Validity: 13 December 2015 to 31 December List of Infrastructure Services 2016

Transcription

1 016 Validity: 13 December 2015 to 31 December 2016 List of Infrastructure Services 2016

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3 ontents Introduction 5 1 asic services Minimum price Variable minimum train-path price Minimum train-path price Peak-hour demand coefficient Train-path quality Stop surcharge Minimum weight price Surcharges and discounts Surcharge for trains hauled by combustion-based motive power Dangerous goods surcharge for freight traffic Low-noise bonus for freight traffic Discount for the ETS train control system harges for cancelling, ordering and amending train paths ancellation charge Surcharge for short-notice train-path orders mendment fee ontribution margin Franchise-holders passenger trains Non-franchise-holders passenger services Ex-catenary energy consumption (electricity price) 20 2 dditional services Train-path options Route-setting for shunting runs (except trains being processed in IM S marshalling yards) Shunting in marshalling yards Wagon throughput at marshalling yards Formation groups Supplement for special shunting Surcharge for the removal of wagons/insertion of wagons Stabling of railway vehicles Water Electricity Using lines outside line/station opening hours Use of track weighbridges or weighing machines for road vehicles Use of cranes Use of early brake signals Requested open track stops (exceeding normal train-path use) 36

4 2.12 Unscheduled stops at stations and stopping points Display devices for customer information (above the basic standard) Video surveillance of platform edges (train dispatch) Planning and special tasks Purchase of the current regulations for infrastructure use Train-path requests Processing applications for safety certificates and services with inadequate train control systems at short notice rrears fees 43 3 ncillary services 45 4 illing policy Liability Invoicing alculation of gross tonnage/failure to supply data Mean weight per seat offered Failure to supply train data illing in the event of a disruption Sample calculations 49 5 Glossary 51 6 ppendices 53 ppendix 1 List of changes 53 ppendix 2 List of stations used for the additional railway vehicle stabling service 54 ppendix 3 Table for converting NeTs categories into train type I-Prix 60

5 Introduction The infrastructure managers (IMs) are compensated for the services they provide to RUs by train-path charges. The bases for calculating these charges are published in the Track ccess Ordinance (NZV) and in the V ordinance on the Track ccess Ordinance (NZV-V). This List of Infrastructure Services (LIS) features the train-path charges for basic and additional services provided on the standard-gauge infrastructures of S G, Thurbo, Sensetalbahn (ST), Schweizerische Südostbahn G (SO), LS Netz G and Port Railways of Switzerland Ltd (HSG). The prices listed are net prices in Swiss francs (HF) and do not include VT. They are valid for the ordering and execution of operations during the timetable period from 13 December 2015 to 31 December The List of Infrastructure Services is available in German, French, Italian and English. In the event of differences of interpretation, the German text shall be deemed authoritative.

6 asic services rt NZV The basic services consist of the base price, the contribution margin and the electricity price. The price for basic services is set on a non-discriminatory basis by the Swiss Federal Office of Transport (FOT). asic services include: train-path use (of the specified quality), including train operating services; ex-catenary power supply; safe and punctual operations, including the telecommunication and IT services required for these operations; use of tracks by the trains in unchanged formation for freight operations; and for passenger trains the provision of platform space, including access to the public amenities.

7 Diagram outlining the pricing model: Variable minimum train-path price (section 1.1.1) Minimum train-path price (section ) Peak-hour demand coefficient (section ) Train-path quality (section ) Stop surcharge (section 1.1.2) + + Minimum price (section 1.1) Surcharges and discounts (section 1.2) Minimum weight price (section 1.1.3) Environmental surcharge (section 1.2.1) Low-noise bonus for freight traffic (section 1.2.3) Dangerous goods surcharge for freight traffic (section 1.2.2) ETS discount (section 1.2.4) + Order, amendment and cancellation fees (section 1.3) + ancellation fee (section 1.3.1) Train-path orders (section 1.3.2) mendment fee (section 1.3.3) + ontribution margin (section 1.4) Franchise holders passenger trains (section 1.4.1) Non-franchise holders passenger services (section 1.4.2) + Ex-catenary energy consumption (electricity price) (section 1.5) Ex-catenary energy consumption Network load factor energy

8 8 asic services List of Infrastucture Services Minimum price Variable minimum train-path price minimum price is payable per train per train-path kilometre (tpkm). The minimum price varies depending on the category of route and is multiplied by coefficients relating to demand and trainpath quality. Formula Minimum train-path price (section ) Peak-hour demand coefficient (section ) Train-path quality (section ) rt. 19 NZV rt. 1 NZV-V ppendix 1 NZV-V Minimum train-path price Rates network category network category network category Price in HF per unit 3.42/tpkm 1.42/tpkm 1.05/tpkm The minimum train-path price takes account of different operating standards and standards of facilities. The route classifications in categories are determined and published by the Federal Office of Transport (FOT). See FOT Network ccess Ordinance for details. The price difference between the and network categories is based on operating, maintenance, alarm and rescue facilities (category routes are tunnels with their own operational control centres). The network category only comprises single-track sections with a low standard of facilities. These are sections with long intervals between crossing places (> 5 km) and basic public facilities (only accessible by rail). alculation Train-path kilometres minimum train-path price rate

