Charge(s) reflecting direct costs (article 31.3 of directive 2012/34/EU) Charge(s) under article 32.3 of directive 2012/34/EU (long term costs) Annual prices? Market segments? (article 32.1 of directive 2012/34/EU) Mark-ups “if the market can bear this” (article 32.1 of directive 2012/34/EU) Discounts (article 33.3 of directive 2012/34/EU) Charges for the impact of PSO contracts (article 12 of directive 2012/34/EU) Incentives under article 30.1 of directive 2012/34/EU Austria      n/a n/a n/a Belgium         Bulgaria         Croatia         Denmark  ()       Estonia         Finland         France         Germany         Greece         Hungary        n/a Italy         Latvia         Luxemburg      n/a n/a n/a Netherlands         Norway         Poland         Portugal         Romania         Slovakia         Slovenia              n/a n/a n/a Sweden        
Congestion and scarcity charges The of scarcity and congestion is addressed in Article 31(4) of Directive 2012/34/EU. It states that “the infrastructure charge may include a charge which reflects the scarcity of capacity of the identifiable section of the infrastructure during periods of congestion.” A table setting out whether national IMs include scarcity charges within their pricing schemes is included below. Environmental charges Directive 2012/34/EU states, under Article 31(5), that "[t]he infrastructure charge may be modified to take account of the cost of the environmental effects caused by the operation of the train." It also stresses that "[s]uch a modification shall be differentiated according to the magnitude of the effect caused." Some countries have decided to put more emphasis on environmental externalities and promote clean transport modes like rail. Germany uses an integrated system of bonus and malus for freight traffic: a malus for all not retrofitted wagons running on the network and a bonus for those wagons using retrofitted brake blocks. In Italy, following the Decision 96/2015, the IM is allowed to include in the access charges a component that boosts the reduction of noise effects. Environmental charges are used to create a level-playing field across all modes based on impacts on the environment. IRG-Rail considers that all modes should be charged in a way that prevents one mode from being at a disadvantage compared to others. Performance: Directive 2012/34/EU states, under Article 35(1), that “[i]nfrastructure charging schemes shall encourage railway undertakings and the infrastructure manager to minimise disruption and improve the performance of the railway network through a performance scheme. This scheme may include penalties for actions which disrupt the operation of the network, compensation for undertakings which suffer from disruption and bonuses that reward better-than-planned performance”. Performance schemes are introduced in almost all European countries. The schemes vary in their design. Mostly delay minutes are targeted within the configuration of the schemes. Reservation charge : Directive 2012/34/EU states, under Article 36 that “[i]nfrastructure managers may levy an appropriate charge for capacity that is allocated but not used. That non-usage charge shall provide incentives for efficient use of capacity. The levy of such a charge on applicants that were allocated a train path shall be mandatory in the event of their regular failure to
Methodology to calculate direct costs (art. 31.3) Costs considered to calculate of direct costs (art. 31.3) Efficient costs taken into account in calculation of direct costs (art. 31.3) Review of methodology to calculate direct costs (art. 31.3) by RB Review of methodology to determine market segments and mark-ups (art. 32.1) by RB Econometric Engineering Difference methodology Operation Maintenance Renewal Cost of capital Market segments Mark-ups Austria            Belgium         Bulgaria            Croatia         Denmark   Estonia            Finland            France            Germany            Greece N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Hungary N/A N/A N/A N/A N/A N/A N/A N/A    Italy            Latvia            Netherlands            Norway            Poland        Portugal            Romania            Slovakia N/A N/A N/A N/A N/A N/A N/A N/A    Slovenia            Spain            Sweden           
Other cost and accounting issues The cost of capital Only a few regulators review the cost of capital included in the pricing of the infrastructure. This is the case of Austria, France, Germany, Italy, Hungary and the UK. The methodology that prevails when determining this cost of capital is a CAPM/WACC approach. In Italy, the regulatory body has identified criteria for the determination of the parameters used in the CAPM/WACC formula, and for some of them, the specific economic values to fill in the formula. In France and Germany, the cost of capital is considered as a fixed cost. Definition of complete cost France and Italy are among the countries where the national legislation provides a definition for the full cost of the infrastructure. Article L. 2111-10 of the French transport code states that the complete cost corresponds to all the charges borne by the IM related to construction, operation, maintenance and renewal of the infrastructure, including the amortization of investments and the remuneration of the capital invested by the IM. In Italy, the same content is provided