TIMETABLING AND CAPACITY REDESIGN (TTR) - Overall Presentation
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TIMETABLING AND CAPACITY REDESIGN
(TTR)
Overall Presentation supported by
1
TTR General Information
2
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
3
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
4
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).
5
Introduction of RNE, FTE and ERFA
RailNetEurope (RNE)
o Association of 35 IMs and ABs as well as 10 RFCs as Associate Members
www.rne.eu
Forum Train Europe (FTE)
o Association of more than 90 RUs, authorized applicants and
service companies in passenger and freight traffic
www.forumtreineurope.eu
European Rail Freight Association (ERFA)
o Association of 30 RUs, leasing companies, wagon keepers, freight forwarders
and intermodal operators
www.erfarail.eu
6
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.
Legal experts
Market experts TT experts from IT experts from Works experts Business case
from all
from RUs IMs/ABs all stakeholders from IMs/ABs team
stakeholders
7
Detecting Market Needs
The TTR concept is based on the following
marked needs:
o Flexibility, especially in the freight sector
o Possibility for earlier commercial use of
paths, e.g. earlier ticket sales
o Reduction in load peaks and redundant Market
work
Needs
o Higher stability and quality of timetables
8
TTR Vision
Implementation of the TTR process started with a clear vision:
o Main focus on freight and passenger market needs with optimised request
deadlines
o Improved reliability and stability incl. temporary capacity restrictions (TCRs)
o Binding implementation and application of the redesigned timetabling process
(TTR)
o Increased efficiency (capacities, resources) in order to avoid duplication of
work and planning efforts
9
Benefits of TTR
o Optimised usage of infrastructure capacity
→ more efficiency
→ more flexibility
o 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!
10Financial Benefits of TTR
- Investments and IT
- Change Management
and HR costs
- Modal shift and increased
use of infrastructure capacity
- Cost reduction due to
efficient planning procedures
11TTR Basic Organisation
Steering Committee
+ Programme Management Office
TTR Legal TTR TTR Commercial
Framework Implementation Conditions
TTR IT Landscape TTR Pilots
12TTR Governance: PMO and Steering Committee
Programme Management Office (PMO)
• Philipp Koiser (Co-Leader TTR Programme) • Sebastian Naundorf (Deputy Leader TTR Programme)
• Martin Kreiter (Co-Leader TTR Programme) • Daniel Haltner (Substitute Leader TTR Programme)
• Aurelio Di Paola (Implementation Project Leader)
Steering Committee (SteCo)
• For RNE • For FTE
Harald Hotz (President) Stephan Pfuhl (President)
Guus de Mol Thorsten Dieter
Bettina Wunsch-Semmler Catherine Perrinelle
Michael Beck Maurizio Capotorto
Ann Billiau Wolfgang Fritz
Paul Mazataud Edgar Schenk (Managing Director)
Joachim Kroll (Secretary General)
Harald Reisinger (CIO) • For ERFA
Wolfgang Gross
13TTR Governance: Project and Task Force Leaders
TTR Pilots Project TTR IT Landscape Project
• Daniel Haltner • Mario Toma
• Philipp Koiser (substitute) • Seid Maglajlic (substitute)
TTR Implementation Project TTR Commercial Conditions Project
• Aurelio Di Paola • Zuhal Nalbant (co-chair)
• Philipp Koiser (substitute) • Zita Koops-Árvai (co-chair)
TTR Legal Framework Task Force
• Elisabeth Hochhold
• Tsvetan Tanev (substitute)
14Useful 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
15Contacts 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
ope.eu
Co-Leader TTR Programme
Martin Kreiter
martin.kreiter@rne.eu
16The TTR Process
17TTR Approach: Detecting Requirements
The TTR concept is based on the market needs:
- A request method for later requests Provide adequate capacity
(especially required by freight traffic) request methods
- The current timetabling process, but improved Plan capacity in advance and
(especially required by passenger traffic) take into consideration:
- Market requirements
But we also have - Available capacity
capacity restrictions!
TTR Team
RUs
IMs
18Need 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’).
- Capacity Models must be created to
We have capacity ensure the inclusion of all market
restrictions!
requirements
We need But safeguard
capacity for my
- Construction works and other
capacity for our
early requests! later requests! Temporary Capacity Restrictions
IM
(TCRs) must be taken into
consideration
- Capacity Models must be created for
each line and for every year
RU1 RU2 - Advanced Planning must focus on
origin to destination approach
19The 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.
