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Printout from 29.06.2022 - not official

List of Infrastructure Services 2022

1 Introduction

Version 2.0 dated 10 December 2021 (Editorial amendments dated 24.05.2022)

The infrastructure managers (IMs) are compensated for the services they provide to RUs by train-path charges. The bases for calculating these charges are published in the Track Access Ordinance (NZV) and in the Federal Office of Transport (FOT) ordinance on the Track Access Ordinance (NZV-BAV).

This List of Infrastructure Services (LIS)  features the train-path charges for basic and additional services provided on the standard-gauge infrastructures of SBB AG, Sensetalbahn (STB), Schweizerische Südostbahn AG (SOB), BLS Netz AG and Port Railways of Switzerland Ltd. (HBSAG).

The prices listed are net prices in Swiss francs (CHF) and do not include VAT. They are valid for the ordering and execution of operations from 12 December 2021 to 31ST December 2022.

The List of Infrastructure Services is available in German, French, Italian and English. In the event of differences of interpretation, the German text shall be deemed authoritative.

2 Basic Services

§ Art. 18 - 21 NZV

The basic services consist of the base price, the contribution margin and the electricity price. The price for basic services is set on a non-discriminatory basis by the Swiss Federal Office of Transport (FOT).

Basic services include: train-path use (of the specified quality), including train operating services; ex-catenary power supply; safe and punctual operations, including the telecommunications and IT services required for these operations; use of tracks by the trains in unchanged formation for freight operations; and the provision of platform space for passenger trains, including access to the public amenities.

 

2.1 Minimum price

2.1.1 Variable minimum train-path price

Definition

A minimum price is payable per train per train-path kilometre (tpkm). The minimum price varies depending on the category of route and is multiplied by coefficients relating to demand and train-path quality.

Formula

2.1.1.1 Minimum train-path price

§ Art. 19 NZV
§ Art. 1 NZV-BAV
§ Appendix 1 NZV-BAV (Map Minimum train-path price TPS21)

 

Rates

Price in CHF per unit

A network category 2,50 / tpkm
B network category 1,15 / tpkm
C network category 1,15 / tpkm

Definition

The minimum train-path price takes account of different operating standards and standards of facilities. The route classifications in categories are determined and published by the Swiss Federal Office of Transport (FOT). See NZV-BAV for details.

The price difference between the A and B network categories is based on operating, maintenance, alarm and rescue facilities. (Category A routes are tunnels with their own operational control centres.) The C network category only comprises single-track sections with a low standard of facilities. These are sections with long intervals between crossing places (> 5 km) and basic public facilities (no rail-free acess paths).

Calculation

Train-path kilometres  x  minimum train-path price rate

2.1.1.2 Peak-hour demand coefficient

§ Art. 19a NZV
§ Appendix 1 NZV-BAV (Map Peak-hour demand coefficient TPS21)

 

Demand coefficients

Coefficient

Sections for which a peak-hour demand coefficient is not applied

1

Sections for which a peak-hour demand coefficient is applied

2

Definition

The peak-hour demand coefficient takes account of train-path scarcity during peak hours. A section is regarded as being heavily used if, during peak hours, it is travelled on by at least six trains per main track kilometre per hour. The route classifications are determined and published by the FOT. See NZV-BAV for details.

Calculation

The minimum train-path price is doubled during peak hours on heavily used standard-gauge routes. The time at which a train leaves an operating point in accordance with the target timetable is decisive for the application of the demand coefficient. Peak hours are regarded as Monday to Friday from 6.00 to 8.59 and from 16.00 to 18.59.

Sundays are regarded as public holidays; therefore, the demand coefficient applied on these days is 1. Other public holidays are: 1 and 2 January, Good Friday, Easter Monday, Ascension, Whit Monday, 1 August, and 25 and 26 December.

2.1.1.3 Train-path quality

§ Art. 19a para. 2 NZV

 

Categories

Coefficient

Category A (franchise-holders' long-distance passenger services)

1,25

Category B (franchise-holders' other passenger services)

1,0

Category C (paths of the non-concessionary passenger services, passenger service empty runs and freight services)

► See Appendix 3 for definitions by NeTS category

0,4

Category D (Freight train paths with a total running time of at least 15 minutes longer than the fastest possible path of the same maximum speed; paths of light engines, “tractor-hauled” and short-distance freight trains with individual wagon loads).

0,3

Definition

Path allocation is determined by the stipulations of the network usage plans under Art. 9b of the Railways Act. The train-path quality coefficient is intended to take account of this.

Calculation

The train-path quality coefficient is multiplied by the train-path minimum price and the demand coefficient.

2.1.2 Stop surcharge

§ Art. 19a NZV
§ Art. 2 NZV-BAV
§ Art. 5 NZV-BAV
§ Appendix 2 NZV-BAV (Map Stop surcharge TPS21)

 

Rate

Price in CHF per unit

Stop surcharge on sections with mixed traffic

2,00 per stop

Definition

The stop surcharge is a capacity-related price element levied in view of the fact that every stop reduces train-path capacity. The stop surcharge is imposed on sections with mixed traffic (at least twelve long-distance passenger or supra-regional freight trains daily in addition to regional services). The surcharge applies to commercial and operational stops requested by the RU. The station classifications are determined and published by the FOT. For further details see NZV-BAV, Appendix 2.

The stop surcharge also applies to stops at departure and destination stations.

In the case of passenger trains which are separated or coupled together at a station (coupled train units), the stop surcharge is only levied once per operation.

The stop surcharge will not be charged in marshalling yards in accordance with Art. 5 NZV-BAV.

Calculation

Number of stops per train  x  rate

Calculation example 1:

An S-Bahn train runs on a mixed traffic section from A to B (train 6025) and, after turning around, back from B to A (train 6026):

  • Train 6025 pays a stop surcharge of CHF 2.00 upon departure from A and upon arrival at B.
  • Train 6026 pays a stop surcharge of CHF 2.00 upon departure from B and upon arrival at A.

Calculation example 2:

The departure station and the terminus station lie on a section without mixed traffic; however, stations on a mixed traffic section are passed along the way. A stop surcharge must be paid for the stations on the mixed traffic section.

Diagram of the above scenario (for example 2)

2.1.3 Basic price by wear / weight

§ Art. 19 NZV
§ Art. 19a NZV
§ Art. 1 NZV-BAV
§ Art. 8a NZV-BAV
§ Appendix 1a NZV-BAV
§ Appendix 1b NZV-BAV
§ Appendix 1c NZV-BAV
§ Appendix 1 NZV-BAV

In principle, the basic price by wear applies on the Swiss normal-gauge network as the basis for calculating the maintenance costs for the permanent way. The basic price by weight as per section 2.1.3.2 is used only for cross-border railway lines in accordance with Appendix 2 to NZV.

2.1.3.1 Basic price by wear

Price

Price in CHF

Basic price by wear

FOT website

Description

The basic price by wear takes into account the various strains on infrastructure in relation to speed, path layout, vehicle type and vehicle design. Each train pays a basic price by wear for every kilometre of the train path, which takes into account the various loads on the installations the vehicle runs on.

The individual sections of the infrastructure network are divided either into speed bands (radii > 1,200 m) or into radius bands (radii ≤ 1,200 m) on the basis of its properties (topology). For each vehicle type, the distances of the speed and radius bands are multiplied with the drive-type specific prices per band, and the individual amounts for the train are added together. For non-powered locomotives, the traction power value (TPV) is subtracted.

Owing to their technical vehicle characteristics, the vehicles are categorised and priced according to their capacity of wear on the rail network. They are grouped into categories known as “drive types”. Standard rates are used for vehicles that are not categorised.

In the OneStopShop (OSS) website, the following information is available:

  • Topology data with radius and speed bands
  • List of vehicle types

The following information can be found on the FOT website and in the NZV-BAV (Appendices 1a – 1d):

  • The criteria for categorising and pricing vehicles
  • An overview of drive types and prices
  • The formula for calculating the base price by wear
  • The speed and radius bands
  • A list of historic vehicles

Calculation of speed bands (radii >1,200 m)

Example:

Drive type

Price in CHF per unit

1 - 80 km/h

81 - 100 km/h 101 - 120 km/h 121 - 140 km/h 141 - 160 km/h

greather than 160 km/h

Re 465 0.2571539 0.2731165 0.2984058 0.3287121 0.3645144

0

RABDe 500_8/28

0.8129738 0.8635397 0.9446316 1.0430228 1.1605449

1.5500955

 

The speed bands listed only apply for radii >1,200 m. Regulation I-30131 block tables (RADN) are used to determine the distances for each radius band.

The vehicle with the lowest V/max in the train and the operational train and brake sequence determine the speed band to be calculated. This speed can be based either on the locomotive or on the maximum speed of the towing load.

Drive type  x  path km (speed bands)  x  price per speed band

Calculation of radius bands (radii ≤1,200 m)

Example:

Drive type

Price in CHF per unit

< 300m

301 - 400m 401 - 600m

601 - 1200m

Re 465 1.2429326 0.4182751 0.3308997

0.277088

RABDe 500_8/28

5.1188196 1.8334879 1.3850602

1.2431862

In the case of radii ≤1,200 m, the prices for radius bands are calculated instead of the prices for speed bands.

Drive type  x  path km (radius bands)  x  price per radius band

TPV (TractionPowerValue) calculation

Example:

Drive tye

Price in CHF per unit

Re 465

- 0.0700779 

RABDe 500_8/28

- 0.0432015 

The TPV for all operational locomotives is incorporated into the speed band and radius band price elements. If a locomotive is towed by a train as a towing load, the TPV for this locomotive is taken into account.

