REDESIGN OF THE INTERNATIONAL TIMETABLING PROCESS (TTR) Overall - - PowerPoint PPT Presentation

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REDESIGN OF THE INTERNATIONAL TIMETABLING PROCESS (TTR)

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Overall Presentation

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TTR General Information

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The Problems with the Current TT Process

The current timetabling process does not fulfil the needs of the market and varies from country to country. This lack of quality leads to a loss of attractiveness :

• Constantly changes in planning (for both RUs and IMs)
• Unused capacity bookings (for both paths and TCRs )

reducing available capacity and causing unnecessary coordination processes

• Different planning procedures in different countries

Result: High costs, unsatisfied end customers and missed business opportunities!

MARKET SHARE EFFICIENCY

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Current Situation: Examples

→ today freight RUs have to order their train paths 8 to 20 months in advance → therefore freight RUs are booking ‘on the safe side’ → Infrastructure capacity therefore heavily overbooked → just 20-25 % of freight train path requests are stable → 75-80 % of freight train path requests have to be modified constantly, resulting in a big waste of resources on both sides: RUs and IMs → leftover capacity does not really exist because of RU requests → in total: clear situation of capacity waste

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Introduction: What is TTR?

TTR is the joint project of RailNetEurope and Forum Train Europe to

• simplify
• unify
• solidify

improvements to the European rail timetabling system to significantly increase the competitiveness of railways. They are being supported by the European Rail Freight Association (ERFA).

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Introduction of RNE, FTE and ERFA

RailNetEurope (RNE)

• Association of 35 IMs and ABs as well as 10 RFCs as Associate Members

www.rne.eu Forum Train Europe (FTE)

• Association of more than 90 RUs, authorized applicants and

service companies in passenger and freight traffic www.forumtreineurope.eu European Rail Freight Association (ERFA)

• Association of 30 RUs, leasing companies, wagon keepers, freight forwarders

and intermodal operators www.erfarail.eu

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The TTR Project Team

The TTR project team is made up of around 200 contributors recruited from Railway Undertakings, Infrastructure Managers / Allocation Bodies, and supporting companies.

Market experts from RUs TT experts from IMs/ABs IT experts from all stakeholders Works experts from IMs/ABs Legal experts from all stakeholders Business case team

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Detecting Market Needs

The TTR concept is based on the following marked needs:

• Flexibility, especially in the freight sector
• Possibility for earlier commercial use of

paths, e.g. earlier ticket sales

• Reduction in load peaks and redundant

work

• Higher stability and quality of timetables

Market Needs

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TTR Vision

Implementation of the TTR process started with a clear vision:

• Main focus on freight and passenger market needs with optimised request

deadlines

• Improved reliability and stability incl. temporary capacity restrictions (TCRs)
• Binding implementation and application of the redesigned timetabling process

(TTR)

• Increased efficiency (capacities, resources) in order to avoid duplication of

work and planning efforts

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Benefits of TTR

• Optimised usage of infrastructure capacity

→ more efficiency → more flexibility

• Heavily decreased effort for path requests

→ ordering at any point of time → no more wasted resources for constant amendments TTR is needed to keep railways competitive!

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Financial Benefits of TTR

• Modal shift and increased

use of infrastructure capacity

• Cost reduction due to

efficient planning procedures

• Investments and IT
• Change Management

and HR costs

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TTR Basic Organisation

TTR Pilots

TTR Commercial Conditions

Steering Committee + Programme Management Office TTR Legal Framework TTR IT Landscape

TTR Implementation

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TTR Governance: PMO and Steering Committee

• For FTE

 Stephan Pfuhl (President)  Thorsten Dieter  Catherine Perrinelle  Maurizio Capotorto  Wolfgang Fritz  Edgar Schenk (Managing Director)

• For ERFA

 Wolfgang Gross

• For RNE

 Harald Hotz (President)  Guus de Mol  Bettina Wunsch-Semmler  Michael Beck  Ann Billiau  Paul Mazataud  Joachim Kroll (Secretary General)  Harald Reisinger (CIO)

