Source: http://networkstatement.jbv.no/doku.php?id=ns2019en:charges
Timestamp: 2019-04-21 01:04:12+00:00

Document:
Cf. the Railway Regulations, Ch. 6.
It will be possible to differentiate between different markets on the basis of the rules. However, equality must be practised within a single market. Discount schemes may also be introduced in accordance with the Railway Regulations, § 6-4, but these can only apply to prices levied for a specific part of the infrastructure.
In line with EU Regulation 2015/909, Article 6, Bane NOR has selected an econometric method for calculating the direct unit costs/marginal costs linked with supplying the basic service package and access to service facilities. For further information, please see Bane NORs implementeringsplan, the Bane NOR implementation plan that was submitted to the Norwegian Railway Authority on 14 July 2017.
Performance improvement schemes have been implemented from 1 January 2017, see section 6.5. See also Annex 4 to the ATS.
Bane NOR has established a reservation charge for capacity allocated but not used; see section 6.4.2.
Cf. the Railway Regulations, §§ 6-2 – 6-5.
The minimum access package includes the services listed in Ch. 5.2. These will be priced on the basis of points a), b) and d) above.
Cf. the Railway Regulations, §§ 6-2 and 6-9 (2).
Access to Bane NOR's additional technical areas as described in the Network Statement, Ch. 5.3 is priced according to marginal costs in the same way as the basic service package, cf. Ch. 6.1.1.
Access to additional technical areas belonging to parties other than Bane NOR are priced at full cost pursuant to the Railway Regulations, § 6-9 (2).
Please see also Bane NORs tjenestekatalog; Bane NOR's catalogue of services, which was compiled for the Ministry of Transport and Communications in connection with the railway reform.
Cf. the Railway Regulations, § 6-9 (2).
Bane NOR establishes prices for the use of services at Bane NOR's additional technical areas as described in Ch. 5.3, and these are priced at full cost, including a reasonable profit. For further information on the principles for setting prices, etc., see the ATS, section 13.3.
Cf. the Railway Regulations, § 6-9 (3).
Bane NOR sets prices for the use of additional services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at full cost including a reasonable profit. For further information on the principles for setting prices, etc., see the ATS, section 13.4.
Bane NOR sets prices for the use of ancillary services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at full cost including a reasonable profit. For further information on the principles for setting prices, etc., see the ATS, section 13.4.
Using other services requires a separate agreement with Bane NOR or whoever provides the service, and the price will be set out in the relevant agreement. As a rule, other services provided by Bane NOR to RUs will be priced at market conditions.
Cf. the Railway Regulations, Ch. 6 (§§ 6-1 to 6-5), Directive 2012/34/EU and the Commission Implementing Regulation 2015/909/EU.
The charging scheme consists of two components, one of which is linked with the use of infrastructure (track price), and the other is linked to the use of capacity on an overloaded part of the rail network (capacity price). The track price is also specified for passenger and freight traffic respectively, as well as various market areas within these fields.
This charge gives RUs entitlement to the basic service package as defined in the ATS, section 9.1.1.
The charges for access to the basic service package (cf. the Railway Regulations, §§ 4-1 and 6-2) and access to service facilities must be set at the cost arising «as a direct consequence of the rail service in question». Bane NOR is of the opinion that the term «direct consequence» can be understood as a marginal cost principle. Furthermore, the regulation uses a «mandatory clause» (§ 6-2 (3)), and this is understood as a minimum payment.
Bane NOR has performed an econometric analysis on the basis of costs linked with corrective (remedying faults) and preventive maintenance of the infrastructure and traffic load measured in gross tonne-kilometres. This is in line with EU regulation 2015/909. Both costs and traffic load are measured for each line number for the years 2014-2016. The econometric model takes into account the fact that the lines have different technical designs in the form of the number of point switches, tunnels, speeds, etc. The model operates with two products/services, namely passenger rail traffic and freight rail traffic. The calculations are documented in the Bane NOR implementation plan dated 14.07.2017; and this plan, along with a separate documentation report Bane NORs implementeringsplan relating to track price supplements, forms the basis for the price rates specified in section 6.3.1.