9 List of Infrastucture Services 2016 asic services 9 rt. 19a NZV ppendix 1 NZV-V Peak-hour demand coefficient Demand coefficients oefficient Sections for which a peak-hour demand coefficient is not applied 1 Sections for which a peak-hour demand coefficient is applied 2 The peak-hour demand coefficient takes account of train-path scarcity during peak hours. section is regarded as being heavily used if, during peak hours, it is travelled on by at least six trains per main track kilometre per hour. The route classifications are determined and published by the V. See NZV-V for details. alculation The minimum train-path price is doubled during peak hours on heavily used standard-gauge routes. The time at which a train leaves an operating point in accordance with the target timetable is decisive for the application of the demand coefficient. Peak hours are regarded as Monday to Friday from 6.00 to 8.59 and from to Sundays are regarded as public holidays; therefore, the demand coefficient applied on these days is 1. Other public holidays are: 1 and 2 January, Good Friday, Easter Monday, scension, Whit Monday, 1 ugust, 25 and 26 December. rt. 19a NZV Train-path quality ategories ategory (franchise-holders long-distance passenger services) 1.25 ategory (franchise-holders other passenger services) 1.0 ategory (paths of non-franchise-holders trains) ì See ppendix 3 for definitions by NeTS category ategory D (Freight train paths with waiting times of at least 15 minutes, paths for trains with intermediate stops, light engines) oefficient In the case of journeys on the Lötschberg and Gotthard base tunnel routes, the coefficient of the next highest category is always used for ategories and D. The priority provision as per rt. 9a of the Railways ct (EG) is decisive for train-path allocation. The train-path quality coefficient is intended to take account of this. alculation The train-path quality coefficient is multiplied by the train-path minimum price and the demand coefficient.

10 10 asic services List of Infrastucture Services 2016 rt. 19a NZV rt. 2 NZV-V ppendix 2 NZV-V Stop surcharge Rate Stop surcharge on sections with mixed traffic Price in HF per unit 2.00/stop The stop surcharge is a capacity-related price element levied in the view of the fact that every stop reduces train-path capacity. The stop surcharge is imposed on sections with mixed traffic (in addition to regional services, at least twelve long-distance passenger or supra-regional freight trains daily). The surcharge applies to commercial and operational stops requested by the RU. The station classifications are determined and published by the V. See NZV-V for details. The stop surcharge also applies to stops at departure and destination stations. In the case of passenger trains which are separated or coupled together at a station (coupled train units), the stop surcharge is only levied once per operation. The stop surcharge is not levied at marshalling yards. alculation Number of stops per train rate alculation example 1 S-ahn train runs on a mixed traffic section from to (train 6025) and, after turning around, back from to (train 6026): Train 6025 pays a stop surcharge of HF 2.00 upon departure from and upon arrival at. Train 6026 pays a stop surcharge of HF 2.00 upon departure from and upon arrival at. alculation example 2 The departure station and the terminus station lie on a section without mixed traffic; however, stations on a mixed traffic section are passed along the way. stop surcharge must be paid for the stations on the mixed traffic section. Diagram of the above scenario (for example 2) Mixed traffic section Train 5529 pays two stop surchages. Train 5529 Station for which no stop surcharge is applied Station for which a stop surcharge is applied Section without mixed traffic

11 List of Infrastucture Services 2016 asic services 11 rt. 19 NZV rt. 1 NZV-V Minimum weight price Rate Minimum weight price Price in HF per unit /gross tonnekilometre (gr. tkm) minimum price is payable per train per gross tonne-kilometre. The minimum weight charge takes account of the weight-based marginal costs per train. For passenger services, a mean weight of 20 kg per seat is added to the train s unladen weight (see section 4.3.1). The minimum weight price is due to be supplemented or replaced by a pricing component that takes into account the quality of the rolling stock with regard to the wear and tear it generates on the infrastructure. This is scheduled to be introduced at a later date. alculation Train path km gross tonnes minimum weight price rate

12 12 asic services List of Infrastucture Services Surcharges and discounts Environmental surcharge (section 1.2.1) Dangerous goods surcharge for freight traffic (section 1.2.2) Low-noise bonus for freight traffic (section 1.2.3) ETS discount (section 1.2.4) rt. 19a NZV Surcharge for trains hauled by combustion-based motive power Rate Surcharge for trains hauled by combustion-based motive power Price in HF per unit 0.003/gr. tkm The surcharge is added to trains hauled by combustion-based motive power running on electrified lines, except trial runs, historical vehicles and infrastructure operators service trains. The surcharge is intended to take account of environmental emissions. alculation Train-path kilometres gross tonnes surcharge for trains hauled by combustion-based motive power rt. 19a NZV Dangerous goods surcharge for freight traffic Rate Dangerous goods surcharge Price in HF per unit 0.02/axle kilometre This surcharge takes account of the fact that specific costs (e.g. security, restrictions on operations and the contingency reserve for cantonal military services) arise in connection with the transport of dangerous goods. The deciding factor when calculating the dangerous goods surcharge is the number of axles on all the wagons that have been recorded in IS Infra (e. g. via data transfer) as containing RID goods. The weight of the dangerous goods in each wagon is irrelevant for the purposes of this price calculation. The axle kilometres are determined by multiplying the number of axles on wagons containing RID goods by the effective train path kilometres. Exception: For eight-axle Saadkms (4984) and Saadkmms (4986) wagons, the number of axles used to determine the axle kilometres is only four instead of eight. alculation Train-path kilometres number of axles dangerous goods surcharge

