of liquid petroleum products in small systems (storage of up to
150 m3 flammable fluids with a flashpoint of 55 to 100 ºC in aboveground tanks and supplementary
guidelines for storage in double-walled tanks, storage in environmental protection areas for groundwater,
indoor storage and temporary non-stationary storage and delivery).
d. Refuelling at a railway yard subject to an environmental permit must take place in
accordance with the relevant provisions.
4 Disasters and external safety
4.1 Disasters and train incidents111
4.1.1 General responsibilities and agreements with railway undertakings

1. The network manager and the railway undertaking will maintain an operational, tactical and
strategic on-duty organisation that is modern, well-trained and accessible/available 24/7:
a. In response to disasters.
b. For the operational performance of prevention and preparation measures for disasters with a
view to lowering the vulnerability of the rail sector (e.g., in case of increased risk of terrorism,
snow/ice or other extreme weather conditions). The railway undertaking will in consultation
make personnel and equipment available for the disaster drills to be organised by the network
manager.
2. The railway undertaking and the network manager will agree on a consultation structure to
coordinate matters at operational, tactical and strategic level.
3. The railway undertaking is responsible for providing the Network Manager with any information
that could facilitate effective assistance in accordance with Article 4.2.3.7 of the TSI Operations
and Traffic Control and Article 4 Rail Traffic Decree. The necessary information will be specified in
consultation with the network manager. Such will in any event include information:
a. To prepare for disaster response: technical rolling stock specifications or vehicle specific
instructions, especially with a view to salvaging or rerailing trains, as well as accessibility data.
b. To evaluate a disaster.
4. In accordance with Article 13 of the General Terms and Conditions, the deployment costs of the
response organisation charged to the party to which the deployment can be attributed. Costs in
this respect are defined as the costs incurred by the response organisation in handling the
disaster. These costs are: - out of pocket costs (costs incurred by the response organisation in
handling the disaster, such as the deployment of equipment and/or personnel):
a. Operating costs.
b. Remuneration to personnel of the response organisation for deployment outside regular
working hours (Monday - Friday from 09.00 to 17.00 hours).
4.1.2 Disaster handling

Scenarios
Disasters are subdivided into 20 train incident scenarios (TIS). This alarm classification distinguishes 5
categories of disasters, which in turn are subdivided into 4 consequence levels for transport processes
and response.
Scenario number Scenario category
TIS 1 Interruption train service, derailment without victims

TIS 2 Fire
TIS 3 Collision, crash and derailment with victims
TIS 4 Dangerous goods
TIS 5 Suspicious behaviour, suspicious items and bombs
The extensive train incident scenarios are available for inspection on the website of the network
manager (www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden).
Subaspects
Disaster handling comprises 10 subaspects (disaster response processes). These subaspects are
allocated to one or more parties. These parties appoint a subaspect leader for the relevant subaspect.
111
See Network Statement § 2.8 and 3.4.1
No. Subaspect Responsibility
1 General management and Responsibility of the Network Manager for the rail sector.
coordination
2 Alarm The network manager determines the scenario, and issues an alarm call to
the railway undertaking on the basis of the chosen scenario and the location
of the disaster.
3 Salvage and control Responsibility of the public security, law and order services, who also have
overall management from the perspective of this subaspect. The network
manager has shared responsibility in this respect.
4 Reception The railway undertaking is responsible for the reception of:
a. Reception of a. Its personnel.
personnel b. Its goods or own passengers in train or at the station,
b. Reception of and will make the necessary preparations in this respect.
passengers
c. Reception of goods
5 Restoration of traffic Responsibility of the network manager.
function
6 Restoration of transport The railway undertaking is responsible for restoration of the transport function
function and will make the necessary preparations in this respect.
7 Alternative transport The railway undertaking is responsible for arranging alternative transport for
passengers (in accordance with Article 16 of the Passenger Rights
Regulation) and goods, both at the scene of the disaster and elsewhere, and
will make the necessary preparations in this respect.
8 Clearing of tracks Responsibility of the network manager. The railway undertaking is responsible
for the:
• Safe rerailing and towing of its own rolling stock.
• Delivery within a reasonable time of specific tools and equipment if
necessary.
• Performance of a follow-up procedure on the re-railed rolling stock after
arrival at the destination track, or after takeover at the scene of the
disaster.
9 Restoration of Responsibility of the network manager.
infrastructure
10 Communications The railway undertaking, acting within its own set of tasks, is responsible for
the communications regarding a disaster and will make the necessary
preparations in this respect. The spokespersons of the relevant railway
undertakings will coordinate their communications with the spokesperson of
the network manager.
in case of disasters whereby the public emergency services are involved, the
authorities determine the public information policy as regards victims and
public health. The railway undertakings responsible for the:
• Delivery of traffic information on the factual situation on the track,
whereby the provision of information by the various spokespersons is
coordinated.
• Delivery of information on reception, alternative transport and restoration
of the transport function.
• Spokesperson function during and after disasters and the required
coordination with the authorities.
4.2 Delivery of load specifications112
4.2.1 Provision of information on freight trains

The railway undertaking is obliged to forward a wagon list to the network manager before departure of
a freight train.
This obligation is applicable on:
• Initial departure on the railways managed by the network manager.
112
• Passage of the management boundary between a railway managed by the network manager and
another railway (= border crossing).
The overview should be forwarded to the OVGS (‘Online registration system for the Transport of
Dangerous Goods’) no later than 5 minutes prior to the departure (or passage of a management
boundary) of a train, and in accordance with the Provision of Load Specifications Manual. This will
enable the network manager to correctly process the wagon and forward it to the official emergency
services in the event of an emergency involving the train in question.
The Provision of Load Specifications Manual is available for inspection on the website of the website
of the network manager (www.prorail.nl > vervoerders > toegang tot het spoor > operationele
voorwaarden).
4.2.2 Provision of information on sets of wagons or (a group of) opposite freight wagons at
railway yards
The network manager is pursuant to specific regulations of environmental permits under obligation to
promptly provide the load specifications of dangerous goods that are present at the railway yard at the
time of the disaster or on request by the competent authority.
In case of a disaster at a railway yard or following a request by the competent authorities under the
terms of the environmental permit, the railway undertaking is under obligation to provide the relevant
load specifications within 5 minutes after receiving a call from ProRail. This obligation is applicable to:
• Sets of wagons (this includes trains ready for departure, of which the wagon list has not yet been
entered into OVGS).
• (A group of) opposite wagons.
ProRail will supplement this with the wagon lists of stopping trains entered into OVGS, and will
assume responsibility for the provision of information to the public emergency services and/or
competent authority.
The railway undertaking will provide a periodic overview of the railway yards at which it expects to
handle dangerous goods, or where it may possibly park wagons loaded with dangerous goods.
The procedure is described in the Provision of Load Specifications Manual, which is available for
consultation on the website of the Network Manager (www.prorail.nl > vervoerders > toegang tot het
spoor > operationele voorwaarden).
5 Other
5.1 Procedure for the operation of infrastructural elements (including the operation
of ERTMS)
All railway undertakings shall take measures to ensure that the operation of infrastructural elements by
their staff (authorised users) takes place in a professional manner The method of operation is laid
down in user regulations. Railway undertakings should therefore ensure that their operational staff are
both aware of and observe these user regulations. These user regulations are available for
consultation on the website of ProRail (www.prorail.nl > vervoerders > toegang tot het spoor >
operationele voorwaarden). These apply, for example, to the use of equipment, such as the operation
of a staff box on the platform, a facing point lock or an infrared remote control system, but also
procedures relating to ERTMS, such as ERTMS Key Management.
The user regulations apply to both direct and indirect users, while they also comprise measures to
guarantee the security and confidentiality of the specific information exchanged during the use of
certain infrastructural elements.
5.2 Local operating rules113

The network manager applies specific operating rules at regional level, with a view to promoting the
safe and efficient handling of train traffic, while taking local conditions into account. These user
regulations have been bundled and are available for consultation on the website of ProRail
113
See Network Statement § 3.3.3
(www.prorail.nl > vervoerders > toegang tot het spoor > operationele voorwaarden). Railway
undertakings will comply with these regulations.
5.3 Provision of information

The railway undertaking will provide the network manager with information on passenger stock and
locomotives as required by the network manager for:
114
• Capacity allocation systems
115
• Analysis of the traction-power supply system
as described in Section 3 of Appendix 9 to the Network Statement.
114
See Appendix 23 to the Network Statement
115
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appendix 7 Transport and operating licenses (§ 2.2.3)
Operating licences
116
On grounds of the Railways Act , only undertakings in possession of a valid operating licence can
make use of the main railways. Depending on the nature of the operating activities of the railway
undertaking in question, certain requirements may or may not be deemed applicable, as set out in the
table below.
Type of operating licence Applicable requirements in terms of:
expertise reputation creditworthiness

requirements requirements
operating licence in the sense of Directive 95/18/EC yes yes yes
Limited operating licence exclusively for: yes no no

• local shunting activities, or
• undertaking own transport, or
• traffic participation without transport activities
Limited operating licence exclusively for: no no no
• use of main railways exclusively for station
facilities or exchange facilities in station, or
• use of decommissioned main railways with
vehicles for performing work on or near the main
railways
For information about licences, contact:

Transport Inspectorate
Rail Division
3500 BM Utrecht
Office address: Europalaan 40
3526 KS Utrecht
Telephone: +31 (0) 88 489 0000
Website: www.ivw.nl
116
Section 57a Railways Act
appendix 7 Transport and operating licenses
Transport permits
By law, market access provisions apply to the provision and delivery of transport services by rail.
These provisions are summarised per transport market segment in the table below. Due to the
geographical position of the Netherlands, cross-border transport is limited to transport to/from other
EU Member States.
Market segment rail Transport relation Transport permit Supplementary stipulations

transport required
Domestic public Between stations in the Transport permit Transport permit contains a
passenger transport Netherlands pursuant to Passenger specification of the transport
Transport Act relations to which the permit
117
2000, as changed by applies
the Concession
(Passenger Transport
118
by Train) Act
Cross-border public Between stations in the -- Collaboration required by the
passenger transport Netherlands and stations railway undertaking established in
in another EU Member the Netherlands with a railway
State undertaking established in
another EU Member State
Between stations in two -- Collaboration required by the
other EU Member States, railway undertakings established
with transit through the in the EU Member State of
Netherlands, with the departure and destination
exclusion of transport from
or to stations in the
Netherlands
Cross-border freight Between stations in the -- --
transport Netherlands and stations
in another EU Member
State
Domestic freight Between stations in the -- --
transport Netherlands
Private passenger Between stations in the -- Conditions for international traffic
transport Netherlands not itemised
Non-carrying traffic Between stations in the -- Conditions for international traffic
including stock Netherlands not itemised
movements,
measurement journeys,
etc.
117
Passenger Transport Act 2000
118
Concession (Passenger Transport by Train) Act
appendix 7 Transport and operating licenses
appendix 8 Standard train service information products (§ 5.5.15)
As part of the Train Path service, ProRail provides railway undertakings with a number of standard
information products about the train service flows.
The railway undertakings can choose from a number of options in terms of the frequency and variation
with which these products are supplied (the detailing and aggregation level of the data).
The table below provides further specification of the standard information products with regard to the
service described in 5.6.15 in terms of ‘Insight realisation train service: facts (numbers, punctuality,
stops, etc.)’.
Products Notes Frequency Range
Punctuality Arrival and departure activities at train- Day/week/month/quar Series/activity/train-

path points per train series within a norm ter/year path point
time specified by the customer.
Connections Transfer possibilities within a specified Day/week/month/quar Train
transfer norm as given by the railway ter/year number/series/conne
undertaking. cting station
Delays Arrival and departure activities at train- Day/week Train
path points per train number in the event number/activity/train-
that the norm time specified by the path point
customer is exceeded.
Delay counts Number of arrival and departure delays Week/month/quarter/ Train
at a train-path point in a period. year number/activity/train-
path point
Suspended train Arrival and departure activities of trains Day/week/month/quar Train number/train
activities that have been cancelled and for which ter/year series/activity/train-
no replacement train has been inserted. path point
Orders Applications for train activities submitted Week/month Region/railway
by railway undertakings. undertaking
Day report Highlights of the preceding day. Daily (Friday,
Saturday and Sunday
are delivered on
Monday)
Detailed activities Planning and realisation times at train Day/week Train number/train
number level. series/activity/train-
path point
The table below provides further specification of the standard information products with regard to the
service described in 5.6.16 in terms of ‘Insight realisation train service: causes and impact of
disruptions (Monitoring)’.
Products Notes Frequency Range
Train deviations Clarifiable train deviations registered by Day/week/month/quar Cause/train