The Railway Regulations, § 6-2 (4), provide a basis for a supplement to the price so that it reflects the lack of capacity in an identifiable part of the rail network. For a capacity price to have a genuine effect, the line section must be used by a number of train companies/groups. If only one train company/group operates, this nevertheless has to prioritise which trains it does and does not want to operate. Economists refer to this by saying that their capacity cost is already internalised in the train company's/group's own business administration. If there are a number of train companies/groups on the same section, any capacity cost is not internalised. Therefore, the purpose of a capacity price is precisely to internalise the capacity cost in the train companies'/groups' own business administration. This brings about consistency between socio-economic and business-related correct distribution of capacity. The capacity price is similar to congestion charging on roads.
The supplement is an indicator that transport of greater value should be given priority over transport of less value in conflicts where the prioritisation criteria do not necessarily give the same results. The price is not based on the capacity costs applied by an RU to others in the geographical area in question.
Capacity pricing was introduced in Oslo, Stavanger, Bergen and Trondheim in 2017. There is only one RU between Ganddal and Stavanger at the moment and this will also be the case in future, and hence it is not correct from a socio-economic standpoint to have a capacity price as any lack of capacity is internalised at the RU in question. When the Ulriken project is complete and there is a double track between Arna and Bergen, there will hardly be a lack of capacity in this area. Traffic volume in Trondheim is limited, Bane NOR feels it is not particularly appropriate to have a separate capacity price in this area.
Only in the Oslo area should a lack of capacity result in a capacity price. As long as the capacity in this area is not auctioned off, the price should indicate to relevant applicants that passing through this area at certain times of the day will cost the applicant more. The price is applicable to all applicants and all types of train; also including empty trains getting into position.
The charge can also take into account the environmental costs – including noise – generated by rail traffic for third parties. This does not imply that the charges can be adjusted downwards (compensated for) on a permanent basis as a consequence of missing prices for other modes of transport. Bane NOR has been unable to identify good solutions for establishing charges relating to environmental costs, but setting charges for noise resulting from old brake technology will be assessed in greater detail. Positive incentives will also be assessed in this context.
Surcharges will be established in order to achieve full cost coverage if the market can stand this. Full cost coverage is understood to mean coverage of both fixed and variable (indirect and direct) maintenance costs. The charges cannot have greater surcharges so that one or more market segments «drop out». In the event of any surcharges, Bane NOR must analyse the market segments for which this is relevant. The regulation provides more detailed rules on how the market segments can be divided up. Market segmentation must be reviewed at least every five years.
Bane NOR has assessed the market areas of relevance in a Norwegian context. These areas are based on separation between freight traffic and passenger traffic. The figure below shows the areas assessed.
In a Norwegian context, it may be relevant to separate out industrial system trains as a separate market area from the combination/wagon load segment. However, there are varying abilities and desires to pay more than the marginal cost within this segment (timber, ore and hazardous goods) as well.
The timber industry operates on tight financial margins, and there will be a major risk of loss of traffic if the charges are set higher than the marginal cost.
A similar situation will also apply to the transport of hazardous goods. There is also a desire society for such products to be transported by rail rather than by road.
Ore businesses have traditionally had a major ability to pay. This transport has also faced infrastructure charges previously when trains were operated with axle loads in excess of 25 tonnes.
As stated in the Railway Regulations, § 6-3, there is a difference between the traffic included in agreements with governmental and/or regional traffic agencies and where a payment is linked for the service(s) – referred to here as «PSO» – and other passenger services. Within other passenger services, it will also be relevant to differentiate between train products that routinely stop at the main airport – referred to here as «Main airport» – and other passenger transport.
Current passenger transport to Oslo Airport Gardermoen is covered both by trains with purchase agreements and trains without purchase agreements. Defining this traffic as a separate market area may mean the same charges for all trains operating services to the Main airport.
The marginal costs are not constant throughout the entire network. The marginal cost calculations confirm this. The table below shows the suggested division into sections that can be combined with the above market differentiation.
On the basis of the principles of competition neutrality, Bane NOR wishes to agree possible discounts in each individual case in accordance with the Railway Regulations, § 6-4, in order to promote new services. These agreements will specify the period and scope of the discount.
It is Bane NOR's perception that freight traffic should be given incentives to increase the use of these sections. Although the railway network around the terminals for combination traffic may see higher section usage, Bane NOR is of the opinion that if this is to be meaningful, the discount must cover the entire section; e.g. Alnabru – Ganddal and not just Kongsberg – Ganddal.
