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T ABLE OF CONTENTS

GLOSSARY OF TERMS AND ABBREVIATIONS ...... 4 1. GENERAL INFORMATION ...... 7 1.1 INTRODUCTION ...... 7 1.2 OBJECTIVES ...... 7 1.3 LEGAL FRAMEWORK ...... 7 1.4 LEGAL STATUS ...... 7 1.4.1 GENERAL REMARKS ...... 7 1.4.2 LIABILITY ...... 7 1.4.3 QUERIES AND APPEALS PROCEDURE ...... 8 1.5 STRUCTURE OF THE NETWORK STATEMENT ...... 8 1.6 VALIDITY AND UPDATING PROCESS ...... 8 1.6.1 VALIDITY PERIOD ...... 8 1.6.2 UPDATING PROCESS ...... 8 1.7 PUBLISHING ...... 9 1.8 CONTACTS ...... 9 1.9 RAIL FREIGHT CORRIDORS ...... 10 1.9.1 BALTIC – ADRIATIC RAIL FREIGHT CORRIDOR ...... 13 1.9.2 MEDITERRANEAN RAIL FREIGHT CORRIDOR ...... 13 1.10 RAILNETEUROPE – INTERNATIONAL ASSOCIATION OF EUROPEAN ...... 14 RAIL INFRASTRUCTURE MANAGERS ...... 14 1.10.1 ONESTOPSHOP ...... 14 1.10.2 RNE TOOLS ...... 15 2. ACCESS CONDITIONS ...... 17 2.1 INTRODUCTION ...... 17 2.2 GENERAL ACCESS REQUIREMENTS ...... 17 2.2.1 CONDITIONS FOR APPLYING FOR CAPACITY ...... 17 2.2.2 CONDITIONS FOR ACCESS TO THE PRI ...... 17 2.2.3 LICENCES ...... 18 2.2.4 SAFETY CERTIFICATE...... 18 2.2.5 COVER OF LIABILITIES ...... 18 2.3 GENERAL BUSINESS/COMMERCIAL CONDITIONS ...... 18 2.3.1 CONTRACTS WITH RUS ...... 18 2.3.2 CONTRACT WITH NON-RU APPLICANTS ...... 19 2.3.3 FRAMEWORK AGREEMENT ...... 19 2.4 OPERATIONAL RULES ...... 19 2.5 EXCEPTIONAL TRANSPORT ...... 19 2.6 DANGEROUS GOODS ...... 20 2.7 ROLLING STOCK ACCEPTANCE PROCESS ...... 20 2.8 STAFF ACCEPTANCE PROCESS ...... 20 3. INFRASTRUCTURE ...... 21 3.1 INTRODUCTION ...... 21 3.2. SLOVENIAN PRI NETWORK ...... 21 3.2.1 LIMITS ...... 23 3.2.2 CONNECTED RAILWAY NETWORKS ...... 23 3.3 NETWORK DESCRIPTION ...... 24 3.3.1 GEOGRAPHIC IDENTIFICATION ...... 24 3.3.1.1 TRACK TYPOLOGIES ...... 24 3.3.1.2 TRACK GAUGES ...... 25 3.3.1.3 STATIONS AND NODES ...... 25 3.3.2 CAPABILITIES ...... 26 3.3.2.1 LOADING GAUGE ...... 26

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3.3.2.2 WEIGHT LIMITS ...... 26 3.3.2.3 LINE GRADIENTS AND GRADIENT FORCES ...... 27 3.3.2.4 MAXIMUM LINE SPEEDS ...... 28 3.3.2.5 MAXIMUM TRAIN LENGTHS ...... 29 3.3.2.6 POWER SUPPLY ...... 30 3.3.3 TRAFFIC CONTROL AND COMMUNICATION SYSTEMS ...... 31 3.3.3.1 SIGNALLING SYSTEMS ...... 31 3.3.3.2 TRAFFIC CONTROL SYSTEMS ...... 32 3.3.3.3 COMMUNICATION SYSTEMS ...... 32 3.3.3.4 TRAFFIC CONTROL SYSTEMS ...... 35 3.4 TRAFFIC RESTRICTIONS ...... 36 3.4.1 SPECIALISED INFRASTRUCTURE ...... 36 3.4.2 ENVIRONMENTAL RESTRICTIONS ...... 36 3.4.3 DANGEROUS GOODS ...... 37 3.4.4 TUNNEL RESTRICTIONS ...... 37 3.4.5 BRIDGE RESTRICTIONS ...... 37 3.5 AVAILABILITY OF THE INFRASTRUCTURE ...... 37 3.6 SERVICE FACILITIES ...... 37 3.6.1 PASSENGER STATIONS ...... 38 3.6.2 FREIGHT TERMINALS ...... 39 3.6.3 FREIGHT STATIONS, MARSHALLING YARDS AND TRAIN FORMATION FACILITIES ...... 40 3.6.4 STORAGE SIDINGS...... 40 3.6.5 MAINTENANCE FACILITIES ...... 41 3.6.6 OTHER TECHNICAL FACILITIES ...... 41 3.6.7 REFUELLING FACILITIES ...... 41 3.6.8 OTHER DEVICES ...... 41 3.7 INFRASTRUCTURE DEVELOPMENT ...... 41 4. CAPACITY ALLOCATION ...... 44 4.1 INTRODUCTION ...... 44 4.2 DESCRIPTION OF THE PROCESS ...... 44 4.2.1 TRAIN PATH ORDER ...... 44 4.2.2 TRAIN PATH CONSTRUCTION ...... 46 4.2.3 RESERVATION OF A CONSTRUCTED TRAIN PATH...... 46 4.3 SCHEDULE FOR PATH REQUESTS AND ALLOCATION PROCESS ...... 47 4.3.1 SCHEDULE FOR WORKING TIMETABLE ...... 47 4.3.2 SCHEDULE FOR AD HOC REQUESTS ...... 48 4.4 ALLOCATION PROCESS ...... 48 4.4.1 COORDINATION PROCESS ...... 48 4.4.2 FAST-TRACK PROCEDURE FOR DISPUTE RESOLUTION ...... 49 4.4.3 CONGESTED INFRASTRUCTURE ...... 49 4.4.4 IMPACT OF FRAMEWORK AGREEMENTS ...... 50 4.4.5 CHANGES, COMPLETIONS, WITHDRAWAL AND CANCELLATIONS OF TRAIN PATH ...... 50 4.5 ALLOCATION OF CAPACITY FOR MAINTENANCE, RENEWAL AND ENHANCEMENT OF THE PRI ...... 51 4.6 NON-USAGE / CANCELLATION RULES ...... 51 4.7 EXCEPTIONAL TRANSPORT AND DANGEROUS GOODS ...... 52 4.7.1 EXCEPTIONAL TRANSPORT ...... 52 4.7.2 TRANSPORT OF DANGEROUS GOODS ...... 52 4.8 SPECIAL MEASURES TO BE TAKEN IN THE EVENT OF DISTURBANCE ...... 53 4.8.1 PRINCIPLES ...... 53

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T ABLE OF CONTENTS

4.8.2 OPERATIONAL REGULATION ...... 53 4.8.3 FORESEEN PROBLEMS ...... 53 4.8.4 UNFORESEEN PROBLEMS ...... 53 4.9 ALLOCATION OF SERVICE FACILITIES ...... 54 5. SERVICES …...... 55 5.1 LEGAL FRAMEWORK ...... 55 5.2 MINIMUM ACCESS PACKAGE ...... 55 5.3 TRACK ACCESS TO SERVICES FACILITIES AND SUPPLY OF SERVICES ...... 55 5.3.1 ACCESS TO SERVICE FACILITIES ...... 55 5.3.1.1 PASSENGER STATIONS AND HALTS ...... 56 5.3.1.2 FREIGHT TERMINALS ...... 56 5.3.1.3 MARSHALLING YARDS AND TRAIN FORMATION FACILITIES ...... 56 5.3.1.4 STORAGE SIDINGS ...... 57 5.3.1.5 MAINTENANCE FACILITIES ...... 57 5.3.1.6 OTHER TECHNICAL FACILITIES ...... 57 5.3.1.7 REFUELLING FACILITIES ...... 58 5.3.2 SUPPLY OF SERVICES IN SERVICE FACILITIES ...... 58 5.3.2.1 SHUNTING ...... 58 5.3.2.2 SETTING A SHUNTING ROUTE ...... 58 5.3.2.3 USE OF THE LOADING GAUGE ...... 59 5.3.2.4 USE OF THE COMPRESSOR TO TEST THE BRAKES ...... 59 5.4 ADDITIONAL SERVICES ...... 59 5.4.1 TRACTION CURRENT ...... 59 5.4.2 SERVICES FOR TRAINS – PREHEATING OF PASSENGER TRAINS ...... 59 5.4.3 SERVICES FOR EXCEPTIONAL TRANSPORTS AND DANGEROUS GOODS ...... 60 5.5 ANCILLARY SERVICES ...... 60 6. CHARGES61 6.1 LEGAL FRAMEWORK ...... 61 6.2 CHARGING PRINCIPLES ...... 61 6.2.1 VALUES OF ELEMENTS IN THE FORMULA ...... 61 SUPPLEMENTS AND DEDUCTIONS IN REGARD TO THE TRANSPORT TYPE ...... 64 6.3 TARIFFS ...... 64 6.3.1 COST PER TRAIN KILOMETRE ...... 64 6.3.2 TARIFFS FOR TRACK ACCESS TO SERVICES FACILITIES ...... 64 6.3.3 SUPPLY OF SERVICES REFERRED TO IN 5.3 ...... 64 6.3.4 ADDITIONAL SERVICES ...... 64 6.3.5 ANCILLARY SERVICES ...... 64 6.4. FINANCIAL PENALTIES AND INCENTIVES ...... 65 6.4.1 NON-USAGE CHARGES ...... 65 6.4.2 LATE CANCELLATION FEES ...... 65 6.5 PERFORMANCE REGIME ...... 65 6.6 EXCEPTIONS TO USAGE CHARGES ...... 67 6.7 COMPENSATION TO THE RUS FOR THE OBSTACLES IN TRAFFIC DUE TO THE INVESTMENT WORKS ...... 67 ANNEXES ...... 68

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GLOSSARY

G LOSSARY OF TERMS AND ABBREVIATIONS

Allocation Allocation of railway infrastructure capacity by the IM.

Access to the PRI The right to use the Public Railway Infrastructure under defined conditions. Path offers and train path studies that are available for the Applicants during Ad hoc catalogue valid timetable period in the ad hoc capacity allocation process in the regular, path fast-track and emergency procedures. Ad hoc train path A capacity allocated for individual train run, available as spare capacity. An undertaking, association of railway undertakings or any other legal entity or natural person that, due to public (country, local community, public service Applicant provider) or commercial interests (freight undertakings, shippers and undertakings in the combined transport), needs a train path. Available capacity for allocation to the Applicants by the IM in the annual Available train path timetable. Basic charge Charge for the minimum service package to use PRI. A catalogue of train paths that are available for the Applicants in the path Catalogue path allocation process for a new timetable period. Price paid by an Applicant for using PRI. The charge is intended to cover the Charge costs of IM to perform its duties. Process by which total access costs are calculated for allocated, used or late Charging cancelled train paths. A section or a part of infrastructure for which the demand for train paths or Congested capacity cannot be fully satisfied during certain periods, even after coordination infrastructure of the different requests for capacity. A process, where the IM and the Applicants try to settle the disputes arisen Coordination from conflicting requests for train paths. Transfer with the railroad vehicles which alone or together with the cargo exceed permitted loading gauge, maximum loading weight, prescribed codes Exceptional transport for rail lines or permitted axle load or load per unit of length and is carried out as exceptional transport. Agreement, which defines rights and obligations of the Applicant and of the RU Framework in relation to infrastructure capacity to be allocated and the related charges for Agreement a period longer than the period of one working timetable period. Infrastructure The potential to schedule train paths, requested for a part of the infrastructure capacity for a specified period. Legal bodies with the status of a legal entity according to the legislation of the Legal entities country where they are registered. Official document, issued by a licencing authority and entitling the railway Licence undertaking to provide services. This capacity may be limited to the provision of specific types of services. Network The entire infrastructure operated by the IM. Act of the IM, which includes information on all scheduled movements of trains Network timetable and track vehicles on the network for the period of its validity. Other concerned Entities, whose business or life are influenced by the transport undertaking stakeholders services (for example, local communities, companies, etc.). Public Rail Railway Infrastructure, owned by the Republic of . Infrastructure Public Railway A legal entity, responsible for maintenance of the PRI, traffic control, Infrastructure infrastructure and signalling network management and train path allocation, as Manager well as charging and collecting charges.

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GLOSSARY

A legal entity or a natural person, whose main activity is independently providing or ensuring rail transport services. It holds a licence for providing Railway Undertaking those services and ensuring train traction. It can be a legal entity or a natural person independently carrying out train traction. An authority, responsible for equal treatment of all stakeholders in the market of rail transport services and ensuring free competition between providers of Regulatory body rail services. It also deals with appeals against the decisions and actions of the IM, undertakings or operators of facilities that deliver railway services, as well as for performing other tasks, prescribed by the legislation. Specialised A section or a part of the Infrastructure preferentially intended for a special type infrastructure of transport and is determined by the IM in the Network Statement. A schedule, defining all planned train movements, designed by an undertaking Timetable for particular timetable period, on the basis of the Network timetable. Timetable period Time period for which the Network timetable is made. Transport infrastructure capacity needed to run a train between two stations Train path over a given time period. Train path Train path construction done by the IM on the basis of the Applicant’s request construction for train path allocation. Train path study Information, which contains the essential elements of a possible train path. Contains particular timetables for the IM’s use for particular lines and all Working timetable undertakings’ particular timetables for that lines.

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GLOSSARY

Public Agency of the Republic of Slovenia for Railway Transport (security AŽP/Agency authority) d.m. state border

ePoti Web application for placing a train path order or cancellation of a train path

ERTMS European Rail Traffic Management System

IM Infrastructure Manager

OSS One Stop Shop Path Coordination System – an international path request coordination system PCS for path applicants PRI Public Railway Infrastructure

RFC Rail Freight Corridor according to the EU Regulation 913/2010 The regulations concerning the international carriage of dangerous goods by RID rail RNE RailNetEurope

RS Republic of Slovenia

RU Railway Undertaking Technical specification for interoperability relating to the telematics applications TAF TSI for freight subsystem of the rail system in the European Union TEN-T Trans-European Transport Network

UIC International Union of Railways

X The working timetable enforcement date or beginning of new timetable period Number of months before the enforcement of new network timetable (N is the X-N number of months in advance). Railway Traffic Safety Act (Official Journal of the RS, No. 99/2015 – official ZVZelP consolidated text, 91/13, 82/15 and 84/15) Railway Transport Act (Official Journal of the RS, No. 99/2015 – official ZZelP consolidated text)

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G ENERAL INFORMATION

1. GENERAL INFORMATION

1. 1 I NTRODUCTION

In the Republic of Slovenia the PRI Manager (hereinafter IM) is the company Slovenske železnice – Infrastruktura, d.o.o. ( – Infrastructure Ltd). More information on the company can be found on the following website: http://www.slo-zeleznice.si/en/infrastructure.

In accordance with the provisions of the Railway Transport Act (hereinafter: “ZZelP”) and the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure, the IMs issues a Network Statement for each timetable period, which contains detailed explanation of the general rules, terms, procedures and criteria in relation to charging and performance regime. It also contains information required to apply for infrastructure capacity allocation, possible additional and ancillary services, as well as other information.

1. 2 O BJECTIVES

The fundamental objectives to be achieved by the Network Statement are the following:  to offer the Applicants the information necessary to participate in the path allocation process;  to determine the terms, which the Applicants shall meet and consider them in the path allocation process;  to provide fundamental information on the rail infrastructure and services;  to inform the Applicants of the terms of PRI use.

1. 3 L EGAL FRAMEWORK

The Network Statement is prepared in accordance with:  ZzelP – Railway Transport Act;  ZVZelP – Railway Traffic Safety Act;  Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure (Official Journal of the RS, No. 44/16);  Decree on categorisation of railway lines (Official Journal of the RS, No. 4/2009, 5/2009,62/2011, 66/2012);  Commission Decision 2002/844/EC amending Directive 2001/14/EC in respect of the date for changing the working timetable for rail transport.

1. 4 L EGAL STATUS

1.4.1 G E N E R A L REMARKS

The Network Statement is an act adopted by the Public Railway Infrastructure Manager of the Republic of Slovenia, which in cooperation with the Ministry of transport, security and regulatory body, applicants and other concerned stakeholders is elaborated by the IM for each individual timetable period. The Network Statement presents general characteristics of the Public Railway Infrastructure capacity and indicates all restrictions relating to the capacity usage. It also includes information on conditions for access to the services facilities, associated with the PRI network and the conditions for the service management in those facilities. The Network Statement specifically defines rules, deadlines, criteria and procedures for train path allocation and infrastructure capacity, as well as specifies the charging system for the use of infrastructure. In addition, it specifies the rules, criteria and procedures in connection with the performance regime in rail transport.

1.4.2 L IABILITY

The Network Statement is a document of an informative nature, without any contractual power. The information published in the Network Statement has no influence on the national legislation.

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G ENERAL INFORMATION

The IM shall not be responsible for any false information in the Network Statement regarding the rail infrastructure and the services that are beyond its competence. The Network Statement is prepared on the basis of available information and applicable legislation as of 30th November 2016. The legislation under preparation has not been considered. In case of incompatibility of the Network Statement’s provisions with the applicable legislation, the provisions of the legislation shall be applied. All regulations and technical documents that come into force after the publication of the Network Statement shall be considered while interpreting the provisions of the Network Statement. The information in the Network Statement on the planned changes to the PRI and/or the conditions of its use may be applied for individual timetabled period for information purposes, as well as for assisting the path allocation process; however the IM is not obliged to also carry out those changes.

1.4.3 Q UERIES AND A PPEALS PROCEDURE

The applicants may ask for any explanation or additional information about the Network Statement from the IM (the contact points are indicated in Section 1.8) in written form, by e-mail or fax. The IM shall respond to the request no later than 15 (fifteen) days. Appeals filed in regard to the Network Statement and its criteria shall be resolved by the regulatory body at the Agency for Communication Networks and Services of the Republic of Slovenia, Railway traffic department.

