Guidelines for Freight Corridor Traffic Management

Guidelines for Freight Corridor Traffic Management Guidelines for Freight Corridor Traffic Management Delivered by Approved by Traffic Management Project group RNE General Assembly December 5 th 2012 RailNetEurope Oelzeltgasse 3/8 AT-1030 Vienna Phone: +43 1 907 62 72 00 Fax: +43 1 907 62 72 90 mailbox@rne.eu www.rne.eu Updated 2012-10-31 Page 1 of 32

Guidelines for Freight Corridor Traffic Management Content Abbreviations and Glossary... 3 1 Introduction... 4 2 Conditions and thresholds for coordination procedure... 6 2.1 General considerations... 6 2.2 List of items influencing the conditions and thresholds for coordination procedure... 6 2.3 Type of information... 7 2.4 Definition phase... 7 2.5 Procedures and actors involved... 8 3 Supporting tools... 9 3.1 Overview... 9 3.2 Examples of possible improvements in TIS... 10 4 Catalogue of messages and communication flow rules... 11 4.1 Communication flows... 11 4.1.1 Train-related information... 11 4.1.2 Network-related information... 18 4.2 Message templates... 19 5 Coordination procedures: operational scenarios... 21 6 Involvement of Railway Undertakings, Terminal Managers and Corridor Management Advisory Boards... 22 7 Annexes... 23 7.1 Message templates... 24 7.1.1 Single train information... 24 7.1.2 Incident advice... 25 7.1.3 Event advance notice... 27 7.2 Best practices... 29 7.2.1 ÖBB s operations disturbance management concept (ODMC)... 30 7.2.2 Operational protocol agreement for the Torino Modane line... 31 7.2.3 Annex 4 to the agreement between RFI and SBB infrastructure description of the communication flows between SBB, BLS and RFI in case of regular and disturbed traffic on the Iselle-Domodossola line... 32 Updated 2012-10-31 Page 2 of 32

Guidelines for Freight Corridor Traffic Management Abbreviations and Glossary RFC MB IM RU AG TIS TAF/TAP TSI UIC TCCCom Rail Freight Corridor Rail Freight Corridor Management Board Infrastructure Manager Railway Undertaking Advisory Group Train Information System (formerly Europtirails) Technical Specifications for Interoperability for Telematic Applications for Freight / Passengers Union Internationale des Chemins de Fer Traffic Control Centres Communication Updated 2012-10-31 Page 3 of 32

Guidelines for Freight Corridor Traffic Management 1 Introduction The present document s aim is to set up an overall framework of standard procedures and tools supporting traffic management along the Rail Freight Corridors. These procedures represent the fulfilment of the following requirements contained in the so-called Freight Regulation (EU Reg. 913/2010):» Art.16:Traffic management 1. The management board of the freight corridor shall put in place procedures for coordinating traffic management along the freight corridor. The management boards of connected freight corridors shall put in place procedures for coordinating traffic along such freight corridors. 2. The infrastructure managers of the freight corridor and the advisory group referred to in Article 8(7) shall put in place procedures to ensure optimal coordination between the operation of the railway infrastructure and the terminals.» Art.17:Traffic management in the event of disturbance 1. The management board shall adopt common targets for punctuality and/or guidelines for traffic management in the event of disturbance to train movements on the freight corridor. 2. (...) The Member States governments, with the support of national Infrastructure Managers and Allocation Bodies, are of course responsible for the fulfilment of the Regulation as a European legislative instrument. Nevertheless, as RailNetEurope (afterwards RNE) has been active for years in many of the fields covered by the Regulation and with many of the tasks that the Regulation assigns to stakeholders, RNE has decided to become a service provider of choice. The provision of this document is one of the services that RNE is offering to the Corridor Organisations and their members IMs. It has been achieved within the framework of an ad hoc Work Package (Traffic Management WP), carried out by a working group set up on purpose. This working group has analysed by which means the requirements of the Freight Regulation should be fulfilled and to which extent the already-existing traffic management rules and procedures applied in the different networks could be aligned with each other. The conclusion of this analysis is that the main field of action for the described task is the standardisation of communication procedures. Exact knowledge about the state of the traffic is the basis for taking correct traffic management decisions, both for RUs and IMs, and for estimatingt the possible development of the situation in case of disturbances. The coordination of rules for the actual decision-making process is considered less useful as they are both not strictly necessary and not easy to harmonise. Nonetheless, the working group has elaborated a general proposal in this field (Chapter 5). As already stated the focus of this document is the standardisation of communication tools and procedures. An important preliminary observation needs to be made. In today s normal traffic management business, bilateral or multilateral cross-border communication procedures already exist. In such cases, especially where the procedures have proved to be effective and efficient, it is not advisable to change them. Therefore the procedures suggested in the present document must only be considered mandatory where no rules exist or where they represent an improvement to the existing situation. Finally, when it comes to traffic management, unlike other Freight Regulation topics in the operational field, it is not possible or even advisable to distinguish between types of traffic, or to apply the agreed processes only to the traffic belonging to the freight corridor. Therefore it is recommended to apply the presented tools and procedures to all cross-border traffic. Updated 2012-10-31 Page 4 of 32