13 List of Infrastucture Services 2016 asic services 13 rt. 19b NZV Low-noise bonus for freight traffic Rates Type 1: Vehicles fitted with disc brakes and with a wheel diameter of 50 centimetres of more Type 2: Vehicles fitted with composite brake blocks or drum brakes and with a wheel diameter of 50 centimetres of more Type 3: Vehicles fitted with the above-mentioned braking systems and with a wheel diameter of 50 centimetres of less Price in HF per unit onus: 0.03/axle kilometre onus: 0.02/axle kilometre onus: 0.01/axle kilometre RUs operating freight trains fitted with disc brakes, drum brakes or composite brake blocks are entitled to claim a low-noise bonus. Such applications should be made per calendar year and submitted to the V the following year, no later than the end of June. Once approved by the V, a detailed refund application can be submitted to the relevant IM. alculation redit based on the V s ruling rt. 19c NZV rt. 4 NZV-V Discount for the ETS train control system Rate ETS discount per fitting of ETS to rolling stock Price in HF per unit /Year On application, a discount on the train-path charge is granted for journeys on route sections on which the European Train ontrol System (ETS) has been installed. It will be granted for vehicles which do not travel on the Mattstetten Rothrist line or on the Lötschberg, Gotthard or eneri base tunnel routes and were brought into service before 1 January The route sections that qualify for an ETS discount are listed in the NZV-V. Vehicles whose ETS equipment has been subsidised by the federal government are not entitled to a discount. alculation redit based on the V s ruling.

14 14 asic services List of Infrastucture Services 2016 rt. 11 NZV rt. 19d NZV 1.3 harges for cancelling, ordering and amending train paths ancellation charge (section 1.3.1) or Train-path orders (section 1.3.2) or mendment fee (section 1.3.3) ancellation charge Rates ancellations 61 or more days before the day of operation ancellations days before the day of operation ancellations between 30 days before and on the day before the day of operation ancellations after on the day before the day of operation ancellations of train paths for trains with intermediate stops Price in HF per unit 0.10 HF/tpkm 0.50 HF/tpkm 0.80 HF/tpkm 1.20 HF/tpkm 0.10 HF/tpkm The deadlines and rates above apply to cancellations of definitively allocated train paths per cancelled train-path kilometre and day of train-path use. hange requests made no later than one month after the definitive allocation of a train path will be executed free of charge as part of the annual timetable process. For cross-border services at asel and Genève, change requests made no later than two months after the definitive allocation of a train path will be executed free of charge as part of the annual timetable process. (This only applies to the following routes: asel ad frontier asel S R or P, asel St. Johann frontier asel S R or P, La Plaine frontier Genève La Praille or Genève, or vice versa.) The deadlines for the definitive train-path allocation process are laid down in the V s letter (Timetable of Deadlines for the Timetable and Ordering Process). ancellations involving light engines, empty stock trains on passenger services and car- carrying trains between Kandersteg and Goppenstein will be processed free of charge. s long as the IM incurs no loss of income by the cancelling or re-ordering of allocated train paths, the amendment fee will be processed. If a path is not cancelled by the RU, the train is charged in accordance with the standard rates set out in section

15 List of Infrastucture Services 2016 asic services 15 The entrepreneurial decision (to cancel or run the service) is at the discretion of the RUs. If a train running early or late causes operational problems, the IM can demand that the RU cancel the order for the path allocated if it is more than 4 hours early or more than 10 hours late. The RU must then order a new train path once the actual running time is known. harges will be incurred on orders and cancellations made at short notice. The day of cancellation determines the application of the deadline. Special arrangements can be made for services running on public holidays (including ssumption). The IM will determine the specific deadlines for the specific year. harging in the event of a disruption is is described in section 4.4. alculation Train-path kilometres of the cancelled route or part of route per day of operation rate Surcharge for short-notice train-path orders Rate Train-path orders made after on the day before the train path is to be used Price in HF per unit 50.00/order The above surcharge will be added to express orders submitted after the deadline (17.00 on the day before the requested service is due to run). The time at which the order is received by the IM is decisive. No handling fees will be charged for short-notice requests concerning tractor-hauled freight trains (all NeTS categories of I-Prix train type 8 see list in ppendix 3). If a train running early or late causes operational problems, the IM can demand that the RU cancel the order for the path allocated if it is more than 4 hours early or more than 10 hours late. The RU must then order a new train path once the actual running time is known. harges will be incurred on orders and cancellations made at short notice. For services running on public holidays (including ssumption), special arrangements can be made with the RUs. For the specific year, the IM will determine the specific deadlines. If the RU amends a train path it has requested or been offered prior to allocation, this is classed as a variant. If the RU requests several variations between the train-path order and the train-path allocation, the conditions for train-path requests will apply from the second variation onwards (cf. rt. 2.17). harging in the event of a disruption is described in section 4.4. alculation Number price of ordering train paths