20Components of the TTR Process
Main components are:
Additional process components:
o Leading entities
o Allocation rules
o Key Performance Indicators (KPIs)
21Capacity 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.
22Capacity Model and Partitioning: Sources
Results from Capacity
Strategy
Capacity Needs Capacity Experiences by IMs
Announcements Model
Expected Change of Traffic
Volume
23Capacity Model and Partitioning: Principles
The Capacity Partitioning follows two principles:
1) Partitioning by market needs: 2) Inclusion as path or band:
Capacity required for TCRs
Capacity available for ATT Capacity bands
(especially for passenger) blocked for TCRs
System paths with
Capacity safeguarded for RP exact path details
(especially for freight) Capacity bands with
one or several paths
Note: If required, ATT can be planned
for freight and RP for passenger traffic
as well
24Temporary 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:
Deadline for final
Consecutive days Impact on traffic*
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
TCRs must become predictable to stabilise all offers!
25Current TCR Developments
Process IT
- TCR Guidelines were created, RNE has provided a first version of the
covering all provisions of Annex VII TCR Tool, firstly deployed on RFC Rhine-
of Directive 2012/34/EU Alpine in December 2019 for limited
- To further serve the needs of the real-life usage (major/high/medium
market, and improve the process impact TCRs).
with a realistic approach, RNE has
started the project ‘TCRs in Further improvements are underway:
Timetabling Process’.
- Provision of interfaces
- Together with FTE, use cases and - Functional improvements and
best practice examples have been simplifications in the tool
created (shared with RU Dialogue)
Expected full rollout in December 2020
Note: Most TCR developments are steered via and conducted by the RNE TCR Working Group
26Provision 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: Starting X-11: Capacity Supply:
- Representation of a model time period (e.g. - Actual available capacity expressed in
working day, week) capacity products (paths + bandwidths)
- Allows pre-planning of capacity, including - Enables quick access to capacity and
harmonisation, detection of pressure provides an overview of available capacity
points/creation of alternatives and to the applicants.
inclusion of all market needs.
27Request Method ‘Annual Request’
The ‘Annual Request’ option offers the possibility
of an early request and early response.
Benefit: Booking systems can be opened earlier
(aim: 6 months prior to the timetable change).
28Request 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.
29Goals of Rolling Planning Request
Reduce the number of annual ‘phantom’ requests
o Remove obligation to request based on best guesses
o Remove unnecessary (non-existing) conflicts
Provide alternative request method to the annual request
o Designed based on freight RUs’ needs but also available for passenger traffic
o Balance the need for stability (creation of capacity models, reduce request
period) and flexibility (shift of the path request deadline, quick answers)
o Note: Rolling Planning is not intended as alternative to the ad hoc request
Ensure high quality capacity offers
o Based on dedicated (‘safeguarded’) capacity
o Answers in short period of time
Support applicants in their long-term planning and thus in their investments
30TTR Process Timeline
X-60 –
Capacity Strategy
X-36
Advanced Capacity Model
X-36 –
Planning X-18 Capacity Partitioning
Phase
X-18 – Capacity Planning & Publication Capacity Supply
X-11
Path / Capacity Requests
Annual Requests Rolling Planning Requests Ad Hoc Requests
Capacity Starting at (incl. Late Requests)
X-11
Request Path Path / Capacity Path
Phase Allocation Allocation Allocation
Path Modification / Alteration / Cancellation
After
allocation
Train Operation
31Differentiation of Path Request Types
When? Which capacity?
Annual Request X-11 –
Pre-planned or non-pre-planned capacity
Request
Annual
Placed on Time X-8.5
X-8.5 – Residual capacity from annual requests (pre-planned and
Late Requests
X-2 non-pre-planned capacity)
s
Rolling Planning M-4 –
Pre-planned (safeguarded) capacity
Request M-1
X-2 – Residual capacity from annual and rolling planning (Positive Effects of All Components Implemented
Freight RUs
can request shortly before the IMs
train run knowing all path details
and being assured to receive can stabilise their plans, reduce
high-quality paths redundancies in the timetabling
process, make better use of the
available infrastructure capacity and
provide harmonised high-quality
Passenger RUs offers
can plan early and open their
booking system 6 months
prior to the timetable change
33Pre-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
TTR Process
-> Legal Framework
… all stakeholders behave in accordance
Commercial Legal
with the process components’ intention Conditions
IT
Framework
-> Commercial Conditions
… all stakeholders can access the process and
receive information real-time and in high quality
-> IT Landscape
34Useful 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
35Contacts 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 Deputy Task Force Leader
'TTR Process' ‘TTR Process’
Daniel Haltner Philipp Koiser
d.haltner@trasse.ch philipp.koiser@rne.eu
36TTR IT
37Aims of the TTR IT Landscape
The TTR IT landscape aims to
TTR Process o raise the quality of information
exchanged between all stakeholders,
o accelerate process steps by allowing for a
certain extent of automation,
Commercial Legal
Conditions
IT
Framework o and provide easy access to all
stakeholders, either via interfaces or via
web browsers.
