impastato vivaldi regulation and administrative provisions regarding italian railway 1 stefano...

Impastato VivaldiImpastato Vivaldi Regulation and administrative provisions regarding Italian RailwayRegulation and administrative provisions regarding Italian Railway 11

Regulation and administrative Regulation and administrative provisions regarding Italian Railwayprovisions regarding Italian Railway

Stefano Impastato - University of Rome “La Sapienza”Stefano Impastato - University of Rome “La Sapienza”

Mario Vivaldi - Ministry of Infrastructure and TransportMario Vivaldi - Ministry of Infrastructure and Transport

9TH 9TH CConference on competition onference on competition and ownership in land transport and ownership in land transport Lisbon 04Lisbon 04thth-09-09thth September 2005 September 2005


OverviewOverview

Introduction on Railway European Directive Rail Infrastructure Charge in Europe Rail Infrastructure Charge in Italy

Today Tomorrow Procedure for the adoption of a new charge system

Conclusion


The European DirectivesThe European Directives

The European Directives (91/440/CE; 2001/14/CE)

have the aim to facilitate the adoption of the Community railways to the need of the Single Market and to increase their efficiency;

provide the independence of railway undertakings to ensure a good management;

provide that all the necessary information for access are to be published in a network statement, to ensure transparency and non-discriminatory access to rail infrastructure for all railway undertakings;

have the aim of promoting competition between railways undertakings;

define the charge for the use of rail infrastructure;


Rail Infrastructure ChargeRail Infrastructure Charge

Three different approaches to determinate the charge

The charge is the marginal cost with a State compensation for the difference between marginal cost and financial cost (SCM);

The charge is the marginal cost added with a mark-up in order to reduce (or eliminate) State compensation (MC+);

The charge is full financial cost reduced by State compensation (FC-)



Consideration upon the three different charge approaches The SMC is recommended by Commission, but gives most

pressure on the State budgets, even if could bring the most efficient use of the infrastructure;

The MC+ takes into consideration efficiency goals and budgetary needs, and reduces the State compensation;

With FC- the financial costs of the infrastructure manager are covered by Government (for the difference between revenues from charge and total costs); nevertheless this system has less pressure to reduce inefficiencies in use of the network.



System for calculate the access charge The tariff is calculated according to the use of the network,

and it is measured in function of gross tonne-km or train-km (the most common measure of infrastructure use);

The tariff is composed by two parts: one part is variable with use, and the other part is fixed in advantage in relation to expected capacity requirements (usually scheduled train-paths or train path-km).



Cost Covered

In most Countries of Western Europe, the MC+ tariff system is applied and the cost recovery ranging from 5% (Sweden) to 63% (France)

The second tariff system (FC-) is adopted in Germany (60% cost coverage) and Italy (40% cost coverage).

The full cost approach is also adopted in Eastern Europe, in the Baltic States (Hungary, Poland and Slovakia). The cost recovery ranges from 50% to 100%.

Italy is the unique Country in which maintenance and renewals costs are not charged for: only traffic management is included in the charges.

Percent of cost covered

0

10

20

30

40

50

60

70

80

90

100

A B BG CZ DK EE SF F D H I LV LT NL N PL P RO SL SK S CH UK

Countries

% o

f co

st c

ove

red



Costs

Maintenance; Renewals; Train Planning and Operations; Congestion and scarcity; Accidents; Environment.

Maintenance costs in all Countries are charged for, except Italy.Only in Sweden accidents and environmental costs are charge for, and aspecial noise bonus is applied in Switzerland.



Rail charges are variable in European countries: they are different for freight and passenger trains.

Average access charge

0

1

2

3

4

5

6

7

8

9

A B BG CZ DK EE SF F D H I LV LT NL N PL P RO SL SK S CH UK

Countries

Ave

reg

e ac

cess

ch

arg

e

freight

passenger

The access charge doesn’t include the cost of electric traction



Variability of access charges

For freight trains, the maximum access charge is requested in Slovakia (8,5 € per train-km ), and the minimum is requested in Sweden (0,3 € per train-km).

For passenger trains, the maximum access charges is requested in Germany (5 € per train-km), and the minimum is requested in Sweden and Finland (0,5 € per train-km).

Norway is the unique country in which no access charges are requested for passenger trains.


Rail Charge in ItalyRail Charge in Italy

Railway in Italy

Italian network comprises approximately 16.000 km of track; The infrastructure manager, Rete Ferroviaria Italiana SPA

(RFI), received in 2000 the concession for management of Italy’s rail infrastructure.



The infrastructure charge in Italy (D.Lgs. 188/03) Management of network capacity requests in order to

conclude contracts; Use of the assigned capacity; Use of point switches, branch lines, and electrical supplying

system (excluded electrical power supply); Running control and regulation, and also information

concerning traffic; Any other needed information about services.



Maintenance costs

The maintenance costs are covered by State (through Contratto di Programma) and the running costs are paid by Railway Operator

INFRASTRUCTURE MANAGEMENT

COSTS +=MAINTENANCE

COSTS

CHARGES PAID by

RU’S

RUNNING COSTS

STATE - Contratto di Programma



The Ministerial Decree 43T/2000.

The balance between revenue from charges and the costs of train movement is considered at the national level, and not for singular lines (solidarity of network);

The slot price is calculated using an algorithm set out in MD 43T/2000.