• Sebastian Naundorf (Deputy Leader TTR Programme)
• Daniel Haltner (Substitute Leader TTR Programme)
• Philipp Koiser (Co-Leader TTR Programme)
• Martin Kreiter (Co-Leader TTR Programme)
• Aurelio Di Paola (Implementation Project Leader)

Programme Management Office (PMO) Steering Committee (SteCo)

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TTR Governance: Project and Task Force Leaders

TTR IT Landscape Project

• Mario Toma
• Seid Maglajlic (substitute)

TTR Commercial Conditions Project

• Zuhal Nalbant (co-chair)
• Zita Koops-Árvai (co-chair)

TTR Pilots Project

• Daniel Haltner
• Philipp Koiser (substitute)

TTR Implementation Project

• Aurelio Di Paola
• Philipp Koiser (substitute)

TTR Legal Framework Task Force

• Elisabeth Hochhold
• Tsvetan Tanev (substitute)

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Useful Links (TTR in General)

• TTR general overview:

http://ttr.rne.eu/general/

• Business Case:

https://cms.rne.eu/ttr-documents/content/financial-framework

• TTR Forum:

https://cms.rne.eu/ttr-forum

• TTR project results as approved by the RNE GA in May 2017:
• http://rne.eu/wp-content/uploads/TTR-Project-Results.pdf
• http://rne.eu/wp-content/uploads/TTR-Project-Results_Annex-01_Basic-

IT-analysis.pdf

• http://rne.eu/wp-content/uploads/TTR-Project-Results_Annex-02_Draft-

Implementation-Plan.pdf

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Contacts TTR Programme Management Office

If you have further questions, please do not hesitate to contact either of the leaders of the TTR programme, Mr Philipp Koiser and Mr Martin Kreiter or the deputy programme leader, Mr Sebastian Naundorf.

Co-Leader TTR Programme Philipp Koiser philipp.koiser@rne.eu Deputy Leader TTR Programme Sebastian Naundorf sebastian.naundorf@forumtraineur

• pe.eu

Co-Leader TTR Programme Martin Kreiter martin.kreiter@rne.eu

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The TTR Process

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TTR Approach: Detecting Requirements

The TTR concept is based on the market needs: Provide adequate capacity request methods Plan capacity in advance and take into consideration:

• Market requirements
• Available capacity

RUs TTR Team IMs

• A request method for later requests

(especially required by freight traffic)

• The current timetabling process, but improved

(especially required by passenger traffic) But we also have capacity restrictions!

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Need for Advanced Planning

In order to support both approaches, capacity needs to be planned and partitioned, before the start of the request phase (‘Advanced Planning’).

We need capacity for my early requests! But safeguard capacity for our later requests! We have capacity restrictions! IM RU1 RU2

• Capacity Models must be created to

ensure the inclusion of all market requirements

• Construction works and other

Temporary Capacity Restrictions (TCRs) must be taken into consideration

• Capacity Models must be created for

each line and for every year

• Advanced Planning must focus on
• rigin to destination approach

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The TTR Process: From Rough to Detailed Information

The redesigned timetabling process consists of several components to cover advance as well as short-term planning and provides products for stable as well as variable market needs.

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Components of the TTR Process

Additional process components:

• Leading entities
• Allocation rules
• Key Performance Indicators (KPIs)

Main components are:

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Capacity Strategy

The creation of the capacity strategy starts five years before the timetable change and allows all stakeholders to announce and pre- coordinate these influencing factors at an early planning stage.