This will be in addition to whatever emerges from the implementation plan; the sample calculation in section 6.3.1. Bane NOR will come back to the issue of whether the discounts should be gradually reduced towards 2025 the next time it updates the basic pricing.
c.	Operation of museum trains under the museum's own auspices. Such operations must not inconvenience other traffic. If the museum trainers charted by a third party, the charge will be paid as for other trains.
f.	Transportation of converter units to and from workshops and between converter stations.
For the other railway-related services – cf. the Railway Regulations, § 6-9 – the prices are based on full cost. Full cost means costs that are considered to be involved in producing the service in question, plus a reasonable profit. Bane NOR has used 4% interest on book values as reasonable profit. What is involved in full cost is specified in greater detail in the ATS, section 13.3.
All tariffs are specified exclusive of value-added tax, and Bane NOR invoices include value-added tax.
Oslo local is defined here as the sections Drammen-Eidsvoll, Oslo S-Grefsen and Oslo S-Ski-Rakkestad. Not to be confused with the train products in the area.
The prices in 2019 will be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.
PASSENGER TRAIN: The basic price and capacity price will be introduced in full as of 1.1.2018. The supplement based on market differentiation in accordance with § 6-3 of the Railway Regulations will be introduced in full as of 1.1.2019 (R19).
COMBINATION/WAGON LOAD: The basic price will be introduced gradually over 4 years from 1.1.2018; i.e. 25% in 2018, 50% in 2019, etc. The capacity price will be introduced in full as of 1.1.2018.
ORE AND MINERAL TRANSPORT: The basic price will be introduced as of 1.1.2018. The supplement based on market differentiation in accordance with § 6-3 of the Railway Regulations will be introduced in full as of 2019 (R19).
OTHER INDUSTRIAL TRAINS: To be introduced in a similar way to combination/wagon load.
Access to Bane NOR's additional technical areas is priced in accordance with the marginal cost. For stations, the price is included in the basic service package (the infrastructure charge), cf. Ch. 6.3.1 above, as the stations are located at main tracks. For freight terminals, the price is in accordance with the marginal cost and not included in the basic package as these are linked to main tracks via sidings. Access to the additional technical areas of others are priced at full cost pursuant to the Railway Regulations, § 6-9.
Access to freight terminals under the auspices of Bane NOR is priced in accordance with the marginal cost. Bane NOR has not had an economic model appropriate for cost charges for services of this type. Therefore, a «template figure» has been used on the basis of infrastructure costs for Alnabru and Ganddal in 2015 with regard to freight terminals and holding sidings. This gives an annual cost of NOK 650 per metre for combination/wagon load terminals, excluding tied-up capital. The costs for timber terminals will be significantly lower.
All stations with routine stops for passengers to board and leave the train are listed in an annex (new annex under construction) showing the relevant prices.
Access to Bane NOR's holding sidings is priced in accordance with the marginal cost and is included in the basic service package.
Stabling of rolling stock for freight is not priced at the moment. Bane NOR will devise practical solutions in consultation with the RUs.
Stabling (i.e. parking) of passenger trains will be priced at full cost including a reasonable profit.
As for freight terminals, Bane NOR has no specific accounting data for the individual stabling areas as regards operation and maintenance. As this involves largely the same activities as at freight terminals, the same cost per metre is used here as a basis; NOK 650 per metre.
In connection with the Bane NOR opening balance, the stabling areas are included in the valuation. Book values as at 1.1.2017 are used.
The need for stabling is also established in connection with the timetable process. The prices are initially a one-year «subscription» and are set on a per-metre basis. Only two stabling areas, namely Lodalen and Drammen, will be used by several train companies. The prices are set on an hourly basis for these two stabling areas.
Additional services must be priced as described in section 6.1.4.
The tariffs applicable at any time are available on kundeportalen; the Bane NOR customer portal . When services are requested by or offered to several parties, Bane NOR will set prices and publish these on its website.
RUs pay a fixed annual rent for each preheating facility. The tariffs applicable at any time are available on the Bane NOR customer portal.
If new preheating facilities are required, Bane NOR will pay for the investment cost but the RU initiating the construction work will have to pay three years' rent for the preheating facilities in advance.
Ancillary services must be priced as described in section 6.1.5.
Other services must be priced as described in section 6.1.6.
Non-usage charges are included in reservation charges, cf. section 6.4.2.
Cf. the Railway Regulations, § 6-7.