ProRail, classified according to cause. ter/year number/railway
undertaking/categorie
s/control office
appendix 8 Standard train service information products

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appendix 8 Standard train service information products

appendix 9 Reports (§ 2.9)
1 General
In order to comply with statutory obligations and to implement the management concession, ProRail
draws up reports of noise emissions and the external safety risks related to use of the railway in the
structure. Railway undertakings must to this end provide ProRail with information relating to their
operational activities. The required information is further described in Section 2 of this Appendix.
To limit the administrative burden on railway undertakings, ProRail will in drawing up the reports make
as much use as possible of information that has already been collected and stored in ProRail systems
for other purposes. ProRail will only submit a separate supplementary request to the railway
undertakings for provision of information that ProRail has not been able to collect itself.
ProRail will in all cases that concern reports prescribed by law, give railway undertakings an
opportunity to correct or supplement any information that ProRail has collected as regards their
operational activities. Railway undertakings that fail to make use of the opportunity to correct or
supplement information within the set response time are deemed to have no objection against the
indicated use of the information.
Section 3 of this Appendix describes the information on types of rail vehicles that railway undertakings
must provide to ProRail.
2 Reports on external safety and noise emissions

The reporting obligations under which ProRail will request supplementary information from the railway
undertakings are stated below.
1. Reports with regard to the external safety risks on route sections
2. Reports with regard to the external safety risks at railway yards (standard situation)
3. Reports with regard to the external safety risks at railway yards (exceptional situation)
4. Reports with regard to the noise emissions on route sections
5. Reports with regard to the noise emissions at railway yards (exceptional situation)
2.1 External safety on route sections

In drawing up the annual report with regard to the external safety relating to the transport of shipments
of dangerous goods on route sections, ProRail makes use of the information provided to ProRail by
the railway undertakings via the OVGS system (online registration system for the transport of
dangerous goods) as part of their obligations under Section 4 Rail Traffic Decree.
ProRail makes use of classifications into risk categories in accordance with the RID system.
Before finalising the report, ProRail will give railway undertakings an opportunity to supplement or
correct information regarding their transport operations.
2.2 External safety on railway yards (standard situation)

Railway yards that according to current environmental permits are authorised to handle shipments of
dangerous goods are subject to an annual reporting obligation. In drawing up these reports, ProRail
uses information provided to ProRail via the OVGS system as part of their obligations under Section 4
Rail Traffic Decree.
ProRail will request railway undertakings to provide specific supplementary information regarding
operations performed per railway yard per year:
• Shunting: the number of tank wagons/containers involved in shunting operations
(separation/coupling of train sets, travel at railway yards).
• Loading/unloading: per railway yard, the number of tank wagons/containers that have been
loaded/unloaded.· Setting back: per railway yard, the number of tank wagons/containers in trains
that have been set back.
appendix 9 Reports
• · Locomotive changeover: per railway yard, the number of tank wagons/containers in trains that
have undergone a locomotive changeover.
•
• Stabling: the number of wagons/containers stabled at railway yards.
ProRail will provide a railway undertakings that, according to the registrations in OVGS, had arrival
and/or departure operations involving trains with wagons/containers loaded with dangerous goods with
a specification of the number of loaded wagons/containers with dangerous goods forming part of their
trains arriving at or departing from the railway yard in question. The railway undertaking is required -
following any corrections or supplements - to complete the statement with information on operations.
ProRail will in this statement make use of classifications into risk categories in accordance with the
RID system.
The railway undertaking will organise its operating processes in such a manner that the requested
information can be provided.
The railway undertaking will deliver this information within one month of ProRail making the statement
available.
2.3 External safety on railway yards (exceptional situation)

The above regulation concerning the reporting of external safety at rail yards do not apply to those
railway yards subject to an environmental permit that imposes more stringent reporting requirements.
This currently concerns the railway yards at Sittard, Venlo and (outside the combined network)
Kijfhoek.
Under the specific reporting obligations that apply there, the railway undertakings must provide the
requested information at a higher frequency than once a year. Also, railway undertakings that intend to
carry out permit-linked activities involving dangerous goods at the aforementioned railway yards must
provide a forecast of the intended activities.
Further information on the reporting obligations per railway yard is available on the website of ProRail
(see www.prorail.nl > vervoerders > capaciteit / treinpaden > milieuvergunningen).
2.4 Noise emissions by railway traffic on route sections

ProRail must, under the terms of the Management Concession and the EU Directive on environmental
noise, provide annual insight into noise emissions on route sections. To this end, ProRail combines
information on the traffic per route sections with information provided, via the Transport Database, by
railway undertakings in their planning data on the composition of their trains.
Railway undertakings that do not provide their planning data on train composition via the Transport
Database must provide supplementary information required for annually determining noise emission
levels. ProRail will provide the railway undertaking with data on the traffic volume per hour per route
section. The supplementary information per vehicle category required to determine a noise emission
class can be distinguished as follows:
• For trains with passenger stock: a statement per vehicle category of the average number of
wagons per time period per hour per route section by the regional transport operators.·
• For trains with freight stock: a statement of the average number of freight wagons per vehicle
category per time period per hour per route section.
The railway undertaking will provide this information within two weeks of receiving data from ProRail .
2.5 Noise emissions by rail traffic (shunting) at railway yards (exceptional

situation)
A specific reporting obligation is stated in the environmental permit for Oss – Elzenburg railway yard.
The railway undertaking must keep records of all shunting movements.
appendix 9 Reports
3 Reports on passenger stock and locomotives
The reports on passenger stock and locomotives provided by the railway undertakings to ProRail will
include the particulars of stock types that are being used for the first time on the infrastructure
managed by ProRail, as well as the particulars of overhauled stock types of which the (original)
particulars have changed.
The website of ProRail (www.prorail.nl > vervoerders > toegang tot het spoor > operationele
voorwaarden) includes a format with a specification of the information to be provided. This website
also offers a list of stock types on which ProRail already has the necessary particulars.
This concerns information for:
1. Capacity allocation systems
The capacity allocation systems make use of a rail vehicle database. The rail vehicle database is
also used for the calculation of running times.
2. Analysis of the traction-power supply system
The traction-power supply system must be attuned to rail vehicles powered by electricity. To this
end, analyses are carried out whereby the specifications of these rail vehicles are required.
3. Control of noise emissions
When new or overhauled passenger stock locomotives are permitted to the main railway network
in the Netherlands, the railway undertakings operating this stock will provide ProRail with noise
emission data on these rail vehicles within three months of taking them into use. This applies:
• to rail vehicles for which no type approval and admissions certificate has been issued on 1
January 2008, and
• to rail vehicles to which after 1 January 2008 material changes have been with significant
consequences in terms of noise emissions.
In case of passenger stock and locomotives used on the opening track, the emission data must be
gathered and reported in accordance with Procedure A of the CROW publication Technical
119
Regulation Emission Methods 2006 .
As regards passenger stock and locomotives used on railway and/or shunting yards, the emission
data must be gathered and reported in accordance with the Measurement Protocol Railway Yards
120
version 10-11-2005 drawn up by TNO on the instructions of ProRail. In deviation from the data
to be provided as described in Chapter 7 of the Measurement Protocol Railway Yards,
measurements are not required for the aspects ‘Braking to standstill’ and ‘Curve noise in points’.
For these sources, use is made of standard values, based on measurements of various stock
types.
119
Reference to this publication is made by Appendix IV of the Rail Traffic Noise Calculation & Measurement
Regulations 2006.
120
This measurement protocol prescribes that the measurement results comply with the Industrial Noise
Measurement and Calculation Manual 1999, reference to which is made in the Rail Traffic Noise Calculation
& Measurement Regulations.
appendix 9 Reports
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appendix 9 Reports
appendix 10 Route sections with user restrictions (§ 3.4.1)
This Appendix specifies all the situations whereby, in deviation of the interoperability principle, a
certain type of traffic or transport is excluded on a route section. Additionally, the use of route sections
may also be subject to other restrictions not stated in this Appendix, such as speed restrictions or
restrictions in choice of route, which are not of an exhaustive nature, however. ProRail will on request
provide railway undertakings with further information on all current functional/capacity restrictions on
the use of route sections and railway yards.
No. Route section Structure Restriction on use
1 Riekerpolder Schiphol tunnel Local restriction on freight transport:

connection -Hoofddorp freight transport not permitted, with the exception of
work and maintenance trains required for management
and maintenance in and around the Schiphol tunnel.
2 Den Haag Moerwijk - Tunnel Rijswijk Local restriction on freight transport:
Delft connection no transport of dangerous goods permitted.
Exception: the transport of batteries to and from the
Leidschendam-Voorburg workshop is permitted.
3 Rotterdam passenger tracks (HJ, Tracks to be used exclusively by trains for:
Lombardijen – Kijfhoek JJ, KJ and LJ) in • passenger transport
connection Noord Barendrecht • transfer of empty passenger stock
underpass • light engine runs
• transfer of maintenance machines (without freight
wagons)
• measurement journeys
• work trains for local work
4 Haarlem – Beverwijk Velser tunnel Passenger and freight trains may not be in the tunnel
at the same time. The XG regime applies.
5 Wierden – Raalte (from Tunnel Nijverdal Local restriction on freight transport:
recommissioning of the freight transport not permitted, with the exception of
route section) trends for the management and maintenance of the
Wierden route section – Raalte, including the supply
and removal of required equipment and materials.
appendix 10 Route sections with user restrictions

Passenger transport restrictions
The route sections below can be used for trains offering (private) passenger transport only after
consultation with ProRail. These route sections do not lead to or pass stations open to passenger
traffic. Consultation must take place at least 14 days in advance.
Railways between the locations Railways at the following locations:
Haren – Waterhuizen Port of Amsterdam, Westelijk havengebied

Amersfoort – Leusden Port of Amsterdam, Hemhaven
Nootdorp – Leidschendam workshop Port of Amsterdam, Houtrakpolder
Lage Zwaluwe – Moerdijk Utrecht, Lage Weide industrial estate
Lage Zwaluwe – Oosterhout Weststad Delfzijl, Havenschap main siding line
Lewedorp – Sloehaven Dordrecht, Zeehaven
Terneuzen – Sas van Gent border Dordrecht, De Staart
Terneuzen connection – Axel connection Maastricht, Beatrixhaven
Sluiskil connection – Sluiskil Roodeschool, Eemshaven
Weert – Budel border Vlissingen, Sloehaven
Sittard – Born Zwijndrecht, Groote Lindt
Roosendaal, Industrial Estate
Roosendaal, Borchwerf
Alphen aan den Rijn, Rijnhaven industrial estate
Tilburg, De Loven
Hengelo, Zuid
Venlo, Tradeport
Almelo, Bedrijvenpark Twente
Arnhem, muncipal main siding line
Zwolle, Katwolde
Oss Elzenburg
appendix 10 Route sections with user restrictions

appendix 11 Infrastructure projects and studies (§ 5.1.3)
This Appendix consists of 2 parts (see footnotes).