1. 5 S TRUCTURE OF THE N E T W O R K S TATEMENT

The structure and contents of the Network Statement divert from the Common Structure, issued and annually updated by RNE. The latest version of the document dated 7th February 2017 is available in English on the RNE website. The Network Statement is divided into six main chapters, as follows: 1. General information 2. Access Conditions 3. Infrastructure 4. Capacity Allocation 5. Services 6. Charges

1. 6 V ALIDITY AND U P D A T I N G P ROCESS

1.6.1 V A L I D I T Y P ERIOD

The information contained in the Network Statement 2019 is valid for the timetable period 2018/2019, from 09th December 2018 to 7th December 2019.

1.6.2 U PDATING PROCESS

The IM shall update and amend the Network Statement if appropriate. While preparing amendments the IM shall cooperate with the Ministry of Transport, security and regulatory body, applicants and the other concerned stakeholders. The IM shall notify all applicants which have been allocated train paths, on the amendments to the Network Statement no later than 15 (fifteen) days before their enforcement. The essential changes concerning the fee charging system shall be published no later than 3 (three) months before the start of the next timetable period (X – 15). In case the changes take place due to new or amended national regulations, the changes in the Network Statement come into force immediately or on the enforcement date of the amendments in national regulations.

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G ENERAL INFORMATION

1. 7 P UBLISHING

The Network Statement is published and available on the following website: http://www.slo-zeleznice.si/sl/infrastruktura/dostop-do-infrastrukture/program-omrezja. In case of amendments to the Network Statement the very last valid version is published on the website. The version number and date of issue are indicated on the cover page of the Network Statement. The Network Statement is available also in English. In case of doubt in the English version, the Slovenian version shall be used for interpretation. The English version can be found on the following website: http://www.slo-zeleznice.si/en/infrastructure/access-to-public-rail-infrastructure/network- statement. The printed copy of the Network Statement can be requested from the IM in written form, by e-mail or fax, at a current cost of 87,50 EUR for printing and delivery in the Republic of Slovenia.

1. 8 C ONTACTS

For any additional information and inquiries about the Network Statement, as well as to order the Network Statement in print, the Applicants may contact: Slovenske železnice - Infrastruktura d.o.o. Kolodvorska 11, 1000 Contact details for different fields of activity are shown in the table below.

FIELD OF ACTIVITY CONTACT OFFICE CONTACTS

Phone: +386 1 29 13 474 General Information OneStopShop (OSS) Fax: +386 1 29 12 960 E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana Network Statement Phone: +386 1 29 13 226 Planning, Technology and Fax: +386 1 29 12 960 Path allocation Engineering Department E-mail: [email protected] Charge Address: Trg OF 6, 1000 Ljubljana Phone: +386 1 29 13 075 Planning, Technology and Fax: +386 1 29 12 960 Performance regime Engineering Department E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana Phone: 01 29 13 478 Access Contract Planning, Technology and Fax.: 01 29 14 822 Engineering Department E-mail: [email protected] Naslov: Trg OF 6, 1000 Ljubljana Phone: +386 1 29 13 474 Path allocation in regular and late Planning, Technology and Fax: +386 1 29 12 981 procedures Engineering Department E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana Phone: +386 1 29 13 078 Planning, Technology and Fax: +386 1 29 12 982 Allocation for exceptional transport Engineering Department E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana Phone: 02 234 14 27 Licences and safety certificates AŽP Fax.: 02 234 14 52 E-mail: [email protected] Naslov: Kopitarjeva ulica 5, 2000

Ad hoc requests in fast-track procedure

JOB FUNCTIONS FIELD OF ACTIVITY

T RAIN PATHS FOR PASSE NGER SERVICE Planning, Technology Phone: +386 1 29 13 474 and Engineering Fax: +386 1 29 12 981 Department E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana

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G ENERAL INFORMATION

T R A I N P A T H S FOR INTERNATIONAL FR EIGHT TRANSPORT AND T R A I N P A T H S CROSSING SEVERAL T R A F F I C C O N T R O L C E N T R E S T R A F F I C C O N T R O L C E N T R E L JUBLJANA AREA , EXCEPT THE LOCOMOTIVE Traffic Control Centre TRAIN PATHS AND TRAI N PATHS FOR THE PRI MAINTENANCE Dispatcher Ljubljana Phone: +386 1 29 13 361 Fax: +386 1 29 12 981 E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana

T R A F F I C C O N T R O L C E N T R E L JUBLJANA AREA - THE LOCOMOTIVE TRAIN PATHS AND TRAIN PATH S F O R T H E PRI MAINTENANCE Phone: +386 1 29 15 733 Train Dispatcher Fax: +386 1 29 12 828 E-mail: [email protected] Address: Trg OF 6, 1000 Ljubljana

T R A F F I C C O N T R O L C E N T R E M ARIBOR AREA Phone: +386 2 29 22 361 Traffic Control Centre Fax: +386 2 29 22 715 Dispatcher Maribor E-mail: [email protected] Address: Partizanska 50, 2000 Maribor

T R A F F I C C O N T R O L C E N T R E P OSTOJNA AREA Phone: +386 5 29 62 361 Traffic Control Centre Fax: +386 5 29 62 383 Dispatcher Postojna E-mail: [email protected] Address: Kolodvorska 25b, 6230 Postojna

Connected Railway Networks

COUNTRY INFRASTRUCTURE MANAGER CONTACTS

ÖBB Infrastruktur AG Praterstern 3 Austria 1020 Wien www.oebb.at/infrastruktur Phone: +43 1 93000-0 Antuna Mihanoviča 12 HŽ – Infrastruktura d.o.o. 10000 www.hzinfra.hr Phone: +385 1 378 33 01 RFI – Rete Ferrovia Italia SpA. Piazza della Croce Rossa 1 Italy www.rfi.it Roma

MAV Co. H-1087 Hungary Könyves Kalman krt. 54-60 www.mav.hu Phone: +36 1 511 4801

1. 9 R AIL FREIGHT CORRIDOR S

In 2010 the European Parliament and the Council laid down rules for the establishment of a European rail network for competitive freight, consisting of international freight corridors. The aim was to achieve reliable and good quality railway freight services to be able to compete with other modes of transport. The main objective to initiate Regulation 913/2010/EU (hereinafter: “the Regulation”) was to improve the services provided by the IMs to international freight operators. Several initiatives have contributed to the creation of the corridors' concept: the 1st railway package, the TEN-T programme, cooperation among Member States and IMs within the framework of ERTMS, and the deployment of TAF TSI. Through the regulation the European Union intends to act in the following main areas:  improving coordination among IMs;  improving the conditions of access to infrastructure;  ensuring adequate priority for freight trains;

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G ENERAL INFORMATION

 improving intermodality along the corridors. In order to rich these goals, the European Union designed nine initial international rail freight corridors in the EU rail network. The main parameters of the RFCs are included in the table below (Regulation 1316/2013/EU).

ESTABLISHMEN MEMBER (1) CORRIDOR PRINCIPAL ROUTES T OF FREIGHT STATES CORRIDORS NL, BE, Zeebrugge – Antwerpen/Amsterdam/Vlissingen/Rotterdam – Rhine – Alpine By 10.11.2013 DE, IT Duisburg – [Basel] – Milano – Genova Glasgow/Edinburgh/Southampton/Felixstowe – London/ NL, BE, North Sea - Dunkerque/ Lille/Liège/Paris/Amsterdam – Rotterdam – LU, FR, By 10.11.2013 Mediterranean Zeebrugge/Antwerpen – Luxemburg – Metz – Dijon – Lyon/[Basel] UK – Marseille SE, DK, Stockholm/[Oslo] /Trelleborg – Malmö – København – Hamburg – Scandinavia – DE, AT, Innsbruck – Verona – La Spezia/Livorno/ By 10.11.2015 Mediterranean IT Ancona/Taranto/Augusta/Palermo Sines – Lisboa / Leixões – Madrid – Medina del Campo/ PT, ES, Bilbao/San Sebastian – Irun – Bordeaux – Paris/Le Havre/ Metz – Atlantic By 10.11.2013 FR, DE Strasbourg/Mannheim Sines – Elvas/Algeciras

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G ENERAL INFORMATION

PL, CZ, Świnoujście/Gdynia – Katowice – Ostrava/Žilina – Bratislava/ Baltic – Adriatic SK, AT, Wien/Klagenfurt – Udine – Venezia/ /Bologna/Ravenna By 10.11.2015 IT, SI Graz – Maribor – Ljubljana – /Trieste Almeria – Valencia/Algeciras/Madrid – Zaragoza/Barcelona – ES, FR, Marseille – Lyon – Turin – Milano – Verona – Padova/Venezia – Mediterranean IT, SI, Trieste/Koper – Ljubljana – Budapest By 10.11.2013

HU, HR Ljubljana/ – Zagreb – Budapest – Zahony (Hungarian – Ukrainian border) – Bucureşt – Constanţa CZ, AT, Bremerhaven/Wilhelmshaven/Rostock/Hamburg – Praha – Orient/East- SK, HU, /Bratislava – Budapest By 10.11.2013 Med RO, BG, EL, DE – Vidin – Sofia – Burgas/Svilengrad (Bulgarian –Turkish border)/ Promachonas – – Athina – Patras DE, NL, Wilhelmshaven/Bremerhaven/Hamburg/Amsterdam/Rotterdam/ North Sea – BE, PL, (2) Antwerpen – Aachen/Berlin – Warsaw – Terespol (Poland-Belarus By 10.11.2015 Baltic” LT, LV, border)/Kaunas – Riga – Tallinn EE Strasbourg – Mannheim – Frankfurt – Nürnberg-Wels FR, DE, Strasbourg – Stuttgart – München – – Wels – Wien – Rhine – AT, SK, Bratislava – Budapest – Arad – Braşov/Craiova – Bucureşti – (3) By 10.11.2020 Danube HU, RO, Constanţa CZ Čierna and Tisou (Slovak/ Ukrainian border) – Košice – Žilina – Horni Lideč – Praha – München/Nürnberg (1) ʼ/ʼ means alternative routes. In line with the TEN-T guidelines, the Atlantic and the Mediterranean corridors should in the future be completed by the Sines/Algeciras – Madrid – Paris freight axis, that crosses the central Pyrenees via a low elevation tunnel.

(2) Until the realisation of a Rail Baltic line in 1435 mm nominal , the specifications of different track gauge systems shall be taken into account in the establishment and operation of this corridor. (5) The creation of this corridor shall be based on the market studies and take into consideration the aspect of existing passenger and freight transport in line with Article 14(3) of this Regulation. The section Čierna and Tisou (Slovak/Ukrainian border) – Košice – Žilina – Horni Lideč – Praha shall be established by 10th November 2013.

Two RFCs are crossing Slovenia, namely Baltic – Adriatic (RFC5) and Mediterranean (RFC6).

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G ENERAL INFORMATION

1.9.1 B A L T I C – A D R I A T I C R AIL FREIGHT CORRIDOR

The Baltic – Adriatic Corridor (RFC 5) starts in Poland and runs across Czech Republic, Slovakia, Austria and Slovenia to Italy. corridor It starts at the port of Gdynia (alternative route starts in city Świnoujście on the Baltic Sea), from where runs to Katowice via Ostrava and Breclav to Vienna. The alternative route between Katowice and Vienna passes through Slovakian cities Žilina and Bratislava. From Vienna the corridor runs via Klagenfurt and Udine to . The alternative route branches in Bruck an der Mur to the Graz and continues via Maribor, Ljubljana and Divača to Koper. From Divača an alternative route runs via Sežana to Trieste, where an alternative route is settled also from Udine. From Venice the route continues to Bologna with a connection to Ravenna. Rail freight corridor 5 was established on 10th November 2015, except the section Świnoujście – Katowice, which will be established by 10th November 2018. The Permanent Management Office (PMO) is based in Warsaw, Poland and within C-OSS system provides the applicants all the information about the infrastructure capacities on the corridor. Address: RFC 5 Permanent Management Office 74 Targowa St 03-734 Warsaw Poland One-Stop-Shop: Phone: +39 313 804 7616 E-mail: [email protected] More information on Rail freight corridor 5 is available on the website: www.rfc5.eu/.

1.9.2 M EDITERRANEAN RAIL FR EIGHT CORRIDOR

The Mediterranean rail freight corridor (RFC 6) runs from Spain via France, Italy and Slovenia to Hungary. It starts at the port of Almeria (Spain), from where runs via Valencia, Barcelona (connection with Madrid and Zaragoza), Marseille, Lyon, Turin, Milan, Verona, Padua, Venice, Trieste, Sežana, Divača (connection with Koper), Ljubljana and Budapest to Zahony (Hungarian-Ukrainian border). From Barcelona the corridor continues through Marseille, Lyon, Turin, Milan, Verona, Padua, Venice and Ljubljana to Budapest. Between Venice and Ljubljana an alternative route from Trieste and Koper joins the corridor. In addition an alternative route runs to Budapest and further to Zahony on the Hungarian-Ukrainian border from Croatian port of Rijeka via Zagreb. Rail freight corridor 6 was established on 10th November 2013, except the section between – (Rijeka)Zagreb – Budapest, which will be established by 10th November 2016. The Permanent Management Office (PMO) is based in Milan (Italy) and within C-OSS system provides the applicants all the information about the infrastructure capacities on the corridor. Address: RFC 6 Permanent Management Office Greco Pirelli, Via Ernesto Breda 38 (CAP) Milano (Italy) One-Stop-Shop: Phone: +39 324 829 8130 E-mail: [email protected] More information on Rail freight corridor 6 is available on the website: www.railfreightcorridor6.eu/.

NETWORK STATEMENT 2019 13

G ENERAL INFORMATION

1. 10 R AIL N ETE UROPE – I NTERNATIONAL ASSOCIATION OF E U R O P E A N RAIL INFRASTRUCTURE M ANAGERS

RailNetEurope (RNE) was created in January 2004 on the initiative of a number of European railway Infrastructure Managers and Allocation Bodies (IMs/ABs). As a non-profit making association of Infrastructure Managers and Allocation Bodies (IMs/ABs), it is dedicated to facilitating international traffic on the European Rail Infrastructure. RNE is committed to facilitating international traffic on the European rail infrastructure. It provides support to Railway Undertakings (RUs) in their international activities (both for freight and passengers) and strives to increase the efficiency of the IMs’/ABs’ processes. As a trans-European association, RNE plays a pivotal role in encouraging the industry to follow harmonised, transparent and non- discriminatory rules in the international railway business. Together, the Members of RailNetEurope are making international rail transport conditions more uniform and introducing a corporate approach to promote the European railway business for the benefit of the entire rail industry across Europe. In its day-to-day work, RNE’s task is to simplify, harmonise and optimise international rail processes such as Europe-wide timetabling, sales (including Network Statements), traffic management and after- sales services (e.g. reporting). These tasks are carried out by four standing working groups and by ad hoc project groups co-ordinated by the RNE Joint Office, which is based in Vienna, Austria. RNE international working groups and boards are striving to make seamless cross-border rail services across Europe a reality – whether this is by creating common standards for data exchange, easing inter-personal communication between traffic control centres or agreeing timetabling procedures for new train path products. Following the publication of the Rail Freight Regulation 913/2010 for a European rail network for competitive freight RNE additionally received the mandate to become the service provider of choice and expert support provider for corridor organisations in the areas of developing and operating methods, processes and developing and operating tools. In 2014, this mandate was extended in order to achieve a stronger harmonisation of the different RFCs’ implementation approaches. Now RNE’s tasks also include ensuring that harmonised processes and tools are applied on various corridors to the benefit of both Railway Undertakings (RUs) and non-RU Applicants, as well as IMs and ABs that are part of several RFCs. RFCs also participate in the RNE General Assembly and they have been offered Associate Membership of RNE. RNE also provides support to its Members as regards compliance with the European legal framework. Last, but not least, dedicated IT tools are also being streamlined and harmonised wherever necessary, and RNE’s own IT systems are gradually being rolled out across Europe. Currently, RailNetEurope is a partnership of 35 IMs/ABs, who are either full or associated members, or candidate members. All in all their rail networks add up to well over 230 000 km.

1.10.1 O NES TOP S HOP

Phone: +386 1 29 13 474 Fax: +386 1 29 12 960 OneStopShop LEŠNIK Peter E-mail: [email protected] Address: Kolodvorska ul. 11, 1000 Ljubljana

RNE has established one OSS contact point in every member country. Each customer can choose its favoured OSS contact point for all its needs regarding international rail services. From the initial questions related to network access to international path requests and performance review after a train run – all these issues and more are handled by one contact point for the whole international train journey at the customers' convenience. Customers of RNE Members who run international rail services can therefore make use of the RNE One Stop Shop’s bundle of services:  A network of contact points guiding customers through the whole range of procedures: gaining information on network access, planning of efficient international rail transport, international train path management (ITPM) and performance review after train operation.

NETWORK STATEMENT 2019 14

G ENERAL INFORMATION

 Response times have been standardised at a customer-friendly level – the attainment of these service levels is currently being tested.  OSS experts drawn from sales and timetabling merge their expertise in these fields to serve customers together with the OSS contact points.  IT tools further assist applicants by giving price estimates for rail infrastructure use, by coordinating international train path ordering and supply processes, and by tracking and tracing international trains in real time. The list of OSS contacts is available at: www.rne.eu/oss_network.html.

1.10.2 RNE TOOLS

PCS (Path Coordination System) is a web application provided by RNE to Infrastructure Managers (IMs), Allocation Bodies (ABs), Rail Freight Corridors (RFCs), Railway Undertakings (RUs) and non - RU Applicants, which handles the communication and co-ordination processes for international path requests and path offers. PCS also assists RUs and non-RU Applicants in their pre-co-ordination tasks related to train path studies and international train path requests. RNE provides a PCS Integration Platform (PCS IP), a direct communication channel between PCS and the domestic systems of RUs and IMs/ABs allowing two-way data interchange. With this module, one of the major obstacles to the use of PCS in the freight business has been eliminated: RUs and IMs/ABs no longer have to provide the same information about an international train path request twice (once in the national system and once in PCS) – it is now possible to automatically synchronize the international train path request data between national systems and PCS. In November 2013 PCS was ready to be the tool for handling (publish, request, allocate) Pre-arranged Paths (PaPs) according to the RFC Regulation 913/2010. In the meantime, the system is continuously being improved based on the experiences of RUs, IMs and RFCs, in order to make PaP process for freight trains faster and more flexible. For more information, please visit the website http://pcs.rne.eu/, or write to the helpdesk [email protected].