16 16 asic services List of Infrastucture Services mendment fee Rate mendment fee Price in HF per unit /change The amendment fee applies to all changes where the allocated train path remains the same throughout the originally requested distance and number of operational days. Fees will be charged per train path and change request, regardless of whether this contains one or several changes to individual train paths, for anything from individual days of operation to changes for the whole timetable year. The requirements set out in the Network Statement (change requests) determine whether or not a train path can be changed once it has been allocated (chapter 4). If these requirements are not fulfilled, the train path must be cancelled and then re-ordered. Regardless of what form the change takes (change request or cancellation/re-ordering) the above fee for changes to allocated train paths is charged. The deadlines for the definitive train-path allocation process are laid down in the V s letter (Timetable of Deadlines for the Timetable and Ordering Process). mendments to the following categories of train path are free of charge: Light engines, trains of empty passenger stock, car-carrying trains between Kandersteg and Goppenstein, and also changes arising from necessary modifications to lower-ranking train path orders from a different RU. The deadline for change requests is on the day before the day of operation. s long as the relevant IM are still in a position to make changes, these will be charged at the rates set out in the LIS (cancellation as per section 1.3.1, re-ordering as per section 1.3.2). Special arrangements can be made for services running on public holidays (including ssumption). For the specific year, the IM will determine the specific deadlines. For changes to train-path orders before their allocation, order conditions as per section apply. hanges to permitted users In accordance with rt. 11a NZV, RUs may not transfer their rights to third parties. transfer is not deemed to have taken place if there is no change to the beneficial responsibility towards usage rights; in other words, if the existing RU is still accountable to the IM and only the traction provider changes (i. e. the new RU orders the path and operates the train on behalf and for the account of the existing RU, and under the latter s accounting code). Where an order is placed by an RU s cooperation partner using a different accounting code, the powers of attorney granted (cf. ppendix 2 of the track access agreeement) shall apply.

17 List of Infrastucture Services 2016 asic services 17 The change of permitted user will be charged to the RU as set out in section as long as the type and nature of the path originally allocated remain the same and the additional services are ordered in an identical way by the new RU. In the event of any deviation from this, the previous RU would be charged cancellation fees in accordance with section For train-path orders made by a non-ru (third-party orderer as per rt. 9a para. 4 EG), the change fee of HF is payable at the time the train path is relinquished and is billed to the non-ru for each path, regardless of whether the change applies to an individual day of operation or the whole timetable year. hanges to permitted users are may only be made once per timetable year. harging in the event of a disruption is described in section 4.4. alculation Each path and change request mendment fee

18 18 asic services List of Infrastucture Services 2016 rt. 20 NZV 1.4 ontribution margin Franchise-holders passenger trains (section 1.4.1) or Non-franchise-holders passenger services (section 1.4.2) The revenue-related contribution margin for passenger services ensures that a contribution to fixed costs is paid. The contribution margin is determined differently for franchise-holders and non-franchise-holders trains. The contribution margin for franchise-holders passenger trains is determined by the franchising authority. Services with a Swiss federal permit will be liable to the same contribution margin as concessionary services. If the train path is allocated to the responsible party (Swiss Train Paths Ltd) as part of a bidding process, the proposed contribution margin is owed in addition to the price stated in the LIS Franchise-holders passenger trains Type of franchise Long-distance passenger services 13 % Regional passenger services 8 % Percentage of traffic revenues Rates are determined by the relevant franchise. s a result of discussions with the V, the method for calculating contribution margin revenues has been defined as follows: ctual traffic revenues form the basis for the contribution margin. These include earnings from all ticket types, reservations, supplements and luggage fees. Earnings from additional, non-carriage-related services (e. g. lockers, bike hire) are excluded. Traffic revenues generated abroad are taken into account for the relevant Swiss infrastructure. Traffic revenues are to be divided proportionally between the relevant IMs. The definitive calculation will be adjusted retroactively on the basis of the RU s reported and actual revenues.

