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Service Catalogue

Bane NOR SF

PREFACE

The Government presented its plans for reform of the rail sector in its White Paper “På rett spor” [1] [Along the right lines]. The plans were developed on the basis of Norwegian conditions and the experience of other European railways. The reform is intended to contribute towards:

• rational allocation of principle duties • clarifying the purpose of organisational units • better commercial structuring of the sector • the right management structure • improved fulfilment of customer needs

This report sets out how “a business relationship between infrastructure owner and train operators” can be established, through developing a real customer/supplier relationship based on Bane NOR’s services. A number of contracts on service provision have already been signed between the National Rail Administration and the train operators. These have been delegated to Bane NOR, who will put them into practice until new contracts are negotiated between the parties.

The services that will be specified here are areas which have not previously been priced and charged to the train and/or terminal operators for various reasons. They have been defined and regulated in the Railway Regulations, and will be incorporated into the Network statement for 2018, and subsequent editions.

Oslo: 17.3.2017

Bjørn Kristiansen

Group Director

Customer and Service Division

Service Catalogue Page 1

TABLE OF CONTENTS

1 Background ............................................................................................................................... 3

1.1 The Railway Reform .......................................................................................................... 3

1.2 New Railway Regulations ................................................................................................. 3

2 Service groups and pricing principles ....................................................................................... 4

2.1 Cost terminology .............................................................................................................. 4

2.1.1 Marginal cost ............................................................................................................ 4

2.1.2 Full cost ..................................................................................................................... 4

2.2 Service areas ..................................................................................................................... 4

2.3 Train operations ............................................................................................................... 5

2.4 Station services ................................................................................................................. 5

2.4.1 Grouping stations ..................................................................................................... 5

2.4.2 Cost overview ........................................................................................................... 6

2.5 Freight terminals .............................................................................................................. 6

2.5.1 Access services ......................................................................................................... 7

2.5.2 Services ..................................................................................................................... 7

2.5.3 Terminal groups ........................................................................................................ 8

2.6 Rail yards and stabling – passenger traffic ....................................................................... 9

2.6.1 Stabling – who, what and where .............................................................................. 9

2.6.2 Train heating posts ................................................................................................. 10

2.7 Train radio – GSM-R ....................................................................................................... 10

2.8 Energy supply ................................................................................................................. 10

3 Estimating unit costs .............................................................................................................. 11

3.1 Calculation method ........................................................................................................ 11

3.1.1 Marginal costs ........................................................................................................ 11

3.1.2 Full cost ................................................................................................................... 11

3.2 Results ............................................................................................................................ 11

3.2.1 Stations ................................................................................................................... 11

3.2.2 Freight terminals .................................................................................................... 14

3.2.3 Stabling tracks – passenger traffic .......................................................................... 17

3.3 Recommendations.......................................................................................................... 18

3.3.1 Recommended prices for use of stations ............................................................... 18

3.3.2 Recommended prices for intermodal freight and timber terminals ...................... 19

3.3.3 Recommended prices for stabling tracks, passenger traffic .................................. 20

4 Proposal for Service Catalogue............................................................................................... 21

5 Implementation ...................................................................................................................... 24


6 Price change mechanisms ...................................................................................................... 25

7 Bibliography ............................................................................................................................ 26

8 Annexes .................................................................................................................................. 27

TABLES

Table 1: Station grouping and number of train stops 2015 and 2016 ............................................. 6

Table 2: Elements in full cost for stations ........................................................................................ 6

Table 3: Cost elements linked to freight terminal ............................................................................ 7

Table 4: Terminal grouping .............................................................................................................. 8

Table 5: Cost stations by section – 2015 (TNOK)............................................................................ 12

Table 6: Cost stations by section – 2016 (TNOK)............................................................................ 12

Table 7: Average full cost (= price) station services per stop 2015 and 2016 – NOK ..................... 13

Table 8: Summary of costs – intermodal/rail freight terminals ..................................................... 14

Table 9: Cost summary – timber terminals .................................................................................... 14

Table 10: Regression results – intermodal/rail freight terminals – figures in brackets are standard deviations ....................................................................................................................................... 15

Table 11: Marginal costs for access per unit and possible income – intermodal freight terminals ........................................................................................................................................................ 16

Table 12: Regression results – timber terminals – figures in brackets are standard deviations ... 16

Table 13: Access and service costs per unit and possible income – timber terminals .................. 17

Table 14: Full cost, total and per metre – annual costs – stabling areas ....................................... 18

Table 15: Recommended prices and estimated income ................................................................ 18

Table 16: Prices and income – intermodal freight terminals ......................................................... 19

Table 17: Prices and income – timber terminals ............................................................................ 20

Table 18: Prices per metre per year, and income – stabling facilities for passenger traffic .......... 20

Table 19: Service Catalogue with prices ......................................................................................... 21

Table 20: Price adjustments ........................................................................................................... 25

FIGURES

Figur 1: Fordeling av antall anløp (gjennomført) på strekninger i 2016 – Kilde: TIOS ................Feil! Bokmerke er ikke definert.


1 BACKGROUND

1.1 THE RAILWAY REFORM

The Ministry of Transport and Communications wants users of the railway infrastructure to pay for the services provided via introduction of the Railway Reform. This is to indicate that the railway is a commercial business and not a public service – something that is contingent on a commercial relationship between infrastructure owner and the train operators. This implies that the services provided by the infrastructure owner are the object of buying and selling to a higher degree than at present.

The ministry wants a “Service Catalogue” to be produced with related prices before the first passenger traffic pack is announced in February/March 2017. Bane NOR submitted preliminary report 1 [2] to the Ministry of Transport and Communications on 3.9.2016.

1.2 NEW RAILWAY REGULATIONS

The new Railway Regulations [3] regulate the market for the services referred to in this document. They define how various railway-related services should be priced. Bane NOR SF will set out which services can be paid for in this preliminary report, and which prices will apply from 1.1.2018. This applies to services the National Rail Administration has not previously priced, or priced systematically.

The Railway Regulations are based on EU Directive 2012/34/EU. A set of regulations (2015/909) are linked to the directive that define which cost elements can be included in the calculations. The above have not been incorporated into Norwegian law as yet, but Bane NOR expects that they will be.


2 SERVICE GROUPS AND PRICING PRINCIPLES

The Railway Regulations [3] and EU regulations [4] define 4 service groups on which the costs can be based for pricing. The regulations only define the relationship between the infrastructure owner and train operator. Services which the infrastructure owner could offer the train operator’s customers and users are not regulated by the regulations. These can be car parks and areas for HGVs, containers/semi-trailers. Bane NOR currently sells a range of services to non-railway customers at market prices and according to contracts.

2.1 COST TERMINOLOGY

2.1.1 MARGINAL COST

The directive [5] stipulates that the costs for the ‘basic pack’ and access to service facilities must be the cost accrued directly as a result of the train service. Bane NOR has opted to interpret ‘cost accrued directly’ as the marginal cost. The marginal cost arises from producing an additional unit of the goods or a service. Mathematically, it can be expressed as the derivative of a cost function. The marginal cost varies according to variable costs and is generally independent of fixed costs. The mathematical explanation is given in Vedlegg 1.

