text:
For appreciating all functions from the website, JavaScript must be enabled. Here you can find the guide for activating JavaScript on your browser.
The currently used browser IE11 is no longer supported by SBB. Please use Microsoft Edge to use this application.
Specifications Home
Printout from 21.01.2022 - not official
Close all Open all
1.1 Introduction and list of changes
1.2 Purpose of the Network Statement
1.3 Legal Aspects
1.3.1 Legal Framework
1.3.2 Legal Status and Liability
1.3.3 Appeals Procedure
1.4 Structure of the Network Statement
1.5 Validity Period, Updating and Publishing
1.5.1 Validity Period
1.5.2 Updating
1.5.3 Publishing
1.6 Contacts and List of addresses
1.7 Cooperation between European IMs/ABs
1.7.1 Rail Freight Corridors
1.7.2 RailNetEurope and other International Cooperation
2 Infrastructure
2.2 Extent of Network
2.2.1 Limits
2.2.2 Connecting Railway Networks
2.3 Network Description
2.3.1 Track Typologies
2.3.2 Track gauge and minimum radius
2.3.3 Stations and Nodes
2.3.4 Loading Gauge
2.3.5 Weight Limits (Route classes)
2.3.6 Line Gradients
2.3.7 Maximum Line Speed
2.3.8 Maximum Train Lengths
2.3.9 Power Supply
2.3.10 Signalling Systems
2.3.11 Traffic Control Systems
2.3.12 Communication Systems
2.3.13 Train Control Systems
2.4 Traffic Restrictions
2.4.1 Specialized Infrastructure
2.4.2 Environmental Restrictions
2.4.3 Dangerous Goods
2.4.4 Tunnel Restrictions
2.4.5 Bridge Restrictions
2.5 Availability of the Infrastructure
2.5.1 Route opening times
2.5.2 Capacity restrictions
2.6 Infrastructure Development
3 Access Conditions
3.2 General Access Requirements
3.2.1 Conditions for Applying for Capacity [TVS]
3.2.2 Conditions for Access to the Railway Infrastructure
3.2.3 Network access permit / EU licences
3.2.4 Safety Certificate
3.2.5 Insurance
3.3 Contractual Arrangements
3.3.1 Framework Agreement [TVS]
3.3.2 Contracts with RUs
3.3.3 Contracts with non-RU Applicants [TVS]
3.3.4 General Terms and Conditions
3.4 Specific Access Requirements
3.4.1 Rolling Stock Acceptance and technical requirements
3.4.2 Staff Acceptance
3.4.3 Exceptional Transports
3.4.5 Measurement and test runs and other special rail movements
4 Capacity Allocation [TVS]
4.1.1 Legal basis
4.1.2 Requirement for ordering train paths
4.1.3 Permits and documents required when applying for train paths
4.1.4 Geographical scope
4.2 General Description of the Process
4.2.2 Overview of the Swiss ordering procedures
4.2.3 Train path studies
4.2.4 Ordering tools
4.2.5 Freight corridors
4.2.6 National train path catalogues
4.2.7 Information required for train path requests and orders
4.2.8 Details required and directives to be taken into account for additional services
4.2.9 Arbitration in the event of a dispute over train path allocation
4.3 Reserving Capacity for Temporary Capacity Restrictions
4.3.2 Deadlines and Information Provided to Applicants
4.4 Impacts of Framework Agreements
4.4.1 Framework capacity statement
4.5 Path Allocation Process
4.5.1 Train path applications / train path orders, annual timetable
4.5.2 Train path applications / train path applications, interim timetable
4.5.3 Ad-Hoc Path Requests
4.5.4 Coordination Process
4.5.5 Conflict resolution
4.6 Congested Infrastructure
4.7 Exceptional Transport and Dangerous Goods
4.8 Rules after Path Allocation
4.8.1 Rules for Path Modification / Rules if applicants make changes to train paths
4.8.2 Rules for Path Alteration / Rules if IMs make changes to train paths
4.8.3 Non-Usage Rules by the applicant
4.8.4 Rules for Cancellation by the applicant
4.9 TTR for Smart Capacity Management
4.9.1 Aims of TTR
4.9.2 Process Components
4.9.4 The TTR pilot project
5 Services and Charges
5.2 Charging Principles
5.3 Basic services and prices according to NZV (EU: minimum access package according to 2012/34/EU)
5.3.1 Basic price
5.3.2 Contribution margin
5.3.3 Electricity price
5.4 Additional services and prices according to NZV (EU: Additional services according to 2012/34/EU)
5.5 Ancillary services and prices according to NZV (EU: Ancillary services according to 2012/34/EU)
5.6 Fees, incentives and discounts
5.6.1 Fee payable if applicants make changes to train paths (Path Modification)
5.6.2 Fee payable if IMs make changes to train paths (Path Alteration)
5.6.3 Fee for non-use of a train path
5.6.4 Fee for cancellation of a train path
5.6.5 Incentives and discounts
5.7 Performance Scheme
5.8 Changes to Charges
5.9 Billing Arrangements [TVS]
6 Operations
6.2 Operational Rules
6.2.1 Rail Service Regulations
6.2.2 Implementing provisions
6.2.3 Regulations relevant to network access
6.2.4 Exceptions
6.3 Operational Measures
6.3.1 Principles
6.3.2 Normal operation
6.3.3 Disturbances
6.4 Tools for Trains Information and Monitoring
7 Service Facilities
7.2 Service Facility Overview
7.3 Service facilities of the infrastructure manager
7.3.1 Overarching provisions
7.3.2 Passenger stations
7.3.3 Freight terminals
7.3.4 Marshalling Yards and Train Formation Facilities including Shunting Facilities
7.3.5 Storage sidings
7.3.6 Maintenance facilities
7.3.7 Other Technical Facilities, Including Cleaning and Washing Facilities
7.3.8 Port facilities in maritime and inland ports
7.3.9 Relief facilities (Auxiliary equipment, railway facilities for emergency services)
7.3.10 Refuelling Facilities
Bahnbetrieb
Annex Data provision
Annex Energy measurement systems
LIS 2021
List of addresses
Future version Latest version
NWS 2023 0
SBBI 0
BLSN 0
SOB 0
Network Statement 2023 (SBBI, STB, HBS, BLSN, SOB & TVS)
Version 1.0 dated 10.12.2021 (Editorial amendments dated 10.12.2021)
This Network Statement (NWS) is published jointly by the infrastructure managers (IM) SBB Infrastructure (SBBI), BLS Netz AG (BLSN), SOB Infrastructure (SOB), Sensetalbahn AG (STB, operations managed by SBBI) and Hafenbahnschweiz AG (HBS, operations managed by SBBI). A general map of the network is available online.
Section 1.4 explains the presentation of IM-specific provisions.
Capacities (i.e. basic and additional services) on the interoperable standard-gauge rail networks, including Emmenbrücke-Lenzburg, are allocated by the independent Swiss train path allocation body (TVS), which also ensures that timetables are designed without discrimination. The train path allocation body is responsible for the content of those headings and points to which [TVS] has been appended.
List of changes compared to NWS 2022
Point no.
This is the first time that SBB Infrastructure, BLS Netz AG, SOB Infrastructure, Sensetalbahn AG and Hafenbahnschweiz AG have published their network access conditions in a joint Network Statement. Point 1.4 provides information on the section structure of this Network Statement.
The Sissach-Läufelfingen-Olten route is now covered by GSM-R
New, generic formulation for track gauge and minimum radius
2.4.1 BLSN
The gauge-changing facility at Zweisimmen station is now also considered specialised infrastructure.
Rewording of the restrictions in tunnels
Requirements for the removal of Class B train control systems from cross-border routes updated
Date for operational introduction of ETCS L2 on the CBT southern feeder line updated
Date for operational introduction of ETCS L2 on the Roche–Bex route added
Time required for initial access added.
Reference to existing Regulation I-50124 (use of accounting codes).
The fact that accounting codes can be released to other NeTS users by power of attorney is now mentioned.
Acceptance for cross-border routes is now mentioned in this superordinate section rather than in Point 3.4.1.1.4.
Requirements for applying for ETCS L2 crypto keys added.
New provisions for top-of-rail conditioning
All points covering communication devices revised for simplification purposes.
3.4.5.2 SBBI and BLSN
The IMs' specifications now also include references to the relevant regulations.
Capacity allocation
Ordering processes adapted to RNE wording, diagram corrected
Ordering processes in which train path studies can be carried out corrected
Clarification that the required information has to be submitted via different systems in some places.
Formation groups in freight trains and speed added as points
Clarification of whether, and if so what, information on dangerous goods has to be supplied when ordering train paths
Background to the information required when ordering train paths is now provided in an annex.
4.5.1.4 / 7.3.3.6
New rules for capacity allocation in loading facilities
Link to an overview of the maximum available storage capacity at the operating points with the highest demand.
Route opening times must be observed when applying for train paths in the interim and short-term timetable.
Validity of train path offers added
Updating the information on TTR
Operational provisions
SBB speed restrictions communicated by e-mail
Clarification of hiring arrangements for special workplaces in the SBB operations control centres
Version 2.0 of the ICM Handbook is also applied.
Early- or late-running trains from abroad must be notified in advance to ensure optimal rerouting in Switzerland.
Service facilities all
Editorial revision of the entire chapter
The NWS sets out the conditions applicable to accessing and using the rail network (within the meaning of Art. 10 (1) (d) of the Rail Network Access Ordinance [NZV] and EU Directive 2012/34); it forms an integral element of the network access agreement between the IM and the RU.
It may also be used as a tool for requesting network access and for managing traffic on the IMs' networks. Therefore, the term "applicants" is used below if it applies equally to RUs and third parties.
Within Switzerland, the IMs listed in Point 1.1 and the TVS ensure that their published network access and usage conditions are harmonised with the structure of the Network Statement established in the EU in accordance with Article 27 of EU Directive 2012/34. Further information about this structure can be found in Point 1.4.
