Changes in Croatian Track access charging system

1. Changes in Croatian Track access charging system HŽ Infrastruktura Network access Dino Džafo

2. Minimum Access Package Charges formula (as it was)

3. Minimum Access Package Charges formula (as it was)

4. Minimum Access Package Charges formula (as it was) Train type is given by a train path equivalent (5 categories for passenger transport, 4 for freight transport and 1 for locomotive trains) additional charges for train mass (over 1500 tonnes) and the use of tilting technique

5. Minimum Access Package Charges formula (as it was) Line parameter is set by a technical line parameter, line operation equivalent and line costs equivalent (in total 6 line categories) final value is set as a sum of individual line parameters multiplied by their train path length

6. Minimum Access Package Charges formula (as it was) Basic price is determined on the basis of direct costs (for maintenance and traffic management on railway infrastructure) different prices for passengerand freight transport

7. Minimum Access Package Charges formula (as it was) Traction el. charge is given by direct costs (for electrical supply equipment maintenance and realized train path kilometers with el. traction)

8. Minimum Access Package Charges formula (as it was) Price correction coefficient amounts to K = 1 when calculated in the amount of direct costs, but Government may determine a lower correction coefficient (depending on the situation of the transport market)

9. T – Train path equivalent (as it was) in passenger transport – is determined on the basis of the train mass by correlating the average train mass of an individual grouping with the average mass of all trains in passenger transport and on the basis of train category. Equivqalent is increased regarding of train category: 20% for EuroCity, InterCity, express and agency trains 15% for fast and semi-fast trains 10% for passenger and cross-border trains

10. T – Train path equivalent (as it was) in freight transport – is determined on the basis of the train mass by correlating the average train mass of an individual grouping with the average mass of all trains in freight transport.

11. T – Train path equivalent (as it was) Additional charge for train mass [dm] - is applied on all types of trains in freight transport whose mass is greater than 1500 tons and amounts to 0.30. Additional charge for the use of tilting technique [dn] – is applied on all trains in passenger transport which use tilting technique and amounts to 0.20.

12. L – Line parameter (as it was) Lines grouped in 6 categories based on traffic and technological aspect.

13. L – Line parameter (as it was) Line cost equivalent • unit cost of infrastructure for each line Line operation equivalent • 2 components (realized train kilometers and achieved gross tonne-kilometers) Technical line parameter • type of lines (share of double track lines in all lines) • slope streaks (share of lines with more then 10 promils) • speed of lines (100 km/h) • electrification • allowed load (less than 2ot per axis)

14. Train type & Line parameter (changes & adjustments) • traveled distance isadded to trainmass • correlatingaveragegrosstonnekilometerof an individual groupingwith the average grosstonnekilometerof all trains (separatelyinfreightandpassenger transport) • use of total trainmass

15. cvlkm – Basic price per train kilometer (as it was) Determined on the basis of direct costs for the maintenance of railway infrastructure and traffic management on railway infrastructure and realized train kilometers. Prices are expressed separately for passenger and for freight transport.

16. cvlkm – Basic price per train kilometer (as it was) Direct costs Determinated: Initially - 10% of Train Control (Rail operation) and 100% of Use of Running Track Points and Junctions (Rail operability) Later on - 100% of Rail operation and 20% of Rail operability

17. cvlkm – Basic price per train kilometer (changes & adjustments) Direct costs EU Regulation 2015/909 include only costs that are triggered directly by the operation of the train service use of eligible costs 3 year average

18. K - Price correction coefficient (as it was) Price correction coefficient [K] – amounts to K=1 when the charges are calculated in theamount of direct costs. The infrastructure owner (Government), depending on the state of the transportmarket, may determine a lower correction coefficient.

19. K - Price correction coefficient (changes & adjustments) compliant with national legislation, but could goagainst the general EU goals and principles of railway infrastructure charging new approach to the direct cost calculation use of share of eligible costs canceled in line with EU and national legal framework

20. Minimum Access Package Charges formula (new)

21. S – Coefficient for the single wagon load train consultant’s proposal Implemented for stimulation of RU`s for transportation single wagon loads is applied to all types of freight single wagon load trains and amounts 0,8

22. S – Coefficient for the single wagon load train Description and advantages increase of a rail freight transport competitiveness by means of transport of little amount of goods (transported by a few wagons) prevention of a migration of significant part of rail freight transport to roads and better track utilization straighten up the competitive position of railway transport compared to road transport.

23. Additional proposals from consultants company & future interventions empty containers a train carrying only empty containers is considered as train with empty wagons (lower value of train path equivalent) support of new transports incentive for trains equipped with ETCS According to the Directive 2012/34/EU, infrastructure managers should modify the charging system through a temporary differentiation for trains equipped with ETCS (in order to accelerate the installation of the European Train Control System on board locomotives).

24. Thank you for your attention! dino.dzafo@hzinfra.hr