2.1.2 FULL COST

Full cost is the sum of all costs deemed to concern purchase, manufacture and sale of a given product or service, until it is delivered and paid for, including extraordinary costs from each sale. Section 6-9 of the Railway Regulations includes ‘a reasonable profit’1. A ‘reasonable profit’ is defined as the reasonable return on invested capital.

The way Bane NOR SF’s opening balance is composed, and given the way financing investment is envisaged (regardless of the income), depreciation costs will be covered by contracts the company has with the Norwegian Railway Directorate. Property is not normally depreciated. Collectively, this means that it will be reasonable to only apply interest to book capital as the return used for arriving at the full cost.

Bane NOR SF believes that a reasonable ROI/interest rate will be the owner’s (the State’s) alternative ROI, e.g. that achieved by Government Pension Fund of Norway, which has given an average ROI of 5.7% sine it was founded. Furthermore, the applicable ROI requirement for NSB AS is 6.7%, and Statnett SF has achieved 5.3%. We suggest that the interest rate for calculating full cost is set at 4% p.a.

Given that full cost is used, this will be a maximum amount. Bane NOR SF will consider market-related aspects, and could offer a lower price if it were the sole supplier.

2.2 SERVICE AREAS

This report uses a slightly different breakdown, but we refer to the regulation’s structure where relevant. We propose defining the infrastructure services provided to train operators as:

• Train operations: o The ability to run trains safely between two stations on a predefined route

• Stations: o Passengers can get on/off trains, find information on train times, use the waiting

room, car park etc.

1 Reasonable profit means what an average business will expect for performing services taking into account its risk.


• Freight terminal: o Freight trains can be loaded/unloaded with related functions for freight carriers

and their customers • Stabling/rail yards:

o Rolling stock can be parked when not in service with related services such as heating, cleaning, etc.

• Other: o GSM-R: calls not related to train operations

A detailed description of the services and their scope is given by the route plans and Network Statement.

2.3 TRAIN OPERATIONS

The operations element of the services is linked to trains running according to the route plans agreed between Bane NOR SF and railway companies/train operators. The service in the regulations is defined as an access service – often called the ‘basic pack’. Pricing (infrastructure charge) is based on marginal costs, but the regulations give room for adjustment, see Sections 6-2, 6-3 and 6-4. The EU Regulation requires Bane NOR SF to draw up an implementation plan for introducing new principles and cost calculations before 3 July 2017. The plan has to be sent to the supervisory authorities.

A project has been set up for this purpose. This area is therefore not covered by this report. Our opinion at this time is that the marginal costs up to 2022 will dictate the infrastructure charge, with the option of higher charges when the market can afford it.

2.4 STATION SERVICES

The regulations are in two parts for stations, i.e. being able to run trains to/from stations (access service) and the stations on their own (priority service). Because the station tracks and platforms are an integral part of the tracks, we suggest that access is priced via the prices for train operations. Station services are defined within what is included in the full cost contracts with ROM Eiendom on public spaces, and the station unit the former National Rail Administration was responsible for. Station services are priced at full price.

2.4.1 GROUPING STATIONS

Bane NOR SF defines the standard for stations in the same way that Avinor AS does for airports, and that the train operators cannot apply reservations against individual service/cost elements. 3 stations on the Gardermo Line are currently subject to charges. We suggest integrating them into new station groups/differentiation. The stations will be differentiated according to the section they are on in accordance with Tabell 1. Grouping is based on the National Rail Administrations cost structure (2015 and 2016) to give a basic cost for the full cost calculations.


Table 1: Station grouping and number of train stops 2015 and 2016

2015 2016Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 2 571 643 2 567 049 Loenga - Ski - Mysen/Moss - Halden 678 258 717 778 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 376 589 380 461 Rauma-, Gjøvik-, Dovre- (Eidsvoll - Hjerkinn) og Kongsvingerbanen 514 830 521 471 Hokksund - Hønefoss - Bergen 231 736 314 411 (Nordagutu) - Stavanger 573 494 564 182 (Steinkjer) - Bodø 68 665 71 917 (Hjerkinn) - Steinkjer 370 189 377 215 Røros- og Solørbanen 76 606 75 985 Ofotbanen 4 478 4 999 Sum anløp 5 466 488 5 595 468

Antall anløp (realisert)Strekning

2.4.2 COST OVERVIEW

Otherwise, the stations will be priced at maximum based on full cost. The full cost calculations are contingent on Bane NOR SF’s opening balance and the value of that part of the station owned by ROM Eiendom AS are ready and specified. Tabell 2 shows which cost elements will be included in the full cost calculation. Table 2: Elements in full cost for stations

Cost element Description

Public spaces Costs in ROM Eiendom that Bane NOR currently pays for

Cleaning Exterior and interior cleaning

Maintenance Corrective and preventive maintenance of the station

Security Our own and contract security services

Outdoor lighting Energy costs for lighting

Other electrical Other energy costs, including platform heating

Snow clearance/gritting Clearing and gritting platforms and access areas

Capital binding Return on capital tied up in platforms, buildings, monitors and other technical equipment

The unit by which the price has to be multiplied by will be the number of passenger trains stopping at the station, as for the Gardermo Line. Full cost – and thereby the price – will naturally vary according to standard, size etc. Furthermore, similar stations can have different traffic volumes. Refer to section 3.2.1 for the results of Bane NOR’s calculations.

2.5 FREIGHT TERMINALS

The regulations are in two parts for freight terminals, i.e. being able to run trains to/from the terminal (access service) and terminal operation on its own (priority service).

In connection with Bane NOR taking over the freight terminals, it was decided that the train operators can contract pre-approved subcontractors/terminal operators for switching in the terminal and for loadng/unloading of freight trains, with the train operators paying directly to the operator(s) for such services. As such, it is the ‘landlord function’ that Bane NOR SF will


receive payment for – as for Oslo havn KS. In practice, the ‘landlord function’ will include the following service elements:

1. Access services 2. Services, including

a. ICT b. Fuelling facilities c. Heating posts d. De-icing e. Stabling

Renting/leasing grounds, offices, garages and other premises, renting out equipment, cranes and other cost elements as described in Tabell 3 are not included in this catalogue, but Bane NOR will enter into local contracts with terminal operators. Table 3: Cost elements linked to freight terminal

Cost element Description

Cleaning/clearing Sweeping and clearing the terminal area

Maintenance Maintenance of buildings, fences, gates and other technical equipment

Security Access/gate control and other security if under the auspices of Bane NOR

Outdoor lighting Energy costs

Other electrical Energy costs, including point heaters

Snow clearance/gritting Snow clearance and gritting loading yards and areas for storing wagons

2.5.1 ACCESS SERVICES

In a winder context, ‘access services’ mean the use of access/exit tracks, loading/unloading tracks and environmental station. Pricing will be in accordance with the marginal cost. The cost driver in this context is expected to be the number of trains going to/from the terminal. Bane NOR has two alternatives, linked to who will be invoiced for payment for access to the terminal, i.e. the terminal operator or the train operators.

The National Rail Administration has no financing model suitable for costing this type of services. ‘Template figures’ have therefore been used, based on infrastructure costs at Alnabru and Ganddal in 2015. This results in an annual cost of NOK 650 per meter of track for intermodal/rail freight terminals, excluding capital binding. The costs for timber terminals will be significantly lower. Refer to section 3.2.2 for the results of Bane NOR’s calculations.