This NWS complies with the current legal framework in accordance with Railway Reform 2.2. Legislative changes will be added to the NWS as updates. Changes will also be listed in the overview of changes. In its Overland Transport Agreement with the European Union, Switzerland undertakes to apply legal provisions that are equal to those listed in Annex 1 of the agreement. COTIF and CUI are applicable in Switzerland. The applicable Swiss laws and ordinances are published in the Swiss Certified Compilation of Federal Legislation (SR), and are also available online at www.admin.ch.
A list of the most important international and domestic legislation is set out below as a guide:
1.3.1.1 Key EU legislation (to aid interpretation)
Implementing Regulation (EU) 2015/1136
Commission Implementing Regulation (EU) 2015/1136 of 13 July 2015 amending
Implementing Regulation (EU) No 402/2013 on the common safety method for risk evaluation and assessment.
Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on
access to service facilities and rail-related services.
Regulation (EU) 913/2010
Regulation (EU) No 913/2010 of the European Parliament and of the Council of
22 September 2010 concerning a European rail network for competitive freight.
Directive (EU) 2012/34
Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (recast).
Directive (EU) 2016/2370
Directive (EU) 2016/2370 of the European Parliament and of the Council of 14 December 2016 amending Directive 2012/34/EU as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure.
Directive (EU) 2016/797
Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May
2016 on the interoperability of the rail system within the European Union.
2016 on railway safety.
1.3.1.2 Important domestic and international legislation applicable within Switzerland (extract)
SR 0.742.403.1 – COTIF
Convention concerning International Carriage by Rail (COTIF)
SR 0.742.403.12 – Anhang E – CUI
Uniform Rules concerning the Contract of Use of Infrastructure in International Rail Traffic (CUI)
SR 0.740.72
Agreement dated 21 June 1999 between the Swiss Confederation and the European Community regarding the transport of goods and passengers by rail and road (incl. Annexes and final act)
Railways Act
NZV
Network Access Ordinance
NZV-BAV
BAV ordinance on the Network Access Ordinance
Business regulation issued by the Rail Transport Commission
Railways Ordinance. Annex 7 EBV states those technical specifications for interoperability (TSI) which are applicable in Switzerland. Where the
national regulations deviate from the TSIs, this will be specified by the FOT by means of notified national technical regulations NNTV.
AB-EBV
Implementing Provisions for the Railways Ordinance
RNAA
Federal Law on Railway Noise Abatement
Ordinance on Railway Noise Abatement
Swiss Rail Service Regulations (R 300.1–15)
Ordinance on the Carriage of Dangerous Goods by Railways and Cableways
GüTG
Goods Carriage Act
GüTV
Carriage of Goods Ordinance
Passenger Transport Act
Ordinance on Passenger Transport
Timetables Ordinance
BehiG
Federal Act on Equality for People with Disabilities
BehiV
Ordinance on the Elimination of Discrimination against People with Disabilities
All the conditions for the use of railway infrastructure published in this NWS are subject to subsequent changes to legislation and regulations.
If Swiss laws and ordinances are revised after publication of the Network Statement and introduce additional requirements, compliance with these subsequent requirements is mandatory. The IMs and the TVS accept no liability for the consequences of failure to comply with subsequent amendments to legislation and regulations.
The IMs and the TVS are conscious of the need to ensure that the information in this NWS is correct. They shall not be liable for any direct or indirect damage arising from obvious shortcomings in this NWS or other documents. Furthermore, they reject all responsibility for the contents of any external websites to which this publication links. Where the contents of linked pages contradict those of this NWS, the latter shall take precedence. This reservation does not apply to links in the official collection of Swiss laws and ordinances.
This Network Statement is published in German, French, Italian and English language versions. In the event of differences between language versions, the German version shall be legally binding.
1.3.3.1 The principle
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.
1.3.3.2 RailCom
Disputes relating to the granting of network access and the associated conditions are subject to claims to the Railways Commission RailCom (Art. 29 LVA, Art. 40ater 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 structure, or layout, of this NWS corresponds to the structure which was developed and adopted by the association of European infrastructure managers and train path allocation bodies, RailNetEurope (RNE). Details of this 'common structure' can be found at www.rne.eu/network-statements/.
The common structure is intended to make information about network access required by readers available in a standard structure throughout Europe.
Section 1 contains general information about the NWS and points of contact.
Section 2 describes the characteristics of the track network, including capacity restrictions.
Section 3 defines the legal requirements and the conditions for accessing the IM's network.
Section 4 specifies the procedure for allocating train paths.
Section 5 describes the services that can be purchased and the corresponding charges.
Section 6 contains operational provisions for rail movements on the IM's network.
Section 7 provides an overview of the service facilities offered by the IMs and third parties.
Where deemed appropriate, further provisions are provided in the annexes:
Annex to Point 2.3: Overview of SOB infrastructure
Annexes to Point 2.4.1: Specialised infrastructures (B2000, GBT, CBT, CEVA, TT Chiasso and LBT and Zweisimmen gauge-changing facility)
Annex to Point 3.4.1.6.4: Energy measurement systems
Annex to Point 4.2.7.2: Derivation of Order Attributes
Annex to Point 4.5: Ordering deadline for the 2023 timetable
Annex to Point 4.9: Timetabling and Capacity Redesign TTR 2023
Annex to Section 5: List of Infrastructure Services 2023 (calendar year 2022 / calendar year 2023)
Annex to Point 6.3.1: Data provision
If this NWS is accessed via www.networkstatement.ch, readers can apply filters to reflect the infrastructure they want to use. The default filter setting is to display all IMs in addition to the main document. Where IM-specific supplementary sections exist, these are marked by coloured lines at the side, for example in the contact details in Point 1.6.
This NWS applies to the ordering and execution of transport operations in the 2023 timetable year from 11 December 2022 to 9 December 2023.
The NWS is kept up to date. Information on new and amended versions is provided in accordance with the provisions of the Track Access Agreement.
The NWS is published exclusively in digital form and is available at www.networkstatement.ch.
Classic PDF files for verification purposes exist in the archive.
Detailed information on all topics relating to network access and network use can be obtained from the contacts shown on the Internet. The list is constantly updated.
If you have any questions about matters for which the TVS is responsible (cf. Point 1.1), please contact:
Schweizerische Trassenvergabestelle
SBBI 1.6 (incl. STB and HBS)
If you have general questions about the NWS, please contact SBB Infrastructure, Sensetalbahn AG and Hafenbahn Schweiz AG:
SBB Infrastructure
Verträge und Netzzugang
E-mail: netzzugang@sbb.ch
Website 'Netzzugang'
BLSN 1.6
If you have general questions about the NWS, please contact BLS Netz AG:
netzzugang@bls.ch
SOB 1.6
If you have general questions about the NWS, please contact Schweizerische Südostbahn:
SOB Infrastruktur Betrieb
Netzzugang und Trassenverkauf
9100 Herisau
netzzugang@sob.ch
EU regulation 913/2010 states that there are eleven rail freight corridors (RFC) in Europe. These corridors are intended to achieve the following objectives:
Improving cooperation between the IMs of the countries involved as regards capacity allocation, development of interoperable systems and infrastructure upgrades and refurbishment.
Achieving a balance between freight and passenger trains along the rail freight corridors in order to satisfy freight train capacity and punctuality requirements.
Promoting intermodal traffic by incorporating terminals into the rail freight corridors.
An interactive map showing all freight corridors is available from RNE.
Under the Overland Transport Agreement with the EU, Switzerland has undertaken to apply legislation equivalent to the EU Regulation. Switzerland is therefore involved in the Rhine-Alpine RFC and the North Mediterranean RFC.
RFC Rhine-Alpine: Zeebrugge/Antwerp/Vlissingen/Rotterdam/Amsterdam–Cologne–Mannheim–Basel–Gotthard/Lötschberg–Genoa. Further details are available at www.corridor-rhine-alpine.eu
RFC North Sea-Mediterranean: Boulogne/Dunkirk/Zeebrugge/Rotterdam/Amsterdam–Metz–Basel/Dijon/Lyons–Geneva/Marseilles. Further details are available at www.rfc-northsea-med.eu
The European Association of Infrastructure Managers and Train Path Allocation Bodies (RNE), established in January 2004, aims to simplify international business activities. This is achieved through harmonised business processes, templates, manuals, guides and tools, all of which are made available to the participating infrastructure IMs and applicants. SBB Infrastructure, BLS Netz AG and the TVS are all members of RNE.
Additional information, such as the contact details for other infrastructure managers and train path allocation bodies, can be found at www.rne.eu/organisation/rne-approach-structure
SBBI 1.7.2
Other international associations and (standards) committees on which SBB Infrastructure is represented include:
the Community of European Railways and Infrastructure Companies (CER),
the Union International des Chemins de Fer (UIC),
the Rail Freight Corridors (RFC),
the Platform of Rail Infrastructure Managers in Europe (PRIME) and
the European Committee for Standardization (CEN/CENELEC).
There are also bilateral committees with the infrastructure managers of neighbouring countries.
BLSN 1.7.2
Other international associations and (standards) committees on which BLS Netz AG is represented include:
the Rail Freight Corridors (RFC)
Section 2 of the NWS contains a description of the railway infrastructure.
The individual points refer among other things to the technical, operational and commercial requirements that are relevant to network access and which can be consulted for each IM in Point 6.2.3.
The IMs' track network is primarily located within the territory of the Swiss Confederation.
SBB Infrastructure also operates the route from the national border with Italy (in the Simplon tunnel) to Iselle di Trasquera and the route on German territory between Bülach and Schaffhausen.
2.2.2.1 Foreign normal-gauge networks
The IM-specific supplementary sections provide details of adjoining foreign networks.
