If you have any complaints regarding the content of this NWS, please contact the relevant IM or the TVS. Responsibilities are described in Point 1.1; the relevant contacts can be found in the address list in Point 1.6.

Disputes relating to the granting of network access and the associated conditions are subject to claims to the Rail Transport Commission RailCom (Art. 29 LVA, Art. 40a^ter EBG).

In accordance with Art. 33 (f) VGG (Administrative Court Act), RailCom's decisions can be referred to the Federal Administrative Court in St. Gallen.

The IM-specific supplementary sections provide details of adjoining foreign networks.

The IM-specific supplementary sections provide details of adjoining domestic networks.

The majority of the IMs' routes are equipped with GSM-R. However, there are currently no plans for full coverage. Coverage on the affected routes is provided via a public mobile provider's existing network using "national roaming":

• 111      Puidoux–Vevey
• 131      Monthey–Le Bouveret–St-Gingolph
• 201      Le Day–Le Pont
• 221      Travers–Les Verrières Front. (–Pontarlier)
• 226      Moutier–Sonceboz
• 230      Moutier–Lengnau
• 239      Courtemaîche–Bure (Anschlussgleis armasuisse)
• 303      Bern Holligen–Thun
• 304.1   Burgdorf–Solothurn
• 304.2   Burgdorf–Ramsei - Langnau/Sumiswald - Grünen
• 305      St. Blaise–Kerzers - Bern Holligen
• 306      Schwarzenburg–Bern Holligen
• 320      Spiez–Zweisimmen
• 340      Burgdorf–Konolfingen
• 411      Moutier–Solothurn
• 415      Busswil–Büren an der Aare
• 440      Langenthal–Huttwil–Wolhusen
• 737      Glarus–Linthal651      Waldibrücke–Beinwil am See–Lenzburg
• 753      Wattwil–Nesslau
• 781      Pfäffikon–Arth-Goldau
• 782      Wädenswil–Einsiedeln
• 791      Neukirch-Egnach–Degersheim

A reduced range of GSM-R functions will be available on these routes. The changeover points between “national roaming“ and the GSM-R network are listed in the RADN route tables.

Voice communications are recorded on the IMs' routes as described in the IM-specific supplementary sections.

Where the rail network uses trackside signalling, the SIGNUM and ZUB or ETCS Level 1 LS train control systems are employed.

Signal settings (warning and stop signals) and speed monitoring information are transmitted to the vehicle from the Eurobalise/Euroloop via the following transmission paths:

• Packet 44 to the ETM antenna of the ETM-S (SIGNUM system) or to the ETM antenna of the ETM-M or ZUB 262 (SIGNUM and ZUB system) (ETCS Level 0)
• ETCS telegram to the ETCS antenna of a vehicle equipped with an ETCS system in accordance with Baseline 3 (ETCS Level 1 Limited Supervision).

Cross-border routes managed by non-Swiss infrastructure managers
The following cross-border routes have been additionally equipped with ETCS Level 1 LS incl. EuroZUB/EuroSignum by the neighbouring infrastructure managers (RFI, DB, and SNCF):

• Les Verrieres (excl.)–Pontarlier, SNCF Réseau
• Domodossola–Iselle di Trasquera, RFI
• Ranzo–Luino, RFI
• (Schaffhausen)–Singen, DB Netz AG, Business Unit (GE) Infrastructure Switzerland
• Erzingen–(Schaffhausen), DB Netz AG, GE Infrastructure Switzerland
• Rheinbrücke–Basel Bad station–Weil / Haltingen, DB Netz AG, GE Infrastructure Switzerland
• Basel Bad station–Kleinhünigen Hafen (excl.), DB Netz AG, GE Infrastructure Switzerland

ETCS Level 2 is used with in-cab signalling and is currently active on the following lines:

• Rail 2000 line between Mattstetten (excl.) and Rothrist (excl.)
• Rail 2000 line between Wanzwil and Solothurn (excl.)
• Rail 2000 line between Wanzwil and Solothurn (excl.)
• Gotthard Base Tunnel
• Lötschberg Base Tunnel
• Bodio (excl.)–Pollegio Nord–Biasca (excl.)
• Biasca (excl.)–Osogna–Claro–Castione (excl.)
• Lausanne(excl.)–Vevey–Villeneuve–Roche VD (excl.)
• Puidoux (excl.)–Corseaux-Cornalles (excl.)–Vevey-Funi–Vevey
• Bellinzona (excl.)–Giubiasco–Sant’Antonino (excl.)–Cadenazzo (excl.)
• Bellinzona (excl.)–Giubiasco–Ceneri Base Tunnel–Vezia–Lugano (excl.)
• Ardon (excl.)–Sion–Sierre–Salgesch (excl.)

On condition that it complies with the legal requirements and the other provisions mentioned in this document, any company interested in operating rail transport is entitled to apply for network access (Art. 9a Para. 4 EBG).

In order for a Swiss RU to be able to operate on the rail network, the administrative level requirements are: a network access permit (Point 3.2.3), safety certification incl. route compatibility check (Point 3.2.4) and a network access agreement with the IM (Point 3.3.2).

The IM reserves the right to initiate a change of use process safety (NAeP), i.e. a risk assessment of safety-relevant concerns, questions and elements 4: This is carried out as standard on the basis of a new service request (request/order for a new train path by an RU/applicant) or other triggering criteria in order to identify any newly emerging safety shortfalls (e.g. insufficient platform lengths, missing departure blocking devices, missing stop boards, insufficient flank protection measures, etc. The NAeP is performed using an electronic tool (App-NAeP). The IM also requires RUs to fill in the “Train Operating Company – Basic Information” form. This form already contains a vehicle matrix showing the most common passenger vehicle types. Some of the criteria applied are given below:

Passenger trains
The NAeP focuses primarily on systematic changes to or increases in the frequency of the service offer or on extensive changes to the rolling stock to be used in the medium term (planning horizon ≤ 6 years). The IM thus requires detailed basic information at an early stage. This includes rolling stock lengths and types, cycles and information on train personnel as well as forwarding. As previously, the NAeP is also used for individual scheduled or special extra trains, e.g. during peak hours, to which additional coaches/modules are attached or which operate during at least one timetable year with different rolling stock. Other major trigger criteria are changes in stops, stations with new train turn-arounds and new crossing points/overtaking points.

Freight trains
The most important criteria for initiating a change in freight traffic use are when there is a fundamental change in system/catalogued train paths or in shunting operations at stations, or when track sections/operating points are (re)scheduled or scheduled for the first time to include freight traffic train paths.

If the NAeP is conducted, the RU should expect to receive a response in no less than thirty days.

If safety-relevant infrastructure measures are identified, the IM clarifies whether the

RU can compensate for these through organisational measures. If not, the IM reserves the right to only approve the service request after relevant infrastructure upgrades have been implemented or to reject it on the grounds of insufficient project funds.

The majority of the safety-relevant infrastructure elements are based on the Implementing Provisions for the Railways Ordinance (AB-EBV), with which all RUs and IMs are obliged to comply.

In the event of exceptional use of the infrastructure (e.g. major event, unusually high passenger frequencies, large numbers of visitors/private individuals near the tracks, etc.), the railway undertaking shall notify the infrastructure manager as soon as possible so that the necessary safety measures can be organised.