CIS (Charging Information System) is RNE’s international access charge estimation tool, designed to provide customers with pricing information. A web-based umbrella system for the various infrastructure charging systems, it can calculate the price for the use of international train paths within minutes, 24 hours a day – including charges for train paths, station fees and shunting fees. The current objective of CIS’s development is to align the information provided by CIS with the information in the Network Statements. The CIS website is at http://cis.rne.eu/, and the helpdesk may be contacted by [email protected].

TIS (Train Information System) is an easy-to-use, web-based application which visualises international trains from origin to destination. It supports international train management by delivering data concerning international passenger and freight trains along RNE corridors and Rail Freight Corridors. Following the request of some internationally active Railway Undertakings TIS is now processing a defined amount of national trains as well in order to simplify data exchange and optimise the information process. Additionally, a specific function has been developed for Terminals along the rail freight corridors so that they can take advantage of the TIS information exchange as well. TIS delivers real-time train data directly to the users via internet and generates reports based on historical data. TIS consists of two products: 1. The real-time train information overview gathers, centralises and publishes information on train running on most of the RNE corridors and RFC. Current participants: Austria, Belgium, Bulgaria*, Croatia, Czech Republic, Denmark, France, Germany, Hungary, Italy, Luxembourg, Norway*, Poland, Portugal, Romania*, Slovakia, Slovenia, Spain*, Sweden, Switzerland, The Netherlands (*Contract signed, implementation in progress).

NETWORK STATEMENT 2019 15

G ENERAL INFORMATION

Data portfolio:  current and past train location;  timetable information;  delay information and reasons for delay. 2. The reporting function enables the monitoring and analysis of train and delay information. Data portfolio:  punctuality and delay analysis;  data quality analysis;  system performance analysis. In the meantime, TIS has been optimised and is now able to process both in-bound and outbound TAF TSI messages from/to the IMs, and outbound TAF TSI messages to the RUs directly. Currently, TIS applicants are IMs, RUs and Terminal Operators. TIS may be accessed via http://tis.rne.eu/, and the helpdesk may be contacted by email [email protected].

NETWORK STATEMENT 2019 16

ACCESS CONDITIONS

2. ACCESS CONDITIONS

2. 1 I NTRODUCTION

The conditions to access the Public Railway Infrastructure are defined in the ZZelP, the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure, Commission Regulation 653/2007/EC of 13th June 2007 on the use of the common European format for safety certificates and application documents in accordance with Article 10 of Directive 2004/49/EC of the European Parliament and of the Council and on the validity of safety certificates delivered under Directive 2001/14/EC of the European Parliament and of the Council (Official Journal of the EU, No. 153 of 14th June 2007), as well as the Decree on the qualification procedure for the licensing of Railway Undertakings, the withdrawal of the licence or extension of its validity, and the notification procedure of foreign Licensing Authorities (Official Journal of the RS, No. 34/2001, 122/2007).

2. 2 G E N E R A L AC C E S S R EQUIREMENTS

To implement railway traffic operations and other work on the PRI the RUs are required to comply with the rules and procedures prescribed by both international and national regulations that govern the rail traffic safety, including:  ZVZelP – Railway Traffic Safety Act;  Traffic Rules (Official Journal of the RS, No. 50/2011);  Rules on the signalling devices (Official Journal of the RS, No. 123/2007, 18/2011, 48/2011);  Rules on brakes, safety devices, special devices and equipment of railway vehicles, (Official Journal of the RS, No. 122/2007, 30/2009);  Station rules of operations (1st and 2nd parts), technological processes of work, manuals and reports of the IM and technical information on the PRI, which are available in Slovenian language with assigned login and password at: www.slo-zeleznice.si/sl/infrastruktura/osebna- izkaznica/predpisi/operativni-predpisi-za-prevoznike.

2.2.1 C ONDITIONS FOR A PPLYING FOR C APACITY The IM allocates train paths under the conditions as provided in ZZelP. The train paths of the PRI may be allocated to Applicants who are RUs or other legal entities, registered in European Union member states, and need a train path to transport passengers and/or goods in public or commercial interest. A train path might be allocated also to an Applicant that is not headquartered in a European Union member state but reciprocal conditions and procedures are signed with the country, where the Applicant is registered, upon the train path allocation. An Applicant cannot transfer its rights to the allocated train path to another Applicant or use it for another service. Within the RFC the train path can be requested directly at the Corridor OSS (C-OSS). The procedure of requesting train paths on the RFC is precisely described in Section 4.2.1.

2.2.2 C ONDITIONS FOR A CCESS T O T H E PRI

Rail transport services may be provided or ensured only by a RU. In case the Applicant is not a RU, it shall appoint a RU for rendering rail transport services. The designated RU must hold a valid safety certificate for the line section of the allocated train path. The Applicant shall appoint a RU no later than 30 (thirty) days before the implementation of transport services, namely, 30 (thirty) days before the scheduled train run on the allocated path. The RU must fulfil the following conditions:  possess a valid licence, issued by the Agency or a licensing authority of an European Union member state;  possess a valid safety certificate, issued by the Agency;  presents a contract for the access to and use of PRI, singed with the IM.

NETWORK STATEMENT 2019 17

ACCESS CONDITIONS

2.2.3 L ICENC ES

In the Republic of Slovenia valid licences are only those issued by the Agency or by licensing authorities of European Union member states. The Agency shall issue or, after 5 (five) years of issuing licence, extend the licence validity of the RUs, registered in the Republic of Slovenia, if they prove to have fulfilled the terms for obtaining the licence as defined in Article 16 of the ZZelP. A licence issued by the Agency is valid until revocation of its validity. The Agency can only suspend the licence or revoke its validity because of reasons defined in the Article 17 of the ZZelP. The detailed information related to the procedures of qualification for licensing, its temporary suspension, withdrawal and extension is available at the Agency (contact details are indicated in Section 1.8).

2.2.4 S A F E T Y C ERTIFICATE

In order to acquire a train path, the Applicant must present a valid safety certificate that proves the fulfilment of the traffic safety requirements prescribed by the ZVZelP, as well as attests the implementation of appropriate special measures to ensure rail traffic safety requirements. In case the Applicant is not a RU and seeks to acquire a train path, it must prove that a RU, acting on its behalf and holding a safety certificate can ensure the transport services on the requested train path. The Agency shall issue a safety certificate to an Applicant, holding a valid licence:  if it fulfils prescribed technical and operating conditions for rail transport services and obligatory safety requirements for the staff;  that the Applicant's staff, responsible for operating and monitoring trains, have proper qualifications to fulfil the traffic rules which ensure safety in rail transport;  that the rolling stock, operating on the railway lines of the Public Railway Network in the Republic of Slovenia meets the terms and requirements defined in the ZVZelP and the regulations derived from that Act. The criteria for acquiring safety certificates are defined in detail in the Commission Regulation No. 653/2007/EC of 13th June 2007 on the use of a common European format for safety certificates and application documents in accordance with Article 10 of Directive 2004/49/EC of the European Parliament and of the Council and on the validity of safety certificates delivered under Directive 2001/14/EC of the European Parliament and of the Council (Official Journal of the EU, No. 153 of 14th June 2007). The valid safety certificates are only those issued by the Agency. A safety certificate is valid until the RU meets the terms for its acquisition, but no longer than 5 (five) years from the date it was issued. The detailed information relating to the procedures for obtaining and extending the safety certificate and the reasons for its suspension is available at the Agency (contact details are indicated in Section 1.8).

2.2.5 C O V E R O F L IABILITIES

In order to obtain a train path, a RU must present evidence of being able to cover any possible reimbursements resulting from its liability for damage appearing when performing its operations on the PRI, which is owned by the Republic of Slovenia. In order to show fulfilment of this condition, before signing an Access Contract, the RU shall present a statement from the insurance company, or any other document showing the method and capability of covering the liabilities for damages arising as a consequence of performing the activities on the PRI owned by the Republic of Slovenia.

2. 3 G E N E R A L B USINESS /CO M M E R C I A L C ONDITIONS

2.3.1 C ONTRAC T S W I T H RUS

For the use of the PRI the RU must sign an Access Contract with the IM for the access to the PRI and for the track access to the service facilities.

NETWORK STATEMENT 2019 18

ACCESS CONDITIONS

The Access Contract includes general and technical provisions and defines mutual relationships between the RU and IM in relation to technical and other security measure assurance in the rail traffic. Beside that with the Access Contract they regulate relationships regarding the track access to the service facilities, stated in Section 5.3. The General Business/Commercial Conditions to access to the PRI, published in Annex 2A of the Network Statement is an integral part of an Access Contract between the IM and the RU. It defines the general rights and liabilities of the IM and the RU. The Access Contract shall be signed in a written form and is valid for the Network timetable period for which the train path was allocated. Before performing transport services, the RU shall sign a contract with the IM on PRI usage charge payment. The contract specifies mutual responsibilities concerning the calculation and payment terms for PRI usage and includes information on accounting securities with calculated fees, as well as other provisions in regard to securities. Unless the above described contracts are signed, the Applicant has no access to the PRI. For the provision of services, the special contract must be concluded between the RU and the operator of service facilities. The contract is based on market principles and specifies mutual relationships and the amount of payment for the services offered by the operator of services.

2.3.2 C O N T R A C T W I T H N ON- RU A PPLICANTS

An applicant who is not a RU shall sign a contract with the IM on PRI usage charge payment from the second paragraph of the previous chapter. In order to provide transport services, the applicant shall sign a contract with a RU, who will rendering rail transport services and notify the IM of the designated RU no later than 30 (thirty) days before the implementation of transport services.

2 .3.3 F R A M E W O R K A GREEMENT

The IM and the Applicant may sign a Framework Agreement defining their rights and responsibilities relating to the infrastructure capacity to be allocated and usage charge for a period longer than the period of the Network timetable's validity. The Framework Agreement does not specify the infrastructure capacity in detail, but seeks to meet the legitimate commercial needs of the Applicant. The provisions for signing a Framework Agreement and the content of the Agreement are specified in Article 15e of the ZZeIP. Before signing the Framework Agreement the Applicant must obtain prior approval of the regulatory body.

2. 4 O PERATIONAL R ULES

The national regulations, which have to be followed and adhered to when using the railway infrastructure capacity in the Republic of Slovenia, are regulated and enforced by the Agency. The regulations are available on the Agency website: www.azp.si/sl/zakonodaja-in-dokumenti. The traffic regulations of the IM, which the RUs have to apply and comply to while using the PRI capacities in the Republic of Slovenia, are available to the RUs in Slovenian language with login and password on the following website: www.slo-zeleznice.si/sl/infrastruktura/osebna-izkaznica/predpisi/operativni-predpisi- za-prevoznike. Slovenian is the formal working language, mandatory for all communications in the sphere of PRI between the staff of the IM and the RU, except on interchange stations, where the communication language is specified by a separate agreement between neighbouring Railway IMs.

2. 5 E XCEPTIONAL T RANSPORT

The exceptional transports are carried out as transportation of exceptional consignment by a regular train or as transportation of exceptional consignment by a special train. The IM’s permission is required for the exceptional transport. The permission defines the conditions and the method of transportation, as well as the expenditure to be reimbursed, specified for the transport of exceptional consignment. The IM shall decide on providing the exceptional consignment no later than 15 (fifteen) days after the submission of the request.

NETWORK STATEMENT 2019 19

ACCESS CONDITIONS

The technical regulations, definition of exceptional consignments, conditions for acquiring permission and method for defining the transport conditions are specified in the national legislation, which regulates the transport of exceptional consignments (Traffic regulations). Trial run of a railway vehicle can be treated as exceptional transport as well. More precise provisions regarding the exceptional transports are stated in Section 4.7.1. For any further information related to the transport conditions on PRI, the RU should contact the IM (contact details are indicated in Section 1.8).

2. 6 D A N G E R O U S G OODS

Goods are considered as dangerous if they are stated in the list of dangerous goods and are part of the Directive on the Carriage of Dangerous Goods (RID). For transporting dangerous goods the RU’s vehicles, which will run on the PRI tracks shall meet the requirements, and the staff controlling and monitoring the trains must be qualified in accordance with the ZVZelP and the regulations derived from that Act. A RU validates its qualification by acquiring a safety certificate. More precise provisions as well as restrictions with regard to the transport of dangerous goods are stated in Section 4.7.2.

2. 7 R O L L I N G S T O C K AC C E P T A N C E P ROCESS

By acquiring a safety certificate, a RU shall prove that the rolling stock and the vehicles on the railway lines of the public rail network in the Republic of Slovenia meet the terms and requirements as defined in the ZVZelP and the regulations issued on the basis thereof. For any further information in regards to rolling stock acceptance, please refer to the Agency contact point (indicated in Section 1.8) for licences and safety certificates.

2. 8 S T A F F A C C E P T A N C E P ROCESS

The requirements, referring to the professional qualifications of the RU’s staff are met, when RU proves to have established an organised operation which guarantees appropriate knowledge or experiences necessary for safe and reliable control of the operations, defined in the safety certificate. For the purpose of acquiring the safety certificate, the RU, inter alia, must prove proper qualifications of its staff to run a train on the specified railway lines or sections of lines. To get these skills, a RU which intends to acquire a safety certificate, shall sign a contract with a RU which already holds a safety certificate for that line or section, to accompany the driver - pilot during a trial run. The RU which ensures the accompaniment, also orders the necessary train path for trail run. For any further information in regards to staff acceptance please refer to the Agency staff for licences and safety certificates.

NETWORK STATEMENT 2019 20

INFRASTRUCTURE

3. INFRASTRUCTURE

3. 1 I NTRODUCTION

The Public Railway Infrastructure consists of the facilities and equipment necessary for undisturbed public rail service, as well as the associated land, which is used for the predetermined functional purposes. The PRI is established for public good, is owned by the state and is used in a way and under the conditions, defined in the ZZelP, as well as regulations issued on the basis thereof.

3.2. S L O V E N I A N PRI N ETWORK

The rail network in the Republic of Slovenia is defined in the Decree on categorisation of railway lines. Depending on traffic volume, economic importance and role in connecting the railway traffic, rail lines are divided into main and regional lines. In the following figures and tables the basic data of the PRI lines are shown. More detailed information can be found in the Annex 3 A.

NETWORK STATEMENT 2019 21

INFRASTRUCTURE

. CONSTRUCTION LENGTH OF THE LINE WITH

. MAIN RUNNING TRACKS (KM)

.

NATIONAL NAME OF THE LINE SINGLE DOUBLE REGIONAL

TRACK

/ TRACK TRACK LINE NO LINE

LENGTH

- LINE LINE

LINE NO LINE WHOLE LINE

NATIONAL CAT NATIONAL LINE OF THE E LINE CATEGORY MAIN E70 10 d.m.* – - Ljubljana M D3 114,751 114,751 229,502 E69 20 Ljubljana – – d.m. M E65 D3 70,898 62,440 8,458 79,356 21 Ljubljana Šiška – Graben R C4 23,010 23,010 23,010 E67 30 Zidani Most – Šentilj – d.m. M C3 108,274 15,647 92,627 200,901 E69 31 – R C3 37,967 37,967 37,967 32 d.m. – Rogatec – Grobelno R C3 36,496 36,496 36,496 33 d.m. – - Stranje R C4 14,236 14,236 14,236 34 Maribor – Prevalje – d.m. R B2 82,672 82,672 82,672 40 – Ormož M E69 C3 40,273 40,273 40,273 41 Ormož – Hodoš – d.m. M T69 C3 69,215 69,215 69,215 42 Ljutomer – Gornja Radgona R C2 23,050 23,050 23,050 43 d.m. – Lendava R B2 5,216 5,216 5,216 44 Ormož – Središče – d.m. M E69 C3 11,615 11,615 11,615 E70 50 Ljubljana – Sežana – d.m. M E69 D3 116,592 116,592 233,184 E65 60 Divača – branching Prešnica M E69 D3 16,479 16,479 16,479 61 bran. Prešnica – Podgorje – d.m. R C2 14,721 14,721 14,721 62 branching Prešnica – Koper M E69 D3 31,553 31,553 31,553 64 – – d.m. M E65 C2 24,405 24,405 24,405 70 Jesenice – Sežana R C2 129,185 129,185 129,185 branching Šempeter pri Gorici – 71 R C2 1,855 1,855 1,855 Vrtojba – d.m.

NETWORK STATEMENT 2019 22

INFRASTRUCTURE

72 Prvačina – Ajdovščina R C2 14,833 14,833 14,833 73 bran. Kreplje – Repentabor – d.m. R C2 2,501 2,501 2,501 80 d.m. – Metlika – Ljubljana R C2 123,362 123,362 123,362 81 – Trebnje R C2 31,345 31,345 31,345 82 Grosuplje – Kočevje R D4/A 49,184 49,184 49,184 14 bend Zidani Most M C3 1,284 0,809 0,475 1,759 45 bend Pragersko M C3 0,636 0,636 1,272 35 bend Maribor Tezno – Mb Studenci R C3 1,033 1,033 1,033 51 bend Divača M D3 1,040 1,040 1,040 Ljubljana – bran. Kajuhova 11 R D3 2,660 2,660 2,660 (P3) 12 Ljubljana Zalog – Ljubljana (P4) R D3 3,854 3,854 3,854 13 Ljubljana Zalog – Ljubljana (P5) R C3 3,506 3,506 3,506

Depending on the permitted axle load and load per unit length (shown in the fifth column of the table above) are valid for the entire line. Categories for specific sections of rail lines depending on the actual state of the line are shown in Annex 3A.

3.2.1 L IMITS

The geographical limits of the PRI are the border points on particular rail lines. In accordance with the ZZelP the following types of lines and referring equipment do not belong to the PRI:  service tracks (tracks for repairing the rail vehicles and fixing damage caused by the loading of goods);  tracks in locomotive depots;  industrial branches and privately owned tracks and lines.

3.2.2 C O N N E C T E D R A I L W A Y N ETWORKS

The PRI of the Republic of Slovenia shares borders with the IMs of the following countries:  Italy – RFI - Rete Ferroviaria Italiana  Austria – ÖBB Infrastruktur Betrieb AG  Hungary – MAV/GYSEV  Croatia – HŽ Infrastruktura d.o.o. The border lines and stations of the neighbouring countries are shown in the table below.