2.5.2 SERVICES

These are the services that Bane NOR SF provides itself to the train operators and their sub-suppliers. In principle, some can be provided by private contractors. They are all provided at full cost with separate contracts with each customer. They are described below, but this report will not include a price list, as they are already or will be priced through separate contracts.

2.5.2.1 IC SOLUTIONS

Bane NOR will set up a new solution for information management and exchange between the parties involved in 2017. This is necessary to ensure productivity increase at the terminals. Bane


NOR SF will also provide other facilities, such as internet access etc. Contracts will be signed with the individual parties according to the full cost principle.

2.5.2.2 FUELLING FACILITIES

Bane NOR has several tank facilities for diesel used for train operations. Full cost will be used here, i.e. the actual cost of the diesel plus an element to cover the costs of the tank facilities. Users will pay a price equivalent to full price per litre of fuel. Bane NOR is working to find simple, practical payment solutions.

2.5.2.3 HEATING POSTS

Bane NOR has heating equipment for train operations at several terminals. Full cost will be used here, i.e. the energy cost plus an element to cover the cost of the facilities. Users will pay a price equivalent to full cost per kWh. Bane NOR is working to find simple, practical payment solutions.

2.5.2.4 DE-ICING

Bane NOR only has one de-icing facility, at Alnabru. Contract have been signed with users to share Bane NOR’s cost for til glycol etc. between users according to the number of trains de-iced. We propose that this system is continued.

2.5.2.5 STABLING AT FREIGHT TERMINALS

With regard to operating the terminals, we need the minimum use of stabling for wagons at the actual terminal. There are 3 reasons for stabling:

• Short-term: Short-term parking between arrival and departure, including weekends

• Long-term: Parking due to insufficient volume for transporting • Defective rolling stock: Rolling stock withdrawn from service, awaiting repair

Financial incentives are therefore needed to encourage long-term stabling away from the terminals in areas where it is possible, and where repairs can be performed in the shortest possible time. Bane NOR SF will therefore discuss ways of finding solutions/incentives with the industry for better use of stabling capacity. Bane NOR SF will not start such discussions before pricing for stabling is introduced.

2.5.3 TERMINAL GROUPS

In principle, we will differentiate between intermodal/wagon and timber terminals. Alnabru is subject to separate consideration due to its size. Bane NOR will enter into separate contracts with the owners of harbour tracks and sidings. Table 4: Terminal grouping

Terminal group Terminals owned by Bane NOR

Intermodal/rail freight terminals

Alnabru, Drammen, Rolvsøy, Langemyr, Ganddal, Nygårdstangen, Minde, Åndalsnes, Brattøra, Heggstadmoen, Mosjøen, Mo in Rana, Fauske, Bodø, Narvik


Terminal group Terminals owned by Bane NOR

Timber terminals2 Auma, Borgestad, Braskereidfoss, Bø, Flesberg, Formofoss, Hove, Hønefoss, Jevnaker, Koppang, Nesbyen, Norsenga, Notodden, Sørli, Vestmo

Bane NOR SF will calculate marginal costs for intermodal freight and timber terminals respectively, but each terminal will be priced separately based on those calculations. Refer to sections 3.2.2 and 3.3.2.

2.6 RAIL YARDS AND STABLING – PASSENGER TRAFFIC

2.6.1 STABLING – WHO, WHAT AND WHERE

The National Rail Administration has never received payment for use of stabling tracks, i.e. the actual ‘parking’ of rolling stock has been free. Rent is paid for service buildings, washing facilities and water posts. In some instances, NSB AS has contracted with Bane NOR SF or ROM Eiendom to provide areas for cleaning. In other instances, cleaning contractors contract with the owner directly.

Bane NOR SF has such lease contracts with NSB AS for the following areas:

1. Bergen station and for use of washing ramps 2. Eidsvoll rail yard 3. Lillestrøm stabling 4. Drammen – Skamarken rail yard 5. Ski stabling 6. Halden rail yard 7. Moss rail yard 8. Kongsvinger stabling

Flytoget has no lease contract with Bane NOR SF, but does have with ROM Eiendom AS.

ROM Eiendom has contracts for the areas owned by ROM. The National Rail Administration entered into a contract in the autumn of 2016 with NSB AS related to certain stabling areas in Eastern Norway. All contracts – whether with the National Rail Administration or ROM Eiendom – will be continued under the Bane NOR group. No changes will be made in this context.

When anyone other than NSB wins a tender announced in 2017 and onwards, we expect that the current contracts will be transferred to the new contractor. The same is expected for workshop areas and buildings which do not come under the Service Catalogue.

But the fact that ROM Eiendom will be part of Bane NOR SF presents the opportunity to set up a practical pricing model for the actual ‘parking’. We propose the following model, under which the train operators only have to deal with one party, Bane NOR SF:

a) Stabling capacity will also be allocated via the annual route planning process b) The train operators will pay a ‘subscription’ for the capacity they need at the various

stabling areas c) The price for a “capacity unit” can vary from one area to the next

The model will be introduced during the process for Route Plan 2018 (R18).

2 There are also private timber terminals


2.6.2 TRAIN HEATING POSTS

Bane NOR provides access to heating posts for the railway operators against a fixed annual rent. Energy costs will be paid by the operators. The average cost of renting a heating post is: NOK 11,000 per year per post.

2.7 TRAIN RADIO – GSM-R

Train drivers and conductor can make ‘private’ calls from their CAB radio and handheld radios. Private calls (i.e. off the GSM-R net), are invoiced. Subscriptions and calls related to train operations are not invoiced, they are part of the ‘basic pack’.

2.8 ENERGY SUPPLY

The electrical supply for running trains consists of two infrastructure elements (overhead lines and transformers), and electricity for train operations (traction current). Bane NOR has the exclusive rights for the sale of electricity for train operations. We expect no change concerning JBV’s/Bane NOR’s exclusive rights to the sale of electricity for train operations. Pricing is based on:

• Overhead lines: Part of the basic pack, and will therefore be priced via the infrastructure charge

• Transformers (Grid hire): Can be priced according to full cost. Not currently priced. • Electricity for train operations (traction current): The current setup, in which the price

for users/train operators is the same as cost price + administration fee, will be continued3.

The switch from the National Rail Administration to Bane NOR has meant a review of the concessions issued by NVE. This is in place. A change in Bane NOR’s pricing structure compared to the present can probably mean that the concessions have to be adjusted. If this is the case, what it will mean for the concessions and in terms of financial consequences will have to be analysed. Due to shortage of time, this was not possible so soon after the National Rail Administration became Bane NOR.

Bane NOR therefore does not want to change the pricing structure for electricity for train operations at this time.

3 This depends on Bane NOR’s exclusive right to the sale of electricity for train operations is retained [9].


3 ESTIMATING UNIT COSTS

3.1 CALCULATION METHOD

As described in section 2, the cost data is limited. That means that the calculations may be subject to uncertainty. This applies in particular to the access services to the various service facilities. The calculations are therefore based on:

1. Access services: Marginal cost calculations based on alternative models 2. Services: Full cost calculation = Registered costs per item.