For the purposes of ordering and billing services, RUs are identified by accounting codes. The IMs assign these codes to RUs in accordance with Regulation I-50124.

The RU must comply with the following rules in its use of the accounting code:

• The accounting code issued must be used every time a train path is ordered
• Train paths (train numbers) must be ordered with a single accounting code for the entire Swiss section of the route.
• So as to determine responsibility for safety, the “SMS-EVU” must, without fail, be entered in the NeTS-AVIS ordering tool.
• Accounting codes can be released to other companies by means of a power of attorney. Responsibility for the service ordered rests with the RUs. Please contact the TVS on this point (see Point 1.6)

This provision sets out in greater detail the requirements at Annex 1, "Routes close to borders", to the FOT Directive for obtaining a network access permit and safety certification as well as the safety permit.

The principle
The incoming RU will continue to be the IM's contractual partner and thus its contact organisation until the outgoing locomotive driver declares that the train is ready to depart. Thereafter, the outgoing RU will become the contractual partner.

Alternative provisions for marshalling yards
As regards rolling stock undergoing the "marshalling yard wagon throughput" procedure (splitting up, sorting, configuring freight trains via the shunting hump), the contractual relationship changes over once the train has been split up, i.e. as soon as the rolling stock has come to a halt in the sorting siding.

This provision does not affect which RU is responsible for the availability of the rolling stock. The outgoing RU is always responsible.

These provisions also remain in force where shunting is carried out by third parties at the transfer station. In all other respects, the AGB-ISB shall apply. Any liability on the part of the third party shall be determined based on the relevant statutory provisions.

According to AB-EBV, the data required for the overall maintenance of train control systems must be made available to the IM. Upon request, the RU must provide the IM with the information (e.g. log files from on-board units) free of charge and promptly, i.e. within seven days. The IM will treat this information as confidential.

The limiting conditions and limit values set out in the AB-EBV and in RTE Regulation 29001, "Vehicle/Track Interaction (Running Gear), Standard Gauge", apply as the basis for assessing the wheel/rail interaction. Testing and assessing is to be carried out in accordance with the CEN 14363 standard (Testing and acceptance of rail vehicles – safety, track fatigue and ride characteristics) taking into account the relevant Swiss legal provisions and their special features. The vehicles are to be inspected in their usual position in the train composition and with their buffer lubrication and couplings in the same condition as for normal operation.

The following serve as guidelines and benchmarks:

• Compliance with the limiting conditions and limit values according to EBV, AB-EBV and R RTE 29001
• Internationally recognised standards and leaflets (e.g. EN 14363, EN 15663, UIC 518, UIC 645)
• The Swiss rail network with its many very tight curve radii 250 m ≤ R < 400 m (Test Zone 4)
• Specific lines with a high density of track curves with extra tight radii R < 250 m according to I-50127 (Test Zone 5)
• Ensuring that points with tight radii can be traversed safely and without undue track fatigue while maintaining the minimum buffer overlap in accordance with I-50007
• Minimum technically traversable radius (curve radius) in accordance with I-50007
• Push/pull operation in accordance with I-50007
• Route classes and train series (interface between vehicle load limits and infrastructure) in accordance with I-50064

In accordance with EN 15528 and I-50064 (technical specification for effecting the interface between load limits of vehicles and infrastructure in line with the EU standard EN 15528), the line category is determined by the maximum wheelset load and the mass per unit of length. The line category of an entire train is always determined based on the vehicle in the train that has the highest load, i.e. that is in the highest-numbered line category. Compatibility is ensured if the vehicle’s line category (or payload limit for freight wagons) is the same as or lower than the line’s own category, taking account of the maximum permitted speed.

Pantographs require component approval from the BAV in accordance with the BAV Guideline on the Acceptance of Railway Vehicles.

The following serve as guidelines and benchmarks:

• Adherence to the limiting conditions and limit values set out in the AB-EBV
• Adherence to the force criteria in accordance with EN 50367
• Adherence to the contact wire uplift criteria in accordance with EN 50119
• Adherence to the pantograph requirements in accordance with EN 50206
• Infrastructural requirements governing the interaction between pantographs and overhead lines in accordance with I-50088
• Verification of pantograph gauges (see also section 2.3.4)
• Optimised pantograph horns
• The IM's many different overhead power line systems (compliance will be demonstrated over several reference sections of track depending on the intended employment)

In order to guarantee safe and reliable interaction of motive power units with infrastructure installations and systems, the following conditions must be met and the corresponding proof submitted with the type acceptance for the motive power units:

Basic principles
For safety reasons, only antennae tested in accordance with I-50228 may be used on rail vehicles operating on the IM's network. This principle applies to all rail vehicles and to all antennas mounted outside the vehicle envelope (top, side, incl. end faces).

The reference documents for GSM-R are those TSI CCS specifications based on the GSM-R baselines which are currently applicable within Switzerland.

Equipment
Cabs must be equipped with approved GSM-R devices (see "cab radio systems" or "mobile GSM-R terminal" according to the FOT's "List of type approvals". On routes with "national roaming" coverage (see Point 2.3.12.1), a device with 3G capability or higher is required.

This ensures that

• drivers can be reached (and can reach each other) in accordance with Infrastructure
  implementing provision I-30111 by means of functional login and
• it is possible to discontinue conversations and receive group or railway emergency calls on routes with GSM-R coverage

among other things.

Withdrawal of 2G radio technology – measures and exceptions
The network operator Swisscom withdrew 2G radio technology on routes with "national roaming" (see Point 2.3.12.1) in 2021.

Should the cost of replacing 2G radios with 3G (or higher) equivalents in the cabs of existing vehicles prove to be disproportionately high (see "Equipment" section), smartphones issued by SBB Telecom (see address list) may be used exceptionally subject to compliance with the following conditions.

• The agreement of the train communication system manager (SBB Telecom) must be obtained.
• Hands-free operation must be guaranteed. Drivers must not be distracted from their tasks by use of their smartphone.
• The signal in the driver's cab must be strong enough for voice communication. Achieving the minimum level is the responsibility of the RU. It is not envisaged that an external antenna should be installed.
• It must be possible to power smartphones from an external source.
• Drivers must be made aware that group and railway emergency calls cannot be received or discontinued.

SIM cards
Devices must all have Swiss GSM-R SIM cards.

In addition, devices equipped with SIM cards for the following IMs may be used without restriction (i.e. on routes with GSM-R or "national roaming" coverage; see Point 2.3.12.1) by means of "international roaming":

• DB Netz AG (Germany)
• RFI S.p.A. (Italy)
• SNCF Réseau EPIC (France)
• ProRail N.V. (Netherlands)
• Infrabel SA (Belgium)
• ÖBB-Infrastruktur AG (Austria)

Transmission of train path requests
A functional GSM-R registration must be used to transmit track requirements for shunting tasks (from the mobile subscriber to the movements inspector). As regards regular shunting manoeuvres, radio route commands (digital train path requests via mobile radio) should be used.

Electric or electrodynamic brakes may explicitly also be used for rapid braking on the IM's rail network. If electric brakes are used, there must be an assurance in the event that they fail that rapid braking can continue to be applied automatically and reliably (e.g. failure of the external power supply).

