2021 Network Statement

Home , Graz Hauptbahnhof, Jesenice, Karawanks, Raaberbahn, Salzburg Hauptbahnhof, WESTbahn

of ÖBB-Infrastruktur AG including minimum access package and additional services

Valid from:

13 December 2020 Version 2.2

ÖBB-Infrastruktur AG Network Access One Stop Shop Praterstern 4 1020 Vienna, Austria

+43 (0) 664 6172537 [email protected]

Photo: Hanno Thurnher

infrastruktur.oebb.at/snnb

Klassifikation: TLP gelb (Adressatenkreis)

Contents 1 General information ...... 6 1.1 The task of ÖBB-Infrastruktur AG ...... 6 1.2 Objective of the Network Statement ...... 6 1.3 Legal framework ...... 6 1.4 Legal status ...... 6 1.4.1 General remarks ...... 6 1.4.2 Liability ...... 6 1.4.3 Appeals procedure ...... 7 1.5 Structure of the Network Statement ...... 7 1.6 Validity and updating process ...... 7 1.7 Publishing ...... 7 1.8 Contact ...... 8 1.8.1 ÖBB-Infrastruktur AG ...... 8 1.8.2 External agencies ...... 11 1.9 Rail freight corridors ...... 12 1.10 RailNetEurope – international cooperation between Infrastructure Managers ...... 13 2 Access conditions ...... 15 2.1 Legal framework ...... 15 2.2 General access requirements ...... 15 2.2.1 Conditions for applying for capacity ...... 15 2.2.1.1 Definitions ...... 15 2.2.1.2 Requirements for RUs ...... 15 2.2.1.3 Requirements for NRUs ...... 15 2.2.2 Operating licences and concessions ...... 16 2.2.3 Single safety certificate ...... 16 2.2.4 Cover of liabilities ...... 16 2.2.5 Credit check ...... 16 2.3 General business/commercial conditions ...... 17 2.3.1 Framework agreement (regulatory framework in accordance with § 64 EisbG) ...... 17 2.3.2 Contracts with RUs ...... 17 2.3.3 Contracts with NRUs ...... 17 2.3.4 Traction current usage contract and transmission contract ...... 17 2.3.5 Transshipment contracts ...... 17 2.4 Rules and standards ...... 17 2.4.1 Operation without a train guard/attendant ...... 17 2.4.2 Specialist seminars and training ...... 18 2.4.3 Information for train passengers on what to do in abnormal situations during travel ...... 18 2.4.4 Route knowledge on alternative and diversion routes ...... 18 2.5 Exceptional transports ...... 19 2.6 Dangerous goods and environmental protection ...... 19 2.6.1 Dangerous goods ...... 19 2.6.2 Environmental protection ...... 19 2.7 Rolling stock acceptance process guidelines ...... 20 2.7.1 Commissioning of rail vehicles in accordance with EisbG ...... 20 2.7.2 ÖBB-Infrastruktur AG network compatibility testing and licensing ...... 20 2.8 Staff acceptance process...... 20 2.8.1 Traction unit drivers ...... 20 2.8.2 Operational personnel ...... 21 2.9 Access to services/service facilities ...... 21 2.9.1 Use of stations...... 21 3 Infrastructure ...... 22 3.1 Introduction ...... 22

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3.2 Extent of the rail network ...... 22 3.2.1 Limits ...... 22 3.2.2 Connected railway networks ...... 22 3.2.3 Connecting networks ...... 23 3.3 Network description ...... 23 3.3.1 Geographical identification ...... 23 3.3.1.1 Track typologies ...... 23 3.3.1.2 Track gauges and spacing ...... 24 3.3.1.3 Stations and nodes...... 24 3.3.2 Capabilities ...... 24 3.3.2.1 Clearance gauge and loading gauge ...... 24 3.3.2.2 Weight limits ...... 24 3.3.2.3 Line gradients ...... 24 3.3.2.4 Line speeds ...... 24 3.3.2.5 Maximum train lengths ...... 24 3.3.2.6 Power supply ...... 25 3.3.2.7 Maximum and normal coupling hook loads ...... 25 3.3.2.8 Driving with increased lateral acceleration ...... 25 3.3.3 Traffic control and communication systems ...... 25 3.3.3.1 Signalling systems ...... 25 3.3.3.2 Traffic control systems ...... 26 3.3.3.3 Communication systems/data transmission/GSM-R ...... 27 3.3.3.4 ATC systems – Route sections with ZLB-01 and ES 221 support ...... 27 3.4 Traffic restrictions ...... 27 3.4.1 Environmental restrictions ...... 27 3.4.2 Dangerous goods ...... 28 3.4.3 Tunnel restrictions ...... 28 3.4.4 Bridge restrictions ...... 28 3.4.5 Route sections requiring emergency brake override control ...... 28 3.4.6 Route sections with cargo-related usage restrictions ...... 28 3.4.7 Clearance gauge restrictions ...... 29 3.4.8 Usage restrictions for steam operations ...... 29 3.5 Availability of the infrastructure ...... 29 3.5.1 Planned construction works ...... 29 3.5.2 Information on special constructions works ...... 30 3.5.3 Maintenance possessions ...... 30 3.5.4 Opening hours ...... 30 3.6 Service facilities and supply of services ...... 30 3.6.1 Passenger stations (stations and stops) ...... 30 3.6.2 Freight terminals ...... 30 3.6.3 Marshalling yards and shunting facilities ...... 31 3.6.4 Stabling sidings ...... 31 3.6.5 Maintenance facilities ...... 31 3.6.6 Other technical facilities ...... 31 3.6.7 Port facilities ...... 31 3.6.8 Refuelling facilities ...... 31 3.7 Infrastructure development ...... 31 4 Capacity allocation ...... 32 4.1 Introduction ...... 32 4.2 Infrastructure capacity requests ...... 32 4.3 Deadlines ...... 32 4.3.1 Deadlines for the working timetable ...... 32 4.3.1.1 Deadlines for the 2021 working timetable ...... 32 4.3.1.2 Deadlines for the 2022 working timetable ...... 33 4.3.2 Deadlines for interim traffic, interim special traffic and ad hoc traffic ...... 33

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4.3.2.1 Deadlines for interim traffic taking into account changes in the working timetable by means of change book ...... 33 4.3.2.2 Deadlines for interim special traffic (commissioning by means of FAPLO traffic advice) .. 33 4.3.2.3 Orders for ad hoc traffic...... 34 4.3.3 Missing information, subsequent changes to infrastructure capacity requests ...... 35 4.4 Capacity allocation ...... 35 4.4.1 Principles and priority regulations ...... 35 4.4.1.1 General ...... 35 4.4.1.2 Symmetrical clockface passenger traffic ...... 36 4.4.1.3 Priority regulations ...... 36 4.4.2 Dispute resolution process ...... 39 4.4.3 Congested infrastructure ...... 39 4.4.4 Impact of Framework Agreements ...... 39 4.4.5 Principles of planning ...... 40 4.4.5.1 Transit-time reserves...... 40 4.4.5.2 Minimum halt times ...... 39 4.4.5.3 Minimum turnaround times ...... 39 4.4.5.4 Minimum times for train reconfiguration activities ...... 40 4.4.5.5 Minimum transfer times ...... 40 4.4.6 Timetable-related requirements for stations ...... 41 4.5 Allocation of capacity for maintenance, renewal and enhancements ...... 41 4.6 Non-usage of infrastructure capacity ...... 41 4.6.1 Reservation fees ...... 41 4.6.2 Compensation fee for framework agreements ...... 42 4.6.3 Reservation of infrastructure capacity ...... 42 4.7 Exceptional transports and dangerous goods ...... 43 4.8 Disruptions to operations ...... 43 4.8.1 Rules for the return to normal operating conditions ...... 43 4.8.2 Foreseen rail infrastructure restrictions ...... 43 4.8.3 Unforeseen rail infrastructure restrictions ...... 43 5 Services ...... 44 5.1 Introduction ...... 44 5.2 Minimum access package...... 45 5.3 Service facilities and supply of services ...... 45 5.3.1 Basic services ...... 45 5.3.2 Additional services ...... 45 5.3.2.1 Manual processing of order information ...... 45 5.3.2.2 ARAMIS train information ...... 46 5.3.2.3 GSM-R ...... 46 5.3.2.4 Services for exceptional transports and dangerous goods ...... 46 5.3.3 Ancillary services ...... 46 5.3.3.1 Pull/push traction unit service at Pyhrn ...... 46 5.3.3.2 Access to train-running checkpoint data ...... 47 5.3.3.3 Permit ...... 47 5.3.3.4 Other supplementary personnel services...... 48 5.3.3.5 Provision of additional information ...... 48 5.3.3.6 Vehicle fingerprint ...... 48 6 Charges ...... 50 6.1 Minimum access package...... 50 6.1.1 Composition of track access charges (TAC) ...... 50 6.1.2 Approval procedure for mark-ups (§ 67d, Section 6 EisbG) ...... 51 6.1.3 Market segments ...... 52 6.1.4 Reductions/supplements ...... 54 6.1.4.1 Traction unit factor ...... 54 6.1.4.2 Noise-differentiated track access charge element ...... 55

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6.1.4.3 Supplement for congested rail infrastructure ...... 57 6.1.4.4 Performance Regime ...... 57 6.1.5 Charging rates ...... 59 6.1.6 Measures under EU Regulation 2020/1429/EU (COVID 19 outbreak) ...... 60 6.2 Service facilities and supply of services ...... 60 6.2.1 Basic services ...... 60 6.2.2 Additional services ...... 61 6.2.2.1 Manual processing of order information ...... 61 6.2.2.2 ARAMIS train information ...... 61 6.2.2.3 GSM-R ...... 61 6.2.2.4 Services for exceptional transports and dangerous goods ...... 62 6.2.3 Ancillary services ...... 62 6.2.3.1 Pull/push traction unit service at Pyhrn ...... 62 6.2.3.2 Access to train-running checkpoint data ...... 63 6.2.3.3 Other supplementary personnel services...... 63 6.2.3.4 Vehicle fingerprint ...... 64 Glossary ...... 65 List of figures ...... 68 List of tables ...... 69

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Version control

Amendments to the original document version

Version Date Section Description of changes 1.0 15/12/2019 - Initial version 1.1 24/01/2020 4.4.3 Modification “congested infrastructure” 1.2 31/01/2020 6.1.3 Clarification “freight traffic market segments” 1.3 07/02/2020 1.8 Update of contact persons 1.4 30/04/2020 6.1.4.1 Specification “traction unit factor” 1.5 09/11/2020 6.1.3 – 6.1.5 Linguistic adaption of “market segments” 1.8 Update of contacts 2.2.3 Single safety certificate (EisbG amendment) 2.7 Rolling stock acceptance process guidelines (EisbG amendment) 2.8.2 Inclusion of the appendix “form training local knowledge” 3.3.1.2 Clarification “track gauges and spacing” 5.3.3.2, 6.2.3.2 Inclusion of “access to train-running checkpoint data” 2.0 15/02/2021 5.3.3.6, 6.2.3.4 Inclusion of “vehicle fingerprint” 6.1.3 Clarification “combined transport” 6.1.4.4 Clarification “Performance Regime” 6.1.5 – 6.1.6 Inclusion “Measures under EU Regulation 2020/1429/EU (Covid 19 outbreak)

Update for the timetable change Supplement Extension of the reference period of Regulation (EU) 2.1 10/03/2021 6.1.6 2020/1429 with Commission Delegated Regulation (EU) 2020/2180 of 18.12.2020 1.8 Update of contacts 2.6.2 Update of telephone numbers for reporting environmentally damaging events/incidents 2.2 14/07/2021 3.2.2 Update of the border section Lochau-Hörbranz – Bhf Lindau 4.3.2.3 Addition of the footnote on orders outside the office hours of Net- work Access business division 5.3.3.6 Correction of the kilometre marking at the station Tullnerfeld Table 1: Version control

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1 General information

1.1 The task of ÖBB-Infrastruktur AG

As a railway infrastructure company, ÖBB-Infrastruktur AG is responsible for planning, constructing, maintaining, providing and operating a safe railway infrastructure that satisfies the needs of its users. ÖBB-Infrastruktur AG is the allocation body, charging body and service facility operator according to railway law.

The contact point at ÖBB-Infrastruktur AG for access to the ÖBB-Infrastruktur AG rail network is the Network Access business division. For more information, please see the Network Access website.

1.2 Objective of the Network Statement

The Network Statement provides those authorised to apply for railway infrastructure capacity with the important administrative, technical and financial information required for the provision of rail services on the rail network.

1.3 Legal framework

Access to the ÖBB-Infrastruktur AG rail network is in particular governed by the following laws/ordinances:

• Austrian Railway Act (Eisenbahngesetz – EisbG) • Austrian Occupational Health and Safety Law for Railway Employees (EisenbahnarbeitnehmerInnen- schutzverordnung – EisbAV) • Austrian Railway Passenger Transport Law (Eisenbahn-Beförderungs- und Fahrgastrechtegesetz – EisbBFG) • Austrian Law on Suitability and Inspection of Vehicles for Railway Use (Eisenbahn-Eignungs- und Prüfungsverordnung – EisbEPV) • Austrian Railway Safety Regulations (Eisenbahnschutzvorschrift – EisbSV) • European legal specifications, e.g. ERA Technical Specifications for Interoperability (TSI) Further information is available on the Internet (Legal Information System of the Republic of Austria).

1.4 Legal status

1.4.1 General remarks

As a railway infrastructure company, ÖBB-Infrastruktur AG is obliged to produce and publish the Network Statement in accordance with § 59 EisbG.

1.4.2 Liability

ÖBB-Infrastruktur AG is at pains to ensure that the information in the Network Statement is accurate. However, as a result of the statutory publication deadlines and the large number of ongoing changes (e.g. data regarding railway infrastructure) in particular, it cannot be ruled out that the Network Statement may deviate from the actual circumstances.

ÖBB-Infrastruktur AG shall not be held liable for any direct or indirect damages resulting from omissions or printing errors in the Network Statement and other documents. Furthermore, no responsibility is taken for the content of any external websites to which this Network Statement and other documents refer or display links. In addition, the General conditions for use of ÖBB-Infrastruktur AG websites also apply.

No part of this document may be reproduced, transferred or copied for commercial use without the explicit prior consent of ÖBB-Infrastruktur AG.

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1.4.3 Appeals procedure

Those authorised to apply for railway infrastructure capacity may appeal to the Railway Control Commission (Schienen-Control Kommission – SCK) if a request for infrastructure capacity to be allocated or the minimum access package are not granted for the reasons laid out in § 72, Section 1 EisbG. Railway undertakings (RUs) have the right to lodge complaints with the SCK in connection with the granting of services and access to service facilities, including access to tracks, for the reasons laid out in § 73, Section 1 EisbG. Furthermore, those authorised to apply for railway infrastructure capacity or railway undertakings can submit appeals to the SCK for the reasons laid out in § 74, Section 1 EisbG.

Appeals must be made in writing and must include the applications mentioned in § 72, Section 2 and § 73, Section 1 EisbG. For more information, please see the Schienen-Control website.

1.5 Structure of the Network Statement

The Network Statement is structured according to legal requirements, and is based on the layout recommended by RailNetEurope (RNE):

1. General information 2. Access conditions 3. Infrastructure 4. Capacity allocation 5. Services 6. Charges The services and service facilities provided by ÖBB-Infrastruktur AG are detailed in the “Service facilities and services” document (use of stations, use of stabling and reconfiguration sidings and other technical facilities, shunting services, etc.), which forms an integral part of the Network Statement, and are also available here.

An overview of the appendices to the Network Statement is available here.

The appendices can be found in the relevant directory under the corresponding Network Statement chapter number.

1.6 Validity and updating process

The Network Statement is valid for a working timetable period. The working timetable changes annually, and starts on the second Saturday in December, at midnight. This 2021 Network Statement is thus valid from midnight 13 December 2020 to midnight 11 December 2021 inclusive.

In accordance with § 59, Section 2 EisbG, ÖBB-Infrastruktur AG is obliged to keep the Network Statement up to date and to make changes where necessary.

1.7 Publishing

In accordance with § 59, Section 8 EisbG, ÖBB-Infrastruktur AG must make the Network Statement and its amendments available at least four months before the expiration of the deadline for requests for the allocation of track capacity. It must be provided in an electronic format on the ÖBB-Infrastruktur AG website, free of charge, and accessible to the public.

The Network Statement shall be published in German and English. In the event of discrepancies between the English and German versions, the German version shall prevail.

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1.8 Contact

1.8.1 ÖBB-Infrastruktur AG

Under the motto “one face to the customer”, the One Stop Shop (OSS) supports RUs with issues relating to network access and with any concerns before, during and after train movements.