NEIGHBOURING BORDER LIN E BORDER STATIONS INTERCHANGE STATION COUNTRY Lendava – Lendava d.m.* / Croatia Lendava / Čakovec Čakovec Čakovec d.m. - Čakovec Središče – Središče d.m. / Croatia Središče / Čakovec Čakovec Čakovec d.m. – Čakovec Rogatec – Rogatec d.m./ Croatia Rogatec / Đurmanec Rogatec Đurmanec d.m. – Đurmanec Imeno – Imeno d.m. / Croatia Imeno / Kumrovec Kumrovec Kumrovec d.m. – Kumrovec Dobova– Dobova d.m. / Croatia Dobova / Savski Marof Dobova Savski Marof d.m. – Savski Marof Metlika – Metlika d.m. / Croatia Metlika / Kamanje Metlika Kamanje d.m. – Kamanje

NETWORK STATEMENT 2019 23

INFRASTRUCTURE

Ilirska Bistrica – Ilirska Bistrica d.m. / Croatia Ilirska Bistrica / Šapjane Šapjane Šapjane d.m. – Šapjane Rakitovec – Rakitovec d.m. / Croatia Rakitovec / Buzet Buzet Buzet d.m. – Buzet Jesenice - Jesenice d.m. / Austria Jesenice / Rosenbach Jesenice Rosenbach d.m. – Rosenbach Prevalje – Prevalje d.m. / Austria Prevalje / Bleiburg Bleiburg Bleiburg d.m. – Bleiburg Šentilj – Šentilj d.m. / Austria Šentilj / Spielfeld Strass Spielfeld Strass Spielfeld Strass d.m. – Spielfeld Strass Nova Gorica – Nova Gorica d.m. / Italy Nova Gorica / Cle. Nova Gorica Gorizia d.m. – Gorizia Cle. Sežana – Sežana d.m. / Italy Sežana / Villa Opicina Villa Opicina Villa Opicina d.m. / Villa Opicina Hodoš – Hodoš d.m. / Hungary Hodoš / Oriszentpeter Hodoš Oriszentpeter d.m. – Oriszentpeter * d.m. – state border Further information and technical data on rail lines, equipment and stations are available in the annexes to the 3rd Chapter: The IM provides certain technical information on PRI of the Republic of Slovenia in Slovenian language also at: www.slo-zeleznice.si/sl/infrastruktura/osebna-izkaznica/predpisi/operativni-predpisi- za-prevoznike/tehnicni-podatki-o-jzi.

3. 3 N ETWORK DESCRIPTION

3.3.1 G E O G R A P H I C I DENTIFICATION

3 . 3 . 1 . 1 T R A C K T YPOLOGIES

Depending on traffic volume, economic importance and role in connecting the rail traffic, rail lines are divided into main and regional lines. PRI lines are classified according to the number of tracks:

single-track lines (trains run in both directions on the same track) 874,2 km double-track lines (trains run in defined directions on each track) 333,5 km

NETWORK STATEMENT 2019 24

INFRASTRUCTURE

3 . 3 . 1 . 2 T RACK GAUGES

Track gauge is the minimum distance between the inside edges of the railheads within the range of 0 and 14 millimetres below the flat surface of the upper edges of both tracks. The track gauge for all tracks, which comprise the PRI is equal to 1435 mm.

3 . 3 . 1 . 3 S TATIONS AND N ODES

The technical characteristics and the distances between individual stations and nodes of the PRI and designations of rail lines according to international standards (track number and corridor), are shown in Technical information on rail lines (Annex 3 A) and Technical information on railway stations (Annex 3 B). Territories of several railway stations that in terms of traffic management compose a whole, are nodes. There are four nodes in Slovenia:

NODE TERRITORY (RAILWAY STATIONS)

Divača Divača, Rodik, Hrpelje Kozina TERRITORY (RAILWAY STATIONS) Koper Koper, Koper freight Ljubljana, Ljubljana Zalog, Ljubljana , Locomotive station Ljubljana Moste, Ljubljana Ljubljana Šiška Maribor Maribor, Maribor Studenci, Maribor Tezno

TERRITORY (RAILWAY STATIONS)

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3.3.2 C APABILITIES

3 . 3 . 2 . 1 L OAD I N G G AUGE

In terms of maximum permitted dimensions of the vehicles and loads the rail lines are classified in accordance with the types of permitted loading gauges. All lines of the PRI allow transport of vehicles and goods in accordance with the international loading gauge, the loading gauge of the SŽ I, as well as the loading gauge for the combined transport GA and GB. The loading gauge of the SŽ I and international loading gauge are shown in Annex 3D. Each vehicle or load, exceeding the loading gauge of a particular rail line or line segment, should be handled as exceptional consignment. Exceptionally, the combined transport units, the cross-section of which exceeds the allowed loading gauge are not transported as exceptional consignments. They are transported as codified consignments. The codification of combined transport units is used in the case of rail wagons that are marked especially for transportation of codified consignments on codified rail lines. The codification system of lines for combined transport on the PRI is shown in the map below. The code P is used for semi-trailers and C for swap bodies.

3 . 3 . 2 . 2 W E I G H T L IMITS

In terms of permitted weight load of freight cars on the PRI lines, the rail lines are classified in accordance with the permitted axle load and permitted load per unit length criteria. The permitted axle load is the maximum weight in tons which can be loaded onto one axle of a railway vehicle on a certain line or route, regardless of its total number of axles. The permitted load per running meter is the maximum weight in tons which can be loaded on one running meter of a railway vehicle on a certain line or route. In relation to the permitted axle load and load per unit length criteria the rail lines or route sections fall under the categories, defined in the table below.

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LOAD PER UNIT LENGTH (t/m) AXLE LOAD (t) (TOTAL MASS OF THE VEHICLE AND LOAD, DIVIDED BY THE (MASS OF THE VEHICLE AND LOAD, DIVIDED BY THE NUMBER OF AXES) VEHICLE LENGTH BETWEEN TWO BUFFERS) 16 18 20 22,5 5,0 A B1 6,4 B2 C2 D2 7,2 C3 D3 8,0 C4 D4

Since the substantial portion of the railway lines, used for international transit traffic in the Republic of Slovenia falls under the category D3, it is considered as normal category for the Slovenia's PRI rail lines. The main overview of permitted axle load and permitted load per meter on PRI lines is shown in table in Section 3.2.2 of this document. More precise overview of permitted axle load and permitted load per meter on particular sections of all lines of the PRI is demonstrated in the map bellow and in Annex 3A.

3 . 3 . 2 . 3 L I N E G RADIENTS AND G R A D I E N T F ORCES

The ruling (maximum) line gradient of a rail line is the steepest incline or decline of the line. This is expressed in thousandth (‰) and is the basis for determining the braked weight percentage, the journey time calculation, the tonnage of the load that the locomotive can haul reliably, etc. The ruling (maximum) gradient force is the ruling line gradient, expressed in daN/t (Dec Newton/ton) where bend tracks and tunnel resistance have to be added. An overview of the ruling gradients and gradient forces on individual lines is outlined in Annex 3E. In the map bellow the maximal gradients are shown.

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3 . 3 . 2 . 4 M A X I M U M L I N E S PEEDS

In terms of the maximum line speed, the rail lines are categorised as high-speed rail lines and conventional lines. All rail lines in the Republic of Slovenia fall under the category of conventional lines. The line speeds on the rail lines of the PRI are shown in Annex 3F, informative speeds are shown in the map bellow.

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3 . 3 . 2 . 5 M A X I M U M T R A I N L ENGTHS

While constructing a train path and for better exploitation of the PRI, the IM considers the usable lengths of station tracks and prescribes the maximum permitted length of the trains, which run on particular PRI lines of the Republic of Slovenia.

Maximum permitted length of a passenger train on the PRI is 430 m and of a freight train 700 m. On particular lines permitted length is extra restricted because of short station tracks as is shown in the table below. MAXIMUM PERMITED LINE No. NATIONAL NAME OF THE LINE SECTION OF THE LINE LENGTH OF THE

TRAIN 1) 10 d.m.* – Dobova – Ljubljana d.m. – Dobova – Ljubljana 570 m 2) 20 Ljubljana – Jesenice – d.m. Ljubljana – Jesenice – d.m. 515 m 2) 21 Ljubljana Šiška – Kamnik Graben Ljubljana Šiška – Kamnik Graben 398 m Zidani Most – Maribor Tezno 597 m 30 Zidani Most - Šentilj – d.m. Maribor Tezno – Šentilj – d.m. 560 m 31 Celje – Velenje Celje – Velenje 450 m 32 d.m. - Rogatec – Grobelno d.m. - Rogatec – Grobelno 400 m 34 Maribor – Prevalje – d.m. Maribor – Prevalje – d.m. 350 m 40 Pragersko – Ormož Pragersko – Ormož 600 m 41 Ormož – Hodoš – d.m. Ormož – Hodoš – d.m. 600 m 43 d.m. – Lendava d.m. – Lendava 500 m 44 Ormož – Središče – d.m. Ormož – Središče – d.m. 600 m 2) 50 Ljubljana – Sežana – d.m. Ljubljana – Sežana – d.m. 600 m 60 Divača – cepišče Prešnica Divača – cepišče Prešnica 525 m 2) 61 Prešnica – Rakitovec – d.m. Prešnica – Rakitovec – d.m. 500 m 62 branching Prešnica – Koper cepišče Prešnica – Koper 525 m 2) 64 Pivka – Ilirska Bistrica – d.m. Pivka – Ilirska Bistrica – d.m. 530 m 2) Jesenice – Anhovo 480 m 70 Jesenice – Sežana Anhovo - Sežana 510 m d.m. – Metlika – Novo mesto 430 m 80 d.m. – Metlika – Ljubljana Novo mesto – Ljubljana 460 m 81 Sevnica – Trebnje Sevnica – Trebnje 550 m

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1) In particular exceptional cases trains exceeding maximum permitted length also can run on particular rail lines. The permission for exceeding train length on certain line is issued by the Manager's chief traffic controller. The permission is issued in accordance with the actual capacities of the line and traffic situation, provided that the train shall not hinder the scheduled traffic of other trains. 2) Because of shorter station tracks at particular railway stations the following exceptions must be considered in the Network timetable production process and at overcrossing of trains: MAXIMUM PERMITED LINE No. NATIONAL NAME OF THE LINE RAILWAY STATION LENGTH OF THE TRAIN Žirovnica 480 m 20 Ljubljana – Jesenice – d.m.* Slovenski Javornik 330 m 21 Ljubljana Šiška – Kamnik Graben Jarše - Mengeš 316 m Verd 590 m 50 Ljubljana – Sežana – d.m. Gornje Ležeče 196 m Podgorje 269 m 61 Prešnica – Rakitovec – d.m. HŽI section 350 m 64 Pivka – Ilirska Bistrica – d.m. HŽI section 400 m 70 Jesenice – Sežana Bohinjska Bistrica 395 m

3 . 3 . 2 . 6 P O W E R S UPPLY

The PRI rail lines, except for network connection points or nodes with neighbouring infrastructures, are electrified by a one-way system of a nominal voltage of 3 kV. Other electrification systems may also appear on network connection points or nodes with neighbouring infrastructures, namely:  Republic of Croatia on the stations Dobova and Šapjane – 25 kV AC voltage, 50 Hz frequency;  Republic of Hungary on the station Hodoš – 25 kV AC voltage, 50 Hz frequency;  Republic of Austria on the station Jesenice – 15 kV AC voltage, 16 2/3 Hz frequency. At those nodes the single-system electrical locomotive has to be changed or a multisystem electrical locomotive has to be used.

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3.3.3 T R A F F I C C ONTROL AND C OMMUNICATION S YSTEMS

3 . 3 . 3 . 1 S IGNAL L I N G S YSTEMS

Signalling systems are intended for traffic control and safety purposes. They are light or graphic signals, located along the rail line, interconnected and connected via the central device to point switches and other equipment located along the train routes. Signalling systems are used to show signals for permitting or prohibiting train movement and signs for permitted train movement with a regular or reduced speed, depending on the location and geometry of the line, shape of the route (straight line or turn), the situation with the traffic and other factors.

The signalling systems are classified in accordance with the purpose of their use:  Station safety equipment:  electronic signalling equipment (ILTIS, THALES, TRIS);  electronic relay signalling equipment;  electro-mechanical signalling equipment;  mechanical signalling equipment;  combined equipment.  Level crossing safety equipment:  protected level crossings: o automatically or electronically protected level crossings: . DK – remote control; . DKPO – remote control in the station area; . PO – station area; . KS – control signal. o mechanically protected level crossings: . mechanical barriers. o passively protected level crossings, marked with traffic road signs.  means of protection: o barriers; o half barriers; o road signals.  Automatic rail Block equipment – APB Ensures complete security of successive trains on an open line between two stations.

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 Block Systems (MO) – Simplified APB to control availability and security on the entire network between the station sections.  Commonality of Traffic (OP) – Complete security and signalisation of the train movements on double-track lines in both directions - variable traffic.  Remote Traffic Control (DVP) – Active remote control and traffic management on a definite line or junction station from the central part.  Auto Stop Devices (ASN) – Automatic train stop in case of an uncontrolled conveying the main signals.  Shunting technique – Performing technological work procedure; Speed control of the wagons when disassembling, sorting out trains or wagons through humps.

3 . 3 . 3 . 2 T R A F F I C C O N T R O L S YSTEMS

There are different Traffic Control Systems on the PRI, intended for traffic management. The overview map of the remote control equipment installed on PRI is shown below.

3 . 3 . 3 . 3 C OMMUNICATION S YSTEMS

Slovenian Railways has its own telecommunication system, the main purpose of which is to ensure the efficiency and needs while managing the rail traffic and business activity. The telecommunication system is divided into more subsections, which logically complete the equipment for a defined function. The telecommunication part consists of the following sections:  transmission systems;  station telecommunication system (PTS);  telephone stations;  public address systems;  call boxes;  auxiliary telephones;  register phones;  watch devices;  data network (Gbit Ethernet);

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 automatic train identification system (AIS);  emergency call system (SOS columns). Transmission systems transmit data between particular stations. The SDH/PDH technology is used. SDH is a backbone system, while PDH is an access system at the local level. Optical fibres are the main transmission media between the stations. The following systems are connected to the transmission system: STS, data network, public address systems, automatic train identification system, ILTIS and SIMIS-W and others. Station Telecommunication System is a digital communication system based on ISDN technology. LB, CB, analogue and digital telephone subscribers, the public address system and interphone are connected to it. The user (signalman) has a communication desk in front of him and uses it to control station communication connections. The desk consists of a keyboard, a display, micro-telephone combination, and has a built-in microphone and loudspeaker for hands-free communication. Telephone stations allow the connecting of analogue and ISDN telephone subscribers and connecting of analogue wires with E&M signalization. Connection to the public telephone network is made at the S2M level through ISDN centrals. Public address systems are intended for two groups of users: railroad personnel and passengers on a station. They consist of amplifiers and loudspeakers and are used for live voice messages, spoken into an STS microphone by the signalman, and for messages of an automatic train identification system. This system is connected directly onto the STS or through a transmission system. Call boxes are intended for the railroad personnel performing their work along the rail line. Call boxes include LB or CB telephone appliances for voice communication with traffic or maintenance staff at stations. Call boxes may be in the form of lockers or columns. The difference between lockers and columns is that the former has an additional space where an event logbook can be stored. Lockers are mounted at level crossings, entrance or exit signals on the station, station areas, at automatic rail blocks and elsewhere. Columns are built on the open line at a distance of one kilometre apart. Auxiliary telephones or wallboards, are set up in traffic offices on each station. They are connected parallel to phone lines and are meant to be used in cases when other systems break down. Bells, switches (assuring selection of individual phone lines) and LB telephones are mounted on the wallboards as well. Register phones are intended to record conversations on rail lines, radio communications and telecommunication boards of train dispatchers. Watch devices are intended to display the right time, both for users of railroad services and for the PRI employees. Data network consists of a passive part (wiring) and an active part (Ethernet switches and routers). One side of the switches is connected to the transfer system, while on the side of the station systems they enable the local Ethernet network. Automatic train identification system triggers automatic (recorded) spoken messages depending on the motion of the trains. The system receives information about the position of the train from the ILTIS system. On the basis of this information, entered timetable and pre-recorded messages, it triggers the appropriate recording on the corresponding station. The messages inform passengers about regular arrivals and delays of the trains. Messages are recorded in Slovenian, widespread foreign languages and minority languages in Slovenia. Emergency call system consists of emergency call equipment (SOS columns) which are placed at the stations, near the area where the passengers are. The system assures direct and immediate connection between the user and workplace, which is occupied 24 hours per day. The system is for informing of intervention events while, at the same time, it gives the users access to various information. SOS columns are physically connected to the STS either directly or over the transmission system. Functionally, all connections from SOS columns are directed to the Traffic Control Centre. All the main lines of PRI are equipped with the digital connections, while the regional lines are mainly equipped with analogue connections. Radio dispatch connections (RDZ) have been developed especially for railroads, and they allow uninterrupted telecommunication connection between the train (locomotive) and the dispatcher centre on certain sections of the train route. They present rational and necessary instruments for the railroad traffic management.

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Due to possibility of direct emergency call in both directions the radio dispatch connection is a supplement to the existing railway signalling and traffic control systems and increases the general safety of the traffic. RDZ consists of:  RDZ base stations;  Radio dispatch centre;  RDZ locomotive station. The RDZ system operates on a radio frequency band 457,450 MHz to 458.300 MHz and from 467,450 MHz to 468,300 MHz. Connection between the locomotive and the train route dispatcher is established by a selective call. Commands or messages are transmitted in a coded digital or phonic form. Messages and orders may be sent by activating appropriate pre-programmed keys. The reception of coded messages is optically and acoustically indicated on light fields, which are designated by anticipated symbols. The train number is used as call number, which can be six-digit number. Since the selective call makes the line busy (blocked for the rest of the trains) for as long as the information is being transmitted, the speed of 600 Bauds is used for the transmission of coded messages. This makes the line busy for as little time as possible and is approximately 100 milliseconds. If the message is not received by the receiver for whatever reason, the process is repeated automatically. In an emergency situation, the communication desk in the radio dispatcher station allows for simultaneous calls of all the locomotives in a certain RD train route section. Likewise, it is possible to make an emergency call from the locomotive to the radio dispatch station despite the busy line. The frequency diversity switches the locomotive receiver to the frequency which has the strongest field at a given moment. After changing the radio dispatch section, the frequency has to be set up manually. On the one side, the radio dispatch system provides the connection with the public address system on the train, while on the side of radio dispatch station it provides the connection with the railway telephone network and other communication systems. Each radio dispatch section represents a closed technical and technological unit which cannot be interrupted by other sections. Junctions of RDZ systems cover each other. The designations of junctions on the railroad consist of the mark RDZ K and the number of the radio channel. The graphical presentation of rail line equipment – radio dispatch connections and auto stop devices is shown in the figure below.

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The GSM-R system which will provide the signal for whole PRI is under construction.