Drive type  x  path km  x  TPV price

Calculation of basic price by wear from the individual bands:

 

Drive type  x  path km (speed bands)  x price per speed band

+

Drive type x  path km (radus bands)  x  price per radius band

-

Drive type x  path km x TPV price (only for towed locomotives)

=

Basic price by wear

Prices for vehicles not categorised or priced:

Vehicles not categorised or priced are organised into a group of related vehicle types and a premium of 25% is charged relative to the highest price value in the group. The individual groups are formed according to vehicle type (light engine, wagon, locomotive), train series and V/max of the vehicle.

Prices for trains with incompletely supplied train data:

In the event that the RU fails to supply the train data, standard rates will be used for the trains as per section 5.3.2 and a notional train/drive type will be created.

2.1.3.2 Basic price by weight

Rate

Price in CHF per unit

Basic price by weight

0.0033 / Btkm

Description

The basic price by weight is used when the basic price by wear is not applied. It takes into account the weight-based marginal costs for each train.

For passenger services, a mean weight of 20 kg per seat is calculated to determine the value of gross tonnes and is added to the train’s unladen weight (see section 5.3.1).

Calculation

Train path km  x  gross tonnes  x  basic price by weight rate

2.2 Surcharges and discounts

2.2.1 Surcharge for trains hauled by combustion-based motive power

§ Art. 19a para. 5 let. a NZV

 

Rate

Price in CHF per unit

Surcharge for trains hauled by combustion-based motive power

0.003 / gr. tkm

Definition

The surcharge is added to trains hauled by combustion-based motive power running on electrified lines, except trial runs, historical vehicles and infrastructure operators' service trains. The surcharge is intended to take account of environmental emissions.

Calculation

Train-path kilometres  x  gross tonnes  x  surcharge for trains hauled by combustion-based motive power

2.2.2 Dangerous goods surcharge for freight traffic

§ Art. 19a para. 5 let. b NZV

 

Rate

Price in CHF per unit

Dangerous goods surcharge

0.02 per axle kilometre

Definition

This surcharge takes account of the fact that specific costs (e.g. security, restrictions on operations and the contingency reserve for cantonal emergency services) arise in connection with the transport of dangerous goods.

The deciding factor when calculating the dangerous goods surcharge is the number of axles on all the wagons that have been recorded in CIS-Infra (respectively via data transfer) as containing RID goods. The weight of the dangerous goods in each wagon is irrelevant for the purposes of this price calculation. The axle kilometres are determined by multiplying the number of axles on wagons containing RID goods by the effective train path kilometres.

Exception: For eight-axle Saadkms (4984) and Saadkmms (4986) wagons, the number of axles used to determine the axle kilometres is four instead of eight.

Calculation

Train-path kilometres  x  no. of axles  x  dangerous goods surcharge

2.2.3 Low-noise bonus for freight traffic

§ Art. 19b NZV

 

Rates

Bonus in CHF per unit

Type 1: Vehicles fitted with disc brakes and with a wheel diameter of 500mm or more

0.03 per axle kilometre

Type 2: Vehicles fitted with composite brake blocks or drum brakes and with a wheel diameter of 500mm or more

0.016 per axle kilometre

Type 3: Vehicles fitted with the above-mentioned braking systems and with a wheel diameter of less than 500mm

0.01 per axle kilometre

Definition

For journeys of freight service vehicles that have disc brakes, drum brakes or composite brake blocks, the RUs are entitled to claim a low-noise bonus.

The bonus is credited directly to the monthly figures for each path and operational day.

The following conditions need to be met for the low-noise bonus credit note on the monthly train-path invoice:

  • The data required for operations must be entered correctly and completely in accordance with Annex «Data provision» to the Network Statement of the relevant IM.
  • The vehicles must be entered in the Silent Wagon Data Base (SWDB). The RUs and the wagon owners are responsible for correct entering of the necessary master data (twelve-digit wagon number, name of wagon owner, braking system and wheel diameter) in the SWDB. Refurbished low-noise wagons are to be registered at laermbonus@bav.admin.ch and, provided they are registered in full by the middle of the month, may be automatically invoiced from the month following registration.

The following brake type codes are entitled to a low-noise bonus:

Brake type codes

Description

Type of low-noise bonus

0 Normal brake equipment, no particular features (default) -
1

Disc brakes

1
2

Artificial brake blocks

2
3

Non-graduated brakes

-
4 Non-graduated brakes with artificial brake blocks 2
5

L-brake blocks

2
6

LL-brake blocks

2
9 Non-coded information -
Vehicles fitted with brakes in accordance with brake type codes 1, 2, 4, 5 and 6 and where the diameter of the wheelsets is less than 500 mm 3

No low-noise bonus is granted for trains in which at least one wagon is fitted with grey cast iron brake blocks or in which at least one wagon is not included in the SWDB.

Calculation

Path kilometres  x  axles  x  rate per type

2.2.4 Discount for the ETCS train control system

§ Art. 19c NZV
§ Art. 4 NZV-BAV

 

Rate

Discount in CHF per unit

ETCS discount per fitting of ETCS to rolling stock

25 000.00 / year

Definition

On application, a discount on the train-path charge is granted for journeys on route sections on which the European Train Control System (ETCS) has been installed.

It will be granted for vehicles which do not travel on the Mattstetten–Rothrist line or on the Lötschberg, Gotthard or Ceneri base tunnel routes and were brought into service before 1 January 2013. The route sections that qualify for an ETCS discount are listed in the NZV-BAV.

Vehicles whose ETCS equipment has been subsidised by the federal government are not entitled to a discount.

The applications are set for a calendar year and must be submitted to the FOT by the end of June of the following year at the latest. Failure to observe the application submission deadline will result in the discount offer being withdrawn.

Calculation

Credit based on the FOT's ruling.

2.2.5 Discount for transalpine freight trains

§ Art. 19 para. 3 let. g NZV

 

Rate

Discount in CHF per unit

Discount for traction-assisted freight trains from the fifth powered axle onwards

0,10 / powered axle and train-path km

Description

The discount is applied for the entire route travelled with more than four powered axles as long as the Brig–Iselle or Altdorf–Bellinzona section is covered in full.

Calculation

Train-path km  x  number of powered axles from the fifth powered axle onwards  x  discount

2.2.6 Discount for long trains

§ Art. 19 para. 3 let. f NZV
§ Art. 1 bis RailNAO-FOT

 

Rate

Discount in CHF/unit

Discount per meter towing load over 500 meters towing load

0,01 / train path km

Description

RUs that make better use of the train path capacity of a route with long trains are entitled to a discount.

The discount is granted per train path km and metre of towing load (excluding traction units) above the value of 500 metres of towing load defined in the RailNAO-FOT.

Calculation example:

Towing load 600 m, 238 train path km

► (600 m – 500 m) * 238 train path km * CHF 0.01 = CHF 238.00

Calculation

Train path km  x  towing load in metres >500m towing load  x  discount

2.3 Cancellation charge

§ Art. 12a NZV
§ Art. 19d NZV

 

Rates

Factor

Cancellations from the time of the definitive path allocation until 61 days before the day of operation

0,2

Cancellations 31 to 60 days before the day of operation

0,5

Cancellations 30 to 5 days before the day of operation

0,7

Cancellations 4 days to 24 hours before the timetabled departure of the train

0,8

Cancellations less than 24 hours before the timetabled departure of the train up to the timetabled departure of the train

1,0

Cancellations after the scheduled departure of the train (up to max. ten hours after the scheduled departure)

2,0

Rates for cancellations on congested routes (Art. 12a NZV)

Factor

Withdrawn, provisionally allocated train path requests if the allocation is made at least five working days beforehand.

0,2

Withdrawn, ordered train paths if the order leads to conflicts among the RUs and the Swiss allocation body has informed the RUs affected more than five working days in advance.

0,2

Description

For the cancellation of paths or parts of paths, the deadlines and rates above are used for each cancelled path or part of a path and day of operation. The deadlines for the definitive train-path allocation process are laid down in the FOT’s letter (Timetable of Deadlines for the Timetable and Ordering Process).

The cancellation charge is calculated on the basis of the variable train-path basic price plus the stop surcharge. Depending on the cancellation deadline, the price is multiplied by the relevant coefficient. The calendar day and time of the cancellation determine the application of the deadline.

If a train path for the RU has to be cancelled due to conflicts, a cancellation fee is not charged.

If an RU cancels a train path or parts of a path after the scheduled departure of a train (max. ten hours after scheduled departure), a coefficient of 2 is applied. The train's timetabled departure is the time when the train enters the Swiss train-path pricing system. In the event of a disruption, the IM can cancel the surcharge.

The “train-path modification” additional service is used for making changes to train paths. For conditions see section 3.1.

If a path or parts of a path is not cancelled or is cancelled too late by the RU, the train is charged in accordance with the standard rates set out in section 5.3.2.

The entrepreneurial decision (to cancel or run the service) is at the discretion of the RU. If a train running early or late causes operational problems, the IM can demand that the RU cancel the order for the path allocated if it is more than four hours early or more than ten hours late. In such cases, the RU will be subject to a cancellation charge. The RU must then order a new train path once the actual running time is known.

Special regulations may be applied to timetable changes and public holiday traffic. The dates communicated specifically via www.onestopshop.ch by the infrastructure managers for the relevant year, until the end of the train path application period at the latest, shall apply.

Charging in the event of a disruption is described in section 5.4.