General Contact Contact details

Tel.: +43 664 6172537

One Stop Shop (OSS) OSS network access [email protected] Address: Praterstern 4, 1020 Vienna

Timetable Principles Mobile: +43 664 6175590 Network Access Mobile: +43 664 88425489 M-AMA Customer Support [email protected] Patrick Wögenstein Address: Praterstern 4, 1020 Vienna Florian Detzer Sales (provision) Tel.: +43 5 1778 97 36193 Mobile: +43 664 6172038 [email protected] Team customer support Tel.: +43 5 1778 97 70218 Ordering of freight train Network Access/Sales Mobile: +43 664 88425055 paths for the working [email protected] timetable and perma- Partner Manager Tel.: +43 5 1778 97 35322 nent interim changes Helmut Fruhmann Mobile: +43 664 6172036

[email protected] and Robert Glinz Tel.: +43 5 1778 97 44113 Gerald Steindl Mobile: +43 664 6172037 traction current sales Markus Rochovansky [email protected] Ernst Gruber Mobil: +43 664 6173112 [email protected] Address: Praterstern 4, 1020 Vienna Ordering of passenger Team customer support Tel.: +43 5 1778 97 70221 train paths for the work- Network Access/Sales Mobil: +43 664 6178946 ing timetable and per- [email protected] manent interim changes Partner Manager Mobil: +43 664 2156889 Roland Pfabigan [email protected] and Mobil: +43 664 6178381 Eva Kozak [email protected] traction current sales Wolfgang Veitl Address: Praterstern 4, 1020 Wien

Interim special trains, Availability Management Tel.: +43 1 93000 97 34916 ad hoc traffic, passen- Interim timetable Mobile: +43 664 88425340 ger and freight traffic Network Access [email protected] from next day [email protected] (see chapter 4.3.2.3) Gerald Burgsteiner Address: Praterstern 4, 1020 Vienna

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Notification for the car- Interim timetable Tel.: +43 5 1778 97 33364 riage of exceptional Network Access/Train path manage- transports ment Aussergewoehnliche- [email protected] Andreas Fischer

Address: Praterstern 4, 1020 Wien

Ad hoc traffic, traffic for Operational Management Centre, Wien Tel.: +43 5 1778 855 11000 the same day (contacta- Operations [email protected] ble 00:00 – 23:59) and Linz Tel.: +43 5 1778 855 15000 Ad hoc traffic in the [email protected] event of unforeseen line Salzburg Tel.: +43 5 1778 855 14000 closures and railway in- [email protected] frastructure restrictions Villach Tel.: +43 5 1778 855 12000 for the current day and [email protected] at most for the next Innsbruck Tel.: +43 5 1778 855 13000 three office days of the [email protected] Network Access business division1 (see chapter 4.3.2.3) Christoph Dam Exceptional transports Timetable Principles Tel.: 05 1778 - 97 70250 (technical specifications) Network Access, Sales [email protected]

Christoph Dam Ing. Christian Fischer Tel.: +43 5 1778 - 97 35570 Christian Fischer [email protected]

Matthias Harbart Matthias Harbart Tel.: +43 5 1778 – 97 70185 [email protected]

Address: Praterstern 4, 1020 Vienna

Sales, Key Account Sales Mobile: +43 664 3212967 Terminal Service Austria Terminal Service Austria [email protected] (TSA) Hermann Ungersbäck Address: Praterstern 3, 1020 Vienna

Settlement

Settlement Network Access, Sales Tel.: +43 1 93000 97 44145 Mobile: +43 664 6170170 Karl Baumer [email protected] Address: Praterstern 4, 1020 Vienna

1 Office hours of the Network Access business division: Monday to Friday from 08:00 to 15:00, except public holidays and 24 & 31 December

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Railway infrastructure restrictions

Planned construction Network Management, Network Access Tel.: +43 1 93000 90 83020 works Mobile: +43 664 6176120 Roland Pavel [email protected] Address: Praterstern 4, 1020 Vienna

Schedules for passenger Construction Timetable Tel.: +43 1 93000 97 70123 and freight traffic diver- Availability Management Mobile: +43 664 88425734 sions due to planned rail- Network Access [email protected] way infrastructure re- Address: Praterstern 4, 1020 Vienna strictions, from the fourth Günter Amon office day of the Network [email protected] Access business division Legal matters

Legal matters Head of Legal and Tel.: +43 1 93000 44703 Participation Management [email protected] Address: Praterstern 3, 1020 Vienna Dr. Stefan Urmann

Ordering Legal and [email protected] permits Participation Management Address: Praterstern 3, 1020 Vienna

Licensing and operating standards/Safety

Network compatibility Network Access/Timetable principles Mobile: +43 664 6177798 testing and licensing of [email protected] rail vehicles Wolfgang Strehn Address: Praterstern 3, 1020 Wien

Training certificates for operational personnel Head of Standards Tel.: +43 5 1778 97 35378 Safety and Quality Mobile: +43 664 617 20 99 [email protected] Standards Karl Steiner [email protected]

Address: Praterstern 3, 1020 Wien

ETCS Rail System Mobile: +43 664 2865832 Technical Enquiries [email protected] Ramo Begic Address: Praterstern 3, 1020 Vienna

ETCS Rail System Key Management [email protected] (ETCS key applications Christian Kis and related enquiries)

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Reporting environmen- Operational Management Centre, Op- Vienna Tel.: +43 5 1778 855 11001 tally damaging erations Linz Tel.: +43 5 1778 855 15010 impacts Salzburg Tel.: +43 5 1778 855 14010 Villach Tel.: +43 5 1778 855 12010 Innsbruck Tel.: +43 5 1778 855 13002

Clearance gauge Line Management and Tel.: +43 1 93000 50822 Facility Development Email: [email protected]

Training

Manager of company training & further Tel.: +43 664 88425530 Company training & education Email: [email protected] further education Address: Praterstern 4, 1020 Wien Ursula Ulz

Tel.: +43 664 2867766 Manager of vehicle and traction Vehicle and traction E-Mail: [email protected] engineering education and training engineering education Address: St. Georgener Haupt-

and training straße 91a, 3151 St. Georgen am Martin Hinterndorfer Steinfelde

Ordering of education E-Mail: [email protected] Customer management and training Address: Praterstern 4, 1020 Wien

Table 2: ÖBB contacts

1.8.2 External agencies

Field of activity Authority Contact details Operating licences and con-

cessions Federal Ministry for Climate Action, En- vironment, Energy, Mobility, Innovation Tel.: +43 1 71162 652204 and Technology Email: [email protected] (Bundesministerium für Klimaschutz, Address: Radetzkystraße 2,

Single Safety certificate Umwelt, Mobilität, Innovation und Tech- 1030 Vienna nologie)

Section IV, Dept. E3 Regina Roithner Commissioning of rail vehi- Federal Ministry for Climate Action, En- cles in accordance with EisbG vironment, Energy, Mobility, Innovation Tel.: +43 1 71162 652211 and Technology Email: [email protected] Licensing of (Bundesministerium für Klimaschutz, Address: Radetzkystraße 2, traction unit drivers Umwelt, Mobilität, Innovation und Tech- 1030 Vienna nologie)

Section IV, Dept. E2

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Conflicts and Schienen-Control GmbH Tel.: +43 1 5050707 conflict handling Railway Control Commission Email: office@schienencon- trol.gv.at Address: Linke Wien- zeile 4,1060 Vienna

Table 3: External contacts

1.9 Rail freight corridors

The ÖBB-Infrastruktur AG rail network also includes five operational freight rail corridors (RFC), based on EU Regulation No. 913/2010 which aims to create a European rail network for competitive rail freight traffic. Spe- cial regulations apply to the allocation of infrastructure capacity for these rail freight corridors (Framework for the Allocation of Infrastructure Capacity, Customer Information Document – Book 4); these are published on the freight rail corridor websites (for more details, see the RNE website).

Information on the pilot project, “Redesign of the international Timetabling Process” (TTR), on the Mannheim- Miranda de Ebro, München-Kufstein-Brenner-Verona and Rotterdam-Antwerpen routes for the 2021 working timetable period is provided in chapter 4.3.1.2.

Field of activity Contact Contact details

RFC 3: Scandinavian – Mediterranean Harald Hotz Mobile: +43 664 6172030 corridor Email: [email protected] Stockholm/[Oslo]/Trelleborg-Malmö-Kø- Address: Praterstern 4, 1020 Vienna benhavn-Hamburg-Innsbruck-Verona-La Spezia/Livorno/Ancona/Taranto/Au- gusta/Palermo Heidi Müller Mobile: +43 664 6171690 Email: [email protected] Address: Praterstern 4, 1020 Vienna

RFC 5: Baltic – Adriatic corridor Harald Hotz Mobile: +43 664 6172030 Swinoujscie/Gdynia-Katowice-Os- Email: [email protected] trava/Žilina-Bratislava/Wien—Klagen- Address: Praterstern 4, 1020 Vienna furt-Udine-Venezia/Trieste/Bologna/Ra- venna—Graz-Maribor-Ljubljana-Ko- per/Trieste Heidi Müller Mobile: +43 664 6171690 Email: [email protected] Address: Praterstern 4, 1020 Vienna

RFC 7: Orient/East-Med Corridor Harald Hotz Mobile: +43 664 6172030 Praha-Wien/Bratislava-Budapest— Email: [email protected] București-Constanţa—Vidin-Sofia-Bur- Address: Praterstern 4, 1020 Vienna gas/Svilengrad/Thessaloniki-Athína

Dr. Jürgen Bozsoki Mobile: +43 664 6173978 Email: [email protected] Address: Praterstern 4, 1020 Vienna

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RFC 9: Rhine-Danube Corridor Harald Hotz Mobile: +43 664 6172030 Strasbourg-Mannheim-Frankfurt-Nürn- Email: [email protected] berg-Wels Address: Praterstern 4, 1020 Vienna Strasbourg-Stuttgart-München-Salz- burg-Wels-Wien-Bratislava-Budapest-A- rad-Brașov/Craiova-București-Constanța Helga Steinberger Mobile: +43 664 6176644 Čierna and Tisou-Košice-Žilina-Horní Li- Email: [email protected] deč-Praha-München/Nürnberg Address: Praterstern 4, 1020 Vienna

RFC 10: Alpine–Western Balkan Harald Hotz Mobile: +43 664 6172030 corridor Email: [email protected] (Expected to begin operation in 2020) Address: Praterstern 4, 1020 Vienna Salzburg-Villach-Ljubljana/ Wels/Linz-Graz-Maribor- Zagreb-Vinkovci/Vukovar-Tovarnik-Bel- Helga Steinberger Mobile: +43 664 617 6644 grad-Sofia-Svilengrad (Bulgarian-Turk- Email: [email protected] ish border) Address: Praterstern 4, 1020 Vienna

Table 4: RFC contacts

1.10 RailNetEurope – international cooperation between Infrastructure Manag- ers

ÖBB-Infrastruktur AG is a member of RailNetEurope (RNE), an association of European rail infrastructure managers and allocation bodies, headquartered in Vienna. RNE’s goal is to facilitate rail network access and thus encourage international rail traffic through competent advice and an international sales network.

The One Stop Shop (OSS) network carries out this function. Under the motto “one face to the customer”, the OSS provides one contact point for railway infrastructure managers in each member country for national and international enquiries.

You can find contact details for the One Stop Shop in Austria on the Network Access website of ÖBB-Infra- struktur AG. The international contact details for other OSS officials are available on the RNE website.

The OSS network has the following main tasks:

• Supporting applicants with any national and international concerns regarding train movements • Helping applicants to obtain the operating licences and documents required to access the rail network Information on the following RNE tools is available on the RNE website:

• PCS (Path Coordination System) – online tool for international requests for track capacity to be allocated • CIS (Charging Information System) – estimation of charges for international infrastructure capacity, information on distances • TIS (Train Information System) – real-time train information for international passenger or freight trains Information on the “Redesign of the international Timetabling Process” (TTR) project:

TTR is a project run by the international organisations RNE, FTE and ERFA aimed at harmonising European timetabling procedures in order to make infrastructure capacities available for defined purposes.

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Information on the TTR project is available on the RNE website. All information on the RNE website is of a purely informative nature. More information on the pilot projects in Austria is available in chapter 4.3.2.1

The Network Statements for foreign railway infrastructure managers can be accessed via the RNE website. Links to the Network Statements of domestic railway infrastructure managers are given in chapter 3.2.2.

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2 Access conditions

2.1 Legal framework

The latest version of the Railway Act 1957 (EisbG) forms the legal basis for access to the railway infrastructure and the utilisation of services and service facilities.

2.2 General access requirements

2.2.1 Conditions for applying for capacity

2.2.1.1 Definitions

In accordance with § 57a EisbG, those authorised to apply for railway infrastructure capacity are:

1. Entities with right of access (known as Railway Undertakings – RUs): o Railway undertakings with headquarters in a European Union Member State or in a contractual party to the Agreement on the European Economic Area for passenger rail services; o Railway undertakings with headquarters in another European Union Member State or in another contractual party to the Agreement on the European Economic Area or the Swiss Confederation for freight rail services; 2. International groups of railway companies, other natural and legal persons, such as authorities coming under Directive (EC) No. 1370/2007, shippers, freight forwarders and combined traffic companies which have a socio-economic or microeconomic interest in procuring infrastructure capacity (known as non-Railway Undertakings – NRUs). Applicants (RUs and NRUs) have a right to discrimination-free allocation of track capacity. In accordance with §§ 58, 58a and 58b EisbG, access to railway infrastructure and utilisation of services and service facilities may only be carried out through RUs.

2.2.1.2 Requirements for RUs

For requests for allocation of infrastructure capacity, proof of a proper operating licence, or a concession as RU for the relevant transport services, is required (see chapter 2.2.2).

Before infrastructure capacity is allocated, proof of a safety certificate is also required (see chapter 2.2.3). Access to railway infrastructure and utilisation of services and service facilities may only be carried out through RUs on the basis of a concluded Access Agreement (AA) (see chapter 2.3.2).

2.2.1.3 Requirements for NRUs

NRUs must demonstrate their socio-economic or microeconomic interest in acquiring infrastructure capacity before or at the same time as they submit their application for infrastructure capacity allocation. Otherwise the request for infrastructure capacity will be refused.

Infrastructure capacity allocated to NRUs must be used through an RU and this RU must be notified to ÖBB- Infrastruktur AG:

• at least 30 days before the first day of travel for the allocated infrastructure capacity, or

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• at the same time the request is submitted, if this is less than 30 days before the first day of travel for the allocated infrastructure capacity. Notification of the RU must be made via the systems described in chapter 4.2. The RU must satisfy the requirements laid out in chapter 2.2.

2.2.2 Operating licences and concessions

The requirements for applying for an operating licence and concession can be obtained from the issuing office. Further information and contact details can be found on the website of the Federal Ministry for Transport, Innovation and Technology.

2.2.3 Single safety certificate

The application for the issue of a single safety certificate must be submitted in writing to the Federal Ministry for Climate Protection, Environment, Energy, Mobility, Innovation and Technology or the European Railway Agency (ERA), depending on the competence, in accordance with § 195 EisbG.

A guideline of the Federal Ministry for Climate Protection, Environment, Energy, Mobility, Innovation and Tech- nology and more detailed information on the requirements for issuing, maintaining and applying for a new safety certificate (taking into account Regulations (EU) No. 1077/2012 and No. 1078/2012) are available on the website of the Federal Ministry for Climate Protection, Environment, Energy, Mobility, Innovation and Tech- nology.

2.2.4 Cover of liabilities

In accordance with the requirements of Article 22 of Directive 2012/34/EU (§ 15a Z10, § 15b, Section 1 Z4 or § 16b, Section 1 Z 4 EisbG), the RU must take out third-party liability insurance covering all claims that can arise, for whatever legal reason, and maintain this during the whole term of the AA. More detailed conditions are provided in chapter 8 of the General Terms and Conditions (GTC) of the AA.

2.2.5 Credit check

Before concluding a contract and during the contractual relationship, ÖBB-Infrastruktur AG has the right to run credit checks on applicants. In the event of an inadequate credit rating, ÖBB-Infrastruktur AG has the right to demand financial guarantees in accordance with § 57b EisbG.

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2.3 General business/commercial conditions

2.3.1 Framework agreement (regulatory framework in accordance with § 64 EisbG)

In accordance with § 64 EisbG, framework agreements may be concluded for longer than one working timetable period. A model Framework Agreement on the allocation of infrastructure capacity is included in the Appendices to the Network Statement. For more information, see chapter 4.4.4.

2.3.2 Contracts with RUs

An Access Agreement must be concluded between the RU and ÖBB-Infrastruktur AG before access to railway infrastructure and utilisation of services and service facilities can be granted.

Key elements of the Access Agreement include its GTC and the train path agreement (which includes details on allocated infrastructure capacity and possible services and service facilities). Contract templates are included in the Appendices to the Network Statement.

2.3.3 Contracts with NRUs

If NRUs fulfil all requirements set out in chapter 2.2.1.3, they can be party to an infrastructure capacity contract. Contract templates are included in the Appendices to the Network Statement.

2.3.4 Traction current usage contract and transmission contract

The transmission of traction current from external electricity suppliers (“third-party suppliers”) to RUs for their railway operations in Austria is governed by a traction current usage contract (Bahnstromnetznutzungsvertrag – BNNV) and a transmission contract (Durchleitungsvertrag – DLV).

Provisions for the usage of traction current are published in the Appendices to the Network Statement.

2.3.5 Transshipment contracts

A UCT or ROLA transshipment contract is required for the transshipment of intermodal transport units (unaccompanied combined transport – UCT) or trucks (Rolling Road – ROLA) from road to rail and from rail to road in freight terminals operated by ÖBB-Infrastruktur AG.

Further information is available on the website of the Terminal Service Austria business division.

2.4 Rules and standards

The relevant rules and standards are published in the webshop for rules and standards of ÖBB-Infrastruktur AG. Changes to the service regulations are announced six months before they come into effect.

The operational language on the ÖBB-Infrastruktur AG rail network is German.

2.4.1 Operation without a train guard/attendant

In accordance with Federal Ministry for Transport, Innovation and Technology Order GZ: BMVIT- 222.110/0006-IV/SCH5/2009 of 27 October 2009, before a train operating without a guard/attendant may be accepted, and also before other rail vehicles of the RU concerned may be operated, there must always be an evaluation in the operating locations or platform areas concerned, by agreement with ÖBB-Infrastruktur AG. Examples of evaluation points include view of go signal, train stopping point, platform gap, etc.

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2.4.2 Specialist seminars and training

In order to retain the operational knowledge required for network access to the ÖBB-Infrastruktur AG network, the management of the RU must attend one information event (e.g. specialist seminar on operations) run each year by ÖBB-Infrastruktur AG’s Safety and Quality departement.

The ÖBB-Infrastruktur AG Railway Training and Apprenticeship Centre (Bildungszentrum Eisenbahn & Lehr- lingswesen – BZELW) offers training in accordance with EisbAV, EisbEPV and EisbG.

2.4.3 Information for train passengers on what to do in abnormal situations during travel

Every RU using the ÖBB-Infrastruktur AG rail network and its tunnels must provide suitable information for passengers regarding the behaviour to adopt in abnormal situations, including during emergencies in tunnels, and how to use safety equipment in the train. RUs are thus obliged to provide safety information in suitable locations (e.g. near entry points) in all person-carrying vehicles. This safety information must cover at least the following:

• Contact point in abnormal situations • Information on safety equipment and its use • Behaviour in the event of fire • Behaviour if the train must be evacuated Written or spoken safety instructions should be available in German and English (TSI SRT chapter 4.4.5 a and b).

It is also recommended, particularly for long-distance passenger traffic, to provide information to passengers in the form of printed sheets or information folders by seats, or via loudspeaker announcements.