Guidelines for Freight Corridor Traffic Management In the following chapters, an overview of the communication flow processes, of the needed support tools and of the conditions under which such procedures can be applied is given. The main strategy is to improve already-existing means in order to ensure that all communication needs are fulfilled, and that the used tools are integrated and user-friendly to the maximum extent possible. To this end, the following have been used as a basis for the presented task:» Train Information System (TIS): a web-based application monitoring international traffic in real time and providing historical information through its reporting function; not all involved parties are currently using this tool, but a roll-out to other partners is planned;» Traffic Control Centres Communication (TCCCom) Guidelines: the TCCCom project aimed to improve the communication between cross-border dispatching centres. The current outcomes of the project consist of, among other things: A tool providing a multilingual exchange system The results of three pilot tests carried out on several bi-lateral connections. Both of the already-existing tool/procedures described above have been used as a basis for the drafting of the present Guidelines. Nevertheless, for further information about individual IT tools, reference to the appropriate documentation should be made 1. 1 For TIS: http://www.rne.eu/tis.html; for TCCCom: http://www.rne.eu/tcc-communication.html Updated 2012-10-31 Page 5 of 32

Guidelines for Freight Corridor Traffic Management 2 Conditions and thresholds for coordination procedure 2.1 General considerations The agreed coordination procedure should be applied only if no coordination procedures are in place and working well already. This means that existing channels of bilateral communication should not be replaced by new procedures. Harmonisation along corridors and/or between corridors is difficult and sometimes not advisable due to the different characteristics of the corridors themselves. Therefore, this document does not suggest exact thresholds and conditions. The Corridor Organisations are free to make their own choices, provided that, where possible, thresholds and conditions should be harmonised. Nonetheless, it is possible to provide a list of occurrences and of quantitative elements that influence the conditions that make the procedure necessary. In addition, some general rules on the information items that are considered mandatory and those that are optional are presented in Section 2.2. The general aims of the procedure should always be kept in mind in order to correctly assess the size of the need for information flows between partners. These general aims are:» To make traffic management easier;» To make it possible to take corrective measures as early as necessary. The partners involved in the procedures should be the border stations and/or the dispatching centres, depending on the circumstances (see Chapter 3 for details). The timing of the information flows also depends on the circumstances, namely on the traffic density of the lines. 2.2 List of items influencing the conditions and thresholds for coordination procedure In general, the coordination procedures should be activated when a traffic disturbance occurs, namely an incident and/or an unplanned line closure. In order not to overload the dispatching centres with communication requests, which sometimes are not justified by the situation, the following circumstances have to be taken into account when assessing whether an incident and/or an unplanned line closure justify switching on/off the procedures described in these Guidelines:» Incident: Causing delay Causing cancellations/rerouting Number of affected trains Actual or predicted delay expressed in actual minutes or in average minutes Number of affected IMs, when known Time of the day Characteristics of the line section Capacity availability in the networks» Line closures unplanned Alternative routes availability Time of the day Duration Reason Partial or total closure. Updated 2012-10-31 Page 6 of 32

