Rail track costs management for efficient railway charges

“Permission is granted by ICE Publishing to print one copy for personal use. Any other use of these PDF files is subject to reprint fees" (www.transport-ice.com). http://dx.doi.org/10.1680/tran.11.00001A part of track maintenance costs is directly related to train traffic, and therefore they are marginal costs in the short term. Track renewal costs over a longer period of time also increase with traffic, so they could be considered long- term marginal costs. Many different problems can arise when applying maintenance and renewal costs to railway undertakings. With regard to the costs as such, problems arise with their magnitude, the availability and quality of data, and the service life of maintenance and renewal operations. With regard to transferring costs, problems are related to cost recovery, the relationship between track charges and the costs they intend to recover, and the level of the service the infrastructure manager gives the railway operator. A system based on a differentiated approach to maintenance cost and renewal cost depreciation is proposed as a tool for track cost processing. Cost planning and the subsequent levying the costs on railway undertakings are both based on a single concept: the theoretical traffic load. Track usage charges that promote improvements in the activity of infrastructure managers and railway undertakings alike are arrived at by combining the differentiated approach to depreciation, the theoretical traffic load, actual cost data and short-term traffic estimates.TRYSE Research Group, Department of Civil Engineering, University of Granada, Spai

An approach to mark-ups through capacity charges

“Permission is granted by ICE Publishing to print one copy for personal use. Any other use of these PDF files is subject to reprint fees" (www.transport-ice.com). http://dx.doi.org/10.1680/tran.11.00050Charges related to rail infrastructure capacity in the European rail network show great diversity and are not sufficiently transparent. This paper develops a simple and transparent methodology that takes the main aspects related to rail infrastructure capacity into consideration to give an approximated value of the maximum capacity charge (initial mark-up). The method can be used (as a basic calculation tool) to develop a uniform (and thus, interoperable) charging system. According to the hypothesis formulated, the result of the method’s application to typical railway services was from higher to lower initial mark-up: suburban trains, intercity trains, regional trains, express freight trains, conventional freight trains. After this preliminary valuation is reached, the railway under- takings’ willingness to pay and the socioeconomic aspects of transport come into play for setting the definitive mark-ups, thereby establishing the final charging level.TRYSE Research Group, Department of Civil Engineering, University of Granada, Spai