According to AB-EBV, the limit value or maximum permissible adhesion value for wheel/rail adhesion for vehicles with wheel slide protection systems is µ = 0.22. This means that manufacturers and/or operators can define the adhesion value limit in respect of vehicles with wheel slide protection systems as a function of the existing dynamic braking system (including thermal load capacity) and of the operational requirements.

Using eddy current systems or other braking systems that operate independently of the friction between wheel and rail is not permitted on the IM's rail network for service braking and emergency braking.

Exceptions

• Electromagnetic rail brakes may be used for emergency braking. This also includes rapid braking initiated by the driver either by reducing the pressure of the main brake pipe in accordance with UIC leaflet 541-06 (including the corresponding speed thresholds) and/or via direct manual operation.

• Using eddy-current brakes, which have an effect on the infrastructure, is only permitted after carrying out further local investigations or line upgrading. Proof of compatibility with the track-release signalling devices on the particular section of track must be provided (axle counters not intended for this purpose can be permanently damaged and destroyed) and the track must be approved for their use.

Equipment which automatically dispenses sand if the driver initiates emergency or rapid braking is not permitted and must be deactivated for rail operations within Switzerland. Sanding by single traction units of up to four axles, including multiple unit control, is not permitted on IM’s rail network when travelling at less than 40 km/h. (Exceptions are emergencies in order, for example, to avoid passing a signal at danger or to prevent a collision/see also I-30111, section 13.3.

In order to ensure safe operation when affected by side winds, the method for determining the side wind stability (vehicle assessment) according to EN 14067-6 Table 2 shall be used (for passenger cars, multiple units and locomotives in the speed range above 160km/h and for freight wagons in the speed range above 120km/h up to the maximum speed of the vehicle). As far as is known today, this guideline covers all parts of the track network which are critical as regards side wind, in particular the Mattstetten–Rothrist Rail 2000 line. A special risk assessment should be submitted in coordination with the infrastructure manager if corresponding proof cannot be obtained. In addition, operational conditions should be defined if necessary to ensure that the vehicles can be operated safely in the entire speed range.

If test runs in the extended speed range at faster than 200km/h (test speed) are to be conducted on the IM’s network, details are needed of the maximum pressure surge in tunnels [train/tunnel pressure pattern at a fixed location in a tunnel (ΔpN/ΔpN + ΔpFr/ΔpN + ΔpFr + ΔpT)] produced by the vehicle being tested in the maximum possible train length in accordance with TSI LOC & PAS.

For negotiating curves at speeds above the R series (tilting trains, passive tilt mechanisms), a route-specific licence for the higher speed is required for each route travelled in addition to the general vehicle licence (operating permit with R series licence). Further details on licensing requirements and procedures can be found in Document I-20019.

Before commercial commissioning of newly registered vehicle types, Intervention (contact address can be found in the address list) has to be informed with technical documentations for the purpose of towing. (see also EU Directive 1302/2014 TSI LOC & PAS, Clause 4.2.2.2.4 “Rescue coupling”). If necessary RU (or the manufacturer) instructs the necessary specific vehicle information.

Prevention of stopping in the event of emergencies in tunnels and channels and on bridges (e.g. emergency brake neutralisation), as well as closed toilet systems, are not generally required. However, they are compulsory for some specific infrastructure according to section 2.4.1.

Noise from parked trains is not defined in the TSI Noise or in other railway-related regulations; in Switzerland it is subject to the Noise Protection Ordinance (LSV) SR 814.41. The LSV classifies the noise from parked vehicles as industrial and commercial noise (see Annex 4, Point 1 of LSV 814.41). The limits for exposure to industrial and commercial noise, ascertaining the noise rating level and the level corrections to be taken into account as well as additional allowances are described in Annex 6 to the LSV.

Details of the procedure and of how noise from parked vehicles is assessed can be found on the website of the Federal Office for the Environment (FOEN). The following relevant documents and the FOEN calculation tool needed for assessing the source of the noise are available under the heading "Parked trains":

[1] EMPA Investigation Report 460395-2a, commissioned by the FOEN, " Beurteilung und Begrenzung des Lärms von abgestellten Zügen" ("Assessment and Limitation of Noise from Parked Trains"), 29.01.2015

[2] Summary of the EMPA report and Excel tool for calculating the noise of parked trains based on the EMPA investigations.

In accordance with [1], when assessing the noise level at the noise emission site, the following corrections are to be applied to those vehicle noise emission sources which are identified as significant:

The calculations and inputs into the Excel tool referred to in [2] require the dominant sound sources from the vehicle to be recorded using measuring equipment and account to be taken of the following parameters:

• Sound output level in third-octave spectra
• Activity duration (continuous and intermittent)
• Geometric arrangement of the sound sources on the vehicle

These measurements are recorded both while the vehicle is parked and also during transitional procedures as the vehicle is moving into its parking location and back out of it (preparing the train for service). If parking conditions vary due to the weather, these should be recorded. This also applies to automatically generated safety and component testing of the vehicles.

By inputting these measurements into the Excel tool, it is possible to determine the 'critical distances' from emission sites at the locations where the vehicles are parked. The shorter the vehicle's critical distance, the easier it is to park the vehicle anywhere throughout Switzerland.

Vehicles are to be configured in such a way that they have a parking mode (parked with no occupants, snooze or standby mode) which limits noise emissions and energy consumption in a technically, economically and operationally acceptable way and which can be activated within the shortest possible time once the vehicle is no longer in operational use.

Based on the LSV exposure limits, it is recommended that the noise emissions from the vehicles should not exceed an A-weighted equivalent continuous sound pressure level of L ≤ 50 dB(A). If this recommendation is followed (measured at the usual measuring positions according to EN ISO 3095 as the assessment parameter; the reference value is the individual value at each measuring position measured from the centre of the track at 1.2 m and 3.5 m above the upper surface of the rail), it will permit positive (i.e. small) safety distances to be achieved.

Owing to their use on work sites (construction service), certain railway vehicles are classed as “rail-bound construction and maintenance machines” (for construction, maintenance and inspection of the trackbed, substructures, engineering works and overhead contact line systems, self-driving or towed) in accordance with Article 57 of the Railways Ordinance and the FOT directive on the approval of rolling stock as service vehicles. These include, according to Art. 57.1 of the Implementing Provisions to the Railways Ordinance (Definition and categorisation of service vehicles):

• [1] Rail-bound vehicles (or machines) according to EN 14033
• [2] Road/rail vehicles (or machines) according to EN 15746
• [3] Demountable machines according to EN 15955
• [4] Trailers according to EN 15954

The following are classed as working equipment (not service vehicles):

• [5] Portable machines and trolleys according to EN 13977

For the area of application “Driving and working on railway infrastructures”, service vehicles [1]–[4] also require an operating licence from the BAV as a prerequisite to use on the IM's track network. Here, simplifications to conventional railway vehicles are possible under certain circumstances in accordance with Art. 57.2 of the Implementing Provisions to the Railways Ordinance.

In addition to the FOT operating licence, road/rail vehicles [2], demountable machines [3] and trailers [4] require a work permit from SBB Infrastructure in accordance with Regulation I-40036 (work permits for service vehicles). The use of unbraked service vehicles is prohibited regardless of the gradient. This applies in particular to trailers [4], which may only be used with automatic brakes.

