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6. Charges

6.1 Charging principles

Cf. the Railway Regulations, Ch. 6. The Railway Regulations are based on EU Directive 2012/34, but neither this directive nor the associated regulation EU/2015/909 on how direct costs are to be calculated has been incorporated in the EEA agreement and that 01.09.2018.

The charging principles for the basic service package can be summarised as follows:

a) The charges are set at the cost arising as a direct consequence of the rail service in question; cf. the Railway Regulations, § 6-2 (3) Like a number of other infrastructure managers in Europe, Bane NOR has used marginal costs based on econometric calculation in line with the regulation in question.

b) These charges may reflect the lack of capacity in an identifiable part of the rail network during periods of congestion – cf. the Railway Regulations, § 6-2 (4)

c) Environmental costs pursuant to the rail service in question, including noise, may be taken into account – cf. the Railway Regulations, § 6-2 (5)

There are several exceptions to the general provisions:

d) Full coverage of the IM's costs can be accepted if the market can withstand this and if this is consistent with principles relating to efficiency, transparency and equality – cf. the Railway Regulations, § 6-3

e) In the case of special investment projects, the long-term cost of such projects can be taken into account. The sharing of risk associated with new investments can also be taken into account – cf. the Railway Regulations, § 6-2 (7)

f) Discounts designed either to stimulate new services or encourage traffic on underused line sections – cf. the Railway Regulations, § 6-4

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 charges 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 the Bane NOR implementation plan that was submitted to the Norwegian Railway Authority on 14 July 2017. The model that Bane NOR chose to use in its charging for sections excluding the Ofoten Line is the one referred to as «Model IIIb». This is based on a two-product model in which passenger services and freight services are viewed as separate products. This model provides the lowest marginal costs where the network is utilised by both passenger services and freight services. For the Ofoten Line, a decision was made to use an average of the four analysed models, «Model A» to «Model D».

Surcharges pursuant to the Railway Regulation § 6-3 are documented in a separate report. This documentation is mainly based on an analysis of what the market is able to withstand with regard to increased rates for the basic service package.

Performance improvement schemes have been implemented from 1 January 2017 and revised on 1 January 2018, see section 6.5. See also Annex 4 to the ATS.

Adjustments to charges over the next 5 years are based on primary audits every four years – the first audit will take place by 2021. This audit will take place in consultation with the train companies and the Norwegian Railway Authority and Norwegian Railway Directorate. In the intervening years, charges will be index-adjusted from one year to the next; a more detailed description is provided in section 6.6.

The charging principles for services can be summarised as follows:

If the services are subject to adjustment to charges in compliance with the provisions of the Railway Regulations § 6-9 (2) or (3), the charge for these cannot exceed the cost of providing the service in question, with addition of a reasonable profit. See section 6.1.3 for further details.

Reservation charge:

Bane NOR has established a reservation charge for capacity allocated but not used; see section 6.4.2.

6.1.1 Minimum acccess package

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.

Bane NOR has not considered charging in accordance with section c) above as things stand at present.

6.1.2 Access to service facilities

Cf. the Railway Regulations, §§ 6-2 and 6-9 (2).

Access to/from Bane NOR's main tracks to/from service facilities as described in the Network Statement, Ch. 5.3 is priced according to marginal costs on the part of Bane NOR in the same way as the basic service package, cf. Ch. 6.1.1. This is applicable regardless of who owns the service facility.

Please see also Bane NOR's catalogue of services, which was compiled for the Ministry of Transport and Communications in connection with the railway reform.

6.1.3 Services at service facilities

Cf. the Railway Regulations, § 6-9 (2).

Bane NOR establishes charges for the use of services at Bane NOR's service facilities as described in Ch. 5.3, and at most these can be priced at the cost charged for performing them (also referred to here as the production cost), including a reasonable profit. The production cost includes all actual direct and indirect costs involved in producing the service, as well as capital costs attributable to the offering of the service. Hence the calculation includes all goods purchases, payroll costs, production costs and capital costs that can be assigned either directly or indirectly to the production of the service.

Indirect costs will be costs for activities linked with accounting, recovery, payment of salaries, audits, personnel services, HSE, ICT services, post, archiving and central switchboard services, etc. The concept of cost also includes capital costs, i.e. costs of equipment and calculative interest costs; in other words, the returns that Bane NOR could alternatively achieve by placing the funds corresponding to (net) investment amounts (after depreciation) in the market. The cost, which is used as a basis for the charge, is therefore independent of the form of finance selected (use of borrowing or equity).