Reservation charges are levied for allocated infrastructure capacity that is cancelled or not used by the applicant. The applicant may be an RU or another infrastructure capacity applicant pursuant to the Railway Regulations, § 1-3, letter j). The infrastructure capacity applicant is obliged to pay the reservation charges levied. Reservation charges are not levied on IMs for the IM's own transport for maintenance of the infrastructure, etc., cf. the Licensing Regulations, § 23 (1), second sentence.
The reservation charge is set on the basis of information on allocated infrastructure capacity, the reason for cancellation or non-usage and the recorded time of cancellation or non-usage. Reservation charges are levied for cancelled or unused parts of allocated infrastructure capacity, including capacity allocated as part of the ad hoc process, and only for reasons where the applicant is directly responsible and which were entered with a code for the applicant or RU in TIOS.
The track price in the table includes all price elements in section 6.3.1 and is calculated on the basis of the planned route.
Allocated infrastructure capacity can be cancelled free of charge up to 60 days before the train's departure time. Cancellations or non-usage taking place after this time will be subject to reservation charges in accordance with table 6.10. Allocated infrastructure capacity cannot be cancelled less than 72 hours before the train's departure time.
No reservation charges will be levied in the event of acute incidents occurring. These will come under the performance scheme.
At the present time, Bane NOR does not wish to provide an incentive scheme linked with ETCS equipment beyond what has already been established via 50 % dekning av JBFs installasjonskostnader; the agreement on 50% coverage of RUs' installation costs.
Cf. the Railway Regulations, § 6-6.
A scheme for improving performance, including a dispute resolution scheme, has been incorporated in ATS annex 4, and will be applicable from 1 January 2017. The scheme is not applicable to driving as stated in chapter 6.2.1.3, or to trains without routes, including side dump cars.
Once a year, Bane NOR will publish annual average performance levels achieved by RUs on the basis of the most important agreed parameters in the performance scheme.
The purpose of the performance scheme is not just to impose penalties when the agreed performance level is not achieved, but also to provide incentives to achieve greater operational stability or a higher performance level. Furthermore, the individual incidents are what affect the parties' costs, along with passengers' travel costs and product owners' transport costs. The scheme must be easy to understand and the parties must perceive the financial consequences of problems more directly, along with improvements in operational stability.
The scheme is based on absolute values for hours of delay and cancellations, and where the payment begins as of the first recording of an incident. It is suggested that passenger train cancellations are counted as of the first recorded cancellation. As stated, freight trains will be kept outside the scheme linked with cancellations until 1.4.2019 at the latest.
From 2018, this will include codes 5, 6 and 7. Code 5 is exempted from cancellations as these will be included in the Alternative transport scheme «Rail replacement services» for passenger trains, and for freight trains they are already included in the compensation scheme for freight traffic.
The rates in 2019 will be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.
This means a price adjustment in arrears and provides a great deal of predictability for RUs as the price level is known for 4 years at a time and adjustment of the following year's prices will be completed in the third quarter of the previous year. At the same time, it will be possible to monitor the index throughout the year.
Infrastructure prices on the rail network are set and levied by Bane NOR within the scope of Directive 2012/34/EU with any later amendments, cf. the Railway Regulations, §§ 6-1 to 6-5.
Bane NOR may decide to change the established price structure.
These changes must fall within the framework drawn up in the Railway Regulations, Ch. 6.
Relevant users will be notified in writing of changes to prices for access to and services at additional technical areas, and changes to prices for additional services and ancillary services at a consultation at which RUs will be given a deadline of at least three months in which to comment.
Bane NOR issues invoices for all services. Invoiced amounts and data are placed on the Bane NOR Customer Portal.
Invoicing occurs on the 15th of each subsequent month.
RUs are obliged to provide the necessary information for calculating the value of the service. If RUs fail to supply the necessary information, Bane NOR may set the value based on its own judgement.
When an invoice is based on reporting from RUs themselves, Bane NOR may request the data for their own report.
Bane NOR may establish more detailed guidelines on invoicing.
The gross weight for all trains must be reported regularly. Completed wagon record, cf. TJN, Ch. 4, and ADR/RID 2015, which are considered to constitute satisfactory reporting.
The wagon record must be submitted in an electronic format.
Payment terms (including non-payment) Payment must take place within 30 days. Interest on arrears will be charged on overdue payments, cf. the Act relating to interest on overdue payments, § 2.
If an RU fails to pay, Bane NOR will be entitled to withdraw train paths allocated to the RU. Such withdrawal of train paths may only take place in the event of major payment default.

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