Service vehicles which cannot meet the technical network access conditions (infrastructure requirements) (e. g. road/rail vehicles), or for which the infrastructure requirements have not been fully examined, are classed as special vehicles under the train service regulations (TSR) (see I-30111, Chapter 4.2, Clause 4 as a supplement to TSR R 300.4, Clause 2.2.4) and are subject to specific conditions of use. If service vehicles are used for commercial shunting and train operations in centralised areas, the same infrastructure requirements must be met as for conventional railway vehicles. If you have any questions or if anything is unclear, please consult SBB Infrastructure Technical Network Access (see also section 3.4.1).

Measuring vehicles, such as commercially operated vehicles fitted with an On-Board Monitoring (OBM) system, which are used by RUs on the IM's network and which measure and record data about the permanent way, may only operate after consultation with the IM and after signing a confidentiality agreement (incl. stating the purpose of such measuring). The contact address can be found in the address list. The data gathered should be used in accordance with the provisions set out in Point 2.3. Otherwise, permanent way measuring systems installed in the vehicle must be switched off.

If the train control system in effect during test runs is inadequate or if it has to be switched off, e.g. when running at excessive speeds, the provisions at Point 3.4.1.1.3 shall apply.

The provisions relating to the ordering of train paths for measurement and test runs and for other special train movements are set out in Points 4.2.7 and 4.5.3.4.

Train path studies (timetable studies) enable applicants to examine the feasibility of new or amended service and production concepts, using an iterative process to develop them further with a view to ordering train paths for the annual or current timetables.

The ordering horizon for the Swiss ordering procedure as set out at Point 4.2.2 defines how train path studies should be submitted.

Train path studies are to be submitted using the "Train path study order form".

Train path studies are to be submitted using the NeTS-AVIS ordering tool.

No train path studies are envisaged within the time horizons for the 4b and 5 ordering procedures.

The feedback from the results of train path studies does not constitute a binding commitment to the allocation of timetabled train paths and does not exempt the applicant from submitting train path applications.

So as to ensure that there is no discrimination, companies which request studies can ask that the TVS monitor how the studies are processed. The same companies can also approach the TVS subsequently if they are not satisfied with the way in which the study was conducted (see address list for the contact address).

NeTS-AVIS is Switzerland's national ordering tool for train path applications across all the ordering procedure time horizons as set out at Point 4.2.2.

Within the annual timetable, the ordering tool includes some planning data to assist applicants when ordering. For deadlines, see NWS Annex 4.5.

The Path Coordination System (PCS) is an international system for coordinating train path applications on behalf of railway undertakings and other applicants, infrastructure managers, train path allocation bodies and rail freight corridor organisations. This internet-based application optimises international train path coordination in that it supports the harmonisation of the train path applications and offers made by all parties involved. In addition, PCS is used to publish the binding catalogued corridor train paths and the reserve capacity offers and to manage international train path applications on the freight corridors. There is no charge for accessing the PCS. A user account can be requested via the relevant website: http://pcs.rne.eu.

The Rhine-Alpine and North Sea-Mediterranean freight corridor OneStopShops publish the catalogued corridor train paths (Pre-arranged Paths; PaP) in the Path Coordination System (PCS) ordering tool. In contrast to the national catalogued train paths, it is not possible to deviate from the catalogued corridor train paths, i.e. train path applications must, without fail, take the published train path parameters into account. The only exception to this rule is when choosing proposed operating points on the specially designated catalogued corridor train paths (the so-called Flex-PaPs). If they are not required, the applicant can reduce the number of these operating points.

Further details can be found in the relevant corridor information documents published on the websites of the corridor organisations.

The provisions for the Rhine-Alpine and North Sea-Mediterranean freight corridors apply to the ordering and allocating of catalogued corridor train paths.

• Type of traffic (passenger or freight traffic [in the case of mainly freight wagons, whether RID or exceptional consignments; excl. measurement and test runs])
• Timetable period or deadline (annual timetable, annual timetable update, daily timetable) as per Point 4.2.2 (Deadline column)
• Regular-service or special train as per Point 4.2.2 (Type column)
• Type of service (regular-service or special train ) as per Point 4.2.2 (Type column)
  • Regular-service train:
    • Locomotive path
    • Passenger train path
    • Local freight train path
    • National freight train path
    • International freight train path
    • Cancellation
  • Special train
    • Special lightrunning service, special passenger train, special freight train
    • Configuration, breakdown, unscheduled stop, unscheduled transit without stopping
    • Transportation plan
    • Mod train
• Name of the applicant or of the RU commissioned to carry out the task
• Train number (if known)
• Accounting code
• Train category / type of train in relation to the type of traffic and service
• Clearance gauge (route code: main profile (HP), 4m or Simplon (SIM) profile, EBV profile, etc.)
• Route class / non-standard route class
• Dangerous goods (yes/no and RID if known: dangerous goods number, FAG (formation-type-danger) code / UN number)
• ETCS L2 (yes/no)
• Train path allocation priority (departure-oriented, arrival-oriented, key-times, fixed)
• Freight forwarder / end customer
• Operating period (operational, movement or pre-arranged days, operating period) in relation to service type
• Details of the train movement
  • Departure operating point of the train movement applied for, including planned departure time and stop code; even if not in Switzerland
  • Destination operating point of the train movement applied for, including the planned arrival time and stop code; even if not in Switzerland
  • Intermediate stations, incl. details of time required and stop code (with additional information about, for example, change of system, removal of a wagon group, increase/decrease in motive power, change of locomotive crew, etc.)
  • Origin (place of loading, siding, etc.) or from train ..... (incl. train relation "from/to" and, if applicable, name(s) of partner applicants)
  • Destination (place of unloading, siding, etc.) or for train ..... (incl. train relation "from/to" and, if applicable, name(s) of partner applicants)
  • Safety Management System – RU (SMS-RU; the RU responsible for train safety in Switzerland)
  • Additional information for domestic train paths applied for
    • Border crossings (national infrastructure borders) incl. requested handover time(s); in NeTS-AVIS operating points in accordance with published border factsheet
  • Additional information for international train paths applied for
    • Route (at least one foreign operating point per transit country)
    • Border crossings (national borders) including requested handover time(s); in NeTS-AVIS operating points in accordance with published border factsheets.
  • Additional information for train paths for trains consisting solely of locomotives:
    • Origin (siding etc.) or from train ..... (incl. train relation)
    • Destination (siding etc.) or for train ..... (incl. train relation)
• Catalogued train path number (for freight traffic on the north-south axes)
• Passenger traffic, long-distance traffic: line number
• Composition / formation incl. journey type and vehicle type
  • Traction unit(s) and towed load
  • Train series and brake sequences
  • Formation groups in freight trains (counts as an additional service in relation to Point 4.5.1.4)
  • Speed V_max
• Connections and waiting periods (recorded in separate system)

The requested train characteristics must comply with the FDV and AB-FDV directives as well as with other associated regulations and the operating regulations of the RUs.
Service concepts can only be implemented in the annual timetable if the train characteristics take into account, and are able to comply with, the minimum requirements of the directives in the NNP relating to concepts.

For example:
If there is no guarantee that rolling stock capable of fast acceleration will be used, as specified, on a particular route, then the alternative rolling stock used instead must be capable of keeping to the journey times specified in the concept.

