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Klaus Garstenauer Business Unit „Netz“ Budapest,

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Presentation on theme: "Klaus Garstenauer Business Unit „Netz“ Budapest,"— Presentation transcript:

1 Klaus Garstenauer Business Unit „Netz“ Budapest, 16-10-2003
Infrastructure-Charging at ÖBB Transit traffic, railway connection along the transport corridors Klaus Garstenauer Business Unit „Netz“ Budapest,

2 Organization & Financing

3 separate accounting systems
ÖBB‘s Organizational Structure Regulatory Body Executive Board separate accounting systems Infrastructure Transport Operations Central Staff Permanent Way Signalling Technology Telecommunication Facility Management Energy lines Planning & Engineering Real Estate Cargo Passengers Traction Technical Services Netz Facility Management Power Stations Real Estate SERVICE UNITS C O R E U N I T S SERVICE UNITS

4 R A I L S Y S T E M Financing of Railways throughout Europe
State- budget R A I L S Y S T E M Train Operating Companies Infrastructure -managers Infrastructure- charges

5 Schieneninfrastruktur-
Financing of ÖBB-Infrastructure Federal Republic (Tax payer) Operations & Maintenance Acc. to §2 Fed. Rly. Act Federal contribution Transport Operations Infrastructure Final Customers: Passengers Shippers Public Authorities Revenues Investments Financing of Infra- Charges Lump-sum Payment Other Train Operators Schieneninfrastruktur- finanzierungs- GesmbH (SchIG) Profit

6 Network, Traffic & Access

7 Pyhrn/Schober Corridor
Polen Main Corridors Prag Nürnberg Bréclav Hohenau Passau München Linz WIEN Bratislava St. Pölten Wels Hegyeshalom Rosenheim Salzburg Gyor Wiener Neustadt Sopron Bregenz Budapest Kufstein Csorna Zürich Feldkirch Innsbruck Selzthal Bruck/Mur Graz Szentgotthard Danube Corridor Villach Klagenfurt Brenner Corridor Pontebbana Corridor Maribor Tauern Corridor Pyhrn/Schober Corridor Udine Ljubljana Arlberg Corridor Zagreb Verona Venezia

8 International Links Direct passenger trains to: Germany, Switzerland, France, Belgium, Italy, Slovenia, Croatia, Serbia, Romania, Slovak Republic, Czech Republic, Poland Direct regular freight trains: - From Austria to all neighbouring countries - Germany - Italy via Brenner - Kufstein - Germany via Salzburg to Italy and Slovenia and v.v. - Germany via Passau, to the Slovak Republic, Hungary and Romania and v.v. - Germany via Passau to Slovenia (port of Koper) and v.v. - Czech Republic to Italy (coal for power stations) - Slovak Republic to Italy and Germany - Italy to Poland - Empty runs Italy to Germany via Brenner - Austria to France via Switzerland - Austria to the Netherlands and Belgium and v.v.

9 Scenario 2002

10 Scenario 2002 Passenger trains

11 Scenario 2002 Freight trains

12 Scenario 2016

13 Progress at Liberalization in Austria
2001: Start of Third-Party-Access - DB Regio AG (Tyrol) - VÖEST (bulk cargo for steel mill) 2003: Liberalization in Progress: domestic railway undertakings foreign railway undertakings 10 Licenses issued in Austria 14 Safety certificates applied for / 12 issued

14 Products & Prices

15 Chain of Value-added ÖBB-Infrastructure End-customers Travel agents
Organization of a transport service Travel agents Forwarding agents Execution of rail- transports Train- operators Allocation of infrastructure capacities Network- operator Building of infrastructure Technical infrastructure- services ÖBB-Infrastructure Maintenance of infrastructure assets

16 Product-Packages of ÖBB-Infrastructure
Minimum Access Package Train Operations Shunting Personnel Services Access to Passenger Stations Stabling

17 Product Package „Train Operations“ (m.a.p.)
The following services are included: Processing of requests for the allocation of train paths submitted by licensed RUs Use of tracks and switches according to train path agreement Train control including signalling and information transmission related to it, use of telecommunications installations designed for operational purposes Use of overhead contact lines (excluding energy supply) Monitoring of contractually agreed transport services (information pursuant to point 12.3 of the General Terms of Business) Administrative support in the event of operational disturbances including allocation of alternative train paths, if necessary

18 Regulations for charges according to EU-Directive 01/14
Minimum access package: Charges for running a train should be as high as the costs of infrastructure directly incurred by that specific train (marginal costs?) Mark-ups permitted for scarcities Mark-ups permitted for further cost-recovery as long as the market can bear them External costs of running a train (noise, pollution, accidents) can be part of the charges, but this proportion of revenues has to be delivered to the state budget as long as such charges are not in place at other modes

19 Charges for Product Package „Train Operations“
Basic price per Line category Mark-up for bottlenecks Adjustment for track-friendlyness of locomotives optional Market-related adjustments according to train-category According to marginal costs study Approximation to marginal costs of maintenance Train-km Gross-ton-km

20 Infra-Charges 2003 Line-categories Westbahn Brenner
Misc. international axis . Misc. core network LINZ Supplementary network WIEN St. PÖLTEN Narrow gauge lines SALZBURG BREGENZ INNSBRUCK GRAZ KLAGENFURT -