Guidelines for Freight Corridor Traffic Management Finally, when an exceptional traffic/event is taking place, the above-mentioned procedures shall always be started. 2.3 Type of information When one of the circumstances described above occurs, the communication procedures described by these Guidelines have to be activated. Not all information concerning the traffic should be considered mandatory.» Mandatory information: Disturbances with a large impact on rail traffic. Line interruption, including forecast of reactivation Heavy capacity reduction (for lines, stations and shunting yards), including forecast of duration. In such cases the information exchange with neighbouring IMs MUST be activated.» Not mandatory information: Disturbances without any impact or only negligible consequences for the traffic. Line interruption with small impact on the traffic Low capacity reduction Any additional information that can help traffic management by the neighbouring IM. In such cases the information exchange with neighbouring IMs MAY be activated. The definition of small and large depends on the decisions regarding thresholds and conditions taken during the definition phase. 2.4 Definition phase In order to implement the procedures illustrated in these Guidelines, the Corridor Organisations have to set some parameters that represent the pre-requisites for their: Thresholds and conditions for starting the procedures presented in this document: For example: o Corridor X decides that the threshold to activate the process is as follows: Duration of line closure is more than 3 hours and/or Capacity reduction is more than 30% o Corridor Y decides that the threshold to activate the process is as follows: o Average of delay minutes 15 during the day 30 during the night and/or o Number of affected trains is more than 20 In future, thresholds and conditions will also be the object of TAF/TAP TSI messages, therefore coordination between Traffic Management and TAF/TAP TSI is essential. Operational scenarios (see Chapter 5) Updated 2012-10-31 Page 7 of 32

Guidelines for Freight Corridor Traffic Management Description of the involvement of the RUs in the decision-making process and of any other stakeholder involved in the traffic chain (such as airports, harbours, terminals...) see also Chapter 6 Specific procedures and actors involved, where necessary (see Section 2.5). 2.5 Procedures and actors involved A precise description of the actual procedures and of the actors involved is not included here because they depend on the national rules on the one hand, and on the size of the events on the other hand. For example, the involvement of national or regional traffic control centres depends on the size of the disturbance; the involvement of planning departments depends on the individual internal rules of the IMs. In any case, the activation of the procedure is the responsibility of the IM who has acknowledged the problem first, regardless of the ownership of the concerned infrastructure. The information must be provided both to the neighbouring IM concerned and to the next IM, if so required by the circumstances. The affected national RUs must be informed by the IMs as well. Coordination between RUs is required in order to provide the IMs with the necessary set of information. Updated 2012-10-31 Page 8 of 32

Guidelines for Freight Corridor Traffic Management 3 Supporting tools 3.1 Overview The working group has analysed the current availability of tools supporting communication and data collection connected with international rail traffic management. The conclusion of the analysis is that no new tool is needed and that existing IT tools, namely TIS and TCCCom, comply with the purposes of these Guidelines, provided that the agreed improvements are applied and that some additional functions are implemented. For example, a new function in TIS could help to solve the problem of Contracted Timetables at border (CTTs) that do not fit. Details can be found in Section 3.1. Standard means of communication, together with specific templates, shall be used (as explained in Chapter 3) to put in place the procedure. As far as the IT tools are concerned, the following developments are considered necessary:» SHORT TERM: use of TIS and/or TCCCom (with improvements)» MEDIUM TERM: TCCCom integrated in TIS» LONG TERM: integrated platform for all systems (for the purposes of this document called IEP Integrated European Platform) The long-term perspective is illustrated by Picture 1:» IEP: Integrated European Platform» Procedures, times, actors, and rules have already been defined in the systems that the WG proposes to integrate, therefore they are not specified here Picture 1: Overview of traffic management supporting system to-be situation proposed by Traffic Management WG Updated 2012-10-31 Page 9 of 32