a. A list of the infrastructure study projects.
b. A list of the infrastructure study projects being or to be carried out by ProRail into infrastructural
changes that are necessary to accommodate traffic development in the medium and long term,
including within the framework of the Multi-year Programme on Infrastructure and Transport
(MIRT)of the Ministry of Infrastructure and the Environment.
The project list is continually updated. The most recent version is available on the website of ProRail
(www.prorail.nl > vervoerders > infrastructuur). Further information can also be requested from
ProRail. Publication of an updated version is not regarded as a supplement to the Network Statement
as referred to in Chapter 1.6 of the Network Statement.
Notes
Column headers in the tables of the infrastructure projects have the meaning below.
• description: list of projects sorted according to corridors
• realisation approval: realisation budget made available
• planned date: original planned commissioning date (operational)
• revised date: if applicable, a revised planned commissioning date (operational)
• commissioning feasibility: the probability of realising the planned commissioning date, making use
of the probability statuses below:
- uncertain : from 50% to 80%
- probable : from 80% to 95%
- certain : from 95%
appendix 11 Infrastructure projects and studies

List of planning dates function changes Infrastructure projects to end 2017
Description Realisation Planned Revised Commissioning

approval date date feasibility
Amsterdam - Den Haag - Rotterdam - Dordrecht

Rijswijk - Delft, Spoorzone Delft (4-tracks) Yes 2017 Uncertain
Rijswijk - Delft, Spoorzone Delft (2-track tunnel) Yes I 2015 Probable
Rotterdam/Den Haag - Utrecht

VleuGel; Utrecht (Amsterdam-Rijnkanaal) – Utrecht No 2017 2018 Uncertain
Centraal
Amsterdam - Utrecht - Maastricht/Heerlen

Free flow Station Utrecht (DSSU) No IV 2015 Uncertain
VleuGel: Houten-Houten Castellum; reverse point Yes IV 2012 Uncertain
along platform
VleuGel; Utrecht Centraal - Utrecht Lunetten (4 Yes 2015 Uncertain
tracks)
VleuGel; Utrecht Lunetten – Houten (4 tracks) Yes 2015 Uncertain
VleuGel; at Utrecht OZ: reduce speed from 80 km/h Yes Dec 2012 Uncertain
to 60 km/h (temporary measure)
VleuGel; at OZ: raise speed from 60 km/h to 80 km/h Yes 2016 2015 Uncertain
Eindhoven, speed improvement southside (2nd Yes Jan 2012 Probable
phase HPS)
's-Hertogenbosch, flyover northside + modify layout Yes III 2014 Uncertain
railway yard
Amsterdam/Amersfoort - Zwolle – Groningen

Zwolle, realise 4th platform and platform tunnel Yes Dec 2012 Probable
(limited functionality)
Zwolle, realise 4th platform and platform tunnel (full Yes July 2013 Probable
functionality)
Hanzelijn: double track connection Lelystad - Zwolle Yes Dec 2012 Probable
Deventer: new side platform final solution Yes II 2013 IV 2013 Uncertain
Amersfoort realise flyover westside Yes IV 2012 Uncertain
Freight
Kijfhoek; cancel 1500V / ATC islands No IV 2013 Probable
Maasvlakte West, capacity expansion No IV 2013
Tilburg Loven NedTrain connection Yes IV 2012 Uncertain
rd
Zevenaar; realisation 3 track Zevenaar-Emmerich _ No 2017 Uncertain
power supply
Zevenaar: realisation of ERTMS between Zevenaar No IV 2013 2015 Uncertain
and Zevenaar border
Zevenaar; replacement of 1500V with 25kV No III 2014 2015 Uncertain
Kijfhoek southside capacity increase Yes IV 2012 Sept 2012 Probable
Plaform extensions
Arnhem-Winterswijk, plaform extensions and fast No 2013 Dec 2012 Uncertain
points at Didam
Almere Buiten plaform extension to 275 m Yes Dec 2012 Probable
Almere Muziekwijk, platform extension to 275 m Yes Dec 2012 Probable
Almere Oostvaarders, platform extension to 275 m Yes Dec 2012 Probable
Randstad line
Woerden Molenvliet reversing facility Yes IV 2012 Uncertain
appendix 11 Infrastructure projects and studies - part a: Infrastructure projects


Regional lines
Rijn Gouwe Line: partial double track and opening Yes 2017 p.m.
new stops
Regionet
Asd Westhaven; extension 3 or arrival and departure Yes Aug 2012 Probable
tracks to 750 m + optimisation incoming/outgoing
traffic West branch+Zaan line
Hoofddorp: extra simultaneousness from stabling Yes IV 2012 Uncertain
yard to tunnel tracks.
Beverwijk, reversing track from Haarlem direction to Yes IV 2014 Uncertain
750 m and an extra stabling track
Wormerveer increase overtaking speed No II 2013 Uncertain
Halfweg/Zwanenburg new stop Yes June 2012 Probable
Almere Poort new stop Yes Dec 2012 Probable
Amsterdam Transformatorweg flyover No p.m.
SAAL corridor
Cluster A: Almere Centraal; reversing tracks No 2016 Uncertain
Cluster A: Almere Oostvaarders; reversing tracks No 2013 Uncertain
Cluster A: Flevo Line faster points No 2016 Uncertain
Cluster A: Flevo Line shorten train intervals No 2016 Uncertain
Cluster A: Almere Centraal; platform extension Yes 2012 Uncertain
Cluster C: Riekerpolder; flyover Yes 2016 Uncertain
Cluster C: Riekerpolder-Amsterdam Zuid;4-track Yes 2016 Uncertain
Cluster C: Amsterdam Zuid-Utrechtboog; 4-track Yes 2016 Uncertain
Cluster C: Duivendrecht (Zuidas); shortened train No 2016 Uncertain
intervals
Stations and station modifications

NSP Rotterdam: recommission tracks 9/10/11 + Yes Feb 2012 Certain
platforms
NSP Rotterdam: decommission tracks 13/14 + Yes Feb 2012 Certain
platforms
NSP Rotterdam: recommission tracks 13/14 + Yes April 2012 Probable
platforms
NSP Rotterdam: decommission tracks 12/13 + Yes April 2012 Probable
platforms
NSP Rotterdam: recommission tracks 12/13 + Yes July 2012 Probable
platforms
NSP Rotterdam: decommission tracks 3/4 + Yes July 2012 Probable
platforms
NSP Rotterdam: recommission tracks 3/4 + platforms Yes Aug 2012 Sept 2012 Probable
NSP Rotterdam: decommission tracks 15/16/17/18 + Yes Nov 2012 Probable
platforms
NSP Rotterdam: recommission tracks 15/16/17/18 + Yes April 2013 Probable
platforms
NSP Rotterdam: decommission tracks 1+2 + Yes Sept 2012 Probable
platforms
NSP Rotterdam: recommission tracks 1+2 + Yes Oct 2012 Probable
platforms


NSP Rotterdam: decommission tracks 4/5/6 + Yes April 2013 Uncertain

platforms
NSP Rotterdam: recommission tracks 4/5/6 + Yes May 2013 April 2013 Uncertain
platforms
NSP Rotterdam: decommission tracks 7/8 + Yes May 2013 Uncertain
platforms
NSP Rotterdam: recommission tracks 7/8 + platforms Yes May 2013 Uncertain
NSP Rotterdam: decommission tracks 3/4 + Yes June 2013 Uncertain
platforms
NSP Rotterdam: recommission tracks 3/4 + platforms Yes July 2013 Uncertain
NSP Rotterdam: decommission tracks 6/7 + Yes July 2013 Uncertain
platforms
NSP Rotterdam: recommission tracks 6/7 + platforms Yes Aug 2013 Uncertain
NSP Rotterdam: decommission tracks 8/9 + Yes Aug 2013 Uncertain
platforms
NSP Rotterdam: recommission tracks 8/9 + platforms Yes Sept 2013 Uncertain
NSP Rotterdam: decommission track 12 + platforms Yes Sept 2013 Uncertain
NSP Rotterdam: recommission track 12 + platforms Yes Oct 2013 Uncertain
NSP Rotterdam: decommission track 13/14 + Yes Oct 2013 Uncertain
platforms
NSP Rotterdam: recommission track 13/14 + Yes Nov 2013 Uncertain
platforms
NSP Rotterdam: decommission track 15/16 + Yes Nov 2013 Uncertain
platforms
NSP Rotterdam: recommission track 15/16 + Yes Dec 2013 Uncertain
platforms
NSP Rotterdam (Transfer section) Yes Dec 2012 Probable
Utrecht Centraal modify platforms/roofing: Yes Dec 2011 Certain
recommission track 8 incl. platform
Utrecht Centraal modify platforms/roofing: Yes Dec 2011 Certain
decommission track 5 incl. platform (phase 2)
Utrecht Centraal modify platforms/roofing: Yes Feb 2012 Probable
recommission track 5 incl. platform and
decommission track 7 incl. platform (phase 2)
Utrecht Centraal modify platforms/roofing: Yes Apr 2012 Probable
recommission track 7 incl. platform (phase 2)
Utrecht Centraal modify platforms/roofing: Yes May 2012 Probable
decommision tracks 5 and 7 incl. platform (phase 2)
Utrecht Centraal modify platforms/roofing: Yes June 2012 Probable
recommission tracks 5 and 7 incl. platform (phase 2)
NSP Utrecht: decommision tracks 18 and 19 Yes III 2012 Uncertain
NSP Utrecht: recommission tracks 18 and 19 Yes III 2012 Uncertain
NSP Utrecht: decommision tracks 8, 9 and 10 Yes III 2012 Uncertain
NSP Utrecht: recommission tracks 8, 9 and 10 Yes III 2012 Uncertain
NSP Utrecht: decommision tracks 14 and 15 Yes III 2012 Uncertain
NSP Utrecht: recommission tracks 14 and 15 Yes IV 2012 Uncertain
NSP Utrecht: decommision tracks 11, 12 and 13 Yes IV 2012 Uncertain
NSP Utrecht: recommission tracks 11, 12 and 13 Yes IV 2012 Uncertain
NSP Utrecht: phase 3, platform track 2 not available Yes IV 2012 I 2013 Probable
NSP Utrecht: phase 3, platform track 2 available Yes IV 2013 I 2014 Probable
NSP Utrecht: phase 5, platform track 3 not available Yes IV 2013 I 2014 Probable


NSP Utrecht: phase 5, platform track 3 available Yes III 2014 IV 2014 Probable
NSP Utrecht Yes 2015 2016 Uncertain
NSP Den Haag (total) Yes IV 2014 Probable
Den Haag CS, convert railway yard (tracks 11 and 12 No IV 2012 III 2014 Uncertain
suitable for heavy-rail)
Den Haag CS, convert railway yard tracks 11 and 12 No 2015 2017 Uncertain
(total)
NSP Arnhem (transfer hall) (OVT phase 2) Yes IV 2013 Uncertain
NSP Breda Yes II 2015 Uncertain
Station Tilburg (incl. broadening platform tunnel) No 2015 Uncertain
Eindhoven Transfer bottleneck No 2016 Uncertain
New stops
Barneveld Zuid; new stop No III 2014 Uncertain
Nijverdal: recommission Raalte - Nijverdal and Yes 2013 Uncertain
decommission stop Nijverdal West
Merwede-Linge Line (Ddr-Gdm): opening 3 stops and Yes Dec 2011 Certain
double track Dordrecht-Stadspolders and at Boven
Hardinxveld
Merwede-Linge Line (Ddr-Gdm): opening 2 stops Yes 2013 Probable
Node Arnhem - Nijmegen opening Westervoort stop Yes Dec 2011 Certain
Maastricht Noord; new stop Yes II 2012 Dec 2012 Probable
VleuGel; Harmelen connection-Utrecht (Amsterdam Yes IV 2012 Probable
Rijnkanaal); stop Utrecht Leidsche Rijn
Vleugel; Vaartse Rijn new stop Yes 2015 Uncertain
Sassenheim; new stop Yes Dec 2011 Certain
Nijkerk, realise new stop Hoevelaken Yes IV 2012 Uncertain
Hengelo Gezondheidspark; new stop Yes II 2012 Dec 2012 Uncertain
Groningen Europapark; final stop incl. extra Yes Dec 2012 Probable
accessibilities
Nijmegen, realise stop Nijmegen Goffert No IV 2014 Probable
Nijmegen Lent; final stop No Dec 2013 Uncertain
Station Bleiswijk-Zoetermeer No 2015 Uncertain
Utrecht - Arnhem – Zevenaar