The definition of «reasonable profit» as stated in the Railway Regulations § 1-3 letter h) is used as a basis. Charging must be relative to the actual scope of use of the service.

The basis for charges for stations and stabling facilities is described in a separate documentation report; the Service Catalogue.

6.1.4 Additional services

Cf. the Railway Regulations, § 6-9 (3).

Bane NOR sets charges for the use of additional services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit, as indicated in section 6.1.3.

6.1.5 Ancillary services

Cf. the Railway Regulations, § 6-9 (3).

Bane NOR sets charges for the use of ancillary services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit. Otherwise, these services will be priced at market conditions.

6.1.6 Other services

Using other services requires a separate agreement with Bane NOR or whoever provides the service, and the charge 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.

6.2 Charging system

Cf. the Railway Regulations, Ch. 6.

6.2.1 Minimum access package

Cf. the Railway Regulations, Ch. 6 (§§ 6-1 to 6-5), Directive 2012/34/EU and the Commission Implementing Regulation 2015/909/EU.

The charges consist of a number of components, three of which are linked with the use of the infrastructure and one is linked to the use of capacity on an overloaded part of the rail network. The track charge (charge for use of the infrastructure) 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.

6.2.1.1 Track charge

6.2.1.1.1 Basic charge

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». On the basis of EU Regulation 2015/909, Bane NOR is of the opinion that the term «direct consequence» can be replaced by a marginal cost principle on the basis of an economic analysis. Furthermore, the regulation uses a «mandatory clause» (§ 6-2 (3)), and this is understood as a minimum payment, unless the exceptions in the regulation apply.

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 railway traffic and freight railway traffic. The calculations are documented in the Bane NOR implementation plan dated 14.07.2017. This plan forms the basis for the charging rates specified in section 6.3.1.

Track sections – track division

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.

Division of tracks in Norway

Track section Definition
Oslo local Drammen - Asker - Lysaker – Oslo S – Etterstad – Gardermoen – Eidsvoll
Lysaker – Asker; Oslo S – Grefsen
Oslo S – Lillestrøm - Eidsvoll
Oslo S – Ski – Rakkestad
Ofoten Line Narvik – Riksgrensen
Other sections Eidsvoll – Hamar – Lillehammer
Ski – Fredrikstad – Sarpsborg – Halden – Kornsjø (Vestre linje)
Drammen – Tønsberg – Skien
Drammen – Hokksund – Kongsberg – Kristiansand – Stavanger
Skien – Hjuksebø – Notodden
Nelaug – Arendal
Hokksund/Roa – Hønefoss – Bergen
Myrdal – Flåm
Grefsen – Roa – Gjøvik
Lillehammer – Dombås – Trondheim
Lillestrøm – Kongsvinger – Riksgrensen
Trondheim – Hell – Riksgrensen/Bodø
Kongsvinger – Elverum
Hamar – Elverum – Røros – Støren
Dombås - Åndalsnes
6.2.1.1.2 Capacity charge

The Railway Regulations, § 6-2 (4), provide a basis for a supplement to the charge so that it reflects the lack of capacity in an identifiable part of the rail network. For a capacity charge 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 or does not want to operate. Their capacity cost is then 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. The purpose of a capacity charge is to internalise the capacity cost in the train companies'/groups' own business administration. This brings about consistency between socio-economic and business-related correct allocation of capacity. The capacity charge 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 charge is not based on the capacity costs applied by an RU to others in the geographical area in question.

Only in the Oslo area does the lack of capacity result in a capacity charge. As long as the capacity in this area is not auctioned off, the charge will indicate to relevant applicants that passing through this area at certain times of the day will cost the applicant more. The charge is applicable to all applicants and all types of train; also including empty trains getting into position.

The capacity charge will be invoiced for trains arriving at Oslo S during the morning rush hour and trains departing from Oslo S during the evening rush hour in accordance with the timetable. Rush hours are defined as follows for Monday to Friday inclusive:

  • Morning rush hour: times: 07:00 – 09:00
  • Evening rush hour: times: 15:00 – 17:00
6.2.1.1.3 Environmental supplements

The charge can also take into account the environmental costs – including noise – generated by railway traffic for third parties. 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.