by Article 16(1) of the national Legislative Decree 112/2015 that implements the Recast. Charges based on article 32.3 of the Directive 2012/34/EU Five IRG-members reported that the IMs base part of charges on Article 32(3) of Directive 2012/34/EU (recovery of long term cost). This is the case for the Diabolo project in Belgium, for the high speed line Amsterdam-Breda-Belgian border in the Netherlands, for the rail line between Stockholm and the Arlanda airport in Sweden, for the line in France, and for the Channel Tunnel linking France to the UK.. The regulatory asset base In four IRG-Rail members a regulatory asset base is determined for charging purposes. This is the case in Croatia, Germany, Italy and the United Kingdom. In Germany, Italy and the United the calculation is based on both internal data (cost data) and external data (annual report). In Croatia the estimation is only based on internal data. Valuation of assets Only a few regulators reported having a national law or a practice for valuing assets for consideration within the calculation of charges. In Austria, Croatia, Portugal and Finland use an historic value approach for the value of assets. Germany uses the historic costs based on the balance sheets at the start of the regulation period which over time are adjusted by inflation and productivity increase. In Italy, the net book value of the assets
Charge Unit Differentiation Cost covered Charge for the realized BGN/train-km None Market segmentation; there are discounts for combined transport and for the carriage of freight cars with block-trains the directly incurred costs Charge for realized gross BGN/gross tonne-km None Market segmentation; are discounts for combined transport and for the carriage of freight cars with block-trains the directly incurred Charge for the requested and unused capacity BGN/train-km None Market segmentation; there are discounts for combined transport and for the carriage of freight cars with block-trains Charge for electricity distribution in the amount of 146.73 BGN/МWh/ BGN/МWh/ None Market segmentation Full costs of the electricity distribution activity Performance scheme BGN/minute 1.40 BGN per minute delay for a freight train and 2.50 BGN per minute delay for a passenger train Croatia In Croatia charges for minimum package of access services are on the costs directly incurred as a result of operating the train service and they are applied on terms to all rail companies. Fee for minimum package of access services is calculated through a formula published in the network statement by the IM. Based on the formula every railway undertakings can calculate the cost of using rail infrastructure. Track access charges for the minimum access package are calculated considering: - the number of kilometres preformed on certain line categories; - type of power car; - type of towing vehicle; - weighting of the line category; - coefficient of the power car category.
The IM has calculated the charge DKK 4,80 (0,64 Euro) each Train-km. (2015 price level). This charge is regulated yearly by an index based on the general level for prices and wages. Charge Unit Differentiation Cost covered Charge No market segmentation, but some kinds of transportation are free of charge Direct Incentives and Mark-ups Incentives for capacity optimization No mark-up is levied Performance regime DKK/min delay To reduce disturbances on the rail network, a capacity charge is levied for delayed trains. The IM has to pay a charge to the railway company for delays attributable to him and under different circumstances. Estonia Charge Unit Differentiation Cost covered Charge 1 Train-km It depends on the usage ratio. If the passenger train capacity is more than 75%, then it is charged both fixed and variable costs and the cargo trains only variable costs. If the passenger train volume is <75%, then cargo trains are charged fixed and variable costs and passenger trains only variable costs. Fixed costs Charge 2 Variable costs Finland Track access charges include three components: basic charge, infrastructure tax and, for a single rail line, investment tax. Charge Unit Differentiation Cost covered Charge €/gross tonne.km Passenger and freight traffic Marginal cost
Charge Unit Differentiation Cost covered Basic cost Operation € / train.km Categorization of routes on peak periods Burdening line capacity ≤ 30% of the actual cost (accrued expenditure) of maintenance and operating Maintenance Maximum speed The train’s composition (number of axes) The mean load Quality of infrastructure provided costs € / train.km Whenever using a route which operates under electrification Additional charges depending on the case No charge per unit : charging on a basis Special- dangerous consignments Hungary The Hungarian Railway (MAV Co.) was established in 1992. In 2000, an internal separation of accounts occurred. Different entities were created in order to manage the main activities. In 2003 the first Hungarian Network Statement was released and opened the way to foreign RUs on the network in 2004 (4 freight companies at the end of the year). The same year, the independent Capacity Allocation Body was created. In 2006, the Hungarian Railway Authority was set up. The Hungarian network has a total length of 7700km. It is owned and managed by the Infrastructure Management Business Unit that is a separate organisational entity, however still part