2.4.4 Route knowledge on alternative and diversion routes

Alternative routes allow operators to choose to direct trains on the planned routes OR the alternative routes as indicated in the timetable documentation WITHOUT the specific agreement of the RU or the traction unit driver.

This means that RUs have an obligation to ensure that drivers of trains whose timetables include alternative routes also have the relevant route knowledge.

For cases of major disruptions (route interruptions, single-track operations on multi-track routes, etc.), general diversion routes have been defined for certain routes (or route sections) (see Appendices to the Network Statement). Furthermore, for disruptions or potential disruptions to operations, further diversion routes may be defined in cooperation with the RU for certain train/traffic types.

As a result, RUs have an obligation to ensure that drivers of trains whose timetables include routes (or route sections) for which diversion routes are defined (Appendices to the Network Statement and/or disruptions or potential disruptions to operations), also have the relevant diversion route knowledge.

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2.5 Exceptional transports

A transport is considered as exceptional if its external dimensions, its weight or its features in relation to the fixed installations or wagon necessitate special measures, and therefore, it can only be accepted under special technical or operating conditions.

Information on exceptional transports is available on the webshop for rules and standards.

2.6 Dangerous goods and environmental protection

2.6.1 Dangerous goods

The Regulations concerning the International Carriage of Dangerous Goods by Rail (RID) apply for national and international carriage of dangerous goods by rail. The law on freight carriage of dangerous goods, chapter 5 in particular, and the conditions of UIC Leaflet 471-3 are also to be observed. Specific data, especially the quantity of dangerous goods shipped per year broken down by category, must be submitted free of charge by RUs on request by ÖBB-Infrastruktur AG at least once a year.

2.6.2 Environmental protection

When using railway infrastructure operated by ÖBB-Infrastruktur AG, the relevant international and Austrian environment laws are to be observed. Should an environmentally hazardous event or incident (e.g. contami- nation, noise, vibration, emissions) occur, or should there be a threat of any such event, the RU must – not- withstanding its legal or contractual obligations regarding its damage responsibilities – immediately take the following measures:

• Notify the appropriate agencies/control centres for aid and rescue organisations (e.g. fire brigade) • Carry out other legally required notifications • Notify ÖBB-Infrastruktur AG (Operational Management Centres, according to the following information:

Reporting environmentally damaging events/incidents

OMC Wien Tel.: +43 5 1778 855 11001 OMC Linz Tel.: +43 5 1778 855 15010 OMC Salzburg Tel.: +43 5 1778 855 14010 OMC Villach Tel.: +43 5 1778 855 12010 OMC Innsbruck Tel.: +43 5 1778 855 13002

• An email must immediately be sent to the Environmental Technology Department of ÖBB-Infrastruktur AG containing information on the incident, measures taken, amount and type of environmentally hazardous material, and who at ÖBB-Infrastruktur AG was informed of the incident.

Info on environmentally damaging events/incidents

Line Management and Facility Development Department of Structural Engineering Technology Waste Management & Environmental Technology Email: [email protected]

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2.7 Rolling stock acceptance process guidelines

2.7.1 Commissioning of rail vehicles in accordance with EisbG

Rail vehicles are only allowed into operation on the ÖBB-Infrastruktur AG network if they fulfil the legal requirements for this in accordance with the EisbG 1957 as amended. This concerns, among other things:

• Authorisation under railway law (operating licence or authorisation to place on the market) • Projects exempt from approval according to § 36 EisbG (in particular § 36 (4)) • Inspection prior to the use of an approved railway vehicle (line compatibility) pursuant to § 112 EisbG

2.7.2 ÖBB-Infrastruktur AG network compatibility testing and licensing

In addition to the approval railway law approval and the line compatibility check (see chapter 2.7.1), rail vehicles also require a declaration of consent from ÖBB-Infrastruktur AG before using the network of ÖBB-Infra- struktur AG. Vehicles with the following interoperability markings are exempt from this requirement:

• Freight wagons: RIV, TEN CW, TEN GE • Passenger coaches: RIC

The Network Access - Technical Access Division of ÖBB-Infrastruktur AG is responsible for this procedure.

The declaration of consent serves: • the safe integration of the vehicles in the network of ÖBB-Infrastruktur AG including the definition of operational and technical conditions of carriage, in particular in case of deviations and operating conditions from the vehicle approval and route compatibility test procedure. This can also be done by means of a declaration of no objection by the railway infrastructure company in the course of involve- ment in the licensing process in accordance with § 110 (4) EisbG.

The following regulations of ÖBB-Infrastruktur AG are relevant for obtaining a declaration of consent: • RW 50.01.01 Network Consent Check & Declaration of Consent • RW 50.02.01 Catalogue of requirements for traction units, multiple units and passenger coaches • RW 50.03.01 Catalogue of requirements for freight wagons • RW 50.04.01 Catalogue of requirements for special vehicles

These regulations, as well as information on the processing time and an overview of the costs to be expected, can be found on the "Technical Access" website on the Internet. In the interest of a short duration of the procedure, it is recommended to apply for the procedure for obtaining the network statement of compliance in parallel to the procedures for vehicle admission or the route compatibility check (according to chapter 2.7.1).

2.8 Staff acceptance process

2.8.1 Traction unit drivers

The permission to drive and operate a traction unit as a traction unit driver on the Austrian rail network is defined in §§ 124 ff EisbG and the Regulation for Traction Unit Drivers (Triebfahrzeugführer-Verordnung – TFVO). The Federal Ministry for Transport, Innovation and Technology is responsible (§ 26 TFVO) for the recognition of foreign permissions to drive and operate a traction unit in accordance with the TFVO.

Required training courses are offered by the ÖBB-Infrastruktur AG BZELW and third parties. More detailed information on the contact persons and the training offered by the BZELW can be found on the internet.

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A list of contacts responsible for location and route knowledge training is available on the website of ÖBB- Infrastruktur AG. The training is carried out according to the resources available.

2.8.2 Operational personnel

The RU is responsible for the training, testing and qualification of its staff and those of its contractors.

Contractors’ personnel (legal or natural persons) who carry out activities defined as skilled activities by the EisbEPV for ÖBB-Infrastruktur AG must be fully trained and tested in accordance with the requirements and must be able to provide proof of their qualifications at any time. For any other activities on the ÖBB-Infrastruktur AG rail network which are not specified in the EisbEPV, a training certificate together with the necessary skills must be obtained through the ÖBB-Infrastruktur AG Safety and Quality organisational unit.

Such personnel should also have operational experience in safety-related tasks in accordance with § 62 of the Austrian Employee Protection Act (ArbeitnehmerInnenschutzgesetz).

RU operational personnel and those of its contractors who carry out activities defined as skilled activities by the EisbEPV must be fully trained and tested in accordance with the requirements and must be able to provide proof of their qualifications at any time.

A list of those contacts from the business unit Operations who are responsible for training measures to acquire local knowledge as well as a form for receiving information on local knowledge training are published in the annexes to the Network Statement.

Where they operate within the scope of the TSI PRM, RU operational personnel and those of its contractors who accompany trains, who serve and help passengers in stations or who sell tickets must be trained in accordance with the Operational Regulations and Professional Qualifications chapters of the Technical specifications for interoperability relating to accessibility of the Union’s rail system for persons with disabilities and people with reduced mobility (TSI PRM).

Personnel who do not fulfil one of the conditions listed above may not be used in operational functions on the ÖBB-Infrastruktur AG rail network.

2.9 Access to services/service facilities

2.9.1 Use of stations

Applicants must provide up-to-date, typical passenger frequencies (per day and station) at least once per year with the working timetable change, and/or on request from ÖBB-Infrastruktur AG. This information must be provided free of charge. Passenger frequencies are required for dimensioning and specifying the equipment of facilities, for implementing safety requirements, for determining services and for categorising stations.

Passenger frequency data may be submitted either in detail, or as a grading for predefined frequency classes. Frequency classes are listed in the Appendices to the Network Statement. ÖBB-Infrastruktur AG will treat all submitted data in confidence.

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3 Infrastructure

3.1 Introduction

This chapter provides information on the rail infrastructure of ÖBB-Infrastruktur AG. For detailed information, please refer to the corresponding information sources or databases (specifically the Appendices to the Network Statement and the Register of Infrastructure (RINF) Austria).

3.2 Extent of the rail network

3.2.1 Limits

The railway network operated by ÖBB-Infrastruktur AG covers the national territory of the Republic of Austria and the Principality of Liechtenstein, and additionally includes the Nendeln – Buchs SG border section in the national territory of the Swiss Confederation and the Lustenau – St. Margrethen border section.

3.2.2 Connected railway networks

The rail network operated by ÖBB-Infrastruktur AG is international and connected to the rail networks of the following railway companies:

• DB-Netz: DB Netz AG • GYSEV/Raaberbahn: Györ-Sopron-Ebenfurt Vasút Zrt./Raab-Oedenburg Ebenfurter Eisenbahn AG • RFI: Rete Ferroviaria Italiana S.p.A. • SBB CFF FFS: SBB Infrastruktur • Slovenske železnice: Slovenske železnice-Infrastruktura, d. o. o. • SŽDC: Správa železnicní dopravní cesty, s.o. • VPE: Vasúti Pályakapacitás-elosztó Kft. • ZSR: Železnice Slovenskej Republiky

Information on the rail networks of the neighbouring railways listed above can be found in the Network State- ments of the relevant infrastructure managers.

Border routes and stations Czech Re- Summerau – Horni Dvoriste Italy Arnoldstein – Tarvisio Boscoverde public Gmünd NÖ – Ceske Velenice Sillian – San Candido/Innichen Retz – Satov Brennero/Brenner Bernhardsthal (Hohenau) – Breclav Slovakia Marchegg – Devinska Nova Ves Switzer- Feldkirch – Buchs SG land Kittsee – Bratislava-Petrzalka Lustenau – St. Margrethen

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Hungary Nickelsdorf – Hegyeshalom Germany Lochau-Hörbranz – Lindau-Insel and Lochau-Hörbranz – Lindau-Aeschach Loipersbach-Schattendorf – Vils – Pfronten-Steinach Sopron Ehrwald-Zugspitzbahn – Griesen Deutschkreuz – Sopron (Gy- (Oberbayern) sev) Scharnitz – Mittenwald Jennersdorf – Szentgotthard Kufstein – Kiefersfelden

Salzburg Hbf – Freilassing

Braunau/Inn – Simbach/Inn (Inn) Slovenia Spielfeld-Straß – Sentilj Schärding – Passau Hbf Bleiburg – Prevalje

Rosenbach – Jesenice

Table 5: Border routes and border stations

The Network Statements of the domestic railway infrastructure managers which are linked to the ÖBB-Infra- struktur AG network can be accessed via the following links:

• Graz-Köflacher Bahn und Busbetrieb GmbH • Linzer Lokalbahnen AG • Lokalbahn Lambach-Vorchdorf-Eggenberg AG • Montafonerbahn AG • Neusiedler Seebahn GmbH • Raab-Oedenburg-Ebenfurter Eisenbahn AG • Salzburg AG für Energie, Verkehr und Telekommunikation • Steiermärkische Landesbahnen • Wiener Lokalbahnen AG • Niederösterreichische Verkehrsorganisationsgesellschaft

An overview of the domestic railway infrastructure managers and approved railway undertakings is available on the Schienen-Control website.

3.2.3 Connecting networks

An overview map of connecting networks which can be accessed from the ÖBB-Infrastruktur AG rail network can be found here.

3.3 Network description

3.3.1 Geographical identification

The routes operated by ÖBB-Infrastruktur AG are laid out in the Route availability list (Appendices to the Net- work Statement).

3.3.1.1 Track typologies

The track typologies can be found in the line description on the Schieneninfrastruktur-Dienstleistungsgesell- schaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

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3.3.1.2 Track gauges and spacing

The ÖBB-Infrastruktur AG rail network consists exclusively of routes with the standard gauge of 1 435 mm, which is common in Europe. The minimum track spacing for new constructions on the ÖBB-Infrastruktur AG network is 4.00 m, the smallest minimum track spacing for individual existing lines is 3.42 m (straight track).

3.3.1.3 Stations and nodes

The description of operating locations (Bsb) contains descriptions of passenger stations from an operational viewpoint and provides information on track and platform lengths, platform heights, location of signals, etc. The services offered to RUs in passenger stations (basic services, additional services and ancillary services) are published in the Product catalogue.

Information on assistance for people with reduced mobility, line closures and station availability is published in the Appendices to the Network Statement.

The RU must ensure that its personnel and/or those of its contract partners have received appropriate instruction/training in safe conduct at loading sites (loading stations and loading tracks).

3.3.2 Capabilities

3.3.2.1 Clearance gauge and loading gauge

Information on clearance gauge and loading gauge can be found in the line description on the Schieneninfra- struktur-Dienstleistungsgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Aus- tria.

3.3.2.2 Weight limits

The Appendices to the Network Statement contain an overview map of route classifications (route classifications for main tracks and tracks up to max. 120 km/h). Information on linking tracks in an interlaced junction and restrictions on individual tracks at operating locations is given in the timetabling document for speed index (VzG) route classifications: “Route classification map (attached): linking tracks in an interlaced junction and restrictions on individual tracks”. Further information for speeds above 120 km/h is given in the Preliminary remarks to the Line Description (see the document in the Appendices to the Network Statement).

3.3.2.3 Line gradients

The maximum gradients in direction 1 and direction 2 can be found in the line description on the Schienenin- frastruktur-Dienstleistungsgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

3.3.2.4 Line speeds

Maximum operating speeds can be found in the line description on the Schieneninfrastruktur-Dienstleistung- sgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

3.3.2.5 Maximum train lengths

The maximum train length (total of rake of wagons and traction unit) for both trains carrying passengers and those not carrying passengers is determined by the length of station tracks/platforms on the route used (e.g.

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opportunity to intersect or drive up trains) and timetable situation (working timetable structure). Trains carrying passengers may not exceed the length of the platform edges of the stations and halts which the train uses for boarding and alighting passengers. Exceptions to the above (e.g. “Overlong trains”) are contained in the operational guideline 30.01 (DV V3) together with the related explanation. Station track/platform lengths can be found in the description of operating locations (Betriebsstellen- beschreibung – Bsb).

3.3.2.6 Power supply

Electrified ÖBB-Infrastruktur AG lines are generally equipped with a 15 kV, 16.7 Hz AC electrical system. In- formation on the power system can be found in the line description on the Schieneninfrastruktur-Dienstleistung- sgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

3.3.2.7 Maximum and normal coupling hook loads

The maximum and normal coupling hook loads for traction units is specified in the route-specific timetable documentation (loading table and S-value).

3.3.2.8 Driving with increased lateral acceleration

The speed index timetabling document “List of routes and vehicles for operation with increased lateral acceleration” can be found in the Appendices to the Network Statement.

3.3.3 Traffic control and communication systems

3.3.3.1 Signalling systems

The ÖBB-Infrastruktur AG rail network is equipped with both point-by-point (Punktförmige Zugbeeinflussung – PZB) and/or continuous (Linienzugbeeinflussung – LZB, European Train Control System – ETCS) train signalling systems. Individual lines with low traffic load are operated without PZB/LZB/ETCS. It is recommended that a PZB 90 feature is fitted for on-board PZB equipment.

In accordance with operational guideline 30.03.12 (ZSB 12) the principle applies that where several lineside systems are available, point-by-point signalling may only be used if no other system is available on board the vehicle. However, for train paths over “new routes” (see below), the use of on-board ETCS equipment is generally mandatory.

The available signalling systems can be found in the line description on the Schieneninfrastruktur- Dienstleistungsgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria. The equipment of routes or route sections with the ETCS train control system and the preconditions for the usability of routes are governed by the following documents: • ETCS status • Requirements for rail vehicles (Anforderungskatalog TFZ) • ETCS train categories • ETCS braking curves

On 28 July 2014, the Austrian radio and telecommunications regulator (Rundfunk & Telekom Regulierungs- GmbH – RTR) decreed a conversion of existing frequency usage rights to the GSM band (900 MHz and 1800 MHz) which has already had an increased negative impact on existing GSM-R end devices. In order to avoid impacting the entire ETCS system, the GSM-R radio equipment deployed must be upgraded to state-of- the-art technology, i.e. satisfying ETSI specification TS 102 933-1, version 1.3.1 or newer. If older radio equipment that does not meet current standards is deployed and has a negative impact on ETCS operation, the RU shall bear sole responsibility. Without prejudice to civil liability, each RU shall be made responsible for its part of the system (particularly ETCS vehicle equipment) and its safe operation, including supply of material and

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contracting of services, vis-à-vis railway infrastructure managers and third parties (Article 4(3) Di- rective 2004/49/EC). In addition, in the event of a fault or if requested by the railway infrastructure manager, RUs must transfer all the data required to determine the fault – specifically the records of the traction unit recording devices (including speed bands and JRU information) – by electronic means within one week. As a result of the planned implementation of packet switching services (GPRS) for the ETCS data radio, it is recommended to equip vehicles (obligatory for new vehicles and for changes to end devices for ETCS data radio from 1st January 2019) with compatible GSM-R radio equipment satisfying ETSI specification TS 103 328 V1.1.1 or higher. For the new route sections: Wien – St. Pölten (junction Knoten Hadersdorf – Knoten Wagram), Unterinntal (junction Knoten Radfeld – junction Fw 2), and freight train diversion St. Pölten (Knoten Wagram – Knoten Rohr),

the ETCS Level 2 train control system shall be exclusively used. Additionally, the following conditions apply: • All vehicles must be equipped with operable and active ETCS Level 2 equipment (ETCS SRS BL2.3.0d or higher version and GSM-R active on the vehicle).

• If the lead vehicle is not equipped with operable ETCS Level 2:

• On entering the ÖBB-Infrastruktur AG network, or at the latest before the start of the train movement: the RU is obliged to inform ÖBB-Infrastruktur AG, and to request a diversion via routes equipped with the train safety systems (PZB, LZB) present on the vehicle.

• In the event of a defect to the ETCS during the train movement entering the ETCS section: the traction unit driver must inform the relevant dispatcher immediately after the defect occurs. Conse- quently, the RU must request a diversion via routes equipped with compatible train safety systems (PZB, LZB).

