Art. 12a NZV
Art. 19d NZV

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 railway undertaking or applicant fails to comply with its obligations (e.g. withdrawal of safety certificate, failure to designate a train operating RU, etc.) and train paths have to be withdrawn, the provisions relating to the cancellation charge shall apply.

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.

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

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.

Art. 20a NZV
Art. 3 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.

Art. 11 NZV
Art. 22 NZV

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 the conversion table in section 2.1.1.3).
• 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

Art. 22 para. 1 let. d NZV

Definition
Shunting operations in the IMs’ stations are generally carried out by the RU. The price for the shunting movements includes how the arrangements for carrying them out are made (regardless of whether this is done over the telephone, by radio or by radio telemetry), signal box operation, the movement authority and the use of track installations. For shunting movements involving electric traction units, the price for the electricity will be added in accordance with Section 3.6.

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 plans and on the traffic codes, a traffic-specific, average number of shunting movements per train will be agreed between the IMs and each RU. Billing for shunting movements is based on the agreed number of shunting movements actually performed by the train.

Calculation
Number of movements  x  rate

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.

Art. 22 para. 1 let. c NZV

*        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 following list.

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)

Art. 22 para. 1 let. e NZV

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

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.

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

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.

Art. 22 para. 1 let. f NZV

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

Art. 22 para. 1 let. f NZV

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

Art. 22 para. 1 let. e NZV

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

Art. 22 para. 1 let. j NZV

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".

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

Art. 22 para. 1 let. k NZV

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

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.

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.

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.

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.

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.