Regular-service trains:

• run regularly within an operating period on at least ten traffic operating or pre-arranged days
• are requested using the ordering procedures in Point 4.2.2 (BV column) in conjunction with Point 4.2.2 (Type column)
• travel at Vmin 80km/h
• have no operational conditions imposed (i.e. they do not require any special operational arrangements)
• are included in the timetable handover or in the timetable updates documents

Background
Further information can be found in the NWS appendix «Derivation of Order Attributes».

In principle, this includes all trains which (must) travel in accordance with a specially drawn-up running order according to FDV 300.1 4.1.2 and/or which deviate from the directives at Point 4.2.7.2.

These are trains which:

• are not applied for regularly (i.e. for at least ten traffic days per timetable period)
• also operate on certain weekdays (less than ten pre-arranged days) and do not conform to those pre-arranged days or weekdays which are most often ordered ("asterisk operating period" [VP*]).
  Examples:
  • Train always runs Monday to Friday and also on five Sundays
  • Train always runs on Sundays and also on Easter Monday and Whit Monday
• exhibit impermissible characteristics, such as:
  • Variant profiles and loading dimensions
  • Variant maximum train lengths
  • Variant train series and brake sequences
  • Travelling at excessive speeds
  • Regular-service train paths at Vmin < 80km/h as per section 4.2.7.2
  • Exceptional consignments involving operational infrastructure measures
  • Steam trains
  • etc.

These supplementary trains operate as special trains (or with a transportation plan), which must be requested within the BV4b and BV5 deadlines (or within the deadlines according to the exception regulations set out in Point 4.5.3.4).

Additional details required for:

• Measurement and test runs
  The appropriate permit in accordance with FDV and AB-FDV and their follow-up regulations must have been issued by the time an application is made for train movements at excessive speeds (or involving excessive weight).
   
• Exceptional consignments
  The provisions for exceptional consignments can be found in Point 3.4.3. The ordering deadlines are set out in Point 4.5.3.4
  Additional conditions are set out in Point 4.7.1
   
• Special passenger trains
  If special passenger trains are ordered in connection with a travel chain (e.g. in the event that service provision is doubled, relief trains are provided, rail traffic measures are taken, major events, etc.), the connecting trains, both incoming and outgoing, and the waiting times at the station stops must be specified when ordering.

Exceptions
The following exceptions are permitted when applying Point 4.2.7.3:

• Passenger services:
  • Additional trains such as
    • Double service provision,
    • Holiday traffic
    • Major events
• Freight services:
  • Shipments in accordance with I-50062 (restrictions on the transportation of dangerous goods whose classified main substance is chlorine)
  • Shipments of alumina
  • Integrated holiday planning in existing basic concepts

• Service type / type of additional service ordered
• Name of the applicant or of the RU commissioned to carry out the task
• Train number (if known)
• Accounting code
• Need for a specific siding (details of siding number, contact line, power connection, scale, water, loading platform, etc. incl. time period from… to…)
• Traffic data / operating period (travel days or pre-arranged days, operating period) in conjunction with
• Details of the operating point
  • Arrival time in the operating point or starting point or time for the start of the additional service
  • Departure time from the operating point or destination or time for the end of the additional service
• Additional information for parking traction units
  • Siding number (preferred siding)
  • Traction unit type
• Composition / formation (traction unit[s] diesel/electric, number of wagons/coaches, type, length in metres)

The information required according to the "Form for ordering additional services".

Standard train path allocation is based on the deadlines set by the FOT for applying for train paths. The specific deadlines for the relevant timetable year are set out in NWS Annex 4.5 (Ordering deadline for the 2023 timetable).

Applicants must ensure that their train path requests are submitted in the appropriate form and on time and using the prescribed ordering tool.

If requests are incomplete or implausible, the TVS will give the applicant an additional deadline of five (5) working days to amend or correct any insufficient, missing or inadmissible details. If the applicant does not comply, the TVS will not process the train path request.

So-called variant requests, containing two or more implementation options, are inadmissible because they cause unnecessary planning effort and tie up network capacities. If variant requests are made, the TVS will not process any of them.

If, by the application deadline for a train path to be allocated in the standard way, too little is still known about certain requirements (e.g. locomotive and tractor-hauled freight trains), it is recommended that these train paths be ordered at a later date (BV2). However, orders submitted at a later date will be assigned a lower priority than requests submitted on time.

The TVS will provisionally allocate train paths for national and cross-border traffic to applicants in accordance with the deadlines in NWS Annex 4.5. Applicants will then receive a binding train path offer and thus the assurance of being able to implement their production concepts. Each provisional allocation is made subject to the feasibility of the additional services ordered. If outstanding conflicts remain, train paths will only be allocated once these have been resolved, but in any case as soon as possible.

Train paths for cross-border services (not applicable to catalogued corridor train paths)
Cross-border train paths (with the exception of catalogued corridor train paths) can be applied for either nationally from the relevant train path allocation bodies or from the OSS network of IMs and independent train path allocation bodies which are grouped together in RailNetEurope (RNE). The OSS network allows applicants to use the Path Coordination System (PCS) ordering tool to submit their harmonised application for the entire international route to a single train path allocation body affiliated to the network. Details of how train paths for cross-border traffic are applied for and allocated can be found in the guide entitled "Procedure for international train path registrations" (see www.rne.eu; keyword: 'Timetabling').

When transferring to networks managed by non-Swiss IMs, orders must be placed as described on the TVS website (keyword: services/train path usage, "Regulations applicable to border stations").

Note
Train paths will be officially allocated in each case in accordance with the relevant national provisions.

Additional services ordered in the annual timetable, in particular capacities for parking railway vehicles and for using loading sidings/facilities, must be ordered in accordance with the deadlines set out in NWS Annex 4.5 using the "Additional Services Order Form". The TVS will definitively allocate these additional services in accordance with the deadlines set out in NWS Annex 4.5. In the event of outstanding conflicts, train paths will only be allocated once these have been resolved, but in any case as soon as possible.

Formation groups in marshalling yards affect the train-path allocation for the associated basic service. For this reason, using formation groups in marshalling yards must be applied for in the annual timetable together with the basic services; this should also be done in accordance with the deadlines in NWS Annex 4.5 using the NeTS-AVIS ordering tool.

When placing an order, the applicant can state a preference for a particular siding (when stabling motive power units, it is essential to state the siding number and type of motive power unit). However, there is no entitlement to a specific siding.

A summary of storage facilities (long-term storage) at certain stations where there is significant competition can be found on the TVS website (under Documentation, "Additional services").

Rules for capacity allocation in loading facilities (public sidings)
Freight transshipment has priority at loading facilities. Allocated long-term storage capacity (for serviceable rolling stock that is not used all year round, for example) in loading facilities will be maintained as long as no further applicant requests loading capacity.

If several RUs intend to use the same loading facilities, they must coordinate time windows with each other. The TVS will only resolve capacity planning conflicts if the total number of track metres for loading is insufficient. If the RUs are unable to reach an amicable solution, the TVS will decide on the time windows for transshipment.

To this end, the IMs will prepare a list of capacity allocated in loading facilities, specifying which RUs will be using the loading facilities and when. This will be published on the TVS website (under Documentation, "Additional services").