• If an active ETCS-OBU cannot be recognised, the vehicle will be systematically prevented from entering an area requiring ETCS for network access via the automatic “Entry prevention” function. The RU is responsible for ordering the correct train path, even in the event of short-term failure of on-board train equipment.

3.3.3.2 Traffic control systems

The entire ÖBB-Infrastruktur AG network is equipped with a computer-assisted train control system (rech- nergestützten Zugüberwachung – RZÜ). The centralised ARAMIS system (Advanced Railway Automation, Management and Information System) enables timetable and train data to be drawn from other systems, ed- ited, qualified, and an automatic routing plan to be issued to operational management centres. A link to train control systems and train radio allows data to be communicated automatically. The monitoring and sequencing of all train movements is carried out by five operational management centres and one traffic control centre. More detailed information can be found in the line description on the Schieneninfrastruktur-Dienstleistung- sgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

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3.3.3.3 Communication systems/data transmission/GSM-R

ÖBB-Infrastruktur AG has extensively upgraded its train radio system to the European GSM-R standard. In- formation on the current GSM-R equipment level and the dates of other planned entries into service is available on the ÖBB-Infrastruktur AG website in the official GSM-R entry into service plan. As part of the entry into service of GSM-R, analogue train radio is being discontinued on this route. This means that from now, a GSM- R SIM card is required for access to the railway infrastructure. The start of GSM-R radio operations will be notified separately in advance. Further contacts, a hotline for technical queries and various documents for download (installation plans, order forms and end device information) can be found at the link above. On 28 July 2014, the Austrian radio and telecommunications regulator (Rundfunk & Telekom Regulierungs- GmbH – RTR) decreed a conversion of existing frequency usage rights to the GSM band (900 MHz and 1800 MHz) which has already had an increased negative impact on older GSM-R end devices. In order to avoid impacting train operation and to ensure safe railway operation, the GSM-R radio equipment deployed must be upgraded to state-of-the-art technology, i.e. satisfying ETSI specification TS 102 933-1, version 1.3.1 or newer. If older radio equipment that does not meet current standards is deployed and has a negative impact on train operation, the RU shall bear sole responsibility. Without prejudice to civil liability, each RU shall be made responsible for its part of the system (particularly on-board communications systems) and its safe operation, including supply of material and contracting of services, vis-à-vis railway infrastructure managers and third parties (Article 4(3) Directive 2004/49/EC). In addition, in the event of a fault or if requested by the railway infrastructure manager, RUs must transfer by electronic means all the data required to determine the fault within one week. The GSM-R band ranges from 876 to 915 MHz (uplink) and 921 to 960 MHz (downlink). As a result of the planned implementation of packet switching services (GPRS) for the ETCS data radio, it is recommended that vehicles be equipped with compatible GSM-R radio equipment satisfying ETSI specification TS 103 328 V1.1.1 or newer. This is obligatory for new vehicles and for changes to end devices for ETCS data radio from 1 January 2019. On all routes, the driver of the lead traction unit must be in possession of a suitable mobile phone (for the public GSM network), which is switched on.

3.3.3.4 ATC systems – Route sections with ZLB-01 and ES 221 support

On the 17401 Sigmundsherberg – Hadersdorf am Kamp route and in the operating mode ZSB 5, the Horn – Hadersdorf am Kamp route section requires technical support for the ZLB-01 (operable ZLB-01 equipment) system, in addition to ES 221. Routes that, in accordance with operating mode ZSB 5, may only be used by vehicles equipped with operable ES 221 equipment are given in the List of routes.

3.4 Traffic restrictions

Depending on its technical characteristics, the railway infrastructure can be used with no restrictions (see the line description on the Schieneninfrastruktur-Dienstleistungsgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria).

3.4.1 Environmental restrictions

“Unterinntal” – junction Knoten Radfeld – junction Fw 2: • In accordance with Order GZ 220.150/0015-IV/SCH2/2011 of 20 April 2012, the level of noise emis- sion related to train length taken as a basis for establishing noise prevention measures must not be exceeded on the route section concerned. For this reason, there are restrictions regarding the allocation of capacity on this existing route. St. Pölten freight train diversion

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• The running of passenger trains is only permitted for vehicles with sealed WC systems; wagons with open WC systems that have been emptied and shut-off may also be included in block trains.

3.4.2 Dangerous goods

The following restrictions apply for Wien Mitte: • The transport of Russian-built gas tank wagons with automatic pressurised tank discharge is prohibited. • The stabling of RID wagons in covered cuts is prohibited. • The transportation of dangerous goods is restricted to between 19:00 and 6:00. • The number of freight trains carrying dangerous goods is restricted to a maximum daily average of 30 trains per day.

Großer Hartberg tunnel

• The transport of Russian-built pressurised gas tank wagons for liquefied gases or gases dissolved under pressure is not permitted.

See chapter 2.6.1 Dangerous goods

3.4.3 Tunnel restrictions

• Inntal Tunnel Trains carrying passengers, excluding ROLA trains, may only travel on the 30501 speed index route in exceptional circumstances (incidents, disruptions, construction work, etc.). The prerequisites for this are:

o A speed limit of vmax 140 km/h in the tunnel; and o No mixing of passenger trains and non-passenger trains, i.e. a ban on passenger trains meeting any non-passenger trains inside the tunnel (exclusion of simultaneity).

3.4.4 Bridge restrictions

There are currently no restrictions.

3.4.5 Route sections requiring emergency brake override control

Route sections marked with the symbol “NBÜ area” (areas with emergency brake override control (Not- bremsüberbrückung)) in accordance with operational guideline 30.02 (DV V2) (particularly line sections with tunnels) are specified in the Lists of routes (in the route cover sheet) or in the Speed index route overview map in the Appendices to the Network Statement.

3.4.6 Route sections with cargo-related usage restrictions

In order to minimise cargo being blown away, carried unsecured in uncovered wagons, the following maximum speeds apply on the relevant route sections:

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• vmax 30 km/h between Bf Bernhardsthal Fbf and Bf Hohenau from km 72.1 to km 70.5 • vmax 50 km/h between Bf Böckstein and Bf Mallnitz-Obervellach, from km 53.6 to km 47.5 (Tauern Tunnel) and from km 43.2 to km 34.8 (Kaponig Tunnel) Because of the risk of heavy fouling, trains carrying unsecured, loose cargo (e.g. wood chips, coal) in uncovered wagons may only run on the tunnels below under the following conditions: • With the exception of unloaded block trains, the Sieberg Tunnel on line 130 may not be used (trains on the affected line section must be routed on line 101) • vmax 40 km/h between Bf Linzerhaus and Bf Ardning from km 91.9 to km 96.7 (Bosruck Tunnel) The RU must already take the above restrictions into account at the time the infrastructure capacity is ordered and notify ÖBB-Infrastruktur AG. If the RU only becomes aware later (after path allocation and before the departure of the train) that the above-mentioned regulations apply, the infrastructure capacity request must be cancelled, and replaced by another request taking account of the restrictions.

3.4.7 Clearance gauge restrictions

The G2 clearance gauge is locally restricted at certain points on the ÖBB-Infrastruktur AG rail network. More detailed information on any clearance gauge restrictions can be found in the line description on the Schienenin- frastruktur-Dienstleistungsgesellschaft mbH (SCHIG mbH) website in the Register of Infrastructure (RINF) Austria.

3.4.8 Usage restrictions for steam operations

Trains using steam traction units are covered by the provisions of the instruction “Running historic trains and rail vehicles on the ÖBB-Infrastruktur AG rail network”.

3.5 Availability of the infrastructure

3.5.1 Planned construction works

ÖBB-Infrastruktur AG generally carries out planned construction works so as to minimise the impact on railway operations. Works on the railway infrastructure do not entitle applicants to claim compensation for damages or to claim expenses from ÖBB-Infrastruktur AG. Works (according to UIC directives) or measures, such as investment or replacement investment projects, maintenance work, servicing, inspection activities, etc., will be performed according to the applicable process of the construction works planning. A construction works plan, updated monthly, can be found online. Overview maps showing line closures and areas with other operational restrictions due to construction works are provided in the Appendices to the Net- work Statement. ÖBB-Infrastruktur AG will normally announce measures resulting from construction works (such as diversions, replacement traffic) six months, but at the latest two months before the beginning of the works. ÖBB-Infra- struktur AG will announce all short-term works or measures as soon as possible by means of the Overview of restrictions to the infrastructure by speed restrictions and works (Übersicht über Langsamfahrstellen und Be- sonderheiten – La) or the Instructions concerning operation and timings (Fahrplananordnung – FAPLO). The ÖBB-Infrastruktur AG contacts for construction works planning issues are the Network Managers of the Network Access business division.

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3.5.2 Information on special constructions works

Owing to the renovation of Bf Mürzzuschlag, from 4 August 2019 it will no longer be possible to reconfigure non-passenger trains (replacing driver; attaching or stabling pull or push traction unit) at Bf Mürzzuschlag. As of now, the following operating locations are to be used for planned train reconfigurations:

• Bf Gloggnitz: replacing driver; attaching or stabling pull or push traction unit • Bf Semmering: Stabling push traction unit in direction 1 • Bf Spital am Semmering: Stabling pull traction unit in direction 1 • Bf Kapfenberg: replacing driver; attaching or stabling pull or push traction unit

Due to the necessary renovation of the Karawanks Tunnel, no train paths will be allocated on the Rosenbach – Jesenice route section between October 2020 and April 2021.

Owing to the renovation of the Wien Matzleinsdorfer Platz stop, this stop will be closed to passengers between 27 March 2021 and 18 April 2022; all trains will pass straight through. Due to single-track operation, capacity will be reduced in the area around Wien Matzleinsdorfer Platz between 6 April 2021 and 11 December 2021.

3.5.3 Maintenance possessions

Railway infrastructure restrictions due to maintenance possessions are provided in the construction works plan. (chapter 3.5.1).

3.5.4 Opening hours

Lines and operating locations (e.g. passenger stations, marshalling yards and shunting locations, loading sites, etc.), that are not permanently open are shown in the RU additional info document. Infrastructure capacity requests that lie outside the defined and published line or operating location opening hours shall generally be rejected. ÖBB-Infrastruktur AG reserves the right to restrict the opening hours of lines and operating locations. An overview of the lines that are permanently open and those that are not is provided by the “Map of route operating times” in the Appendices to the Network Statement.

3.6 Service facilities and supply of services

3.6.1 Passenger stations (stations and stops)

Detailed information on passenger stations is provided in the description of operating locations (Bsb). Infor- mation on the availability of passenger stations can be found in the Appendices to the Network Statement.

3.6.2 Freight terminals

Information and an overview map of the freight terminals in Austria, including the contact details of operators, can be found on the ÖBB-Infrastruktur AG website.

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3.6.3 Marshalling yards and shunting facilities

The “Shunting locations” document provides an overview of marshalling yards, shunting locations and border train formation facilities.

3.6.4 Stabling sidings

Further information on stabling sidings can be found in the Bsb.

3.6.5 Maintenance facilities

ÖBB-Infrastruktur AG offers no facilities for the maintenance of rail vehicles.

3.6.6 Other technical facilities

Location listings for other ÖBB-Infrastruktur AG technical facilities, e.g. external cleaning facilities, can be found in the Appendices to the Network Statement. Information on the external cleaning facility at Wien West, which is operated by WESTbahn Management GmbH, can be found on the WESTbahn website.

3.6.7 Port facilities

ÖBB-Infrastruktur AG itself does not offer any port facilities. Suppliers of port facilities with rail links can be found on the via-donau website.

3.6.8 Refuelling facilities

ÖBB-Infrastruktur AG itself does not offer any refuelling facilities. ÖBB-Produktion GmbH operates fixed refuelling facilities across Austria for fuelling diesel traction units. Fur- ther information is provided on the ÖBB-Produktion GmbH website.

3.7 Infrastructure development

A preview of the main infrastructure construction projects for the coming year can be found on the ÖBB-Infra- struktur AG website (Information on railway infrastructure projects).

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4 Capacity allocation

4.1 Introduction

ÖBB-Infrastruktur AG is the allocation body in accordance with the Railway Act and decides on the allocation of infrastructure capacity. ÖBB-Infrastruktur AG constructs the working timetable on the basis of infrastructure capacity requests (ordered) from capacity applicants in compliance with the principles specified in the Railway Act and the Network Statement.

4.2 Infrastructure capacity requests

Information to be included in requests for infrastructure capacity is specified in the modular order management system (Modulares Auftragsmanagement – M-AMA). The following options are available for requesting infrastructure capacity: • Online via the M-AMA system • Via the M-AMA system data interface PCS system for international infrastructure capacity requests (see the RNE PCS website)

For interim special traffic and ad hoc traffic, it is also possible to submit infrastructure capacity requests via systems other than those given above (e.g. via email), however a fee will be charged in accordance with chapter 5.3.2.1 or chapter 6.2.2.1

4.3 Deadlines

4.3.1 Deadlines for the working timetable

4.3.1.1 Deadlines for the 2021 working timetable

Information on infrastructure capacity request deadlines and a diagram showing the ordering process are provided under “Train path order and deadlines” on the Network Access website. For NRUs, the deadlines laid out in chapter 2.2.1.3 also apply for notification of RUs.

Infrastructure capacity requests for changes to the If possible, by 1 March 2020 timetable system Request deadline for infrastructure capacity 15 December 2019 to 14 April 2020 (main ordering deadline) Submission of quotations to RUs for 6 July 2020 Infrastructure capacity requests RU consultation/comments period for quotations 7 July to 7 August 2020 (§ 65, Section 8 EisbG) Within one month of the submission of quotations, Acceptance of quotations by RUs i.e. before 7 August 2020

Allocation of infrastructure capacity From 24 August 2020 Table 6: Deadlines for the 2021 working timetable

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For requests for the allocation of infrastructure capacity in the working timetable received after the main ordering deadline (see chapter 4.4.1.3 for more on requests received after the request deadline), the acceptance of quotations shall take place at the latest five days after the submission of quotations, unless agreed separately in the quotation. In this case, the infrastructure capacity allocation takes place after the acceptance of quotations, but not earlier than 24 August 2020.

4.3.1.2 Deadlines for the 2022 working timetable

Note for infrastructure capacity requests for the 2022 working timetable: It is recommended to notify changes to regular interval services if possible, by 1 December 2020.

The pilot operation for the TTR project will begin in the 2020 working timetable period on the following route: München – Verona In 2021 the pilot project will be extended to the following route: Breclav – Tarvisio-B./Jesenice/Spielfeld-Straß On the TTR pilots on the Breclav – Tarvisio-B./Jesenice/Spielfeld-Straß route, ÖBB-Infrastruktur AG will pre- pare ready-made train paths (predesigned paths) for rail freight operators which are intended for interim infrastructure capacity.

More information on the TTR project and details of the pilot projects are available on the RNE website

4.3.2 Deadlines for interim traffic, interim special traffic and ad hoc traffic

4.3.2.1 Deadlines for interim traffic taking into account changes in the working timetable by means of change book

The change book is produced monthly and comes into effect on the change dates. The ordering deadlines for these dates can be found on the website. The following deadlines apply for the allocation of infrastructure capacity for interim traffic: • Submission of quotations takes place at the latest six weeks before the change book comes into effect. • Acceptance of quotations must take place within five working days after the quotation is submitted and at least five weeks before the change book comes into effect. • Track capacity allocation takes place after the acceptance of the quotation.

4.3.2.2 Deadlines for interim special traffic (commissioning by means of FAPLO traffic advice)

The following ordering deadlines apply for interim special traffic: • Large-scale orders for events (e.g. shuttle traffic for major events such as Airpower or the Hah- nenkamm ski race) and for measuring and test runs (e.g. measuring runs that exceed the VzG speed): o Ordering two months before the first day of travel according to the infrastructure capacity request o Submission of quotation at the latest three weeks before the first day of travel o Acceptance of quotation by RU within five working days after the quotation is submitted o Allocation of infrastructure capacity after acceptance of quotation New traffic causing significant processing work for ÖBB-Infrastruktur AG (e.g. runs outside of route opening times, circulation-related transports or shunting requirements): o Ordering one month before the first day of travel according to the infrastructure capacity request

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o Submission of quotation at the latest two weeks before the first day of travel o Acceptance of quotation by RU within five working days after the quotation is submitted o Allocation of infrastructure capacity after acceptance of quotation

• Other complex orders and scheduled traffic (e.g. training runs, special tour trains, “nostalgic” runs, construction site logistics, transportation of gravel, coal, ore and sugar beets, or transformer ship- ments): o Ordering two weeks before the first day of travel according to the infrastructure capacity request o Submission of quotation at the latest one week before the first day of travel o Acceptance of quotation by RU within five working days after the quotation is submitted o Allocation of infrastructure capacity after acceptance of quotation

• Special trains with exceptional transports causing significant processing work (e.g. large-scale “special transport needs”): o Ordering more than five days before the first day of travel o Submission of quotation up to one working day before the first day of travel o Acceptance of quotation by RU within one working day after the quotation is submitted o Allocation of infrastructure capacity after acceptance of quotation

If the infrastructure capacity request can be complied with according to the order, the submission of quotation is omitted and the infrastructure capacity is allocated immediately.

4.3.2.3 Orders for ad hoc traffic

a) Order process Orders for ad hoc traffic

Orders up to 15:00 on the last office day2 before the first day of travel of the train ordered must be submitted to the Network Access business division. Orders made after this time must be submitted to the responsible OMC3.

Orders due to infrastructure restrictions

The Network Access business division requires at least three full office days to process ad hoc orders in the event of infrastructure restrictions. If there are fewer than three full office days* between when notification of the infrastructure restrictions is given and the start of the necessary timetabling measures, the measures for this period must be managed by the relevant responsible OMC**. From the office day following the third office day* via Network Access.

b) Modalities for the allocation of special and ad hoc traffic less than five working days and up to six hours before departure The submission of quotations and the allocation of train paths (infrastructure capacities) for orders with a lead time of less than five working days and up to six hours before departure is performed at the latest three hours before departure. However, it must be understood that, with regard to the timetable situation, the allocation of the infrastructure capacities ordered is only a timeframe between the earliest possible departure and latest possible arrival for the requested service. The submission of quotations equates to allocation. The customer may refuse the allocation.

