CFR Network Statement2026

cedures and aims to allocate train paths on a fair and non- discriminatory basis and in compliance with legal provisions. If, during the previously provided programming process, CFR is faced with the existence of conflicts, it will try to ensure the best possible harmonization of all requirements through coordination of requests. The principles governing the coordination procedure are defined and are shown in Annex 20.a. For this, CFR will propose to the OTF different paths from those that were requested. The resolution of any path conflicts will be done by consulting CFR with the respective OTFs, in accordance with the provisions of art. 46 paragraph (2) of Law 202/2016 on the integration of the Romanian railway system into the single European railway area, with subsequent amendments and completions. CFR will communicate to the OTF, in writing, the method of resolution within a maximum of 10 working days. Conflict resolution process In the event of disputes regarding the allocation of infrastructure capacities, a dispute resolution system is provided for their prompt resolution. The principles governing the dispute resolution process are defined and are shown in Annex 20.b. The OTF may submit a complaint to the CFR regarding the allocation of infrastructure capacities. The CFR will communicate to the OTF, in writing, the resolution method within a maximum of 10 working days. 2026 CFR Network Statement Version: 15.1.6 Section: Capacity Allocation A Page Date: 29.05.2026 52 of 98  Compania Nationala de Cai Ferate “CFR” S.A. Romania 4.6 Congested Infrastructure In the event that, after coordinating the requested train paths and consulting the applicants, it proves that it is impossible to satisfy all requests for infrastructure capacity in a favorable manner, CFR will immediately declare the respective infrastructure section as infrastructure with saturated capacity. The same procedure will be followed in the case of infrastructures that can be expected to have insufficient capacity in the near future, according to art. 47, point (1) of Law 202/2016 on the integration of the Romanian railway system into the single European railway area, as subsequently amended and supplemented. Infrastructure in railway stations may also be declared infrastructure with saturated capacity for certain periods (24 hours or other time intervals). The list of the sections declared by CFR as congested infrastructure sections is set out in Annex 21. The priority criteria for saturated infrastructure capacity allocation are established by means of an OMT, and are set out in Annex 22. CFR analyses infrastructure capacities annually, within the process of developing the next train schedule, in order to establish capacity restrictions that do not allow train path requests to be met properly. Also, whenever necessary (for example, scheduling new rehabilitation works), when infrastructure capacities are significantly reduced, CFR prepares capacity analyses and declares, if applicable, sections with saturated infrastructure capacity. If the infrastructure has been declared saturated, the infrastructure manager carries out a capacity analysis, according to the provisions of art. 50 of Law 202/2016, if a capacity improvement plan has not already been introduced, according to the provisions of art. 51 of the same law. On sections declared with saturated infrastructure, CFR may impose the abandonment of a train path (revocation of a train path) that, for a period of at least 30 days, has not been used, according to art. 52(2) of Law 202/2016. The revocation of the route can be made if its non-use was not due to causes other than economic ones, independent of the will of the applicant. 4.7 Exceptional Transport and Dangerous Goods The RU shall notify CFR about any exceptional transport (in terms of loading gauge, axle load or load per linear meter, special wagons, etc.) or transport of dangerous goods upon requesting the allocation of a train path or, at the latest, upon scheduling the train with such a transport for traffic, so that it may be properly handled. 4.8 Rules regarding the modification, cancellation or non-use Path Rules for Path Modification by the applicant Only minor changes to the train path can be accepted in accordance with the RNE regulations at: https://rne.eu/wp-content/uploads/HB_Path_Modification_Management_4.0_2023-12-05.pdf at Annex B – Minor/Major Modification of Allocated Paths These changes should not have an impact on the paths of other RUs. If major changes are requested, the initial path (or a certain portion thereof) must be cancelled and the major changes shall be considered as a new path request, which shall be dealt with depending on the time of the request in relation to the intended train timetable. 