SBBI 2.2.2.1
SBB Infrastructure borders on the following foreign infrastructure networks:
SNCF Réseau in Basel, Boncourt–Delle, Le Locle–Col-des-Roches, Les Verrières–Pontar-
lier, Vallorbe, La Plaine-Bellegarde and Chène-Bourg–Annemasse
DB Netz AG in Basel, Koblenz–Waldshut, Schaffhausen and Kreuzlingen–Konstanz
RFI in Chiasso, Ranzo–Luino, Iselle di Trasquera–Domodossola and Stabio–Gaggiolo
ÖBB-Infrastruktur AG in Buchs (St. Gallen) and St. Margrethen
The key transit routes are the north-south axis from Schaffhausen/Basel to Chiasso/Luino or Brig/Domodossola (via the BLS network) and the east-west axis from St. Margrethen/Buchs SG to Genève.
The precise definitions of the network borders are set out in I-30121 under the heading "Border station".
2.2.2.2 Domestic IMs with standard-gauge routes
The IM-specific supplementary sections provide details of adjoining domestic networks.
The SBB Infrastructure network borders on the following domestic standard gauge networks:
TRAVYS (incl. Chemin de fer Orbe–Chavornay)
BLSN 2.2.2.2
The BLS Netz AG network borders on the following domestic standard gauge networks:
SBB Infrastructure in Bern, Brig, Burgdorf, Kerzers, Konolfingen, Langenthal, Lengnau, Moutier, Neuchâtel, Obermatt, Solothurn, Solothurn West, Thun, Visp, Wolhusen
TPF in Ins
SOB 2.2.2.2
SOB's infrastructure adjoins SBB Infrastructure.
Under Article 10 of the Rail Network Access Ordinance, IMs are obliged to publish the important technical characteristics of the route. The route sections listed in Point 2.4.1 are regarded as specialised infrastructure and are distinct from the remainder of the network described in the sections below by virtue of their special conditions and/or enhanced requirements.
Specific information can be obtained from the corresponding IM supplement.
Permanent way data can be ordered from the IM; see the address list. The data include track layout data, effectively measured track geometry data and traction current data. The data will be made available following receipt of a written purchase order and a signed confidentiality agreement (incl. a statement of the purpose for which the data will be used); an invoice will be issued. The company requesting the data will receive the non-transferable right to use and benefit from the data supplied. All technical documentation made available by the IMs will remain their property and may not be copied, duplicated or brought to the knowledge of third parties in any way without their written consent.
If measuring vehicles such as vehicles with an On-Board Monitoring (OBM) system are used, the provisions set out at Point 3.4.5.1 will apply.
SBBI 2.3
Statistical information about the SBB rail network is published on the reporting.sbb.ch/infrastrukturen portal.
Information on individual operating points (track length, route database, etc.) and a compilation of key infrastructure data can be found on BLS's website.
Information on individual operating points can be found on the SOB station portal. Please apply to the contact in Point 1.6 for access to the station portal. A general map of all operating points on SOB infrastructure (stations, line category, loading gauge) can be found in the NWS annex "Overview of SOB infrastructure".
All technical documentation made available by SOB will remain its property and may not be copied, duplicated or brought to the knowledge of third parties in any way without SOB's written consent.
There are no separate tracks for passenger and freight services (mixed traffic routes are used). Detailed information on the routes can be found in I-30131 RADN.
The nominal track gauge is 1435 mm.
The minimum radius that interoperable vehicles must be able to traverse in accordance with the TSI is Rmin = 150 m. However, this is not sufficient for unrestricted operation on the rail network. Since rail vehicles are also to be able to operate on shunting tracks and older rail systems without any restrictions, the curve radius requirements in accordance with I-50007 must also be met. Further details can be found in I-30111, Section 4.A1 Point 1 and Section 5.3, Point 4.
See also IRS 50502 "Exceptional consignments – Outline procedure".
The IM-specific supplementary sections provide information on existing stations and nodes.
List of all passenger stations: SBB's Open-Data-Platform
Length of passing loops: Regulation I-30111, Section 5.1, Point 6.2
Platform lengths: SBB's Open-Data-Platform
Platform lengths: SBB's internal station portal (exclusively for RUs with a network access agreement and SBB User Account) in combination with Regulation I-30111, Section 5.1, Point 6
Information on individual operating points can be found on BLS's website.
SOB 2.3.3
Information on individual operating points can be found on the SOB station portal.
Unlimited-use vehicles
Upper area: max. EBV O1 (including UIC G1)
Lower area: in accordance with UIC Leaflet 505-1
Calculation rules (calculation of vehicle construction gauge) associated with the reference line: in accordance with UIC Leaflet 505-1.
Vehicles designed for use on specific routes (especially double-deck vehicles)
Upper area: max. EBV O2
Calculation rules (calculation of vehicle construction gauge): in accordance with UIC Leaflet 505-1 (for vehicles running exclusively in Switzerland: in accordance with EBV special regulation)
See I-30111, Section 5.1, Point 4.9 regarding routes approved for use by double-deck rail vehicles
The calculation of vehicle construction gauge in accordance with EN 15273-2 (with Austria variant for CH) corresponds to the vehicle construction gauge calculation in UIC 505-1.
I-30111, Section 5.1, Point 4.8 provides a summary of the route codes
Pantograph (see also section 3.3.1.4)
Pan head width 1,450mm, insulated end horns, envelope: in accordance with UIC Leaflet 608.
Profile certification for pantographs in accordance with EN 15273-2, UIC 505-1.
Exception for historic vehicles: pan head with 1,320 mm authorised (routes with specific track access conditions are excluded).
Further details can be found in I-30111, Section 5.1, Point 3.1.
Technical aspects of track access with regard to the loading gauge are described in detail in Regulation I-20030 (Technical Aspects of Track Access: The Vehicle Clearance Line – The Impact of the Loading Gauge on Vehicles and their Loads).
The standard route category is D4. All further information can be found in chapter 5.1 section 4.2 of I-30111.
The gradient columns in I-30131 RADN list the critical uphill and downhill gradients for each route section.
I-30111, Section 5.3, Point 3 lists the routes with steep downhill gradients to which special provisions apply under the rail service regulations. Please refer to Point 2.4.1, Specialised Infrastructure, in this context.
The maximum speed depends on the route section, the train composition and the train series and brake sequence. Details of sections of the route, essential for train movements, can be found in I-30131 RADN or, for ETCS Level 2 routes, in the DMI. The right is reserved to impose speed variations (slower or faster) for operational reasons, e.g. due to shipments of hazardous goods, exceptional consignments or test runs.
Maximum train lengths are generally dependent on the signalling installations and, in the case of passenger trains, on usable platform length. The definitive values for freight and passenger trains are specified in Section 5.1 Points 6.1 and 6.2 of I-30111.
Maximum passenger train lengths in particular are affected by platform lengths (see Point 2.3.3). If train length exceeds the usable platform length, I-30111, Section 6.1, Point 4 shall apply.
Platform and track lengths on SOB's network can be obtained from its "Summary of platforms and tracks".
The maximum permissible train length for commercial stops is that shown under "Platform length". "Platform length" includes the minimum line of sight of 10 m to the exit signal and trains must stop within an accuracy of +/-5 m RTE 25021. Regular and one-off deviations from these values are to be discussed with the IM in advance.
The rail network for train movements is fully electrified and has a standard voltage and frequency of 15 kV/16.7 Hz with tolerances in accordance with EN 50163.
On the network the Swiss L and N signal systems are used for train movements involving trackside signalling.
ETCS Level 2 is used in the case of in-cab signalling. Further information can be found in the FDV, Section R 300.2 'Signals', as well as in the corresponding sub-sections in I-30111.
The IM uses the Rail Control System (RCS).
2.3.12.1 Coverage
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":
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
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.
2.3.12.2 Recording voice communications
Voice communications are recorded on the IMs' routes as described in the IM-specific supplementary sections.
SBBI 2.3.12.2
Train traffic control communications are recorded. These recordings serve on the one hand to reconstruct the communication chain after an event that has led to an accident or a dangerous situation, and on the other hand to identify safety-relevant trends and patterns as regards communication. More details can be found in I-50094.
BLSN 2.3.12.2
BLS Netz AG applies D IBI 14.
Designated workplaces at its Spiez operations control centre constantly record train control communications (e.g. drivers, shunters, construction and maintenance staff plus intervention and other control centres). These recordings are stored for 30 days. At the end of this period, the recordings are automatically deleted. In the event of an incident or other exceptional occurrence, investigators can listen to and analyse the recordings to help determine the cause and improve safety. Recordings may also be used for training purposes. Access to recordings is restricted to the investigations unit of BLS's network infrastructure operations organisation. If necessary, individual recordings can be provided on submission of a request including the reasons for requiring the recording (see the address list for contact details). The decision rests with the investigations unit.
Securing recordings for authorities
Rail service regulation 300.9 Point 14.7 specifies that voice recordings that can be used in investigations to determine the cause and circumstances of an incident must be secured and stored for at least six months or made available to the authorities.
Training purposes
With the consent of the people recorded, recordings may be used for training purposes in either their original or an anonymised form.
Recording content
Entire conversation between everyone involved
Time stamp (incoming call, acceptance and duration)
Sender and recipient with telephone number or workplace number/job title
This list is not exhaustive and can be augmented as needed.
Information to staff
BLS's staff is aware of the procedure through D IBI 14. This NWS provides notification to other stakeholders. Distribution to staff is the responsibility of line management.
SOB 2.3.12.2
The recording includes all services that communicate with the control centre (e.g. drivers, train managers, shunters, construction and maintenance staff, intervention unit, etc.) and voice communications with the relevant SBB control centres.
Voice communications and connection data are constantly recorded and stored in the recording system. If they are needed for analysis, they are backed up separately. Otherwise, the communications and data are automatically and permanently deleted after 30 days.
Access to recordings and connection data is restricted to the investigations unit of SOB's network infrastructure operations organisation and only then in case of an incident. In justified cases, users can listen to recordings of their own communications. All users can listen to the last 30 voice communications they made themselves from the control unit in the operations control centre. Users must apply to hear earlier conversations. They can do this by submitting a written application to SOB's infrastructure operations unit (see Point 1.6 for address) within seven days of the voice communication.