21 Prices 2003 for Product Package „Train Operations“ [€]
Zugkm Westbahn 2,00 Brenner 2,50 Misc. international axis 1,40 Misc. core network 1,05 Supplementary network 0,70 Narrow gauge lines 0,60 Mark-up for bottlenecks 0,50 Adjustment for freight distribution trains -0,30 GBtkm 0,001

22 Bottlenecks Lines with a traffic density far beyond calculated capacity within a 4-hour timeframe . Unter Purkersdorf – Rekawinkel: Westward access to Vienna Wien Meidling – Mödling: Southward access to Vienna …each between 5 a.m. and 9 a.m. or 3 p.m. and 7 p.m. Mark-up per train-km

23 Marginal costs of track maintenance: Results of the Study
Erwartungswert d. GK f. alle Strecken: ATS 0,0076 (€c 0,055 ) %-Konfidenzintervall alle Strecken: ATS 0, ,0102 per grosston-km (€c 0, ,074 ) Erwartungswert d. GK Kernnetz: ATS 0,0066 (€c 0,048 ) %-Konfidenzintervall Kernnetz: ATS 0, ,0090 per grosston-km (€c 0, ,065 ) Erwartungswert d. GK Erg.-netz: ATS 0,0425 (€c 0,309 ) %-Konfidenzintervall Ergänzungsnetz: ATS 0, ,0568 per grosston-km (€c 0, ,413 )

24 Product Package „Shunting“ (personnel)
Incoming trains manipulated Trains manipulated by ÖBB-infrastructure personnel: Addition of vehicles, decoupling of vehicles, turning of trains in terminus and intermediate stations, division of trains, splitting up arriving trains Incoming freight waggons decoupled wagons of through/terminating trains entering a shunting system Provided passenger coaches Provision of passenger coaches to washing facilities, pre-heating installations, cleaning sidings, stabling sidings, depots or motor vehicle loading installations Provided freight waggons Provision of wagons at agreed loading siding, leased railway-owned siding, private siding, depot or stabling siding

25 Tasks at shunting € € € Shunting station Train formation
Picking up waggons Train operation Train operation Train formation Train operation Provision of waggons Train operation Train formation

26 Prices 2003 for Product Package „Shunting“ [€]
Incomming train manipulated 14,00 Incomming freigth waggon 2,60 Provided passenger coach 2,00 Provided freight waggon 4,00

27 Product Package „Access to Passenger Stations“
Access to platforms in stations according to their availability and according to the agreed timetable Traffic-related information of passengers e. g. about connections, delays etc. by the available means (loudspeakers, electronic displays)

28 Prices 2003 for Product Package „Passenger Station“ [€]

29 Prices 2003 for Product Package „Parking“ [€]
Fee per vehicle and day stabled Price: 2,00 € Day stabled: Idle vehicles which are not integrated in an actual transport cycle and are stabled on infrastructure track for more than 24 hours before further destination

30 Infrastructure Charges: Experience and Outlook
Further product- and price-differentiation will be necessary Targets for differentiation: - market segment quality levels bottlenecks Focus on customer-service: - additional services seamless documentation from call to bill Reflection of cost-drivers: - track-friendliness of engines differentiation between long-term and ad-hoc business identification of bottlenecks Fight for a levelled playing field in the competition with other modes of traffic!!!

31 Infrastructure Managers
Cooperation of Infrastructure Managers


33 Goals of Rail Net Europe
Common organization and processes to act like one single infrastructure- manager towards the customer Simplification, improvement and promotion of border-crossing rail traffic both for freight and passenger trains Reduction of operative and administrative barriers in international rail traffic Realization of common structures in marketing and sales Major improvement of the competitiveness of rail

34 OneStopShop-Functionalities
Regardless of the organizational realization within the respective infrastructure-manager, the OneStopShop-functionalities according to the RNE-principles comprise: Sales: Sale of train-paths and additional infrastructure services internationally via one point of sales Timetabling: Construction of seamless international train-paths according to the customer’s needs Operations: Realization of an international train-path at the required quality level, accompanied by suitable systems and tools for communication => Packages of seamless international services from origin to destination and from call to bill

35 OSS - NETWORK Request OSS 1 e.g. MÁV Offer OSS 2 e.g. ŽSR
A number of IMs act towards the customer like one single IM RU chooses preferred OSS Railway-undertaking Request OSS 1 e.g. MÁV Offer OSS 2 e.g. ŽSR OSS 3 e.g. ÖBB

36 CENTROPA-Group of Infrastructure-Managers
Participating networks: SŽ, HŽ, MÁV, ŽSR, ČD, PKP, ÖBB Individual forms of cooperation Between neighbouring networks PKP ČD ŽSR ÖBB MÁV ŠZ

37 Essential Functions according to EU-Directive 01/12
Allocation of capacities: Decisions about the timetable => determines costs of operations and possibilities for maintenance Charging: Decision about prices for infra-services => determines revenues of the infrastructure-manager Separation of these functions from the infrastructure-manager means: Increased transaction costs due to additional interfaces No entrepreneurial incentives to the infrastructure manager Impossibility to take economic responsibility by the infrastructure-manager


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