3.1.1 MARGINAL COSTS

The mathematical explanation is given in Vedlegg 1. The models used, estimate cost elasticity and the variants check whether the elasticity is constant or varies according to production volume. To calculate the marginal costs, the model variant that gives the best fit and/or most significant parameters is used.

As mentioned in section 2.4, we propose that access services linked to the stations are an integral par of access to the track. Consequently, nothing extra will be paid for access services to the stations.

3.1.2 FULL COST

Based on the cost data from the National Rail Administration and ROM Eiendom, we have compiled an estimate for the costs in 2015 and 2016. Full cost is then broken down by the number of passenger trains stopping at the stations.

3.2 RESULTS

3.2.1 STATIONS

3.2.1.1 COSTS AND TRAFFIC VOLUME

As stated, the access services (giving trains access to the station) will be covered by the ‘basic pack’ charge. To calculate full cost, Bane NOR SF used the accounting data from the National Rail Administration for 2015. The accounts were not designed to simply document resource use for the various services. To obtain an indication of the actual costs, we used the cost centre structure in the National Rail Administration.

Tabell 5 and Tabell 6 show a breakdown by section of station costs for 2015 and 2016. The column for profit is linked to booked values taken from the opening balance for Bane NOR SF. Nasjonalteateret, Gardermoen and Lysaker account for 98% of booked values. The profit element in ROM Eiendom AS is included in the full cost contracts between Bane NOR and ROM Eiendom, and is in the Operating Costs column.


Table 5: Cost stations by section – 2015 (TNOK)

Koststed StrekningPersonal-kostnader

Drifts-kostnader

Korrektivt vedlikehold

Forebyg-gende

vedlikeholdFortjeneste

Sum kostnader

27000 Sentralt 4 036 5 310 84 246 - 9 676 27100 Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 2 998 128 985 4 793 7 903 16 453 161 132 27110 Loenga - Ski - Mysen/Moss - Halden 1 839 28 728 1 184 4 241 - 35 992 27120 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 1 426 18 688 303 3 272 30 23 719 27130 Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen 3 374 29 641 309 6 820 - 40 144 27200 Hokksund - Hønefoss - Bergen 1 764 20 753 224 2 020 - 24 761 27210 (Nordagutu) - Stavanger 2 028 17 587 958 3 552 10 24 135 27300 (Steinkjer) - Bodø 1 932 15 844 386 1 704 - 19 866 27310 (Hjerkinn) - Steinkjer 778 26 452 459 1 535 - 29 224 27320 Røros- og Solørbanen 1 627 5 141 72 885 - 7 725 27330 Ofotbanen 617 1 847 162 325 170 3 121

Sum kostnader 22 419 298 976 8 934 32 503 16 664 379 496

Table 6: Cost stations by section – 2016 (TNOK)

Koststed StrekningPersonal-kostnader

Drifts-kostnader

Korrektivt vedlikehold

Forebyg-gende

vedlikeholdFortjeneste

Sum kostnader

27000 Sentralt 4 119 5 067 85 1 491 - 10 762 27100 Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 3 422 131 017 4 396 7 871 16 453 163 159 27110 Loenga - Ski - Mysen/Moss - Halden 1 537 29 460 935 3 652 - 35 584 27120 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 1 784 23 866 141 90 30 25 911 27130 Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen 3 456 34 482 803 5 477 - 44 218 27200 Hokksund - Hønefoss - Bergen 2 032 23 498 288 1 663 - 27 481 27210 (Nordagutu) - Stavanger 2 111 20 958 1 011 3 558 10 27 648 27300 (Steinkjer) - Bodø 1 981 17 751 188 1 957 - 21 877 27310 (Hjerkinn) - Steinkjer 812 26 959 549 2 182 - 30 502 27320 Røros- og Solørbanen 1 728 5 686 33 1 213 - 8 660 27330 Ofotbanen 556 1 942 181 2 009 170 4 858

Sum kostnader 23 538 320 686 8 610 31 163 16 664 400 661

A model was selected that corresponds to that which has worked for the Gardermo Line, where train operators pay the station costs based on a krone rate multiplied by the number of stops at stations.

This figure was around 5.6 million stops in 2016 (routine passenger train stops), and Figur 1 shows the breakdown by section.


46 %

13 %

7 %

9 %

6 %

10 %

1 %

7 %1 %0 %

Asker - Oslo S - Lillestrøm - Gardermoen/Dal -Eidsvoll

Loenga - Ski - Mysen/Moss - Halden

Asker- Drammen - Tønsberg/Kongsberg -Nordagutu

Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] ogKongsvingerbanen

Hokksund - Hønefoss - Bergen

(Nordagutu) - Stavanger

(Steinkjer) - Bodø

(Hjerkinn) - Steinkjer

Røros- og Solørbanen

Ofotbanen

Figure 1: Breakdown of stops at stations (completed) on sections in 2016 – Source: TIOS

Almost half of all stops were along the Asker – Oslo S – Eidsvoll axis. Of the 30 biggest stations – measured by number of stops – only Ski is not on this axis. Based on calculated costs and number of stops, calculated full cost per stop: see Tabell 7. Table 7: Average full cost (= price) station services per stop 2015 and 2016 – NOK

Koststed Strekning

Gjennom-snitt 2015-

2016 (2018-priser)

27100 Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 70 27110 Loenga - Ski - Mysen/Moss - Halden 60 27120 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 75 27130 Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen 90 27200 Hokksund - Hønefoss - Bergen 105 27210 (Nordagutu) - Stavanger 55 27300 (Steinkjer) - Bodø 315 27310 (Hjerkinn) - Steinkjer 90 27320 Røros- og Solørbanen 115 27330 Ofotbanen 870

Gjennomsnittlig selvkost pr anløp 80

Note:Kostnad pr. anløp i 2018 er 2016-priser justert med 1,5 % p.a. og avrundet ti l nærmeste "5-kroning"

The difference in costs per unit is due to natural conditions such as the amount of snow and varying ease of access to local contractors for snowploughing the tracks. The Nordland, Ofot and Bergen lines weigh heavily as a result.

Calculated cost per stop at 2018 prices will be the baseline used for the prices presented in section 4. Bane NOR SF develop the calculation model ready for the next update of the cost data. A full update is proposed in section 6 every four years. The next will be in 2021.


3.2.2 FREIGHT TERMINALS

As described in section 2.5, Bane NOR can charge for the ‘landlord function’. We believe that this function will come under the ‘access concept’ in the Railway Regulations, Section 6-2 (3): see [3]. This implies that Bane NOR will use marginal cost pricing, ref. section 2.1. Bane NOR’s calculations are explained below for intermodal freight and timber terminals.