SOB Infrastructure records voice communications and data from the operating environment exchanged between the infrastructure operations unit's control centre, SBB control centres, various internal units and mobile services in the field and which are important for post-incident investigations. The data recorded includes:
Content: The content of the entire voice communication between two or more people is recorded.
Time stamp: Beginning, end and duration of the voice communication.
Participants: All participants in the voice communication (phone number, possibly name and organisation).
Registered roles: The operational roles registered to the participants in the communication systems.
Location of the terminals (if available): Information about the location of the terminal devices involved.
Connection type: Connection type and information on technical interfaces.
This list is not exhaustive and can be augmented as needed. The NWS will not be updated if the recording is changed.
Information to affected people
SOB staff are aware of the recordings from notice M-2018-404. This NWS provides notification for other staff. Distribution of the information to staff is the responsibility of line management.
2.3.13.1 Trackside signalling
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
(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
2.3.13.2 In-cab signalling
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.)
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.)
The route sections identified in the additional IM-specific sections are distinct from the remainder of the network by virtue of their special conditions and/or enhanced requirements.
NWS Annex Rail 2000 lines (Mattstetten-Rothrist, Wanzwil-Solothurn and connecting line Rothrist-Zofingen)
NWS Annex Gotthard Base Tunnel route and Gotthard panoramic route
NWS Annex Ceneri Base Tunnel route (Giubiasco–Ceneri-Base Tunnel–Vezia)
NWS Annex Chiasso station dynamic transition
NWS Annex CEVA (Geneva–Annemasse [France])
Seetal route Waldibrücke–Lenzburg (clearance gauge smaller than EBV O1) in accordance with I-30121, Route 431
Lötschberg Base Route
The Lötschberg Base Route is subject to the special conditions to be found on the BLS website.
Zweisimmen station
Tracks 6-56 and 7-57 at Zweisimmen station will be upgraded in 2022 to provide a through connection for specially equipped rolling stock between Montreux/Lenk and Interlaken Ost. Roads 6-56 and 7-57 are designed for dual-gauge (standard- and metre-gauge) operations. Gauge-changing facilities will be installed on roads 6 and 7. The catenary voltage on the dual-gauge tracks 6-56 and 7-57 can be switched between 900V DC and 15kV 16.7 Hz AC, which places specific requirements on vehicles. These can be found on the BLS website.
The Pfäffikon SZ (excl.)–Biberbrugg–Arth-Goldau (excl.) and Wädenswil (excl.)–Samstagern routes have a ruling downhill gradient of 50 ‰. Compliance with the category A requirements for traversing steep slopes is mandatory for all vehicles. Traction units are approved after successfully completing test runs on lines with a 50 ‰ uphill/downhill gradient. Information on test runs can be obtained from the unit listed in Point 1.6. Further restrictions can be found in Regulation I-30121.
Owing to noise control requirements, certain routes are subject to operating restrictions. These are set out in the annexes to Point 2.4.1 (see in particular Rail 2000 routes).
Separate provisions exist for coal-fired steam locomotives. These are set out in Regulation I-30111, Section 16.1.
The IM-specific supplementary sections provide information on any route-related restrictions concerning the transport of dangerous goods.
Point 3.4.4 sets out the requirements to be observed by RUs when transporting dangerous goods.
Local restrictions on the carriage of dangerous goods can be found in I-30121 and the NWS annex "Rail 2000 routes and Rothrist–Zofingen connecting line".
The requirements applicable to conventional (electric-, oil- or diesel-powered) shunting and train movements in tunnels can be found in I-30111 (particularly Section 5.1, Point 4.5, keyword: bulk materials), I-30121 and the annexes to Point 2.4.1.
The additional restrictions applicable to coal-fired steam locomotives in tunnels and underground stations are set out in I-30111 (Section 16.1) and I-30121.
Running restrictions on bridges usually depend on the route class or can be found in I-30121.
The majority of the routes is open 24 hours a day. Other route opening times are published on the internet. It is possible to travel on a route outside of its opening hours by taking advantage of the additional service "Use of the route outside of the route/station opening hours" in accordance with the catalogue of services.
The various construction activities on the network are consolidated and carried out at intervals and in regular possession windows. Detailed information about capacity restrictions is published well in advance in accordance with Article 11b of the Rail Network Access Ordinance NZV. Further details can be found in Section 4.3 of this NWS.
Restrictions of which the IMs are aware when this Network Statement is published will be communicated on the Internet. Specific use restrictions may arise due to conditions imposed by planning approval ordinances issued by the relevant licensing authority.
Possession window for maintenance of the Lötschberg Base Route (LBS: Frutigen–Ferden–Visp)
The following maintenance windows are scheduled during the timetable period:
Sun/Mon nights: total closure from 21.45 – 05.45
Mon/Tue nights: full single-line working from 20.45 – 05.00
Tues/Wed nights until Fri/Sat 2 weeks in January and 2 weeks in December from 21.00 – 05.00
A "long points night" is scheduled twice a year on Sat/Sun from 19.15 to 07.15. The exact dates will be communicated in the list issued in accordance with Art. 11b NZV.
Possession window for maintenance of the SIM route (Frutigen–Kandersteg–Brig)
Sat/Sun nights: Complete closure for SIM trains from 20.00 – 06.00
Train control systems on cross-border routes
In accordance with measure F10 of the FOT's ERTMS strategy of 15 April 2021, the following is required:
Binding plans for the removal of foreign Class B train control systems [e.g. PZB, KVB/RPS and SCMT] from cross-border routes starting in 2025.
Conversion of additional routes to ETCS Level 2
The southern access line to the CBT (Vezia-Lugano-Capolago-Riva S.Vitale) will be equipped with ETCS Level 2 and is expected to be put into operation on 25 May 2025 together with the RBC Rovio. The required krypto-keys are to be transferred to the vehicles in accordance with section 3.4.1.1.2.
ETCS Level 2 is being installed on the Roche–Bex route (extension of the existing ETCS L2 section between Lausanne and Villeneuve) and is scheduled to go into operation on 1 July 2025.
Additional information about SBB Infrastructure's construction projects can be found on the internet.
Information on BLS Netz AG's construction projects can be found on the Internet at Construction projects - We're building for you - BLS AG.
Information on construction sites can be found on the Internet or from the contact in Point 1.6.
Section 3 of the NWS sets out the requirements for accessing the IMs' rail networks as regards both domestic and cross-border traffic.
When RUs access infrastructure for the first time, they should allow sufficient time to sign the agreement and to subsequently set up user accounts and conduct training. They should allow around three months, depending on the type of service they intend to operate. A detailed schedule will be agreed individually.
The legal basis for accessing the network and for operating as an RU is set out in the Railway Act (EBG), in the Ordinance on the Construction and Operation of Railways (Railway Ordinance, EBV), in the Railway Network Access Ordinance (NZV) and in the FOT's Ordinance on Railway Network Access (NZV-BAV).
The conditions for applying for a train path are described in Section 4. In accordance with Art. 9a Para. 4 EBG, companies which are not RUs are also permitted to apply for freight traffic train paths.
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).
3.2.2.2 Change of use process safety
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:
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.
3.2.2.3 Exceptional use of infrastructure
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.
The network access permit certifies, among other things, that the RU possesses the required knowledge to undertake rail operations safely and reliably, that it is financially sound, reliable, and complies with the relevant labour regulations. The network access permit is issued by the FOT, is valid for a maximum of ten years and can be renewed. The FOT-Directive describes the necessary steps for obtaining the network access permit, safety certification as well as the safety permit.
Network access for foreign companies is governed by Art. 9 NZV in accordance with the relevant intergovernmental agreement. This means that simplified conditions may be applicable to routes close to the border as defined in Annex 1 of the FOT-Directive for obtaining the network access permit, safety certification as well as the safety permit.
The safety certificate is issued or recognised by the FOT in accordance with Art. 8e EBG. The FOT Directive describes the necessary steps for obtaining the network access permit, safety certification as well as the safety permit.
It is the RU's responsibility to check the technical compatibility of its rolling stock with the sections of track it intends to use. The procedure is described on the Internet.
Art. 5 and 5a NZV govern the requirements for financial capacity and insurance cover. For example, a liability insurance policy for CHF 100 million per loss event or equivalent securities must be presented.
Applicants and IMs may conclude framework agreements in accordance with Article 12b NZV; (see also Point 4.4).
Once the provisions at Points 3.2.3 and 3.2.4 have been met, the business relationship between an RU and the IM will be governed by the network access agreement in accordance with Articles 15 to 17 NZV. The contents of such an agreement will determine the cooperation between the RU and the IM. The agreement must be issued in duplicate in writing, either in an official Swiss language or in English, and must contain the following contractual elements:
the IM's General Terms and Conditions for the Use of Railway Infrastructure (AGB-ISB)
the IM's Network Statement
the IM's list of infrastructure services
the basic and additional services allocated by the TVS
In addition to its own network access agreements, SBB Infrastructure also coordinates the conclusion of network access agreements with the Sensetalbahn AG and the Hafenbahn Schweiz AG IMs. A specimen network access agreement is available online.
3.3.2.1 Accounting code (Debicode)
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)
3.3.2.2 Responsibilities when there is a changeover between two RUs
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.
Article 9a Para. 4 EBG states:
Any company which is interested in carrying out rail traffic movements may apply for network access to a particular section of permanent way (train path) at a specified time. At least one month before commencing operations, the company must submit a network access permit or commission a railway undertaking to carry out the rail traffic movement. The railway undertaking carrying out the movement must submit a safety certificate by the time it commences traffic operations at the latest.
An agreement is not a pre-condition for being able to order train paths in Switzerland. The provisions issued by the TVS as regards applying for and allocating train paths apply irrespective of whether an agreement has been previously concluded.
Among other things, the IMs' General Terms and Conditions for use of the IMs include provisions on liability and termination. Please refer to the relevant IM-specific sections for information on the current versions.
The IMs' General Terms and Conditions for use of railway infrastructure (AGB-ISB) are available on the Internet.
Area of validity
The technical requirements listed in this section apply in principle to the entire track network. Further requirements for particular infrastructure facilities (e.g. fire protection requirements in specific tunnels) are set out in the annexes to section 2.4.1.