19 List of Infrastucture Services 2016 asic services 19 The RU guarantees and is obliged to communicate to the IM the effective traffic revenues from the transport services it provides, so that the contribution margin for franchise-holders passenger trains can be calculated. For franchise-holders passenger train services that are ineligible for grants, the RU must provide both details of the traffic revenues on the line(s) with network access, and details of overall revenues for all passenger services not eligible for grants. These figures are to be confirmed annually by the network user s auditor. alculation The traffic revenues communicated by the RU the percentage rate Non-franchise-holders passenger services Rate Non-franchise-holders passenger services Price in HF per unit /offered kilometre The calculation of the margin is based on offered kilometres. No contribution margin is charged for empty runs. alculation Train-path kilometres number of seats available rate for non-franchise-holders passenger services

20 20 asic services List of Infrastucture Services 2016 rt. 20a NZV rt. 3 NZV-V 1.5 Ex-catenary energy consumption (electricity price) Formula Ex-catenary energy consumption Network load factor Electricity price The FOT sets the electricity price based on information from infrastructure managers (IMs) so that, overall, there are no uncovered costs. Overhead power line losses are charged to the energy purchaser and are included in the price. Pricing Price in HF/kWh Electricity price Refund for energy fed back into the grid (regeneration) On lines where S supplies the electricity, the railway undertakings will until 31 December 2016 receive a discount of 10 % on the electricity price for trains eligible for grants and also for carcarrying trains and freight trains (rt. 3 Federal Office of Transport Network ccess Ordinance). S supplies electricity on all lines belonging to IMs participating in this service catalogue. Network load factor The ex-catenary energy consumption is multiplied by the network load factor. This network load factor takes account of varying demand and the resulting production costs throughout the day. This is 20 % higher during the rush hour and 40% lower at night. Network load factors Standard rate (between 9.00 and as well as between and 21.59) 1.0 Rush hour (Mon Fri between 6.00 and as well as between and 18.59) Night rate (between and 05.59) 0.6 On Saturdays and Sundays there are no rush hours the standard rate applies between 6.00 and Factor 1.2 Public holidays are classed as Sundays. Public holidays are: 1 and 2 January, Good Friday, Easter Monday, scension, Whit Monday, 1 ugust, 25 and 26 December. The deciding factor for ascertaining the network load factor is the time at which a train crosses a tariff border. There are two different methods for calculation: 1. Ex-catenary energy consumption (measured on the locomotive): The measuring point is the time stamp on the measurement data from the electricity meter. 2. Ex-catenary energy consumption (relative consumption values): The measuring point is the actual time at which a train has left the operating point of a section. The network load factor applies to all networks.

21 List of Infrastucture Services 2016 asic services 21 Ex-catenary energy consumption (measured on the locomotive) The RU must measure the amount of traction power drawn from or fed back to the IM using energy measurement systems. The principles/regulations regarding measurements on locomotives are detailed in the network statement of the IM in question. In the event of missing or erroneous data, billing will automatically be based on relative consumption values. Ex-catenary energy consumption (relative consumption values) If the RU has not had energy measurement systems for the measurement of electricity consumption/feedback installed and officially calibrated on its vehicles, or if no valid measurement figures are available, billing for the train movements in question will be based on relative consumption values per train category. distinction is made for vehicles without regenerative braking: a factor of 1.45 is applied for regional passenger services (train categories 3 and 4) and a factor of 1.15 is applied to other services (all other train categories). Relative consumption values per train category I-Prix train category Relative consumption values (kwh per gross tonne-kilometre) Vehicles with regenerative braking 1 Interity/Euroity Fast train/interregio Regional train S-ahn RegioExpress Long-distance freight train Tractor-hauled freight train Light engine Empty passenger trains Vehicles without regenerative braking For car-carrying trains powered by Re 425 locomotives on the Lötschberg route and also travelling to and from Iselle, a relative consumption value of kwh per gross tonne-kilometre applies across the board. Variations from actual consumption Due to efficiency increases and varying weather conditions, actual ex-catenary energy consumption may differ from the consumption calculated using relative consumption values. If the overrecovery of costs amounts to more than 1 %, the excess amount over and above the traction power calculated using relative consumption values is refunded to network users at the end of the year. ny under-recovery of costs is covered by the IM.

22 Diagram showing ex-catenary energy consumption (electricity price) asic service energy billing Train service Measurement on locomotive? Yes No kwh measured on locomotive Electricity price HF per kwh defective or missing measurement data Relative consumption values per I-Prix train category: Figures in kwh per gross tonne-kilometre ZG1: ZG5: ZG9: ZG2: ZG6: ZG10: ZG3: ZG8: ar-carrying train powered by Re425 on Lötschberg route: Electricity price HF per kwh (result rounded to 4 decimal places) Gross tonne-kilometres Regenerative locomotive? Regenerative locomotive? Yes No Yes No Deduction for regenerated kwh HF per kwh Ex-catenary energy consumption Surcharge for nonregenerative trains: Train categories 3 and 4 = Factor 1.45 Remaining train categories = Factor 1.15 Network load factor: Standard rate ( and ) Factor 1.0 Rush hour (Mon Fri and ) Factor 1.2 Night rate ( ) Factor 0.6 Saturdays and Sundays = no rush hour; standard rate Train eligible for discount (until 2016)? Yes Discount as per NO Factor 0.9 No Ex-catenary energy consumption (electricity price)

23 List of Infrastucture Services 2016 asic services 23

24 dditional services rt. 22 NZV dditional services are defined as agreed, scheduled services (held in reserve) and services needed at short notice which are provided subject to availability of resources (staff and vehicles) and capacity (facilities). There is no automatic entitlement to individual services requested at short notice within the timetable period. These requests are complied with according to the first in = first served principle. The energy for additional services is billed exclusively on the basis of the ordered/agreed services that have been planned.

