Our view is that a first key issue is to assess the extent to which the freight operators' requests for train paths are handled in a proper manner in the scheduling process. A second question is to what extent the process of adjustments to the schedule until the "execution" is flexible enough to allow for any cancellations of allocated capacity can be utilized.

In this study, we examine the allocation of Transport Administration timetables 2014-2016 where we compare rail companies filed applications for train paths – as they were presented at the deadline for applications in spring for the coming timetable – with granted train paths in the annual timetable published in the autumn. The difference between the number of requested and granted paths we call A-difference. Then there are the awarded train paths according to the timetable that we could not match the requested train paths; we call this the B-difference. We interpret the A-difference as the filed applications that Trafikverket for various reasons, does not grant the railway company and B-difference the paths the railway company was awarded but did not apply for in the spring, but either did apply for later or was awarded by Trafikverket, rather than as paths that the railway companies applied for but not been able to get. The main result is that both freight and passenger companies receive roughly the same number of paths that the paths request. For some freight companies, however, we see a big A-difference. We also examine what we call time offsets, i.e. adjustments in departure, arrival and driving times in the granted paths compared to the paths that were applied for. The time offsets are calculated for departure time, driving time and the arrival time. The time offsets can thus be calculated only for train paths that were both applied for and granted