3.2.2.1 COST SUMMARY

Tabell 8 shows the costs calculated for operation and maintenance of the intermodal freight terminals. The costs were calculated based on a template rate per metre of track per year. The rate is calculated to NOK 650 per metre of track per year based on the costs for Alnabru and Ganddal. Table 8: Summary of costs – intermodal/rail freight terminals

TerminalSporlengde -

LastesporSporlengde -

HensettTilgang Hensetting

Sum kostnad

Antall tog

Alnabru 8 960 51 640 5 824 000 33 566 000 39 390 000 13 991 Drammen 1 335 - 867 750 - 867 750 1 246 Kristiansand/Langemyr 2 686 185 1 745 900 120 250 1 866 150 2 318 Ganddal 2 395 2 100 1 556 750 1 365 000 2 921 750 2 315 Bergen/Nygårdstangen/Arna/Minde 4 310 760 2 801 500 494 000 3 295 500 3 643 Åndalsnes 1 110 670 721 500 435 500 1 157 000 497 Trondheim/Brattøra/Heimdal 2 275 1 055 1 478 750 685 750 2 164 500 5 356 Mosjøen 1 600 750 1 040 000 487 500 1 527 500 100 Mo i Rana 1 380 660 897 000 429 000 1 326 000 500 Fauske 1 090 708 500 - 708 500 1 200 Bodø 1 140 741 000 - 741 000 1 100 Narvik/Fagernes 3 295 820 2 141 750 533 000 2 674 750 1 700 Sum 31 576 58 640 20 524 400 38 116 000 58 640 400 33 966 Only those costs related to arrival/departure tracks and load tracks are including in the marginal costs. As mentioned in section 2.5.2.5, Bane NOR wants to reach voluntary agreements with operators concerning stabling before using financial incentives.

The same has been done for the timber terminals owned by Bane NOR. Based on the best expert estimate, the kroner rate per metre of track is set around 20% of the rate for intermodal freight terminals. Tabell 9 shows the calculated costs for the various timber terminals. Table 9: Cost summary – timber terminals

TerminalSporlengde -

LastesporTilgang

Andre kostnader

Sum kostnad

Antall tog

Auma 520 78 000 - 78 000 1 Borgestad 540 81 000 - 81 000 28 Braskereidfoss 490 73 500 - 73 500 395 Bø 300 45 000 - 45 000 158 Flesberg 465 69 750 - 69 750 45 Hove 1 260 189 000 - 189 000 591 Hønefoss 360 54 000 - 54 000 2 663 Jevnaker 300 45 000 - 45 000 6 Koppang 1 020 153 000 - 153 000 400 Nesbyen 430 64 500 - 64 500 49 Norsenga 1 060 159 000 - 159 000 2 123 Sørli 961 144 150 - 144 150 989 Vestmo 1 330 199 500 - 199 500 980 Sum 9 699 1 454 850 - 1 454 850 8 428


3.2.2.2 CALCULATION OF MARGINAL COSTS – INTERMODAL-/RAIL FREIGHT TERMINALS

The way costs are defined will mean that the regression analysis will actually show how the need for the number of track metres varies according to traffic volume measured by the number of trains. Three variants of a ‘double log’ cost model have been used. These are described in more detail in Vedlegg 1. The variants differentiate between how the costs rise in relation to increased production:

• Model A: The increase as a percentage of the costs is constant in the event of rising production

• Model B: The increase as a percentage either rises or falls in the event of rising production

• Model C: The increase as a percentage both rise or fall in the event of rising production

Tabell 10 shows the result of the statistical (econometric) calculations linked to the access costs. Table 10: Regression results – intermodal/rail freight terminals – figures in brackets are standard deviations

Modell A Modell B Modell CKonstanten 11,4451 18,1565 26,2604

(0,8188) (2,4042) (12,7093)Ln antall tog 0,368 -1,5863 -5,258

(0,1107) (0,6815) (5,6908)Ln antall tog kvadrat 0,1379 0,6727

(0,0477) (0,8239)Ln antall tog kubikk -0,0251

(0,0387)Gjennonsnittlig kostnadselastisitet 0,37 0,77 0,66R2 0,52 0,75 0,76R2 justert 0,48 0,70 0,68N totalt 12 12 12 Even though Models B and C have higher R2 and explain the variations best, the estimated parameters are not significantly different from zero (0). Model C makes no financial sense either, as it gives negative marginal costs. Model A gives significant parameters, and we propose using this model. It gives a constant cost elasticity of 0.39. i.e. when the number of trains rises by 10%, the costs rise by 3.9%. This implies economies of scale in the access services, and that marginal costs are 39% of the average cost. Tabell 11 shows the number of trains, marginal cost and possible income for the intermodal freight terminals.


Table 11: Marginal costs for access per unit and possible income – intermodal freight terminals

Terminal Antall togTilgang

(MC)Sum mulig

inntektAlnabru 13 991 153 2 143 232 Drammen 1 246 256 319 332 Kristiansand/Langemyr 2 318 277 642 491 Ganddal 2 315 247 572 884 Bergen/Nygårdstangen 3 643 283 1 030 952 Åndalsnes 497 534 265 512 Trondheim/Brattøra/Heimdal 5 356 102 544 180 Mosjøen 100 3 827 382 720 Mo i Rana 500 660 330 096 Fauske 1 200 217 260 728 Bodø 1 100 248 272 688 Narvik/Fagernes 1 700 464 788 164 Sum 33 966 7 552 979 Because there is considerable uncertainty in the estimates, Bane NOR will use the rules in the Railway Regulations to give discount at certain terminals. See section 3.3.2.

3.2.2.3 CALCULATION OF MARGINAL COSTS – TIMBER TERMINALS

The way costs are defined will mean that the regression analysis will actually show how the need for the number of track metres varies according to traffic volume measured by the number of trains. Three variants of a ‘double log’ cost model have been used. These are described in more detail in Vedlegg 1. The variants differentiate between how the costs rise in relation to increased production:

• Model A: The increase as a percentage of the costs is constant in the event of rising production

• Model B: The increase as a percentage either rises or falls in the event of rising production

• Model C: The increase as a percentage both rise or fall in the event of rising production

Tabell 12 shows the result of the statistical (econometric) calculations. Table 12: Regression results – timber terminals – figures in brackets are standard deviations

Modell A Modell B Modell CKonstanten 10,5127 9,9028 12,2889

(0,4417) (1,0826) (2,2572)Ln antall tog 0,1686 0,4516 -1,4086

(0,0767) (0,4626) (1,6190)Ln antall tog kvadrat -0,0283 0,3917

(0,0455) (0,3538)Ln antall tog kubikk -0,0287

(0,0240)Gjennonsnittlig kostnadselastisitet 0,17 0,04 -5,93 R2 0,33 0,35 0,45 R2 justert 0,26 0,21 0,25 N totalt 12 12 12


The results show the same pattern as for the intermodal freight terminals, but with certain other numerical values. Table 13: Access and service costs per unit and possible income – timber terminals

Terminal Antall togTilgang

(MC)Sum mulig

inntektBorgestad 28 488 13 657 Braskereidfoss 395 31 12 392 Bø 158 48 7 587 Flesberg 45 261 11 760 Hove 591 54 31 865 Hønefoss 2 663 3 9 104 Jevnaker 6 1 265 7 587 Koppang 400 64 25 796 Nesbyen 49 222 10 875 Norsenga 2 123 13 26 807 Sørli 989 25 24 304 Vestmo 980 34 33 636 Sum 8 428 215 370 Note: MC = marginalkostnad (NOK) Because there is considerable uncertainty in the estimates, Bane NOR will use the rules in the Railway Regulations to give discount at certain terminals. See section 3.3.2.