Maarsbergen; cancel N226 crossing by means of No June 2014 June 2015 Uncertain
tunnel(s)
Bunnik; cancel crossing by means of tunnel(s) No 2016 Uncertain
Trammification Zwolle – Kampen

Zwolle-Kampen; cancel regular train service on No Dec 2012 Probable
Zwolle-Kampen route
Kampen Oost; new stop No III 2013 III 2014 Probable
Zwolle Werkeren; new stop No III 2013 III 2014 Probable
Voorsterpoort; new stop No III 2013 III 2014 Probable
Zwolle Stadshagen; new stop incl. overtaking facility No III 2013 III 2014 Probable
Other projects
Acht railway yard, realise depot power supply (2x) Yes Apr 2013 Probable
Amsterdam Aziehavenweg, railway yard Yes Apr 2012 Probable
electrification


Arnhem-Winterswijk, track-doubling and fast No 2015 Uncertain

points at Wehl
Barneveld Noord; track-doubling and new side No p.m Uncertain
platform
Emmen Zuid; track-doubling No 2016 Uncertain
Geldermalsen; signals modification at Culemborg, No IV 2012 July 2013 Uncertain
Geldermalsen and Meteren
Groningen-Nieuweschans, speed increase from No 2013 Uncertain
100 km/h to 120/140 km/h
Groningen-Roodeschool, speed increase from No 2014 Uncertain
70/80 km/h to 100 km/h
Haarlem, stabling and service capacity No 2013 Uncertain
Harderwijk; reversing facility No IV 2015 Uncertain
Hengelo simultaneous departure to Oldenzaal- No IV 2012 Uncertain
Enschede
Hoofddorp stabling yard, extend track 211 No IV 2014 Uncertain
Hoofddorp, stabling yard, expand stabling capacity No II 2014 II 2016 Uncertain
and extend route
Hoorn, realise low service paths No II 2013 Uncertain
Maastricht, realise depot power supply (2x) No Apr 2012 Probable
Conversion railway yard Enschede, incl platform No 2012 IV 2013 Uncertain
modification
Modifications
Tilburg, platform interval track 1 No III 2012 IV 2012 Probable
Tilburg, raise arrival speed from Boxtel No III 2012 IV 2012 Uncertain
Tilburg; real connection Loven No IV 2012 Uncertain
Tilburg; change track layout Loven railway yard No IV 2012 Uncertain
Zutphen, change infrastructure for stabling No Mar 2013 IV 2013 Uncertain
Rotterdam Noord Freight; modify stabling tracks for No IV 2012 Uncertain
EECT
Binckhorst, stabling yard tranche 2 and 3 (excluding Yes Dec 2011 Probable
remote point controls)
Heerlen-Herzogenrath, overtaking track in Landgraaf No I 2013 Uncertain
Wijchen, realise reversing track No IV 2014 Dec 2013 Probable
Alkmaar; realise low service paths No II 2013 Uncertain
KAN: Elst; access connection Elst - Tiel No 2016 Uncertain
KAN: Elst; provide Aamsestraat underpass with No 2016 Uncertain
access to platforms
Uitgeest; expand stabling facility by minimum of 44 No p.m.
wagons
Venlo, realise reversing and cleaning track of 340m Yes p.m.

b) Infrastructure study projects
ProRail makes an inventory of potential future capacity bottlenecks on the main railway infrastructure
and performs studies that result in proposals to prevent congestion in the future. This activity ensues
from the Management Concession, which states: “Included under this care is the preparation and
performance of the expansion of the main railway network which is closely related to the existing
121
network infrastructure” .
MIRT studies
For an overview of current studies commissioned by the Ministry of Infrastructure and the Environment
within the framework of the Multi-year Programme on Infrastructure and Transport (MIRT), refer to the
2012 National Budget (MIRT, plan study programme).
High Frequency Rail Transport Programme (PHS)
The Cabinet and the rail sector have formulated the ambition to realise high-frequency rail transport on
the busiest travel corridors throughout and to accommodate the growth of freight transport by means
of a future proof route strategy. ProRail, in close cooperation with NS and KNV, has performed a
capacity analysis with this in mind. This PHS capacity analysis forms the basis for the preface decision
by the Cabinet.
An amount of € 3 billion Euros has been allocated for PHS in MIRT, to be realised in the period 2012 –
2020. About half of this amount is intended for expansion of the rail infrastructure, while the other half
is reserved for other measures required to enable rail transport growth: noise reduction measures,
crossings, transfer, stabling sidings, freight yards, power supply, intervention facilities, bicycle storage
facilities, external safety, vibration reduction measures and extra maintenance.
This package of measures is undergoing further development in 7 plan detail studies:
1. Passengers Alkmaar – Amsterdam
2. Passengers Amsterdam – Eindhoven
3. Passengers Schiphol – Nijmegen
4. Passengers Den Haag – Breda
5. Passengers Breda – Eindhoven
6. Freight Oost (Elst – Bentheim)
7. Freight Zuid (Meteren – Venlo).
Schiphol – Amsterdam – Almere – Lelystad (SAAL)
High-frequency rail transport is also foreseen on the SAAL corridor: Schiphol – Lelystad. An amount of
€ 1.6 billion is reserved for this in the MIRT. ProRail has also carried out a capacity analysis for SAAL
2020. Decision-making on this is expected at the end of 2012, which will coincide with a decision on
the Amsterdam – Almere connection in the long-term (2030), as part of the Almere Upscaling project.
In the short-term (2016), a first package of capacity enlargement measures of approx. € 900 million
has already been agreed for this corridor. This package includes the expansion to 4 tracks on the
Amsterdam South Branch between Riekerpolder and the connection of the Utrecht Curve, various
small-scale measures on the Flevo Line and the introduction of ‘Short Interval’.
121
Section 2 Paragraph 3 of the Management Concession
appendix 11 Infrastructure projects and studies - part b: Infrastructure study projects
(empty page)
appendix 11 Infrastructure projects and studies - part b: Infrastructure study projects

appendix 12 Information on secondary railways (§ 3.2.1)
Railways subject to the Railways Act 1875

In anticipation of further decision-making, ProRail manages the following decommissioned railway
122
lines :
• Roermond – Vlodrop border (direction Dalheim (D))
• Nijmegen – Nijmegen border (direction Kranenburg (D))
Railways subject to the Local Railway and Tram Line Act.
123
ProRail manages the following decommissioned local railway lines :
• Boxtel - Veghel
• Nieuw Amsterdam - Schoonebeek
Sidings governed by the Private Sidings Regulations 1966
ProRail manages the following decommissioned railway lines which are subject to the Private Sidings
Regulations 1966.
Location Name main siding line Particulars
Dordrecht De Staart industrial estate from intersection with Grevelingenweg

Alphen aan den Rijn Rijnhaven industrial estate exclusively the siding lines along Bedrijfsweg and
Industrieweg
Almelo Dollegoor
Sidings
Rail connections on industrial sites and the approach tracks that connect the tracks on these sites to
the national railway network or to a main siding line are not part of the railway infrastructure managed
by ProRail.
Information on or permission to use the rail connections on industrial sites and the approach tracks are
given through or via the affiliated company subject to certain conditions, which can include a user
charge.
Certain restrictive conditions can be imposed that are related to the properties of the tracks in question
such as axle load, speed and gauge restrictions, as well as restrictions related to the radius of
curvature of the tracks in question.
122
See also the decree on the date of entry into force of provisions of the Railways Act (etc.), Explanatory
Memorandum to Section 2, Item b, under 1e.
123
Decree on allocation of railways as local railway line
appendix 12 Information on secondary railways
(empty page)
appendix 12 Information on secondary railways

appendix 13 Load gauges per route section (§ 3.3.2.1)
Eem
Dz
Swd
Gn Wr(D)
Lw
Hlg
Vdm
Hdr
Stv
Emn
Ekz
Hwd
Mp Lar (D)
Hn
Kpn
Utg Zl Mrb
Lls
Hlm Zd
Zvt Asd Nvd Aml
Shl Nvdw Bh (D)
Dv
Hvs Es G (D)
Apd Hgl
Ledn
Apn Amf
Gvc Wd Zp
Ut Ed
Gd
Hld Ah Ww
Rhn
Rtd Zv
Mvt Gdm Em (D)
Nm
Kfhn
Ddr
Zlw
Ht
Bd Btl
Rsd Tb
Esn (B)
Vs Sloe
Ndkp (B)
Ehv Vl
Tnz Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Std
Glk (B) Hrl Hz (D)

Mt Krd
Fvs (B)
Legend
Vehicle gauge
omgrenzingsprofiel
Vehicle gauge
GC
NL situation January 2013
review November 2011
Station // Knooppunt
Station Junction source: Infra Atlas
appendix 13 Load gauges per route section

Network Statement 2013 Combined Network - version 1.0 dated 17 January 2012 149
Notes
Vehicle gauges NL and GC
The measurements of the vehicle gauges for NL and GC are included in Appendices 10 and 13,
respectively, which are part of Section 16 of the Regulations on rail vehicle inspection.
Special loading gauges
124
The special loading gauge , the so-called Red Measuring Area (RM, in figure below) is applicable
only to those route sections (excluding Roosendaal-Roosendaal border and Maastricht-Eijsden
border) where the NL vehicle gauge applies.
124
in the sense of Section 12 Paragraph 2a Rail Traffic Decree and included in Appendix 8 of the Rail Traffic
Regulations
appendix 13 Load gauges per route section
Network Statement 2013 Combined Network - version 1.0 dated 17 January 2012 150
appendix 14 Axle loads and load per unit of length (§ 3.3.2.2)
Eem
Dz
Swd
Gn Wr(D)
Lw
Hlg "
Vdm
Hdr
Stv
Emn
Ekz
Hwd
Mp
Lar (D)
Hn
Kpn
Utg Zl Mrb
Lls
" "
Hlm Zd
Zvt Asd Nvd "
Aml
"
Shl Nvdw Bh (D)

Dv
Hvs "
Es
Apd Hgl G (D)
Ledn
Apn Amf
Gvc Wd "
Zp
"
Ut Ed
"
Gd "
Hld Ah Ww
Rhn "
Rtd "
"
Zv
Mvt Gdm Em (D)
KfhnDdr Nm
Zlw
Ht
Bd Btl
Rsd Tb
Sloe Esn (B)

Vs
Ndkp (B) Ehv Vl
Tnz Kn (D)
Wt
Fsz (B)
Lnp (B)
Rm
Legend: Restrictions Std

E5/120 km/h 1 =Structure
kunstwerkrestrictions
Glk (B) Hrl Hz (D)
D4/100 km/h "
2 =Infrastructure
bovenbouw restrictions
Mt
"
Krd
D4/80 km/h Station / Junction Fvs (B)
D4/60 km/h
Axle load and axle
D2/100 km/h configuration according
D2/80 km/h to EN 15528
D2/60 km/h situation January 2013