Calculation

Variable minimum train-path price  +  stop surcharge of the cancelled train path per day of operation  x  factor

2.4 Contribution margin

§ Art. 20 NZV

 

Definition

The revenue-related contribution margin for passenger services ensures that a contribution to fixed costs is paid. The contribution margin is determined differently for franchise-holders' and non-franchise-holders' trains.

The contribution margin for franchise-holders' passenger trains is determined by the franchising authority.

Services with a Swiss federal permit will be liable to the same contribution margin as concessionary services.

If the train path is allocated to the responsible party (Swiss allocation body) as part of a bidding process, the proposed contribution margin is owed in addition to the price stated in the List of Infrastructure Services.

2.4.1 Franchise-holders' passenger trains

Type of franchise

Percentage of traffic revenues

Long-distance passenger traffic: IC network

21,0% of traffic revenues

Long-distance passenger traffic: basic network as per concession 584

2,5% of traffic revenues

Long-distance passenger traffic: basic network as per concession 584 A (Bern–Biel/Bienne and Bern–Burgdorf–Olten routes)

0,0% of traffic revenues

Regional passenger services

8,0% of traffic revenues

Kandersteg–Goppenstein car-carrying services

8,0% of traffic revenues

Kandersteg–Iselle car-carrying services

0,0% of traffic revenues

Brig–Iselle car-carrying services

0,0% of traffic revenues

Exclusively cross-border passenger traffic in accordance with Federal Authorisation No. 733

0,0% of traffic revenues

Rates are determined by the relevant franchise.

Definition

As a result of discussions with the FOT, the method for calculating contribution margin revenues has been defined as follows:

  • Actual traffic revenues form the basis for the contribution margin. These include earnings from all ticket types, reservations, supplements and luggage fees. Regulated price reductions (e.g. price supervisor) and B2B business customer discounts may be deducted.
  • Earnings from additional, non-carriage-related services (e.g. lockers, bike hire) are excluded.
  • Traffic revenues generated abroad are taken into account for the relevant Swiss infrastructure.
  • Traffic revenues are to be divided proportionally between the relevant IMs.
  • The definitive calculation will be adjusted retroactively on the basis of the RU’s reported and actual revenues.

The RU guarantees and is obliged to communicate to the IM the effective traffic revenues from the transport services it provides, so that the contribution margin for franchise-holders' passenger trains can be calculated. For franchise-holders' passenger train services that are ineligible for grants, the RU must provide both details of the traffic revenues on the line(s) with network access, and details of overall revenues for all passenger services not eligible for grants. These figures are to be confirmed annually by the network user's auditor.

Calculation

The traffic revenues communicated by the RU  x  the percentage rate

2.4.2 Non-franchise-holders' passenger services

Rate

Price in CHF per unit

Non-franchise-holders' passenger services

0,0027 per kilometre offered

Definition

The calculation of the margin is based on kilometres offered. No contribution margin is charged for empty runs.

Calculation

Train-path kilometres x number of seats available x rate for non-franchise-holders' passenger services

2.5 Ex-catenary energy consumption (Electricity price)

§ Art. 20a NZV
§ Art. 3 NZV-BAV
§ Art. 12a NZV-BAV
§ Appendix 5 NZV-BAV

Formula

The electricity price is set out in the NZV-BAV. Overhead contact line losses are charged to the electricity purchaser and are included in the price.

2.5.1 Electricity price ex-catenary

Rates

Price in CHF / kWh

Electricity price for use

0,11

Refund for electricity fed back into the grid (regeneration)

0,11

2.5.2 Network load factor – energy

The electricity price is multiplied by the energy network load factor. This network load factor takes account of varying demand and the resulting production costs throughout the day. This is 20% higher during the rush hour and 40% lower at night.

Network load factors

Factor

Standard rate (between 09.00 and 15.59 as well as between 19.00 and 21.59)

1,0

Rush hour (Mon – Fri between 06.00 and 08.59 as well as between 16.00 and 18.59)

1,2

Night rate (between 22.00 and 05.59)

0,6

On Saturdays, Sundays and Switzerland-wide public holidays* there are no rush hours – the standard rate applies between 06.00 and 21.59.

 

* Switzerland-wide public holidays are classed as: 1 and 2 January, Good Friday, Easter Monday, Ascension, Whit Monday, 1 August, 25 and 26 December.

The deciding factor for ascertaining the network load factor is the time at which a train crosses a tariff border. There are two different methods for calculation:

  1. Energy use ex-catenary (measurement): the measuring point is the time stamp on the measurement data from the electricity meter.
  2. Energy use ex-catenary (relative consumption or substitute values): the measuring point is the time at which a train has left the departure operating point for the section.

The network load factor applies to all networks.

2.5.3 Electricity consumption

2.5.3.1 Measurement

The RU must measure the amount of rail power drawn from or fed back to the infrastructure manager using energy measurement systems. The principles and regulations regarding measurements on locomotives are detailed in the network statement of the infrastructure manager in question.

2.5.3.2 Substitute values

If data supplied from traction units which are equipped with energy measurement systems and approved for actual energy billing is missing, late or incorrect, billing will be based on substitute values. Substitute values are adjusted every six months (in January and July) based on existing measurements from the previous 12 months taking into account relevant factors such as journey type, weight and route.

2.5.3.3 Flat rates

If the RU forgoes the installation and calibration of energy measurement systems for measuring energy used or fed back on vehicles, the invoice will be created in accordance with the flat rates for each train category set out in Appendix 5 of RNAO-FOT.

The flat rates apply to all trains containing at least one operational locomotive not registered for energy measurement, regardless of the number of registered vehicles.

A distinction is made for vehicles without regenerative braking: a factor of 1.45 is applied for regional passenger services (train categories 3 and 4) and a factor of 1.15 is applied to other services (all other train categories).

Train category

Flates rates including 25% surcharge according to Article 20a Section 3 NZV (kWh per gross tonne-kilometre)

Vehicles with regenerative braking

Vehicles without regenerative braking

1 Intercity/Eurocity

0.0294

0.0339

2 Fast train/Interregio

0.0294

0.0339

3 Regional train

0.0463

0.0671

4 S-Bahn

0.0463

0.0671

5 RegioExpress

0.0388

0.0445

6 Freight train

0.0225

0.0259

8 "Tractor-hauled" freight train

0.0434

0.0499

9 Light engine

0.0513

0.0589

10 Empty passenger trains

0.0369

0.0424

Journeys with historical vehicles (train category irrelevant)

0.0303

0.0348

Transitional regulation for vehicles to be replaced: No surcharge will be imposed upon powered locomotives lacking an energy measurement system until 31 December 2022, provided that the replacement is requested by 31 December 2019 at latest, and that the application for remission of the surcharge has been confirmed by the FOT.

2.5.4 Calculation

Electricity price  x network load factor  x  kWh (based on measurement, substitute value or flat rate)

3 Additional services

§ Art. 22 NZV

The additional services include ordered and agreed services (reserved) and services required at short notice that can be provided subject to the resources (staff and vehicles) and capacity (installations) being available. Services ordered at short notice are processed according to the first in = first served principle.

 

3.1 train-path modification

§ Art. 11 NZV
§ Art. 22 NZV

 

Rates

Price in CHF per unit

Price per train-path modification

50,00 per train path and order

Changes arising from necessary modifications to lower-ranking train-path orders from a different RU

Free of charge

Description

The train-path modification fee applies in the following cases:

  • For new train-path orders made after 5pm on the day before the train path is to be used. The decisive factor is the time at which the correct order is submitted to the IM. Exception: No fees are charged for orders of the I-Prix train type 8 (according to Appendix 2).
  • For path changes where the times of operation and/or the period of operation change. The number of days of operation must at least remain the same.
  • For changes that have no effect on the train path (e.g. change of accounting code, load, traction provider etc.).
  • For train-path modifications as a result of an unscheduled stop or non-stopping passes at train stations or stops, as well as at stops on the route.

Fees are charged per train path and change request. It is irrelevant whether the change request includes one or more changes and applies to a single day of operation or a longer period (e.g. several days, individual months, entire annual timetable).

The requirements set out in the Network Statement (section 4.8.1) determine whether or not a train path can be changed once it is allocated. If these requirements are not fulfilled, the train path must be cancelled and then reordered (for exceptions, see above). The deadlines for the definitive train-path allocation process are laid down in the FOT’s letter (Timetable of Deadlines for the Timetable and Ordering Process).

The deadline for submitting change requests is 5pm on the day before the day of operation. The exceptions are the unscheduled stops and non-stopping passes as well as other changes that do not affect the train path (e.g. change in accounting code, etc.).

Billing in the event of disruption is described in section 5.4.

Provisions for changes to permitted users

  • In accordance with article 11a RailNAO, RUs may not transfer their rights to third parties.
  • A transfer is not deemed to have taken place if the responsibility of the train path is not handed over (e.g. the train is being driven by a different traction provider, but the overall responsibility towards the IM remains with the ordering RU).
  • If a train path must be transferred to another permitted user, the proper train-path allocation process must be observed. The RU relinquishing the train path will be subject to an modification fee provided the train-path characteristics, including the additional services ordered, are not changed.
  • For train-path orders made by a third-party applicant (third-party orderer as per art. 9a, para. 4 RailA), the modification fee is payable at the time the train path is relinquished and is billed to the third-party applicant for each path, regardless of whether the change applies to an individual day of operation or the whole timetable year. The fees are collected by TVS.
  • Changes to permitted users may only be made once per timetable year.