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Capacity Model and Partitioning: Sources Capacity Model

Results from Capacity Strategy Experiences by IMs Expected Change of Traffic Volume Capacity Needs Announcements

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Capacity Model and Partitioning: Principles

The Capacity Partitioning follows two principles: 1) Partitioning by market needs: Capacity required for TCRs Capacity available for ATT (especially for passenger) Capacity safeguarded for RP (especially for freight) Note: If required, ATT can be planned for freight and RP for passenger traffic as well 2) Inclusion as path or band: Capacity bands blocked for TCRs Capacity bands with

• ne or several paths

System paths with exact path details

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Temporary Capacity Restrictions (TCRs)

TCRs are defined in the latest recast Annex VII of Directive 2012/34/EU and in the TCR Guidelines issued by RNE: TCRs must become predictable to stabilise all offers! Consecutive days Impact on traffic* Deadline for final publication Major impact TCR > 30 > 50% X-18 High impact TCR > 7 > 30% X-13,5 Medium impact TCR 7 <= > 50% X-12 Minor impact TCR 7 <= > 10% X-4

*)Percentage of estimated traffic volume on a railway line per day cancelled, rerouted or replaced by other modes of transport

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Current TCR Developments

Process

• TCR Guidelines were created,

covering all provisions of Annex VII

• f Directive 2012/34/EU
• To further serve the needs of the

market, and improve the process with a realistic approach, RNE has started the project ‘TCRs in Timetabling Process’.

• Together with FTE, use cases and

best practice examples have been created (shared with RU Dialogue) IT RNE has provided a first version of the TCR Tool, firstly deployed on RFC Rhine- Alpine in December 2019 for limited real-life usage (major/high/medium impact TCRs). Further improvements are underway:

• Provision of interfaces
• Functional improvements and

simplifications in the tool Expected full rollout in December 2020

Note: Most TCR developments are steered via and conducted by the RNE TCR Working Group

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Provision of Capacity Supply

To ensure quick and efficient answers to path requests, it must be clear which capacity is available. Note: This is not to be confused with the Capacity Model! Until X-18: Capacity Model:

• Representation of a model time period (e.g.

working day, week)

• Allows pre-planning of capacity, including

harmonisation, detection of pressure points/creation of alternatives and inclusion of all market needs.

Starting X-11: Capacity Supply:

• Actual available capacity expressed in

capacity products (paths + bandwidths)

• Enables quick access to capacity and

provides an overview of available capacity to the applicants.

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Request Method ‘Annual Request’

The ‘Annual Request’ option offers the possibility

• f an early request and early response.

Benefit: Booking systems can be opened earlier (aim: 6 months prior to the timetable change).

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Request Method ‘Rolling Planning Request’

This method will draw from capacity already assigned in the capacity model and safeguarded for the specific purpose of short-notice requests. Benefit: Quick response times provide the flexibility needed to react to fluctuating market needs as they occur.

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Goals of Rolling Planning Request

Reduce the number of annual ‘phantom’ requests

• Remove obligation to request based on best guesses
• Remove unnecessary (non-existing) conflicts

Provide alternative request method to the annual request

• Designed based on freight RUs’ needs but also available for passenger traffic
• Balance the need for stability (creation of capacity models, reduce request

period) and flexibility (shift of the path request deadline, quick answers)

• Note: Rolling Planning is not intended as alternative to the ad hoc request

Ensure high quality capacity offers

• Based on dedicated (‘safeguarded’) capacity
• Answers in short period of time

Support applicants in their long-term planning and thus in their investments

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TTR Process Timeline

Capacity Strategy Capacity Model Capacity Partitioning Capacity Planning & Publication Capacity Supply Path / Capacity Requests Path Modification / Alteration / Cancellation Train Operation Advanced Planning Phase Capacity Request Phase

X-60 – X-36 X-36 – X-18 X-18 – X-11 Starting at X-11

Annual Requests

(incl. Late Requests)

Path Allocation Rolling Planning Requests Path / Capacity Allocation Ad Hoc Requests Path Allocation

After allocation

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Differentiation of Path Request Types

When? Which capacity? Annual Requests Annual Request Placed on Time X-11 – X-8.5 Pre-planned or non-pre-planned capacity Late Requests X-8.5 – X-2 Residual capacity from annual requests (pre-planned and non-pre-planned capacity) Short-Term Requests Rolling Planning Request M-4 – M-1 Pre-planned (safeguarded) capacity Ad Hoc Request X-2 – X+12 Residual capacity from annual and rolling planning (<M-1) requests and dedicated safeguarded capacity Path Modification1 /Alteration2 After allocation until X+12 Depending on original request: residual capacity OR alternative rolling planning capacity