6.2.1.1.4 Full cost coverage

Surcharges will be established in order to achieve full cost coverage in accordance with the Railway Regulations § 6-3 in markets that are able to stand this. Full cost coverage is understood to mean coverage of both fixed and variable (indirect and direct) operating and maintenance costs. The charges cannot have greater surcharges so that one or more market segments «drop out». Bane NOR has analysed the market segments for which this is relevant. The regulations provide more detailed rules on how the market segments can be divided up. For documentation, please see the stated implementation plan and a separate report on the surcharges. This work has been verified by Oslo Economics in their report dated 25.06.2018. Market segmentation must be reviewed at least every five years.

Bane NOR will be able to provide notification of changes to market segmentation and associated surcharges in accordance with the Railway Regulations § 6-3 (6), subject to approval by the Ministry of Transport and Communications. Approval of the surcharges by the Ministry of Transport and Communications is stated as an individual measure; cf. the letter from the Ministry dated 14.11.2018.

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.

Within freight services

In a Norwegian context, industrial system trains are separated out 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 dangerous goods) as well.

1) 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.

2) A similar situation will also apply to the transport of dangerous goods. There is also a desire society for such products to be transported by rail rather than by road.

3) 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.

Within passenger services 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 «Purchase agreement» – and other passenger services. Product groups that are included in the service packages that the Norwegian Railway Directorate has announced or will be announcing for tender are defined in the «Purchase agreement» segment.

Within other passenger services, it will also be relevant to differentiate between train products that have a feeder function to the main airport at Gardermoen in the area between Gardermoen and Drammen – referred to here as «Main airport» – and other passenger transport. Feeder functions from/to areas north of Gardermoen are not included in this market segment.

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 the said feeder services to the Main airport.

6.2.1.2 Discounts

On the basis of the principles of competition neutrality in each individual case, Bane NOR wishes to agree possible discounts 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.

The regulation also provides the opportunity to give a time-limited discount in order to encourage traffic on significantly underused sections. Bane NOR has worked on the basis of the Norwegian Railway Directorate's summary of track usage throughout the day. The regulation specifies that it is not enough for it to be underused; it has to be significantly underused. It is proposed that “significantly” should mean that the track capacity is below 50% throughout the day. There are several sections that fall within such usage, namely:

  • The diesel sections (the Solør, Røros, Rauma and Nordland Lines)
  • The Sørlandet Line south of Kongsberg
  • The Dovre Line north of Lillehammer
  • The Roa – Hønefoss – Hokksund section

It is Bane NOR’s perception that freight services should be given incentives to increase the use of these sections. The discount must be time-limited. Bane NOR proposes a 75% discount up to and including 2025 for freight services on the following sections:

1. All diesel sections
2. Sørland Line
3. Dovre Line
4. The Roa – Hønefoss – Hokksund section

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 charge.

6.2.1.3 The following forms of operation are exempt from infrastructure charges:

a. Operation of rescue trains, firefighting trains, assistance trains, service trains and other trains used for inspection or maintenance of the railway infrastructure, as well as trains for the purpose of transporting equipment or materials to be used in connection with works on or beside the IM's own infrastructure

b. The necessary travel for «running in» new infrastructure, test runs for type approval of new rolling stock and necessary travel linked with local historian travel on new infrastructure

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.

d. Shunting and parking of railway vehicles (rolling stock)

e. Relocation of rolling stock occurring due to delays or cancellations caused by the IM

f. Transportation of converter units to and from workshops and between converter stations.

6.2.2 Charging model for other service categories

For the other railway-related services – cf. the Railway Regulations, § 6-9 – the charges are based on the cost charged for performing the specific service. Bane NOR has used 4% interest as reasonable profit. What is included in the cost of providing these services is discussed in greater detail in section 6.1.3.

6.3 Tariffs

All charges are specified exclusive of value-added tax, and Bane NOR invoices include value-added tax.

6.3.1 Minimum access package

Based on Bane NOR's implementation plan dated 14 July 2017 and documentation of surcharges (see also the outline in section 6.1), the charges for 2019 are established as follows, based on 2018 charges:

Charges after the implementation period (2019 charges) – Paragraph references relate to the Railway Regulations

Track section Basic charge (§ 6-2 (3)) Capacity charge Surcharge for the following market areas (§ 6-3) -
Applicable from R19
Passenger trains (Øre per gross tonne-kilometre) Freight trains (Øre per gross tonne-kilometre) § 6-2 (4) (NOK per train) PSO (Øre per gross tonne-kilometre) Main airport (Øre per gross tonne-kilometre) Ore and minerals (Øre per gross tonne-kilometre)
Oslo Local 1,02 0,50 526,15 2,17 2,17
Ofoten Line 2,63 2,63 5,26 5,26
Other sections 1,54 1,11 3,95 3,54

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.