2 The office days of the Network Access business division are Monday to Friday, except bank holidays and 24 & 31 December. 3 The responsible OMC is the OMC in whose area of responsibility the train run on the ÖBB-Infrastruktur AG rail network begins. For orders outside the NZ office hours, the BFZ areas are shown in an overview map in the regulations 30.04.11, item 2, for better allocation. If an order needs to be changed once a train has started its journey, this must be directed to the OMCs whose areas of responsibility are affected by the change (e.g. beginning of a changed running section).

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4.3.3 Missing information, subsequent changes to infrastructure capacity requests

Infrastructure capacity requests that are received by ÖBB-Infrastruktur AG complete and on time form the basis for drawing up the working timetable and the allocation of infrastructure capacity. If the applicant changes its request after the order deadline, it runs the risk of the train path not being realisable. The applicant shall reimburse ÖBB-Infrastruktur AG for any additional costs incurred as a result of such a change. The applicant shall send any missing information upon the request of ÖBB-Infrastruktur AG within three working days, otherwise the infrastructure capacity request shall be deemed to have not been made within the deadline.

4.4 Capacity allocation

4.4.1 Principles and priority regulations

4.4.1.1 General

In accordance with § 63, Section 1 EisbG, ÖBB-Infrastruktur AG must allocate infrastructure capacity to capacity applicants according to the appropriate principles of non-discrimination and transparency and an efficient use of the rail infrastructure. To ensure efficient use of the rail infrastructure, the following internationally recognised and established principles are applied to the allocation of infrastructure capacity: • Flighting (grouping together) of trains paths with similar speeds and/or stopping patterns in order to maximise railway infrastructure capacity. • Harmonisation of running speeds in order to maximise railway infrastructure capacity, e.g. by accumu- lating run-time reserves and/or running traffic with complementary stopping patterns. • Implementation of symmetrical clockface passenger traffic as a means of maximising railway infrastructure capacity, for an efficient use of the rail infrastructure. This provides the additional advantages of a regularly recurring operations pattern, including associated production plans; unchanging symmetry points (nodes); symmetrical times (e.g. zero-symmetry); and unchanging connections and train changes for passengers in a given direction (Node-transit-node model, see chapter 4.4.1.2).

For train paths crossing national borders, the working timetable is constructed in close cooperation with the allocation bodies involved. As far as possible, these train paths are maintained in the subsequent working timetable construction process, whereby the infrastructure capacity requirements of international rail freight traffic are taken into account (§ 63, Section 2 and § 65, Sections 2 and 3 EisbG). In accordance with § 57c EisbG, an entity entitled to access the rail infrastructure of the principal and linked subsidiary lines to provide cross-border passenger railway services (as laid out in § 57, Section 1 Z 2 EisbG) has the right to use Austrian stations or stops, subject to the following exceptions and restrictions: The use of stations or stops “which are located between the origin and end destination of cross-border passenger traffic and which lie on railways or parts of railways, in which contractually-based social passenger services in the general interest are carried out (Art. 2 (i) of Regulation (EC) No. 1370/2007), is excepted or restricted insofar as the economical balance of such a contract would be endangered” (§ 57c, Section 1 EisbG). In accordance with § 57c, Section 2 EisbG, the responsibility for appraising whether the economical balance of a contract for social passenger services in the general interest would be endangered lies with the SCK.

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4.4.1.2 Symmetrical clockface passenger traffic

The Comprehensive Traffic Plan for Austria lays out the aims and strategies of traffic policy up to 2025. The railway system will see sufficient rail infrastructure development (Zielnetz 2025+) to permit the gradual introduction of symmetrical clockface passenger traffic. The basis for this is the node-transit-node model, whereby train connections are established between transport operators (nodes) and transit times (transits). For the 2021 working timetable period, the status of rail infrastructure development allows the following node- transit-node model to be operated:

Figure 1: Node-transit-node model

Infrastructure capacities in symmetrical clockface passenger traffic correspond to the node-transit-node model detailed above, provided all the conditions listed under a) to c) are satisfied: The infrastructure capacities: a) lie within a time window of five minutes (arrival/departure in the given node stations and transit times – see Appendix “Node-transit-node model” – and may be incorporated into the working timetable in accordance with the conditions laid out in chapter 4.4.1.1; b) represent an interval of at most two hours (e.g. no three-hour intervals between clockface train paths) throughout the entire day, including peak traffic periods; c) include planned halts in at least three consecutive nodes in the node-transit-node model. For more detailed information on requesting infrastructure capacity allocation for symmetrical clockface passenger traffic, see “Node-transit-node model” in the Appendices to the Network Statement.

4.4.1.3 Priority regulations

Timely infrastructure capacity requests (requests received before the main ordering deadline) will always be given priority in allocation over requests received after the deadline. For requests received after the deadline, allocation is carried out according to the order of receipt, and based on remaining capacity. When conflicting requests are received simultaneously, remaining capacity is allocated according to the priority regulations. If infrastructure capacity conflicts cannot be resolved according to the following regulations a) to c), the priori- ties under d) will be applied.

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a) Priority regulations for infrastructure capacity requests on railway infrastructure which is not designated as congested according to § 65c EisbG, in the following order: 1. Requests for the allocation of infrastructure capacity as laid out in § 63, Section 2 EisbG (see chapter 4.4.1.2). 2. Requests for the allocation of infrastructure capacity based on a Framework Agreement, whereby the range as laid out in the Framework Agreement is fully used, with the aim of ensuring a working timetable that is free of conflicts (see chapter 4.4.4). 3. Requests for the allocation of infrastructure capacity for clockface traffic and infrastructure capacities crossing a national border in accordance with § 65, Section 3 EisbG, whereby infrastructure capacities for short-distance passenger traffic in nodes will be accorded priority, to assist the switch to symmetrical clockface passenger traffic.

b) Priority regulations for infrastructure capacity requests on railway infrastructure which is designated as congested according to § 65c EisbG, in the following order: 1. Requests for the allocation of infrastructure capacity as laid out in § 63, Section 2 EisbG (see chapter 4.4.1.2). 2. Requests for the allocation of infrastructure capacity for passenger services in the public interest during peak traffic times in accordance with § 65c, Section 3 EisbG. 3. Other requests for the allocation of infrastructure capacity requests are prioritised in accordance with § 65c, Section 3 EisbG corresponding to the social value of their railway traffic services; freight traffic services, in particular freight traffic services crossing a national border, should be accorded higher social value than passenger traffic. 4. Requests for the allocation of infrastructure capacity based on a Framework Agreement, whereby the range as laid out in the Framework Agreement is fully used, with the aim of ensuring a working timetable that is free of conflicts (see chapter 4.4.4). Route sections which have been designated as congested in accordance with § 65c EisbG are listed in chapter 4.4.3. The time periods 05:00 – 09:00 and 15:00 – 19:00 have been designated as peak traffic times.

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c) Route-specific priority regulations 1. Unterinntal The priority regulations below apply to the following routes:

o Newly-constructed Unterinntal route (vmax ≥ 200 km/h): Knoten Radfeld junction – Fw 2 junction o Parallel existing route: Knoten Radfeld junction – Fw 2 junction On the newly constructed Unterinntal route, infrastructure capacity requests for freight trains with vmax ≥ 100 km/h and for passenger trains with vmax ≥ 160 km/h have priority over other track infrastructure requests. On the parallel existing route, infrastructure capacity requests for local and suburban passenger trains have priority in allocation. 2. Wien – St. Pölten The priority regulations below apply to the following routes:

o Newly-constructed 13001 Wien – St. Pölten route (vmax ≥ 200 km/h): Knoten Hadersdorf – Knoten Wagram o Parallel existing route 10101: Knoten Hadersdorf – Knoten Wagram On the newly-constructed Wien – St. Pölten route, infrastructure capacity requests for traffic with vmax ≥ 200 km/h have allocation priority during the following times: o Direction 1 (from Wien towards St. Pölten): from 05:00 to 22:00 o Direction 2 (from St. Pölten towards Wien): from 05:00 to 24:00 On the newly-constructed Wien – St. Pölten route, infrastructure capacity requests for long-distance freight trains have allocation priority during the following times: o Direction 1 (from Wien towards St. Pölten): from 22:00 to 05:00 o Direction 2 (from St. Pölten towards Wien): from 00:00 to 05:00 On the parallel existing route, infrastructure capacity requests for local and suburban passenger trains and freight trains have priority in allocation over long-distance passenger trains. 3. Lainzer Tunnel/connection route The priority regulations below apply to the following routes:

o Newly-constructed Lainzer Tunnel route (vmax = 160 km/h): Knoten Hadersdorf – Wien Meid- ling o Parallel existing route: Knoten Hadersdorf – Wien Meidling (connection route) On the newly constructed Lainzer Tunnel route, infrastructure capacity requests for long-distance, local and suburban passenger traffic have priority in allocation during the following times: o Direction 1 (from Wien towards St. Pölten): from 05:00 to 22:00 o Direction 2 (from St. Pölten towards Wien): from 05:00 to 24:00 On the parallel existing route, infrastructure capacity requests for freight trains have priority in allocation at the times specified above. 4. Existing routes with special operational value in the Vienna area The priority regulation below applies to the following route: o Wien Meidling – Wien Floridsdorf (S-Bahn trunk route) On the Wien Meidling – Wien Floridsdorf route, infrastructure capacity will be allocated for a maximum of 20 trains per hour and direction, whereby infrastructure capacity requests for passenger services have priority in allocation.

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d) Further prioritisation Further prioritisation takes place in the following order: 1. Requests for the allocation of infrastructure capacity for symmetrical clockface passenger traffic according to chapter 4.4.1.2 c): a) with a greater number of clockface train paths per day (interval frequency); b) for traffic serving more clockface nodes. 2. Requests for the allocation of infrastructure capacity with a higher train-km quotient before requests with a lower train-km quotient within a working timetable period.

4.4.2 Dispute resolution process

If any incompatibilities between infrastructure capacity allocation requests from applicants are identified, ÖBB- Infrastruktur AG shall instigate a coordination procedure in accordance with § 65b EisbG. This aims to arrive at a mutually acceptable solution with the affected applicants. Schienen-Control GmbH shall have the opportunity to participate in the meetings as an observer. If it is not possible to arrive at a mutually acceptable solution, the final decision shall be taken by ÖBB-Infra- struktur AG, based on regulations for the allocation of infrastructure capacity (see chapter 4.4.1). If ÖBB-Infra- struktur AG declines the infrastructure capacity request, it will notify the applicant in writing, stating the reasons for declining the request.

4.4.3 Congested infrastructure

The following route section has been declared as congested in accordance with § 65c, Section 1 EisbG:

• Mödling – Wien Meidling Information about the supplementary fees for congested infrastructure in accordance with § 67a EisbG are located in chapter 6.1.1.

4.4.4 Impact of Framework Agreements

In accordance with § 64 EisbG, ÖBB-Infrastruktur AG may conclude Framework Agreements with capacity applicants (see chapter 2.2.1). Framework Agreements allow infrastructure capacity – but not fixed train paths – to be allocated for longer than one working timetable period. In accordance with § 64, Section 5 EisbG, Framework Agreements may not exceed five years. Framework Agreements may be concluded for regular interval passenger services or public interest passenger traffic on the following main routes:

• Wien Westbf (Ws)/Wien Hbf (Wbf) – Salzburg Hbf (Sb) • Wien Hbf (Wbf) – Liesing (Lg) – Graz Hbf (G) • Wien Hbf (Wbf) – Liesing (Lg) – Villach Hbf (Vb)

A Framework Agreement will include arrival and departure times, and a time window. When requesting infrastructure capacity for the relevant working timetable period, capacity applicants must base their request on the Framework Agreement. When drawing up the working timetable, ÖBB-Infrastruktur AG will then offer applicants a specific train path within this time window. For Framework Agreements for passenger traffic, the time window will cover at least ± 10 minutes. The capacity contractually agreed within Framework Agreements must not exceed 75% of available track capacity. In accordance with UIC Leaflet 406, available capacity is calculated to be 85% of theoretical capacity.

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4.4.5 Principles of planning

When planning proposals, capacity applicants must respect the following parameters.

4.4.5.1 Transit-time reserves

Transit-time reserves are supplements to the technical transit-time and are applied to each train path as follows: • Standard supplements to build quality into the working timetable are calculated as a percentage of transit time. • Special supplements (to cover rail infrastructure restrictions of longer duration due to construction works, such as e.g. station reconstruction) are calculated depending on the specific requirements. In the event of major construction works, speed restrictions will be factored into the transit time calculations. These are published in the Appendices to the Network Statement in “Speed restrictions due to major construction works”. In addition to the transit times necessitated by the infrastructure, a standard supplement of at least 7% is stipulated for train path construction on the following high-speed train connections, which largely determine the entire timetable structure:

West line Tauern line • Wien Westbf/Wien Hbf – St. Pölten Hbf • Salzburg Hbf – Schwarzach St. Veit • St. Pölten Hbf – Linz Hbf • Schwarzach St. Veit – Villach Hbf • Linz Hbf – Salzburg Hbf • Other lines • Linz Hbf/Wels Hbf – Passau Hbf • Leoben Hbf – Selzthal • Kufstein – Innsbruck Hbf • Selzthal – Bischofshofen • Innsbruck Hbf – Bludenz • Selzthal – Linz Hbf • Bludenz – Lindau Hbf • Selzthal – St. Valentin/Amstetten • Bludenz – Buchs SG • Innsbruck Hbf – Brennero/Brenner

South line East line • Wien Hbf – Wiener Neustadt • Hegyeshalom – Wien Hbf

• Wiener Neustadt – Bruck an der Mur • Bruck an der Mur – Graz Hbf/Spielfeld-Straß North line • Bruck an der Mur – Leoben Hbf • Wien Hbf – Breclav • Leoben Hbf – Klagenfurt Hbf/Villach Hbf

• Villach Hbf – Tarvisio-B./Jesenice

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4.4.5.2 Minimum halt times

The departure time shown in the timetable documentation is the time at which a train must start to move. Maintaining minimum halt times and departing exactly on time has a major influence on the punctuality of the train run and the reliability of the working timetable. For this reason, as early as the quotation planning stage the duration of halts should be planned so as to ensure that trains can respect their timetabled departure times to the second. Capacity applicants should therefore plan the following minimum halt times:

Train length in m Long-distance pas- Short-distance passenger services senger traffic Large stations and railway junctions 3 min 2 min Intermediate stations and stops 2 min 0.5 min Request stops 1 min 0.2 min Table 7: Minimum halt times

ÖBB-Infrastruktur AG may specify alternative minimum halt times according to experience gathered from similar conditions and/or previous working timetables or drawn from current actual train timings. In specific cases, where there is doubt as to the accuracy of data supplied by the infrastructure applicant, ÖBB-Infrastruktur AG reserves the right to request proof of necessary halt durations or to study the situation directly on site.

4.4.5.3 Minimum turnaround times

Minimum turnaround times create the conditions to allow a train that arrives on time to depart on time with the same trainset. For railcars, traction units and push-pull trains, the following turnaround times should generally be applied:

Train length in m Turna- round time up to 30 m 4 min > 30 to 80 m 5 min > 80 to 150 m 6 min > 150 to 210 m 7 min > 210 to 280 m 8 min > 280 to 350 m 9 min > 350 to 420 m 10 min > 420 m 12 min Table 8: Minimum turnaround times

When setting minimum turnaround times, consideration should be given to any technical systems (GSM-R, signalling systems, electronic timetable documentation, etc.) and their upgrades fitted to the traction units. ÖBB-Infrastruktur AG may specify alternative minimum turnaround times according to experience gathered from similar conditions and/or previous working timetables or drawn from current actual train timings. Shorter turnaround times require evaluation by the infrastructure capacity applicant in collaboration with ÖBB-Infra- struktur AG. In specific cases, where there is doubt as to the accuracy of data supplied by the infrastructure applicant, ÖBB-Infrastruktur AG reserves the right to request proof of necessary minimum turnaround times or to study the situation directly on site.

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4.4.5.4 Minimum times for train reconfiguration activities

Activity Freight Passenger traf- Traffic fic Replacing traction unit driver 3 min 3 min Changing train/traction unit 10 min 10 min Attaching pull traction unit 6 min 6 min Stabling pull traction unit 8 min 8 min Attaching push traction unit 4 min 4 min Stabling push traction unit 3 min 3 min Forming tandem traction unit 8 min 8 min Breaking up tandem traction unit 8 min 8 min Reversing train without changing traction unit 25 min 20 min Reversing train incl. changing traction unit 20 min 15 min Attaching wagon at front 15 min 15 min Attaching wagon at rear 10 min 10 min Stabling wagon at front 15 min 15 min Stabling wagon at rear 5 min 5 min Attaching railcar (staffed) - 4 min Separating railcar (staffed) - 3 min Table 9: Minimum times for train reconfiguration activities

Other times which are necessary for performing operational train reconfiguration activities and which are not listed here (such as including or detaching an intermediate traction unit) shall be agreed separately depending on the local particularities and equipment.

The timings laid out in the table above are based on optimum conditions (e.g. free infrastructure capacity at the station, availability of necessary personnel, etc.). When several processes occur together the timings in the above table cannot be accumulated; rather they should be mutually agreed between ÖBB-Infrastruktur AG and the infrastructure capacity applicant.

Depending on time slots, experience gained from previous working timetable periods, evaluation of actual timetables, infrastructure capacity applicant service concepts, expected frequency, intended use of train paths, the deployment of personnel (activity, number) for works, and the agreement of separate working procedures, different times for operational train reconfiguration activities may be specified by ÖBB-Infrastruktur AG.

4.4.5.5 Minimum transfer times

The minimum transfer time is the average time required by passengers to transfer from an arriving train to a connecting train on another platform in the same operating location. Only trains which can be reached by passengers in less than the relevant minimum transfer time are considered to be connecting trains. A longer minimum transfer time is specified for operating locations with special local conditions (e.g. very long distances between the rail platforms). A shorter minimum transfer time applies for changing trains on the same platform. More details on minimum transfer times can be found in the Appendices to the Network Statement.