C2 source: Infra Atlas
appendix 14 Axle loads and load per unit of length

(empty page)
appendix 14 Axle loads and load per unit of length

appendix 15 Train control systems (§ 3.3.3.4)
Eem
Dz
Swd
Lw Gn Wr(D)
Hlg
Vdm
Hdr
Stv
Emn
Ekz
Hwd
Mp
Lar (D)
Hn
Kpn
Utg Zl Mrb
Lls
Hlm Zd
Zvt Asd Nvd Aml
Shl Nvdw Bh (D)
Dv
Hvs Es
Apd Hgl G (D)
Ledn
Apn Amf
Gvc Wd Zp
Ut Ed
Gd
Hld Ah Ww
Rhn
Zv
Mvt Rtd Gdm Em (D)
Kfhn Nm
Ddr
Zlw
Ht
Bd Btl
Rsd Tb
Sloe Esn (B)

Vs
Ndkp (B) Ehv Vl
Tnz Kn (D)
Wt
Fsz (B)
Lnp (B)
Rm
Std
Glk (B) Hrl Hz (D)

Legend:
Mt Krd
ERTMS Fvs (B)
ATB EG
ATB First generation
New generation
ATB NG
Automatic Train Protection
No automatic warning
Geen
systemsysteem
system
Buitenlands systeem situation January 2013
Foreign system
appendix 15 Train control systems

(empty page)
appendix 15 Train control systems

appendix 16 Train detection (§ 3.3.3.5)
Eem
Dz
Swd
Gn Wr(D)
Lw
Hlg
Vdm
Hdr
Stv
Emn
Ekz Mp
Hwd
Hn Lar (D)
Kpn
Utg Lls Zl Mrb
Zd
Zvt Hlm Asd NvdwNvd Aml
Shl Bh (D)
Dv Hgl
Hvs Es G (D)
Apd
Ledn Amf Zp
Apn
Gvc Wd Ut
Gd Ed
Ah Ww
Mvt Rhn
Rtd Zv
Gdm Em (D)
Nm
KfhnDdr
Zlw Ht
Bd Btl
Rsd Tb
Vs Sloe Esn (B)

Ehv
Ndkp (B)
Vl
Tnz Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Std
Glk (B) Hrl

Stations and railway yards see OR diagrams Mt Krd
Hz (D)
Legend Fvs (B)
Stations
Station / Knooppunt
/ Junction
Foreign system
Buitenland
EMCwith
EMC metJADE
JADEand
enFTGS
FTGSnot
niet van toepassing
applicable
EMC
Train detection
EMCwith
metJADE
JADEand
enFTGS
FTGSnot applicable
niet and deviates
van toepassing for GRS
en wijkt af voor GRS
EMC
EMCwith
metFTGS
FTGSnot applicable
niet van toepassing
situation January 2013
EMCwith
EMC metJADE
JADEnot
niet van toepassing
applicable
Kortsluitkwaliteit
Shunting parameterstoelatingsmodel en EMC
and EMC with JADE and met
FTGSJADE en FTGS niet van toepassing
not applicable
source: Infra Atlas
appendix 16 Train detection

(empty page)
appendix 16 Train detection

appendix 17 Route section speeds (§ 3.3.2.4)
Eem
Dz
Swd
Lw Gn Wr(D)
Hlg
Vdm
Hdr
Stv
Emn
Ekz
Hwd
Mp
Lar (D)
Hn
Kpn
Utg Zl Mrb
Lls
Hlm Zd
Zvt Asd Nvd Aml
Shl Nvdw Bh (D)
Dv
Hvs Es
Apd Hgl G (D)
Ledn
Apn Amf
Gvc Wd Zp
Ut Ed
Gd
Hld Ah Ww
Rhn
Zv
Mvt Rtd Gdm Em (D)
Kfhn Nm
Ddr
Zlw
Ht
Bd Btl
Rsd Tb
Sloe Esn (B)

Vs
Ndkp (B) Ehv Vl
Tnz Kn (D)
Wt
Fsz (B)
Lnp (B)
Rm
Std
Legend:
Glk (B) Hrl Hz (D)
>220 km/h
Mt Krd
161/220 km/h Fvs (B)
140/160 km/h
125/139 km/h
Line speed
80/124 km/h
<80 km/h situation January 2013
Junction
Station / Knooppunt source: Infra Atlas
appendix 17 Route section speeds

(empty page)
appendix 17 Route section speeds

appendix 18 Electrified route sections: contact line voltage (§ 3.3.2.6)
Eem
Dz
Swd
Lw Gn Wr(D)
Hlg
Vdm
Hdr
Stv
Emn
Ekz Mp
Hwd
Hn Lar (D)
Kpn
Utg Lls Zl Mrb
Zd
Zvt Hlm Asd Nvdw Nvd Aml
Shl Bh (D)
Dv Hgl
Hvs Es G (D)
Apd
Ledn Amf Zp
Apn
Gvc Wd Ut
Gd Ed
Hld Ah Ww
Rhn
Mvt Rtd Zv
Gdm Em (D)
Nm
KfhnDdr
Zlw Ht
Bd Btl
Rsd Tb
Vs Sloe Esn (B)

Ehv
Ndkp (B)
Vl
Tnz Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Std
Glk (B) Hrl

Legend Mt Krd
Facilities at transition Hz (D)
Geen bovenleiding
Non-electrified Spanningsluis
points Fvs (B)
1500 V DC,
1500V, < 4000
< 4000 A A Convertible section
Omschakelbaar
1500 V DC,
1500V, 40004000
A A Neutral section
Vast Electrification and
3 kV DC Station / Junction
Knooppunt current collection
15 kV AC
25 kV AC source: Infra Atlas
appendix 18 Electrified route sections: contact line voltage

Voltage change-over gates Betuweroute
To facilitate the transition between the 25kV traction power systems on the Betuweroute and the
1500V traction power system in Kijfhoek and on the following railways, voltage change-over gates are
planned at the locations below.
• Voltage change-over gates with a length of the traction-free zone of 186 m:
- In the tracks between Barendrecht Vork and Waalhaven Zuid, at km 202.1
- In the tracks between Kijfhoek and Papendrecht, at km 3.5
- In the tracks between Duiven and Zevenaar, at km 103.8
• Voltage change-over gates with a length of the traction-free zone of 30 m:
- In the tracks of the connecting bend Geldermalsen/Meteren (return)
- In the tracks of the connecting bend Zaltbommel/Meteren (return)
- In the tracks of the connecting bend Valburg/Elst (return)
- In the tracks of the connecting bend Valburg/Nijmegen Lent (return)
Current take-up restrictions
The table below states the maximum current take-up per train on a number of route sections that are
subject to current take-up restrictions with regard to the 1500V traction-power supply system.
Route section Maximum current

take-up
Zwolle – Emmen 2,500 A

Barneveld Noord - Ede Wageningen 2,500 A
Dordrecht – Geldermalsen 2,700 A
Leiden Centraal – Woerden 3,200 A
Alphen aan den Rijn - Gouda 3,200 A
Baarn – Den Dolder 3,000 A
appendix 18 Electrified route sections: contact line voltage

appendix 19 Moveable railway bridges (§ 3.4.5)
The numbers refer to the table on the following page.
Eem
Dz
Swd
59 Gn
Lw 57 Wr(D)
Hlg 45 56 56a
5058
47 21
Vdm
20
19
18
Hdr
Stv
72
Emn
16
Ekz 40
71 Hwd Mp 39
70 Lar (D)
Hn
Kpn
Utg 75 Zl Mrb
69 Lls
74
73
Zvt Hlm Zd Asd
Nvd Aml
1 22
Shl Nvdw Bh (D)
83
33 Dv
82 Hvs Es
Apd Hgl G (D)
Ledn
28 29 Zp
Apn Amf
3
Gvc 30 31Wd 62
Ut Ed
Gd
Hld Ah Ww
27 Rhn 64
85 76 77 Rtd Zv
Mvt 4 81 Gdm Em (D)
86 Nm
87 Kfhn 84
80
6 Ddr
Zlw
Ht
Bd Btl
7 Tb
Rsd
8
9 Esn (B)
Sloe
Vs
Ndkp (B) Ehv Vl
Tnz Kn (D)
88
Wt
Fsz (B)
Lnp (B)
Rm
Std
Glk (B) Hrl Hz (D)

89 Mt Krd
Fvs (B)
Legend Moveable bridges

Moveable
Brug bridge
Junction
Station / Knooppunt source: Infra Atlas
appendix 19 Moveable railway bridges

List of movable railroad bridges
No. Bridge name Abbreviation Waterway Place Route

section
1 Singelgracht SGBR Westerkanaal Amsterdam Asd - Ass
2 Spaarnebrug SPBR Spaarne Haarlem Asd - Hlm
3 Vinkbrug VKBR Oude Rijn Leiden Gv - Ledn
4 Schiebruggen DHS Delfshavense Schie Rotterdam Rtd - Sdm
6 Oude Maas GRBR Oude Maas Dordrecht Ddr - Rtd
7 Markbrug MABR Markkanaal Zevenbergen Rsd - Zlw
8 Arnekanaalbrug ABR Arnekanaal Arnemuiden Rsd - Vs
9 Vlakebrug VLK Kanaal door Zuid- Vlake Rsd - Vs
Beveland
16 Drentse hoofdvaart brug SMVRT Smildevaart Meppel Lw - Mp
18 Deelsbrug BRDL Deel Akkrum Lw - Mp
19 Boorne BOBR Boorne Akkrum Lw - Mp
20 Pr. Margrietkanaal PMK Prinses Margrietkanaal Grouw Lw - Mp
21 Harinxma kanaal (Mp-Lw) HRMK Van Harinxmakanaal Leeuwarden Lw - Mp
22 Oosterdoksluis ODS Oosterdoksluis Amsterdam Asd - Asdm
27 Hoge Gouwebrug HGWBR Gouwe Gouda Gd - Gv/Rtd
Lage Gouwebrug GWBR Gouwe Gouda Gd - Ledn
28 Galgewater GWT Galgewater Leiden Apn - Ledn
29 Rijn-Schiekanaal RSKBL Rijn-Schiekanaal Leiden Apn - Ledn
30 Gouwsluis GWB Gouwe Alphen aan den Apn - Wd
Rijn
31 Dubbele Wiericke DWB Dubbele Wiericke Bodegraven Apn - Wd
33 Vechtbrug VTBR Vecht Weesp Alm/Ndb -
Wp
39 Coevorder Stadsgracht COSB Stadsgracht Coevorden Emn - Mrb
40 Hoogeveense vaart HVVB Verlengde Nieuw Emn - Mrb
Hogeveensevaart Amsterdam
42 Klifrak KR Klifrak Workum Lw - Stv
43 Wijmerts WMB Wijmerts Oudega Lw - Stv
45 Harinxma (Lw-Hlg/Stv) HRM Van Harinxmakanaal Leeuwarden Hlg/Stv - Lw
47 Zuidergracht HLG Zuidergracht Harlingen Hlg - Lw
49 Greuns GRS Greuns Leeuwarden Gn - Lw
50 Hoendiep HDP Hoendiep Hoogkerk- Gn - Lw
Vierverlaten
56 Wildervanckkanaal AG WDVB Wildervanckkanaal AG Zuidbroek Gn - Nsch
56a Rensel RSL Rensel Winschoten Gn - Nsch
57 Westerwoldse Aa WWAB Westerwoldse AA Nieuweschans Nscg - Nsch
58 NoordWillemsKanaal NRDWIL NoordwillemsKanaal Groningen Gn - Lw/Swd
59 Reitdiep RDP Reitdiep Groningen Gn - Swd
60 Boterdiep BTD Boterdiep Bedum Dz - Swd
62 IJsselbrug IJBZ IJssel Zutphen Ah/Apd - Zp
64 Oude IJssel OIJ Oude IJssel Doetinchem Zv - Ww
69 Nauernaschevaart NNVBR Nauernaschevaart Krommenie- Utg - Zd
Assendelft
70 Noordhollands kanaal NHKBR Noordhollands kanaal Alkmaar Amr - Hwd