38Introduction 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.
39Basic IT Architecture
The future TTR IT landscape is split TTR IT Landscape
into two main blocks:
IMs & RUs Central
Systems
o The central IT framework, IT
developed by RNE Framework
A
o National and external systems,
which need to communicate with B IM
Layer
the central IT framework Common
Layer
C RU
Layer
Communication between systems will
be based on TAF/TAP TSI standards.
40Layers 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:
o RU layer Central
IT
Framework
o IM layer
IM
Layer
Common
o Commonlayer Layer
RU
Layer
41Layers and Modules of the TTR IT Landscape
RU Domestic
Systems and Users
RU Layer
Central IT Framework
National Train Harmonisation
Processes Capacity Needs
and TCR Announcement
Negotiation
Path Request Management
Common
Layer
Messaging and Big Data
IM Layer
Path Management
National
Capacity
Processes TCR
Hub
and TCR
Planning Capacity Broker
IM Nationals
Systems and Users
42Modules 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.
43Modules 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
operation.
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.
44Connection of IM and RU Layers
Input (Capacity Hub)
Capacity
Capacity
Needs TCRs Catalogue Paths
Bands
Announcements
RU/Applicant
Path Request
IM/AB
Management
Capacity Path
Management
Train Broker
Harmonisation
45Common Layer: Messaging Module
Messaging Module:
o communication between RNE’s central systems and the external systems of IMs
and RUs
o router function for external systems of IMs and RUs to communicate with each
other
o based on TAF/TAP TSI standards
46IT Implementation
47Useful 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
48Contact 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
49TTR Legal Framework
50Legal 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*
o Investigated how to support TTR in
terms of legal framework conditions
o Provides ongoing legal analysis
*DG MOVE joins the task force as observer from May 2020
51Basic Considerations for Legal Framework
EU legal framework
TTR
Options for implementation*
Network Implementing/ Bilateral
FCA Other Measures
Statements Delegated Acts Agreements
*Such measures must respect applicable EU law, in particular Directive 2012/34/EU.
52Preliminary 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
53Preliminary 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
54Useful 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
55Contact 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
56TTR Commercial Conditions
57TTR Commercial Conditions: Introduction
Rail capacity is wasted, mainly due to
o Constant changes of planning
parameters (both: RU and IM) TTR Process
o Capacity blocked but not used by
stakeholders
To encourage stakeholders to use the
Commercial Legal
process and capacity products as Conditions
IT
Framework
efficiently as possible, common,
harmonised commercial conditions have
to be applied to avoid misuse/spoiling of
capacity (‘who breaks pays’).
58Elements of Commercial Conditions
Process elements that require steering through commercial
conditions:
o Path cancellation by applicant
o Non-usage of a path by applicant
Harmonised
o Cancellation of a partially non-used path by IM
Commercial
o Path modification by applicant
Conditions
o Path alteration by IM
Note: A scope extension to requested but not yet allocated
paths is under consideration.
59Useful Links (TTR Commercial Conditions)
- Overview of commercial conditions basics:
http://ttr.rne.eu/commercial-conditions/
60Contacts 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 Project Co-Chair
'TTR: Commercial Conditions' 'TTR: Commercial Conditions'
Zuhal Nalbant Zita Koops-Árvai
zuhal.nalbant@deutschebahn.com zita.koops-arvai@rne.eu
61TTR Pilots
62Introduction to TTR Pilots
In order to test the new approach to capacity management developed in TTR,
several pilots have been launched:
o To improve the process
o To detect pressure points
o To use lessons learned for full TTR rollout
63List 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:
o Mannheim – Miranda de Ebro (starting in timetable 2021)
o Antwerp – Rotterdam (starting in timetable 2020)
o 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.