PSO* = Public Service Obligation

Bane NOR has used gradual scaling up to new charge levels as a basis in its implementation plan (cf. EU regulation 2015/909):

  • PASSENGER TRAIN: The basic charge and capacity charge were introduced in full as of 1.1.2018. The surcharge based on market differentiation in accordance with section 6-3 of the Railway Regulations will be introduced in full as of 1 January 2019 (R19).
  • COMBINATION/WAGON LOAD: The basic charge was introduced gradually over 4 years from 1.1.2018; i.e. 25% in 2018, 50% in 2019, etc. The capacity charge will be introduced in full as of 1.1.2018.
  • ORE AND MINERAL TRANSPORT: The basic charge was introduced as of 1.1.2018. The surcharge based on market differentiation in accordance with section 6-3 of the Railway Regulations will be introduced in full as of 2019 (R19).
  • OTHER INDUSTRIAL TRAINS: Introduced in a similar way to combination/wagon load.

According to Bane NOR's implementation plan, charges for freight services will be stepped up to a specified level in table 0-2 for the sections «Oslo Local» and «Other sections» over 4 years.

Percentage of the set level paid by freight services on specified track sections

2018 2019 2020 2021
25 % 50 % 75 % 100 %

The charges in 2020 will also be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.

The tables below show what will happen to the invoiced amount for a passenger train and a freight train:

R11: Eidsvoll-Larvik; double set and morning rush hour (one train) (2019 charges)

Price range Section Km Train weight Rate Amount
Oslo local Eidsvoll - Oslo S 65,91 440 0,0102 296
Oslo S - Drammen 51,50 440 0,0102 231
Other sections Drammen - Larvik 103,30 440 0,0154 700
Total basic price 1 227
Oslo local Eidsvoll - Oslo S 65,91 440 0,0217 629
Oslo S - Drammen 51,50 440 0,0217 492
Other sections Drammen – Larvik 103,30 440 0,0375 1 795
Total Mark-ups 2 916
Oslo local Capacity price 1 526,25 526
Total amount invoiced 7 586

Combination train Alnabru-Brattøra – 44 TEU (one train) (2019 charges)

Price range Section Km Train weight Rate Amount 2019 2020 2021
Oslo lokal Alnabru- Lillestrøm 12,23 950 0,0050 58
Lillestrøm - Eidsvoll 46,91 950 0,0050 223
Other sections Eidsvoll - Brattøra 485,1 950 0,0111 5 115
Total basic price 5 396 5 396 5 396 5 396
Implementation reduction 2018 50 % 25 % 0 %
Discount (Basic = Track price + Implementation reduction) 75 % 75 % 75 %
Total amount invoiced 781 1 181 1 450

The train weights are estimated in the tables, but Bane NOR uses actual train weights on the basis of the following sources:

a) where the wagon recording assignment is submitted to Bane NOR digitally in a format that can be imported into TIOS

b) where the wagon recording assignment does not meet the condition in section a), the train weight will be taken from TPS

c) if the train weight is unknown, a default value will be used

6.3.2 Track access to service facilities

Access to Bane NOR's service facilities is priced in accordance with the marginal cost principle. For stations, the charge is included in the basic service package, cf. Ch. 6.3.1 above, as the stations are located at main tracks. For freight terminals, the charge is not included in the basic package as these are linked to main tracks via sidings; see 6.3.2.1. This is also applicable to access to other parties' service facilities.

6.3.2.1 Freight terminals

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 in 2018 charges for combination/wagon load terminals, excluding tied-up capital. The costs for timber terminals will be significantly lower.

The charges for the following combination/wagon load terminals are:

Charges for access to combination/wagon load terminals (2019 charges)

Terminal Charge per train arrival
Alnabru 165
Drammen 265
Kristiansand/Langemyr 265
Ganddal 265
Bergen/Nygårdstangen 265
Åndalsnes 265
Trondheim/Brattøra/Heimdal 110
Mosjøen 265
Mo i Rana 265
Fauske 230
Bodø 265
Narvik/Fagernes 265

The charges for the following timber terminals are:

Charges for access to timber terminals (2019 charges)

Terminal Charge per train arrival
Borgestad 21
Braskereidfoss 21
21
Flesberg 21
Hove 21
Hønefoss 21
Jevnaker 21
Koppang 21
Nesbyen 21
Norsenga 21
Sørli 21
Vestmo 21

Based on previous agreements on the development of the ore terminal at Narvik terminal (Fagernes), the access charge for this will comprise two elements, namely:

Charges for access to the ore terminal in Narvik (2019 charges)

Ore terminal - Fagernes Charge per train arrival
Direct cost (cf. § 6-2 (3)) 2 670
Investment/demolition cost (cf. § 6-2 (7)) 1 330
Total 4 000

The charges in 2020 will be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.

