TAC 2011
Interview with:
Peter Boom, Principal Consultant, Lloyd’s Register Rail NL and Ştefan Roşeanu, Senior Partner, Club Feroviar
Railway Pro: What is the role of the track access charges in stimulating traffic boost?
Railway Pro: How would you describe, in a few paragraphs, a better track access charge policy in order to encourage the development of railway transport corridors (especially the established rail freight corridors) concerning the container transport?
Ştefan Roşeanu: The TAC will never represent a traffic stimulating method, but in the worst case scenario, it can obstruct the development of new railway services or the market accession of players. Being generally applied to a public property and with natural monopoly character, this charge is only a method to shift the public authorities’ responsibilities to railway services suppliers (operators). Aimed at ensuring incomes for the development of railway infrastructure maintenance, the TAC is many times a weapon against the rail transport system. Why? Because the sidings with low natural traffic have two options: either the implementation of very high and contra-productive charges or the maintenance of a low level of the TAC compared to that implemented on main lines, but which transform the respective line into a non-profitable one and, consequently, doomed to shut-down. Public authorities will thus have to assume the responsibilities on the encouragement of an environmentally-friendly transport in a transparent way and to develop appropriate financial instruments that would permit ensuring, on the one hand the the railway infrastructure financing, and on the other hand the attraction of traffic to this mode of transport. All policy that is against this principle leads to the shift of traffic to roads thus creating an unbalance in the share of the two means of transport and an impossibility in meeting the targets of environment protection, removing bottlenecks and reducing operating costs.
As regards container transport, I don’t believe the TAC is the decisive factor for attracting or alienating the traffic flows to and from railways. What is important for this type of transport is the precision of deliveries and their frequency, as we talk about high added value cargoes involved in just in time delivery systems. This is why the political factor will have to put pressure on solving the legal and administrative problems that will ensure the two above-mentioned aspects, thus considering the reduction of the goods damage period without entering the trade circuit.
Peter Boom: Freight corridors need maximum availability of rail infrastructure, which can be influenced by a TAC policy, that comprises incentives for operators to use well-maintained rolling stock and charge it in a proper way. By that, infrastructure wear and tear can be limited and the risk for accidents will be reduced. Both things will lead to a higher availability of tracks. Wayside monitoring systems can be used to check the quality aspects of train traffic and information provided by these systems can be used to maintain rolling stock on a condition base. Experience with using the so called Gotcha monitoring platform in the Netherlands has shown tangible results in this respect over the last 10 years.
Railway Pro: Noise abatement technology is not yet fully developed. In order to benefit from differentiated charges, trains would have to be retrofitted using a technology that which soon might be outdated. Do you consider that it seems appropriate for the time being to introduce noise differentiated track access charges?
Peter Boom: I feel it will be possible to start building experience with this at least on certain corridors where noise pollution is a real issue, limiting the potential volume of rail transportation. It will be good to create some incentives here through differentiation in TAC and by thus give a reward to the those who already invest in a more sustainable rail transportation. We can start with applying a bonus scheme as first for the early adopters of new technology to reduce noise emissions.
Ştefan Roşeanu: Phonic pollution is one of the main topics affecting the society, being the main factor which triggers the elimination of transport infrastructures from residential areas. Although, in the citizens’ opinion, the railways are much less noisy, compared to road and air transport, the technical and marketing efforts of the two modes of transport for achieve and prove the reduction of the noise level have to be noticed. Being an industry which uses fixed means (rolling stock) and infrastructure elements, it is possible that the railways would lose this competition (at least, apparently). That is why it is mandatory for players and public authorities alike to introduce stimulating measures for adopting technologies with impact in reducing the noise level and in promoting their implementation. The TAC can play such a role, but we should not forget that reducing charges in an area means increasing them in another. Introducing a correctly balanced charging system is very important both for ensuring the right maintenance of the infrastructure and attracting railway players.
TAC 2011
Track access charges attracts a variety of rail professionals to Vienna – over 14 experts from 7 countries will discuss this issue later this month
Track access charges form an essential part of the costs of railway operations. The track access charging systems however differ between European countries in terms of structure, modulation and amount charges. The European Commission acknowledges the need for reform towards a fair and more efficient track access charging systems in Europe since this is considered a prerequisite for the full opening of the European railway market. This underlines the need to discuss these issues, facilitate the process and determine future directions. Therefore the international conference Track Access Charges offers a platform in Vienna on 15 November 2011 to the various stakeholders in an international setting. The conference provides an outline of the principles and targets of track access charging as well as an international benchmark of current charging systems. Furthermore, steps towards cost-related charging and the influence of the vehicle will be presented. At the end of the day recommendations will be made to create a stable system that provides transparency, continuity and financial predictability.
The conference is being organised in cooperation with Graz University of Technology – Institute for Railway Engineering and Transport Economy.
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