Guidelines for Freight Corridor Traffic Management 3.2 Examples of possible improvements in TIS One of the most recurrent problems in the management of international rail traffic is the not matching of train path timetables at the border. In the reporting phase (ex post), the international timetables quality can be measured so that experienced troubles can become evident and a suitable measure can be evaluated, for example within the corridor performance management process. During operations (in real time), when problems must be solved in order to allow a smooth flow of international trains, until now the consistency of contracted timetables has not been checked at all. For the time being, operational staff is not supported by any warning function that would precheck whether the timetables fit together when the train is getting closer to the border. Prompt information about international trains and ensuring the picking up of the train by the following cooperating RU, could avoid congestion at border stations and allow a better coordination of resources as well as the optimisation of network capacity. A means to achieve this goal is the implementation in TIS of a warning function: this would precheck the international trains timetables (when they are sent to TIS by the IMs systems) and highlight cases where there is a mismatch; this information would be sent immediately to the concerned IMs. The IMs should draw a list of concerned contact persons to whom this information should be addressed and who are expected to take the necessary corrective actions. Whenever possible, concerned RUs whose trains have mismatched timetables should be informed in order to allow proper coordination with the cooperating partner and, as a result, re-plan resources. In case of re-routing via an alternative border, if a train re-numbering occurs and national numbers are used, their linking together is possible only if the trains number correspondence is known. Updated 2012-10-31 Page 10 of 32

Guidelines for Freight Corridor Traffic Management 4 Catalogue of messages and communication flow rules Several data catalogues already exist and are available; they could be used as a basis to establish a regular data exchange (e.g. TAF TSI 2, TIS, UIC 407-1, etc.). Messages defined in this catalogue are to be filled in and also read by the staff of Train Control Centres (TCC), according to the relevant national rules and/or bilateral processes already in place and/or the operational scenarios (see Chapter 5), if any. The messages defined in this catalogue contain the information needed to carry out the most important processes in train operations. These are, in the first instance, processes related to operative train running (for instance: traffic regulation and the planning of resource deployment) but also to planning and quality control. Where planning is concerned, however, this only applies in the case of alterations at short notice to current train-path utilisation. 4.1 Communication flows In this chapter, the various information cases are listed. A description of how and when to use them is provided for every case, along with a suggestion for the message to be used. An essential distinction is made between train-related information (primary statement always concerns an individual train) and event-related information (primary statement always concerns a specified event, for instance strike or bomb threat). Train-related messages by turn are divided into those that are not to be replied to by the recipient (unidirectional messages) and those that require a reply from the recipient (bidirectional messages). The following sections indicate where a specific piece of information can be found in TIS (TAF TSI and UIC messages) and in TCCCom. However, it is important to stress that this is a simplified view: the two systems have a completely different approach so that the content and use of the information within them cannot be considered as fully identical. In fact, TIS is a data exchange system automatically fed by national systems while TCCCom is a manual communication tool. According to what was explained above, the proposed procedure should use communication tools in the following order: where available, use of automatically created and transferred messages, namely TIS messages if the above are not available, use of TCCCom (manual messages supported by an automatic IT tool) use of other communication tools/process (phone, fax...). 4.1.1 Train-related information This section covers the cases in which the information exchange is related to a single train. 2 Technical Specifications for Interoperability (TSI) for Telematic applications for Freight (TAF) and passenger (TAP) services (http://www.rne.eu/index.php/taf-tap_tsi_it.html) Updated 2012-10-31 Page 11 of 32