Calculation

Each path and change request  x  modification fee

3.2 Route-setting for shunting runs (except trains being processed in IM SBB marshalling yards)

Art. 22 para. 1 let. d NZV

 

Rates

Price in CHF per unit

Shunting

5,85 per shunting operation

Definition
Shunting operations in the IMs’ stations are generally carried out by the RU.The prices for shunting include prior agreement on procedure (irrespective of the type of communication, e.g. telephone, radio or radio route commander), signal box operation, movement authority and the use of track installations and is based on an average of 2.5 shunting routes. The electricity price is also added in accordance with Section 3.6 for shunting work with electric locomotives.

Shunting operations are defined as:

  • A shunting run from start to destination on the possible route without a voluntary break (within a station only).
  • Moving the locomotive to the other end of the train without changing load or formation.
  • Wagon deliveries/collections are billed as separate shunting movements.
  • Staff conveyance runs (taxi runs) to and from a track (reversing run) are billed as at least two separate shunting movements.

Calculation basis
Franchise holders' passenger trains:
Charges will be made for scheduled services in accordance with the annual timetable.RUs are required to order services on a volume basis.The IMs agree the extent of and charges for the shunting movements required annually on the basis of the quantity schedules for the shunting roster for the annual timetable.

If the RUs do not place an order, the IMs have the option of charging on the basis of quantities determined by periodic traffic surveys or on the basis of evaluations from conventionally used planning tools (e.g. shunting rosters).

Freight and non-franchised RUs’ trains:
Based on the RUs’ individual transport systems, a traffic-specific, average number of shunts per train will be agreed between the IMs and each RU.Shunting movements will be billed on the basis of actual train services and the number of shunts agreed for the train category and traction type in question.

 

Calculation
Number of movements  x  rate

3.3 Shunting in marshalling yards

§ Art. 22 para. 1 let. g NZV

Definition

Shunting in marshalling yards includes:

  • Separation, sorting and formation of freight trains in the “wagon throughput at marshalling yard” process, normally via the shunting hump.
  • Other special shunting within the marshalling yards.

The IM provides these services in the following marshalling yards:

  • Basel SBB marshalling yard (Basel SBB RB I and RB II)
  • Buchs SG
  • Chiasso SM
  • Lausanne Triage
  • Limmattal marshalling yard

Wagons within the meaning of this section include the tow load in accordance with the definition in the train service regulations and locomotives shunted by the marshalling yard operator.

3.3.1 Basic fee in the marshalling yard

Rates

Price in CHF per unit

Arrival

5,00 per wagon

Departure

5,00 per wagon

Definition

The basic fee is payable for:

  • Services in the “wagon throughput at marshalling yard” process. This also includes the processing of wagons with carriage restrictions.
  • Special shunting of wagons differing from the normal process as per section 3.3.4.

The wagon throughput at the marshalling yard begins at the reception sidings and ends when the train is ready for use in the departure sidings. Until the train is ready for use in the departure sidings, the basic fee is only applied once per wagon.

Fundamental provisions

For transit trains, the basic fee is only charged for the wagons entering into or departing from the marshalling yard. Transit trains (with or without locomotive change) without changes to their composition are exempt from the basic fee.

Operation of private sidings at or beyond the marshalling yard:

  • The processing of wagons at or beyond a private siding is considered to be a wagon exit/entry and is therefore charged accordingly.
  • Transfer into the private siding and return into the marshalling yard is not included in the basic fee. The transfer can be ordered from the IM as a service in accordance with chapter 4.

Transfers between Basel RB I and Basel RB II (triangular traffic) are not considered to be separate wagon entries and exits. No additional basic fee is charged.

Route-setting for shunting runs directly connected to the formation/separation of trains, whose loads are to be processed in the marshalling yards, is included in the fees quoted in section 3.3.1. Where a train is not being processed in a marshalling yard, the fees for the locomotive change are charged in accordance with section 3.2.

The conditions for stabling vehicles are compliant with section 3.4.

The basic fee includes the following services:

Wagon entry

  • Emptying of air reservoirs
  • Uncoupling
  • Separation of train (incl. necessary shunting)
  • Processing of wagon data in the corresponding systems
  • Assignment of the separation process
  • Operation of the signal box controls

Wagon exit

  • Coupling
  • Transfer of wagons into the departure sidings
  • Operation of the signal box controls

Additional services are not included in the basic fee. If such services are rendered, they can be ordered as a service as per chapter 4. This includes the following services:

Wagon entry

  • Uncoupling of locomotive
  • Removal of tail light
  • CIS incoming inspection (EK/TREK)
  • Incoming inspection from the RB assignment system

Wagon exit

  • Coupling of locomotive
  • Transport and mounting of tail light
  • Brake test
  • Data transfer into the CIS, incl. exit inspection from RB assignment system
  • Creation of brake ratio calculation
  • Message to driver
  • Notification of readiness for departure
  • CIS exit inspection (AK, TRAK)

Calculation

Number of wagons  x  rate

The prices are billed separately to the RU after wagon entry (arrival train accounting code) and wagon exit (departing train accounting code).

3.3.2 Formation groups

Rate

Price in CHF

Formation group, as of 2nd group

100,00

Definition

Formation groups are groups for freight trains that are ordered and planned in the planning system (NeTS) as part of the “wagon throughput at marshalling yard” process. The first group of each train is included in the basic fee. The services rendered per day of operation ordered are charged for each additionally planned formation group.

Formation groups incur reserve costs in terms of staff, locomotives and track installations. Pricing is therefore based on the target quantities ordered by the RU.

Fundamental provisions

The service includes the necessary shunting of the IM to compose the formation groups for an outgoing train.

If a freight train receives a re-routing train number (e.g. for construction work), only the planned formation groups of the root train are billed.

Wagons or wagon groups subject to carriage restrictions as per section 3.3.3 are not considered to be formation groups.

Calculation

Number of planned groups per train  x  planned days of operation  x  rate.

The first group for each train is not billed.

3.3.3 Surcharge for wagons with carriage restrictions

Rate

Price in CHF

Carriage restrictions surcharge

9,50 per wagon

Definition

Wagons with carriage restrictions will necessitate special handling. A surcharge is therefore billed for these wagons in addition to the basic fee as per section 3.3.1.

The following are considered to be carriage restrictions:

  •     7   Fly-shunting and hump-shunting only with manned hand brake
  •     9   Staffed wagon (accompanied)
  •   15   No access to the shunting hump
  •   16   No hump-shunting or fly-shunting (three red triangles)
  •   18   May not run on active braking installations
  •   25   Tank wagon with longitudinal orange stripes
  •   41   Place at head of train
  •   42   Place at rear of train
  •   93   End wagon

Fundamental provisions

If wagons with codes 15, 16 or 18 are not arranged in the order specified in the relevant regulations when they arrive as part of a train, the special shunting surcharge will be billed as per section 3.3.4.

Calculation

Number of wagons  x  rate

The fee is always charged to the RU of the incoming train (incoming train accounting code).

3.3.4 Special shunting surcharge

Rate

Price in CHF per unit

Special shunting surcharge

70,00 per shunting run

Description

If an RU orders the processing of one or several wagons differing from the normal process, the special shunting surcharge will be incurred in addition to the basic price as per section 3.3.1.

The following in particular are considered to be special shunting of wagons or groups of wagons:

  • Removal of wagons for incoming or outgoing trains, including transfer to a specified track.
  • Handling unassigned wagons.
  • Handling wagons that can bypass a processing phase.
  • Shunting runs of mainline locomotives with a shunting locomotive.
  • Non-standard wagon transfers (forced connections) according to special timetables.
  • Repositioning within the marshalling yard facilities.
  • Delivery/collection within the marshalling yard.
  • etc.

A special shunting run includes all shunting manoeuvres necessary to fulfil an RU’s corresponding shunting order, without an ordered interruption. A shunting order includes shunting from a specific track or for a specific section of a train. If shunting from several tracks or of several trains/train sections is ordered, these are treated as separate special shunting runs. Shunting is considered completed when the vehicles are once again in the possession of the RU. Each special shunting run ordered is billed as an individual special shunting run, regardless of the operative service provision.

Fundamental provisions

The coupling and uncoupling of the wagon groups to be shunted is included in the service.

If the vehicles to be shunted in an arriving train are not arranged as ordered, an additional special shunting fee will be charged.

Shunting runs in private sidings at the marshalling yard can be ordered as a service as per chapter 4.

Deliveries or collections at the “magazzini” tracks (Z-tracks) in Chiasso Smistamento are also considered to be special shunting runs.

Unassigned wagons are handled according to the following principles:

  • Separation on the stabling track is included in the basic fee.
  • Insertion of wagons from the stabling track:
    • The special shunting surcharge is billed for each insertion of wagons per stabling track. Removal and separation are included in this surcharge.
    • The stabling fees as per section 3.4 shall be payable.

Additional provisions for removal of wagons:

  • The surcharge is also incurred for wagons with the CIS codes 15, 16 or 18 that are arranged in the incoming train in an order deviating from the applicable regulations.
  • If the RU orders an additional shunting run after transfer into a specified track (e.g. delivery from the stabling track to the workshop), the surcharge shall be incurred again.
  • If this service is applied for a fully-formed freight train after completion of the “wagon throughput at marshalling yard” process, the basic fee will be billed again for the service for the affected wagons in accordance with section 3.3.1.
  • The re-formation of train parts after removal of wagons is included as a service in the shunting order.

Special shunting runs for wagons with non-standard transfers are always billed to the RU (incoming train accounting code) that conducts the wagons into the marshalling yard.

Where orders are received at short notice, there is no automatic entitlement to special shunting. If resources are fully employed or installations already occupied, the marshalling yard operators retain the right to refuse or postpone execution. Requests are prioritised in the order in which they are received.

Calculation

Number of shunting runs  x  rate

Special shunting runs are generally billed to the RU (incoming train accounting code) that conducts the wagons into the marshalling yard.