of MAV Co. The Győr-Sopron-Ebenfurti Vasúti Co. (GYSEV Co.) was founded in 1872 and is owned mainly (94%) by the Hungarian and the Austrian State. The company operates in the North-Western region of Hungary and Austria. In Hungary GYSEV provides IM (in its geographical area) passenger and traction services and is considered as one of the two national PSO companies and also has a freight company (GYSEV Cargo) legally separated since 2010. The GYSEV network has a total length of more than 400km. The main principles of the access charge are the following: no discrimination between RUs should take place; prices set by the IMs must reflect the total justified costs; differentiation of the pricing system; bottom-up (engineering) approach; long term orders are preferred. Charge Unit Differentiation Cost covered Minimum access package Number of paths Train.km Path allocation running MAV Co. is seeking a full cost recovery without profit
Electrification Luxemburg Charge Unit Differentiation Cost covered Minimum service Equals the cost that can be allocated directly to running the railway service and include a fee for scarcity of access to infrastructure capabilities Access and request of path Train Regular train path Pre-arranged extraordinary train path Tailor made extraordinary path Operation of path (track wear) Train Freight Combined transport freight passenger train Passenger train Running locomotive Capacity / congestion charge Train Note: A performance regime is applied with penalties and compensations Netherlands Charge Unit Differentiation Cost covered Access Variable Usage Charge train.km / tonne.km Differentiation between freight and passengers Freight: train km by graduated weight category Passengers: km by graduated weight category Covers the incremental cost of operating a train on the network. Measured by a percentage of wear and tear cost in total maintenance costs. use of electrical wire € per KwH No segmentation, defined by km per train type/weight, train type and speed (actual usage in case gauges have been fitted) Covers cost of transport of electricity only, wear and tear of wire not included Access via rail to railway stations € per stop per category Six categories of stations (by size/number of passengers). Three train categories defined by percentage of stops on their total route. Category A: at max. 15% of stations on route Category B: stops at max. 50% of stations on route Category C: stops at 51-100% of stations on route Recovery of ProRail’s part of station maintenance; ProRail does not own the stations, but has a right of use of the tracks and passenger corridors to and from platforms. Charge covers only the costs involved with corridors (cleaning and maintenance) Shunting and parking € per meter of track / day / month year Two categories: service areas controlled centrally/ decentrally (switch points controlled locally or centrally) Covers incremental cost of track wear and tear measured by a percentage of maintenance cost
Norway Directive 2012/34/EU has not yet been implemented in Norway. However, the content has mainly been implemented in national regulation. Charges corresponding with Chapter IV Section 2 (art. 29 -37) in Directive 2012/34/EU in 2018: Charge Unit Differentiation Cost covered Charges reflecting direct NOK/ gross tonne.km Passenger traffic Freight traffic Differentiated for three parts of the network Estimated average marginal maintenance incurred as a result of operating a train service Capacity / congestion charge NOK/ passage Passage through the Oslo tunnel during rush hour Mark-ups NOK/ tonne.km Market segment “main airport” Yearly cost of maintenance and renewal Discounts NOK/ gross tonne.km Freight traffic on “considerably underutilised lines” regime NOK/ minutes delayed NOK/ cancellation Passenger traffic > 3:59 min, freight traffic and long distance trains > 5:59 min. Penalties for disrupting the operation of the network and compensation for actors suffer from disruptions charge NOK/ gross tonne.km (percentage of charges reflecting direct Cancellation 59 days - 15 days before scheduled departure Cancellation 14 days – 72 hours before scheduled departure Cancellation less than 72 before scheduled departure
for reasons attributable to CFR Charge for the issuing of transport documents (tickets, season tickets) 0.78 Lei / for the transport document It applies in the case when no agreements are concluded with the RU for this service. It must be monthly registered in a separate note, per each type of service, and the specialized regional office prepares the relevant invoice. Charge for filling in commercial files 11.98 Lei /file No Charge for storage on CFR’s lands 1.17 Lei /hour and tonne No Additional charge for falsely declaring the weight of goods for wagon shipments exceeding the axle load, the load per linear meter or the loading capacity of the waggon 89.61 Lei /tone It is levied from the railway undertaking Additional charges for the with or change in the scheduling of the use of train paths 1.17 lei /km of train path for freight traffic 0.39 lei/km of train path for passenger traffic No additional charges are levied for the trains which are included in the temporary traffic timetable, which have a Special Order or which are Season Trains. Charge for train path reservation 0.1 x no. of days for which the RU requires the reservation x IAC The charge is payable by the RU that does not use the allocated train paths