Guidelines for Freight Corridor Traffic Management For every case, the first information provided is about the related IT message to be used in automatic data exchange. In case the related IT is already part of the bilateral information exchange, the text message described in this Catalogue is not relevant. TAF TSI have their own rules regarding message exchange procedures. In cases where TAF TSI (or the TCCCom tool) cannot be used or are not normally used 3, the proposal included in the following tables (second line) should be applied. Actual Train running information Related IT messages Usage Direction Message template Benefit TAF TSI TrainRunningInformation message UIC 407-1 message 2002 TCCCom tool not available Use recommended only if reliable forecast information is not possible. The message should not be sent for every single case but the specific conditions in which this message should be sent must be agreed in order to reduce the volume of messages. For example, message to be sent only as: Informing about departure from original station or agreed location Unidirectional Single train run Early information helps to optimise planning on the network and helps to make a faster decision. Train cancellation Related IT messages UIC 407-1 message 2003 TCCCom tool Train cancellation Usage To inform IM that train run has been cancelled by the RU and should not be expected at the border Direction Unidirectional but only for information not reliable (should be confirmed by RU) Benefit Early information helps to optimise planning on the network and helps to make a faster decision important for passenger transport to inform the passengers Message template Single train run Specific rules for exchange To be sent for every train..either a separate message for each train or one list with several trains specific rules to be agreed depending (on the Corridor and/or bilateral level) on the situation at the border station 3 Normally, automatic systems compliant with TAF TSI (such as TIS, which is going to fully comply with TAF TSI) should be used; some IMs have not have joined TIS yet. In such cases, or in specific situations such as a power black-out or grave incidents occur, and a manual information exchange is needed, then the list of messages proposed here should be used. Updated 2012-10-31 Page 12 of 32

Guidelines for Freight Corridor Traffic Management Forecast information Related IT messages Usage Direction Benefit Message template Specific rules for exchange TAF TSI TrainRunningForecast UIC 407-1 message 2001 The message should not be sent for every single case but the specific conditions in which this message should be sent must be agreed in order to reduce the volume of messages. For example, message to be sent only as an information about expected delay at handover point exceeding the agreed value (value could be different for each case) Unidirectional Early planning and internal re-scheduling and optimisation of the train flows Single train run Threshold for delay as a trigger for sending the message must be defined and agreed but is specific depending on the handover point Depending on the main purpose, thresholds for sending the message must be agreed: To inform that train will not come as planned threshold for sending ASAP but until the scheduled time at the latest To inform that train is approaching the border - threshold for sending the message at least e.g. 15 minutes before forecasted handover Forecast information (2) Related IT messages TCCCom (train delay) Usage Direction Benefit Message template Specific rules for exchange The message should not be sent for every single case but the specific conditions in which this message should be sent must be agreed in order to reduce the volume of messages. For example, message to be sent only as an information about expected delay at handover point exceeding the agreed value (value could be different for each case) Unidirectional Early planning and internal re-scheduling and optimisation of train flows Single train run Threshold for delay as a trigger for sending the message must be defined and agreed but is specific depending on the handover point Depending on the main purpose, thresholds for sending the message must be agreed: To inform that train will not come as planned threshold for sending ASAP but until the scheduled time at the latest To inform that train is approaching the border - threshold for sending the message at least e.g. 15 minutes before forecasted handover Updated 2012-10-31 Page 13 of 32

Guidelines for Freight Corridor Traffic Management Train running in advance (running early) Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Train running in advance (running early) To reduce the volume of messages, this message should be sent only as request to accept the early running of the train at handover point exceeding the agreed value (value could be different for each case). This value should be agreed bilaterally or at Corridor level. Bidirectional requires agreement by receiving party Early planning and internal re-scheduling and optimisation of train flows Single train run Threshold for early running as a trigger for sending the message must be defined and agreed but is specific depending on the handover point How much in advance could it be sent? at the latest before the last possible location where the train could be put aside is passed Accepting train running in advance (early-running train) Usage Direction Benefit Message template Specific rules for exchange The message should be sent as an answer to the Forecast information early-running message indicating either approval or disapproval of of train running early. Early running could be approved completely as proposed by other party, or a handover time later than originally specified could be proposed Unidirectional serve as an answer to received message Early planning and internal re-scheduling and optimisation of train flows Single train run Specific rules must be agreed about the timeframe within which the acceptance should be sent Speed restriction of the train (relevant for other network related to rolling stock and traction) Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Speed restriction of the train To inform the neighbour that the speed of the train is restricted due to train-related reasons (not infrastructure) and therefore delays should be expected Unidirectional but only for information not reliable (should be confirmed by RU) To be prepared in advance for possible delays and restrictions; if needed, to prevent the train from entering the network Single train run To be sent ASAP before handover at the latest Updated 2012-10-31 Page 14 of 32