All services at freight terminals are provided by prequalified operators contracted by the RUs themselves. The operators' charges can be found on their websites:

6.3.3 Supply of services reffered to in 5.3

6.3.3.1 Stations

Access to stations is included in the price of the basic package. Services specified in 5.3 are priced at the cost charged for performing the service, including a reasonable profit. The charges for station services for the individual stations are set for each section; and in 2019, based on 2018 charges, these will be:

Charges for station services (2019 charges)

Charge range Section Charge per arrival
Oslo-Akershus Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 75
Østfold Loenga - Ski - Mysen/Moss - Halden 65
Vestfold Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 80
Hedmark-Oppland Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen 95
Bergen Line Hokksund - Hønefoss - Bergen 110
Sørland Line (Nordagutu) - Stavanger 60
Nordland Line (Steinkjer) - Bodø 110
Trønder Line (Hjerkinn) - Steinkjer 95
Solør-Røros Røros- og Solørbanen 110
Ofoten Ofotbanen 110

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 charges. A sample calculation for a passenger train is shown below:

R11: Eidsvoll-Larvik (one train)

Charge range Section Number of stops Rate Amount
Oslo lokal Eidsvoll - Oslo S 5 75 375
Oslo S - Asker 4 75 300
Asker/Vestfold Asker - Larvik 9 80 720
Total 1 395

The charges in 2020 will be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.

6.3.3.2 Stabling

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 the cost charged for performing the service, including a reasonable profit.

The charge varies from stabling area to stabling area. The stabling/parking cost is made up of two elements:

  • operation and maintenance
  • 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 2018 charges.

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 capacity allocation process. The charges 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 charges are set on an hourly basis for these two stabling areas.

Subscription charges for stabling/parking (2019 charges)

Stabling areas Annual charge per metre Hourly charge per metre
Eastern Norway
Filipstad 3 635
Lodalen 3 635 0,42
Høvik 3 635
Hamar 3 635
Kongsvinger 3 635
Lillestrøm 3 635
Eidsvoll 3 635
Lillehammer 3 635
Ski 3 635
Moss 3 635
Mysen 3 635
Halden 3 635
Drammen 3 635 0,42
Kongsberg 3 635
Skien / Borgestad 3 635
Gjøvik 3 635
Jaren 3 635
Loenga 3 635
Kværnersporene 3 635
Agder og Rogaland
Arendal 685
Kristiansand 685
Egersund 685
Paradis 685
Stavanger 685
Western Norway
Bergen 685
Voss 685
Flåm 685
Myrdal 685
Ål 685
Nordenfjells
Åndalsnes 685
Dombås 685
Støren 685
Marienborg 685
Trondheim S 685
Steinkjer 685
Mosjøen 685
Mo i Rana 685
Rognan 685
Bodø 685
Narvik 685

As regards stabling, Bane NOR bills the individual RUs on the basis of vehicle length.

The charges in 2020 will be adjusted in accordance with Statistics Norway's price index for operation and maintenance of road systems; see section 6.6.

6.3.4 Additional services

Additional services must be priced as described in section 6.1.4.

6.3.4.1 Traction current (electricity for operating trains)

The allocation of energy costs is made either by means of measured energy consumption on the train or on the basis of reported gross kilometre tonnage travelled. The price of electricity consists of the following main elements:

  • Electrical power – mainly bought in the spot market. Bane NOR has some long-term contracts with a view to avoiding major fluctuations
  • Grid hire in order to send the power from the production site to Bane NOR's converter stations
  • Conversion and transfer losses at Bane NOR facilities
  • Bane NOR's administrative costs
  • Public fees

The tariffs applicable at any time are available on the Bane NOR customer portal. When services are requested by or offered to several parties, Bane NOR will set charges and publish these on its website.