The system

fixed access charge (doesn’t depend on traffic intensity, indifferently applied for passenger and freight trains and contained a train path reservation fee, is differentiated only by quality of the track - 40% of charging ) for node for network

variable charge for node (€/min - 12 % of charging) for network (€/km - 48% of charging)



Organisation of the network

The network is divided in nodes; trunk network; complementary network;

The complementary network is divided between secondary, scarce traffic and shuttle lines

248 sections of track are individuated, and 78 of which are in the fundamental network;

Every section has a particular fixed access charge; Nodes (that cover the central area of a city and contain a

number of stations and tracks) have a fixed access charge.



NodeTrunk line net Secondary line net

Fixed ACCESS charge

+

Variable charge(minutes)

Fixed ACCESScharge

+

Variable charge (Km)

FixedACCESScharge

+

Variable charge(Km)


Fixed Access ChargeFixed Access Charge

Fixed access charge fees


Variable Access Charge - NodesVariable Access Charge - Nodes

Variable charge for nodes

Pnode=pbase * **t

pbase = 1 [€/min] time factor = 0,8 1,3 infrastructure factor =1 4

t = operational time [min]


Variable Access Charge - NetVariable Access Charge - Net

Usage charges for complementary network

Pcom= pbase*s

pbase = 1 [€/km]s = distance travelled [km]



Usage charges for trunk network

Pcom= pbase*M*s

pbase = 1 [€/km]M = coefficent of modulation s = distance travelled [km]



Coefficient of modulation

3UDV MMM

M

Vomot

omotcommV M

V

VVP

Dtren

D MN

NP

max

ULL

U MnVmV

P

1*80*15,0500*80*85,0

**15,0**85,0 2


Variable Access Charge - Variable Access Charge - EnergyEnergy

Energy costs

A charge based on distance travelled (calculated as the sum of the kilometres travelled on the fundamental network, on the complementary network and on the nodes);

All trains paid the same base price without any difference for train type, weight or efficiency;

The base price is 0,372 Euro per km.


Access Charge - TodayAccess Charge - Today

Criticism of the actual algorithm

The algorithm is not easy to apply; more than 14.000 different fees; the final amount of the infrastructure charge is known only

after the arrangement of the real timetable.


New System - ProcedureNew System - Procedure

Procedure for the adoption of a new charge system

1INFRASTRUCTURE

MANAGEMENT PROPOSAL

2“CIPE*”

EXAMINATION

3 INFRASTRUCTURE /

TRANSPORT MINISTRY LEGISLATIVE DECREE

4INFRASTRUCTURE

MANAGEMENT APPLICATION AND CHARGING

TRAIN OPERATORS


New System - CriteriaNew System - Criteria

Aims of the new system

have an easier charge system (only 1.400 different fees); reduce the total amount of the fee for railway undertakings,

specially for regional service (review of the perimeter of nodes with enlargement of the borders);

homogenise the incidence of fixed access charge through the uniformity of the lines of fundamental network (some lines are united and some other are divided to have similar extension);

homogenise the charge of national services through a new arrangement of some complementary lines (in the actual system classified as fundamental lines).


New SystemNew System - Criteria - Criteria

Criteria of Fixed costs


New SystemNew System - Criteria - Criteria

Criteria of variable costs


ConclusionConclusion

Every European infrastructure manager has developed its own system of fee;

Not all the costs are covered in the same way (maintenance costs in all Countries are charged for, except Italy; only in Sweden accidents and environmental costs are charged for, and a special noise bonus is applied in Switzerland);

For freight trains, access charges are variable from 8,5 € per train-km (Slovakia) to 0,3 € per train-km(Sweden);

For passenger trains, access charges are variable from 5 € per train-km (Germany), to 0,5 € per train-km (Sweden and Finland).

Norway is the unique country in which no access charges are requested for passenger trains.



The system of charge in Italy covers the 16 % of total costs.

The actual system is not easy to apply. Fee is known only after the arrangement of the real

timetable, 14.000 different fees.



The adoption of a new algorithm easier to applied is proposed. The aim of this new methodology is:

to have an easier charge system (about 1.400 fees); to contain the total amount of the fee for railway undertakings, specially for

regional services (review of the perimeter of nodes: enlargement of the borders); to homogenise the incidence of fixed access charge through the uniformity of

the lines of fundamental network (some lines united and some other divided to have similar extension);

to homogenise the charge of national services through a new arrangement of some complementary lines (in the actual system classified as fundamental lines).


THANK YOU VERY MUCH!!!THANK YOU VERY MUCH!!!

Contact:Contact:

Ing. Stefano ImpastatoIng. Stefano ImpastatoUniversity of Rome “La Sapienza” University of Rome “La Sapienza”

DITS – Transport AreaDITS – Transport AreaVia Eudossiana n. 18 - 00184 Rome (Italy)Via Eudossiana n. 18 - 00184 Rome (Italy)

stefanostefano..impastatoimpastato@[email protected]

9TH 9TH CConference on competition onference on competition and ownership in land transport and ownership in land transport Lisbon 04Lisbon 04thth-09-09thth September 2005September 2005

impastato vivaldi regulation and administrative provisions regarding italian railway 1 stefano...

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