25 List of Infrastucture Services 2016 dditional services 25 rt. 22 para. 1 let. a NZV 2.1 Train-path options Rates Price per day of operation and timetable period For cross-border services at asel, uchs SG, Genève, Schaffhausen, St. Margrethen and Vallorbe: Price per day of operation and timetable year Price in HF per unit free of charge Train-path options can be ordered for regular, timetabled services on the basis of the periods of operation. The periods of operation (POs) provide the basis for this. Path options cancelled later than one month after their definitive allocation are subject to option fees. Options can also be taken out on paths introduced during the year, provided they are also regular, timetabled paths right from the time of introduction. The prices for such options are the same as for full-year options. The option expires at on the day before execution if the path has not been definitively ordered by the customer. path option is withdrawn if a definitive order has been submitted by another RU for the same time period and the option holder does not convert the option into an order. If the option has not been used on at least 50 % of the days of operation in the previous 60 calendar days (at the earliest from the first planned day of operation after a timetable change) the option fee will not be refunded. In all other cases, a pro rata proportion of the fee is refunded. The special provision for cross-border services linking to path options in adjoining networks is applicable to the following routes: asel ad frontier asel S R or P asel St Johann frontier asel S R or P uchs SG frontier (LGL) uchs SG La Plaine frontier Genève La Praille or Genève St. Margrethen frontier (SMLG) St. Margrethen Vallorbe frontier Vallorbe or vice versa. Sample calculations Day(s) of operation Period of operation Price in HF Monday Monday to Friday Wednesday to Thursday alculation Number of days of operation price of train-path option

26 26 dditional services List of Infrastucture Services 2016 rt. 22 para. 1 let. d NZV 2.2 Route-setting for shunting runs (except trains being processed in IM S marshalling yards) Rates Shunting with electric vehicles Shunting with electric vehicles for trains eligible for subsidies Shunting with combustion-based vehicles Price in HF per unit 7.01/shunting operation 6.89/shunting operation 5.85/shunting operation Shunting operations in IM stations are normally performed by the RUs. The prices for shunting include prior agreement on procedure (irrespective of the type of communication, e. g. telephone, radio or radio route commander), operation of the signalbox controls, permission to run, the use of the track installations and, if applicable, of power supply ex catenary. Shunting operations are defined as: shunting run from start to destination on the possible route without a voluntary break (within a station only). Moving the locomotive to the other end of the train without changing load or formation. Wagon deliveries/collections are billed as separate shunting movements. Staff conveyance runs (taxi runs) to and from a track (reversing run) are billed as at least two separate shunting movements. alculation Number of movements relevant rate 10 % reduction will be applied to the traction power price for trains eligible for subsidies as defined in rt. 3 NZV-V.

27 List of Infrastucture Services 2016 dditional services 27 rt. 22 para. 1 let. g NZV 2.3 Shunting in marshalling yards Separation, sorting and formation of freight trains for domestic and international freight traffic by IMs in the following marshalling yards: asel S R uchs SG hiasso SM Lausanne Triage Limmattal R, including the Zürich Mülligen marshalling facility Däniken R marshalling facility Runs between the Limmattal R and the Zürich Mülligen marshalling facility incur the relevant train-path fees Wagon throughput at marshalling yards Rates rrival Departure Price in HF per unit 5.00/wagon 5.00/wagon The wagon throughput at marshalling yard process begins at the reception sidings and ends when the train is ready for use in the departure sidings (also true for triangular traffic in asel). The following services are included: Reception yard Emptying of air reservoirs, uncoupling, splitting of train, processing of wagon data relevant for shunting Sorting sidings/exit yard oupling of wagons, transfer of wagons from exit yard to departure sidings The following services are not included in the process and are billed, when requested, as services provided in accordance with section 3: rrival Uncoupling of locomotive, removal of tail light IS incoming inspection (EK/TREK) Departure oupling of locomotive Transport and mounting of tail light rake test Message to driver Notification of readiness for departure IS exit inspection (K, TRK)

28 28 dditional services List of Infrastucture Services 2016 alculation Prices are calculated separately for arrival and departure and the RU is invoiced accordingly. Transfers between asel R I and R II are not counted as additional wagon entries and exits Formation groups Rate Price in HF Formation group, as of 2nd group Formation groups refers to the planned formation of groups for freight trains in IM S s marshalling yards. s the planned formations entail holding staff, traction units and track installations in reserve, pricing is based on target quantities. Wagon groups for which hump-shunting is not permitted are not charged as formation groups. alculation Number of groups per train and planned days of operation rate. There is no charge for the first group of each train Supplement for special shunting Rate Supplement for special shunting Price in HF per unit 9.50/wagon Non-standard wagon transfers in marshalling yards operated according to special timetables. The service is effective from the time the wagon is removed from normal operation to its return to normal operation. dditional services listed in section therefore do not apply. Shunting routes directly connected to the formation/splitting of trains whose loads are to be processed in the marshalling facilities are included in the prices quoted in section Where a train is not being processed in a marshalling yard, the shunting operations required for a locomotive change will be invoiced as per section 2.2. Special shunting operation fees are charged for: Vehicles featuring the following carriage restriction codes: 07 Fly-shunting and hump-shunting only with manned hand brake 09 Staffed wagon (accompanied) 15 No access to the shunting hump. No hump-shunting. 16 No hump-shunting or fly-shunting. 18 Wagons that are not suitable to run on rail brakes or other shunting or braking devices in their effective positions. 41 Place at head of train 42 Place at rear of train 63 Non-standard cargo 93 End wagon