Accreditation body
The FOT is responsible for accepting rolling stock (obtaining the necessary operating permit/type acceptance). The legal bases are set out in the Swiss Railways Act, Swiss Railways Ordinance and Implementing Provisions to the Railways Ordinance (IP-RailO). The FOT publishes guidelines for the accreditation of railway vehicles and for the accreditation of historic railway vehicles.
Acceptance on foreign IMs' cross-border routes
Access to cross-border routes managed by foreign IMs (cf. Point 2.3.13.1) is subject to the respectively applicable regulations.
The relevant authorities (ANSF, EBA, EPSF, BMK, BAV) are responsible for approving vehicles for use. The FOT has concluded bilateral agreements with the EBA, the EPSF and the ANSF on matters governing cross acceptance as regards the approval of vehicles for use on cross-border routes. These agreements need to be revised as part of the 4th EU railway package.
Inspection of the technical network access conditions as per this section by the Technical Network Access (TNZ) department of SBB Infrastructure is part of the FOT's accreditation procedure and a strict requirement for access to the IM's track network.
The main focus of the investigative work is on making certain that the vehicles and SBB Infrastructure's equipment and systems are mutually compatible in order to ensure their safe and reliable interaction. The TNZ specifies, in consultation with the applicant (RU, vehicle manufacturer, independent testing body), those infrastructure requirements for which evidence of compliance must be provided and checks whether the conditions have been met and the relevant evidence has been furnished (particularly in the case of uniquely Swiss requirements, so-called national technical rules). The TNZ issues non-objection certificates (similar to a report) for each aspect as its formal comment on the evidence submitted and as confirmation of compliance with the infrastructure requirements (proof of compatibility):
Provisional non-objection certificates (for test runs)
Definitive non-objection certificates (for commercial journeys)
TNZ also supports the interested railway undertakings/vehicle keepers and manufacturers in matters relating to network access, i.e. from creation of the requirements specification through to acceptance of traffic. TNZ is authorised to attend the test journeys carried out by the railway undertakings at any time. It thus makes an important contribution to ensuring safe circulation of traffic and preventing operational disruptions.
The following technical and operational requirements must be met:
3.4.1.1 Train control equipment
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.
3.4.1.1.1 Minimum equipment with trackside signalling
Rail vehicles wishing to travel on the IM's network (excluding ETCS Level 2 routes) must be equipped with at least ETM-S (SIGNUM system) or ETM-M (SIGNUM and ZUB system). Every vehicle for which a type approval or an operating permit (initial registration) is sought must either be fitted with an ETCS train control system in accordance with Baseline 3 or must at the very least be prepared in such a way that a system can be easily installed subsequently.
Systems to be operated in conjunction with trackside signalling must at the very least have the following software versions:
ETM-M: Version 1.00
ETM-S: Version 1.00
ZUB 262 ct (DAZ version): Version 14* (note the BAV transition regulation)
ZUB 262 ct (MVB version): Version 14* (note the BAV transition regulation)
ZUB 262 (light variant): Version 15
3.4.1.1.2 Minimum equipment with cab-signalling
To travel on lines equipped with ETCS Level 2 (cab signalling), vehicles must have approved and functioning ETCS on-board equipment and have the correct crypto-keys loaded. You can find the relevant information on the FOT website.
3.4.1.1.3 Driving without sufficient train control equipment
As a general rule, all leading vehicles must be equipped with the Automatic Train Protection that is present on the infrastructure being driven on. If this is not possible (e.g. driving with historic rolling stock or test runs at overspeed), an exception permit must be obtained from the FOT, which has published a corresponding guideline.
The statement must be submitted to the infrastructure manager in order to process the exception permit. The infrastructure manager will do this within ten working days.
3.4.1.2 Wheel track interaction
Wheel/track interaction is based on the limiting conditions and limit values set out in the AB-EBV. An inspection is to be conducted taking into account the relevant Swiss legal provisions/specialities and in accordance with CEN standard EN 14363 (Testing for the acceptance of running characteristics of railway vehicles – Testing of running behaviour and stationary tests). The vehicles are to be inspected, in accordance with the standard, in their usual position in the train composition and with their buffer lubrication and couplings in a condition ap propriate for normal operation.
The following serve as guidelines and benchmarks:
Adherence to the limiting conditions and limit values set out in the AB-EBV
Internationally recognised standards (EN 14363, EN 15663, UIC 518, UIC 645)
The Swiss track network with its many very small curve radii 250 m ≤ R < 400m (test range 4 in accordance with EN 14363 and UIC 518)
Specific lines with a significant number of extremely small curve radii R < 250m in accordance with I-50127 (test range 5, not covered by EN 14363 or UIC 518)
Ensuring that points on tight curves can be traversed safely and without undue strain on the track and maintaining the minimum buffer overlap in accordance with I-50007
Minimum technically traversable radius (curve radius) in accordance with I-50007
Route classes (interface between the vehicles' maximum load and the infrastructure) in accordance with I-50064
Since type acceptance/operating permits only cover the primary safety-relevant aspects of a vehicle, BLS also assesses vehicle/route compatibility in terms of secondary safety-relevant points. In particular, additional proof is needed for the assessment for track fatigue limits. The following are explicitly mentioned, but should not be considered an exhaustive list:
Existing installations should be expected to include layouts that are not covered by the basic assumptions of vehicle licensing under EN14363. Please refer to R I-22046 Point 4.3.3 and Art. 17 para. 3.4.2.1 IP-RailO.
As regards trains that take curves at high speeds (tilting "N" class) and trains travelling in excess of 200 km/h on the Lötschberg Base Route, please refer to the additional axle load limits and pertinent rules (R I-20019, Technical conditions for the Lötschberg Base Route).
Further information can be found in the Route database by referring to columns 1207 ff.
Should vehicle/route compatibility investigations deal with routes on a modular basis, BLS reserves the right to introduce restrictions on certain routes or to block the entire module where it involves BLS Infrastructure routes. RUs should also refer to AB FDV I-30111, which shows routes with train class-related vehicle restrictions.
3.4.1.3 Interface between load limits of vehicles and infrastructure
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.
3.4.1.4 Pantograph/overhead linie interaction
Pantographs require component approval from the BAV in accordance with the BAV Guideline on the Acceptance of Railway Vehicles.
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)
3.4.1.5 Vehicle-mounted flange lubrication and top-of-rail conditioning
3.4.1.5.1 Flange lubrication
All rolling stock in use on the IM's track network must have flange lubrication ("Spurkranzschmierung"). Detailed requirements governing the lubricants to be used (especially with regard to their environmental impact), the required quantities and frequency of lubrication can be found in the Swiss Public Transport Association's Technical Rail Regulation 49410.
3.4.1.5.2 Vehicle-mounted flange conditioning (wheel tread/top-of-rail contact surface conditioning)
As yet there has been very little commercial trialling of vehicle-mounted top-of-rail conditioning in Switzerland. Such systems cannot therefore be used without further investigation. Accordingly, an assessment of the potential impact on the rail network by SBB Infrastructure's technical network access unit is required, as is approval by the FOT (significant change).
3.4.1.6 Electrical requirements for motive power units
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:
3.4.1.6.1 Requirements for input admittance
In order to reliably prevent the line-side converters of motive power unit converters, including the associated line-side converter controller, from generating network resonances and thus possibly rendering the traction current supply network unstable, the input admittance frequency response must be passive for any values above a defined threshold frequency. The corresponding requirements for input admittance of motive power unit converters and the specifications for motive power unit frequency response measurements are set out in SBB Regulation I-20005. This regulation is a binding operating rule within the meaning of Art. 12 para. 4g EBV.
3.4.1.6.2 Requirements for power limitations
In order to prevent failures arising from under- or overproduction in the case of special configurations of the traction power supply network, motive power units must be equipped with a frequency-dependent power limitation function in accordance with SBB Regulation I-55068. In order to prevent a power outage in the event of a weak power grid, e.g. where there are long supply bypasses or special circumstances such as failure of a substation, motive power units must be equipped with a voltage-dependent power or current limitation function in accordance with SBB Regulation I-50069. The regulations are binding operating rules within the meaning of Art. 12 para. 3g EBV for vehicles accepted for operation since 1 January 2011. For older motive power units, the aim is for these functions to be added within the context of general software updates.
3.4.1.6.3 Compatibility with track-release systems
Adherence to EN 50238 will ensure the compatibility of all rolling stock with track-release systems. This standard is divided into three sections: process (EN 50238-1, formerly EN 50238), parasitic currents (CLC/TS 50238-2) and magnetic interference (TS 50238-3).
More detailed documents exist which set out specific Swiss characteristics supplementing the provisions of CLC/TS 50238-x. These are:
SBB Regulation I-50097 on parasitic currents and
SBB Regulation I-50098 on magnet interference.
All rolling stock with electronic equipment on board (and in particular static convertors with output of 500 W or higher) must be able to prove compliance for all parts of that equipment with EN 50238, I-50097 and I-50098. Depending on the vehicle and the operational concept, proof of compliance obtained abroad on a 15 kV/16.7 Hz system (and, as necessary, 25 kV/50 Hz for certain of SBB Infrastructure's cross-border routes) may also be presented for EN 50238 parts. Details of any CLC/TS 50238 parts that are not yet complete are contained in in I-50097 und I-50098.
3.4.1.6.4 Energy measurement (with energy measurement systems)
The specifications concerning energy measurement systems for calculating actual power consumption according to NZV are defined in Annex 3.4.1.6.4 to the NWS.
If the railway undertaking renounces the use of energy measurement systems for measuring power consumption, invoices will be based on the flat-rate fees published in the List of Services (calendar year 2022 / calendar year 2023).
3.4.1.7 Communication devices
The reference documents for GSM-R are those TSI CCS specifications based on the GSM-R baselines which are currently applicable within Switzerland.
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
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.
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)
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.
3.4.1.8 Brakes
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.
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.