Once any conflicts in the standard timetable procedure have been resolved (this concerns all applications for the annual timetable received up to the second Monday in April), the TVS can allocate any capacities guaranteed in the NNP for one type of traffic (but which have not been taken up) to other types of traffic.

Allocations for standard passenger services which make use of the unused capacity allocated to another type of traffic need to be approved by the FOT (Article 12, Para. 3 NZV). Within the meaning of this provision, passenger services are deemed to be standard if they are published in timetables and are scheduled to run between two places at the same times for at least ten (10) days a year.

Train paths applied for (basic services) must be definitively ordered no later than the dates set out in NWS Annex 4.5. The TVS will definitively allocate the basic services on the dates specified in the same annex.

See NWS Annex 4.5.

Train paths for the annual timetable can still be ordered after the application deadline for allocating train paths in the standard way has passed. However, train path applications submitted after the deadline will be accorded a lower priority than those submitted on time and will be processed in the order in which they are received.(on the principle of "first come – first served"). Orders must take account of the route opening times given in Point 2.5.1.

On the interoperable standard-gauge networks, train path orders (basic and additional services) for standard train paths in the current year must be submitted to the TVS and will then be processed on its behalf by the relevant IM. Once processed, the TVS will allocate the train path.

Allocations for standard passenger services which make use of the unused capacity allocated to another type of traffic need to be approved by the Swiss Federal Office of Transport (FOT) (Article 12, Para. 3 NZV). Within the meaning of this provision, passenger services are deemed to be standard if they are published in timetables and are scheduled to run between two places at the same times for at least ten (10) days a year.

Under this procedure, the company placing the order can choose whether to place an order "with offer" or to waive this option and to make a direct request for an allocation as per the order or the best possible alternative. Orders placed "with offer" must be submitted before the application deadline in Annex 4.5 is reached. Infrastructure managers are bound to their offer for five (5) working days after it has been submitted. If the offer is not taken up within this period, it will be deemed to have been refused by the applicant.

Art. 11 Para. 3 NZV states that the final deadline for train path applications is:

• 17:00 on the day before one-off non-regular train movements are carried out by RUs which have already booked other train paths on a route within the same timetable period;
• 30 days before the first train movement in all other cases.

Train paths and additional services can also be ordered at short notice for the current timetable year. However, orders submitted during the current timetable are given a lower priority compared to train paths ordered and allocated in the annual timetable and can only take up residual capacity. They are allocated on a first come, first served basis in the order in which they are received, regardless of the traffic type involved. Orders must take account of the route opening times given in Point 2.5.1.

Train paths for the current timetable year are to be requested using the NeTS-AVIS ordering tool (for international train paths, see Point 4.2.4).

For reasons of time, train path orders for special trains will be processed, allocated – or, as the case may be, rejected – by the IM's operational services. IMs will inform the TVS of any orders they reject. The TVS will check retrospectively whether the order was processed correctly and whether the rejection decision was made without discrimination and was well-founded.

BV4b ordering procedure
Under this procedure, the company placing the order can choose whether to place an order "with offer" or to waive this option and to make a direct request for an allocation as per the order or the best possible alternative.

Orders placed "with offer" must be submitted at least three (3) working days before the train movement is to be carried out. IMs are bound to their offer for five (5) working days or until the date proposed for the train movement to be carried out. If the offer is not taken up within this period, it will be deemed to have been refused by the applicant.

BV5 ordering procedure
This applies to orders for special trains and applications for train paths which are submitted later than 08:00 on the day before the train movement is to be carried out (Saturday/Sunday weekends and public holidays as per the NeTS calendar do not count as working days or as days in advance of the train movement being carried out). The last possible order deadline for receipt of an order by the IM's operational services is 90 minutes before the train’s departure time. However, IMs reserve the right to take as much time as they need to process orders that are more complex than usual.

Measurement and test runs and other special rail movements
For measuring and test runs and movements involving special vehicles (e.g. trolleys), the minimum order deadline is five working days.
 

Exceptional consignments involving operational infrastructure measures

• Exceptional consignments requiring operational infrastructure measures: 5 working days
• Exceptional consignments requiring operational infrastructure measures and involving lateral loading gauge excess (Lü-S): 10 working days

Registering for the consignment to be transported (registering for the task to be completed) is only possible if the exceptional consignments requiring operational infrastructure measures have been ordered in advance. The latest possible registration is 120 minutes before train departure. Short-notice changes (e.g. shifting of loads, no transport plan) can only be processed for exceptional consignments which do not require operational infrastructure measures.

In principle, applicants are free to define – without restriction – the train paths they would like. They must be able to acquire in good time the train paths needed to implement their production plans or to carry out the orders they expect to receive from their customers even if they have not yet concluded any contracts with their end customers at this point in time. However, orders submitted with the sole intention of impeding a competitor and/or of securing a better starting position in the path allocation process compared with other competing path orders (particularly in order to circumvent the order of priority in which they are processed) are not permitted. If the TVS suspects that an applicant has submitted blank orders unsupported by any business plan, i.e. is abusing their rights, it may request that the applicant provide additional information and documentation to demonstrate the credibility of the actual or planned train movement. If this documentation or information is not submitted in the requisite quality or not submitted at all, the path request may be rejected wholly or in part.

If it is suspected that multiple orders are being placed for the same transport task (e.g. in the case of ongoing invitations to tender), the TVS will request details of the background to the order (customer, business plan). In doing so, the TVS will take applicants' need for confidentiality vis-à-vis competitors into account as far as possible.

In the case of multiple orders that are clearly known to both applicants involved, the TVS will superimpose both requests onto identical train paths. If this succeeds, the train path will be allocated to whichever applicant is able to provide evidence that it will be carrying out the transport task. If, by the allocation deadline, none of the applicants can provide evidence that it will be carrying out the transport task, they will all receive a conditional allocation.

If the attempt to place the various applications together on a single train path fails, all the applications involved will remain in the normal process without restriction.

The TVS will make every effort to satisfy as many train path applications as possible. If applications are submitted for simultaneous train paths which cannot be reconciled, TVS will undertake coordination procedures based on the NZV-BAV and (analogously) Art. 46 EU Directive 2012/34. The applicants concerned are obliged to participate in these procedures, in particular by taking part in conflict resolution negotiations and submitting the information and documentation requested by the TVS. If an applicant fails to comply either in whole or in part with its obligation to participate and, in so doing, makes the coordination procedure difficult or impossible, then it shall bear the adverse consequences. This may extend as far as having its train path application rejected.

A distinction is made between additional services that are essential for carrying out a basic service and additional services not directly linked to a basic service. In the case of conflicts where no mutually acceptable solution can be reached, a greater degree of flexibility is expected from companies ordering additional services not directly linked to a basic service.

A coordination process will also be carried out in cases where there is a conflict between orders for additional services. If no agreement can be reached in the coordination process, additional services will be allocated according to the following procedure:

1. Orders for additional services that are essential for the provision of basic services will be given priority over those that have no direct link to the basic services. Orders for additional services which are directly linked to basic services will be accorded the same priority as the associated basic service.
2. Additional services which are not directly linked to a basic service will be allocated in the following order of priority:
   1. Additional services for requirements for which – for technical reasons – no alternatives can be offered.
   2. Additional services for requirements which recur repeatedly during the timetable year, depending on the frequency of those requirements as stated. These priorities will be assessed in the same way as for the procedure used for train path conflicts in the annual timetable.