29 List of Infrastucture Services 2016 dditional services 29 Shunting within R facilities, provided notification is given before uncoupling (transfers of freight wagons to customs ramps/tracks, loading platforms, repair workshops, etc.) Handling of unassigned wagons (in particular gathering wagons for empty wagon management; only one special shunting operation fee is charged from arrival to departure of wagons in R facilities) Repositioning of trains/wagon groups within R facilities (transfer to garage, reduction of excessive load, transfer of trains, etc.) In the asel S R and hiasso SM marshalling yards, a maximum of 15 wagons are calculated per special shunting or shunting operation. Non-standard wagon transfers (forced connections) Operation according to special timetables (daily runs within a fixed number range) Where orders are received at short notice, there is no automatic entitlement to special shunting. If resources are fully employed or installations already occupied, the marshalling yard operators retain the right to refuse or postpone execution. Requests are prioritised in the order in which they are received. If wagons for special shunting services with codes 15, 16 or 18 are not arranged in the order specified in the relevant regulations when they arrive as part of a train, an additional supplement will be charged for arranging the wagons as per section alculation Number of wagons rate Surcharge for the removal of wagons/insertion of wagons Rates Surcharge for the removal of wagons Surcharge for the insertion of wagons Price in HF per unit 88.00/wagon 88.00/wagon Removal of wagons from incoming/outgoing trains and transfer to specified track. This surcharge will also be charged for wagons with IS codes 15, 16 or 18 which are not arranged in the order specified in the relevant regulations when they arrive as part of a train. If a RU requires wagons to be inserted in a certain position in the outgoing train, the wagon insertion sur-charge is levied. For the insertion of wagons at the front or at the rear of the train, the supplement for special shunting is charged. alculation Number of wagons rate

30 30 dditional services List of Infrastucture Services 2016 rt. 22 para. 1 let. c NZV 2.4 Stabling of railway vehicles Rates ategory stations ategory stations ategory stations Price in HF per unit HF 0.036/metre per hour HF 0.024/metre per hour HF 0.012/metre per hour These rates are not valid on the HSG infrastructure. The price includes planning, consultation and the use of the stabling facilities, irrespective of the standard of the local facilities and their upkeep (including footways and crossovers). Prices are differentiated according to three categories based on the utilisation and land value of the stations concerned as per the list in ppendix 2. ll vehicles and trains which stand unchanged for over two hours after arrival or before departure (attaching or detaching motive power units is not considered to be changing the train composition) are deemed to be stabled. Orders for stabling should, for each train, state the number/accounting code and station (including loading platform). maximum of twelve hours is charged for each train and day of operation. Orders for stabling periods and storage-metres should also be submitted even if the duration is less than two hours. For the stabling of trains, the maximum train length is charged as per the allocated basic service amount; for vehicles not included in the basic service, the required track length in metres is charged. ecause of the reserve costs, the stabling fee is also payable if the train does not run or if the entire duration or track length requested for stabling is not utilised. ancellations are only free of charge if they are made within the one-year timetable window. If a RU purchases services which exceed the allocated amount by a limit value of 20 percent in terms of track metres or one hour in terms of duration, a surcharge of 100 % is added to the total amount. The sur-charge is waived if the RU reports the change in the request to the OSS via (onestopshop@sbb.ch) by no later than the day before. Each station allocates storage sidings in accordance with the specifications of trasse.ch. There is no entitlement to use a specific track. In the event that tracks of an adequate quality are unavailable (e. g. which have a water connection point or a pre-heating system) and there is no alternative at the same station, the stabling fee is waived for this period. No liability for damages to the vehicles or for vandalism is accepted (rt G-IS). y law, goods classified as dangerous under RID may not be stabled within the S, LS Netz G and SO infrastructure or the infrastructures operated by them (lines and stations). For trains and wagons being processed in a marshalling yard, the fees for wagon throughput are charged in accordance with section The stabling period is already included in the throughput fees. Processing begins with the arrival of the train and lasts until the scheduled departure of the connecting train from the scheduled track. stabling fee is charged on wagons that cannot be processed further (e. g. unassigned wagons). For trains which do not require processing (e. g. locomotive change), stabling fees will also be charged for a stay of over 2 hours in a marshalling yard.