64TTR Pilots: Achievements
o Development of functioning organisations for the respective pilots
o Creation of Capacity Models with the support of applicants for TT 2020
o Elaboration of a first tool for visualising the Capacity Model
(Electronic Capacity Model Tool / ECMT)
o Availability of a tool (PCS) for placing the first Rolling Planning requests in August
2019
o Good cooperation thanks to highly motivated IMs
o Broad-based willingness of stakeholders (Ministries, Regulatory Bodies,
applicants) to participate in the pilots
65TTR Pilots: Lessons Learned
o Management attention is crucial for the success of the pilots
o 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)
o Benefits for passenger RUs must be tested as well
o Ministries of Transport and Regulatory Bodies are required to implement
strategic thinking (not only based on existing laws) and allow tests
o Need for increased resources for IT implementation (nat. and internat. level)
o Commercial Conditions required to influence applicants’ path requesting
behaviour and IMs’ allocation processes (incentive to respect agreed processes)
o Multi-annual validity of a Rolling Planning request require legal backing
66Status: 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
67Useful 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
68Contacts 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 Deputy Project Leader
‘TTR Pilots’ ‘TTR Pilots’
Daniel Haltner Philipp Koiser
d.haltner@trasse.ch philipp.koiser@rne.eu
69Contacts 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)
or Mr Floris Visser (floris.visser@prorail.nl)
ÖBB INFRA network pilot:
Ms Birgit Leber (Birgit.Leber@oebb.at)
70TTR Implementation
71Implementation in Packages
Pre-conditions must be provided in time to start each TTR phase:
TIME-
Capacity Capacity Path Capacity
TABLE
Strategy Model Planning Request
2025
Start: Start: Start: Start: Start:
August 2021 June 2022 August 2023 December 2023 December 2024
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!
72Implementation Packages: Overview
Aiming for the full rollout of TTR in December 2024, end dates were defined for all
packages:
73Implementation Packages: Content
Implementation packages were created, in which all required developments are
bundled:
o Implementation packages 1 & 2: division of roles and tasks under the new TTR
process
o Implementation package 3: preparation of all framework conditions (including
IT)
o Implementation package 4: commercial conditions and allocation rules
o Implementation package 5: TTR IT landscape
o Implementation package 6: IT micro services for final TTR rollout
74TTR Implementation as Center Piece of TTR
Steering Committee
+ Programme Management Office
TTR Legal TTR TTR Commercial
Framework Implementation Conditions
TTR IT Landscape TTR Pilots
7576
National TTR Implementation Managers
RNE members have been asked to
provide nominations for national TTR
implementation managers:
No nomination yet
Nomination received
The national implementation projects
have started in September 2019!
First tasks and alignments are already
tackled.
76Organisation of the TTR Implementation Project
TTR Implementation Project
National TTR projects TTR Core Team
to coordinate the to provide and coordinate the TTR process and
national TTR implementation efforts European TTR framework conditions
Community of TTR management and back office:
National TTR Implementation Managers - TTR Steering Committee representative
- TTR Programme Management Office
- Communications Manager
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 FTE Working Groups:
- WG Passenger
- WG Freight
Chair persons of relevant RNE Working Groups:
- WG Sales & Timetabling
- WG Temporary Capacity Restrictions
- WG Network Statements & CIDs
Representative of the Corridor-OSS Community
77Implementation Steps
Short-term
o Setup of national TTR projects and launch of change managements
o Finalising the definition of pre-conditions
o Test and improve TTR elements
o Gradually implement TTR including all preconditions
Mid-term
o Full TTR implementation for timetable 2025 (starting December 2024)
o Monitoring and improving the process
78Successful 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’).
79Contacts 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 Deputy Project Leader
‘TTR Implementation’ ‘TTR Implementation’
Aurelio Di Paola Philipp Koiser
aurelio.dipaola@rne.eu philipp.koiser@rne.eu
80Links and Contacts
TTR Programme Management Office
RNE President Co-Leader TTR Programme
Harald Hotz Philipp Koiser
TTR Steering Committee
harald.hotz@oebb.at philipp.koiser@rne.eu
FTE President Co-Leader TTR Programme
Stephan Pfuhl Martin Kreiter
stephan.pfuhl@sbb.ch martin.kreiter@rne.eu
RNE Vice President Deputy Leader TTR Programme
Guus de Mol Sebastian Naundorf
guus.demol@prorail.nl sebastian.naundorf@forumtraineur
ope.eu
Further information can be found online: ttr.rne.eu
TTR working material can be downloaded at: https://cms.rne.eu/ttr-documents
81You can also read