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4.4.6 Timetable-related requirements for stations

In order to ensure the most efficient use of station railway infrastructure, ÖBB-Infrastruktur AG stipulates the following conditions. Vehicle reconfigurations (e.g. removing/adding through carriages, motorail wagons, traction units of push-pull trains and/or doubling/splitting trainsets) are only permitted if they do not restrict further allocation of infrastructure capacity. For Wien Hbf and Wien Meidling, the following conditions apply: • In Wien Hbf and in Wien Meidling, trainsets without traction units cannot be provided at platforms. • No ad hoc train paths are possible for freight traffic on the Wien Meidling – Wien Hbf route section at peak times on workdays. • Any non-push-pull trains heading for the external cleaning facility at Wien Hbf must use route 116 or 118. For the Linz Vbf passenger station: • Between 04:00 and 22:00, freight trains must be principally routed via Linz Vbf West.

4.5 Allocation of capacity for maintenance, renewal and enhancements

The regulations under chapter 3.5 apply.

4.6 Non-usage of infrastructure capacity

Infrastructure capacity applicants must give notification immediately if allocated infrastructure capacity will not be used. If a train path is not used for three months, it may be withdrawn for the entire working timetable period (§ 60 EisbG).

4.6.1 Reservation fees

In cases where the applicant is solely responsible, ÖBB-Infrastruktur AG will apply a reservation fee for infrastructure capacity requests for regular interval passenger services that are accounted for in the working timetable, for which: • no allocation is made; • train paths are cancelled before the start of the working timetable; • the allocation is not used or is insufficiently used.

The calculation criteria for the reservation fee per train path is the usage fee for the relevant working timetable period (consisting of the “train path fee”, “station fee” and “facilities fee”), along with the ordering date. • Reservation fee amounts o If there has not been an allocation of train paths for the total run, or if train paths already allocated for the total run are cancelled before the start of the working timetable period, a reservation fee of 50% of the charge applies. o If the actual traffic on a given section of a train path (5 km or longer) within a quarter year (January to March, April to June, July to September or October to December) is less than 75% of the traffic allocated in the working timetable, the usage charge will nonetheless be applied at full value (100% of the charge) for that section and that quarter year. • Waiving the reservation fee

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o The reservation fee is waived for restrictions due to force majeure or other events outside of the control of the applicant. o If usage is restricted due to ÖBB-Infrastruktur AG construction works, the reservation fee will not be charged.

4.6.2 Compensation fee for framework agreements

If the infrastructure capacity allocated for a given working timetable period is not used (e.g. the order is cancelled, the capacity request is not made before the deadline or the infrastructure capacity is not used), the applicant entitled to it must pay a compensation fee, except in the cases stated in chapters 2.5, 3.3, 3.4 and 3.5 of the Framework Agreement. The calculation criteria for the compensation fee per infrastructure capacity is the usage fee for the relevant working timetable period (consisting of the “train path fee”, “station fee” and “facilities fee”) multiplied by the number of traffic operating days. a) If the applicant does not request infrastructure capacity in accordance with chapter 2.1 of the Frame- work Agreement at the latest before the main ordering deadline stated in the current Network State- ment, or cancels an order for infrastructure capacity at this time, the applicant pays ÖBB-Infrastruktur AG for each infrastructure capacity concerned a compensation fee of 25% of the calculation criteria for that working timetable period, 20% for the following working timetable period and 15% for the subsequent working timetable period. The infrastructure capacity concerned then no longer forms part of the Framework Agreement. b) If the applicant cancels infrastructure capacity requested in a timely fashion in accordance with Ap- pendix 1 of the Framework Agreement after the main ordering deadline and before the working timetable comes into effect, rejects a train path offered by ÖBB-Infrastruktur AG or cancels train paths, the applicant pays for each infrastructure capacity concerned a compensation fee of 50% for that working timetable period, 20% for the following working timetable period and 15% for the subsequent working timetable period. The infrastructure capacity concerned then no longer forms part of the Framework Agreement. c) If the applicant uses less than 75% of allocated paths in the period between the coming into effect of the working timetable and 31 May of the current timetable period, it pays ÖBB-Infrastruktur AG for each unused train path a compensation fee of 100% for the current timetable period, 25% for the following timetable period, 20% for the subsequent timetable period and 15% for the timetable period after that. The infrastructure capacity concerned then no longer forms part of the Framework Agree- ment, and any infrastructure capacity requests already received for the following working timetable period, within the Framework Agreement, will be rejected. However, if the applicant uses more than 75% of allocated train paths during the time period defined above, it pays ÖBB-Infrastruktur AG a compensation fee of 50% for each and every unused train path during the current working timetable. In this case, the infrastructure capacity concerned remains part of the Framework Agreement. d) If train paths are withdrawn during the working timetable period due to non-use (§ 60 EisbG), Point c) applies in the same way. e) If the applicant does not use infrastructure capacity allocated in the Framework Agreement for sections of a route for a working timetable period, Points a) to d) above apply in the same way.

4.6.3 Reservation of infrastructure capacity

The RU must inform the responsible OMC of any expected late departure from the departure station, border station or reconfiguration station (station in which the train may be changed, e.g. adding wagons) and if necessary, keep them continuously updated.

If a train is delayed in the departure station, border station or reconfiguration station by more than six hours, this train may be allocated a modified train number by ÖBB-Infrastruktur AG due to the technical requirements of the system. (Note: the RU is responsible for changing the train formation).

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If a train has not started its journey (the originally allocated train path) on the ÖBB-Infrastruktur AG rail network after more than 18 hours (at the departure or border station), this shall be considered equivalent to a cancellation by the RU.

4.7 Exceptional transports and dangerous goods

The applicant shall ascertain under its own responsibility whether a transport operation relates to an exceptional transport (see chapter 2.5 for more details) or a consignment of dangerous goods, and must state this when ordering.

4.8 Disruptions to operations

4.8.1 Rules for the return to normal operating conditions

ÖBB-Infrastruktur AG refers to the rules for the return to normal operating conditions as “diversion management”. Diversion management covers the regulations for operations and all associated measures in the event of disruptions to train traffic. The management of deviations from the working timetable is performed in accordance with scheduling aims/regulations. In the event of major rail infrastructure restrictions, ÖBB-Infrastruktur AG shall put further measure in place, such as replacement rail services or operational disruption plans based on incident planning. The provisions concerned are as laid out in the valid issue of the Diversion Management Guide (see Appen- dices to the Network Statement). In addition, in the event of major events – large-scale, unexpected or expected (e.g. strikes/weather conditions) restrictions on the ÖBB-Infrastruktur AG rail network – ÖBB-Infrastruktur AG can, for example, cancel rail services as part of event or crisis management.

4.8.2 Foreseen rail infrastructure restrictions

If infrastructure capacities allocated in the working timetable cannot be used by RUs due to planned works, ÖBB-Infrastruktur AG shall: • for freight traffic, offer an alternative train path whereby the track access charge for the original route allocated will apply (see GTC chapter 15.4); • for passenger traffic, due to its specific function, organise the necessary rail traffic replacement service (Schienenersatzverkehr – SEV) if no diversion is possible. ÖBB-Infrastruktur AG shall assume the decision-making process, the operation and the costs of this replacement rail service.

4.8.3 Unforeseen rail infrastructure restrictions

In the event of unforeseen rail infrastructure restrictions, ÖBB-Infrastruktur AG shall organise “ad hoc” rail traffic replacement services for passenger rail services. The resulting costs shall be passed on according to the principle of causation. ÖBB-Infrastruktur AG shall thus only assume the costs for rail traffic replacement services if it is responsible for the rail infrastructure restriction. However, in the case of force majeure, weather- related rail infrastructure restrictions or restriction by the authorities, ÖBB-Infrastruktur AG has no obligation to assume these costs.

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5 Services

5.1 Introduction

ÖBB-Infrastruktur AG offers the following services: • Minimum access package • Service facilities and supply of services o Basic services o Additional services o Ancillary services Services and service facilities are detailed in the Product catalogue (use of stations, use of stabling and reconfiguration sidings and other technical facilities, shunting services, etc.), which forms an integral part of the Network Statement. Like any railway infrastructure network or technical system, the railway system is subject to disruptions and other irregularities, which may result in deviation from agreed infrastructure capacities and other services. For such deviations from agreed infrastructure capacities and other services, ÖBB-Infrastruktur AG only grants financial compensation within the framework of the Performance Regime (see chapters 6.1.4.4 and 6.1.5), whereby no claim for a reduction in charges may be made against ÖBB-Infrastruktur AG due to external causes attributable to neither infrastructure manager nor railway undertaking (as defined in Annex VI No. 2 (c) 8 of Directive 2012/34/EU, e.g. strikes, administrative formalities, outside influences, effects of weather and natural causes, delays due to external causes on the next network, etc.), and secondary causes attributable to neither infrastructure manager nor railway undertaking (as defined in Annex VI No. 2 (c) 9 of Directive 2012/34/EU, e.g. dangerous incidents, accidents and hazards, track occupation caused by the lateness of the same train, track occupation caused by the lateness of another train, turn-around, connections, etc.) shall not be attributed to ÖBB-Infrastruktur AG. Track access charges and other charges (charges for services) do not cover the entire cost of any given use of the rail infrastructure and services. Nor do they include any supplement related to financial risk or profit. Therefore, ÖBB-Infrastruktur AG shall only grant compensation/reductions in charges for operational disruptions within the framework of the Performance Regime according to Annex VI No. 2 of Directive 2012/34/EU.

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5.2 Minimum access package

ÖBB-Infrastruktur AG offers the services in the minimum access package listed below in exchange for payment of the track access charge (see chapter 6.1.4): • Allocation of infrastructure capacity (see chapter 4.3) o Handling requests for infrastructure capacity, checking the feasibility and elaboration of infrastructure capacity offers, and communicating infrastructure capacity offers o Timetable books and instructions concerning operation and timings o Communicating timetable datasets, insofar as these are available in the ÖBB-Infrastruktur AG IT systems • Provision of railway infrastructure facilities for the train run o Use of lines, points and catenary (excluding traction power) as necessary for the train run during the route operation times published in the Network Statement o Use of passenger platforms allowing boarding onto and alighting from trains that stop at the station and connecting to all the facilities provided by the station itself as a service facility o Operational use of trains via the approach to and exit from passenger platforms by means of – depending on the particular design of the individual stations – (i) the provision of a direct access route between passenger platforms and public thoroughfares or (ii) (in the absence of this) an access route through the service facility o Train routing including signalling and the transmission of related information, and the use of telecommunications equipment for the purpose of operating the service o Use of the basic GSM-R services as defined in the GSM-R Profile overview (e.g. Basic-CAB) o Administrative assistance in the case of service disruption, including the allocation of any necessary alternative train paths o Permits for RU employees and employees of RU contractors (see chapter 5.3.3.3)

5.3 Service facilities and supply of services

5.3.1 Basic services

Basic services for stations, facilities and shunting are detailed in the Product catalogue.

5.3.2 Additional services

Additional services offered in conjunction with the minimum access package are listed below. Additional services for stations, facilities and shunting are detailed in the Product catalogue.

5.3.2.1 Manual processing of order information

Infrastructure capacity requests (see chapter 4.2) and any modifications that are not submitted online via M- AMA, a data interface to M-AMA or the PCS system (international infrastructure capacity requests) are manu- ally processed by ÖBB-Infrastruktur AG. The manual processing of order information is provided as a paid additional service.

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5.3.2.2 ARAMIS train information

The ARAMIS Internet application offers online real-time train tracking information to those with the right to access such information. An RU can retrieve and evaluate real-time train information and train data for any of its trains running on the ÖBB-Infrastruktur AG rail network. Access to the ARAMIS train information system is offered by ÖBB-Infrastruktur AG as a paid additional service. Two levels of access providing different features are offered: • ARAMIS Web Client • ARAMIS Premium Client ARAMIS may be ordered from the One Stop Shop.

5.3.2.3 GSM-R

Services that go over and above the minimum access package are offered by ÖBB-Infrastruktur AG as paid additional services. The SIM cards necessary to use GSM-R services are available with different profiles. More details can be found here. SIM cards with the corresponding GSM-R services are ordered and cancelled via the One Stop Shop.

5.3.2.4 Services for exceptional transports and dangerous goods

Depending on the available resources, ÖBB-Infrastruktur AG provides personnel for the operation of trains with exceptional transports and for the supervision of dangerous goods, in order to support RUs providing rail services. These personnel services are offered by ÖBB-Infrastruktur AG as a paid additional service and must be ordered as part of the infrastructure capacity request.

5.3.3 Ancillary services

Ancillary services offered in conjunction with the minimum access package are listed below. Ancillary services for stations, facilities and shunting are detailed in the Product catalogue.

5.3.3.1 Pull/push traction unit service at Pyhrn

Pull and/or push traction unit services are being offered on the Selzthal – Spital/Pyhrn route section in a south- to-north direction as a paid ancillary service and include: • Pull and/or push traction unit service comprising one electric traction unit and driver on the specified route • Any necessary repositioning/transfer of the traction unit The service does not cover the traction energy used by the traction unit as it carries out the service, nor the additionally applicable track access charge due to the weight of the pull/push traction unit. The services are performed by ÖBB-Produktion GmbH according to available resources, on behalf of ÖBB- Infrastruktur AG, with ÖBB-Infrastruktur AG acting as an intermediary. If the RU’s train arrives with a delay of more than 30 minutes in the station where the traction service has been agreed to start, the provision of the service will be subject to available resources. This is due to the tight planning necessary for electric traction units. The corresponding contract template and further details on conditions (order process, contacts, cancellation policy, etc.) are available in the Appendices to the Network State- ment.

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5.3.3.2 Access to train-running checkpoint data

The chargeable ancillary service "Access to train running checkpoint data" offers railroad undertakings the possibility of obtaining access to the train running checkpoint data listed below for the RU's respective trains. A map and list of all train running checkpoints and their functions is available here.

The train running checkpoint data can be accessed via an API programming interface (application programming interface) using an access set up by ÖBB-Infrastruktur AG. When ordering, the RU must specify a link (URL) to which the data is sent via the API programming interface by push message. The respective technical documentation is made available at the API portal.4

Access can be enabled to the following data, which will be transmitted via push message: • The hot axle box locator (HOA) is used for non-contact temperature measurement of axle bearings, wheels and brake discs based on infrared sensors. The HOA data includes the temperature measurement (in degrees Celsius) of o axle bearings o brake discs o wheel rims The temperature measurement data provided via the API is used to detect technical defects in axle bearings, wheels and brakes of railroad vehicles and to prevent the associated operational faults and consequential damage.

• The wheel force measuring system (RMA) is used for weighing and measuring unevenly distributed loads as well as geometric wheel defects. By means of the RMA a measurement of o total weight of the vehicle (in tons) o Load distribution per axle (in tons) o wheel and axle loads (in tons) o dynamic forces (in kilonewtons) By combining the twelve sensor signals in the track, it is possible to assign the dynamic forces that have occurred to each wheel or axle, allowing accurate assignment of load weight and detection of wheel defects.

This service can be ordered using an order form. This can be downloaded from the SNNB appendices and contains all the contractual provisions as well as further information on the ordering process.

5.3.3.3 Permit

§ 2, Section 1 of the statutory order of the Federal Ministry for Transport, Innovation and Technology concerning protection on railway facilities and in railway vehicles (Eisenbahnschutzvorschriften – EisbSV) states: “Railway facilities may be accessed only insofar as they are suitable for access; that is, locations intended for or enabling general traffic use, such as platforms, entry and exit points, in particular platform access points at rail level, footbridges, underpasses, waiting rooms, lavatory facilities, car parks and level cross- ings; otherwise access to railway facilities is forbidden”. Should unaccompanied persons wish to access other ÖBB-Infrastruktur AG facilities than those specified, they require the relevant training (SIG 1 or 2) and/or equivalent training, and must apply for a permit, unless safe access can be ensured by operational measures and trained railway workers on site. Contacts for ordering the fee-based training sessions mentioned above and permits are given under chapter 1.8.1.

4 An API is a programming interface that allows two applications to communicate with each other. The API defines the exact way a developer must write software that requests information from another application. So that the data can be received from the train running checkpoints.

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5.3.3.4 Other supplementary personnel services

Depending on the available resources, ÖBB-Infrastruktur AG provides personnel services in order to support RUs providing rail services. These personnel services are offered by ÖBB-Infrastruktur AG as a paid ancillary service. Personnel services may be ordered from the One Stop Shop.

5.3.3.5 Provision of additional information

Printed documents

• Timetable documents o Timetable book o Timetable booklet for secondary traffic o Change book o Model timetable

• Speed restriction booklet • Command block

can only be ordered by RUs via the M-AMA ordering system. They are printed, delivered and invoiced by an external service provider to ÖBB-Infrastruktur AG. All resulting costs depend on the quantities ordered and shall be borne completely by the RU. Additional information can be obtained digitally here.

Ordering RU-specific speed restriction booklets

RUs can order speed restrictions booklets that are tailored to their own specific requirements (route sequence compiled specially for the RU). Orders for an RU-specific speed restriction booklet must be submitted to the One Stop Shop (OSS) at least eight weeks before the first required validity date.

The first compilation and all subsequent compilations shall be charged per speed restriction booklet for each speed restriction duration (speed restriction date) with a flat rate of two hours acc. to 2021 NS, chapter 6.2.3.2 No. 2.1.1.

5.3.3.6 Vehicle fingerprint

ÖBB-Infrastruktur AG operates a network of facilities for technical measurements to optimise track maintenance. These facilities analyse the condition of the running gear and the driving characteristics of passing vehicles (“vehicle fingerprint”).

The vehicle fingerprint service is offered as a paid ancillary service and consists of regular reports on the condition of vehicle wheels (deviation from the ideal roundness of wheels) for vehicle maintenance. These reports contain the latest measurement values, polar diagrams of the wheel form and the development trends of the maximum deviation of roundness over the last 100 days.

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These reports are based on measurements taken at the following locations:

Location Route Km Track Main direction Melk 13001 83,8 4 Linz Asten 13001 172,3 3, 4 Both directions Tullnerfeld 13001 21,5 7 Vienna Himberg 11801 16,3 1 Vienna Deutsch Wagram 11401 14,5 1 Vienna Nenzing 10105 56,1 1, 2 Both directions Niklasdorf 41301 12,1 2 Klagenfurt Table 10: Locations vehicle fingerprint

Reports are provided weekly by ÖBB-Infrastruktur AG for collection (download) for vehicles ordered by the RU. In order for data of the vehicles ordered by the RU to be measured and transmitted in reports, the vehicles must be equipped with RFID tags.