3.4.1.9 Sanding (greater adhesion)
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.
3.4.1.10 Aerodynamics
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.
3.4.1.11 Negotiating curves at high speed
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.
3.4.1.12 Intervention (rescue/rerail of trains)
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 in accordance with I-50131 (Operational intervention requirements governing the registration of new rail vehicles) 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.
3.4.1.13 Vehicle type and determining the vehicle price
3.4.1.13.1 Applying for a new vehicle type
Before a new vehicle or one which has been subjected to technical modifications is introduced onto the IM's network, it must be assigned a j type. Journey time calculations for train path planning and other operational systems are based on this. Values for the vehicle's dynamics must be submitted to SBB Infrastructure for this purpose. The exact procedure is explained online under Rolling Stock Data.
3.4.1.13.2 Determining the vehicle type
Determining the vehicle price includes the option of applying the basic pricing element of wear and tear when calculating the train path price; see also Point 5.3.1. The exact procedure can be found online under Determining the Vehicle Price.
In the case of unknown vehicles or those that have not been priced, standard values are used for billing.
3.4.1.14 Emergency brake neutralisation and toilet systems
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.
SOB 3.4.1.14
Vehicles must be equipped to prevent stopping in tunnels, galleries or on bridges in the event of emergencies (e.g. emergency brake overrides). Where this is not possible, RUs must ensure that emergency braking in tunnels can be prevented manually (e.g. by customer attendants).
Closed toilet systems are not required.
3.4.1.15 Noise from parked vehicles
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:
(Tone content)
(Pulse content)
Heating/ventilation/air conditioning systems
Cooling systems: Fans
Cooling systems: Pumps
Preparing trains for service
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.
3.4.1.16 Service vehicles
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).
The BAV is responsible for approving staff. All application documents must be submitted to the FOT.
The provisions regarding exceptional consignments (aS) are set out in the following documents:
Implementation regulation FDV Infrastructure I-30111 and associated regulations
Exceptional consignments are divided into two categories:
those not requiring Infrastructure to take operational measures
those requiring Infrastructure to take operational measures (security measures at the signal box)
An individual, case-by-case processing time applies to heavy goods consignments not covered by the provisions of UIC leaflet 700 This should be agreed depending on the type of heavy goods consignment or else settled on a case-by-case basis.
At all events, we ask you to make early contact with the office listed in the address list so as to apply for an exceptional consignment approval number.
Exceptional consignments require time to prepare and plan; this will be billed as an additional service. The relevant provisions are set out at Point 3.13 in the List of Services (calendar year 2022 / calendar year 2023).
The FOT will authorise RUs to transport exceptional consignments by issuing a "freight traffic" type safety certificate; RUs must submit the relevant CIS/ZIS data. Measurement and test runs with special train numbers not including CIS/ZIS are excepted from these provisions. The IM and/or the TVS reserve the right to contact the FOT if these directives are not observed.
The provisions relating to train path applications for exceptional consignments can be found at Points 4.7.1, 4.5.3.4 and 4.2.7.
Transporting dangerous goods is governed by the RSD Ordinance (Ordinance on the Carriage of Dangerous Substances by Railway or Cableway/SR 742.412), by I-50026 (Network access: dangerous goods directives) and by I-50062 (restrictions on the transport of dangerous goods which are classified under chlorine as the main substance).
Parked dangerous-goods block trains must be inspected in accordance with Directive I-50026 and reported to the network management. Should the railway undertaking fail to conduct the required inspection for block train loads of dangerous goods, it will be sent a one-time reminder by the infrastructure manager via e-mail. If there is still no inspection within the grace period specified by the infrastructure manager, the latter may commission the inspection at the expense of the railway undertaking.
The provisions relating to the ordering of train paths for trains carrying dangerous goods are set out at Points 4.2.7 and 4.7.2.
Instruction W-2017-402 "SOB IM requirements for the transport of dangerous goods and other liquids hazardous to water" applies to the transport of dangerous goods on SOB Infrastructure's network.
3.4.5.1 Measurement runs
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.
3.4.5.2 Test runs and special train movements
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.
Furthermore, the provisions of Regulations I-30023, D I-B 06/18 and I-50221 must be observed for test runs on SBB Infrastructure's network. Contacts can be found in the address list.
Furthermore, D I/B 32/13 (Test runs) must be observed for test runs on the BLS network. Contact persons can be found in the address list.
This section defines the procedures for allocating capacity.
The definitive legal provisions for ordering and allocating train paths and additional services can be found in the Railways Act (EBG; especially Articles 9a and 9b), in the Rail Network Access Ordinance (NZV; Section 4 in particular) and in the FOT's Ordinance on Rail Network Access (NZV-BAV). This list is by no means exhaustive.
The deadlines for ordering train paths and additional services are set and published by the FOT.
Using the interoperable, standard-gauge rail networks within Switzerland is only permitted if the appropriate train paths have been ordered and allocated. In order to ensure coordination with other train movements, this also applies to infrastructure managers (IMs) if they are intending to use their networks for their own internal operations (e.g. for special service trains) or if they need to use parts of the network for their own purposes (e.g. parking of vehicles in marshalling yards).
This requirement to order train paths is irrespective of how frequently and regularly they intend to use the network. Train paths must be ordered both for regularly operating trains and for one-off train movements.
Applicants do not necessarily have to be in possession of a network access permit (see Point 3.2.3), a safety certificate (see Point 3.2.4) and a network access agreement (see Point 3.3.2) at the time a train path is applied for and allocated. One month at least before commencing operations, the applicant must either submit a track access permit or instruct a railway undertaking (RU) to carry out the rail movement. The safety certificate must have been issued at the very latest by the time rail operations commence (Art. 9a, Para. 4 EBG).
If a train path which has been ordered and definitively allocated cannot be used because the network access permit, the name of the RU tasked with carrying out the operation, the safety certificate or the network access agreement have not been submitted in time, the TVS will withdraw the allocated train path from the applicant. The applicant will be liable to compensate the IM in accordance with the IM's relevant service catalogues.
In addition to the networks listed in Point 1.1 – and on the basis of treaties or bilateral agreements between the infrastructure managers and subject to the relevant foreign legislation – these provisions apply to the following routes:
from the border in the Simplon tunnel to Domodossola
from Pino-Confine to Luino
from Les Verrières-Frontière to Pontarlier
from Boncourt to Delle
and from Chêne-Bourg to Annemasse.
However, these provisions do not apply to the SBB routes:
from Vallorbe to the border in the Mont d'Or tunnel
from Le Locle-Col-des-Roches to the border in the Col-des-Roches tunnel
and from La Plaine to the border.
SNCF Réseau's conditions apply to these three routes.
The route from Stabio to the border is subject to RFI's conditions.
See also Point 4.2.4 regarding train paths for cross-border traffic.
Train paths can be ordered for the annual or interim timetables. A simplified diagrammatical representation of the individual phases involved in ordering a train path is given below; the paragraph number where the relevant phase is explained is also given.
The table and chart below illustrate the Swiss ordering procedures set against the international time axis. The meanings of the terms used are also explained.
Technical diagram (NeTS)
RNE/TVS
Receipt of order and allocation
Annual timetable
up to application deadline
Regular-service train path
in acc. with order of priority
after application deadline
after definitive allocation
Interim timetable
Annual timetable update (JUP)
Regular-service train path with special feeder train if necessary
Short-notice orders for special trains
Short term plan
Special event train
Operational orders for special trains
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.
4.2.3.2 Train path studies within the time horizon before B1-BV3
Train path studies are to be submitted using the "Train path study order form".
4.2.3.3 Train path studies within the BV4a time horizon
Train path studies are to be submitted using the NeTS-AVIS ordering tool.
4.2.3.4 Train path studies within the BV4b and BV5 time horizons
No train path studies are envisaged within the time horizons for the 4b and 5 ordering procedures.
4.2.3.5 Binding nature of train path studies
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.
4.2.3.6 Option of having the TVS monitor the conduct of studies
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).
Two ordering tools are available when applying for train paths on the Swiss standard-gauge rail network:
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.
Catalogued corridor train paths are ordered and allocated as set out in the procedures and provisions for the Rhine-Alpine and North Sea-Mediterranean freight corridors. Details can be found in Book 4 of the respective corridor information documents, which are published on the websites of those corridor organisations (www.corridor-rhine-alpine.eu, www.rfc-northsea-med.eu).
4.2.5.1 Catalogued train paths for freight traffic corridors
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.
4.2.5.2 Ordering and allocating
The provisions for the Rhine-Alpine and North Sea-Mediterranean freight corridors apply to the ordering and allocating of catalogued corridor train paths.
Train path catalogues as defined in EU Directive 2012/34 (Art 40, Para. 5 and Annex VII, Point 4) are available for freight traffic on the north-south Gotthard and Lötschberg-Simplon axes.
Train path catalogues are published from mid-January onwards on the TVS website (keyword: Documentation, "train path catalogues and remaining capacity"); they show which train paths are available for transalpine freight traffic in the forthcoming annual timetable. The times specified in the train path catalogues for border stops and shift changes should be taken into account when requesting train paths. Ordering border stops that exceed the guideline times is possible but doing so will put an excessive strain on the capacity of the nodal point. If it comes to conflict resolution, these applicants will be expected to show greater flexibility.
The train path catalogues published on the TVS website (keyword: Documentation, "train path catalogues and remaining capacity") will show what residual capacity is available in the interim timetable. They serve as a planning aid for train path orders in the current timetable. Updates are usually published at the internationally coordinated dates for annual timetable updates.
The essential information set out in the following paragraphs is required when ordering train paths, which are mainly ordered via NeTS-AVIS.
As well as the train path order, information on the train composition should also be provided. The relevant provisions are set out in the NWS annex "Data provision" (in accordance with section 6.3.1).
4.2.7.1 Basic services: data required
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
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 process (HP) 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)
Trusted route ('Gong' trains, i.e. freight trains without noteworthy border stops)
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 Vmax
Connections and waiting periods (recorded in separate system)
4.2.7.2 Basic services, background and reference documents
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.