3.2.3 STABLING TRACKS – PASSENGER TRAFFIC

As defined in section 2.6.1, ‘parking’ has to be priced here. Costs are divided into two:

• operation and maintenance • profit (return on book value)

As for freight terminals, Bane NOR has no specific accounting data for the individual stabling areas as regards operation and maintenance. As this involves largely the same activities as at freight terminals, the same cost per metre is used here as a basis: NOK 650 per metre.

In connection with the Bane NOR opening balance, the stabling areas are included in the valuation. Book values as at 1.1.2017 are used with two exceptions. These are Eidsvoll and Høvik, where the book values include a turning track as part of the ‘basic pack’. A reduction has been made for Eidsvoll in these values, based on the project accounts for 2010-2016, to isolate the costs for the stabling tracks. No separation has been made between the station, turning track and stabling track for Høvik, where the turning stabling tracks are also one and the same. We have estimated that the stabling facility is allocated ⅓rd of the book values.


Table 14: Full cost, total and per metre – annual costs – stabling areas

HensettingsområdeSporlengde

(meter)

Drift og vedlikehold

(NOK)

Fortjeneste (NOK)

Sum kostnad

(NOK)

Kostnad pr. meter (NOK)

Filipstad 2 025 1 316 250 - 1 316 250 650 Kongsvinger 594 386 100 4 722 120 5 108 220 8 600 Lillestrøm 1 604 1 042 600 8 348 280 9 390 880 5 855 Eidsvoll 1 140 741 000 9 695 880 10 436 880 9 155 Lillehammer 810 526 500 - 526 500 650 Ski 1 080 702 000 20 083 550 20 785 550 19 246 Moss 405 263 250 503 080 766 330 1 892 Mysen 405 263 250 - 263 250 650 Halden 1 620 1 053 000 7 160 800 8 213 800 5 070 Drammen 1 918 1 246 700 8 069 240 9 315 940 4 857 Kongsberg 683 443 950 978 800 1 422 750 2 083 Kristiansand 758 492 700 - 492 700 650 Skien / Borgestad 2 010 1 306 500 955 560 2 262 060 1 125 Gjøvik 540 351 000 - 351 000 650 Jaren 540 351 000 - 351 000 650 Lodalen 5 449 3 541 850 2 463 760 6 005 610 1 102 Loenga 675 438 750 - 438 750 650 Kværnesporene 500 325 000 - 325 000 650 Høvik 782 508 300 2 217 000 2 725 300 3 485 Hamar 789 512 850 662 480 1 175 330 1 490 Bergen 4 580 2 977 000 - 2 977 000 650 Sum 28 907 18 789 550 65 860 550 84 650 100 2 928

3.3 RECOMMENDATIONS

As can be seen from the above, the data on which cost calculations are based is very limited, and there are considerable variations. Those variations can be real enough, but not very well verified. Neither does Bane NOR want too much spread in the prices, while full cost states the maximum that can be taken in price.

3.3.1 RECOMMENDED PRICES FOR USE OF STATIONS

As can be seen in Tabell 7 in section 3.2.1, full cost per stop varies from NOK 60 to NOK 870. To reduce the spread, the price per stop is set at max. NOK 100. Tabell 15 shows prices per section and estimated income based on the number of stops made in 2016. Table 15: Recommended prices and estimated income

Koststed Strekning

Gjennom-snitt 2015-

2016 (2018-priser)

Antall tog (2016)

Inntekt (TNOK)

27100 Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll 70 2 567 049 179 700 27110 Loenga - Ski - Mysen/Moss - Halden 60 717 778 43 100 27120 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu 75 380 461 28 500 27130 Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen 90 521 471 46 900 27200 Hokksund - Hønefoss - Bergen 100 314 411 31 400 27210 (Nordagutu) - Stavanger 55 564 182 31 000 27300 (Steinkjer) - Bodø 100 71 917 7 200 27310 (Hjerkinn) - Steinkjer 90 377 215 33 900 27320 Røros- og Solørbanen 100 75 985 7 600 27330 Ofotbanen 100 4 999 500

Sum 73 5 595 468 409 800


3.3.2 RECOMMENDED PRICES FOR INTERMODAL FREIGHT AND TIMBER TERMINALS

Based on Section 6-4 (1) of the Railway Regulations on discounts, Bane NOR proposes that:

1. payment for stopping at intermodal freight terminals should not exceed NOK 250 per stop

2. no more than NOK 20 should be paid for stops at timber terminals

Tabell 16 and Tabell 17 show prices and estimated income for intermodal freight and timber terminals respectively. Table 16: Prices and income – intermodal freight terminals

Terminal Antall tog Pris pr. togInntekt

(NOK)Alnabru 13 991 153 2 143 232 Drammen 1 246 250 311 500 Kristiansand/Langemyr 2 318 250 579 500 Ganddal 2 315 247 572 884 Bergen/Nygårdstangen 3 643 250 910 750 Åndalsnes 497 250 124 250 Trondheim/Brattøra/Heimdal 5 356 102 544 180 Mosjøen 100 250 25 000 Mo i Rana 500 250 125 000 Fauske 1 200 217 260 728 Bodø 1 100 248 272 688 Narvik/Fagernes 1 700 250 425 000 Sum 33 966 6 294 712 Bane NOR thinks that the charge for intermodal freight terminals should be paid by the terminal operator, who can included it into its prices charged to the train operators in a competition-neutral manner.

Because the variations are sufficiently big and the number of observations is relatively low, we suggest using an average marginal cost for the timber terminals of between 15 and 25 kroner. The price can then be set at NOK 20 per stop.


Table 17: Prices and income – timber terminals

Terminal Antall tog Pris pr. togInntekt

(NOK)Borgestad 28 20 560 Braskereidfoss 395 20 7 900 Bø 158 20 3 160 Flesberg 45 20 900 Hove 591 20 11 820 Hønefoss 2 663 20 53 260 Jevnaker 6 20 120 Koppang 400 20 8 000 Nesbyen 49 20 980 Norsenga 2 123 20 42 460 Sørli 989 20 19 780 Vestmo 980 20 19 600 Sum 8 427 168 540

3.3.3 RECOMMENDED PRICES FOR STABLING TRACKS, PASSENGER TRAFFIC

As mentioned in section 2.6.1, we propose that the need for ‘parking space‘ is set through the route plan process, and that the train operators pay a ‘subscription’ for the full route payment on what they need of space/track lengths in stabling areas. Tabell 18 shows prices and estimated income for stabling tracks at full capacity utilisation. The price for stabling tracks not referred to in the table is set at NOK 650 per metre per year.

Table 18: Prices per metre per year, and income – stabling facilities for passenger traffic

A train set of 110 metres, such as BM74 and BM75 (Flirt), requires parking space of 135 metres [6]. The subscription price for a parking space for a train of this type (e.g. at Eidsvoll) will be NOK 1,236,600 per route payment per year.