3 . 3 . 3 . 4 T RAFFIC CONTROL S YSTEMS

The European Railway Safety System ETCS Level 1, version 2.3.0d, which is one of the systems for ensuring the interoperability of the railway signalling system, is under construction on the PRI lines. The following lines are equipped with the ETCS Level 1:

LINE No SECTION OF THE LINE IN USE FROM THE DATE

10 Zidani Most – Ljubljana 01.09.2017 30 Zidani Most – Pragersko not in regular operation 40 Pragersko – Ormož 01.08.2017 41 Ormož – Hodoš – d.m. 01.08.2017 50 Ljubljana – Sežana – d.m. 01.07.2017 60 Divača – cepišče Prešnica 01.07.2017 01.07.2017 62 cepišče Prešnica – Koper (to US B1 Rižana station) 11 Ljubljana Zalog – cepišče Kajuhova (P3) 01.09.2017 12 Ljubljana Zalog – Ljubljana (P4) 01.09.2017 13 Ljubljana Zalog – Ljubljana (P5) 01.09.2017 14 lok Zidani Most 01.09.2017 45 lok Pragersko not in regular operation 51 lok Divača 01.07.2017

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3. 4 T R A F F I C R ESTRICTIONS

3.4.1 S PECIALISED I NFRASTRUCTURE

For 2018/2019 timetable period the following lines are defined as specialised infrastructure:  (Čakovec) - d.m. - Lendava, which do not have a direct connection with the home country;  Grosuplje – Kočevje, intended only for limited freight traffic (the passenger carriage is possible exclusively after signing a special agreement);  Ljutomer – Gornja Radgona, intended only for freight traffic (the passenger carriage is possible exclusively after signing a special agreement);  Branching Kreplje - Repentabor - d.m. - (Villa Opicina), intended only for limited traffic after signing a special agreement.

3.4.2 E NVIRONMENTAL R ESTRICTIONS

The RUs providing transport operations on the territory of the Republic of Slovenia shall:  observe all rules necessary to prevent and reduce the burden on the environment;  take all necessary measures to prevent and reduce the environmental pollution, so the emissions to the environment do not exceed the prescribed limits;  in case of an environmental accident, immediately inform the IM, which is responsible to inform the competent authority and take all urgent measures to reduce the harmful consequences for the environment. The environmental restrictions in regard to the rail transport, which have to be fulfilled while providing rail transport services, are defined in the following acts:  Environmental Protection Act - Officially consolidated text – ZVO-1-UPB1 (Official Journal of RS, No. 39/2006, 70/08, 108/09, 48/12, 92/13 and 56/15;  Meteorological Activities Act – ZmetD (Official Journal of RS, No. 49/2006);  Spatial Planning Act - ZPNačrt (Official Journal of RS, No. 33/2007);  Act Amending the Environmental Protection Act – ZVO-1C (Official Journal of RS, No. 57/2008);  Executive regulations of The Environmental Protection Act (ZVO-1), published at the website of the Ministry of the Environment and Spatial Planning.

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3.4.3 D A N G E R O U S G OODS

The transport of dangerous goods is carried out on all PRI lines, in accordance with the requirements of the state authorities, Rules on the transport of dangerous goods, provisions of the ZVZelP and other related regulations.

3.4.4 T U N N E L R ESTRICTIONS

During codification of the rail lines the tunnel restrictions are considered with regard to the spatial dimensions of particular wagons in a combined transport. Valid spatial restrictions for the other consignments are defined by the clearance and loading gauge and stated in Annex 3D. In the Bohinj tunnel (rail line No. 70 Jesenice – Sežana) traffic limitations are foreseen in case of floods or increased level of water. Those limitations are described in the Station rules of operations of Bohinjska Bistrica railway station. There are no other special limitations in the other tunnels of the PRI.

3.4.5 B R I D G E R ESTRICTIONS

Wagon or train weight restrictions with regard to the bridges are taken into consideration in the permitted axle load and weight per meter length shown in Section 3.3.3.2 and in Annex 3A. Bridge restrictions because of anticipated weather conditions, specific opening hours and other factors are not foreseen on the PRI.

3. 5 AVAILABILITY OF THE I NFRASTRUCTURE

While preparing the Network timetable the IM shall consider and for separate rail sections show the reserved time or reserved dates for carrying out maintenance, renewal or enhancement works on the PRI, as well as indicate train paths, reserved for service trains.

The IM shall forward information on PRI restrictions through contact points, indicated in the Section 1.8 of the Network Statement or those, determined in Access Contracts, signed for accessing to the PRI. Besides, the IM shall provide information on the planned line obstructions on PRI two months in advance, on the website: www.slo-zeleznice.si/sl/infrastruktura/osebna-izkaznica/predpisi/operativni-predpisi-za- prevoznike/prirocniki-in-obvestila-za-prevoznike. The IM shall also publish the list of stations and operation stations with interrupted service on the same website. In case of engagement of additional workforce outside the official working hours of the station because of the RUʼs needs (delivering or dispatching wagons, supplying the stations, exceptional transport, etc.), the RU shall agree such an occupation with responsible person of the IM. The RU is required to make such a request in time, prior to path ordering, namely within 3 (three) working days. The RU shall notify the path allocation authority that the occupation of additional workforce is agreed, by entering a note in the allocation application form: “The occupation of (the station or operation station name) agreed”.

3. 6 S E R V I C E F ACILITIES

At some PRI stations, the IM allows access to the service facilities and equipment for carrying out service works. A list of facilities, usage conditions and prices are described below. This Network Statement provides only general information about facilities that are not a constituent part of the PRI. For more detailed information please refer to the owners of those facilities and service providers. The calculation model and the prices for services in service facilities that are ensured by the IM are indicated in Section 5.

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3.6.1 P A S S E N G E R S TATIONS

A list of stations, including data on the main tracks and tracks with side platforms, as well as the length of the platforms, is provided in Annex 3B and the plans of particular passenger stations are shown in Annex 3C of this document. The overview map of all the stations, halts and loading bays of PRI in Slovenia is shown in the figure below.

With regard to the station equipment according to the Rules on railway stations and halt facilities (Official Journal of RS, No.72/2009), passenger stations are classified into four categories, as shown in the table below.

CATEGORY STATION NAME I Ljubljana Murska Celje Jesenice Koper Kranj Litija Maribor Sobota II Nova Gorica Novo mesto Pragersko Sevnica Škofja Loka Trbovlje Zagorje

Zidani Most

Bohinjska Borovnica Brežice Črnomelj Divača Dobova Domžale Bistrica Ivančna Jarše - Grobelno Grosuplje Hrastnik Kamnik Kočevje III Gorica Mengeš Ljubljana Ljubljana Ljubljana Kresnice Krško Laško Lesce - Bled Rakovnik Vižmarje Zalog

Logatec Medvode Metlika Most na Soči Ormož Pivka Poljčane

Polzela Ponikva Postojna Rače Rakek Ribnica

Rimske Slovenska Sežana Stranje Šentjur Trebnje Velenje Toplice Bistrica IV Višnja Gora Žalec

Anhovo Blanca Bled Jezero Breg Brestanica Brezovica Črnotiče

Gornje Dobrepolje Dravograd Grahovo Hoče Hodoš Hrastovlje Ležeče

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Hrpelje - Ilirska Bistrica Imeno Ivanjkovci Kidričevo Laze Lipovci Kozina Ljubljana Maribor Ljutomer Peč Moškanjci Ortnek Pesnica Črnuče Studenci

Podbrdo Podgorje Podnart Podvelka Preserje Prestranek Prevalje

Radohova Prvačina Rodik Rogatec Ruše Ruta vas Slovenski Šmartno ob Semič Središče Šentilj Škofljica Šoštanj Javornik Paki

Štanjel Tržišče Uršna sela Velenje Pesje Vuhred Vuzenica Žirovnica

All halts fall into the fourth category and are shown in table below.

HALT NAME Atomske Bistrica ob Ajdovščina Avče Batuje Birčna vas Bohinjska Bela Boštanj Toplice hotel Dravi Branik Celje Lava Cesta Cirknica Cirkovce Čušperk Dobovec Dobravice Duplica - Dobravlje Dobrije Dolga Gora Dornberk Dornberk vas Dutovlje Fala Bakovnik Gornji Florjan Frankovci Gaber Globoko Gomila Gradac Grlava Petrovci Kamnik Hajdina Holmec Homec Hudajužna Hudo Jelovec Jevnica Graben Kamnik Kamnje Kanal Kilovče Kočna Kopriva Košana Kreplje mesto Ljubljana Ljubljana Ljubljana Lavrica Libna Limbuš Litostroj Ljubljana Brinje Ježica Stegne Ljubljana Ljubljana Ljutomer Maribor Maribor Loka Mačkovci Maribor Tabor Tivoli mesto Sokolska Tezno Marles Mekotnjak Mestinje Mirna Mlačevo Mokronog Narin Notranje Novo mesto Novo mesto Nomenj Obrež Okroglica Orehova vas Osluševci Gorice center Kandija Ostrožno Otoče Otovec Ožbalt Paška vas Pavlovci Petrovče Pijavice Podčetrtek Planina Plave Podčetrtek Podhom Podklanc Podmelec Podplat Toplice Ponikve na Polževo Povir Prešnica Pristava Puconci Pušenci Radeče Dolenjskem Ravne na Rogaška Radovljica Rakitovec Reteče Rjavica Rodica Koroškem Slatina Spodnje Stara Rožni dol Ruše tovarna Sodna vas Solkan Steske Strnišče Slivnice Cerkev Šempeter v Sveti Sveti Rok ob Šempeter pri Sveti Vid Šalovci Savinjski Šentlovrenc Šentupert Danijel Sotli Gorici dolini Šentvid pri Šentvid pri Šmarje pri Šmarje - Šmihel pri Šikole Šmarca Štefan Grobelnem Stični Jelšah Sap Novem mestu Trzin Trbonjsko Trebnje Štore Tekačevo Trbonje Trzin industrijska Trzin Mlake jezero Kamna Gora cona Velika Vuhred Velika Loka Velike Lašče Veržej Vidina Vintgar Volčja Draga Nedelja Elektrarna Zamušani Zazid Žalna Žlebič

The railway stations intended for passenger carriage provide access to and use of platforms, including all other public connecting pathways to ensure commuters' traffic by rail. Public awareness and alert systems (via loudspeakers and optical information systems) on arrivals, departures or train movements, respectively, on all particular events are also included.

3.6.2 F R E I G H T T ERMINALS

Freight terminals in Slovenia are not constituent part of the PRI. The IM ensures only the track access to the terminals, while the services are managed by the owners of the terminals.

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Track access to the container terminals is available at the following stations: Celje tovorna, Ljubljana Container terminal and Maribor Tezno. The freight terminals open for “piggy-back” transport are Ljubljana Moste and Maribor Tezno. Besides above mentioned terminals the track access to the port terminal, located at the Port of Koper, is enabled from the Koper tovorna station. The manager of this terminal is a company Luka Koper, d.d.

3.6.3 F R E I G H T S TATIONS , M ARSHALLING Y A R D S A N D T R A I N F O R M A T I O N F ACILITIES

A list of all stations, intended for receiving and dispatching wagon consignments is in Annex 3G. The indicated freight stations ensure track capacity to perform loading-unloading and reloading operations. The loading platforms for loading or unloading of private cars on agency’s passenger train are at the stations Koper, Jesenice and Maribor. The stations that allow loading or unloading of private cars on motorail train through the Bohinj tunnel are: Most na Soči, Podbrdo and Bohinjska Bistrica. The Ljubljana Zalog freight station is determined as marshalling yard. There is a permanent shunting group organised by the IM that operates on this station. The detailed information on shunting at the marshalling yard and shunting prices are shown in Section 5.3.2.1. Except the marshalling yard, there are also other stations of the PRI that have adequate track capacities to make up or break down trains. When a RU performs shunting movements on those stations, it shall carry out appropriate technological processes. Those stations are shown in the table below.

STATION NAME

Anhovo Bohinjska Bistrica Borovnica Brestanica Brežice

Celje tovorna Divača Dobova Dravograd Hoče

Hodoš Hrastnik Hrpelje Kozina Ilirska Bistrica Imeno

Ivančna Gorica Jarše Mengeš Jesenice Kamnik Kidričevo

Kočevje Koper tovorna Kranj Krško Lendava

Lesce Bled Litija Lipovci Logatec Ljubljana

Ljubljana Črnuče Ljubljana Moste Ljubljana Rakovnik Ljubljana Šiška Ljutomer

Maribor Maribor Studenci Maribor Tezno Medvode Murska Sobota

Nova Gorica Ormož Pivka Postojna Podnart

Poljčane Pragersko Preserje Prestranek Prevalje

Ptuj Rače Rakek Rogatec Ruše

Sevnica Sežana Šentilj Šentjur Škofja Loka

Šoštanj Trbovlje Trebnje Velenje Verd Zagorje Zidani Most Žalec

3.6.4 S T O R A G E S IDING S

There are certain tracks on the PRI that the RUs can use for deposition of rail vehicles. The use of storage sidings is free of charge, if the tracks are occupied on IM’s order, because of its fault or due to the following reasons:  service interruption on the stations (unstaffed stations);  disturbances to rail service;  specially agreed waiting times and connections in passenger transport.

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For the deposition of rail vehicles the RU must acquire prior permission from the IM's responsible person. The IM's contact points are stated in the Access Contract.

3.6.5 M AINTENANCE F ACILITIES

The maintenance tracks and facilities are located on the following railway stations:  for locomotive services: Maribor, Ljubljana and Divača  for wagon services: Divača, Dobova, Maribor Tezno, Ljubljana Moste, Ljubljana Zalog, Ptuj, Jesenice, Nova Gorica and Koper freight. The mentioned tracks and maintenance facilities with enabled access are not a constituent part of the PRI. To use maintenance facilities the RUs shall sign a special agreement with the company that owns the equipment.

3.6.6 O T H E R T E C H N I C A L F ACILITIES

Other technical facilities with enabled track access include:  lauding gauge,  compressors. More detailed description of these devices, including access and usage conditions is stated in point 5.3.1.6.

3.6.7 R EFUELLING F ACILITIES

The RUs have track access to service facilities, where they can use the refuelling services. The pumping stations are located on the following railway stations:  Celje,  Divača,  Jesenice,  Ljubljana*,  Maribor Studenci,  Murska Sobota,  Nova Gorica,  Novo mesto,  Pragersko. The part of access tracks is owned by the RU SŽ - Potniški promet, d.o.o. (SŽ Passenger Transport Business Unit). To use these tracks the owner’s permission is needed.

3.6.8 O T H E R D EVICES

In addition to the above described service facilities, in the context of the provision of additional services the access to installations for preheating of passenger trains on the stations Ljubljana, Maribor, Koper and Dobova is enabled. The Maribor Tezno station is also equipped with facilities for preheating of passenger trains, where the tracks to access to facilities do not belong to the PRI. To use those tracks the RU shall sign a special contract with the owner. Further information on the possibility of using installations for preheating passenger trains are provided in point 5.4.2.

3. 7 I NFRASTRUCTURE D EVELOPMENT

The rail infrastructure development projects in Slovenia are based on the National Programme of the Slovenian Railway Infrastructure Development (Official Journal of the RS No. 13/96), Resolution on the transport policy of the RS (Official Journal of the RS No. 58/06) and Decision No. 661/2010/EU of the European Parliament and of the Council of 7th July 2010 on Union guidelines for the development of the trans-European transport (Official Journal of the EU, No. L 204/1 of 5th August 2010). The goals, targeted by development projects are:  ensuring the axle load D4 (22,5 t) on corridors V and X;

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 increasing speed on corridor rail lines to 160 km/h;  construction of the second track or an additional single-track line on the single-track sections on corridors V and X;  improving the safety on the level crossings;  modernising the signalling equipment for two-way traffic on double-track lines;  modernising the signalling equipment with the intention of remote control of the traffic. Ongoing or forthcoming renovation and enhancement works:  increasing the axle load to D4 on the rail line Zidani most - Maribor;  upgrade the rail line Maribor- Šentilj  upgrade of Pragersko station  upgrade the rail line Ljubljana- Divača  increasing the capacities of the rail line Divača – Koper,  managing the speed restriction on corridors V and X;  other projects concerning safety matters on the corridors V and X;  upgrade of halts in Ljubljana node;  other projects concerning support services for passengers;  upgrading the rail line Grosuplje – Kočevje and establishment of passenger carriage. The main new construction projects are:  the technical protection of unprotected railway crossings and reduction in their number;  installation of ECTS level 1 on the sections Dobova – Zidani Most and Pragersko – Šentilj,  construction of the second track Ljubljana – Jesenice, when checking a possible connection with the Ljubljana Airport;  construction of the second track Maribor – Šentilj;  construction of the double-track line Koper – Divača;  setting up Ljubljana railway node;  upper level access to platforms on the stations and halts. In 2019 the key restrictions on the rail network will be due to renewal and enhancement works. Line obstructions and permanent speed limitations will be introduced on the segments, where the construction works will be carried out. Planned obstructions for 2019 on the main lines are shown in the table below.

LINE SECTION DATE START TIME END TIME 10.03., 07.04., 21.04., 12.05., 26.05., 16.06., 8:40 17:30 07.07., 06.10., 20.10., 17.11. Ljubljana Šiška – Jesenice 01.07., 22.07., 12.08. 0:50 4:30

27.09. (from 9 p.m.) to 30.09. (to 4 a.m.) continuously

Hrastnik – Trbovlje (desni tir) 21.09. (from 7 a.m.) to 22.09. (to 7 p.m.) continuously

Maribor – Šentilj 16.04., 23.04., 07.05., 03.09., 17.09., 24.09. 7:00 13:00

Pragersko – Hoče (levi tir) 11.10. (from 7 a.m.) to 14.10. (to 7 p.m.) continuously 18.03., 25.03., 08.04., 15.04., 22.04., 29.04., Pragersko – Ormož 7:00 11:00 02.09., 09.09., 16.09., 23.09. 06.05.,13.05., 20.05., 27.05., 07.10., 14.10., Ormož – Hodoš 7:00 11:00 21.10., 28.10., 11.11. Divača – Koper every second Monday 8:00 14:00

19.08. (from 7 a.m.) to 20.08. (to 7 p.m.) continuously cep. Prešnica – Koper 26.08. (from 7 a.m.) to 27.08. (to 7 p.m.) continuously

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Exact dates of obstructions and planned obstructions for the infrastructure maintenance will be published in monthly plans of obstructions and will be available for the RUs two months prior to introducing the obstructions, at the following website: www.slo-zeleznice.si/sl/infrastruktura/osebna-izkaznica/predpisi/operativni-predpisi-za- prevoznike/prirocniki-in-obvestila-za-prevoznike.