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
Further information can be found in the NWS appendix «Derivation of Order Attributes».
4.2.7.3 Basic services with special features
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*]).
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
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.
The following exceptions are permitted when applying Point 4.2.7.3:
Passenger services:
Additional trains such as
Double service provision,
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
4.2.8.1 Additional services, details required
Service type / type of additional service ordered
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)
4.2.8.2 Additional services, directives to be observed
The information required according to the "Form for ordering additional services".
RailCom is responsible for resolving complaints in connection with network access. RailCom can, by virtue of its official status, initiate investigations if it is suspected that network access is being prevented or not being granted in a non-discriminatory manner.
IMs plan maintenance and upgrade work as part of the process of producing the network timetable. The basis for doing this is set out in the network usage plan (NNP). Essentially, applicants will be informed at the earliest possible time. Applicants' interests will be incorporated into this planning process and taken into account as far as possible.
The network usage plan (NNP) will identify the following reductions in train paths over the planning horizon (guideline indications):
Continuous closures (total or individual track closures) lasting at least 30 days
Repeated, identical individual closures lasting at least 30 days
To an extent, shorter possessions with major implications for capacity
The NNP will not include all temporary capacity restrictions. In some cases, these will only be scheduled after the deadline for applying for train paths. Art. 11b NZV specifies the deadlines within which the IMs must publish temporary capacity restrictions for undertaking construction work. Art. 10 NZV-BAV governs the procedure which applies in the event that the number of train paths for each type of traffic guaranteed in the NNP per standard hour can no longer be implemented during the capacity restriction.
In the case of temporary capacity restrictions which are not fully taken into account in the NNP, an amicable solution will be sought with the applicants concerned.
If no amicable solution can be found, the train paths will be allocated to the different traffic types, based on the NNP as far as possible. Thus as a first step, and for as long as the capacity restriction lasts, any applications for train paths will not be considered which, during the period when there was no capacity restriction, exceed the guaranteed number for each traffic type and take up residual capacity.
If available capacity is still insufficient for allocating train paths in accordance with NNP rules, the IM may, for the duration of the capacity shortage, adjust the number of train paths envisaged and their suitability for each type of traffic as regards both the affected route and any diversionary routes being considered. Train paths will be allocated in accordance with the provisions at Points 4.5.1 ff of this Network Statement.
If, at the time that train paths are being allocated as part of the annual timetable process as per Point 4.3.1, temporary capacity restrictions have been announced, but it has not yet been possible to make definitive plans for the specific impact these restrictions will have on individual train paths, applicants will be allocated train paths subject to appropriate reservations.
Applicants will be informed in writing of any maintenance or upgrade work that will affect train paths that have already been allocated.
The same provisions apply as in Point 4.3.1.
The TVS will draw up a framework capacity statement. Applicants and IMs may conclude framework agreements in accordance with Art. 12b NZV.
Route section
Capacities allocated
in framework agreements
Free capacity for framework agreements
At present the IM is not offering any framework agreements.
4.5.1.1 Deadlines
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).
4.5.1.2 The Swiss ordering procedure for the annual timetable
RNE / TVS
4.5.1.3 Train path request
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").
Train paths will be officially allocated in each case in accordance with the relevant national provisions.
4.5.1.4 Requesting and allocating additional services
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, "Other documents").
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, "Other documents").
4.5.1.5 Allocation of unused capacities
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.
4.5.1.6 Definitive train path orders and allocation
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.
4.5.2.2 Swiss ordering procedures, interim timetable
4.5.2.3 Train path applications
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.
If a train path ordered for the interim timetable conflicts with previously allocated train paths, the IM will, where possible, offer alternatives to the company ordering the train path. If no adequate alternatives are available or if these are not acceptable to the company ordering the train path, the TVS will judge how the conflict is to be resolved. Depending on the nature of the conflict, the TVS will invite the applicant concerned together with the IM to a conflict resolution meeting under its chairmanship. Train path orders for standard train paths within the current year will be allocated or, as the case may be, rejected by the TVS. Orders following an offer of a train path must be received by the IM at least three (3) working days before the date on which the service is due to run.
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.
4.5.3.2 Swiss ordering procedures, short-notice timetable
Operational orders
for special trains
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.
4.5.3.4 Exceptions
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 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.
4.5.4.1 The principles: blank orders (orders with no content) are prohibited
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.
4.5.4.2 Multiple orders for the same transport task
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.
4.5.4.3 Obligation to participate in the coordinating procedure
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.
4.5.4.4 Additional services
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:
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.
Additional services which are not directly linked to a basic service will be allocated in the following order of priority:
Additional services for requirements for which – for technical reasons – no alternatives can be offered.
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.
4.5.4.5 Catalogued corridor train paths for freight traffic
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).
As part of the coordination procedure, applicants will, where possible, be offered alternative paths that differ from those originally requested. In the interests of optimising the use of infrastructure capacity, the TVS may require each applicant to show flexibility, both as regards passenger and freight traffic, if this will allow additional train path applications to be met. As far as possible, connections within a coordinated public passenger traffic or freight traffic transport chain should be assured. As regards regular clockface passenger services, this affects connections between trains with a clockface frequency of up to (and including) a half-hourly interval. As regards trains that add to capacity between the half-hourly services, the degree of flexibility expected goes above and beyond guaranteeing connections.
If no agreement can be reached during the coordinating procedure, train paths will be allocated on the basis of the provisions of the EBG, NZV and NZV-BAV in accordance with the rules set out below:
4.5.5.1 Conflict resolution when allocating train paths based on the network usage plan (NNP)
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.
4.5.5.2 Order of priority
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:
Conflicts between orders exclusively involving passenger traffic
Applications submitted under a framework agreement (Art. 12c Para. (2) Letter (a) NZV)
Applications for regular clockface passenger traffic.
Trains which deliver a higher contribution margin for each train path application concerned
Conflicts between orders that do not exclusively involve train paths for passenger services.
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.
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.
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.
4.5.5.3 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:
Locomotives in productive use;
Reserve locomotives;
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).
If the TVS is unable to consider applications for train path allocations due to insufficient capacity on a route, or if it is reliably foreseeable that this will be the case, it will declare the route in question to be congested. The TVS, together with the affected IM(s), will carry out a capacity analysis so as to ascertain what has caused the bottleneck which has led to the route being congested. Depending on the cause and the duration of the capacity shortfall, the TVS will arrange possible short- to medium-term remedies. Furthermore, the TVS may withdraw train paths and allocate them to another applicant if the train path on the congested route is being used to a lesser extent than the published network access conditions may stipulate (Art. 12 Para. 4 NZV).
The statements above apply both to routes and nodal points as well as to basic and additional services.
All current congestion notifications together with the corresponding capacity analyses are published on the TVS website (keywords "News / Data Library").
Within the ordering procedures BV1 to BV4a (annual timetable and annual timetable update JUP), train path applications for scheduled trains which include exceptional consignments not requiring operational infrastructure measures will only be processed if a corresponding exceptional consignment approval number has been issued in accordance with Point 3.4.3.
Exceptional consignments involving operational infrastructure measures are to be ordered under the BV4b ordering procedure (short-notice orders for special trains) stating the relevant exceptional consignment approval number, either by:
ordering train paths for special trains and using a transport plan or
just using a transport plan if trains have already been ordered.
They are to be ordered using the NeTS-AVIS ordering tool in the interim timetable while following the requirements at Point 4.2.7.
Point 4.5.3.4 sets out the ordering deadlines.
The provisions for the carriage of dangerous goods can be found at Point 2.4.3.
The details provided when applying for or ordering a train path (see Point 4.2.7 ff) are binding. Any subsequent changes to these details by the applicant must be made using the ordering tool and must be in the form of a cancellation and a new order. Exceptions to this rule are changes that have no impact on the train path and which do not require cancellation and reordering.
Train paths may not be sold nor transferred to another company (Art. 9a, Para. 5 EBG). The contract under which an RU is instructed to carry out the rail movement on behalf of another company does not count as selling or buying train paths.
IMs should reduce the need for changes to train paths to a minimum. However, IMs may need to change a train path for the following reasons:
If they become aware of the implications, the unexpected postponement, the shortening or extension of a temporary capacity restriction which has already been announced.
Capacity restrictions which occur as a result of force majeure.
The need to adjust already allocated train paths due to receiving lower-priority applications.
If the IM decides to include in the timetable any lower-priority applications it receives and if this affects train paths which have already been allocated, the agreement of those applicants affected must be obtained.
The IM will inform applicants without delay as soon as a change to a train path appears likely. IMs will offer alternative train paths whenever possible. When doing so, they will take account of the original application and of the applicants' commercial and operational needs.
Any train paths that are not needed must, without fail, be cancelled using the ordering tool; if train paths have already been arranged, a cancellation must be requested. If a train path is neither cancelled nor a cancellation requested, then the train movement which is not carried out will be billed based on standard rates; see also Point 5.6.3.
Train paths which have been definitively allocated must be cancelled using the appropriate ordering tool. The precise terms and conditions for waiving the use of definitively allocated train paths (basic and additional services) can be found at Point 5.6.4. Different provisions may apply to congested routes as per Point 4.6 for both definitively and provisionally allocated train paths.
If cross-border train paths are not used, this must be coordinated and agreed with any non-Swiss partner RUs. When cancelling, the agreements made with partner RUs must be quoted in the ordering tool under "Notifications" (e.g. "Project is not being implemented" or "Train paths on the non-Swiss routes have been cancelled by the partner applicant").
If allocated catalogued corridor train paths are cancelled, the provisions of the Rhine-Alpine or North Sea-Mediterranean freight corridor will take precedence over national provisions (www.corridor-rhine-alpine.eu, www.rfc-northsea-med.eu).
To optimise the use of existing infrastructure capacity by harmonising the train path allocation process at international level, including its general parameters.
The TTR process is based on the following components:
The network usage concept (NNK)
The network usage plan (NNP)
Temporary Capacity Restrictions (TCR)
Annual planning
Continuous planning
Ad-hoc planning
It is expected that the capacity strategy for the annual timetable 2025 will be published on the RNE website in June 2022.
