Congestion and scarcity charges The of scarcity and congestion is addressed in Article 31(4) of Directive 2012/34/EU. It states that infrastructure charge may include a charge which reflects the scarcity of “the capacity of the identifiable section of the infrastructure during periods of congestion.” A table setting out whether national IMs include scarcity charges within their pricing schemes is included below. Environmental charges Directive 2012/34/EU states, under Article 31(5), that "[t]he infrastructure charge may be modified to take account of the cost of the environmental effects caused by the operation of the train." It also stresses that "[s]uch a modification shall be differentiated according to the magnitude of the effect caused." Some countries have decided to put more emphasis on environmental externalities and promote clean transport modes like rail. Germany uses an integrated system of bonus and malus for freight traffic: a malus for all not retrofitted wagons running on the network and a bonus for those wagons using retrofitted brake blocks. In Italy, following the Decision 96/2015, the IM is allowed to include in the access charges a component that boosts the reduction of noise effects. Environmental charges are used to create a level-playing field across all modes based on impacts on the environment. IRG-Rail considers that all modes should be charged in a way that prevents one mode from being at a disadvantage compared to others. Performance: Directive 2012/34/EU states, under Article 35(1), that charging schemes “[i]nfrastructure shall encourage railway undertakings and the infrastructure manager to minimise disruption and improve the performance of the railway network through a performance scheme. This scheme may include penalties for actions which disrupt the operation of the network, compensation for undertakings which suffer from disruption and bonuses that reward better-than-planned performance”. Performance schemes are introduced in almost all European countries. The schemes vary in their design. Mostly delay minutes are targeted within the configuration of the schemes. Reservation charge : Directive 2012/34/EU states, under Article 36 that managers may levy an “[i]nfrastructure appropriate charge for capacity that is allocated but not used. That non-usage charge shall provide incentives for efficient use of capacity. The levy of such a charge on applicants that were allocated a train path shall be mandatory in the event of their regular failure to
Congestion and scarcity charges The of scarcity and congestion is addressed in Article 31(4) of Directive 2012/34/EU. It states that “the infrastructure charge may include a charge which reflects the scarcity of capacity of the identifiable section of the infrastructure during periods of congestion.” A table setting out whether national IMs include scarcity charges within their pricing schemes is included below. Environmental charges Directive 2012/34/EU states, under Article 31(5), that "[t]he infrastructure charge may be modified to take account of the cost of the environmental effects caused by the operation of the train." It also stresses that "[s]uch a modification shall be differentiated according to the magnitude of the effect caused." Some countries have decided to put more emphasis on environmental externalities and promote clean transport modes like rail. Germany uses an integrated system of bonus and malus for freight traffic: a malus for all not retrofitted wagons running on the network and a bonus for those wagons using retrofitted brake blocks. In Italy, following the Decision 96/2015, the IM is allowed to include in the access charges a component that boosts the reduction of noise effects. Environmental charges are used to create a level-playing field across all modes based on impacts on the environment. IRG-Rail considers that all modes should be charged in a way that prevents one mode from being at a disadvantage compared to others. Performance: Directive 2012/34/EU states, under Article 35(1), that “[i]nfrastructure charging schemes shall encourage railway undertakings and the infrastructure manager to minimise disruption and improve the performance of the railway network through a performance scheme. This scheme may include penalties for actions which disrupt the operation of the network, compensation for undertakings which suffer from disruption and bonuses that reward better-than-planned performance”. Performance schemes are introduced in almost all European countries. The schemes vary in their design. Mostly delay minutes are targeted within the configuration of the schemes. Reservation charge : Directive 2012/34/EU states, under Article 36 that “[i]nfrastructure managers may levy an appropriate charge for capacity that is allocated but not used. That non-usage charge shall provide incentives for efficient use of capacity. The levy of such a charge on applicants that were allocated a train path shall be mandatory in the event of their regular failure to
IRG-Rail175-IRG-RailOverviewonchargingpractices.docx