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4. CAPACITY ALLOCATION

4. 1 I NTRODUCTION

The train path allocation process is regulated by the ZZelP, Decree on train path allocation, infrastructure charges and performance regime on Public Rail Infrastructure and international agreements.

4. 2 D ESCRIPTION OF THE P ROCESS

In the Republic of Slovenia the IM has the competency for the train path allocation. The entire process of the train path allocation is based on the principle of competitive neutrality, meaning fair and non-discriminatory treatment of all requests. The IM shall ensure the principle of maximising PRI capacity utilisation. The Network timetable shall be prepared in accordance with the optimal use of resources by the Applicants and considering the optimal utilisation of the PRI. Prior to each train ride on the PRI it is necessary to acquire a decision on the allocated train path, on the basis of the completed application for path allocation, which at the same time is considered as a train path order. The train path allocation process is divided into five main spheres:  preparing train path catalogue;  train path request;  train path construction;  train path allocation;  changes, cancelation and withdrawal of train path. Detailed description of the train path allocation process is provided in Annex 4D.

4.2.1 T R A I N P A T H O RDER

The Applicants who want to acquire a train path on the PRI shall submit a path allocation application to the IM. The train path allocation request is submitted by an Applicant within defined timeframe, via ePoti web application or PCS tool. The ePoti web application is available with an assigned login and password at the IM’s website. In case of failure of the web application the allocation application can be completed by hand, on the application form, published in Annex 4A to this document. The path allocation application form must be completed fully and correctly and include all the required data. The IM shall keep a record of the path allocation orders to monitor the further elaboration and coordination processes. The record contains all the basic and technical data indicated in the train path requests and all components of prepared path constructions. It also contains information on the chronological order of the coordination process, including the approval of constructed train path. If the Applicant submits an incomplete or incomprehensible application, the IM within 5 (five) working days after the receipt of the application shall return it to the Applicant and ask him to complete or correct the application form within 14 (fourteen) days, otherwise it shall not be processed in the train path allocation process. The path allocation application form is composed of chapters, where the following data shall be entered:  information on Applicant;  range of requested services;  types of requested services;  general information on requested train path;  additional data on requested train path;

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 technical data on requested train path;  other specialties;  annexes. New path orders and requests for services are divided into:  requests for a new timetable period;  new path requests and train paths for enforcement of changes in already allocated paths within the framework of working timetable interim changes (dates are shown in Section 4.4.5);  requests for ad hoc capacities. All data entered by the Applicants in the allocation application are confidential. The IM shall not disclose the information to a third party without the Applicant’s prior consent or use it for any purpose whatsoever. The Applicant shall submit the application for the entire international path at one of the competent authorities on that path. The authority shall process the application with the other competent authorities on the train path in accordance with the valid regulations and international agreements. To perform international passenger services, the Applicant shall attach an evidence of informing all entities mentioned in Article 15a of the ZZelP of its request for the train path. Ordering an international train path at an IM or allocation body for the whole journey route:  The path ordering process is started in the Republic of Slovenia:  The order shall be placed at the IM in accordance with the prescribed procedure. The IM, in cooperation with other foreign IMs, constructs the whole train path. The IM forwards the agreed offer for the whole train path to the ordering party and allocates the path only for the train course through the PRI of the RS.  The path ordering process is started at a foreign IM:  The foreign IM orders the train path’s construction at the IM, as a request for train path study. The IM, in cooperation with the other foreign IMs, elaborates and coordinates the path construction for the train course all through the PRI of the RS. The IM forwards the elaborated and coordinated construction to the ordering party – foreign IM. The RU/ordering party, based on the prepared and coordinated construction, orders train path at the IM, in accordance to the prescribed procedure. Ordering international train paths on RFC: According to the Regulation No. 913/2010/EU concerning a European Rail Network for Competitive Freight, the train paths on RFC are allocated at a Corridor OSS (C-OSS). So the Applicants can ask for all the information and get the required answers in regard to the infrastructure capacities of RFC at a single point of contact. The Applicants can apply for available prearranged international train paths (PaPs) for freight trains through C-OSSs. Those paths can be booked directly through C-OSSs. The list of PaPs is available on the RFC5 and RFC6 websites and on the PCS web application (described in Section 1.10.2). The Applicants can book the PaP directly through corridor OSSs according to the procedure, defined in EU Regulation No. 913/2010, as well as based on the signed Framework Agreements on infrastructure capacity allocation on the freight corridor. Orders for train path on RFC can be submitted exclusively via PCS web application. Orders for train path on RFC are divided into:  capacity requests for a new timetable period:  regular procedure – from X – 11 to X – 8;  late path requests – from X - 7,5 to X – 2.  ad hoc capacity requests. After X – 2 period only ad hoc capacity requests can be submitted, where reserve capacities are available. Applicants can book such paths on RFC through the C-OSS within 30 (thirty) days before the train run. Later requests on RFC are not possible, in these cases the national rules for an ad hoc capacity ordering shall be considered, described in Section 4.3.2. In case of conflicting applications in the allocation process under regular orders for new timetable period, the priority rules are implemented, described in the Corridor Informative Document (CID). Basic priority criteria, which are taken into account in these cases, are:

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 total requested length of the train path on RFC;  number of requested running days. If needed two additional criteria are taken into consideration:  total requested length of the feeder or outflow path, which is assumed to be the distance as the crow flies;  length of network path, which runs across two or more RFCs. In the late path requests for a new timetable period and in ad-hoc capacity request procedure the “first come, first served” principle is applied. It means that the Applicant who asks for the available path first will get the requested capacity. More precise rules regarding the allocation of train paths and implementation of transport services in rail cargo on RFCs are described in CID, which is available on the RFC's websites. Contact details of RFC 5 and RFC 6 including the C-OSS are indicated in Section 1.9.1. and 1.9.2.

4.2.2 T R A I N P A T H C ONSTRUCTION

The IM shall prepare the construction in such a way as to make the most use of the Railway Infrastructure and, at the same time, to address the Applicants’ wishes. During a train path construction the IM should address all requirements, indicated in a path request, as much as possible. Before starting the train path construction, the IM prepares a path catalogue, where the unoccupied routes are shown, to promptly address the received applications for path allocation and construction for new timetable period. Train path construction is carried out in the following order:  train paths for passenger trains within the public service obligation in passenger carriage in domestic and cross-border traffic – as a priority;  train paths of other passenger trains;  pre-arranged international train paths for freight trains in accordance with Regulation No. 913/2010 of the European Parliament and of the Council;  train paths under the Framework Agreement are taken into account before new orders;  train paths according to the order placement time;  international train paths have a priority over train paths in domestic traffic;  train paths that ensure better use of the PRI and a wider range of services have a priority over train paths which utilise PRI to a lesser extent;  paths of trains that on a part of the route run on a single-track line. Train paths for locomotive run in junction stations are not constructed, only speed and journey time are determined. Train path for an intervention train has a priority over any other trains, when it is sent in order to handle the troubles and ensure normal traffic conditions. In case of obstacles in traffic the IM determines an extra path as a detour route. The IM shall chose the extra path from available, already constructed train paths. After preparation of the Network timetable the IM shall publish the catalogue of paths that are available to Applicants for ad hoc requests in regular, fast-track and emergency procedures.

4.2.3 R ESERVATION OF A C ONSTRUCTED T R A I N P ATH

A train path that has been constructed and coordinated on the basis of order, is booked from the day of the Applicant’s confirmation to the following periods: – an ordered path for a new network timetable period, in regular procedure to X – 8, is booked until path allocation day, but not later than X – 2; – an ordered path for a new network timetable period in late procedure, is booked until path allocation day, but not later than X – 2; – an ad hoc capacity is booked from the day of confirmation of coordinated construction to the day of path allocation or maximum 15 (fifteen) days.

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4. 3 S CHEDULE FOR P A T H R EQUESTS AND AL L O C A T I O N P ROCESS

The Applicants shall submit a request for train path allocation for each timetable period separately, within a timeframe, specified in Section 4.3.1. During the Network timetable validity period ad hoc capacity requests can be submitted within a timeframe, specified in Section 4.3.2.

4.3.1 S CHEDULE F O R W O R K I N G T IMETABLE

For 2018/2019 timetable period timely submitted path allocation requests are those submitted to the IM not later than 08th April 2019 (the second Monday in April 2019). A train path allocation request for an international train path for a timetable period shall also be considered as a timely request, if the Applicant submits it in a timely manner to a foreign IM, as well as a path allocation request submitted by a foreign IM on behalf of an Applicant. A request for an international train path (submitted by the Applicant himself or by a foreign IM on its behalf) submitted to the International Railway Conference that convenes to prepare the Network timetable for its validity period, shall also be considered as a timely request for an international train path. Train path ordering procedures for a new timetable period and their changes are divided into:  regular procedure – applications are accepted from X – 12 to X – 8 months;  late request procedure – subsequent acceptance of applications from X – 8 to X – 2 months;  request procedures within the framework of Network timetable interim changes – applications are accepted from X – 2 to X + 11 months. Description of activities and deadlines for train path allocation processes

ACTIVITY DEADLINE IN NO. DESCRIPTION OF ACTIVITIES IMPLEMENTER* MONTHS Defining of technical elements of the PRI necessary for path 1 IM X – 12 construction 2 Publishing the Network Statement IM X – 12 3 Establishing of temporary international train paths IM X – 11 4 Preparing and publishing the path catalogue IM X – 11 5 Requesting a train path in regular procedure Applicants X – 12 to X – 8 Preparation and edition of the draft Network timetable and its 6 IM X – 4 delivery to the Applicants 7 Applicants’ comments on the draft Network timetable Applicants X – 3 IM 8 Coordination process considering received suggestions X – 4 to X – 3 Applicants Requesting a train path in late request procedure and 9 Applicants X – 8 to X – 2 requesting a train path study 1 IM 10 Consultation and coordination process for train paths X – 2 Applicants 11 Train path allocation IM X – 2 12 Acceptance and publishing the Network timetable IM X – 2 13 Delivering a new timetable to individual applicants IM X – 2 Publishing the timetable of passenger trains within the public 14 RUs X – 15 days service obligation in domestic and cross border traffic IM 15 Publishing the working timetable documents X – 15 days RUs 16 Enforcement of the Network timetable IM X Preparing modifications to the valid Network timetable and 17 IM X + 12 their publishing in the working timetable.

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4.3.2 S CHEDULE FOR A D H O C R EQUESTS

After preparation of the Network timetable and its updates the IM prepares the available train path catalogue, where the unoccupied routes are shown, to promptly address the received ad hoc requests for path allocation. Here is the schedule for ad hoc path requests:  regular procedure (requests are accepted from 30 (thirty) to 5 (five) days before train running);  fast-track procedure (from 5 (five) days to no later than 12 (twelve) hours before train running, respectively, 6 (six) hours before cargo train running in case of international train paths);  emergency procedure (ordering in case of exceptional events). For construction of an ad hoc train path the following can be used:  a train path study, which is not in use at the time and elements of which meet the requirements, indicated for train path construction;  remaining train path;  path of a regular train, for which a particular timetable is constructed in advance to determine new schedule or the number of duplicate train, or  tailor-made path construction based on data, provided by the Applicant in the path application form. During an ad hoc train path construction the capacity is allocated on the “first come, first served” principle. An ad hoc train path is allocated to an Applicant on the grounds of its application. In the regular procedure the IM shall process the accepted path allocation requests as soon as possible, however no later than within 5 (five) working days. The details of ad-hoc train path allocation process are provided in the Annex 4D.

4. 4 ALLOCATION P ROCESS

The condition for initiating the path allocation process is submission of a path allocation application (or order) by an Applicant to the IM. Based on the path request, as well as elaborated and coordinated train path for the Network timetable validity period, the IM issues a decision to the Applicant on train path allocation in accordance with the provisions of Article 15 of the ZzelP and the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure. The IM allocates the train path to the Applicant for agreed period, which shall not exceed the validity period of the Network timetable. After the receipt of the decision and before delivering the rail transport services the Applicant and the IM shall sign a Contract, mentioned in Section 2.3.2. In path allocation process the IM shall consider criteria, defined in the Annex 4C. The factors and principles that the IM shall consider while evaluating those criteria in accordance with the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure, are also provided in the same Annex.

4.4.1 C OORDINATION P ROCESS

In the train path allocation process each train path shall be coordinated prior to allocation and shall be confirmed by the Applicant. While preparing and constructing a train path, the process shall be coordinated at international and local levels between the IMs, allocation bodies and Applicants. In case of competing requests for the same path on the PRI, placed by different Applicants, or if the desired paths overlap on a part of the PRI, the IM can offer to an Applicant an alternative path that is not significantly different from the required one, provided the following principles:  considering the potential dynamics of Applicants’ performance in the future;

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 flexibility in train path allocation process, at the same time considering the aspects of the sensibleness of the requests and the maximum usage of the PRI;  preventing situations, when an Applicant with allocated train path unreasonably disturbs the operation of another Applicant. During the coordination process the IM shall handle the conflicting requests. The coordination process shall begin with a written dialogue between the IM and Applicants holding the conflicting requests. The IM immediately informs the Applicants in writing, by fax or e-mail that more undertakings have requested the same path and offers them an available alternative path or another possible solution. Within 5 (five) days from the receipt of such a proposal the Applicant shall forward to the IM its opinion on the proposed solutions in writing, by fax or e-mail, otherwise agreement to the proposal would be assumed. If, after the receipt of the Applicants’ opinions, the IM still fails to resolve disputed requests, the IM establishes a verbal dialogue in order to reach an acceptable solution. If within the verbal dialogue an agreement is achieved, the IM shall prepare a written agreement in the form of protocol, signed by all concerned stakeholders. According to this agreement, within 7 (seven) days after the signing of the protocol, all stakeholders shall present appropriately updated path allocation requests to the IM. If the Applicants or the other concerned stakeholders with conflicting requests do not achieve an agreement within the coordination process and equally qualify for the path allocation (according to the evaluation criteria, indicated in Annex 4C), a congested infrastructure capacity allocation process is implemented (see Section 4.4.3). After completion of coordination process for a new timetable period the IM, within 4 (four) months before the new timetable period shall prepare the draft Network timetable. It contains requested and available train paths. Train paths for locomotive run at junction stations are not taken into account in the draft Network timetable. After coordination and final preparation of materials the IM forwards the drafts of the constructed train paths to the Applicants and other concerned stakeholders, who wish to influence the Network timetable. The Applicants and other concerned stakeholders shall send their possible comments concerning draft Network timetable within the time limit set by the IM (within 1 (one) month period). During the prescribed period the IM shall collect all comments on draft Network timetable and try to address the conflicting requests in the consultation process.

4.4.2 F AST - TRACK PROCEDURE F O R D I S P U T E R ESOLUTION

Along with the existing legal means of appeal to the regulatory body there is also a fast-track procedure for dispute resolution which is carried out by the IM. It is only an interim tool in coordination process. A decision in this case shall be issued within 10 (ten) working days. The contact person of the IM, responsible for conflict resolution, is indicated in Section 1.8.

4.4.3 C O N G E S T E D I NFRASTRUCTURE

If after coordination process the requirements for train path allocation cannot be met fully or the demand for infrastructure capacity cannot be satisfied, the IM shall immediately proclaim that part of the infrastructure as congested infrastructure. The same is to be made for infrastructure with obviously insufficient capacity in the future. If a section or a part of the PRI is proclaimed as congested infrastructure, the IM shall perform a capacity analysis, unless a capacity expansion plan has already been performed. If the usage charge for the PRI does not allow capacity expansion of the PRI segment or part, which is proclaimed as congested infrastructure, the IM, besides the above mentioned factors, in path allocation process may use the following additional factors:  importance of the transport service for the wider community in terms of enabling other services and the possible consequences of allocation or non-allocation of the path;  importance of the freight service with regard to provision of international rail freight traffic. During the coordination process the IM shall handle the conflicting requests. If the path allocation is impossible even after the implementation of path construction process on a congested infrastructure and coordination (since competing Applicants meet defined criteria and attain equal rights to

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allocation), then the IM triggers tender offer, in which the train path is allocated to the Applicant who is prepared to pay the highest user charge. The IM shall inform the regulatory body about the tender. The negotiations shall take place only under the supervision of the regulatory body, after which the IM allocates the train path to the Applicant, who offers the highest user charge. In case the Applicant with a disputable request fails to forward a written offer for the highest user charge to the IM in due time, it would be considered as an allocation request withdrawal. It would lead to compensation to the IM for its procedural costs. Upon receiving the written offers the IM shall examine them closely, and within 5 (five) days shall decide on the path allocation on the basis of the highest offered user charge. The IM shall inform all tender participants on the allocation decision. Participants who failed to obtain a train path may make an appeal against this decision. The regulatory body makes the decision on the appeal against the decision for path allocation issued by the IM. If irregularities are discovered in the selection process, the appellant can request to repeat the tender.

4.4.4 I M P A C T O F F RAMEWO R K A GREEMENT S

The IM and the Applicant may sign a Framework Agreement, where the characteristics of infrastructure capacity are determined for the period which exceeds the validity period of the Network timetable. The Framework Agreement does not specify the train path in detail, but seeks to meet the legitimate commercial needs of the Applicant. The Framework Agreement is normally concluded for a period of 5 (five) years and is renewable for periods equal to its original duration. The IM may, in certain cases conclude a Framework Agreement for a longer or shorter period. In the case of large-scale and long-term investments in specific infrastructure, duly justified by the Applicant, a Framework Agreement can be concluded on that part of the infrastructure for a period up to 15 (fifteen) years. A period longer than 15 (fifteen) years shall be permissible only in exceptional cases, especially in the case of large-scale and long-term investments, and particularly where such investments are bounded by contractual commitments, including a multi-annual amortisation plan. The signed Framework Agreement does not prevent the use of the certain infrastructure by the other Applicants or for the other rail services. The needs of an Applicant for train path, defined in the Framework Agreement shall not cover all the infrastructure capacity of the rail line or rail line segment in one hour. The Government of the Republic of Slovenia defined the minimum volume of spare capacity, which can be occupied under a Framework Agreement. Before signing a Framework Agreement, the Applicant shall obtain the prior approval of the regulatory body. The IM may reduce the volume of reserved capacity (especially in cases of congested infrastructure), which during at least 1 (one) month was being used to a lesser extent, than it was defined in the Network Statement, unless such non-use was due to non-economic reasons beyond the RUʼs control.