The insertion of wagons is billed to the RU (outgoing train accounting code) that is taking the train away.

3.4 Stabling of railway vehicles

§ Art. 22 para. 1 let. c NZV

 

Rates IM BLS Netz AG and SOB

Price in CHF per unit

Category A stations

0,042 per metre per hour

Category B stations

0,028 per metre per hour

Category C stations

0,014 per metre per hour

Rates IM SBB

Price in CHF per unit

Category A stations

0,042 per metre per hour

Category B stations

0,014 per metre per hour

Category C stations

0,007 per metre per hour

Rates IM HBSAG

Price in CHF per unit

Daily rate *

2,00 per metre-day

Monthly rate **

20,00 per metre-month

Yearly rate **

80,00 per metre-year

*        If trains and vehicles remain stationary for more than two hours after the train arrives or before it departs, the whole daily rate will be charged.

**       The monthly and yearly rates are only used in the case of contractual agreements between the RU and HBSAG.

Definition (excl. IM HBSAG)

The price includes planning, consultation and the use of the stabling facilities, irrespective of the standard of the local facilities and their upkeep (including footways and crossovers). Prices are differentiated according to three categories based on the utilisation and land value of the stations concerned as per the list in Appendix 1.

All vehicles and trains which stand unchanged for over two hours after arrival or before departure (attaching or detaching motive power units is not considered to be changing the train composition) are deemed to be stabled. Orders for stabling should, for each train, state the number/accounting code and station (including loading platform). A maximum of twelve hours is charged for each train and day of operation. Orders for stabling periods and storage-metres should also be submitted even if the duration is less than two hours. For the stabling of trains, the maximum train length is charged as per the allocated basic service amount; for vehicles not included in the basic service, the required track length in metres is charged. Because of the reserve costs, the stabling fee is also payable if the train does not run or if the entire duration or track length requested for stabling is not utilised. Cancellations are only free of charge if they are made within the predefined timetable window. IMs will publish the adjustment dates for the relevant year at the latest by the end of the path request period; see www.onestopshop.ch. If an RU purchases services which exceed the allocated amount by a limit value of 20 percent in terms of track metres or one hour in terms of duration, a surcharge of 100% is added to the total amount. The surcharge is waived if the RU reports the change in the request to the OSS via e-mail (onestopshop@sbb.ch) by no later than 17.00 the day before.

Each station allocates storage sidings in accordance with the specifications of th Swiss allocation body. There is no entitlement to use a specific track. In the event that tracks of an adequate quality are unavailable (e.g. which have a water connection point or a pre-heating system) and there is no alternative at the same station, the stabling fee is waived for this period.

No liability for damages to the vehicles or for vandalism is accepted.

For trains and wagons being processed in a marshalling yard, the fees are incurred for the basic wagon fee as per section 3.3.1. The stabling period is already included in the basic fees. Processing begins with the arrival of the train and lasts until the scheduled departure of the connecting train from the scheduled track. A stabling fee is charged on wagons that cannot be processed further (e.g. unassigned wagons). For trains which do not require processing (e.g. locomotive change), stabling fees will also be charged for a stay of over two hours in a marshalling yard.

No stabling fees will be charged for freight loading and unloading on the loading tracks for a maximum of ten hours. Operationally, there can be no general claim to use of the full ten hours. The right of use is based on the number of storage-metres, days of operation and duration agreed in advance.

Description of IM HBSAG

The price comprises stabling for all vehicles and trains that remain stationary and unchanged for more than two hours after the train arrives or before it departs (attachment or removal of locomotives does not count as a change to the train composition). When stabling trains, the maximum train length is billed according to the assigned quantity of the basic service.

Civil liability for damage and vandalism to vehicles is not recognised.

For loading and unloading on the loading sidings, HBSAG does not charge any stabling fees.

The additional service ‘stabling railway vehicles’ must be agreed separately with the infrastructure manager HBSAG. RID hazardous goods may be stabled on HBSAG infrastructure with the appropriate permission.

Biling policy

The fees are charged to the incoming train. In the case of newly formed trains fees are charged to the departing train.

Charging in the event of a disruption is described in section 5.4.

Calculation

Metres  x  hours  x  station-specific rate (excl. IM HBSAG)

Metres  x  relevant rate per day / month / year (IM HBSAG)

When calculating the price, the first two hours of the stabling period are deducted.

Part hours are rounded up to the next whole hour.

The length over buffers is rounded up to the nearest whole metre (for all vehicles).

Sample calculation (excl. IM HBSAG)

3.5 Water

§ Art. 22 para. 1 let. e NZV

 

Rates

Price in CHF per unit

Provision of water

5,55 per cubic metre

Provision of water

2,15 per vehicle or locomotive element

Definition

Filling vehicles with water from the hydrant. The rate per vehicle is only applied if the quantity supplied in cubic metres is not known.

The price includes a maintenance charge for the installations (pipelines, hydrants without hoses) and the water at cost price, including drainage. Work carried out by personnel is not included.

Calculation

Quantity in cubic metres or number of vehicles  x  relevant rate

3.6 Supplying electricity for additional services

§ Art. 20a para. 3 NZV
§ Art. 22 para. 1 let. e NZV
§ Art. 3 para. 1 NZV-BAV

Formula

The electricity price is set out in the NZV-BAV. Overhead contact line losses are charged to the electricity purchaser and are factored into the price.

 

3.6.1 Price for electricity from the contact wire

Rates

Price in CHF / kWh

Price when purchasing/drawing down electricity

0,11

Refund for electricity fed back into the grid (regeneration)

0,11

3.6.2 Network load factor – energy

The electricity price is multiplied by the energy network load factor. This network load factor takes account of varying demand and of the production costs incurred throughout the day. This is 20% higher during the rush hour and 40% lower at night.

Network load factors

Factor

Standard rate (between 09.00 and 15.59 as well as between 19.00 and 21.59)

1,0

Peak hours (Mon – Fri between 06.00 and 08.59 as well as between 16.00 and 18.59)

1,2

Night rate (between 22.00 and 05.59)

0,6

On Saturdays, Sundays and Switzerland-wide public holidays* there are no peak hours – the standard rate applies between 06.00 and 21.59.

 

* The following dates are regarded as Switzerland-wide public holidays: 1 and 2 January, Good Friday, Easter Monday, Ascension, Whit Monday, 1 August, 25 and 26 December.

The deciding factor when determining the network load factor is the time at which the electricity is purchased or drawn down. When purchasing or drawing down electricity from the contact wire, the time stamp in the electricity meter's measurement data shall count.

3.6.3 Energy consumption (air conditioning, stand-by operation and shunting)

Description

Supplying rail vehicles or traction unit elements with electricity from the contact lines for all services which are not covered by the basic services in accordance with Section 2.5 (e.g. shunting runs, air conditioning, etc.).

Billing is based on the accounting code for the basic service following the additional service.

3.6.3.1 Measurement

The RU must use energy measurement systems to measure the amount of rail power purchased from or fed back to the IM. The principles and regulations for taking measurements on the traction unit are set out in each IM's network statement.

Calculation

kWh x network load factor x electricity price 

3.6.3.2 Fixed values

If data supplied from traction units which are equipped with energy measurement systems and approved for actual energy billing is missing, late or incorrect, billing will be based on fixed values. Applying fixed values is conditional on the electricity consumption of the subsequent train journey being billed using substitures values.

The fixed values will be adjusted every six months (in Januar and July) based on existing measurements for the past 12 months.

Applying the fixed value accounting code or the 'fixed value overall' is conditional on more than 25% all train paths/journeys (basic service) by the relevant RU having been billed according to measured values or substitute values. Otherwise, the 'train type fixed value' shall apply.

For historic traction units or those not fitted with energy measuring systems conforming to Art. 12a NZV-BAV, the relevant fixed value will always apply. No supplement will be charged.

3.6.3.2.1 Fixed value accounting code

A separate fixed value is calculated for each accounting code.

Applying the fixed value accounting code is conditional on the relevant accounting code having been billed for electricity consumption according either to measured values or to substitute values on more than 50% of all train paths / basic services.

3.6.3.2.2 Fixed value overall

If fewer than 50% of the figures for measured basic electricity services for all train paths / basic services are available for a particular accounting code, the average of all the available additional services measured for that RU will be used as a fixed value.

3.6.3.2.3 Train type fixed value

The train type fixed value will be used for RUs with a low level of equipment which bill fewer than 25% of all train paths (basic service) according to measured values or substitute values. The average of the additional electricity services measured for all RUs will be used for each train type I-Prix in accordance with Annex 2. The decisive factor is the train type for the basic service subsequent to the additional service.

Train type fixed value (as of January 2022; calculation dated 24.11.2021):

Train category

Train type fixed value in kWh

excl. flat-rate surcharge as per 3.6.3.3

incl. flat-rate surcharge as per 3.6.3.3

1 Intercity/Eurocity

176.1

220.1

2 Fast train/Interregio

100.9

126.1

3 Regional train

28.2

35.3

4 S-Bahn

29.9

37.4

5 RegioExpress

43.7

54.6

6 Freight train

70.3

87.9

8 "Tractor-hauled" freight train

33

41.3

9 Light engine

43

53.8

10 Empty passenger trains

151.5

189.4

3.6.3.2.4 Calculation

Individual fixed value in kWh x electricity price

The network load factor is already taken into account when determining the fixed values; the measured values are included in the calculation, weighted according to the tariff time.

