By European Conference of Ministers of Tran
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Additional resources for Railway Reform and Charges for the Use of Infrastructure
Example text
G. axle weight, unsprung mass) and the maximum speed of the train, as well as the characteristics of the track, so it is appropriate to have a charge which is differentiated by these characteristics (as in Great Britain, where a simple engineering model is used to derive relative wear and tear costs for different types of rolling stock according to these characteristics). In this case, the differentiated charge could still be expressed per gross tonne-km, or alternatively per vehicle or train-km.
It also reflects differences in local circumstances and different objectives concerning the government contribution to infrastructure costs. Differences in the level of charges can also reflect excess costs for some railways when the network is over-dimensioned for current demand. Severe cases of this developed in central and eastern Europe with the collapse of traffic in the late 1980s and early 1990s. Rationalisation of the network is underway in some cases, for example Romania; in some other countries the problem persists.
Maintenance and renewals Econometric studies of the marginal cost of track maintenance and renewals in European conditions (Thomas, 2002) generally show these to amount to between 10 and 30% of average maintenance and renewals cost. Evidence was produced in the workshops that for Finland, the marginal cost of maintenance and renewals is some 20% of average “variable” maintenance and renewal cost. ) Such studies typically use a single measure of output, gross tonnekm, so a simple charging system for these elements of cost would be a charge per gross tonnekm.