4.4.5 C HANGES , C OMPLETIONS , W ITHDRAWAL AND C ANCELLATIONS OF T R A I N P A T H

Changes or completions to existing train path means that upon an Applicant’s request changes are made in the main data on existing train path, that brings about cancellation of scheduled and already constructed train path, and as a result, the existing train path is cancelled and a new path is requested. Train path withdrawal means final cancellation of an allocated train path for the entire timetable period, from the first day of withdrawal enforcement to the timetable expiration day. With train path withdrawal the Applicant loses its rights for further usage of allocated train path during agreed timetable period. Train path withdrawal until the enforcement date of the Network timetable changes or the interim changes enforcement is treated as cancellation. It means that the RU is obliged to cancel that path until the enforcement date of interim changes. If the path is not cancelled, the RU shall pay the late cancellation fee, as described in Section 6.3.5 of this document.

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Cancellation means withdrawal of a train path for one or more days. In that case the Applicant reserves the right for further usage of allocated train path during agreed timetable period. Cancellation is possible for up to 20 (twenty) days in advance. The changes are enforced by the IM during timetable period, five times per year on predetermined dates, coordinated at international level:

The deadline for submitting applications is 1 (one) month before the enforcement of the changes. The Applicant shall submit the request for the change, withdrawal or cancellation in the same way as a new train path order within prescribed timeframe, via ePoti web application. The changes in allocation requests as a result of coordination procedure, in allocation process are considered as timely submitted complete applications. The Applicants shall submit appropriately changed applications to the IM according to the process, described in Section 4.2.1. The changes, completions and withdrawal of the train paths that influence the train schedule on the railway lines of other foreign IMs, shall be made upon prior consultation between the IM, the Applicant and foreign IMs. In domestic traffic, consultation can be done without other Applicants and foreign IMs, when those changes, completions and withdrawal of the train path have no influence on their timetable.

4. 5 ALLOCATION OF C APACITY FOR M AINTENANCE , R ENEWAL AND E NHANCEMENT OF THE PRI

The train path allocation process, defined in Sections 4.1 – 4.4, can also be used for PRI maintenance, renewal and enhancement purposes. The IM is allowed to use the first suitable train path for the intervention train in order to re-establish the normal conditions on the PRI.

4. 6 N ON- USAGE / C ANCELLATION R ULES The IM is entitled to withdraw allocated train path if:  the Applicant has used less than 30 % of the allocated train path within an uninterrupted period of minimum 1 (one) month;  the Applicant in a period of minimum 1 (one) month has used less than 75 % of the approved congested infrastructure or an infrastructure that has been allocated in the coordination process. The provisions from the previous paragraph shall not apply, if the failure to fully utilise the allocated capacity was due to non-economic reasons beyond the RUʼs control. Before the IM withdraws the unused train path and allocates it to another Applicant, it will inform the first user with a written notice and give an opportunity to explain the reasons for non-use. All Applicants have a right to cancel or revoke an allocated train path.

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CAPACITY ALLOCATION

The train path cancellation can be made exclusively via ePoti web application. For late cancellations penalties are charged. The rate depends on cancellation time. The terms of cancellation fees are indicated in Section 6.4.2. In case of performing scheduled maintenance or renewal works the cancellation request is placed by the Applicant who has been allocated train path, after reaching an agreement with the IM. These cancellations also are made by the Applicant, using ePoti web application.

4. 7 E XCEPTIONAL T RANSPORT AND D A N G E R O U S G OODS

The Railway Undertaking shall guarantee the transport of exceptional consignments and dangerous goods under the terms defined in the national regulations and European Union directives, which refer to the transport of exceptional consignments and dangerous goods. For more detailed information on the national regulations the Railway Undertakings shall refer to the Agency.

4.7.1 E XCEPTIONAL T RANSPORT

For transport of exceptional consignments the IM’s permission is required, which specifies the method and transport terms, as well as the refund policy for exceptional transport. The IM shall decide on providing the exceptional transport not later than 15 (fifteen) days after submission of the request. After receiving a request for transport of exceptional consignments, the IM shall define the possibility for the transport and transport conditions. The IM shall issue a permit, together with details of the transport conditions for an exceptional consignment. If the exceptional transport is impossible, the IM shall inform and explain the refusal to the RU with a written notice. The IM’s expenses for exceptional transport are:  basic expenses, which include preparation of transport conditions and issuing the permit for transport of exceptional consignments:  for exceptional transport conditions “A” (Alfa) and “B” (Bravo) the basic expenses amount to 65,00 EUR + VAT;  for exceptional transport conditions “C” (Charlie) and “D” (Delta) the basic expenses amount to 130,00 EUR + VAT.  additional expenses – depending on the extent and complexity of transport conditions and IM's actual expenses during transportation, are suggested to the RU, together with the transport conditions and transport permit:  for exceptional transport conditions “A” (Alfa) and “B” (Bravo), as well as for consignments, not exceeding the axle load or load per unit length of the rail line, additional costs are not charged;  for exceptional transport conditions “C” (Charlie) and “D” (Delta), as well as for consignments, exceeding the axle load or load per unit length of the rail line, additional costs are charged per vehicle, namely for two-axle vehicle 0,53 EUR + VAT per day per km, for vehicles with more than two axles 0,66 EUR + VAT per number of km covered.  unforeseen expenses – other eventual expenses, arising during transportation process, which could not be foreseen in advance. The IM calculates them additionally, after actual transportation. The technical regulations, definitions of exceptional transport, terms for acquiring permission and the method for defining the transport conditions are provided in the national legislation, which regulates the exceptional transport and in the Manual of the IM, where all the required forms to order an exceptional transport can be found. The Manual is available in Slovenian language with login and password on the following website: http://www.slo-zeleznice.si/sl/infrastruktura/osebna- izkaznica/predpisi/operativni-predpisi-za-prevoznike. For any further information the IM should be contacted (contact person is stated in Section 1.8).

4.7.2 T RANSPORT OF D A N G E R O U S G OODS

The RU shall inform the IM on the intended dispatch of dangerous goods and possible environmental damage caused by the nature or quantity of those goods. In train path allocation request, in section “Remarks”', the Applicants shall indicate the numbers of dispatch dangerous substances, in accordance with the RID.

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During handover between the RU and the IM, which takes place at the departure station or interchange station, the RU is obliged to inform the IM (signalman or section regulator) on the actual placing of wagons with dangerous goods in the train and indicate the types of the dangerous substances. In accordance to the Article 18 of Decree on the water protection area for the aquifers of municipalities Šmartno ob Paki, Polzela and Braslovče (Official Journal of the RS, No. 98/2011) on the section Polzela – Šmartno ob Paki, which is part of the rail line No. 31 Celje – Velenje, the traffic of dangerous goods by rail is prohibited.

4. 8 S P E C I A L M EASURES TO BE TAKEN I N T H E E V E N T O F D ISTURBANCE

4.8.1 P R I N C I P L E S

The IM and the RU are obliged to immediately inform each other on any operational problem and irregularity which disturbs, or may disturb the normal flow of traffic or hinders the normal operation on the allocated train path. The IM and the RU shall take all necessary measures to address the problems as soon as possible and to ensure the undisturbed traffic operations. In order to promptly handle the troubles and ensure normal traffic conditions, the IM and the RU shall mutually support each other in terms of staff and technical resources. In case of obstacles in traffic, the IM may define an extra train path for a temporary detour and provide an available, already constructed train path from available train paths. In case of unforeseen emergency situations the train paths, that have been used partially or have not been used at all due to exceptional events, shall be cancelled by the Applicant, on IM’s order. For cancellation due to exceptional events, the fee for late cancellation of the path is not charged.

4.8.2 O PERATIONAL R EGULATION

In emergency cases, or when the infrastructure is temporarily disabled, the IM can deny the operation on the allocated train path without any prior notice and as long as it is necessary to repair the system. The IM may require from the RUs available resources, necessary to re-establish normal conditions in the shortest possible time.

4.8.3 F O R E S E E N P ROBLEMS

While ensuring regular capacities, the IM shall inform the RU on foreseen obstacles in a timely manner, so the RU can request another train path, respectively find a mutual satisfactory solution with the IM. More precise provisions, defining the relationships and the obligations of the IM and the RU, are stated in Annex 2A.

4.8.4 U N F O R E S E E N P ROBLEMS

In the case of exceptional events, which cause deviations from the allocated train path, the IM, upon prior consultation with the RU, has the right to adjust the train path in a way that ensures the existing connections as much as possible. The IM informs the RUs or the Applicants on the exceptional events, as well as describes the encountered problems and foreseen consequences. It also suggests appropriate solutions, which should be coordinated with the RUs’ regulations as far as possible. If consensus is not possible, the final solution is made by the IM. While making this decision the IM shall consider priorities in traffic management of delayed trains. Priority shall be given to the trains in the following order: 1. passenger trains have a priority over any other trains; 2. trains, running over interchange stations, on which they have connection with other trains; 3. trains with longer path to the last stop; 4. trains that on part of the route run on a single track line.

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CAPACITY ALLOCATION

Intervention trains have priority over all other trains, when they are sent in order to handle the consequences of an exceptional event and re-establish normal traffic conditions. More precise provisions, which define the relationships and the obligations of the IM and the RU, are stated in Annex 2A.

4.9 ALLOCATION O F S E R V I C E F ACILITIES

If the Applicant wishes access to the service facilities, or an additional or ancillary services, it should submit a request via ePoti web application. Request shall be submitted along with the train path order. The IM or the service operator shall grant access, additional or ancillary services within the scope of its possibilities in accordance with the provisions of Chapter 5. Allocation is issued by a decision to the Applicant on train path allocation. Before commencing the use of service, the RU must conclude the relevant contract referred to in Point 2.3.2.

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5. SERVICES …..

5. 1 L E G A L F RAMEWORK

The legal framework for accessing PRI services is provided in:  Articles 9 and 10 of the ZZelP, which define the PRI and its constituents;  Chapter V of the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure, which defines charging methodology and principles;  Articles 15b and 15d of the ZZelP, which define the right to use the PRI, including the minimum access package, track access to service facilities and additional and auxiliary services (as follows in Sections 5.2, 5.3, 5.4 and 5.5).

5. 2 M I N I M U M AC C E S S P ACKAGE

The minimum access package of the PRI that all RUs with allocated train paths are entitled to use includes:  handling of requests for railway infrastructure capacity;  the right to utilise capacity which is granted;  use of the railway infrastructure, including track points and junctions;  train control including signalling, regulation, dispatching and the communication and provision of information on train movement;  use of electrical supply equipment for traction current, where available;  all other information required to implement or operate the service for which capacity has been granted.

5. 3 T R A C K A C C E S S T O S ERVICE S F ACILITIES A N D S U P P L Y O F S ERVICES

Track access to the service facilities is ensured by IM based on the Access Contract. The services themselves must be ensured by signing a special agreement between the RU and the operator of service facilities. An Applicant who has been allocated a train path, has track access to the following service facilities:  passenger stations, their buildings and other facilities, including travel information display and suitable location for ticketing services;  freight terminals;  marshalling yards and train formation facilities, including shunting facilities;  storage sidings;  maintenance facilities, with the exception of heavy maintenance facilities dedicated to high-speed trains or other types of rolling stock requiring specific facilities;  other technical facilities, including cleaning and washing facilities;  maritime and inland port facilities which are linked to rail activities;  relief facilities;  refuelling facilities and supply of fuel in these facilities, charges for which shall be shown on the invoices separately.

The fee for track access to services facilities, indicated in subsections of this Section, in timetable period 2018/2019 is not charged, except the usage fee for PRI tracks, dedicated for receiving the trains at the Koper tovorna station. In calculation only fee for track access to service facilities is excluded, while the services and supply of services are charged in accordance with a special agreement, signed by RUs with the operator of service facilities. These services shall be ensured on fair, non-discriminatory basis. The RUs’ request may be refused only if there are other suitable offers under market conditions.

5.3.1 A C C E S S T O SERVICE FACILITIES

Service facilities, to which the track access is available, are indicated in Section 3.6 with subsections. The detailed information on charging methodology and service prices are mentioned below.

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5 . 3 . 1 . 1 P A S S E N G E R S TATIONS AND H ALTS

The RU can access and use the platforms on railway stations, including all other public connections that enable rail passenger service. The public address facilities (via loudspeakers and optical information systems) on arrivals, departures or train movements and all particularities are also available. The usage fee for the passenger stations is calculated according to the following formula:

Upp = P • C

Upp usage fee for the passenger stations P number of stops of a passenger train on a passenger station or halt price in € depending on station's or halt's category: - category 1 1,50 € C - category 2 1,30 € - category 3 1,20 € - category 4 1,00 €

The categorisation of the passenger stations and halts is shown in Section 3.6.1.

5 . 3 . 1 . 2 F REIGHT TERMINALS

The IM does not manage freight terminals, it only provides the track access to them. The information about the terminals, their types, capacities and prices are available on the websites of the terminal owners or managers, namely SŽ – Tovorni promet, d.o.o. (SŽ Cargo) at: www.slo- zeleznice.si/sl/tovorni-promet/dejavnosti/kombinirani_promet and Luka Koper, d.d. (Port of Koper) at: www.luka-kp.si/slo/terminali-in-tovor.

5 . 3 . 1 . 3 M ARSHALLING Y A R D S A N D T R A I N F O R M A T I O N F ACILITIES

The usage fee for access and use of marshalling yard Ljubljana Zalog is calculated according to the following formula:

Urp = V • C

Urp usage fee for access and use of marshalling yard V number of trains C price (22,00 €)

The usage fee for PRI tracks (sidings) that are used for train formation and are not specified as tracks and facilities for shunting on marshalling yard Ljubljana Zalog is calculated as follows:

Usv = V • C

Urp usage fee for tracks and other facilities for train formation V number of trains C price (11,00 €)

The usage fee for access and use of tracks in the area of the main track group 1 - 16 (part TPK) at the Koper station is calculated as follows:

Uut = V • Czu • Kč

Uut usage fee for access and use of tracks V number of train

Czu the price for each started hour of the track occupation (2,00 €)

Kč time coefficient

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The time coefficient depends on the duration of the occupation of the track with the same train and progressively grows:

Coefficient Duration of occupation 0 up to 2 hours (free of charge) 1,0 from 2 to 3 hours 1,10 from 3 to 4 hours 1,15 from 4 to 5 hours 1,20 from 5 to 6 hours 1,25 from 6 to 7 hours 1,30 from 7 to 8 hours 2,0 for each started hour over 8 hours

If the RU in the area of the main tracks 1-16 of the Koper tovorna station respect its prescribed technological process of work for the upcoming train, but the wagons are not accepted by Luka Koper to their industrial tracks, the RU is exempted from paying the usage fee. In this case, the RU shall obtain a written confirmation from Luka Koper and submit it to the operator. The user fee for PRI tracks for loading and unloading rail wagons include charge for tracks and facilities on the delivery way, public sidings and loading platforms. The usage fee for these tracks is calculated according to the following formula:

Unr = Vag • C

Unr usage fee for loading sidings Vag number of wagons to be loaded or unloaded C price (0,60 €)

5 . 3 . 1 . 4 S T O R A G E S IDING S

The usage fee for storage sidings is calculated according to the following formula:

Uot = D • Voz • C

Uot usage fee for storage sidings D first day (number) Voz number of vehicles C price (4,80 €)

5 . 3 . 1 . 5 M AINTENANCE F ACILITIES

The usage fee to access to service tracks and maintenance facilities is calculated according to the following formula:

Uvzd = Voz • C

Uvzd usage fee to access to service tracks and maintenance facilities Voz number of vehicles C price (0,75 €)

5 . 3 . 1 . 6 O T H E R TECHNICAL FACILITIES

The other technical facilities include the lauding gauge and the compressor to test the brakes.

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The usage fee to access the above mentioned facilities is calculated according to the following formula:

Upk = Voz • C

Upk usage fee for access to the lauding gauge and the compressor Voz number of vehicles C price (0,25 €)

5 . 3 . 1 . 7 R E F U E L L I N G F ACILITIES

Track access is provided to the pumping stations, which do not belong to the PRI, but are owned by the company Petrol d.d. The IM does not distribute engine fuel. The RU shall sign a special contract with a company that provides and sales propellants. The usage fee for the track access to services and refuelling facilities is calculated according to the following formula:

Uog = Voz • C

Uog usage fee for the track access to services and refuelling facilities Voz number of vehicles C price (0,75 €)

5.3.2 S U P P L Y O F S ERVICES I N S E R V I C E F ACILITIES

The IM provides the access to the service facilities, listed in Sections 5.3.1.1 to 5.3.1.7. Unless otherwise specified at the sites of particular facilities, the RU shall ensure services and the use of service facilities by a special agreement with the service provider or the owner of the facilities. The service provider ensures the mentioned services in a fair and non-discriminatory manner and can deny the requests of the RUs only in case of the other suitable offers under market conditions.

5 . 3 . 2 . 1 S HUNTING

The IM organises shunting movement as additional service in accordance with the Section 5.4 of this Network Statement. The IM provides shunting in accordance with the provisions of the 2nd paragraph of Article 32 of Traffic Rules (Official Journal of the RS, No. 50/2011 of 27th June 2011) with a subcontractor, namely undertaking SŽ – Tovorni promet, d.o.o. (Freight transport). Undertakings that need shunting services at marshalling yard, shall sign special agreement with the shunting provider. Contacts of the shunting provider: Slovenske železnice – Tovorni promet, d.o.o. Boris ŠVAJGER Kolodvorska ul. 11, 1506 Ljubljana Phone: +386 1 29 14 172 Fax: +386 1 29 14 817 [email protected] The price for shunting services at marshalling yard Ljubljana Zalog is 708,00 EUR per train. VAT is not included.

5 . 3 . 2 . 2 S E T T I N G A S H U N T I N G R OUTE

In case the employees of the IM set shunting routes on the safety device or at the field, the actual/agreed time load is calculated for individual shunt unit multiplied with the cost of a worker that sets the shunting route. The IM and the RU shall sign a special agreement to assure this service.

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For delivering a locomotive to a train (train locomotive, assisting locomotive or banking locomotive), removing the locomotive from the train and changing the movement direction, the setting of a shunt route is not charged.

5 . 3 . 2 . 3 U S E O F T H E L O A D I N G G AUGE

The IM owns the loading gauges and enables their use. The stations equipped with the loading gauge are shown in the Annex 3G. Use of the loading gauge is free of charge.