3.6.3.3 Flat-rate surcharge

If the RU decides not to install and calibrate energy measurement systems on its rail vehicles so as to measure electricity consumption or if an EVN is invalid or unknown, billing will be based on the respective fixed values plus a flat-rate surcharge of 25% in accordance with Art. 20a para. 3 NZV. The surcharge is rounded to one decimal place.

The flat-rate surcharge is applied to all additional services where at least one working traction unit that is not registered for energy metering draws down electricity, irrespective of the number of registered vehicles.

Calculation

Corresponding fixed value in kWh x 1.25 x electricity price

3.6.4 Price for electricity when drawn from preheating system

Rates

Price in CHF per unit

Consumption based on plausible evidence of consumption

0,12 / kWh

Consumption without plausible evidence of consumption

2,17 / vehicle or traction unit element and ½ hour

Description

Supplying vehicles or traction unit elements with electricity for the air conditioning system from power sockets with a voltage of 1,000V (electric train-preheating system).

The provisions relating to the network load factor in accordance with Section 3.6.2 apply accordingly.

The prices quoted do not include any assistance provided by the IM's staff.

If the energy drawn down can be calculated for the entire fleet directly from the consumption figures supplied by the RU (where such evidence is both verifiable and plausible for the infrastructure manager), the per-kWh rate shall be used. If such evidence of power consumption is not forthcoming, the rate per vehicle or traction unit element and ½ hour will be used.

Calculation

With plausible evidence of power consumption:

Electricity price x network load factor x kWh

Without plausible evidence of power consumption:

Rate x network load factor x number of vehicles/traction unit elements and ½ hour

3.7 Using lines outside line/station opening hours

§ Art. 22 para. 1 let. h NZV
§ Art. 6 NZV-BAV
§ Appendix 4 NZV-BAV

 

Rate

Price in CHF

For each station / remote control area OCC staffed out-of-hours, per hour / part hour and employee

112,00

Definition

Trains can travel on lines and through stations during the published line opening hours. Any station along the designated routes can also be a departure or destination station. These services are provided at no extra cost, irrespective of the technical equipment at the stations.

Travel outside of opening times

If such travel is feasible, a route may also be used outside of opening times. For travel on a route outside its published opening times, an out-of-hours staffing supplement is charged in addition to the train-path price for each station that has to be staffed.

Operations in stations outside opening hours:

The line opening hours as specified in the NZV-BAV apply in stations to the planned timetabled departure, arrival or transit time within or when entering or leaving a section of line.

If additional station facilities and/or services are used (e.g. shunting hump in marshalling yard, use of points outside remote-controlled area, etc.), the cost for these will be billed as per the pricing rates, provided the necessary resources are available and the IM has confirmed they can be used.

Calculation

The calculation is based on the planned and timetabled departure, arrival or pass-through time within a route section or on entry into/exit from the section.

The main criterion is the departure time or the time of entry into the section. The calculation method more favourable to the RU is selected.

For every hour or part hour, the hourly rate will be multiplied by the number of service points manned for technical reasons (several signal boxes per service point = one service point).

If several customers request an extension to the standard opening times, the cost for every jointly used hour will be divided by the number of customers.

3.8 Use of track weighbridges or weighing machines for road vehicles

§ Art. 22 para. 1 let. f NZV

 

Rate

Price in CHF

per weighing

10,00

Definition

Using track weighbridges or weighing machines to weigh vehicles or wagons.

Prices do not include work carried out by IM personnel. IM personnel can only be made available when they are not assigned to other operational duties. The work they do will then be charged as services rendered.

Calculation

Number of weighings  x  rate

3.9 Use of cranes

§ Art. 22 para. 1 let. f NZV

 

Rate

Price in CHF per unit

Crane use

20,00 / ¼ hour or part thereof

Definition

Use of crane systems (loading facilities).

Prices do not include work carried out by IM personnel. IM personnel can only be made available when they are not assigned to other operational duties. The work they do will then be charged as services rendered.

Calculation

Number of ¼ hours x rate

3.10 Use of early brake signals

§ Art. 22 para. 1 let. e NZV

 

Rates

Price in CHF per unit

Use of early brake signals on IM SBB

0,15 per wagon

Use of early brake signals on IM HBSAG

0,60 per wagon

Definition

Use of early brake signals.

Prices do not include work carried out by IM personnel. IM personnel can only be made available when they are not assigned to other operational duties. The work they do will then be charged as services rendered.

Special terms apply to the use of early brake signals on the HBSAG infrastructure.

Calculation

Number of wagons  x  rate

3.11 Display devices for customer information (above the basic standard)

§ Art. 22 para. 1 let. j NZV

 

Rates

Price in CHF per unit

Platform or access display board TFT 75” / 77‘‘ / 79” / 96”

9'550,00 per device per year on SBB infrastructure

Arrival, departure or operations monitor TFT 43”

7'375,00 per device per year on SBB infrastructure

Definition

This additional service may only be ordered from SBB Infrastructure.

A basic standard of customer information at stations is defined, and is financed by the federal government. In addition to the minimum requirements for output devices at stations, the standard also defines the basic IT platform, processing of information and control of output.

RUs operating at SBB stations are free to purchase additional output devices. The output devices remain the property of SBB Infrastructure and are designed in accordance with SBB's Corporate Identity standards.

The annual price per device includes the following services:

  • Operation of the device 24 hours a day, 7 days a week
  • The device and its installation
  • Electricity costs
  • Connection to the data network
  • Preventive and corrective maintenance
  • Repairs
  • On-site functional checks
  • Interior and exterior cleaning
  • Life cycle management, service management
  • depreciation

Details on the information content and the layout of the display can be found in document I-B 80105 "Dynamic customer information at stations" and document I-50010 "Equipment standards and ordering – output devices, customer information at stations".

Average service life of devices

Years

Platform or access display board TFT 75” / 77‘‘ / 79” / 96”

10

Arrival, departure or operations monitor TFT 43”

10

If an extra display device is purchased, the purchaser undertakes to pay the annual costs until the device reaches the end of its service life. This additional service does not have to be re-ordered each year. The purchaser is notified as soon as the device has reached the end of its service life.

If you have any questions regarding this additional service and the basic standard for customer information or if you wish to make an order, please e-mail tc@sbb.ch.

Calculation

Number of devices x relevant rate

3.12 Video surveillance of platform edges (train dispatch)

§ Art. 22 para. 1 let. k NZV

 

Rates

Price in CHF per unit

Video system to monitor platform edges

2'370,00 / camera

Workstation for displaying and processing video data

2'142,00 / workstation

Description

Video system for monitoring the platforms:

The train dispatch systems serve as work aids for long-distance train crew members so that they can optimise operations and in particular monitor platforms via video surveillance.

Workstation for displaying video images (optional):

A workstation is required in order to display video images on a screen. This option is required in train dispatch in order to enable train crew members to display live video images on the screens when using platform terminal boxes.

Fundamental provisions

The IM and the RU together bear the cost of investing in a video surveillance system. The IM bears the costs of all the hardware. The RU is billed for the project planning and construction costs. The construction costs include engineering, planning, construction, cabling and consumables.

In order to operate the video surveillance and/or the workstation for displaying video images (optional), the RU uses a video service. The service price, billed yearly, comprises the following services:

  • Operating costs (cameras, storage media, data transport, data backup, depreciation etc.)
  • Maintenance, inspection and repair costs (software updates, maintenance, fault resolution etc.)
  • Constant monitoring of the installations and network
  • Technical support
  • Off-site data storage

Calculation

Number of devices  x  price

3.13 Planning and special tasks

Rates

Price in CHF per unit

Out-of-gauge consignments:

Planning of "out-of gauge consignments"

 

425,00 per consignment number

Additional outlay incurred for "loading gauge excess" consignments:

Infrastructure operations costs

112,00 per hour/part hour

Infrastructure Network Design, Installations and Technology costs (construction planning)

80,00 per hour/part hour

Costs for train-path planning/adjustments

106,00 per hour/part hour

Definition

Planning of "out-of-gauge consignments"
Out-of-gauge consignments are those which, due to their external dimensions, weight or nature, can only be conveyed under special technical or operational conditions.
Exceptional loads require specific terms of consignment, which are indicated by a consignment number. These costs apply irrespective of subsequent train compositions. Accompanying infrastructure personnel and construction measures are not included in the planning costs.

Planning of "loading gauge excess" consignments
"Loading gauge excess" consignments refers to consignments which, for example, require disassembly of infrastructure installations (such as signals, platform roofs, etc.) or escort by IM personnel. These costs apply irrespective of subsequent train compositions.

Infrastructure operations management
Costs for the preparation of specific terms of consignment.

Infrastructure Network Design, Installations and Technology
Costs for clarification and expenditure to accommodate exceptional loads. Costs for disassembly of signals, personnel to accompany consignments, etc., will also be charged.

Costs for train-path planning/adjustments
The specific terms of consignment result in costs that go beyond the planning of train paths without "loading gauge excess" consignments. These costs are calculated for each adjustment on an hourly basis and include train-path planning and preparation of the specific terms of consignment.

Calculation

"Out-of-gauge consignments" are charged on the basis of a rate per consignment number for each consignment. Depending on the case, additional costs may apply for "loading gauge excess" consignments. These are charged at an hourly rate for the actual time spent.

4 Ancillary services

§ Art. 23 NZV

Ancillary services are not part of the network access and comprise, for example, distribution services for passenger traffic, luggage handling, clearance of faults not impairing operations, cleaning of vehicles, coupling/uncoupling of locomotives, validating certificates of origin for electricity purchased through the IM or RU, train-path requests, purchase of the current regulations for infrastructure use etc.

The SBB, BLS Netz AG and SOB infrastructure organisations offer ancillary services where resources are available.