List of movable railroad bridges
No. Bridge name Abbreviation Waterway Place Route

section
71 Bolbrug BOL Ringvaart Heerhugowaard Amr - Hwd
72 Koegrasbrug KGS Noordhollands kanaal Koegras Ana - Hdr
73 Zaanbrug ZDB Zaan Zaandam Pmr - Zd
74 Noordhollands kanaal NHK Noordhollands kanaal Purmerend Pmr - Zd
75 Where WHE Where Purmerend Hn - Pmr
76 De Haven HVBR Haven Maassluis Hld - Rtd
77 De Haven VDGBR Oude haven Vlaardingen Hld - Rtd
80 Wantijbrug WIJB Wantij Dordrecht Ddr - Gdm
81 Merwedekanaalbrug MKBR Merwedekanaal Arkel Ddr - Gdm
82 Ringvaartbrug RVBR Ringvaart Nieuw Vennep Ledn - Shl
83 Schinkelbrug SKBR Schinkel Amsterdam Asra - Dvd
84 Baanhoekbrug BMBR Beneden Merwede Baanhoek Ddr - Gdm
85 Suurhoffbrug SHB Hartelkanaal Rotterdam Havenspoor
86 Calandbrug CLB Callandkanaal Rotterdam Havenspoor
87 Botlekbrug BOTBR Oude Maas Rotterdam Havenspoor
88 Sluiskilbrug SLUB Kanaal van Gent naar Sluiskil Svg - Tnz
Terneuzen
89 Maasbrug MSBR Maas Maastricht Mt - Glk (B)

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appendix 20 Platform length (§ 3.6.1)
Eem
Rd
Dz
Swd
Lw Gn Wr(D)
Hlg Nsch
Gerp
Fn Vdm
Sk
Hdr
Stv
Emn
Emnb
Ekz Mp Na
Hwd
Hn Lar (D)
Amr
Kpn
Utg Lls Zl Omn Mrb
Hk
Bv
Zd Hno
Sptz
Zvt Hlm Asd NvdwNvd Aml
Assp Rat
Had Shl Wp Odz Bh (D)
Asb Hon Rsn Hgl
Dv
Hfd Hvs Es G (D)
Apd Dvc
Ledn Amf
Dld Zp
Apn
Gvc Ldl Bdg Wd Ut
Ypb Db Klp Edc
Vb Gd Ed Dr
Ah Www
Dt Ww
Gdg Rhn Dtch
Mvt RtdRta Zv GdrVsv
Za Est
Rtz Gdm Em (D)Tbg
Nwl Hmn
Tl Nm
KfhnDdr
Ddrz Ddrs
Zlw Ht
Bdpb Bd Btl
Rsd Tb
Mdb Gs
Bgn Hm
Vss Vs Sloe Esn (B)
Ehv Dn
Ndkp (B) Hrt
Vl
Tnz Tg Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Legend:
Station (or: all stations on a route section)
having at least 1 platform whit length Std
equal to or longer than Gln
Glk (B) Hrl
Mt Krd
n.v.t. n.v.t. Hz (D)
Vk
90 90 Fvs (B)
120 120
170 170
220 220 Platform length
270 270
340 340
appendix 20 Platform length

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appendix 20 Platform length

appendix 21 Public loading and unloading facilities (§ 3.7.1)
Eem
Dz
Swd
Gn Wr(D)
Lw
Hlg
Vdm
Hdr
Stv
Emn
Swk
Ekz
Hwd
Mp Lar (D)
Hn
Kpn
Utg Zl Mrb
Lls
Zvt Hlm Zd Asd

Ahwv Nvd Aml
Shl Nvdw Bh (D)
Dv
Hvs Es G (D)
Apd Hgl
Ledn
Apn Amf
Gvc Wd Zp
Ut Ed
Gd
Hld Ah Ww
Rhn
Rtd Ahg Zv
Vdg
Mvt Gdm Em (D)
Nm
Bot Whz Kfhn
Ddr
Zlw
Mdk Otw Ht
Bd Btl
Rsd Tb
Tbg
Esn (B)
Vs Sloe
Ndkp (B)
Ehv Vl
Tnz Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Std
Glk (B) Hrl Hz (D)

Mt Krd
Fvs (B)
Legend
Public loading-
Beperkte
Site bruikbaarheid
with utilisation restrictions and unloading sites
Site without utilisation restrictions situation January 2013
Zonder beperking
Station
Station/ /Junction
Knooppunt source: Infra Atlas
appendix 21 Public loading and unloading facilities

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appendix 21 Public loading and unloading facilities

appendix 22 Refuelling systems (§ 3.8.4)
Information about the refuelling systems is provided on the following page.
Eem
Dz
Swd
Gn Wr(D)
Lw
Hlg
Vdm
Hdr
Stv
Emn
Ekz Mp
Hwd
Hn Lar (D)
Kpn
Utg Lls Zl Mrb
Zd
Awhv
Zvt Hlm Asd Nvdw Nvd Aml
Shl Wgm Bh (D)
Dv Hgl
Hvs Es G (D)
Apd
Ledn Amf Zp
Apn
Gvc Wd Ut
Gd Ed
Hld Ah Ww
Mvt Rhn
Rtd Zv
Gdm Em (D)
Nm
Bot KfhnDdr
Whz
Zlw Ht
Bd Btl
Rsd Tb
Vs Sloe Esn (B)

Ehv
Ndkp (B)
Vl
Tnz Kn (D)
Lnp (B) Wt
Fsz (B)
Rm
Std
Glk (B) Hrl

Mt Krd
Hz (D)
Fvs (B)
Legend
Refuel system
Refuelling facility
Refuelling facility without delivery system
Station / Junction source: Infra Atlas
appendix 22 Refuelling systems

Information on the storage capacity and flow rate of refuelling systems
3
Location Storage capacity in m Flow rate in l/min Flow rate in l/min
(via nozzle connection) (via spill-free
connection)
Groningen 3*80 90 200

Leeuwarden 2*40 90 200
Zwolle 3*100 90 200
Hengelo 2*60 90 200
Zutphen 2*40 90 200
Winterswijk 1*50 90 200
Arnhem 2*50 90 200
Amersfoort 2*30 90 200
Watergraafsmeer 1*20 70 200
Amsterdam Westhaven 1*100 90 200
Maasvlakte see Network Statement 2013 Betuweroute
Botlek see Network Statement 2013 Betuweroute
Waalhaven Zuid see Network Statement 2013 Betuweroute
Kijfhoek see Network Statement 2013 Betuweroute
Roosendaal 2*50 90 200
Terneuzen 1*30 90 200
Nijmegen 2*30 90 200
Venlo 2*100 90 200
Heerlen 1*40 130 200
appendix 22 Refuelling systems

appendix 23 Timetable drafting norms (§ 4.4.1.3.2)
125
The norms laid down in this Appendix serve as the point of departure for drafting of the timetable .
The norms apply to all phases of the timetable drafting process and capacity analysis and consist of 2
categories, namely target norms and rejection norms.
The target norms incorporate extra tolerance and buffers in order to promote a flexible and robust
result. ProRail can at own initiative or the request of one of more titleholders apply a lower norm,
under the conditions below.
• It serves a purpose: better compliance with market requirements and/or improved utilisation.
• Any resulting delay is quickly remedied: the buffer shortfall is compensated by tolerance in the
following process (running, stopping, succession, transfer or turning).
• A feasible handling strategy is available: check for undesired/spontaneous sequence changes at
crossover traffic, preferably no structural need for manual intervention by traffic control.
The rejection norms are based on minimum technical times of the local infrastructure. ProRail can only
permit deviation if such has the approval of all other interested parties and an explicit safety
assessment has been performed.
1 Rejection norm category
1.1 Rejection norm running time

The rejection norm for the running time is the technical minimum running time between block points
(including minimum length of stops, if applicable) as calculated by VPT/Donna. Deviation from these
running times is possible on the basis of practical measurements and after approval by the transport
operator and ProRail.
ProRail will provide an updated infrastructure database. ProRail requires information from the
railway undertaking for the rolling stock database.
► In order to keep the rolling stock database up-to-date, ProRail requires the railway undertaking to
provide particulars per type of electric rail vehicle as described in Part 3 of Appendix 9. ◄
Passengers
The maximum train composition during peak times as scheduled by the transport operator is used to
calculate the running time of a train series.
Freight
ProRail, following consultation with the freight transport operators, defines standard paths on the basis
of an insertion speed of 95 km/h with an average start and breaking deceleration of 2500 tons on the
basis of BR189. Freight transport operators must when applying for train paths comply with the
appropriate traffic specifications. If compliance with the standard specifications of the paths is not
possible, a customised path must be applied for. ProRail can, in consultation with the sector, apply
other traffic specifications under specific circumstances.
1.2 Interval and intersection times

The rejection norms for interval and intersection times between 2 trains are specific to the location and
situation, and consist of the local technical minimum unobstructed interval or intersection time,
rounded up to the nearest full minute. Also, in the interests of a robust timetable, the rejection norm
must be at least the technical minimum obstructed interval and intersection time plus 1 minute buffer,
rounded up to the nearest full minute. A 2-minute buffer is required in case of arrival after departure
situations.
125
The norms laid down in this Appendix serve as the point of departure for drafting of the timetable.
appendix 23 Timetable drafting norms
1.3 Interval and intersection times after nonstructural capacity claims
In case of capacity claims that are used less than 5x a day (international trains, peak hour trains,
some freight trains, bridge openings) it is permitted to immediately thereafter apply shorter interval or
intersection times than those stated in the rejection norm. While a brief delay is then accepted a
couple of times a day, extra tolerance is available during most of the day. Any delays must be
adequately compensated by tolerance, in the same way as other nonstructural causes of delay. In
situations with tightness behind a nonstructural train, compliance is required with the conditions for
deviation from the norms and permission is required of the affected titleholders.
2 Target norm category
2.1 Target norm running time

Passenger trains:
The target norm for running time is the technical minimum running time between block points
(including minimum length of stops., If applicable) plus 5%. Block points are recorded in consultation
with transport operators in VPT/Donna and concern the following types of train-path points:
• Node stations
• intersection points on single-track sections, but only for trains that actually intersect
• Passing facilities
Allocation of the tolerance in ‘transit’ according to the times advised by VPT/Donna down to one
decimal, based on the standard addition of 5%. This figure is rounded downward in case of through
points and minimum length of stops. This prevents a train from having to wait for its departure time
and thus lose valuable tolerance. Most of the tolerance lies before the block point. Lingering earlier on
the line does not count as tolerance.
Freight trains:
The target norm for running time is equal to the rejection norm for running time. An addition of 0%
applies to the technical minimum running times. Tolerance is created difference between the
scheduled insertion speed and the feasible speed in practice. The passage times advised by
VPT/Donna are rounded to the nearest minute.
2.2 Interval and intersection times of BIT trains

The target norms between interval and intersection times between two trains (either passenger or
freight) that run every hour are specific and set at the local technical minimum time rounded to the
nearest minute plus 1 minute buffer time. In case of departure and arrival, however, use is made of the
technical minimum time plus 2 minutes buffer time, rounded to the nearest full minute, as not only can
the departing train be too late, but the arriving train can also be too early.
If the technical minimum interval time is unknown, the following can be used as norm:
• departure – departure from different track to same track 3 minutes
• passage – passage 3 minutes
• arrival – arrival from the same track to different track 3 minutes
• departure – arrival at the same track 4 minutes
• departure – departure at the same track (in case of short stop) 4 minutes
• departure - passage at the same track (e.g., slow train – IC to 4 minutes
stop before node)
• arrival - passage on overtaking 2 minutes
• passage – departure on overtaking 2 minutes

If the technical minimum intersection time is unknown, the following can be used as norm:
• at an intersection 3 minutes
• arrival – departure in opposite direction 1 minute
• departure – arrival in opposite direction 6 minutes
2.3 Operator-specific norms