Charge for long ordinary load transports with two or several wagons 5.03lei /100 kg of charging mass of the bearing wagon + number of safety wagons 26,77 Lei /100 kg of charging mass of a safety Special charge for explosive materials 5.81 Lei/100 kg of charging mass Charge for shunting on the infrastructure lines the wagons that are introduced in (taken out of) the train formation LEI 7.72/conventional Charge for the access of the shunting convoys to the railway infrastructure LEI 7.72 convoy/km Charge for the participation of the operating personnel of the economic entities in the personnel training organized by CFR SA 23.17 Lei/person and hour No Charge for stopping rolling stock not belonging to CFR SA on the lines of CFR SA 0.47/ Lei conventional wagon 1.29 Lei/other rolling stock than wagon conventional wagon other rolling stock than wagon Charge for shunting on the railway infrastructure lines in the railway stations or centres with a high activity volume on 18.05 Lei/physical No
extended areas Charge for the commercial stops of the passenger trains in the stations 0.99 Lei /stop No Charge for train trafic control for rented sections 2.99 Lei / train station (for passenger trains) Lei 4.79 / train station (for freight trains) The charge for train traffic control for sections rented applies for sectioning points fitted with dispatchers and / or revise switches personnel Slovakia The Slovak Republic has a valid regulatory framework since March 2017. New charging system will be available in 2019. Charge Unit Differentiation Cost covered Minimal access package ordering and allocation of capacity € per train.km Variable costs and fixed costs are extracted Minimal access package management and organization of traffic € per train.km Variable costs and fixed costs are extracted Minimal access package operability of infrastructure € per tonne.km Variable costs and fixed costs are extracted Track access to service facilities Electrical supply facilities € per 1000.gross tonne.km different for passenger and freight transport Variable and fixed costs are extracted Track access to service facilities Access to passenger stations, buildings and facilities € per stop different for passenger and freight transport Variable costs and fixed costs are extracted Track access to service facilities Access to marshalling and freight terminals € per stop different for passenger and freight transport Variable costs and fixed costs are extracted
In the case of allocated capacity for train paths cancelled by railway undertakings or traffic organisers, a reservation charge is imposed. Charge Unit Differentiation Cost covered Access & Operating Charges (marginal cost) charge Emission charge €/gross tonne.km For 2018: Factor depending on maximum axle load €/litre of diesel fuel Passenger, service or freight traffic Freight traffic and service trains ≤20 tonne / > 20 tonne ≤ 22,5 ton / >22,5-≤25 tonne > 25 tonne Passenger traffic <20 tonne/>20 tonne Train type (diesel engine) Maintenance, operation and reinvestment cost and socio- economical costs of environmental and health effects path (also marginal cost) Passage charge Passage charge €/train –km per crossing per passage Passenger, freight, service traffic Route categories (high, medium and base) Freight traffic Öresund link Stockholm, Gothenburg and Malmö during peak hours Special project Part of fixed cost of infra Quality charges €/minute of additional delay IM and railway undertakings Switzerland This is the Swiss charging system valid from 1st January 2017. The existing scheme of 2016 will be extended by a wear and tear factor by this date. The charging for the minimum access package covers the standard marginal costs considering the different costs of infrastructure in the network, the demand and the
environmental impact of the vehicles. Contribution margins are levied in the passenger transport segments, considering if it is a franchised or non-franchised service. Note: Switzerland as non-member of the EU has not fully adopted the different European Railway reform steps. The legal structure of the Swiss charging system as well as the prices for the minimum access package are defined by State (and not the IM). However the prices for additional services are fixed by the IM. Charge Charging Unit Differentiation Cost covered Variable minimum train-path price Minimum train-path price CHF/path km 3 categories of routes on the network Peak-hour demand coefficient Factor 1 or 2 Factor is applied, when the train-path is used during peak-hours on Mo to Fri between 6.00 to 8.59am and/or 16.00 to 18.59. Train-path quality 4 different factors The applied factors consider the priority rules for the different traffic segments based in the railway act Stop surcharge CHF/stop Surcharge for sections with mixed traffic Basic price by wear CHF per unit Differentiation of the various trains on infrastructure in relation to speed, path layout, vehicle type and vehicle design. price by weight CHF/gross ton kilometre For historic vehicles. For regional transport segment in 2017 only. Surcharge for trains hauled by combustion-based move CHF/gross ton kilometre Trains with thermic traction on electrified Dangerous goods surcharge for freight traffic CHF/axle kilometre Specific costs arise in connection with the transport of dangerous goods (security or restrictions on operation)