For more information about these services as well as the relevant terms and conditions, please contact:

SBB AG

Infrstruktur - Fahrplan und Betrieb

Trassennutzung

Hilfikerstrasse 

3000 Bern 65

E-Mail: onestopshop@sbb.ch

 

BLS Netz AG

Trassennutzung & Grundlagen

Bahnhofstrasse 12

3700 Spiez

E-Mail: netzzugang@bls.ch

 

Schweizerische Südostbahn AG

Infrastruktur - Betrieb

Bahnhofplatz 7

9100 Herisau

Telefon: +41 (0)58 580 76 15

E-Mail: planung@sob.ch

Ancillary services can be purchased by the RU from other companies as well as from the IM, price by negotiation.

5 Billing policy

5.1 Liability

For those RUs that have concluded a track access agreement, the LIS forms an integral part of the agreement. Should individual conditions of the various parts of the contract contradict one another, the conflict provisions specified in the NZV apply.

All prices listed here are subject to subsequent legislative changes. Insofar as the legislators revise Swiss law subsequent to the publication of the List of Infrastructure Services, and new or different prices are introduced compared to the prices listed here, the legally prescribed rates shall apply. The IM will accept no liability for financial losses resulting from changes to prices by the legislator after the publication of this List of Infrastructure Services.

In the event of inconsistencies between the different language versions of the List of Infrastructure Services, the German text shall be deemed authoritative.

Unless otherwise indicated, SBB Infrastructure pricing will also apply to the Infrastructure divisions of BLS Netz AG, SOB, STB and HBSAG.

5.2 Invoicing

Prices are per train and are rounded to whole centimes (after the addition of price components). Unless otherwise agreed, invoices will be calculated and issued in CHF. RUs can arrange with the IMs SBB and STB to have invoices issued in euros (EUR). In such cases, the RU is bound to abide by this arrangement for the whole calendar year. The exchange rate on the invoice issue date shall apply. The IMs BLS Netz AG, SOB and HBSAG invoice their services solely in CHF.

5.3 Calculation of gross tonnage/Failure to supply data

5.3.1 Mean weight per seat offered

For passenger services, a mean weight of 20 kg per seat is added to the train's unladen weight.

5.3.2 Failure to supply train data

If RUs fail to supply the relevant information, the following standard values will be used to calculate train-path prices:

Train type I-Prix

Standard values

Net tonnage

Gross tonnage

Seating

Energy code

1    Intercity/Eurocity

  590 750 Z

2    Fast train/Interregio

  490 500 Z

3    Regional train

  240 350 Z

4    S-Bahn

  295 750 Z

5    RegioExpress

  490 500 Z

6    Freight train

500 1050   Z

8    "Tractor-hauled" freight train

100 300   Z

9    Light engine

  200   Z

10  Empty-stock passenger train

  350   Z
  • By applying the energy code "Z", the variable energy price for vehicles without regenerative braking is charged.
  • A notional drive type is created with the above information to calculate the basic price by wear. Pricing is set out in section 2.1.3.1.

5.4 Billing in the event of a disruption

In the event of disruption or route disruption due to engineering work (NeTS: MiZ) in the countries the train runs through, no charge will be levied for the services cancellation charge (2.3.), train-path modification (3.1.) and stabling of railway vehicles (3.4.).

Cancellation and path amendment requests resulting from disruption or engineering work must be entered into the system by the RUs via a self-declaration in the NeTS-AVIS 1 order dossier or RCS-Alea.

Occurrences outside of rail infrastructure (e.g. terminals, other modes of transport) are not considered a justification for disruption, line closure or a diversion.

Upon entry into RCS-Alea by the relevant Swiss IM, the disruption is considered to have ended. The above-mentioned services in connection with a disruption are invoiced again after six hours have elapsed after the entry in accordance with the relevant sections in the LIS.

In case of improper orders, the IM can subsequently levy correction charges.


1 In the NeTS-Avis order system, the RUs can select cancellations and train-path modifications on the basis of national and international disruption and engineering work via a function allowing selection of optional fields. That ensures that cancellations/modifications can be made without invoicing.

5.5 Sample calculations

A free price calculation tool is available on the Internet.

It can be found at www.onestopshop.ch ► Services and prices ► Calculating prices

No liability will be accepted for the pricing information generated by the price calculation tool.

6 Glossary / Abbreviations

Index of abbreviations and definitions of terms

Abbreviation / Term

Definition

AGB-ISB

General Terms and Conditions for the Use of Railway Infrastructure

BAV / FOT

The Swiss Federal Office of Transport (FOT) (part of the Swiss Federal Department of the Environment, Transport, Energy and Communications)

OCC

Operational control centres. All operational, technical and administrative departments necessary for railway production are brought together in the operational control centre (OCC). The operational management in the OCC is based on the combination of scheduling, operation and customer information.

Locations: Lausanne (BZ West), Olten (BZ Mitte), Pollegio (BZ Süd), Zürich Flughafen (BZ Ost), Spiez (BZ BLS), Herisau (BZ SOB)

CHF

Swiss francs

CPFO

Ordinance on the Award of Concessions for, and the Planning and Financing of Railway Infrastructure (SR 742.120)

Definitive train-path allocation

The train-path allocation is deemed definitive as soon as the railway undertaking receives written confirmation of the allocation of the path requested.

Disruption

A disruption is any impairment of rail traffic which, in addition to scheduling, triggers additional measures (e.g. alerting, arrangement/failure, diversion, etc.). The source of a disruption is an event (trigger which leads to a disruption and which requires management [on site]).

Drive type

The drive type is a grouping element for multiple vehicle types that do not differ in terms of their physical properties. Drive types are assigned solely by Infrastructure.

ECTS

European Train Control System. European interoperable train control system.

FDV

Swiss Rail Service Regulations

Franchise-holders' passenger services

Regular and commercial conveyance of passengers by means of railways (…) and other rail-guided means of transport (cf. Art. 1 para. 2 Federal Carriage of Persons Act (PBG)).

gr. tkm

Gross tonne-kilometre; standard measure for railfreight volume. A gross tonne-kilometre corresponds to the carriage of one gross tonne (total weight of train, i.e. wagons and locomotive) over a distance of one kilometre

HBS AG

Hafenbahn Schweiz AG; RB (marshalling yard) Basel Bad – Basel Kl. Hafen and RB Basel SBB – Birsfelden Hafen sections. Section operated and charged by SBB Infrastructure.

IM

Infrastructure manager

I-Prix

System for charging infrastructure use

kWh

Kilowatt-hour

LIS

List of Infrastructure Services

Main track kilometre

Comprises all sections of track which are used for standard passenger and freight services.

Marginal costs

Costs incurred by the IM which result directly from the train-path and gross tonne-kilometres travelled.

Non-franchise-holders’ passenger services

Services which do not come unter the passenger transport umbreall, such as freight services and excursions/steam train trips (cf. Art. 8 of the Ordinance on Passegner Transport (VPB))

NUC / NUP

Network usage concept in accordance with Art. 19 ff CPFO

Network usage plan in accordance with Art. 9a ff NZV

NZV

Track Access Ordinance (SR 742.122)

NZV-BAV

BAV/FOT ordinance on the Track Access Ordinance (SR 742.122.4)

Offered kilometre

Number of seats offered, multiplied by the train-path kilometres. Standard measure for the calculation of the contribution margin for non-franchise-holders' passenger services.

PBG

Federal Carriage of Persons Act (SR 745.1)

Period of operation

Fixed days on which a train runs

Regular-service train path

A regular-service train path is a path scheduled in the annual timetable with a defined period of operation.

RPV

Regional passenger service

RU

Railway undertaking

SBB

Swiss Federal Railways

SOB

Schweizerische Südostbahn AG (Swiss south-eastern railways)

STB

Sensetalbahn, Flamatt – Laupen route. Section operated and charged by SBB Infrastructure.

SWDB

Silent Wagon Database

FOT database with refurbished low-noise railway vehicles which are eligible for a low-noise bonus in accordance with Section 2.2.3.

Target timetable

Timetable of the definitively allocated train paths

tpkm

Train-path kilometre

Train path

A train path is the "slot" reserved for a train, defined in terms of place and time.

Train-path-kilometre

Standard measure. A train-path kilometer corresponds to a train’s use of the rail infrastructure over a distance of one kilometre

VAT

Value added tax

Vehicle type

The vehicle type describes the type of vehicle.

VPB

Ordinance on Passenger Transport (SR 745.11)

Waiting time

Used in the classification of train-path quality. Waiting time results from operational stop times and increased journey times in respect of target timetable, e.g. due to distance from slower trains in front. Any time differences between a stop time requested by the RU and a stop time allocated by the IM are not regarded as waiting time.