Various operators use different norms in their operational planning procedures for stops, combination
and division, setting back and turning, and for transfer times. Applications for capacity in the annual
timetable and ad-hoc phase must be accompanied by a specification of the applied norms, a
specification of activities within that norm and the preconditions within which the operator regards the
norm as attainable. ProRail will test the submitted capacity application against these specifications.
The transport operator is obliged to comply with the conditions under which capacity is allocated.
2.4 Bridge opening

The planning of bridge opening times should be based on the current status quo. For nonstructural
used openings, see Interval and intersection times after nonstructural capacity claims. If a transport
operator (water or rail) requires a change to the bridge opening schedule, a proposal for such must be
submitted to the appropriate consultation body (which includes the waterway manager).
2.5 Single track

Scheduling the tolerance separately in each process is not efficient in case of single tracks. Instead of
the standard norm (+5% running time and 1 minute intersection time), a distinct method applies for
passenger transport operators with single-man operation on single tracks. Less tolerance is required
as performance of the departure procedure by the driver involves less operational spread.
A timetable for single tracks distinguishes circuits: series of dependent processes consisting of trains
in both directions. In a time-path diagram, such as circuit forms a rhombus or triangular shape, which
repeats itself one or more times per hour. In practice, sufficient tolerance in a circuit ensures a
workable timetable. A circuit generally lies between two successive intersection or end stations Due to
its cyclical character, the circuit ends at the start of the next process. The total technical minimum time
is the sum of:
• Running time (net) from end/intersection station to next end/intersection station.
• Stop time at intermediate stations (not at intersection stations).
• Intersection time (local technical time can be measured or calculated; if unknown, 0.5 minutes can
be used as norm).
• Running time (net) in the opposite direction to the original end/intersection station.
• Stop time at intermediate stations (not at intersection stations).
• Intersection or turning time (if the turning time is unknown, four minutes can be used as norm).
The interval time (usually 15, 30 or 60 minutes) minus the total minimum technical time is the
tolerance available in the circuit. The target norm is 2 minutes tolerance in circuits up to 30 minutes, or
5% or the technical minimum running time in larger circuits.
Relationship with other norms
When planning an individual time on single track, the rule of 5% tolerance in the running time still
applies. The norm of 1 minute intersection time then lapses, as the robustness is covered by the
tolerance per circuit. Nonstructural capacity claims do not (by definition) form part of a circuit.

(empty page)

appendix 24 Services conversion table (§ 5.1)
Chapter 5 describes the services offered by ProRail to railway undertakings and other titleholders with
regard to the use of the railway infrastructure. These services are divided into service groups. The
table below indicates where the service is stated in Chapter 5, subject to the classification provided by
Annex II of Directive 2001/14/EC and numbering according to the standard statement of contents of
the Network Statement according to RailNetEurope (RNE).
Numbering (according to RNE) and naming of Numbering and naming of services in the Network
services (according to Annex II of Directive Statement 2013 Mixed Network of ProRail
2001/14/EC)
5.2 Minimum access package 5.2.1 Train Path

(EU Category 1) 5.6.1 Infra-Atlas, type 1 & 2
5.6.2 DONNA
5.6.3 EMMA
5.6.4 RADAR
5.6.5 ISVL
5.6.6 PCS
5.6.10 Rail and road signs
5.6.12 GSM-R Voice (primary)
5.6.13 Temporary speed restrictions
5.6.14 Permit Management System
5.6.15 Report realisation train service (standard)
5.6.16 Monitoring (standard)
5.3 Track access to service facilities (EU Category 2)

5.3.1 Use of electrical supply equipment for 5.2.2 Overhead Contact Line
traction current
5.3.2 Refuelling facilities 5.5.3.1 Use of Refuelling Systems
5.3.3 Passenger stations, their buildings and other 5.3.1 Transfer area
facilities
5.3.4 Freight terminals 5.5.2 Loading and Unloading Facilities
5.3.5 Marshalling yards 5.5.1 included in: Stabling and shunting sidings
5.3.6 Train formation facilities 5.5.1 included in: Stabling and shunting sidings
5.3.7 Storage sidings 5.5.1 included in: Stabling and shunting sidings
5.3.8 Maintenance and other technical facilities 5.5.1 included in: Stabling and shunting sidings
5.4 Additional services (EU Category 3)

5.4.1 Traction current -- service is not provided by ProRail
5.4.2 Supply of fuel -- service is not provided by ProRail
5.4.3 Services for trains -- service is not provided by ProRail
5.4.4 Shunting and other services -- service is not provided by ProRail
5.4.5 Services for exceptional transports and 5.2.3 Exceptional Transport
dangerous goods
5.4.6 Other additional services 5.6.2 DONNA (facility planning)
5.5 Ancillary services (EU Category 4)
5.5.1 Access to telecommunication network -- service is not provided by ProRail
5.5.2 Provision of supplementary information 5.6.1 Infra-Atlas, type 3
5.6.7 VIEW
5.6.8 VKL-IS
5.6.9 TIS
5.6.11 Route section videos
5.6.12 GSM-R Voice (additional)
5.6.15 Report realisation train service (customised)
5.6.16 Monitoring (customised)
5.6.17 TOON
5.6.18 Quo Vadis
5.5.3 Technical inspection of rolling stock -- service is not provided by ProRail
appendix 24 Services conversion table

Numbering (according to RNE) and naming of Numbering and naming of services in the Network
services (according to Annex II of Directive Statement 2013 Mixed Network of ProRail
2001/14/EC)
5.5.4 Other ancillary services -- --
appendix 24 Services conversion table

appendix 25 Stations (§ 5.3.1)
The table below offers an alphabetical list of the stations available on commencement of the 2013
Timetable, with a classification into one of the station categories 'Cathedral', 'Mega', ‘Plus’, ‘Basic’ or
‘Stop’ for the purpose of determining the user charge. Any newly opened stations not included in the
list below are allocated as standard to the category ‘Basic’.
Name of the station Station category Name of the station Station category
Aalten stop Arnhem Presikhaaf stop
Abcoude basic Arnhem Velperpoort stop
Achter de Hoven stop Arnhem Zuid basic
Akkrum stop Assen basic
Alkmaar mega Baarn basic
Alkmaar Noord basic Baflo stop
Almelo plus Barendrecht basic
Almelo de Riet basic Barneveld Centrum stop
Almere Buiten plus Barneveld Noord stop
Almere Centrum mega Barneveld Zuid stop
Almere Muziekwijk basic Bedum stop
Almere Oostvaarders basic Beek-Elsloo basic
Almere Parkwijk basic Beesd stop
Almere Poort basic Beilen basic
Almere Strand stop Bergen op Zoom basic
Alphen a/d Rijn basic Best basic
Amersfoort mega Beverwijk basic
Amersfoort Schothorst basic Bilthoven basic
Amersfoort Vathorst basic Bleiswijk-Zoetermeer basic
Amsterdam Amstel plus Blerick stop
Amsterdam Arena stop Bloemendaal basic
Amsterdam Bijlmer ArenA plus Bodegraven basic
Amsterdam Centraal cathedral Borne basic
Amsterdam Holendrecht basic Boskoop basic
Amsterdam Lelylaan plus Boskoop Snijdelwijk stop
Amsterdam Muiderpoort basic Boven-Hardinxveld stop
Amsterdam Rai basic Bovenkarspel Flora stop
Amsterdam Science Park basic Bovenkarspel-Grootebroek basic
Amsterdam Sloterdijk mega Boxmeer basic
Amsterdam Zuid mega Boxtel basic
Anna Paulowna basic Breda mega
Apeldoorn plus Breda Prinsenbeek basic
Apeldoorn De Maten stop Breukelen basic
Apeldoorn Osseveld basic Brummen stop
Appingedam stop Buitenpost basic
Arkel stop Bunde stop
Arnemuiden stop Bunnik basic
Arnhem mega Bussum Zuid basic
appendix 25 Stations
Capelle Schollevaar basic Ede Centrum stop
Castricum basic Ede-Wageningen plus
Chevremont stop Eindhoven Beukenlaan basic
Coevorden basic Eindhoven mega
Cuijk basic Eindhoven Stadion stop
Culemborg basic Elst basic
Daarlerveen stop Emmen basic
Dalen stop Emmen Zuid stop
Dalfsen stop Enkhuizen basic
De Vink basic Enschede plus
Deinum stop Enschede De Eschmarke stop
Delden stop Enschede Drienerlo basic
Delft mega Ermelo basic
Delft Zuid basic Etten-Leur basic
Delfzijl basic Eygelshoven stop
Delfzijl West stop Eygelshoven Markt stop
Den Dolder basic Franeker stop
Den Haag Centraal cathedral Gaanderen stop
Den Haag HS mega Geerdijk stop
Den Haag Laan van NOI basic Geldermalsen basic
Den Haag Mariahoeve basic Geldrop basic
Den Haag Moerwijk basic Geleen Oost basic
Den Haag Ypenburg basic Geleen-Lutterade basic
Den Helder basic Gilze-Rijen basic
Den Helder Zuid basic Glanerbrug stop
Deurne basic Goes basic
Deventer plus Goor basic
Deventer Colmschate basic Gorinchem basic
Didam basic Gorinchem Noord stop
Diemen basic Gouda plus
Diemen Zuid basic Gouda Goudse Poort stop
Dieren basic Gouda Goverwelle basic
Doetinchem basic Gramsbergen stop
Doetinchem de Huet stop Grijpskerk stop
Dordrecht plus Groningen mega
Dordrecht Stadspolders basic Groningen Europapark basic
Dordrecht Zuid basic Groningen Noord basic
Driebergen-Zeist basic Grou-Jirnsum stop
Driehuis basic Haarlem mega
Dronrijp stop Haarlem Spaarnwoude basic
Dronten basic Halfweg-Zwanenburg basic
Duiven basic Harde 't basic
Duivendrecht plus Hardenberg stop
Echt stop Harderwijk basic
Hardinxveld Blauwe Zoom stop Houten plus
Hardinxveld-Giessendam basic Houten Castellum basic
Haren basic Houthem - St.Gerlach stop
Harlingen basic Hurdegaryp stop
Harlingen Haven stop IJlst stop
Heemskerk stop Kampen basic
Heemstede-Aerdenhout basic Kampen Oost stop
Heerenveen basic Kampen Zuid basic
Heerenveen IJsstadion stop Kapelle-Biezelinge stop
Heerhugowaard basic Kerkrade Centrum stop
Heerlen plus Kesteren stop
Heerlen De Kissel stop Klarenbeek stop
Heerlen Woonboulevard basic Klimmen-Ransdaal stop
Heeze stop Koog Bloemwijk basic
Heiloo basic Koog-Zaandijk basic
Heino stop Koudum-Molkwerum stop
Helmond basic Krabbendijke stop
Helmond Brandevoort basic Krommenie-Assendelft basic
Helmond Brouwhuis basic Kropswolde stop
Helmond 't Hout basic Kruiningen-Yerseke stop
Hemmen-Dodewaard stop Lage Zwaluwe basic
Hengelo plus Landgraaf (Schaesberg) stop
Hengelo Gezondheidspark basic Leerdam basic
Hengelo Oost stop Leerdam Broekgraaf stop
Hertogenbosch 's mega Leeuwarden plus
Hertogenbosch 's Oost basic Leeuwarden Camminghaburen stop
Hillegom basic Leiden Centraal mega
Hilversum mega Leiden Lammenschans stop
Hilversum Noord basic Lelystad Centrum plus
Hilversum Sportpark basic Lichtenvoorde-Groenlo stop
Hindeloopen stop Lochem stop
Hoek van Holland Haven basic Loppersum stop
Hoek van Holland Strand stop Lunteren stop
Hoensbroek stop Maarheeze stop
Hoevelaken stop Maarn basic
Hollandsche Rading stop Maarssen basic
Holten stop Maassluis basic
Hoofddorp plus Maassluis West basic
Hoogeveen basic Maastricht plus
Hoogezand-Sappemeer stop Maastricht Noord stop
Hoogkarspel basic Maastricht Randwyck basic
Hoorn plus Mantgum stop
Hoorn Kersenboogerd basic Marienberg stop
Horst-Sevenum basic Martenshoek stop
Meerssen stop Roosendaal plus
Meppel basic Rosmalen basic
Middelburg basic Rotterdam Alexander plus
Mook Molenhoek stop Rotterdam Blaak plus
Naarden-Bussum plus Rotterdam Centraal cathedral
Nieuw Amsterdam stop Rotterdam Lombardijen basic
Nieuw Vennep basic Rotterdam Noord basic
Nieuwerkerk a/d IJssel basic Rotterdam Stadium stop
Nieuweschans stop Rotterdam Zuid basic
Nijkerk basic Ruurlo stop
Nijmegen mega Santpoort Noord stop
Nijmegen Dukenburg basic Santpoort Zuid basic
Nijmegen Heijendaal basic Sappemeer Oost stop
Nijmegen Lent stop Sassenheim basic
Nijverdal basic Sauwerd stop
Nijverdal West basic Schagen basic
Nunspeet basic Scheemda stop
Nuth stop Schiedam Centrum plus
Obdam stop Schiedam Kethel stop
Oisterwijk basic Schiedam Nieuwland basic
Oldenzaal basic Schin op Geul stop
Olst basic Schinnen stop
Ommen basic Schiphol mega
Onze Lieve Vrouwe ter Nood stop Sittard plus
Oosterbeek stop Sliedrecht basic
Opheusden stop Sliedrecht Baanhoek basic
Oss basic Sneek basic
Oss West basic Sneek Noord stop
Oudenbosch basic Soest stop
Overveen stop Soest Zuid basic
Purmerend basic Soestdijk stop
Purmerend Overwhere basic Spaubeek stop
Purmerend Weidevenne basic Stavoren stop
Putten basic Stedum stop
Raalte stop Steenwijk basic
Ravenstein basic Susteren basic
Reuver stop Swalmen stop
Rheden stop Tegelen basic
Rhenen stop Terborg stop
Rijssen basic Tiel basic
Rijswijk basic Tiel Passewaaij basic
Rilland-Bath stop Tilburg mega
Roermond plus Tilburg Reeshof basic
Roodeschool stop Tilburg Universiteit (West) basic
Twello basic Waddinxveen Noord stop
Uitgeest basic Waddinxveen Zuid stop
Uithuizen stop Warffum stop
Uithuizermeeden stop Weert basic
Usquert stop Weesp plus
Utrecht Centraal cathedral Wehl stop
Utrecht Leidsche Rijn basic Westervoort basic
Utrecht Lunetten basic Wezep basic
Utrecht Overvecht basic Wierden basic
Utrecht Terwijde basic Wijchen basic
Utrecht Vaartsche Rijn basic Wijhe basic
Utrecht Zuilen basic Winschoten basic
Valkenburg basic Winsum basic
Varsseveld stop Winterswijk basic
Veendam basic Winterswijk West stop
Veenendaal - De Klomp basic Woerden plus
Veenendaal Centrum basic Wolfheze basic
Veenendaal West basic Wolvega basic
Veenwouden stop Workum stop
Velp stop Wormerveer basic
Venlo basic Zaandam plus
Venray basic Zaandam Kogerveld basic
Vierlingsbeek stop Zaltbommel basic
Vlaardingen Centrum basic Zandvoort aan Zee basic
Vlaardingen Oost basic Zetten-Andelst stop
Vlaardingen West basic Zevenaar basic
Vleuten basic Zevenbergen basic
Vlissingen basic Zoetermeer basic
Vlissingen-Souburg basic Zoetermeer Oost basic
Voerendaal stop Zuidbroek stop
Voorburg basic Zuidhorn stop
Voorhout basic Zutphen plus
Voorschoten basic Zwaagwesteinde stop
Voorst - Empe stop Zwijndrecht basic
Voorsterpoort stop Zwolle mega
Vorden stop Zwolle Stadshagen stop
Vriezenveen stop Zwolle Werkeren stop
Vroomshoop stop
Vught basic
Waddinxveen basic
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appendix 26 Performance schemes (§ 6.4)
ProRail offers the performance schemes below.