1) Requested by applicant 2) Request by IM

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Positive Effects of All Components Implemented

Freight RUs can request shortly before the train run knowing all path details and being assured to receive high-quality paths Passenger RUs can plan early and open their booking system 6 months prior to the timetable change IMs can stabilise their plans, reduce redundancies in the timetabling process, make better use of the available infrastructure capacity and provide harmonised high-quality

• ffers

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Pre-conditions for the TTR Process

The TTR process requires some framework conditions to be adapted, improved or

• created. They must ensure that…

… all stakeholders implement the process in the same way

• > Legal Framework

… all stakeholders behave in accordance with the process components’ intention

• > Commercial Conditions

… all stakeholders can access the process and receive information real-time and in high quality

• > IT Landscape

TTR Process

IT Commercial Conditions Legal Framework

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Useful Links (TTR Process)

• Summarised TTR process description:

http://ttr.rne.eu/process/

• Further information and downloads on activities regarding TCRs:

http://rne.eu/sales-timetabling/temporary-capacity-restrictions/

• Full TTR process description:

https://cms.rne.eu/ttr-documents/content/process-description

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Contacts TTR Process

If you have further questions regarding the TTR process, please do not hesitate to contact the leader of the task force TTR Process, Mr Daniel Haltner, or the deputy leader, Mr Philipp Koiser.

Task Force Leader 'TTR Process' Daniel Haltner d.haltner@trasse.ch Deputy Task Force Leader ‘TTR Process’ Philipp Koiser philipp.koiser@rne.eu

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TTR IT

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Aims of the TTR IT Landscape

The TTR IT landscape aims to

• raise the quality of information

exchanged between all stakeholders,

• accelerate process steps by allowing for a

certain extent of automation,

• and provide easy access to all

stakeholders, either via interfaces or via web browsers.

TTR Process

IT Commercial Conditions Legal Framework

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Introduction to Big Data

In addition to implementing specific communication standards, a main pillar of the TTR IT landscape is the use of common data components, using data collected and maintained in the RNE Big Data system.

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Basic IT Architecture

The future TTR IT landscape is split into two main blocks:

• The central IT framework,

developed by RNE

• National and external systems,

which need to communicate with the central IT framework Communication between systems will be based on TAF/TAP TSI standards.

IMs & RUs Systems

TTR IT Landscape

A B C

Central IT Framework

IM Layer Common Layer RU Layer

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Layers of the Central IT Framework

In order to meet all business needs throughout the process, the central TTR IT Framework is set up in three layers:

• RU layer
• IM layer
• Common layer

Central IT Framework

IM Layer Common Layer RU Layer

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Layers and Modules of the TTR IT Landscape

RU Domestic Systems and Users IM Nationals Systems and Users

National Processes and TCR Negotiation National Processes and TCR Planning Capacity Needs Announcement TCR Capacity Hub Train Harmonisation Path Request Management Path Management Capacity Broker

Messaging and Big Data Central IT Framework RU Layer IM Layer

Common Layer

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Modules of the RU Layer

Capacity Needs Announcements: Using this module, RUs will announce their capacity needs for the upcoming timetable period in advance to help IMs predict the traffic volume for accurate capacity modelling. Train Harmonisation: This module will support information exchange on, and harmonisation of, train characteristics (load, weight, length, border handling etc.), train routes and train composition. Path Request Management: Using the Path Request Management module, RUs will submit path requests to each IM, using the data harmonised in the Train Harmonisation module.

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Modules of the IM Layer

TCR (Temporary Capacity Restrictions): The TCR module collects all available information on planned TCRs in one dedicated space. This helps IMs to coordinate at international level and decrease the negative influence of TCRs on train

• peration.

Capacity Hub: The Capacity Hub module collects all data from the IMs/ABs and RUs and provides an overview of available capacity and TCRs in an early stage of planning. Capacity Broker: By means of an algorithm, this module checks available capacity against the IMs’/ABs national systems, and distributes it according to RUs’ requests. Path Management: The Path Management module ensures that international path coordination is done in a harmonised format by all involved parties.