Guidelines for Freight Corridor Traffic Management Change of train number (only if relevant for other IM) Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Change of the train number To inform other IM that expected train will arrive under different number than planned Unidirectional only for information Crucial for the correct identification of the train Single train run Only if the new train number is used at handover point (border station area) To be sent ASAP before handover at the latest Change in routing (on national level for passenger trains) Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Change in the national routing If there is a change in scheduled stops the IM has to be informed about them so that it can inform passengers if this is within its responsibilities Unidirectional only for information To be able to inform passengers properly Single train run To inform only about upcoming re-routings; the already made re-routings do not need to be reported Re-routing of the train (change of handover point) Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Re-routing of the train To ask for permission to re-route the train through another handover point with the IM. The new handover point and new time for handover must be proposed Bidirectional answer with acceptance must be sent Enabling the train to run Single train run ASAP before starting with the re-routing If the re-routing is done through a handover point in an IM s network different from the originally planned IM network, a train cancellation message is sent to the original IM and a request for a new path is sent to the new IM. This message is only used when re-routing is made between the same IMs as originally planned or if a multilateral agreement between all involved IMs has been reached. Updated 2012-10-31 Page 15 of 32

Guidelines for Freight Corridor Traffic Management Answer re-routing of the train (change of border point) Usage Direction Benefit Message template Specific rules for exchange To agree or disagree with proposal for the new handover point or time. In the answer, a new point or time for handover could be proposed. Unidirectional serves as an answer to re-routing of the train message Enabling the train to run Single train run ASAP, period for answering to be agreed. If a new handover time or point is proposed, the new request message with a new proposal has to be sent by the original sender for additional approval Train run interrupted Related IT messages Usage Direction Benefit Message template Specific rules for exchange TAF TSI TrainRunningInterrupted UIC 407-1 2006 TCCCom tool Train run interrupted To inform immediately about an interruption, when length of delay cannot yet be predicted. After this message, when the interruption situation has been analysed and its consequences are known, further messages will follow, e.g. train cancellation, forecast information, re-routing request, etc. Unidirectional for information only Immediate information about train not coming as planned; to be prepared in advance for possible delays and restrictions; to re-plan the work at border stations and to optimise the flow of the trains Single train run Threshold after which the message should be sent must be agreed: e.g. waiting 30 minutes; if after this time the situation about further running is not clear, the message is sent After this message, when the interruption situation has been analysed and its consequences are known, the consequences must be communicated as well, e.g. train cancellation, forecast information, re-routing request, etc. This message is sent to the next IM only; this IM can then inform its neighbouring IM accordingly Updated 2012-10-31 Page 16 of 32

Guidelines for Freight Corridor Traffic Management Request for actual location, forecast and status Related IT messages Usage Direction Benefit Message template Specific rules for exchange TAF TSI EnquiryTrainRunningInformation/Forecast UIC 407-1 2310 TCCCom tool Request for actual information about train In order not to wait to get the information, one can send an information request: where is the train? Is it on time? When will it be handed over? Bidirectional the answer should be provided in a separate message (see below) Not passive waiting but active requesting of information Single train run The specific rules governing the cases in which this message will be used must be agreed in a bilateral contract; e.g. message to be used only in exceptional cases or message to be used as the main trigger for other messages Answer on actual location, forecast and status Related IT messages Usage Direction Benefit Message template Specific rules for exchange TAF TSI TrainRunningInformation/Forecast UIC 407-1 2315 TCCCom tool Answer for actual information about train Answer to request Bidirectional Up-to-date information Single train run The specific rules governing the cases in which this message will be used must be agreed in bilateral contract; e.g. message to be used only in exceptional cases or message to be used as the main trigger for other messages Updated 2012-10-31 Page 17 of 32