6.3.4.2 Hire of train preheating facilities

Connection to train preheating facilities is ordered via the capacity allocation process described in section 4.2.1.1.2. Sub-leasing of allocated train preheating facilities (tapping point) is not permitted. If two or more train companies share the same train preheating facilities (tapping point), each train company will pay the full annual hire charge for the tapping point Annual hire charge:

  • 1000 V – NOK 11,000
  • 1×230 V – NOK 7,700
  • 3×230 V – NOK 11,000
  • 400 V – NOK 16,500

All charges are excluding VAT.

The tariffs applicable at any time are also 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.

6.3.5 Ancillary services

Ancillary services must be priced as described in section 6.1.5.

6.3.6 Other services

Other services must be priced as described in section 6.1.6.

6.4 Financial penalties and incentives

6.4.1 Non-usage/cancellation fees and charges

Non-usage charges are included in reservation charges, cf. section 6.4.2.

6.4.2 Reduction fee for Framework Agreements

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 following reservation charges are levied:

Reservation charges

Period Passenger services Freight services
Between 59 and 15 days before the planned departure time from the rail-head station 30 % of track charge 30 % of track charge
Between 14 and 72 hours before the planned departure time from the rail-head station 60 % of track charge 60 % of track charge
< 72 hours before the planned departure time from the rail-head station 100 % of track charge 100 % of track charge

Passenger services = Passenger trains

The track charge in the table includes all charge 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.

6.4.3 ERTMS discounts

Cf. the Railway Regulations, § 6-2 (8)

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 the agreement on 50% coverage of RUs' installation costs.

6.5 Performance scheme

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.

A temporary compensation scheme for freight traffic valid until 1 March 2021 has been established (Agreement on a temporary compensation scheme between Jernbaneverket and RUs transporting freight on the national rail network).

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 the compensation scheme has been replaced. The following cause codes are included in the scheme:

  • Codes 1-4, plus the delays/cancellations with no cause codes (Bane NOR)
  • Codes 81-85 for delays and 81-84 for cancellations (train companies)
  • 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.

‒ Bane NOR will pay what RUs have been charged on these codes
‒ RUs will indirectly pay their share of the events under these codes by paying a higher NOK rate on the primary causes (codes 81-85)

  • Cancellations where action cards are used will be counted using

The following NOK rates for 2019 charges are applicable to:

Delays
Bane NOR: Passenger trains NOK 63,00 per minute; i.e. NOK 3 780,00 per hour
Freight trains NOK 32,00 per minute; i.e. NOK 1 920,00 per hour
Train companies: Passenger trains: NOK 90,00 per minute; i.e. NOK 5 400,00 per hour
Freight trains: NOK 40,00 per minute; i.e. NOK 2 400,00 per hour
Cancellations Bane NOR: Full cancellation: NOK 5 262,00 per cancellation
Partial cancellation: NOK 2 631,00 per cancellation
Train companies: Full cancellation: NOK 6 577,00 per cancellation
Partial cancellation: NOK 3 288,00 per cancellation

Please see also the Railway Regulations, § 6-6. The regulations require that «… must not place the financial viability of a service in jeopardy». Therefore, the following maximum values have been established and are applicable to all parties:

  • Delays: 50% of the invoiced amount per month, linked with the basic package
  • Cancellations: 50% of the invoiced amount per month, linked with the basic package

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.

6.6 Changes to charges

6.6.1 Annual charge adjustments

There is a need for annual charge adjustments between the four-yearly updates of calculated marginal costs and the establishment of new charge levels. Bane NOR will use Statistics Norway's cost index for operation and maintenance of road systems. The charge adjustment itself will be undertaken according to the following principle:

Percentage change in charges

From 2018 to 2019 From 2019 to 2020
Price index (t-1) q. 2 162,5 171,0
Price index t q. 2 171,0 n.a.
Percentage change year t to year t+1 5,2 % n.a.

This means an adjustment to charges in arrears and provides predictability for RUs as the price level is known for 4 years at a time and adjustment of the following year's charges 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.

6.6.2 Other changes to charges

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.

6.7 Billing arrangements

Cf. the Railway Regulations, § 4-1.

Bane NOR issues invoices for all services. Invoiced amounts and data are placed on the Bane NOR Customer Portal.

Invoicing occurs on the 15th working day 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.

Contact for queries relating to invoicing:

Bane NOR, Customers and Services
P.O. Box 4350
2308 Hamar
Norway

Email: marked@banenor.no

Information that all RUs are required to provide 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.

ns2020en/charges.1546855721.txt.gz · Sist endret: 2019/01/07 10:08 av wesase