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Connection of IM and RU Layers

Capacity Bands Capacity Needs Announcements TCRs Catalogue Paths

Input (Capacity Hub)

Path Request Management Train Harmonisation Path Management

Capacity Broker

RU/Applicant IM/AB

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Common Layer: Messaging Module

Messaging Module:

• communication between RNE’s central systems and the external systems of IMs

and RUs

• router function for external systems of IMs and RUs to communicate with each
• ther
• based on TAF/TAP TSI standards

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IT Implementation

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Useful Links (TTR IT)

• Summarised TTR IT landscape description:

http://ttr.rne.eu/it/

• TTR IT documents:

https://cms.rne.eu/ttr-documents/content/ttr-it-landscape

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Contact TTR IT Landscape

If you have further questions regarding the TTR IT Landscape, please do not hesitate to contact the leader of project ‘TTR IT Landscape’, Mr Mario Toma.

Project Leader 'TTR IT Landscape' Mario Toma mario.toma@rne.eu

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TTR Legal Framework

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Legal Framework: Introduction

The current legal framework (European and national laws) reflects existing capacity management processes, which do no longer (fully) meet market needs. A team of legal experts from RNE Members, FTE, CER, EIM and CIT*

• Investigated how to support TTR in

terms of legal framework conditions

• Provides ongoing legal analysis

*DG MOVE joins the task force as observer from May 2020

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Basic Considerations for Legal Framework

EU legal framework TTR

Options for implementation*

Network Statements FCA Other Measures Implementing/ Delegated Acts Bilateral Agreements

*Such measures must respect applicable EU law, in particular Directive 2012/34/EU.

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Preliminary findings on the Legal Framework

Some shortcomings have been identified, which might result in a high degree of legal uncertainty if TTR was to be implemented fully under the existing legal framework: ▪ No common understanding among stakeholders on key questions of interpretation of the legal framework, e.g.: ➢ can provisions of Article 48 of Directive 2012/34/EU serve as a basis to accommodate the rolling planning concept (even for TTR full roll-out)? ➢ can ATT requests be rejected if this is necessary to protect rolling planning capacity? ▪ Diverging transposition of provisions of Directive 2012/34/EU at national level, e.g.: ➢ possibility to safeguard capacity exists but is subject to specific national requirements (e.g. capacity can only be reserved for specific types of transport) ➢ possibility for safeguarding of capacity for ad hoc requests (Article 48(2)) not transposed into national law

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Preliminary Conclusions

In some Member States uncertainties about compliance of TTR with the legal framework lead to serious hesitation to proceed with the implementation of TTR Adjustments to the legal framework at European level seem required to enable a harmonised implementation of TTR

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Useful Links (TTR Legal Framework)

• Overview of aspects in the legal framework:

http://ttr.rne.eu/legal/

• Documents containing TTR legal evaluations:

https://cms.rne.eu/ttr-documents/content/legal-framework

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Contact TTR Legal Framework

If you have further questions regarding the TTR Legal Framework, please do not hesitate to contact the leader of task force ‘TTR Legal Framework’, Ms Elisabeth Hochhold.

Project leader 'TTR Legal Framework' Elisabeth Hochhold elisabeth.hochhold@rne.eu

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TTR Commercial Conditions

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TTR Commercial Conditions: Introduction

Rail capacity is wasted, mainly due to

• Constant changes of planning

parameters (both: RU and IM)

• Capacity blocked but not used by

stakeholders To encourage stakeholders to use the process and capacity products as efficiently as possible, common, harmonised commercial conditions have to be applied to avoid misuse/spoiling of capacity (‘who breaks pays’).

TTR Process

IT Commercial Conditions Legal Framework

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Elements of Commercial Conditions

Process elements that require steering through commercial conditions:

• Path cancellation by applicant
• Non-usage of a path by applicant
• Cancellation of a partially non-used path by IM
• Path modification by applicant
• Path alteration by IM

Note: A scope extension to requested but not yet allocated paths is under consideration.