Guidelines for Freight Corridor Traffic Management 4.1.2 Network-related information This section covers the cases in which the information exchange is not related to a single train, but to a specific situation, e.g. a strike, accident, etc. The situation described within the message usually affects several trains. For every case, the first information provided is about the related IT message to be used in automatic data exchange. In case the related message has already been introduced in the bilateral information exchange, the text message described in this Catalogue is not relevant. Incident advice Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Incident advice To inform about unexpected maintenance, accidents, bad weather, infrastructure failures, strikes, system breakdown, etc and about capacity and the general consequences of this : trains delayed, re-routed, cancelled Generally unidirectional bidirectional only if direct communication is needed Early planning and internal re-scheduling and optimisation of train flows Incident advice ASAP The detailed consequences for single trains can be communicated either by using train-related messages or by using the list on the second page of the incident advice message. In urgent cases, when direct communication in the same language needs to take place, it is possible to indicate this in the message prior agreement about the language and phone number that can be used for this communication is needed Advance notice Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Advance notice To inform about possible bad weather forecast, planned system shut downs and planned industrial action, and about possible capacity and general consequences of these disruptive events: trains delayed, re-routed, cancelled; if the predictions become true, the incident advice message will be sent Unidirectional only for information Early planning and internal re-scheduling and optimisation of train flows Advance notice ASAP The detailed consequences for single trains, if known, could be communicated either by using train-related messages or by using the list on the second page of the incident advice message Updated 2012-10-31 Page 18 of 32

Guidelines for Freight Corridor Traffic Management System breakdown fallback mode in place Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Incident advice To inform about applying the fallback solutions instead of the standard cooperation and communication Unidirectional To restore communication as soon as possible System Breakdown The fallback solutions must be agreed in advance Direct communication needed Related IT messages Usage Direction Benefit Message template Specific rules for exchange TCCCom tool Request for direct communication In urgent cases, direct communication between different dispatching centres may be needed. This message serves to inform the next IM that direct communication is needed and proposes the languages in which the communication could be held. This message is useful only where there is a language barrier between the IMs. The sending IM lists the languages in which communication is possible. The receiving IM provides the phone number which should be called for direct communication in the specified language Unidirectional an answer with the relevant phone number should be provided To explain the situation more precisely and to agree directly about the actions to be taken Included in several messages Message could also be unidirectional, if the IMs involved agree that the sending IM will list the phone numbers in the message and the receiving IM will initiate the phone call to the relevant phone number 4.2 Message templates All the above-mentioned messages are only suitable for manual multilingual communication. For data exchange purposes, the UIC, TAF TSI, TIS or TCCCom messages should be used. The message templates may be exchanged either by fax or e-mail. In future, an IT tool enabling multilingual translation could be developed, or one of the existing tools could be used. The messages in the Catalogue are written in English only. When implementing the messages into day to-day work, translation into national languages has to be made. The text boxes within the message should be translated into both national languages on each side of the border, so that every member of staff can read it in their domestic language. As every element within the message has its own unique number, it is possible within the message to use only the numbers and translate only the list of elements. This will reduce the size of the message to be sent, but on the other hand, will also reduce the readability of the message. The decision concerning the solution to be implemented by specific IMs should be made by bilateral agreement. Updated 2012-10-31 Page 19 of 32

Guidelines for Freight Corridor Traffic Management As regards the implementation of the message, some other specific rules should also be agreed upon, in order to make the message understandable for both sides. As an example, we are listing here the following elements, whose use should be agreed upon in advance: Location name parties should agree on how the locations will be named: either using the national name, or international name, or abbreviations, or only codes. Date time parties should agree on the date and time format they will use: either dd mm yyyy hh:mm:ss, or hh:ss yyyy-mm-dd, or another. In order to simplify the exchange of the information mentioned in the chapters before, three different message templates have been defined and can be found in the annexes: 1. Single train information (Annex 7.1.1) 2. Incident advice (Annex 7.1.2) 3. Event advance notice (Annex 7.1.3) Updated 2012-10-31 Page 20 of 32