Wh

Watt-hour

7 Appendices

7.1 Appendix 1 – List of stations used for the additional railway vehicle stabling service

A  
Aarau B
Aarau GB B
Aarberg B
Affoltern am Albis B
Aigle B
Arnegg B
Arth-Goldau B
Au ZH B
B  
Baden B
Basel SBB A
Basel SBB GB A
Basel SBB RB A
Basel St. Johann A
Bassersdorf B
Beinwil am See B
Bellinzona A
Bellinzona S. Paolo A
Bern A
Bern Bümpliz Nord B
Bern JKLM A
Bern Wyermannshaus A
Biberbrugg B
Biberist BLS B
Biel / Bienne A
Biel Produktionsanlage Ost A
Bilten  B
Birmensdorf Industrie B
Bischofszell Nord B
Bodio B
Brig A
Brig RB A
Brugg AG A
Buchs SG A
Buchs SG RB A
Buchs-Dällikon B
Bülach B
Burgdorf B
Bussigny A
Busswil BE A
C  
Cham A
Chiasso A
Chiasso Smistamento A
Chur A
D  
Däniken SO B
Däniken RB B
Delémont A
Dielsdorf B
Dietikon A
Dottikon Umspannanlage A
Dübendorf A
E  
Effretolpm B
Egerkingen B
Einsiedeln B
Embrach B
Emmenbrücke B
Erstfeld A
Etzwilen B
F  
Frauenfeld B
Fribourg / Freiburg B
Frutigen A
G  
Genève A
Genève La Praille A
Genève-Aéroport A
Gerlafingen A
Gisikon-Root B
Gland B
Glarus B
Glattbrugg A
Goldach B
Goppenstein B
Gossau SG B
Gümligen B
H  
Herisau A
Hinwil B
Horgen B
Horw B
Hüntwangen-Wil B
Huttwil B
I / J  
Immensee B
Ins B
Interlaken Ost A
Interlaken West B
K  
Kaiseraugst B
Kandersteg B
Kemptthal B
Killwangen-Spreitenbach B
Kloten A
Koblenz B
Kreuzlingen B
Kreuzlingen Hafen B
L  
La Chaux-de-Fonds B
Lachen SZ B
Landquart B
Langenthal A
Langenthal GB A
Langnau B
Lausanne A
Lausanne Triage A
Lausanne-Sébeillon A
Lenzburg B
Locarno B
Lugano Vedeggio B
Luzern A
Lyss B
M  
Mägenwil B
Martigny B
Meilen B
Mendrisio B
Möhlin B
Monthey B
Morges B
Münchenstein B
Murten / Morat A
Muttenz B
N  
Näfels-Mollis B
Netzstal B
Neuchâtel B
Neuchâlte-Triage B
Nieder- und Oberurnen B
Niederglatt ZH A
Nyon B
O  
Oberwinterthur A
Oberwinterthur UA A
Olten A
Olten Hammer A
Olten RB A
Ostermundigen B
Otelfingen B
P / Q  
Payerne B
Pfäffikon SZ A
Porrentruy B
Pratteln B
Puidoux B
R  
Rangierbahnhof Limmattal RBL A
Rapperswil SG A
Regensdorf-Watt A
Rekingen AG B
Renens VD A
Rheinfelden B
Richterswil B
Romanshorn A
Romanshorn GB A
Romont FR B
Rorschach A
Rothenburg B
Rothrist B
Rothrist GB B
Rotkreuz A
Rümlang B
Rüti ZH B
S  
Samstagern B
Sargans B
Schaffhausen B
Schaffhausen GB B
Schlieren A
Schönbühl SBB B
Schwarzenbach SG B
Schwarzenbach ZH A
Schwyz B
Sion B
Sissach B
Solothurn B
Spiez A
St. Gallen A
St. Gallen GB A
St. Gallen Haggen A
St. Gallen Winkeln A
St. Margrethen SG B
Stäfa B
Steinhausen A
St-Maurice B
St-Triphon B
Sulgen B
Sursee B
T  
Tankanlage Rümlang A
Thalwil B
Thörishaus Station B
Thun B
Thun GB B
Turgi B
U / V  
Uetikon B
Uster B
Uzwil B
Vallorbe B
Vernier-Meyrin Cargo A
Vevey B
Villeneuve VD B
W / Y  
Wädenswil B
Walchwil A
Waldibrücke B
Wallisellen A
Wangen bei Olten B
Wattwil B
Weesen B
Weinfelden B
Wettingen B
Wetzikon ZH B
Wil B
Winterthur A
Winterthur GB A
Winterthur Grüze A
Wittenbach B
Yverdon-les-Bains B
Z  
Ziegelbrücke B
Zofingen B
Zollikofen B
Zug A
Zürich Altstetten A
Zürich Herdern Abstellgruppe A
Zürich Mülligen A
Zürich Oerlikon A
Zürich PB A
Zürich Seebach A
Zürich Tiefenbrunnen A
Zürich Vorbahnhof A
Zürich Wollishofen A
Zweisimmen A

All stations not listed with stabling capacities are assigned to category C.

7.2 Appendix 2 – Table for converting NeTs categories into train type I-Prix

Planning

Billing

Train-path quality classification

NeTS-ID NeTS category Train type I-Prix Code I-Prix

Category

CI

CIS

CNL

EC

EN

IC

ICE

NJ

NZ

RJ

RJX

TGO

TGV

International tilting train ≤ 200 km/h

International tilting train > 200 km/h

City Night Line

EuroCity

Euro Night

InterCity

InterCityExpress

Nightjet

Night train

Railjet

railjet xpress

Talgo train-hotel

TGV

Intercity/Eurocity 1

A / B1

A / B1

C

A / B1

C

A / B1

A / B1

C

C

A / B1

A / B1

C

A / B1

AG

AGP

ARZ

EZ

IR

IRE

JAT

RSP

SZ

VAE

Special passenger train (non-public)

Special passenger train (public)

Car-carrying train

Semi-fast train

InterRegio

Interregio-Express

Jail train

Shunting loco on open section of line (with passenger conveyance)

Fast (limited-stop) train

Voralpenexpress

Fast train/Interregio

2

C

C

C

A / B1

A / B1

C

C

C

A / B1

A / B1

AT

ATP

MP

R

Tunnel car-carrying train incl. Kandersteg-Goppenstein service

Tunnel car-carrying train (with passenger conveyance)

Empty stock train with passenger conveyance

Regional train

Regional train

3

A / B1

A / B1

C

A / B1

RB

S

SN

TER

Regionalbahn

S-Bahn train

Night-time S-Bahn train

Train exp. Régional <200 km/h

S-Bahn (urban rapid-transit) train

4

C

A / B1

A / B1

B

RE

TE2

RegioExpress

Train exp. Régional ≥200 km/h

RegioExpress

5

A / B1

B

BKV

CEX/ PZ

FG

GI

GM

GZ

NG

PRG

SIM

UKE

UKV

Accompanied intermodal freight train "Rollende Landstrasse" (piggyback)

Cargo Express/mail train

Long-distance freight train

International freight train

Empties train (freight wagons)

Block train

Short-distance freight train (individual wagon loads)

Test/measurement train (freight)

Intermodal freight train (SIM Lötschberg–Simplon)

Unaccompanied combined transport express

Unaccompanied intermodal freight train

Freight train

6

D2

D2

D2

D2

D2

D2

D

D2

D2

D2

D2 

GP

LRZ

RSL

TG

Freight train with passenger conveyance

Firefighting and rescue train, engineers' coaches

Shunting train on open section of line (with load)

"Tractor-hauled" freight train

"Tractor-hauled" freight train

8

D

D

D

D

BML

BMV

DZ

IVL

L/LE

RS

T

TL

Construction machinery train ≤ 80 km/h (self-propelling only)

Construction machinery train > 80 km/h (self-propelling only)

Other service trains (Infrastructure)

Instruction and prototype locomotive

Tractor locomotive (Infrastructure)

Shunting loco on open section of line (without load)

Tractor locomotive (RU)

Tractor locomotive (Infrastructure)

Light engine(s)

9

D

D

D

D

D

D

D

D

MAT

PRP

RSM

Empty stock train (passenger coaches)

Test/measurement train (passenger)

Shunting loco on open section of line (empty passenger stock train)

Empty passenger stock train

10

C

C

C

1 Category A is applied to franchise-holders' long-distance trains; Category B is applied in all other cases.

2 In the event of waiting times lasting less than fifteen minutes, Category C is applied.

8 List of changes

Information on sections changed in the LIS 2022 V 2.0  compared with the LIS 2021 V 1.0 10 December 2020:

Chapter

Section

2. Basic services

2.4.1 Addition regarding contribution margin for exclusively international passenger traffic.

3. Additional services

  • 3.2 Addition to calculation method for shunting operations
  • 3.6.3.2.3 Addition of the fixed value train type

 

Information on sections changed in the 2022 Edition V1.0 of November 2020 List of Infrastructure Services compared with the 2021 List of Infrastructure Services (Edition V2.0 of November 2020):

Chapter

Section

General Information

  • Renumbering of the individual chapters in connection with the online publication of the network access conditions.
  • Miscellaneous minor editorial amendments

2. Basic services

  • 2.5 (ex-catenary energy consumption [electricity price]): Editorial changes throughout sections 2.5.-3.6 Supplying electricity for additional services
  • 2.5.3.1 (Measurement): Split into two sections 2.5.3.1 (Measurement) and 2.5.3.2 (Substitute values)
  • 2.5.3.3 (Flat rates): Renumbered; previously section 1.5.3.2

3. Additional services

  • 3.4 (Stabling of railway vehicles): More flexible timeframes for cancellations and new orders instead of the fixed JUP timeframes
  • 3.6 (Supplying electricity for additional services): Complete revision of the whole section (no longer any choice in relation to obtaining power from the contact wire, introduction of fixed values, and fixed values with flat-rate surcharge when no measurements are performed)
  • 3.11 (Display devices for customer information): Addition of new product (platform or access indicator TFT 77'')

4. Ancillary services

  • no changes

5. Billing policy

  • no changes

6. Glossary

  • Deletion of the term intermediate stop

Appendices

  • Annexes 2 and 3 now published as Annex 1 (list of railway stations) and Annex 2 (NeTS conversion table)
  • Amendment history now shown as a separate part of the list of infrastructure services
  • Appendix 1 (List of stations): Renaming of Biel RB (now: Biel Produktionsanlage Ost; BIPO)