Harmonised Commercial Conditions

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Useful Links (TTR Commercial Conditions)

• Overview of commercial conditions basics:

http://ttr.rne.eu/commercial-conditions/

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Contacts TTR Commercial Conditions

If you have further questions regarding the TTR commercial conditions, please do not hesitate to contact the co-chairs of the project ‘TTR Commercial Conditions’, Ms Zuhal Nalbant or Ms Zita Koops-Árvai.

Project Co-Chair 'TTR: Commercial Conditions' Zuhal Nalbant zuhal.nalbant@deutschebahn.com Project Co-Chair 'TTR: Commercial Conditions' Zita Koops-Árvai zita.koops-arvai@rne.eu

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TTR Pilots

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Introduction to TTR Pilots

In order to test the new approach to capacity management developed in TTR, several pilots have been launched:

• To improve the process
• To detect pressure points
• To use lessons learned for full TTR rollout

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List of Pilots

Three pilot lines along Rail Freight Corridors (RFCs) were launched in 2017 to introduce capacity models and test the innovative Rolling Planning request based on safeguarded capacity:

• Mannheim – Miranda de Ebro (starting in timetable 2021)
• Antwerp – Rotterdam (starting in timetable 2020)
• Munich – Verona (starting in timetable 2020)

To complement the test results, a network pilot will be conducted on the core network of ÖBB INFRA starting in timetable 2021. Further pilots and extensions are currently being considered.

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TTR Pilots: Achievements

• Development of functioning organisations for the respective pilots
• Creation of Capacity Models with the support of applicants for TT 2020
• Elaboration of a first tool for visualising the Capacity Model

(Electronic Capacity Model Tool / ECMT)

• Availability of a tool (PCS) for placing the first Rolling Planning requests in August

2019

• Good cooperation thanks to highly motivated IMs
• Broad-based willingness of stakeholders (Ministries, Regulatory Bodies,

applicants) to participate in the pilots

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TTR Pilots: Lessons Learned

• Management attention is crucial for the success of the pilots
• Planning and coordination of TCRs respecting 2012/34 Annex VII is still difficult:

This is crucial to make requests later than annual requests for freight RUs possible (also now)

• Benefits for passenger RUs must be tested as well
• Ministries of Transport and Regulatory Bodies are required to implement

strategic thinking (not only based on existing laws) and allow tests

• Need for increased resources for IT implementation (nat. and internat. level)
• Commercial Conditions required to influence applicants’ path requesting

behaviour and IMs’ allocation processes (incentive to respect agreed processes)

• Multi-annual validity of a Rolling Planning request require legal backing

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Status: TTR Pilots

Next steps in 2020

• Lessons learned included in existing pilots
• Mannheim-Miranda de Ebro scheduled to

become active

• ÖBB Core Network pilot will launch its first

step

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Useful Links (TTR Pilots)

• TTR pilots overview:

http://ttr.rne.eu/pilots/

• TTR pilots concept paper:

https://cms.rne.eu/ttr-documents/content/pilots

• TTR pilots communication platform:

https://cms.rne.eu/ttr-pilots-communication-platform

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Contacts TTR Pilots

If you have further questions regarding the TTR process, please do not hesitate to contact the leader of the TTR Pilot project, Mr Daniel Haltner, or the deputy leader, Mr Philipp Koiser.

Project Leader ‘TTR Pilots’ Daniel Haltner d.haltner@trasse.ch Deputy Project Leader ‘TTR Pilots’ Philipp Koiser philipp.koiser@rne.eu

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Contacts TTR Pilots

Mannheim – Miranda de Ebro: Mr Michel Dupuis (michel.dupuis@gmail.com) Munich – Verona: Mr Andri Kopperschmidt (andri.kopperschmidt@deutschebahn.com) Antwerp – Rotterdam: Mr Freddy Van Der Cruyssen (freddy.vandercruyssen@infrabel.be)

• r Mr Floris Visser (floris.visser@prorail.nl)

ÖBB INFRA network pilot: Ms Birgit Leber (Birgit.Leber@oebb.at)

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TTR Implementation

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Implementation in Packages

Pre-conditions must be provided in time to start each TTR phase: All pre-conditions must be implemented nationally as well. Any delayed start of the implementation means late rollout of TTR. The implementation has already started!