2026 CFR Network Statement Version: 15.1.6 Section: Capacity Allocation A Page Date: 29.05.2026 53 of 98  Compania Nationala de Cai Ferate “CFR” S.A. Romania Rules for Path Alteration by the IM In case of any train traffic disturbances caused by a technical breakdown, a railway accident, unfavourable weather conditions or any other unforeseeable situation, CFR may take all the necessary measures to resume the normal situation. At the same time, it notifies the interested bodies. The notification and investigation of the railway accidents and incidents shall be performed in accordance with the Regulation on accident and incident investigation, and for developing and improving the railway safety, approved by means of GD No. 117/2010. https://rne.eu/wp-content/uploads/HB_Path_Alteration_3.0_2023-05-31.pdf Principles In emergency cases temporarily blocking the infrastructure, the allocated train paths may be cancelled without prior notice, for the period of time necessary for resuming the traffic. CFR may require the RU to make available the means which it considers adequate for resuming the normal situation as soon as possible, in accordance with the conditions set out in the access contract, and in the regulations in force. In such cases, CFR establishes together with the RUs involved the alternative traffic routes, whereas the IAC is levied for the direct initial route. Operational Rules For the recovery of the movement of trains affected by disruptions to the movement schedule, the provisions of the Regulation for the movement of trains and the maneuvering of railway vehicles no. 005/2005 approved by Order of the Minister of Transport, Construction and Tourism no. 1.816 of October 26, 2005, with subsequent amendments and additions, and the Signaling Regulation no. 004/2006, approved by Order of the Minister of Transport, Construction and Tourism no. 1.482 of August 4, 2006 with subsequent amendments and additions. Foreseen (Planned) Issues In case of any train traffic disturbances caused by some foreseen or planned issues (such as line closing), the RUs shall be notified in due time, in accordance with the provisions set down at Article 9 of the standard railway infrastructure access contract, and in Law No. 202/2016, Annex VII, and are offered alternative routes. Unforeseen Issues In case of any train traffic disturbances caused by some unforeseen issues (such as accidental line closing), the provisions of the instructions in force apply for resuming the traffic. Temporary restrictions on capacity in international traffic Coordination with the infrastructure managers in neighbouring countries regarding capacity restrictions that could involve a cancellation, a re-routing of a train path or a replacement with other modes is made on the basis of the principles set out in Annex VII to Law no. 202/2016 on the integration of the railway system in Romania into the single European railway area. At the same time, the reference for carrying out the coordination process is the RNE guide on the management of temporary capacity restrictions that can be accessed at the web address: https://rne.eu/wp-content/uploads/2022/12/HB_TCR_2.0_2022-12-06.pdf Coordination shall determine the possible diversion of train paths through other border posts (in particular in the case of total closures) and the train paths shall be adapted by mutual agreement. RU can also be co- 2026 CFR Network Statement Version: 15.1.6 Section: Capacity Allocation A Page Date: 29.05.2026 54 of 98  Compania Nationala de Cai Ferate “CFR” S.A. Romania opted in the process. The solutions identified together with the concrete changes to be drawn shall be brought to the attention of the RU. Non-Usage Rules by the applicant In case of non-use by an applicant of the allocated capacities, proceed according to GD 1696/2006 - Regulation for the allocation of railway infrastructure capacities. Rules for Cancellation by the applicant The cancellation or revocations (in case of non-usage) of the routes allocated to an RU is done under the conditions of GD No. 1696/2006 - Regulation on the allocation of railway infrastructure capacity, and the Manual for the procedures for canceling routes at the request of applicants: https://rne.eu/wp-content/uploads/HB_Path_Cancellation_1.0_2023-05-31.pdf Suspension of Railway Infrastructure Access CFR may suspend the railway infrastructure access of the RU’s rolling stock if it finds out any technical irregularities that may affect the railway traffic safety, in accordance with Annex 11 to the Access Contract. In case of a payment delay beyond the due date of the IAC invoice, CFR may also temporarily suspend (in whole or in part) the access to the railway infrastructure for the trains of the RUs that have not complied with the IAC payment deadlines if the payment delay is longer than 3 working days for the RU that has not set up a guarantee or 15 calendar days for the RU that has set up a guarantee. The conditions and the manner in which this measure is to be applied is set out in art. 5.9.1 lit. a) to the NS. 4.9 TTR – Timetable Redesign Objectives of TTR TTR is the programme to simplify, unify and solidify improvements to the European rail timetabling to significantly increase the competitiveness of railways. A systematic redesign of timetabling processes is needed as they differ considerably across European countries, which makes international cooperation difficult. Despite