1. Quiet wagon kilometres
1 Quiet wagon kilometres

ProRail and the railway undertaking agree that the railway undertaking participates in the performance
scheme for quiet wagon kilometres. Under the provisions of the scheme, the railway undertaking
receives a bonus for reducing noise emissions by running quietened rolling stock.
The bonus for passenger transport is € 0.04 per wagon kilometre run with quietened rolling stock, with
a maximum of 120,000 kilometres total per wagon during the term of the scheme. Quietened rolling
stock is defined as: rolling stock that has been commissioned before 1-1-2008 and which has been
permanently converted to a quieter braking system after 1-1-2008. A quiet braking system is defined
as a braking system that makes use of composite K-blocks, LL-blocks or at least equivalent.
Participating wagons must be reported in advance by rolling stock number to ProRail. Bonuses are
allocated to specific wagons during a maximum of 2 consecutive years.
The bonus is settled against the user charge invoice. The railway undertaking provides information
required for determining the bonus, namely: per registered wagon, a statement of the number of
kilometres run in the Netherlands, with a specification of runs with date, train number and number of
kilometres in the Netherlands or an alternative, equivalent specification agreed upon with ProRail.
ProRail will carry out random checks on conversion and declared kilometres.
appendix 26 Performance schemes

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appendix 26 Performance schemes

appendix 27 Compensation scheme for timetable changes due to
possessions (§ 4.4.1.3.2)
1 Regulations for passenger transport trains

In order to apply the compensation scheme to passenger trains that are cancelled owing to capacity
applied for in the annual timetable for the performance of construction work, as described in Section
4.4.1.3.2 of the Network Statement, the route sections are divided into 2 categories:
Category 1 comprises the following route sections:
• Den Helder – Alkmaar – Amsterdam Centraal – Eindhoven – Maastricht / Heerlen
• Woerden – Leiden – Haarlem – Amsterdam Centraal
• Rotterdam Centraal / Den Haag Centraal – Utrecht – Zwolle – Groningen / Leeuwarden
• Amsterdam Centraal – Amersfoort – Deventer – Enschede / Oldenzaal border
• Amsterdam Centraal – Schiphol – Den Haag HS – Rotterdam Centraal – Roosendaal – Vlissingen
/ Roosendaal grens
• Schiphol – Duivendrecht – Lelystad – Zwolle
• Hilversum – Utrecht Centraal – Arnhem – Zevenaar border / Nijmegen
• Zwolle – Arnhem – ‘s-Hertogenbosch
• Roosendaal / Lage Zwaluwe – Breda – Tilburg – Boxtel / ’s-Hertogenbosch
• Eindhoven – Venlo
Category 2 comprises all other route sections, which are not allocated to Category 1.
2 Regulations for freight transport

The definition and tariffs apply supplementary to the compensation scheme for freight trains as
described in Chapter 4.4.1.3.2.
Determining the number of trains for compensation (definition ‘affected trains’)
The compensation is calculated over the average number of trains that during the same period as the
possessions (in terms of duration, day type and time) have actually run on the cancelled route section
during one and two weeks before the possessions or one and two weeks after the cancellation. The
calculation is based on trains registered as freight trains in the NVGB (New transport databank).
Any freight trains that have run during the period of possession are deducted.
Tariff
The compensation tariff for freight trains depends on the route section on which the possession took
place and is expressed as an amount per affected train (see definition above).
The tariffs for the most popular freight routes are included in the table below. A specific compensation
tariff is determined on a case-by-case basis in the event of possession
measures that affect multiple route

sections, whereby the customary detour Compensation
routes can be used. Route section tariff
Amersfoort – Deventer € 500

Amersfoort - Zwolle € 300
Amersfoort – Duivendrecht connection € 700
Amersfoort – Utrecht € 500
Almelo – Mariënberg € 100
Alphen a/d Rijn – Gouda € 300
Amsterdam Centraal – Breukelen € 500
Breda – Roosendaal € 500
appendix 27 Compensation scheme for timetable changes due to possessions

measures that affect multiple route
sections, whereby the customary detour Compensation
routes can be used. Route section tariff
Breda – Tilburg € 500

Breukelen – Utrecht € 100
Boxtel – Eindhoven € 700
Tilburg – Vught connection € 300
Beverwijk – Haarlem € 700
Eindhoven – Roermond € 300
Eindhoven – Venlo borde € 700
Gouda – Harmelen connection € 300
Herfte connection – Mariënberg € 900
Haarlem – Amsterdam Sloterdijk € 700
Harmelen connection – Breukelen € 700
Harmelen connection – Utrecht € 100
’s-Hertogenbosch – Lunetten € 500
Kijfhoek – Lage Zwaluwe € 500
Leeuwarden – Groningen € 1,100
Leeuwarden – Meppel € 500
Meppel – Onnen € 500
Roermond – Sittard € 1,100
Gouda – Rotterdam Zuid € 300
Deventer – Oldenzaal border € 700
Sittard – Eijsden border € 500
Tilburg – Boxtel € 500
Tilburg – Vught connection € 300
Utrecht – Zevenaar Oost € 100
Lage Zwaluwe – Breda € 300
Lage Zwaluwe – Roosendaal € 1,100
appendix 27 Compensation scheme for timetable changes due to possessions


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Netverklaring2013 GN Initieel EN

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Network Statement 2013

period of validity: 2013 Timetable

Version Date Supplement Description of changes

1.0 17 Jan 2012 - initial issue

1.3 Legal framework

1.4 Legal status

1.4.1 General remarks

1.4.3 Appeals procedure

1.5 Structure of the Network Statement

1.6 Validity and updating process

1.6.2 Updating process

1.6.3 Differences from previous edition

1.9 RailNetEurope – international cooperation between

1.9.2 RNE tools

Train Information TIS (formerly Europtirails) is a system that provides real-time

2.2 General access requirements

2.2.1 Requirements to apply for a train path

2.2.2 Requirements made of rail traffic participants

2.2.4 Safety certificate

2.2.5 Cover of liabilities

2.3 General business / commercial conditions

2.3.1 Framework agreements

2.3.2 Access contracts

2.5 Exceptional transports

2.6 Dangerous goods

2.8 Staff acceptance process

2.9 Requirements pertaining to rail vehicles

3.2 Extent of network

3.2.2 Connected railway networks

3.2.3 Further information

3.3 Network description

3.3.1 Geographical identification

3.3.1.1 Track typologies

3.3.1.3 Stations and nodes

3.3.1.4 Information available on request

3.3.2.1 Loading gauge

3.3.2.2 Weight limits

3.3.2.3 Line gradients

3.3.2.4 Line speeds

3.3.2.5 Maximum train lengths

3.3.2.6 Power supply

3.3.2.7 Information available on request

3.3.3 Traffic control and communications systems

3.3.3.1 Signalling systems

3.3.3.2 Traffic control systems

3.3.3.3 Communication systems

3.3.3.4 Automatic train control (ATC) systems

3.3.3.5 Detection systems

3.3.3.6 Information available on request

3.4.1 Specialised infrastructure

3.4.2 Environmental restrictions

3.4.2.1 Environmental permits

3.4.2.2 Noise emissions control

3.4.2.3 Soil protection

3.4.4 Tunnel restrictions

3.4.5 Bridge restrictions

3.6 Passenger terminals (stations)

3.6.1 Passenger platforms

3.6.2 Transfer space and accompanying facilities

For the relevant service, see Chapter 5.3.1.

3.6.3 Bicycle storage facilities

3.6.4 Information available on request

3.7 Freight terminals