Klaus Garstenauer Business Unit „Netz“ Budapest, 16-10-2003

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

2. Organization & Financing

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

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

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

6. Network, Traffic & Access

7. Polen Main Corridors Prag Nürnberg Bréclav Hohenau Passau Linz München WIEN Bratislava St. Pölten Hegyeshalom Wels Rosenheim Salzburg Gyor Wiener Neustadt Sopron Budapest Bregenz Csorna Kufstein Zürich Feldkirch Innsbruck Bruck/Mur Selzthal Graz Szentgotthard Danube Corridor Villach Klagenfurt Brenner Corridor Pontebbana Corridor Maribor Tauern Corridor Pyhrn/Schober Corridor Udine Arlberg Corridor Ljubljana 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: - 6 domestic railway undertakings - 3 foreign railway undertakings • 10 Licenses issued in Austria • 14 Safety certificates applied for / 12 issued

14. Products & Prices

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

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. Adjustment for track-friendlyness of locomotives optional Market-related adjustments according to train-category Mark-up for bottlenecks Basic price per Line category Approximation to marginal costs of maintenance Charges for Product Package „Train Operations“ 2 0 0 5 According to marginal costs study 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 ) 95%-Konfidenzintervall alle Strecken: ATS 0,0045 - 0,0102 per grosston-km (€c 0,033 - 0,074 ) Erwartungswert d. GK Kernnetz: ATS 0,0066 (€c 0,048 ) 95%-Konfidenzintervall Kernnetz: ATS 0,0038 - 0,0090 per grosston-km (€c 0,028 - 0,065 ) Erwartungswert d. GK Erg.-netz: ATS 0,0425 (€c 0,309 ) 95%-Konfidenzintervall Ergänzungsnetz: ATS 0,0251 - 0,0568 per grosston-km (€c 0,182 - 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. Shunting station Train formation Picking up waggons Train operation Train formation Train operation Train operation Train formation Train operation Provision of waggons Tasks at shunting € € €

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

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

38. WEGE FÜR MENSCHEN