the increasing importance of cross-border rail traffic, the current system is leading to unnecessary delays due to poorly coordinated railway infrastructure rehabilitation works and timetable clashes. In addition, the capacity products (paths) currently provided by the Infrastructure Managers do not serve all market needs. To remedy this unsatisfactory situation, both RailNetEurope (RNE) and Forum Train Europe (FTE), supported by the European Rail Freight Association (ERFA), agreed that changes to these procedures were needed, and launched the TTR project. Detailed information about this project can be found on: https://rne.eu/ttr and https://www.forumtraineurope.eu/services/ttr 2026 CFR Network Statement Version: 15.1.6 Section: Capacity Allocation A Page Date: 29.05.2026 55 of 98  Compania Nationala de Cai Ferate “CFR” S.A. Romania Process Components The TTR process is built around the following components: Capacity Strategy Capacity Model Advance Planning Phase Capacity Partitioning Capacity Planning & Publication of Capacity Supply Path/Capacity Requests Annual Requests Rolling Planning Ad-Hoc Requests (including Late Requests Requests) Path Allocation Path/Capacity Path Allocation Capacity Request Phase Allocation Path Modification/Alteration/Cancellation Train Operation The essential components are described in further detail below. Capacity Strategy (X*-60 to X*-36 months): - is the long-term capacity planning of the IM for a certain infrastructure section, a part of the network or entire network. - the main aim of the Capacity Strategy is to provide a first overview of available capacity on the infrastructure in the future and of future Capacity Needs. - it enables the IM to share future Capacity Needs with neighbouring IMs and applicants and agree on the main principles to be used for the Capacity Model construction. Capacity Model (X*-36 to X*-18 months) with Capacity Partitioning: It provides an overview of available capacity, and includes: - the Capacity Restrictions affecting the relevant sections during the intended timetable; - the capacity intended for allocation by traffic types for the Annual Timetable; - the multiannual Rolling Planning; - the capacity for Ad-hoc Requests and the Reserve Capacity. The main benefits of a Capacity Model are, firstly, transparency in capacity usage and, secondly, the early detection of potential capacity conflicts and blockages, thus offering more time to take action. International alignment on TCRs: - TCRs may occur in case of maintenance, modernization, or building of new infrastructures, and have an impact on the available capacity. Depending on the duration and impact on the traffic, they are divided into TCRs with major, high, medium and minor impact, as well as other restrictions. TCRs are necessary to keep the infrastructure and its equipment within the designed parameters, and to allow infrastructure development in accordance with the transport market needs. Feasibility Studies are requested by the Applicants to get information on the feasibility of a request before submitting it to the Infrastructure Manager. 2026 CFR Network Statement Version: 15.1.6 Section: Capacity Allocation A Page Date: 29.05.2026 56 of 98  Compania Nationala de Cai Ferate “CFR” S.A. Romania However, a response to a Feasibility Study is not binding for the Infrastructure Manager. Therefore, the Feasibility Study result is not a commitment to a path allocation. The Feasibility Studies are described in Chapter 4.9.3.4. Path/Capacity Requests: • Capacity for Annual requests: Capacity to be coordinated at a defined deadline or made available for requests placed after this deadline. • Capacity for Rolling Planning requests: Dedicated capacity based on capacity bands for a defined time window or path, with specific requesting deadlines. • Capacity for Ad-hoc requests: Unplanned capacity or residual capacity for requests submitted after X-2. • Capacity for Short-Term Ad-hoc requests: Unplanned capacity or residual capacity for requests submitted less than 30 days before the train operation. The European Capacity Management Tool (ECMT) is a software tool for Infrastructure Managers (IMs)/Allocation Bodies (ABs) and Applicants, which helps IMs in the coordination and publication of their Capacity Models and Capacity Supply (provided capacity), and Applicants for submission of Capacity Needs Announcements. Access to ECMT is free of charge. A user account can be requested via the following link: https://ecmt- online.rne.eu/user/register. More information can be found on https://ecmt-online.rne.eu/. Implementation CFR participates in the implementation of the project at the national level according to the TTR project according to the calendar developed at the RNE level. Details regarding the TTR process implementation calendar can be found on the website: https://rne.eu/wp-content/uploads/Long_Description_of_the_TTR_process_V4.0_2024-12- 10.pdf#page=8 ACP-Deadlines-–-Calendar-Year-2026.pdf As part of the implementation process of the TT project, in 2023 CFR developed the Capacity Strategy for the 2025/2026 road plan on