5 . 3 . 2 . 4 U S E O F T H E C OMPRESSOR TO T E S T T H E B RAKES

The RUs have track access to the compressor to test the brakes on stations Koper tovorna and Ljubljana Zalog. To use the compressor on Koper tovorna station the RU shall sign a special agreement with the service provider, namely company SŽ-Centralne delavnice Ljubljana d.o.o. Contacts of the service provider: SŽ – Vleka in tehnika, d.o.o. Borut JANEŽIČ Zaloška 219, 1000 Ljubljana Phone: +386 1 29 15 062, Mobile: +386 51 394 736 Fax: +386 1 29 15 175 [email protected] The compressor on Ljubljana Zalog station is not in use until further notice.

5. 4 AD D I T I O N A L S ERVICES

The IM or another service provider may offer to Applicants or their RUs additional services in a non- discriminatory manner and with a special contract, which is based on market principles. The additional services include the following:  traction current, which shall be invoiced separately from charges for using the electrical supply equipment;  pre-heating of passenger trains;  special contracts to control the transport of dangerous goods and assistance during exceptional transport. The fee for such services depends on the expenses incurred and is calculated on the basis of their actual use. The IM offers the following additional services:  traction current;  pre-heating of passenger trains;  control of transport of dangerous goods;  services for exceptional transport.

5.4.1 T R A C T I O N C URRENT

The electrical installations of the transport network that enable track vehicles to use the traction current, is shown in Section 3.3.2.6. The methodology for user fee calculation for the electrical installations for traction current has not been elaborated. The service fee is not charged.

5.4.2 S ERVICES FOR TRAINS – P REHEATING OF P A S S E N G E R T RAINS

The RUs have track access to installations for preheating of passenger trains. The installations for preheating the passenger trains do not belong to the PRI. To use that equipment the RUs shall sign a special contract with the owner of the facilities. The contact person is: SŽ – Potniški promet, d.o.o.

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Robert PIŠČANC Trg OF 7-8, 1000 Ljubljana Phone: +386 1 29 13 317 Fax: +386 1 29 12 838 [email protected]

5.4.3 S ERVICES FOR E XCEPTIONAL T RANSPORTS AND D A N G E R O U S G OODS

The payment amount for this service depends on its provision costs that are calculated on the basis of actual use. Contact point of PRI for above mentioned service is indicated in Section 1.8.

5. 5 AN C I L L A R Y S ERVICES

The Applicant and/or its RU, which has been allocated a train path, alongside the services mentioned in the previous two sections, may ask for additional choice of ancillary services, such as:  access to telecommunication networks;  provision of additional information;  technical inspection of rolling stock;  sailing tickets on passenger stations;  heavy maintenance services in maintenance facilities dedicated to high-speed trains or to other types of rolling stock that require special facilities. The IM is not obliged to provide those services. The fee for such services depends on the expenses incurred and is calculated on the basis of actual use.

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C HARGES

6. CHARGES

6. 1 L E G A L F RAMEWORK

The legal basis for defining and charging the usage fee for the PRI is the Article 15d of the ZZelP, which defines the criteria for the usage charge, as well as Chapter V of the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure. 6. 2 C H A R G I N G P RINCIPLES

The IM shall determine the methodology of usage charging on the basis of Chapter V of the Decree on train path allocation, infrastructure charges and performance regime on Public Railway Infrastructure and based on the Article 15d of the ZZelP, taking into account the technical aspects and the principles of efficient use of rail infrastructure. The basic charge covers the costs of the minimum access package, as indicated in Section 5.2. The usage fee charging is based on the following principles:  simplicity of calculation;  clarity;  impartiality;  charging in accordance with the incurred expenses. The PRI usage charge is calculated for every realised train path, in accordance with the following formula: I VV ∑ ∑ U= Qvlkm(vv,i) • Fvv • Pi • Cvlkm • Cvp ( i=1 vv=1 ) Abbreviations: U usage charge for the allocated train path the number of train kilometres performed on certain line categories (i) and by the same Q vlkm(i,vv) power car (vv)

Cvlkm cost per train kilometre

Pi weighting of the line category (i)

Fvv coefficient of the power car category (vv) cost of supplement or deduction for the type of transport (depends on the type of the C vp train

6.2.1 V A L U E S O F E LEMENTS IN THE F ORMULA

Weighting of the line is defined according to the line category. For the purpose of the usage charge calculation the rail lines in the RS are divided into seven categories, depending on the line equipment and the traffic volume:

NUMBER OF THE LINE AND NAME OF THE LINE OR LINE LINE CATEGORY ( I ) LINE WEIGHTING ( PI ) SECTION 42 Ljutomer – Gornja Radgona 43 d.m. - Lendava R1 – regional rail lines with 0,411 71 branching Šempeter pri Gorici – Vrtojba – d.m. the minor traffic volume 73 branching Kreplje – Repentabor – d.m. 82 Grosuplje - Kočevje 70 Jesenice - Sežana

R2 – detour rail lines 0,587 81 Sevnica - Trebnje 80 section Trebnje - Ljubljana

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21 Ljubljana Šiška – Kamnik Graben R3 – regional rail lines 0,542 31 Celje – Velenje with the major traffic

volume 80 section d.m. – Metlika - Trebnje 34 section Maribor - Ruše 13 Ljubljana Zalog – Ljubljana (P5) 32 d.m. – Rogatec - Grobelno

R4 – other regional rail 33 d.m. – Imeno - Stranje 0,531 lines 34 section – Ruše – Prevalje – d.m. 61 branching Prešnica – Podgorje – d.m. 72 Prvačina - Ajdovščina G1 – single-track main rail 44 Ormož - Središče – d.m. lines with the minor traffic 0,788 volume 64 Pivka – Ilirska Bistrica – d.m. 20 Ljubljana – Jesenice – d.m. G2 – main rail lines with 1,104 60 Divača – branching Prešnica the major traffic volume 62 branching Prešnica - Koper 10 d.m. – Dobova - Ljubljana 11 Ljubljana Zalog – cepišče Kajuhova (P3) 12 Ljubljana Zalog – Ljubljana (P4) G3 – main electrified rail 1,000 30 Zidani Most – entilj – d.m. lines Š 40 Pragersko – Ormož 41 Ormož – Hodoš – d.m. 50 Ljubljana – Sežana – d.m.

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Factor of Power Car's Classification The power cars are divided into three categories with appurtenant coefficients. Weight of the power cars is taken into account when calculating usage charge.

SERIES OF THE CATEGORY COEFFICIENT DESCRIPTION OF THE POWER CAR POWER CAR SŽ electric multiple unit Siemens (two-carriage train 3120 set) SŽ electric multiple unit Siemens (three- 3121 carriage train set) 6420 SŽ diesel locomotive 6421 SŽ diesel locomotive 6422 SŽ diesel locomotive 6423 SŽ diesel locomotive 6430 SŽ diesel locomotive 7110 SŽ 7130 SŽ diesel multiple unit A 0,95 7131 SŽ diesel multiple unit 7145 SŽ diesel multiple unit 7320 SŽ diesel locomotive 7321 SŽ diesel locomotive 8130 SŽ diesel multiple unit 8131 SŽ diesel multiple unit 30 SŽ steam locomotive 60 SŽ steam locomotive 170 SŽ steam locomotive 250 SŽ steam locomotive 330 SŽ steam locomotive 1216 ÖBB electric locomotive 2016 ÖBB diesel locomotive 3100 SŽ electric multiple unit ICS () 3420 SŽ electric locomotive 5410 SŽ electric locomotive B 1,00 5411 SŽ electric locomotive 5412 SŽ electric locomotive 5415 SŽ electric locomotive 5416 SŽ electric locomotive 6440 SŽ diesel locomotive 0 unknown 3110 SŽ electric multiple unit 3112 SŽ electric multiple unit 3630 SŽ electric locomotive 1,00 C 6610 SŽ diesel locomotive

6611 SŽ diesel locomotive 6640 SŽ diesel locomotive 6641 SŽ diesel locomotive

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C HARGES

Supplements and deductions in regard to the transport type (Cvp) cargo trains up to 1000 t gross weight 0,72 cargo trains from 1001 to 1500 t gross weight 1,00 cargo trains from 1501 to 1750 t gross weight 1,24 cargo trains from 1751 to 2000 t gross weight 1,55 cargo trains over 2000 t gross weight 1,86 cargo trains – circuit working, pick-up 0,10 empty cargo trains (less than 100 t net weight) 0,30 locomotive trains (empty multiple units, power cars running solely) 0,30 tilting trains 0,83 classic passenger trains (locomotive with wagons) 0,61 multiple units 0,60 motorail train through the Bohinj tunnel 0,30 other motorail train 0,42 empty classic passenger trains 0,30 heritage trains 0,42 service trains (planned maintenance of the PRI, elimination the consequences of 0,00 natural disasters, emergencies or force majeure) service trains (unplanned maintenance of the PRI) 0,00 other trains 0,72

6. 3 T ARIFFS

6.3.1 C O S T P E R T R A I N K ILOMETRE

The cost per train kilometre (Cvlkm) amounts to 1,133 EUR, VAT excluded.

6.3.2 T ARIFFS FOR T R A C K A C C E S S T O S E R V I C E S F ACILITIES

The fee for track access to services facilities, indicated in subsections of this Section, in timetable period 2018/2019 is not charged, except the usage fee for PRI tracks, dedicated for receiving the trains at the Koper tovorna station.

6.3.3 S U P P L Y O F S E R V I C E S R EFERRED TO IN 5.3

The tariffs for services are described in Sections 5.3.1.1 to 5.3.1.7. For providing the services themselves the agreement with the operator of service facilities must be signed with a view to regulate relationships regarding the performance of services.

6.3.4 A D D I T I O N A L S ERVICES

The fee for additional services depends on the expenses incurred and is calculated on the basis of their actual use. For providing the additional services from the Point 5.4 the RU must sign the contract with the IM or the operator of services to regulate relationships regarding the performance and the price of services.

6.3.5 A N C I L L A R Y S ERVICES

When the RU and the IM agree on ancillary services, the relations related to the provision, price and charging of such services shall be regulated by a special agreement. The amount of payment for such a service depends on the expenses of their provision, calculated on the basis of actual use.

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6. 4. F I N A N C I A L P ENALTIES AND I NCENTIVES

6.4.1 N ON- USAGE C HARGES

If the RU does not use the allocated train path and fails to cancel the unused path or cancels it after the scheduled departure of the train, the RU is obliged to pay the cancellation fee to the amount of the full user charge for the allocated train path. If the RU does not use or cancel the allocated ad hoc train path or cancels it after the scheduled departure of the train, in addition to the cancellation fee from previous paragraph, the labour costs, incurred in the ad hoc path allocation procedure are charged in the total amount of 25,00 EUR + VAT. Besides, despite the cancelled train path, the RU shall cover all actual costs of the IM, that incurred due to accepted allocation request, as well as any additional costs in the implementation process (for example, occupation of vacant posts, etc.). The procedure for train path cancellation is described in Section 4.6.

6.4.2 L A T E C ANCE L L A T I O N F EES

For late cancellations penalties shall are charged. The rate depends on cancellation time. The cancellation fees are indicated in Section 4.6. The cancellation of a train path, that have been allocated for new Network timetable period or its interim changes, made more than 6 (six) hours prior to the scheduled time of departure, is free of charge. This way the RUs are encouraged to plan their actions in due time while managing the allocated train path. If the train path from the previous paragraph is cancelled less than 6 (six) hours prior to the scheduled time of departure, the cancellation fee is charged in the total amount of 50 % of user charge for the allocated train path. For cancellation of an allocated ad hoc train path, the RU shall pay for labour costs, incurred in the ad hoc path allocation procedure, in the total amount of 25 EUR + VAT. The IM may exempt an Applicant from paying late cancellation fee or non-use of the allocated train path, if the Applicant, on demand of the IM and in due time provides an appropriate reason for late cancellation or non-use of the allocated train path. The appropriate reasons are the following events:  late cancellation of the train path by neighbouring railways;  unforeseen or unannounced obstructions;  exceptional events. The IM has a right and authority to control the correctness of argumentation and procedures in this regard at any time.

6. 5 P ERFORMANCE R EGIME

The performance regime of the rail transport is enforced in the Article 15f ZZelP. The purpose is to encourage the RUs and the IMs to minimise disruption on the rail network and enhance performance of transport services (Directive 2012/34/EU). The performance regime is equally and non-discriminatory applied to all RUs and IM. The basic component of the performance regime is the train punctuality according to its allocated path, and is expressed by the delay. Train punctuality is measured by recording train arrival time at specific monitoring points along the train route, calculating difference between planned timetable and actual time of arrival. Monitoring points are several stations (interchange stations, departure, intermediate and arrival stations), which are set up as performance regime points. Recording of train movement status is responsibility of the IM. Delay causes can be primary, secondary and external. A delay fee is charged only for the primary delay causes, originated on the Slovenian PRI.

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C HARGES

Primary causes are those that result from initial incidents that delay the train. Each primary delay is attributed to either the IM or the RU. Secondary causes are describing consequences of the primary delay. The secondary delay results from the already existing delay – either of the same train, which is further delayed or of another train. External causes originate from circumstances which cannot be influenced by IMs or RUs, such as exceptional weather conditions, fatalities, government actions, etc. The IM shall detect causes and enter information on all primary delays in IT system, except delays, caused by the RU. Besides, the IM shall enter information on all secondary and external causes of delays. Delays are coded according to delay coding table, as provided in Annex A, UIC Leaflet 450-2. If a delay is caused by the RU, the responsible person of the IM proceeds information on such a delay to the responsible person of the RU for further processing, by displaying the corresponding code in the IT system. The responsible person of the RU accepts such a delay and delay responsibility by validating appropriate codes. If the RU disagrees with its responsibility for lateness, within 6 (six) hours after accepting delay notification it rejects the code with an argumentation (by offering a new code). If the IM’s responsible person accepts this argumentation, he updates the delay code, so the procedure is finished. If the IM disagrees with the argumentation, such a delay is marked as a delay, for which further investigation is needed. It becomes a subject of dispute resolution. If the employee of the RU does not validate the corresponding delay codes or fails to refuse delays within 6 (six) hours after receiving notification on its responsibility, the delay is automatically attributed to the RU. If the IM’s employee does not validate the delay, refused by the RU, by updating codes or fails to reject a disputable delay within 2 (two) hours after receipt from the RU, such a delay automatically proceeds for further discussion between the authorised employees of the IM and the RU. If they fail to agree on responsibilities, such a delay becomes a subject of dispute resolution. Subsequent changes to a delay cause are made via predefined validation tool of the IM and RU, within five days (120 hours) after train run. In doing so the RU and the IM change only causes within their group – at this stage attributing previously validated delays from the IM to the RU or vice versa is not possible. At this stage, the authorised employees of the IM and the RU can also settle delays, which would otherwise be a subject of dispute resolution. By validating corresponding codes the case is closed before dispute resolution. For delay calculation it is necessary to consider the number of delays at the destination station or interchange station. In doing so a certain tolerance margin is taken into account for delays for which no compensation is charged, namely 10 (ten) minutes for passenger trains and 60 (sixty) minutes for freight trains. In the following cases a delay charge is not applied:  to the IM in case of path allocation for a service train, intended for maintenance, repair or enhancement of the PRI;  to the RU in case of requested and allocated ad hoc locomotive train path.

All delays rejected or unhandled by the RU, of up to 1 (one) minute in passenger traffic and up to 3 (three) minutes in freight transport are not treated but are automatically put on special status and during delay calculation are considered within intended tolerance margins of delays for which compensations are not charged. These delays are excluded from the procedures of rejected delay treatment and dispute resolution. All one-minute delays with a determined cause of timetable compilation, due to special circumstances (rounded values) automatically are put on special status under a mark “another cause for planning and traffic management”. These delays are excluded from the compensation billing system. For dispute resolution the IM and RUs establish a dispute settlement body, which holds meetings once a month. Meetings of the body shall be convened by the IM no later than the tenth day of the month for the previous month. The dispute settlement body seeks to identify the actual cause and responsibility for the delays. If no consensus can be reached, delay responsibility is proportionally

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C HARGES attributed to all the parties involved. If one of the parties does not agree with such a decision, it may appeal to the regulatory body. Delay compensation shall be calculated for each further minute of delay that exceeds the prescribed tolerance limits. Calculation is carried out for each delayed train and for each party, that caused delay (IM or RU). Time is multiplied by the compensation amount – per minute cost of delay.

The delay compensation is calculated according to the following formula:

 delay caused by the IM: Znad = tupi × C [EUR]

 delay caused by the RU: Znad = tpr × C [EUR]

Znad delay compensation

tupi delay, caused by the IM

tpr delay, caused by the RU C compensation (per minute cost of delay)

For an individual train the total amount of charged minutes for the delay shall not exceed 300 minutes. Per minute cost of delay amounts to 0,10 EUR. At the end of the month all compensations are sum up for the delays, caused by each party (IM or RU). Early ride is not taken into account in the performance assessment. If a secondary delay becomes a primary delay, only the difference of these two shall be charged. The mutual relations of the IM and the RUs, regarding billing and payment terms for delay compensations shall be precisely regulated by a performance regime contract, which shall be concluded prior to the provision of transport services.

6. 6 E XCEPTIONS T O U S A G E C HARGES

The Government of the Republic of Slovenia may issue a decision that the RUs, carrying out public service obligation in passenger carriage in domestic and cross border traffic, as well as the IMs performing public service obligation for PRI maintenance purposes, are exempt from user charges that refer to public service obligation performance.

6. 7 C OMPENSATION TO THE RUS F O R T H E OBSTACLES IN TRAFFIC D U E T O THE INVESTMENT WORKS

In special cases where the implementation of investments on the PRI significantly impairs the availability of the railway network, the investor reimburses the RUs the costs incurred as a result of the implementation of works and upgrades carried out on the PRI from 1.1.2016 onwards, and represent major investment interventions on the PRI. More precise provisions, which define the relationships between the IM and the RUs, are stated in Annex 3H.

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A NNEXES

2A General business/commercial conditions to access to the PRI 3A Technical data on rail lines 3B Technical data on railway stations 3C Sketches of station track plans 3D Clearance and loading gauge 3E Overview of line gradients and gradient forces 3F Line speeds 3G List of stations and station offices, opened for transport of wagon-load consignment 3H Compensation for train service disruptions due to works on public rail infrastructure 4A Path allocation application form 4B Guideline for completing ‘ePoti’ 4C Process and evaluation method of the criteria for train path allocation 4D Tabulation of the train path allocation process

A NNEXES

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