HensettingsområdePris pr. meter

Sporlengde (meter

Inntekt (NOK)

Sum Østlandet 3 450 23 569 81 235 715

Sum Agder og Rogalnd 650 3 425 2 226 250

Sum Vestlandet 650 6 699 4 354 350

Sum Nordenfjells 650 3 217 2 091 050

Sum 2 440 36 910 89 907 365


4 PROPOSAL FOR SERVICE CATALOGUE

The services Bane NOR SF will price from 2018 are shown below, along with the services for which individual contracts will be signed in the near future (marked with ‘Contract’ in the table). The data used for pricing is give in sections 2 and 3. Table 19: Service Catalogue with prices

Tjeneste Enhet

Tilgangs-tjenester

(Pris pr. enhet)

Service-tjenester

(Pris pr. enhet)

Togframføring Implementeringsplan for nye prisingsregler framlagt 14.07.2017 - - - Stasjoner

Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll Anløp 65 Loenga - Ski - Mysen/Moss - Halden Anløp 60 Asker- Drammen - Tønsberg/Kongsberg - Nordagutu Anløp 75 Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen Anløp 90 Hokksund - Hønefoss - Bergen Anløp 100 (Nordagutu) - Stavanger Anløp 55 (Steinkjer) - Bodø Anløp 100 (Hjerkinn) - Steinkjer Anløp 90 Røros- og Solørbanen Anløp 100 Ofotbanen Anløp 100

Godsterminaler Dieseltankanlegg Avtale Varmeposter Avtale Avising Avtale Kombi-/vognlastterminaler

Alnabru Anløp 153 Avtale Drammen Anløp 250 Avtale Langemyr Anløp 250 Avtale Ganddal Anløp 247 Avtale Nygårdstangen, Minde og Arna Anløp 250 Avtale Åndalsnes Anløp 250 Avtale Brattøra, Heggstadmoen Anløp 102 Avtale Mosjøen Anløp 250 Avtale Mo i Rana Anløp 250 Avtale Fauske Anløp 217 Avtale Bodø Anløp 248 Avtale Narvik Anløp 250 Avtale

Tømmerterminaler Auma Anløp 20 Avtale Borgestad Anløp 20 Avtale Braskereidfoss Anløp 20 Avtale Bø Anløp 20 Avtale Flesberg Anløp 20 Avtale Formofoss Anløp 20 Avtale Hensmoen Anløp 20 Avtale


Tjeneste Enhet

Tilgangs-tjenester

(Pris pr. enhet)

Service-tjenester

(Pris pr. enhet)

Hove Anløp 20 Avtale Hønefoss Anløp 20 Avtale Jevnaker Anløp 20 Avtale Koppang Anløp 20 Avtale Lierstanda Anløp 20 Avtale Nesbyen Anløp 20 Avtale Norsenga Anløp 20 Avtale Notodden Anløp 20 Avtale Simonstad Anløp 20 Avtale Sørli Anløp 20 Avtale Vestmo Anløp 20 Avtale

Hensetting / Driftsbanegårder Østlandet

Abon

nem

ent f

or ru

tete

rmin

en p

r. an

tall

met

er

Filipstad 3 450 Lodalen 1) 3 450 Høvik 3 450 Hamar 3 450 Kongsvinger 3 450 Lillestrøm 3 450 Eidsvoll 3 450 Lillehammer 3 450 Ski 3 450 Moss 3 450 Mysen 3 450 Halden 3 450 Drammen 1) 3 450 Kongsberg 3 450 Skien / Borgestad 3 450 Gjøvik 3 450 Jaren 3 450 Loenga 3 450 Kværnersporene 3 450

Agder og Rogaland Kristiansand 650 Egersund 650 Paradis 650 Stavanger 650

Vestlandet Bergen 650 Voss 650 Flåm 650 Myrdal 650 Ål 650


Tjeneste Enhet

Tilgangs-tjenester

(Pris pr. enhet)

Service-tjenester

(Pris pr. enhet)

Nordenfjells Åndalsnes 650 Dombås 650 Støren 650 Marienborg 650 Trondheim S 650 Steinkjer 650 Mosjøen 650 Mo i Rana 650 Bodø 650

Elektrisk energi til togdrift (kjørestrøm)

Kontaktledningsanlegg (inngår i avgiften for togframføring) Ingen endring Omformere (Nettleie) Kwh Ingen endring Elektrisk energi Kwh Ingen endring

Andre tjenester; herunder tjenester nevnt i Network statement

Ingen endringer i forhold til gjeldende Network statement for 2018 - - - Note: Avtale betyr at det inngås individuelle avtaler

1) For Lodalen og Drammen er prisen på timesbasis; NOK 0,40 pr. timer


5 IMPLEMENTATION

Bane NOR believes that pricing of services which have not previously been priced can be commenced when Bane NOR decides. The services proposed for pricing here are defined based on Section 6-9 in the Railway Regulations [3] and have no special clause concerning notification.

The following timetable will be used for the services Bane NOR does not currently receive payment for, but would like to do so:

Date Event

01.10.2016 Service Catalogue in which services are specified and pricing is explained.

17.03.2017 Service Catalogue with prices ready

01.09.2017 Incorporated into the Network Statement – an appendix to the approved document

01.01.2018 Pricing of services completed and published on Bane NOR’s customer portal


6 PRICE CHANGE MECHANISMS

Bane NOR SF propose that prices are adjusted periodically along with major changes. Table 20: Price adjustments

Period etc. Description

Four-year adjustment

Cost calculations (full cost/marginalcost) to be updated every four years based on corresponding or improved methods, but using data from several years can be included in the estimates.

Annual adjustment

Prices changes annually in between the four-year adjustments in line with a suitable Statistics Norway index. The cost index for operation and maintenance of road systems will be used.

The actual price adjustment will be performed according to the following principle (1):

(1)

⋅=

−+ 2

1

2

1 Qt

Qt

tt KIKI

PP

where: Pt+1 = charge next year

Pt = charge this year

KIQ2 = Statistics Norway’s index as at second quarter for the present year (t) and previous year (t-1)

This means a price adjustment in arrears, but provides a great deal of predictability for the railway undertakings as the following year’s prices will be completed in the third quarter of the previous year. At the same time, it will be possible to monitor the index throughout the year.

New, rebuilt or demolished objects

New constructions ordered by the Norwegian Railway Directorate involving the completion of new objects, major rebuilds or demolition of old objects during a four-year period will be included in the cost data when the construction or object is commissioned/decommissioned.


7 BIBLIOGRAPHY

[1] Samferdselsdepartementet, «Meld. St. 27 (2014-2015) - På rett spor,» 05 12 2015. [Internett]. Available: https://www.regjeringen.no/no/dokumenter/meld.-st.-27-2014-2015/id2411094/?ch=1&q=.

[2] Bane NOR SF, «Rapport 2016-1: Tjenestekatalog del 1,» 2016.

[3] Samferdelsdepartementet, «Jernbaneforskriften,» 20 12 2016. [Internett]. Available: https://lovdata.no/dokument/SF/forskrift/2016-12-20-1771?q=jernbaneforskriften.

[4] EU-kommisjonen, «EU 2015/909 - Om bestemmelser for beregning af de omkostninger, der påløper direkte som følge af jernbanedriften,» 12 06 2015. [Internett]. Available: http://eur-lex.europa.eu/legal-content/DA/TXT/PDF/?uri=CELEX:32015R0909&from=EN.

[5] Europaparamentet, «2012/34/EU - Om opprettelse av et felles europeisk jernbaneområde,» 21 11 2012. [Internett]. Available: https://www.regjeringen.no/globalassets/upload/sd/vedlegg/jernbane/hoering_02122013/hdirective212.pdf.