31 List of Infrastucture Services 2016 dditional services 31 No stabling fees will be charged for freight loading and unloading on the loading tracks for a maximum of 8 business hours. Operationally, there can be no general claim to use of the full 8 hours. The right of use is based on the number of storage-metres, days of operation and duration agreed in advance. usiness hours for loading and unloading in the respective sidings are between and Monday to Friday. If these eight free working hours are exceeded, the standard stabling fees will be charged and the customary two free hours cannot be deducted again. If the loading platform is used outside working hours, on Saturdays, Sundays, public holidays or at sidings with no loading or unloading, the standard stabling fees will apply. This definition is not valid for the HSG infrastructure. The additional railway vehicle stabling service must be agreed separately with the HSG IM. Goods classified as dangerous under RID may be stabled within the HSG infrastructure if the relevant approval has been issued. illing policy: The fees are charged to the incoming train. Exceptions: In the case of trains at frontier stations arriving from abroad or newly formed trains without an arrival, the fees are charged to the departing train. harging in the event of a disruption is described in section 4.4. alculation Metres hours station-specific rate When calculating the price, the first two hours of the stabling period are deducted. Part hours are rounded up to the next whole hour. The length over buffers is rounded up to the nearest whole metre (for all vehicles). Sample calculation Saturday Sunday Monday am 5.30am 5.30am 11.50am Total ctual stabling time alculated time 24hrs 00min 12hrs 00min 24hrs 00min 6hrs 20min 54hrs 20min 12hrs 00min 6hrs 20min 30hrs 20min Sample costing for in arau G (category /41003 = 50 operating days/220 metres) 29 [hours] [price in HF] 220 [meters] 50 [days of operation] = HF ì Rounded up to: 31hrs ì Less non-chargeable time 29hrs

32 32 dditional services List of Infrastucture Services 2016 rt. 22 para. 1 let. e NZV 2.5 Water Rates Provision of water Provision of water Price in HF per unit 5.55/cubic metre 2.15/vehicle Filling vehicles with water from the hydrant. The rate per vehicle is only applied if the quantity supplied in cubic metres is not known. Prices do not include work carried out by IM personnel. alculation Quantity in cubic metres or number of vehicles relevant rate rt. 22 para. 1 let. e NZV 2.6 Electricity Rates Provision of electricity Provision of electricity for trains eligible for subsidies Provision of electricity Provision of electricity for trains eligible for subsidies Price in HF per unit /per kwh /per kwh 2.45/vehicle and ½ hour 2.21/vehicle and ½ hour Supplying vehicles with electricity from the heating system or overhead lines for pre-heating and air conditioning. These rates apply to power supply ex catenary or ex power outlet at a voltage of 1000 V (electric train pre-heating system). If provision of electricity can be calculated for the RU s entire fleet in such a way that it is transparent and plausible to the RU, the rate per kwh is applied. If provision cannot be calculated in this way, a per-train basis is used. Prices are made up of an electricity and a maintenance component, and do not include any involvement of IM personnel. alculation mount in Kwh or number of vehicles relevant rate 10 % reduction will be applied to the traction power price for trains eligible for subsidies as defined in rt. 3 NZV-V.

33 List of Infrastucture Services 2016 dditional services 33 rt. 22 para. 1 let. h NZV rt. 6 NZV-V ppendix 4 NZV-V 2.7 Using lines outside line/station opening hours Rate For each station/remote control area ZSW staffed out-of-hours, per hour/ part hour and employee Price in HF Trains can travel on lines and through stations during the published line opening hours. ny station along the designated routes can also be a departure or destination station. These services are provided at no extra cost, irrespective of the technical equipment at the stations. Travel outside of opening times: If such travel is feasible, a route may also be used outside of opening times. For travel on a route outside its published opening times, an out-of-hours staffing supplement is charged in addition to the train-path price for each station that has to be staffed. Operations in stations outside opening hours: The line opening hours as specified in the NZV-V apply in stations to the planned timetabled departure, arrival or transit time within or when entering or leaving a section of line. If additional station facilities and/or services are used (e. g. shunting hump in marshalling yard, use of points outside remote-controlled area etc.), the cost for these will be billed as per the pricing rates, provided the necessary resources are available and the IM has confirmed they can be used. alculation The calculation is based on the planned and timetabled departure, arrival or pass-through time within a route section or on entry into/exit from the section. The main criterion is the departure time or the time of entry into the section. The calculation method more favourable to the RU is selected. For every hour or part hour, the hourly rate will be multiplied by the number of service points manned for technical reasons (several signal boxes per service point = 1 service point). If several customers request an extension to the standard opening times, the cost for every jointly used hour will be divided by the number of customers.

34 34 dditional services List of Infrastucture Services 2016 rt. 22 para. 1 let. f NZV 2.8 Use of track weighbridges or weighing machines for road vehicles Rate Per weighing Price in HF Using track weighbridges or weighing machines to weigh vehicles or wagons. Prices do not include work carried out by IM personnel. IM personnel can only be made available when they are not assigned to other operational duties. The work they do will then be charged as services rendered. alculation Number of weighings rate rt. 22 para. 1 let. f NZV 2.9 Use of cranes Rate rane use Price in HF per unit 80.00/per hour/part hour Use of crane systems (loading facilities). Prices do not include work carried out by IM personnel. IM personnel can only be made available when they are not assigned to other operational duties. The work they do will then be charged as services rendered. alculation Number of hours rate