Capacity Strategy Capacity Model Path Planning Capacity Request TIME- TABLE 2025

Start: August 2021 Start: June 2022 Start: August 2023 Start: December 2023 Start: December 2024

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Implementation Packages: Overview

Aiming for the full rollout of TTR in December 2024, end dates were defined for all packages:

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Implementation Packages: Content

Implementation packages were created, in which all required developments are bundled:

• Implementation packages 1 & 2: division of roles and tasks under the new TTR

process

• Implementation package 3: preparation of all framework conditions (including

IT)

• Implementation package 4: commercial conditions and allocation rules
• Implementation package 5: TTR IT landscape
• Implementation package 6: IT micro services for final TTR rollout

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TTR Implementation as Center Piece of TTR

TTR Pilots

TTR Commercial Conditions

Steering Committee + Programme Management Office TTR Legal Framework TTR IT Landscape

TTR Implementation

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National TTR Implementation Managers

RNE members have been asked to provide nominations for national TTR implementation managers: The national implementation projects have started in September 2019! First tasks and alignments are already tackled.

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No nomination yet Nomination received

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Organisation of the TTR Implementation Project

TTR Implementation Project TTR Core Team

Chair persons of all RNE/FTE TTR projects and task forces:

• TTR Pilots project
• TTR Commercial Conditions project
• TTR IT Landscape project
• TTR Legal Framework task force

Chair persons of relevant RNE Working Groups:

• WG Sales & Timetabling
• WG Temporary Capacity Restrictions
• WG Network Statements & CIDs

Chair persons of relevant FTE Working Groups:

• WG Passenger
• WG Freight

Representative of the Corridor-OSS Community TTR management and back office:

• TTR Steering Committee representative
• TTR Programme Management Office
• Communications Manager

National TTR projects

to coordinate the national TTR implementation efforts to provide and coordinate the TTR process and European TTR framework conditions

Community of National TTR Implementation Managers

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Implementation Steps

Short-term

• Setup of national TTR projects and launch of change managements
• Finalising the definition of pre-conditions
• Test and improve TTR elements
• Gradually implement TTR including all preconditions

Mid-term

• Full TTR implementation for timetable 2025 (starting December 2024)
• Monitoring and improving the process

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Successful Implementation of TTR

The market needs TTR – we must start performing now!

• Railways lose market share and interest in investing in railways

decreases.

• Therefore, TTR is highly anticipated by many European stakeholders.
• The status quo is not an option anymore.
• We cannot wait for others to do our job.
• Even the ambitious timeline of implementing for TT 2025 was

labelled as too late by the CEOs of freight RUs (‘30 by 2030’).

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Contacts TTR Implementation

If you have further questions regarding the TTR implementation, please do not hesitate to contact the leader of the TTR Implementation project, Mr Aurelio Di Paola, or the deputy leader, Mr Philipp Koiser.

Project Leader ‘TTR Implementation’ Aurelio Di Paola aurelio.dipaola@rne.eu Deputy Project Leader ‘TTR Implementation’ Philipp Koiser philipp.koiser@rne.eu

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Links and Contacts

TTR Steering Committee

RNE President Harald Hotz harald.hotz@oebb.at FTE President Stephan Pfuhl stephan.pfuhl@sbb.ch RNE Vice President Guus de Mol guus.demol@prorail.nl Co-Leader TTR Programme Philipp Koiser philipp.koiser@rne.eu Co-Leader TTR Programme Martin Kreiter martin.kreiter@rne.eu Deputy Leader TTR Programme Sebastian Naundorf sebastian.naundorf@forumtraineur

• pe.eu

TTR Programme Management Office

Further information can be found online: ttr.rne.eu TTR working material can be downloaded at: https://cms.rne.eu/ttr-documents