4.9.3.1 Notifying Capacity Requirements
In Switzerland, capacity requirements are registered in accordance with the NNK and NNP processes.
4.9.3.2 Capacity Model
The capacity model is based on the NNK and the NNP.
4.9.3.3 Capacity Provision
Remains vacant at present.
The EU member states offer services according to Annex 2 of Directive 2012/34/EU in the form of a minimum access package, additional services and ancillary services. In contrast, in Switzerland basic services, additional services and ancillary services are defined in the Rail Network Access Ordinance.
For this reason, the contents of this chapter are not directly comparable with those of Network Statements from other countries. Further information can be found in the joint List of Services of the infrastructure managers (calendar year 2022 / calendar year 2023).
According to Art. 18 NZV , the charge for using the infrastructure is referred to as the 'train path price'.
The train path price is made up of the basic and additional services. Ancillary services not associated with network access make up a third price element.
The basic services are based on the provisions set out in Art. 21 NZV and are divided into basic price, contribution margin and electricity price.
They comprise use of the train path (in the quality specified), including train operating services, power supply from the contact wire, the safe and punctual management of operations including the necessary telecommunications and IT services, use of tracks by trains in unchanged formation for freight operations and, for passenger services, the provision of a track with a platform including access to public facilities.
If the data as listed at Point 4.2.7 and in NWS Annex "Data provision" are missing or incorrect, this can result in standard values according to the List of Services (calendar year 2022 / calendar year 2023) being applied when charging the basic price for wear and/or power consumption.
The statutory provisions relating to all elements affecting the basic price are set out in Art.19 and 19a ff NZV. The basic price must cover the marginal infrastructure costs.
Various incentives and product-related factors (e.g. wear, demand for a train path, quality of a train path, stopping surcharges, environmental impact, ETCS, traction equipment, cancellation fees) can result in different prices for different trains. In this connection, the provisions set out in the NWS Annex "Data provision", in particular, should be observed.
The statutory provisions relating to the contribution margin are set out in Art. 20 NZV.
The statutory provisions relating to the electricity price are set out in Art. 20a NZV.
Additional important provisions about installing, registering and using energy metering systems so that the effective electricity consumption can be billed can be found in Point 3.4.1.6.4 and also in the associated Annex "Energy measurement systems".
The legal provisions relating to additional services can be found in Art. 22 NZV.
The prices for additional services are based on the provisions set out in Section 3 of the List of Services. Responsibilities for movable materials in this context are as follows:
RUs: brake bars, stop blocks, stop block plates, earthing rods, preheating panels, water hoses
IMs: preheating system incl. cables, hydrant
According to Art. 23 NZV, RUs may buy in services from companies other than the IMs at freely negotiated prices. These do not come under the principle of discrimination-free network access and include, for example, distribution services, luggage handling, rectification of faults if this does not impede operations, small-scale maintenance, large-scale maintenance, vehicle cleaning and telecommunications and IT services that do not affect the train route itself.
If a train path is cancelled, the procedure set out at Point 3.1 of the List of Services will apply.
Fee is not charged.
Train paths which are not used will be charged for in accordance with Point 5.3.2 of the List of Services.
Incentives and discounts are defined at Point 2.2 ff of the List of Services. They include:
Diesel traction supplement
Freight traffic dangerous goods supplement
Freight traffic low-noise bonus
ETCS discount
Discount for trains with reinforced traction
Discount for long trains > 500m
The IM uses the EFA (Erfassung Fahrplanabweichung) IT application (previously ErZu) to assign delays to incidents which caused them. However, no bonus/malus system is applied on the IM's network.
We reserve the right to make changes to the statutory services and prices. The applicable prices are defined in the List of Services; where necessary, they will be adjusted to conform with the legal framework conditions.
Invoices will issued by the IMs after prior approval by the TVS.
This section contains a summary of the operational provisions which are to be observed on the IM's network.
The FOT publishes the rail service regulations (FDV), based on Article 11a EBV. These apply to all RUs that use the Swiss railway infrastructure. They comprise the safety rules for all movements by rail.
They can be accessed at bav.admin.ch – Rechtliches – Rail Service Regulations (FDV).
To supplement the rail service regulations, railway companies (RUs and IMs) issue implementing provisions, operating regulations and technical and operational recommendations in accordance with Art. 12 and 12a EBV.
The most important IM provisions are:
I-30111: Implementing provisions to the Rail Service Regulations – AB FDV Infrastructure
I-30121: FDV implementing provisions, local provisions for train movements and shunting manoeuvres
I-30131: RADN block tables
PDFs of all the regulations relevant to network access at SBB can be downloaded from the Internet. Some can also be found at vorgaben.sbb.ch.
The LIDI-R electronic document distribution system ensures that RUs are notified of changes. Notification of the imposition and lifting of speed restrictions is given by e-mail.
Hard copies (paper versions) of individual regulations can also be obtained for a fee. An order form is available. Subject to change.
Please contact the IMs' contacts listed in Point 1.6 if you have any questions.
All regulations relevant to access to the BLS network can be found on BLS's website.
All regulations relevant to access to the SOB network can be found on the SOB station portal.
Article 11a EBV states that on routes close to borders, the FOT may deem that the neighbouring country's rail service regulations apply. For example, for Italian RUs operating from and to Chiasso (the Viaggiatori and Smistamento station sections), the regulations, i.e the RFI's Fascicolo di Linea 25 published in the relevant Italian IM's directory, will apply1.
1In accordance with the agreement between the Federal Office of Transport (FOT) and the Agenzia Nazionale per la Sicurezza delle Ferrovie (ANSF) of 8 July 2014 concerning sections of the Swiss and Italian rail networks between the national borders and border stations as well as access to these sections.
Rail traffic on the IMs' networks is managed by operations control centres and at local level wherever signalling has not been centralised. Non-centralised routes are generally not open 24 hours a day (see Point 2.5.1).
Data provision
In order to provide the various infrastructure services (train control, customer information and intervention) needed to deliver an efficient railway system and to ensure that train path charges (basic charge for wear and tear and traction power consumption) are correctly billed to those RUs which use these services, RUs must also supply train-related data to the IM's CIS/ZIS, FOS and Erex systems. The relevant provisions are laid down in NWS Annex "Data provision".
SBB Infrastructure is convinced that physical proximity to its rail production partners will enable it to deliver the best possible service to its customers, particularly as regards disruption management.
Consequently, it can, on request, provide all IMs and RUs with special workstations for rent in control rooms of its operational premises. The rental price includes the use of a professional control centre workstation (ergonomic desk with office swivel chair, drawer unit, remote ICT workstation with two rows of four monitors, mouse and keyboard) and associated services (e.g. use of cloakroom and catering facilities, regular cleaning and workstation maintenance and support). All services, rights and obligations are described in detail in a service level agreement (SLA).
For further information on requirements and terms, please contact verkauf@sbb.ch.
Normal operation is based on the provisions set out in the regulations related to track access and on the RUs' operating regulations.
If operations are disrupted, IMs are obliged to inform RUs. So as to remedy the disruption and keep public transport running, the IMs and RUs are obliged to provide each other with mutual assistance in the form of information, staff and resources.
6.3.3.1 Principle applied where there are implications for domestic traffic
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.
6.3.3.2 Principle applied where there are implications for international traffic
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.
6.3.3.3 Early or delayed international freight trains
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.
The Train Information System operated by RailNetEurope (RNE TIS) collates real-time information on international trains in one place. The relevant data are supplied to the RNE TIS by the participating IMs and merged into a single cross-border train movement. RUs and terminal operators can apply for access to the system at no charge under tis.rne.eu and participate in RNE TIS Advisory Board meetings.
Info-Hub PT and Rail4 offer modern standardised solutions for exchanging data on train path production with other licensed transport companies and for obtaining such data from them. Further information is available at bahninfrastruktur.sbb.ch.
This section contains location-related information on installations and facilities (service facilities) where additional services and servicing can be obtained in accordance with the Rail Network Access Ordinance.
Free access to service facilities in Switzerland is governed by the Rail Network Access Ordinance NZV and Goods Carriage Ordinance GCarO. The equivalent legislation for EU Member States is Implementing Regulation EU 2017/2177.
Access and use conditions can be downloaded from the Rail Facilities Portal. Alternatively, the document template developed by the RNE can be used. This can be found at rne.eu/network-statements/, in the section Common Template for Service Facilities.
The European Rail Facilities Portal, Common Template for Service Facilities and individual points in this section are divided into six sections:
Details of the services
Service facility locations and, in some cases, access and use conditions can be found on the European Rail Facilities Portal. Full information can be obtained from the designated IM contacts.
Remains blank.
A full list of passenger stations is available on the Open data platform mobility Switzerland.
7.3.2.2 Type of service
Use of stations and stops forms part of the basic service under NZV.
7.3.2.3 Details of the services
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.
7.3.2.4 Charges
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.
7.3.2.5 Access conditions
Access conditions are based on the provisions of Points 3.2 and 3.3.
7.3.2.6 Capacity allocation [TVS]
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.
Furthermore, local site and usage rules must be observed when using loading facilities.
Capacity at passenger stations is allocated by ordering the additional service in accordance with Point 4.2.8.
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.
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.
Capacity in marshalling yards and train formation facilities 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.
7.3.6.6 Capacity allocation
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 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.
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.
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.
7.3.10.1 General information
The locations of the IMs' refuelling facilities can be found on the Rail Facilities Portal.
7.3.10.2 Type of service
The use of refuelling facilities is subject to the service provisions under NZV; see also Point 5.5.
7.3.10.3 Details of the services
Details of the services available at refuelling facilities can be obtained on the Rail Facilities Portal or from the contacts listed there.
7.3.10.4 Charges
7.3.10.5 Access conditions
7.3.10.6 Capacity allocation
Capacity is allocated in accordance with the relevant provisions set out on the Rail Facilities Portal.