Special procedures and priority rules apply to the catalogued corridor paths allocated by the corridor OSS. These procedures are described in Book 4 of the corridor information document for the respective corridor (www.corridor-rhine-alpine.eu, www.rfc-northsea-med.eu).

Train paths will be allocated based on the NNP. However, it is not possible – based on the NNP – to conclude that any individual railway undertaking has any particular rights and obligations because the NNP only assures capacity for certain traffic types and not for individual undertakings.

If no alternatives can be offered to the applicants within the degree of flexibility that can reasonably be expected of them or if the conflicting orders cannot be resolved by mutual agreement, TVS will – in accordance with the legal requirements – give priority to those applications which do not restrict the number and quality of train paths that the NNP guarantees for the applicant's own types of traffic or for the other applicants' types of traffic.

If more train path applications are submitted for a particular type of traffic than are provided for in the NNP, or if there are conflicts between applications for train paths which cannot be resolved by mutual agreement, the following order of priority applies:

1. Conflicts between orders exclusively involving passenger traffic
   1. Applications submitted under a framework agreement (Art. 12c Para. (2) Letter (a) NZV)
   2. Applications for regular clockface passenger traffic.
   3. Trains which deliver a higher contribution margin for each train path application concerned
       
2. Conflicts between orders that do not exclusively involve train paths for passenger services.
   1. Applications submitted under a framework agreement (Art. 12c Para. (2) Letter (a) NZV)
   2. Freight trains to which – for technical reasons, notably the critical clearance gauge – no alternatives can be offered. The burden of proof lies with the company submitting the application.
   3. Applications made on the basis of agreed transport chains for year-round freight transport but for which no possible alternatives exist. This applies to trains for which a year-round application exists, where these trains are part of domestic wagonload freight connection systems including the express network or postal and parcel services.
   4. Trains which run repeatedly during the timetable year, depending on how frequently they operate. These applications are divided into the following three categories, in decreasing order of priority:

• Trains which operate on average ≥ 5 days per week each year,
• Trains which operate on average ≥ 3 to < 5 days per week each year,
• Trains which operate on average ≥ 1 to < 3 days per week each year.

The train path days stated on the application will count as the measurement parameter. Within each category, applications will count as being of equal importance. If seasonal train services amount to a yearly average of less than one operating day per week, the actual traffic days ordered per timetable year will be compared.

If the ranking in accordance with the numbers 1 or 2 does not produce a result and the conflicts cannot be resolved, the TVS will carry out a bidding process.

In the event of conflicts between orders within the unallocated capacity (i.e. the residual capacity not guaranteed by the NNP), regular clockface passenger traffic will have priority (Art. 9b Para. 4 EBG). If this is unable to resolve the conflict, the TVS will carry out a bidding process.

The subject of the bidding process is the individual train path for which more than one allocation application has been submitted.

The TVS will inform all the applicants involved at the same time that a bidding process will be carried out. The TVS will invite them to submit a bid by a specified deadline (date and hour). The deadline for submitting bids is four (4) working days, unless the parties involved in the bidding process agree to a different deadline.

If the bidding process involves a passenger traffic application, the bid must be at least as high as the contribution margin in accordance with Art. 20 NZV, which applies to the passenger traffic application involved in the conflict.

The highest bid will win without further negotiation. The TVS will set the amount to be paid so that the difference between the winning bid and the second highest bid does not exceed CHF 1000.

If two or more bids are submitted for the same amount, the bidding process will continue until one bid wins.

If a conflict between orders cannot be resolved even on the basis of the order of precedence described at Point 4.5.4.4 and it is not possible, as a result, to allocate the additional service to any company, the TVS will carry out a bidding process. The additional service will be allocated to whichever applicant submits the highest bid. The winner will pay a maximum of CHF 1,000 more than the second-highest bid. The TVS will invoice the winning applicant directly. The bid price must also be paid even if the additional service allocated as a result of the bidding process is not used or is subsequently relinquished.

In complex conflict circumstances involving several applicants and/or a range of allocation options, the TVS will determine the precise procedure to be followed and will inform the parties concerned.

Freight traffic: stationary-period conflicts
The period that counts as a 'stationary period' is the length of time from a train's arrival until it recommences its journey and during which it occupies siding capacity at the operating points.

If no mutually agreed solution can be found in the event of stationary period conflicts, the TVS will group the stationary periods in the time window affected by such conflicts into 15-minute units based on the train path application.

If it is not possible to resolve all the conflicts within a group, the TVS will conduct a bidding process with the applicants concerned within this group (Point 4.5.5.3 applies analogously). No stationary periods will be allocated to unsuccessful applicants, nor for grouped applications for which no solutions can be found within a time window.

The following options are available to applicants who could not be allocated the stationary period which they had applied for:

• Rejection of their application for the basic service (train path), including additional service (stationary period), by the TVS without cost implications;
• Definitive granting of the basic service (train path), without any additional service (stationary period); at the same time, the applicant gives an undertaking to amend its order for the basic service (train path) and to take up that basic service at a time when no conflict arises and at the latest 30 days before a timetable change.

If the relevant train path has not been adjusted by 30 days before a timetable change at the latest, it must be cancelled for the entire timetable year (cost implications as per the List of Infrastructure Services).

Resolving motive power unit stabling conflicts
There is essentially no entitlement to any specific siding. The TVS will allocate sidings in such a way that the capacity of that part of the facility can be used to the maximum extent.

Conflicts arise between orders for stabling capacity for motive power units if several orders have been submitted for the same siding at a particular operating point. The first step is for conflicts to be coordinated. This involves dividing the motive power units into three categories which are then processed sequentially:

1. Locomotives in productive use;
2. Reserve locomotives;
3. Locomotives undergoing repairs and other stabling requirements not directly connected to basic services.

After this coordination procedure, sidings which are conflict-free will be allocated. 'Conflict-free' denotes that only one order has been submitted for a particular siding by just one party and that this submission is not disputed.

If this processing sequence fails to produce a conclusive result, the TVS will conduct a bidding process for the sidings affected by the conflict. Point 4.5.5.3 applies analogously.

Special procedures and priority rules apply to the catalogued corridor paths allocated by the corridor OSS. These are described in the Corridor Information Document Book 4 for each corridor (www.corridor-rhine-alpine.eu, www.rfc-northsea-med.eu).

In Switzerland, capacity requirements are registered in accordance with the NNK and NNP processes.

The capacity model is based on the NNK and the NNP.

Remains vacant at present.

Art. 14 NZV applies in the event of disruptions to operations.

If the disruption is likely to cause a line to be closed for several days, the IM, after consulting those RUs which are affected, will draw up an emergency timetable and publish it.

If the line closure is expected to last longer than three days, the TVS will calculate what proportion of the overall freight traffic on the closed line and on the diversionary route(s) is attributable to each RU.

It will allocate train paths on the diversionary route to each RU, based on their proportion of the overall traffic on the line affected by the closure and on the diversionary route. In doing so, it may revoke passenger and freight traffic train paths that it has already allocated if this helps to optimise capacity utilisation.