The vehicle fingerprint can be ordered and cancelled using the order/cancellation form (available in the SNNB appendices) via the One Stop Shop. Before using the service, a separate contract must be concluded between ÖBB-Infrastruktur AG and the RU. The sample contract is available in the Appendices to the SNNB.

Billing is monthly per vehicle ordered and depends on the vehicle type.

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6 Charges

6.1 Minimum access package

6.1.1 Composition of track access charges (TAC)

Track access charges must be paid by the RU for the services included in the minimum access package according to chapter 5.2. The track access charge is established in accordance with the provisions of the Railway Act (specifically §§ 67 ff) and Commission Implementing Regulation (EU) 2015/909. The track access charge is composed of the following components: • Train-kilometre component (tr) per market segment • Gross-tonne-kilometre component5 (gtk) per market segment • Reductions/supplements

The calculation formula for the track access charge per market segment is:

TAC train run = (train-km x tr) + (Gtkm x gtk) ± reductions/supplements

Figure 2: Calculation formula for the track access charge

Track access charges comprise the costs directly incurred by the train operation (§ 67, Section 1 EisbG), mark- ups (§ 67d EisbG) and reductions/supplements (§§ 67a ff EisbG). The economic solution according to Ramsey-Boiteux prices is used to calculate the mark-ups. When determining the track access charge, market segments with higher load capacity are affected more than those with lower load capacity (relative load capacity). The load capacity for each market segment is calculated using the inverse of the track access charge elasticity value. This track access charge elasticity value replicates the changes in RU customer demand in each market segment due to changes in the track access charge. The relative load capacity for each market segment has been determined on the basis of the track access charge elasticity values. The determination of the track access charge per market segment, including mark-ups, also considers that the track access charge must cover the costs directly incurred by the train operation and admits a maximum calculated loss of demand of 1%. Market premiums have been determined for the “Commercial passenger traffic”, “Public service long-distance passenger traffic”, “Short-distance traffic high” and “Short-distance traffic low” market segments.6 The following reductions/supplements constitute an integral part of the track access charge:

• Supplement for congested rail infrastructure (train-kilometre) The supplement reflects the scarcity of infrastructure capacity on a specific route section during congested time periods.

5Gross weight of a train: Gross weight of all vehicles in the entire train (traction unit + wagons) 6 See note in chapter 6.1.2 Approval procedure for mark-ups (§ 67d, Section 6 EisbG)

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• Performance Regime (minutes) The Performance Regime provides a system of incentives to improve punctuality. • Traction unit factor (§ 67h EisbG) (train-kilometre) The traction unit factor provides a system of incentives to encourage the use of traction units that protect the track. For this purpose, traction units that damage the track incur a supplement (malus) and traction units that protect the track incur a reduction (bonus). In principle, this system of incentives is reassessed every five years. The results of the next assessment will be incorporated when setting the charges for the 2024 working timetable period (e.g. adaptation or decision regarding the continuation of the system). • Noise-differentiated track access charge element (§ 67b EisbG) (axle kilometre) For the 2021 working timetable period, railway undertakings will be entitled to a reduced track access charge (“noise bonus” reduction) if they use freight wagons fitted with composite brake blocks for freight traffic services on the ÖBB-Infrastruktur AG rail network.

6.1.2 Approval procedure for mark-ups (§ 67d, Section 6 EisbG)

The approval procedure for mark-ups according to § 67d, Section 6 EisbG is still underway. If a final decision on this procedure is only taken after the start of the working timetable period, the following applies: In principle, the regulations of the Network Statement (track access charges incl. mark-ups, market segments, etc.) apply. The Network Statement comes into effect at the end of the day the approval notice is set to be delivered by SCK to ÖBB-Infrastruktur AG (as applicant), providing that any modifications required in light of the SCK decision are published by ÖBB-Infrastruktur AG. On that basis, any excessively or insufficiently settled track access charges shall be retroactively settled or reimbursed. If the SCK approval notice becomes legally binding, settlement ultimately follows the procedure described in the Network Statement (modified as necessary). The provisions set out above shall also apply provisionally in the event that the SCK approval notice is subject to complaints or any further appeals are filed (subject to contrary decisions by the SCK or the Federal Administrative Court and/or the Higher Administrative Court). Once there is a legally binding resolution of proceedings and a decision on the approval of mark-ups that can no longer be contested by ordinary and extraordinary appeals, the Network Statement comes into effect taking account of any modifications required due to the legally binding approval of mark- ups. In this case, too, any excessively or insufficiently settled track access charges shall be retroactively settled or reimbursed. In order to avoid legal uncertainty that would be detrimental to all involved, this approach has already been agreed with the SCK and applied for the 2018 working timetable period, on the basis of an agreement between ÖBB-Infrastruktur AG and all participating RUs (depending on the load of all RUs) rec- orded in an oral hearing before the SCK.

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6.1.3 Market segments

With reference to § 67d EisbG, ÖBB-Infrastruktur AG provides for six market segments (service trains, i.e. empty passenger trains and trainsets composed of multiple traction units, do not represent a separate market segment): • Passenger traffic market segments o Commercial passenger traffic o Public service long-distance passenger traffic o Short-distance traffic high o Short-distance traffic low • Freight traffic market segments o Freight traffic manipulated o Freight traffic non-manipulated

For the passenger traffic market segments, the following classification criteria are applied:

Figure 3: Classification criteria for passenger traffic market segments

1) Cross border trains on connecting border sections to the neighbouring infrastructure operator 2) Urban regions according to the Statistik Austria definition (core and peripheral zone) 3) In the morning: Travelling towards an urban region and arriving at destination station between 06:00 and 09:00 In the evening: Travelling out of an urban region towards a rural area and departing the city between 16:00 and 19:00.

• Commercial passenger traffic Passenger traffic that is not operated as part of a public service contract is classified in the “Commer- cial passenger traffic” market segment.

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• Public service long-distance passenger traffic Passenger traffic operated as part of a public service contract must be indicated by the applicant when ordering (infrastructure capacity request). Long-distance passenger traffic that is operated as part of a public service contract and with an average distance between stops of ≥ 20 kilometres is classified in the “Public service long-distance passenger traffic” market segment. (Average distance between stops = train-kilometre/number of stops; the calculation is based on the train kilometres or station stops on the ÖBB-Infrastruktur AG rail network.) In addition, the “Public service long-distance passenger traffic” market segment includes cross-border long-distance passenger traffic that is operated as part of a public service contract, has an average distance between stops of < 20 km and does not start or finish in a border station (chapter 3.2.2). • Short-distance traffic high Long-distance passenger traffic operated as part of a public service contract that does not meet the criteria for the “Public service long-distance passenger traffic” market segment is classified in the “Short-distance traffic high” market segment if its capacity comprises ≥ 200 seats and > 4 wagons, its departure or destination station is in an urban region (“List of stations”, urban regions according to the Statistik Austria definition – core and peripheral zone), and the train run starts or ends during peak traffic time (in the morning: travelling towards an urban region and arriving at destination station between 06:00 and 09:00; in the evening: travelling out of an urban region towards a rural area and departing the city between 16:00 and 19:00). • Short-distance traffic low The remaining passenger traffic operated as part of a public service contract is classified in the “Short- distance traffic low” market segment.

For the freight traffic market segments, the following classification criteria are applied:

Figure 4: Classification criteria for freight traffic market segments

• Freight traffic manipulated Single wagonload traffic and combined transport are classified in the “Freight traffic manipulated” market segment. In the single wagonload traffic system, freight wagons from different shipping companies are collected in one station (e.g. marshalling yard, shunting location), sorted by means of the train composition process and brought together as one train. This train transports the collected freight wagons to

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the next station, where they are either again sorted and separated into different trains or distributed to the different recipients. Single wagonload traffic involves the (frequent) transfer of freight wagons from train to train, which generally requires a significant amount of shunting and time for train composition. The stations them- selves (e.g. marshalling yard, shunting location) in which the transfers take place, collect, sort and redistribute the single wagonload traffic. When applicants order single wagonload rail traffic services (infrastructure capacity requests), these must be identified as single wagonload train classes (DG7, SDG7, NG8, SNG8, VG9, SVG9, BED10 or SBED10). The existence of a single wagonload traffic system must be presented using suitable evidence (e.g. production, train composition or wagon transfer plans). For combined transport (unaccompanied or accompanied CT), the transport unit (containers, swap bodies, semi-trailers, MOBILER vehicles, road vehicles, etc.) is transshipped instead of the freight itself. Rail traffic services that exclusively ship these transport units are classified in the “Freight traffic manipulated” market segment. The CT identifier (profile) is decisive for classification together with the train run/production concept ordered (traffic between domestic or international CT terminals11). When applicants order combined transport services (infrastructure capacity requests), these must be identified as train classes TEC, STEC, KGAG, SKGAG, ROLA or SROLA. If freight traffic cannot be classified as single wagonload traffic or combined transport, it is classified in the “Freight traffic non-manipulated” market segment. • Freight traffic non-manipulated Block trains are point-to-point traffic services (e.g. customer-to-customer) which do not require any additional reconfiguration of the rake of wagons (as part of train composition) between dispatch location and destination (train run). Reconfigurations of the rake of wagons to increase the capacity and efficiency of block trains that only affect one part of the train run (e.g. combination of two block trains on one route section) do not constitute “train composition” and these block trains are therefore not classified in the “Freight traffic manipulated” market segment. When applicants order transport services in the “Freight traffic non-manipulated” market segment (infrastructure capacity requests), these must be identified as train classes GAG, SGAG, LGAG or SLGAG, or RID or SRID for the transport of dangerous goods. Military trains are also classified in this market segment, with the exception of combined transport block trains (see “Freight traffic manipulated” market segment).

6.1.4 Reductions/supplements

6.1.4.1 Traction unit factor

Traction unit series approved for use on the ÖBB-Infrastruktur AG rail network are assigned an evaluation figure according to the wear and tear they place on the rail infrastructure. This evaluation figure is the basis for the classification of traction unit types into three traction unit categories: • Traction unit Category A: Evaluation figure d < 1

7 DG train class: Single wagonload freight trains that travel between different marshalling yards, between marshalling yards and train formation yards abroad, or between different train formation yards abroad 8 NG train class: Single wagonload freight trains that travel from marshalling yards to operating nodes and vice versa. This also includes freight trains that travel between operating nodes 9 VG train classes: Single wagonload freight trains that travel from operating nodes to reception point and from dispatch point to operating nodes 10 BED train classes: Single wagonload freight trains that travel from operating nodes to reception point and from dispatch point to operating nodes 11 Terminal = transshipment station where transport units (e.g. containers, swap bodies, semi-trailers, mobiles, road vehicles) are transshipped.

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• Traction unit Category B: Evaluation figure 1 ≤ d ≤ 1,05 • Traction unit Category C: Evaluation figure d > 1,05

The most common traction units and their respective traction unit categories can be found in the Appendices to the Network Statement. The classification of these as well as all other traction units being used on the ÖBB- Infrastruktur AG network is stored in the Vehicle database, and those with access rights and password can access the most up-to-date list online. For each kilometre covered by a Category A traction unit, the TAC is decreased by the value of the traction unit reduction figure and for each kilometre covered by a Category C traction unit, it is increased by the traction unit supplement figure. Category B traction units incur neither the reduction nor the supplement. In cases where trainsets are made up of multiple traction units, the supplement or reduction for only one traction unit will be brought into the calculation. If the traction units belong to different categories, the traction unit belonging to the category placing the highest demand on the line will be used for the calculation (e.g. where a Category A traction unit and a Category B traction unit are used, the Category B traction unit deter- mines the traction unit factor calculation, and where a Category A traction unit and a Category C traction unit are used, the Category C traction unit is used in the calculation). For all other trains using multiple-unit traction, all traction units will be included in the calculation.

6.1.4.2 Noise-differentiated track access charge element

a. Description For the 2021 working timetable period, railway undertakings will be entitled to a reduced track access charge (“noise bonus” reduction) if they use freight wagons fitted with composite brake blocks for freight traffic services on the ÖBB-Infrastruktur AG rail network.

The noise bonus is a noise-differentiated track access charge element according to Article 4 of Commis- sion Implementing Regulation (EU) 2015/429 and is intended to provide an incentive both to retrofit low- noise braking technology and to use freight wagons retrofitted with low-noise braking technology.

b. Conditions The noise bonus shall be granted to all freight wagons running on the ÖBB-Infrastruktur AG rail infrastructure:

1. That have been retrofitted with composite brake blocks in accordance with the requirements of Reg- ulation (EU) 1304/2014 (“TSI Noise”); and 2. For which the RU or wagon keeper has provided ÖBB-Infrastruktur AG with the following information (“retrofit data”) via a web application (registration tool for low-noise freight wagons) or via a separate data interface12: • Wagon keeper • 12-digit European vehicle number (“wagon number/wagon ID”) • Number of axles • Date of retrofitting • Current braking equipment • Evidence of retrofitting

12 More information on web applications and data interfaces can be requested from the OSS.

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ÖBB-Infrastruktur AG participates in the Single-Entry Point (“SEP”), a common contact point for bonus applications, created by BAV Bundesamt für Verkehr, DB Netz AG and ProRail. This means that the retrofit data for freight wagons that have already been registered via the Single Entry Point and are thus stored in the Silent Wagon Database (SWDB) does not need to be provided separately to ÖBB-Infrastruktur AG.13 3. Furthermore, the freight wagons must be included in the wagon list of the relevant train on the Infra- structure Transport Information System (INFRA.TIS).

After the retrofit data has been submitted, the noise bonus for the relevant freight wagons will be included from the following calendar month.

ÖBB-Infrastruktur AG reserves the right to carry out random checks of the retrofit data. Incorrect or incom- plete information must be corrected by the RU or wagon keeper without being prompted. ÖBB-Infrastruktur AG shall withhold the noise bonus or any partial amounts affected until the incorrect information is clarified. Noise bonus amounts received in error must be reimbursed by the RU.

c. Calculation and settlement The noise bonus is granted depending on the actual mileage each freight wagon covers on the ÖBB- Infrastruktur AG rail network and the number of retrofitted axles. The mileage of the freight wagon from the first day of the month following the submission of the retrofit data is used for the calculation of the noise bonus.

The noise bonus for the 2021 working timetable period is €0.01 per axle-km.

Number Annual mileage on €0.01 per axle kilo- Noise bonus of retrofitted axles rail network metre

Figure 5: Noise bonus

A maximum noise bonus supplement of €425 shall be granted per retrofitted freight wagon axle (regardless of the journey time; see d.).

If a retrofitted freight wagon is used by several RUs, the noise bonus is owed according to the relative mileage, up to a maximum amount of €425 per axle. Noise bonuses accrued in a given calendar year are paid at the beginning of the following year or included with the settlement of the track access charge.

d. Outlook The provisions of Commission Implementing Regulation (EU) 2015/429 provide for the granting of the noise bonus up until the end of the 2021 calendar year. At the time the 2021 NS is being drawn up, the European Commission is carrying out an evaluation of Commission Implementing Regulation (EU) 2015/429. The continuation of the provisions of the Commis- sion Implementing Regulation and a potential noise-based track access charge component beyond 2021 remains uncertain. ÖBB-Infrastruktur AG will publish more information as soon as it becomes available.

13 ÖBB-Infrastruktur AG accepts this data if the mandatory fields according to the SEP form on the www.sep- silentwagon.info website are correctly filled out, and if evidence of the retrofitting (certificates) is submitted, where requested by ÖBB-Infrastruktur AG. The data submitted by the RU or wagon keeper via the ÖBB- Infrastruktur AG interfaces or web application regarding retrofitted and otherwise low-noise wagons is also stored in the SWDB.

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6.1.4.3 Supplement for congested rail infrastructure

A supplement for congested rail infrastructure according to § 67a EisbG is charged for the following route section during the specified times: • Hetzendorf (Het) – Mödling (Md) on working days (except Saturday) during peak traffic times according to chapter 4.4.1.3 b).

6.1.4.4 Performance Regime

The Performance Regime (PR) is a system of incentives to prevent operational disruptions and to increase the performance of the railway infrastructure in accordance with § 67h EisbG. The PR system is based on delay minutes and delay causes which are logged in the operating systems of ÖBB-Infrastruktur AG. The calculation of delay minutes in the PR system is explained by the following illustration:

Figure 6: Calculation of delay minutes in the PR system

• 1) Selection of delayed trains The PR system incorporates regular passenger and freight traffic services, with the exception of service trains (train classes: LP, LZ, PROB, etc.), shunted freight trains (VG), operational runs (BED) and occasional traffic (special trains). Diverted services are considered to be special trains and are therefore also excluded from the PR system. For regular passenger and freight traffic services included in the PR system, it must be ascertained whether the final delay at the destination station14, minus any delay due to late handover at borders for trains transferring from another rail network (another national or international railway infrastructure operator) to the ÖBB-Infrastruktur AG rail network, exceeds the basic threshold value.

14 For the purposes of the Performance Regime, a destination station is considered to be destination stations on the network of ÖBB-Infrastruktur AG as well as border transfer stations in the case of a onward journey to other rail networks (other railway infrastructure managers in Austria or abroad).

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Threshold values of 10 minutes for passenger trains and 60 minutes for freight trains have been determined. As train delays are rounded to the nearest minute, passenger trains with a delay greater than 11 minutes and freight trains with a delay greater than 61 minutes (excluding any late handover at borders) are not considered in the PR system.

• 2) Delay cause code Coding of the delay cause is performed in accordance with the Diversion Management VA on the basis of UIC Leaflet 450-2.

• 3) Assignment of cause codes The assignment of the delay cause code to the originator (ÖBB-Infrastruktur AG, RU or external/other causes, incl. secondary delays) is based on the ÖBB-Infrastruktur AG operational quality management system. Details of the system for assigning codes for the PR system can be found in the Appendices to the Network Statement.