[6] Jernbaneverket, «Hensetting Østlandet - Hovedrapport,» Jernbaneverket, 2016.

[7] K. Sydsæter og B. Thalberg, Matematisk formelsamling, Oslo: Dreyers Forlag, 1976.

[8] Samferdselsdepartementet, «St. prp. nr. 52 (1999-2000) Om NSB Gardermobanen AS og oppfølging av NOU 1999: 28 Gardermoprosjektet. Evaluering av planlegging og gjennomføring,» 2000. [Internett]. Available: https://www.regjeringen.no/no/dokumenter/stprp-nr-52-1999-2000-/id203026/.

[9] Samferdselsdepartementet, «St. prp. nr. 64 (1996-97) Om ein del saker under Vegformål og Jernbaneformål,» 13 5 1997. [Internett]. Available: https://www.regjeringen.no/no/dokumenter/stprp-nr-64-1996-97-/id201411/.


8 ANNEXES

APPENDICES 1. DESCRIPTION OF THE MATHEMATICS USED

1. Product function The product or service produced is described as a transformation of input factors such as labour, equipment and capital. This is usually described as a mathematical function. The product function defines the optimum production process, given the available technology.

(1) ( )vfX =

where: X = volume of a product or service produced

v = vector of input factors (v = v1, v2, …, vn)

If the function (1) is continuously derivable and v is cost-effective input factors, there will be a dual relationship between (1) and a cost function.

2. Costs The costs are linked to consumption of input factors and the prices of the same.

(2) ( ) ( ) ( )∑=

⋅=⋅=n

iii XvqXvqXB

1

where: qi = price of input factor no. i

vi = consumption of input factor no. i

3. The marginal cost criterion The marginal cost criterion follows on from economic welfare theory, where it is concluded that the welfare optimum is achieved when there is free competition, with full information to all parties. The producer will then maximise profit (π) in respect of the production volume:

(3) ( ) ( )XBpXXπ −=

We find the maximum by setting the derivative of (3) with regard to X so that it is equal to 0 (zero), i.e.:

(4) ( )XBp '=

4. Function forms – approximation of the cost function Double log

Double log functions imply that the natural logarithms for both cost (B) and production volume (X) are also assumed.

(5) ( ) ( )∑=

⋅+=n

i

ii XβasXB

1

ln,ln


When n = 1, the function is a Cobb-Douglas variant with constant cost elasticity. If n = 2, the cost elasticity will be either increasing or decreasing with regard to production volume. And if n = 3, the cost elasticity will be either increasing or decreasing with regard to production volume.

5. Calculation of the cost elasticity The following is based on the standard calculation rules relating to derivation and elasticities, see [7]. Using these will allow us to calculate the cost elasticity and hence the marginal cost. The cost elasticity is given in (6).

(6) ( )( )

( )XBXB

XXBElX

'⋅= Cost elasticity

where:

(7) ( ) ( ) ( ) ( )XBXBEldx

XdBXB X ⋅==' Marginal cost

where:

(8) ( ) ( )XXB

XB = Average cost

The derivative of the cost function in log-normal form is given in (9).

(9) ( )( )

( )XBXBX

XB 'ln⋅=

∂∂ 1

By putting (9) into (6) it follows that:

(10) ( ) ( )X

XXB

XBElX ⋅∂

∂=

ln

In double-log instances, (10) will imply:

(11) ( ) ( )( )∑=

−⋅⋅=n

i

iiX xβiXBEl

1

1ln Cost elasticity [Double-log]


APPENDICES 2. RESULTS TABLES

1. Intermodal freight freight terminals Terminal e1 e2 e3 MC1 MC2 MC3Alnabru 0,368 1,04653356 0,72337623 153,19 435,64 301,12 Drammen 0,368 0,37951792 0,50605659 256,29 264,31 352,43 Kristiansand/Langemyr 0,368 0,55072527 0,64586907 277,17 414,80 486,46 Ganddal 0,368 0,5503681 0,6456378 247,47 370,10 434,17 Bergen/Nygårdstangen/Arna/Minde 0,368 0,67541522 0,71117015 283,00 519,40 546,90 Åndalsnes 0,368 0,12602913 0,19247879 534,23 182,96 279,42 Trondheim/Brattøra/Heimdal 0,368 0,78171127 0,74253245 101,60 215,82 205,01 Mosjøen 0,368 -0,31619406 -0,65913574 3 827,20 -3 288,42 -6 855,01 Mo i Rana 0,368 0,12768891 0,19494579 660,19 229,07 349,73 Fauske 0,368 0,36914319 0,4957194 217,27 217,95 292,68 Bodø 0,368 0,34514545 0,47099195 247,90 232,50 317,28 Narvik/Fagernes 0,368 0,46520618 0,58328612 463,63 586,09 734,85

0,368 0,76609965 0,66368245 222,37 373,35 337,19

Where:

not = cost elasticity model no. i

MCi = marginal cost model no. i

-0,4

-0,2

0

0,2

0,4

0,6

0,8

1

1,2

- 2 000 4 000 6 000 8 000 10 000 12 000 14 000 16 000

Elas

tisite

t

Antall toganløp

Kvadrat

Cost elasticity model 2


-0,8

-0,6

-0,4

-0,2

0

0,2

0,4

0,6

0,8

1

- 2 000 4 000 6 000 8 000 10 000 12 000 14 000 16 000Elas

tisite

t

Antall toganløp

Kubikk

Cost elasticity model 3

2. Timber terminals

Terminal e1 e2 e3 MC1 MC2 MC3Borgestad 0,1686 0,26299722 -2,36461883 487,74 760,81 -6 840,50 Braskereidfoss 0,1686 0,11319507 -4,48642316 31,37 21,06 -834,82 Bø 0,1686 0,16505712 -3,61533168 48,02 47,01 -1 029,68 Flesberg 0,1686 0,2361429 -2,65624749 261,33 366,02 -4 117,18 Hove 0,1686 0,09038921 -4,91524427 53,92 28,91 -1 571,88 Hønefoss 0,1686 0,00518399 -6,7647139 3,42 0,11 -137,17 Jevnaker 0,1686 0,35018641 -1,68501561 1 264,50 2 626,40 -12 637,62 Koppang 0,1686 0,11248311 -4,49938744 64,49 43,02 -1 721,02 Nesbyen 0,1686 0,23132297 -2,71269344 221,93 304,50 -3 570,79 Norsenga 0,1686 0,01801086 -6,46134144 12,63 1,35 -483,92 Sørli 0,1686 0,0612471 -5,50389421 24,57 8,93 -802,21 Vestmo 0,1686 0,06176452 -5,49304455 34,32 12,57 -1 118,23

0,1686 0,0444 -5,9256 25,5571 16,9441 -714,2907

Where:

not = cost elasticity model no. i

MCi = marginal cost model no. i


0

0,05

0,1

0,15

0,2

0,25

0,3

0,35

0,4

- 500 1 000 1 500 2 000 2 500 3 000

Kvadrat

-8

-7

-6

-5

-4

-3

-2

-1

0 - 500 1 000 1 500 2 000 2 500 3 000

Kubikk

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