In the event of major incidents with significant international implications, emergency management will require international coordination.

If international disruptions last longer than three days and severely impact international traffic, the international emergency management system will come into effect.

The rail freight corridors will act as intermediaries in the disruption management and the communication process. Jointly with the IMs involved, they have developed and published general summaries of the diversion and operating scenarios. A reference to the diversion summary and to the scenarios can also be found in Book 4, Section 5 of the Corridor Information Documents published by the freight corridors (see Point 1.7.1 of this NWS).

Further details are set out in the International Contingency Management Handbook and its annexes. This handbook describes standards aimed at enabling the continuation of traffic flows at the highest possible level despite an international disruption incident; it also aims to ensure that the status of the incident and its impact on traffic flows is clear to all those involved throughout Europe. It defines interruption management and communication processes that complement national disruption management procedures so as to enable better international cooperation between IMs and train path allocation bodies.

To ensure that international freight trains that are early or late arriving in Switzerland can be rerouted effectively, the Swiss RU that will be operating the train must notify the IM of the fact in accordance with the Early/late arrival factsheet.

A full list of passenger stations is available on the Open data platform mobility Switzerland.

Use of stations and stops forms part of the basic service under NZV.

Details of the services available at individual stations and stops (equipment, platform lengths, etc.) can be obtained from the IM contacts listed in Point 1.6.

The provisions of the List of Services (calendar year 2022 / calendar year 2023) shall apply to basic services. A stopping surcharge is payable on mixed-traffic routes.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity at passenger stations is allocated by ordering the basic service in accordance with Point 4.2.7.

As defined by RailNetEurope, the following facilities count as freight terminals

• Intermodal freight terminals
• Multifunctional rail terminals (e.g. freight stations)
• Public loading sidings (e.g. loading facilities)
• Private sidings

The locations of the IMs' freight terminals can be found on the Rail Facilities Portal.

Use of the IMs' freight terminals is subject to the provisions governing additional services under NZV.

Details of the services available at freight terminals (equipment, opening times, etc.) can be obtained from the RailFacilitiesPortal or from the IM contacts listed in Point 1.6.

The provisions of the List of Services for (calendar year 2022 / calendar year 2023) shall apply to additional services.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Furthermore, local site and usage rules must be observed when using loading facilities.

Capacity at freight terminals is allocated by ordering the additional service in accordance with Points 4.2.8 and 4.5.

Freight transshipment has priority at loading facilities. Allocated long-term storage capacity (for serviceable rolling stock that is not used all year round, for example) in loading facilities will be maintained as long as no further applicant requests loading capacity.

If several RUs intend to use the same loading facilities, they must coordinate time windows with each other. The TVS will only resolve capacity planning conflicts if the total number of track metres for loading is insufficient. If the RUs are unable to reach an amicable solution, the TVS will decide on the time windows for transshipment.

To this end, the IMs will prepare a list of capacity allocated in loading facilities, specifying which RUs will be using the loading facilities and when. This will be published on the TVS website (under Documentation, "Additional services").

The locations of the IMs' marshalling yards can be found on the Rail Facilities Portal.

Use of the IMs' marshalling yards and train formation facilities is subject to the provisions governing additional services under NZV.

Details of the services available at marshalling yards and train formation facilities (equipment, opening times, etc.) can be obtained on the Rail Facilities Portal or from the IM contacts listed in Point 1.6.

The provisions of the List of Services for (calendar year 2022 / calendar year 2023) shall apply to additional services.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity at marshalling yards and train formation facilities is allocated by ordering the additional service in accordance with Point 4.2.8.

Storage sidings for which demand is heaviest can be found on the Rail Facilities Portal.

Use of the IMs' storage sidings is subject to the provisions governing additional services under NZV.

Details of the services available at storage sidings for which demand is heaviest (length, whether electrified, etc.) can be obtained from the Rail Facilities Portal or from the IM contacts listed in Point 1.6.

The provisions of the List of Services for (calendar year 2022 / calendar year 2023) shall apply to additional services.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity in storage sidings is allocated by ordering the additional service in accordance with Point 4.2.8.

The locations of the IMs' maintenance and repair facilities can be found on the Rail Facilities Portal.

The use of maintenance and repair facilities is governed by the provisions for services under NZV; see also Point 5.5.

Details of the services available at maintenance and repair facilities (equipment, own work, etc.) can be obtained on the Rail Facilities Portal or from the contacts listed there.

The prices of using maintenance and repair facilities are based on the operator's regulations. They can be obtained on the Rail Facilities Portal or from the contacts listed there.

Access conditions are based on the provisions of Points 3.2 and 3.3 and on those of the facility operator.

Maintenance and repair facility capacity is assigned in accordance with the relevant provisions on the Rail Facilities Portal.

Certain sidings as listed in Point 7.3.5 have other technical facilities. These include brake testing systems, the provision of water and power (pre-heating/pre-cooling) and the disposal of rubbish, sewage and waste water. The precise locations of these facilities can be obtained from the relevant contact shown in the address list.

Use of technical facilities in IMs' storage sidings is subject to the provisions governing additional services under NZV.

Details of the services available at other technical facilities can be obtained from the IM contacts listed in Point 1.6.

The provisions of the List of Services (calendar year 2022 / calendar year 2023) shall apply to additional services.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity at other technical facilities in sidings is allocated in accordance with Point 7.3.5 by ordering the additional service in accordance with Point 4.2.8.

The locations of the IMs' port facilities can be found on the Rail Facilities Portal.

Use of the IMs' port facilities is subject to the provisions governing additional services under NZV.

Details of the services available at the port facilities can be obtained on the Rail Facilities Portal or from the contacts listed there.

The provisions of the List of Services for (calendar year 2022 / calendar year 2023) shall apply to additional services.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity at port facilities is allocated by ordering the additional service in accordance with Point 4.2.8.

The locations of the IMs' intervention sites can be found on the Rail Facilities Portal.

In the event of (vehicle-related) disruptions, the IMs will provide assistance with clearing the route as far as the next suitable operations point as part of the basic service. Any additional assistance shall be deemed a service under NZV; see also Point 5.5.

Details of the intervention services available can be obtained on the Rail Facilities Portal or from the contacts listed there.

The prices of intervention services are determined by the operator's provisions. They can be obtained on the Rail Facilities Portal or from the contacts listed there.

Access conditions on the IMs' routes are based on the provisions of Points 3.2 and 3.3.

Local provisions apply to services provided on other infrastructure (e.g. sidings).

IMs allocate capacity under the basic service on the basis of Art. 14 NZV (Right of instruction).

Service capacity is allocated in accordance with the relevant provisions set out on the Rail Facilities Portal.

The locations of the IMs' refuelling facilities can be found on the Rail Facilities Portal.

The use of refuelling facilities is subject to the service provisions under NZV; see also Point 5.5.

Details of the services available at refuelling facilities can be obtained on the Rail Facilities Portal or from the contacts listed there.

The prices of using refuelling facilities are based on the operator's regulations. They can be obtained on the Rail Facilities Portal or from the contacts listed there.

Access conditions are based on the provisions of Points 3.2 and 3.3.

Capacity is allocated in accordance with the relevant provisions set out on the Rail Facilities Portal.