• 4) Measuring delay minutes The delay minutes accumulated on the ÖBB-Infrastruktur AG rail network are assigned on a train-by- train basis to the relevant originator. Minor delays of less than 90 seconds are not considered. Individ- ual delays of over 120 minutes are capped at 120 minutes. Delay minutes that cannot be clearly assigned to ÖBB-Infrastruktur AG or an RU (particularly external causes or secondary delays) are classified as neutral and are not considered to be relevant delay minutes. Next, on the basis of the delay minutes accumulated, the PR delay minutes per originator are calculated for each train included in the PR system (INFRA, RU, NEUTRAL). In accordance with the amendment procedure in the Diversion Management VA (see Appendices to the Network Statement), the RU may raise objections to the delays it has been assigned. If there is no objection, the coded delay minutes and their assignment to the originators are considered as accepted.

• 5) Invoicing At the end of each month, the total PR delay minutes are balanced against their originators and multiplied by the rate given in the list of charges (see chapter 6.1.5). Each RU receives a list of PR trains at the end of each month, with the information required for settlement (train number, date, start and destination station, final delay, handover delay, delta value for INFRA - RU delay minutes, PR payment/credit). The balances calculated each month in the PR system between ÖBB-Infrastruktur AG and the relevant RU are capped at ± 0.5% of the train-km track access charge in order to ensure planning security and the stability of the charging system.

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6.1.5 Charging rates

Market Direct premi- Charge in costs ums € No. Market segments Unit (excl. (excl. (excl. 20% 20% 20% VAT) VAT) VAT)15 Train-kilometre components (tr) 1.1.1.a Commercial passenger traffic Train-km 0.715 0.652 1.367 1.1.1.b Public service long-distance passenger traffic Train-km 0.715 0.638 1.353 1.1.1.c Short-distance traffic high Train-km 0.796 1.444 2.240 1.1.1.d Short-distance traffic low Train-km 0.796 1.341 2.137 1.1.1.e Freight traffic manipulated Train-km 0.766 - 0.766 1.1.1.f Freight traffic non-manipulated Train-km 0.766 - 0.766 1.1.1.g Service train16 Train-km 0.766 - 0.766 Gross-tonne-kilometre components (gtk) 1.1.2.a Commercial passenger traffic Gt-km 0.001907 - 0.001907 1.1.2.b Public service long-distance passenger traffic Gt-km 0.001907 - 0.001907 1.1.2.c Short-distance traffic high Gt-km 0.002729 - 0.002729 1.1.2.d Short-distance traffic low Gt-km 0.002729 - 0.002729 1.1.2.e Freight traffic manipulated Gt-km 0.001586 - 0.001586 1.1.2.f Freight traffic non-manipulated Gt-km 0.001586 - 0.001586 1.1.2.g Service train17 Gt-km 0.001586 - 0.001586 Table 11: Charging rates

Charge in € No. Reductions/supplements Unit (excl. 20% VAT) 1.1.3.1.a Traction unit factor Category A (track protecting) Train-km -0.0285 1.1.3.1.b Traction unit factor Category B Train-km 0.0000 1.1.3.1.c Traction unit factor Category C (damaging to track) Train-km 0.0341 1.1.4.1 Supplement for congested rail infrastructure Train-km 1.3667

1.1.5 Performance Regime – payment/credit according to balance of Minutes ± 0.6164 delay minutes 1.1.6 Noise bonus18 Axle-km 0.01 Table 12: Reductions/supplements

15 See note in chapter 6.1.2 Approval procedure for mark-ups (§ 67d, Section 6 EisbG) 16 Service trains (empty passenger trains and trainsets composed of multiple traction units) do not represent a separate market segment. 17 Service trains (empty passenger trains and trainsets composed of multiple traction units) do not represent a separate market segment. 18 The total amount granted per retrofitted freight wagon axle over the entire running time for the noise bonus is limited to a maximum amount of € 425.

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6.1.6 Measures under EU Regulation 2020/1429/EU (COVID 19 outbreak)

Regulation 2020/1429/EU of 7 October 2020 laying down measures for a sustainable railway market in view of the COVID 19 outbreak ("EU Regulation") supplements the existing legal framework based on Directive 2012/34/EU and the Railways Act 1957 in order to be able to respond to the negative economic consequences of the COVID 19 outbreak and to mitigate them in accordance with the permission granted by the Member State for as long as the consequences persist.

Based on this EU Regulation, the Federal Ministry for Climate Protection, Environment, Energy, Mobility, In- novation and Technology (BMK) has granted ÖBB-Infrastruktur AG permission for the following measures pursuant to Art 2 (1) EU Regulation in the market segments of the freight transport sector ("freight traffic manipulated" and "freight traffic not-manipulated") and "commercial passenger transport", which ÖBB-Infra- struktur AG hereby makes use of as follows:

In the running timetable period 2021, the infrastructure charges to be paid (consisting of direct costs and market surcharges; calculated in accordance with the charge rates in Table 11) shall be waived in full for services of ÖBB-Infrastruktur AG provided in the period from the start of the working timetable period 2021 on 13.12.2020 until the end of 31.12.2020 in the market segments "freight traffic manipulated", "freight traffic non- manipulated" and "commercial passenger traffic". The other market segments ("public long-distance passenger traffic", "short-distance traffic high" and " short-distance traffic low ") and the "service train" are not covered by the measures described or the underlying authorisation of the BMK, so that the charges continue to be levied in these market segments.

Extension of the reference period of Regulation (EU) 2020/1429 by Commission Delegated Regulation (EU) 2020/2180 of 18.12.2020:

Commission Delegated Regulation (EU) 2020/2180 of 18.12.2020 extending the reference period of Regula- tion (EU) 2020/1429 of the European Parliament and of the Council laying down measures for a sustainable rail market in the light of the COVID 19 outbreak ("EU Delegated Regulation") extended the reference period set out in the EU Regulation (1.3.2020 to 31.12.2020) by six months until the end of June 2021.

Based on this delegated EU regulation and the notification of the extension of the aforementioned permit by the Federal Ministry of Transport, Building and Urban Affairs, the measures described above continue to apply unchanged in the market segments (i) "freight traffic manipulated" (combined transport and single wagonload traffic), (ii) "freight traffic non-manipulated " and (iii) "commercial passenger traffic", with regard to services provided by ÖBB-Infrastruktur AG in the period of the extension until 30 June 2021. The other market segments ("Public service long-distance passenger transport", "Local transport strong" and "Local transport weak") and the "Service train" are not covered by the measures described or the underlying extended permission of the BMK, so that the charges will continue to be levied in these market segments.

In the event of further extensions of the reference period by the European Commission pursuant to Art 5 EU Regulation and notification of a corresponding authorisation by the Federal Ministry of Transport, Innovation and Technology, measures pursuant to Art 2 (1) EU Regulation may be applied in individual market segments in accordance with the notification of the Federal Ministry of Transport, Innovation and Technology in the extension period. In this case, ÖBB-Infrastruktur AG will adapt the Network Statement in accordance with Art 3 of the EU Regulation and thus inform about the individual measures in the period of the respective extension.

6.2 Service facilities and supply of services

6.2.1 Basic services

Charges for basic services for stations, facilities and shunting are detailed in the Product catalogue.

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6.2.2 Additional services

Charges for additional services offered in conjunction with the minimum access package are listed below. Charges for additional services for stations, facilities and shunting are detailed in the Product catalogue.

6.2.2.1 Manual processing of order information

A charge per train path ordered (infrastructure capacity request, regardless of the days of travel ordered) or order amendment is levied by ÖBB-Infrastruktur AG for the manual processing of infrastructure capacity requests.

Charge in € No. Service Unit (excl. 20% VAT)

Train path 1.2 Manual processing of order information ordered or order 45.00 amendment

Table 13: “Manual processing of order information” charge

6.2.2.2 ARAMIS train information

The provision of access to the ARAMIS train information system is charged as follows: • Connection charge: One-off charge per workstation/user • Access rights: Monthly charge per workstation/user Further information on the ARAMIS train information system can be found here.

Charge in € No. Service Unit (excl. 20% VAT) 1.3.1 ARAMIS Web Client connection Connection 772.00 1.3.2 ARAMIS Web Client access authorisation User/month 170.00 1.3.4 ARAMIS Premium Client connection Connection 1,214.00 1.3.5 ARAMIS Premium Client access authorisation User/month 547.00 Table 14: “ARAMIS train information” charges

6.2.2.3 GSM-R

The use of GSM-R services is charged as follows: • One-off activation charge per SIM card (also valid for SIM card basic profiles) • Monthly service charge per SIM card Further information on all GSM-R services can be found here.

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Charge in € No. Service Unit (excl. 20% VAT) 1.4.1 GSM-R SIM card: one-off activation charge Activation 29.00 1.4.2 GSM-R SIM card: monthly service charge Month 9.50 Table 15: “GSM-R” charges

The conditions for ordering and cancelling SIM cards can be found here.

6.2.2.4 Services for exceptional transports and dangerous goods

Personnel services are charged per hour of personnel activity, whereby different charges are applied depending on the qualifications of the employee utilised. ÖBB-Infrastruktur AG shall decide which employees perform the requested services.

Charge in € No. Personnel services Unit (excl. 20% VAT) 2.1.1 Operational expert and project management Hours 78.21 2.1.2 Traffic management and scheduling Hours 70.09 2.1.3 Traffic management support service Hours 54.38 Service operation and customer information support 2.1.4 Hours 52.44 service Table 16: “Exceptional transports and dangerous goods” charges

6.2.3 Ancillary services

Charges for the ancillary services offered in conjunction with the minimum access package are listed below. Charges for ancillary services for stations, facilities and shunting are detailed in the Product catalogue.

6.2.3.1 Pull/push traction unit service at Pyhrn

Pull and/or push traction unit services on the Selzthal – Spital/Pyhrn route section in a south-to-north direction are charged per service. If the RU’s train arrives at the agreed destination station for the service more than 30 minutes late, an additional charge according to No. 1.5.2 of the table of charges shall be charged for each half hour started, to a maximum of € 261.88. Before the service can be utilised, a separate contract must be concluded between ÖBB-Infrastruktur AG and the RU. The corresponding contract template and further details on conditions (order process, contacts, cancellation policy, etc.) are available in the Appendices to the Network Statement.

Charge in € No. Service Unit (excl. 20% VAT)

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1.5.1 Pull/push traction unit service at Pyhrn Per service 356.16 Pull/push traction unit service at Pyhrn – service For each half 1.5.2 charge (in addition to No. 1.5.1) for delays at the 87.29 hour started destination station for the service Table 17: Charges for the pull/push traction unit service at Pyhrn

6.2.3.2 Access to train-running checkpoint data

Access to train running checkpoint data is charged monthly per access. The order form is available in the Appendices to the Network Statement.

Charge in € No. Train-running checkpoint data Unit (excl. 20% VAT) 1.6.1 Hot axle box detector (HOA) data / push Access/month 270.00 1.6.2 Wheel force measuring system (RMA) data / push Access/month 270.00 Table 18: Charges for train-running checkpoint data

6.2.3.3 Other supplementary personnel services

Charge in € No. Personnel services Unit (excl. 20% VAT) 2.1.1 Operational expert and project management Hours 78.21 2.1.2 Traffic management and scheduling Hours 70.09 2.1.3 Traffic management support service Hours 54.38 Service operation and customer information support 2.1.4 Hours 52.44 service Table 19: “Other supplementary personnel services” charges

During the operating opening hours published in the Network Statement, the following supplements to the charging rates given above apply for personnel services ordered at short notice (ad hoc): • For orders submitted less than 15 days before the required service: 50% on working days and 100% on Sundays and public holidays. • For orders submitted less than 72 hours before the required service: 100% on working days and 200% on Sundays and public holidays. Outside the operating opening hours published in the Network Statement, the following supplements to the charging rates given above apply for personnel services: • 50% on working days and 100% on Sundays and public holidays. • For orders submitted less than 72 hours before the required service: 100% on working days and 200% on Sundays and public holidays.

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6.2.3.4 Vehicle fingerprint

The vehicle fingerprint reports are charged monthly per vehicle. The order form is available as an attachment to the SNNB.

Charge in € No. Service Unit (excl. 20% VAT) 1.7.1 Vehicle fingerprint, coach Vehicle/month 4,43 1.7.2 Vehicle fingerprint, freight wagon Vehicle/month 0,44 1.7.3 Vehicle fingerprint, traction unit/power car/railcar Vehicle/month 4,43 Table 20: Charges for “Vehicle fingerprint”

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Glossary

§ Paragraph AA Contracts with RUs AC Alternating current acc. to according to AG Public limited company (Aktiengesellschaft) ARAMIS Advanced Railway Automation, Management and Information System Art. Article BD Business division (ÖBB-Infrastruktur AG organisational unit) Bf Train station (Bahnhof) Federal Ministry for Traffic, Innovation and Technology (Bundesministerium für Verkehr, BMVIT Innovation und Technologie) BNNV Traction current usage contract (Bahnstromnetznutzungsvertrag) Bsb Description of operating locations (Betriebsstellenbeschreibung) Railway Training and Apprenticeship Centre (BildungsZentrum Eisenbahn & Lehrling- BZELW swesen) DLV Transmission contract (Durchleitungsvertrag) DV Service regulations (Dienstvorschrift) DZ Service train (Dienstzug) EC European Community e.g. for example Austrian Occupational Health and Safety Law for Railway Employees (Eisenbahnarbeit- EisbAV nehmerInnenschutzverordnung) Austrian Railway Passenger Transport Law (Eisenbahn-Beförderungs- und Fahrgast- EisbBFG rechtegesetz) Austrian Law on Suitability and Inspection of Vehicles for Railway Use (Eisenbahn-Eig- EisbEPV nungs- und Prüfungsverordnung) EisbG Austrian Railway Act (Eisenbahngesetz) ETCS European Train Control System EU European Union excl. excluding FAPLO Instructions concerning operation and timings (Fahrplananordnung) FTE Forum Train Europe FT Freight traffic Fzg Vehicle (Fahrzeug) G Graz Hauptbahnhof GmbH Limited liability company (Gesellschaft mit beschränkter Haftung) GSM-R Global System for Mobile Communications - Rail(way) GTC General Terms and Conditions Gt-km Gross-tonne kilometre Hbf Main train station (Hauptbahnhof) incl. including

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km Kilometre Lg Wien Liesing LZB Continuous train signalling system (Linienförmige Zugbeeinflussung) m Metre m2 Square metre M-AMA Modular order management system (Modulares Auftragsmanagement) Mbit/s Megabit per second Md Mödling MHz Megahertz NBÜ Emergency brake override control (Notbremsüberbrückung) No. Number Non-railway undertaking (entitled to infrastructure capacity in accordance with § 57a Z2 NRU EisbG) NS Network Statement OMC Operational Management Centre OSS One Stop Shop PCS Path Coordinating System PRM People with reduced mobility PT Passenger traffic PZB Point-by-point train signalling system (Punktförmige Zugbeeinflussung) RFC Rail Freight Corridor RID Regulations concerning the International Carriage of Dangerous Goods by Rail RINF Register of Infrastructure RL Guideline (Richtlinie) RNE RailNetEurope ROLA Rolling Road RU Railway Undertaking RW Regulatory text (Regelwerk) RZÜ Computer-assisted train control system (rechnergestützte Zugüberwachung) Sb Salzburg Hauptbahnhof Schienen-Control, SCG Österreichische Gesellschaft für Schienenverkehrsmarktregulierung mbH SCHIG Schienen-Infrastruktur Dienstleistungsgesellschaft SCK Railway Control Commission (Schienen-Control Kommission) SEV Rail traffic replacement service (Schienenersatzverkehr) SEP Single Entry Point SSID Service Set Identifier SWDB Silent Wagon Database Tel. Telephone number TEN TransEuropean Network

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Klassifikation: TLP gelb (Adressatenkreis)

TFVO Regulation for Traction Unit Drivers (Triebfahrzeugführer-Verordnung) Tfz Traction unit (Triebfahrzeug) Tfz(f) Traction unit driver (Triebfahrzeug(führer/in)) TIS Train Information System Train-km Train-kilometre TSI Technical Specification for Interoperability TTR Time Table Redesign UCT Unaccompanied Combined Transport UIC International Union of Railways V Speed VAT Value Added Tax Vb Villach Hauptbahnhof VG Shunted freight train (Verschubgüterzug) VGCS Voice Group Call Service VKBf Marshalling yard (Verschubknotenbahnhof) VzG Speed index (Verzeichnis der örtlich zulässigen Geschwindigkeiten) Wbf Wien Hauptbahnhof Ws Wien Westbahnhof ZLB Train control operation (Zugleitbetrieb) Additional provision for signalling and operating regulation (Zusatzbestimmung zur Sig- ZSB nal- und zur Betriebsvorschrift) ZUV Train path agreement (Zugtrassenvereinbarung) to the Access Agreement

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Klassifikation: TLP gelb (Adressatenkreis)

List of figures

Figure 1: Node-transit-node model ...... 36 Figure 2: Calculation formula for the track access charge ...... 50 Figure 3: Classification criteria for passenger traffic market segments ...... 52 Figure 4: Classification criteria for freight traffic market segments...... 53 Figure 5: Noise bonus ...... 56 Figure 6: Calculation of delay minutes in the PR system ...... 57

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Klassifikation: TLP gelb (Adressatenkreis)

List of tables

Table 1: Version control ...... 5 Table 2: ÖBB contacts ...... 11 Table 3: External contacts ...... 12 Table 4: RFC contacts ...... 13 Table 5: Border routes and border stations ...... 23 Table 6: Deadlines for the 2021 working timetable ...... 32 Table 7: Minimum halt times ...... 39 Table 8: Minimum turnaround times ...... 39 Table 9: Minimum times for train reconfiguration activities ...... 40 Table 10: Locations vehicle fingerprint ...... 49 Table 11: Charging rates ...... 59 Table 12: Reductions/supplements ...... 59 Table 12: “Manual processing of order information” charge ...... 61 Table 13: “ARAMIS train information” charges ...... 61 Table 14: “GSM-R” charges ...... 62 Table 15: “Exceptional transports and dangerous goods” charges ...... 62 Table 17: Charges for the pull/push traction unit service at Pyhrn ...... 63 Table 18: Charges for train-running checkpoint data ...... 63 Table 19: “Other supplementary personnel services” charges...... 63 Table 20: Charges for “Vehicle fingerprint”...... 64

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Klassifikation: TLP gelb (Adressatenkreis)