Network Statement 2014 - Slovenske železnice

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 06.2.4. Values of Separate Elements in the Formula for User Charge Calculation ...................... 616.3. Tariffs ....................................................................................................................................... 636.3.1. Cost per Train Kilometre ................................................................................................... 636.3.2. Tariffs for Track Access to Services Facilities .................................................................... 636.3.3. Tariffs for Additional and Ancillary Services ..................................................................... 646.3.4. External Costs ................................................................................................................... 646.3.5. Late Cancellation Fees ...................................................................................................... 646.4. Performance Regime ............................................................................................................... 656.5. Exception to Usage Charges .................................................................................................... 65ANNEXES ................................................................................................................................................ 66PAGE 6

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 01.1. Introduction1. GENERAL INFORMATIONIn the Republic of Slovenia the PRI Manager is the company Slovenske železnice –Infrastruktura, d.o.o. (Slovenian Railways – Infrastructure Ltd), which, in accordance to theprovisions of the legislation, is responsible for maintenance of the PRI, traffic control andinfrastructure management.The PRI Manager constitutes as a holding of three parent companies and a number ofsubsidiaries. More information on the company can be found on the following website:www.slo-zeleznice.si/en/companyEvery year the Traffic Management Business Unit issues a Network Statement, prepared inaccordance with the Railway Transport Act and a Decree on train path allocation and chargefor the use of public railway infrastructure.The Network Statement contains detailed explanation of the general rules, terms,procedures and criteria in relation to the defined charges and allocation of theInfrastructure’s capacities; it also contains information required to submit requests forallocation of the Infrastructure’s capacities, possible additional and auxiliary services, as wellas other information.1.2. ObjectiveThe fundamental objectives to be achieved by the Network Statement are the following: to offer the Applicants the necessary information for participation in the train pathallocation process, to determine the terms the Applicants shall meet and consider them in the train pathallocation process, to give fundamental information on the rail infrastructure and services, to inform the Applicants of the terms of PRI use.1.3. Legal FrameworkThe Network Statement is prepared in accordance with: Railway Transport Act – ZZelP –UPB 6 (Official Journal of the RS, No. 11/2011, officialconsolidated text), Railway Traffic Safety Act – ZVZelP-UPB 1 (Official Journal of the RS, No. 36/2010,official consolidated text); Decree on train path allocation and charge for the use of public railway infrastructure(Official Journal of the RS, No. 113/2009, 73/2012); Decree on the elaboration of the network timetable for public railway infrastructure(Official Journal of the RS, No. 73/2012), Decree on categorization of railway lines (Official Journal of the RS, No. 4/2009,5/2009, 62/2011, 66/2012), Commission Decision 2002/844/ES amending Directive 2001/14/ES in respect of thedate for changing the working timetable for rail transport (Official Journal of the EC,No. 289, dated 26.10.2002).PAGE 7

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 01.4. Legal Status1.4.1. General RemarksThe Network Statement is an act adopted by the Public Railway Infrastructure Manager ofthe Republic of Slovenia, which in cooperation with the Agency and after consultation withthe regulatory body, RUs and other concerned stakeholders is elaborated by the PublicRailway Infrastructure Manager for each individual timetable period.The Network Statement presents general information on the Public Railway Infrastructurecapacity and indicates all restrictions relating to the capacity usage. It specifically definesrules, deadlines, criteria and procedures for train path allocation and Railway Infrastructurecapacity, as well as specifies the charging system for the use of infrastructure. The NetworkStatement also includes information on additional and auxiliary services available in theRepublic of Slovenia for full delivery of the rail transport services.1.4.2. LiabilityThe Network Statement is a document without any contractual power. The informationpublished in the Network Statement has no influence on the national legislation.The PRI Manager shall not be responsible for any false information in the NetworkStatement regarding the Infrastructure and the services that is out of his competence.The Network Statement is prepared on the basis of available information and applicablelegislation as of 15th November 2012. The legislation under preparation has not beenconsidered. In case of incompatibility of the Network Statement’s provisions with theapplicable legislation, the provisions of the legislation shall be applied. While interpretingthe provisions of the Network Statement all regulations and technical documents that comeinto force after the publication of the Network Statement shall be considered.The information in the Network Statement on the planned changes to the PRI and/or theterms of its use may be applied for individual timetabled period for information purposes, aswell as for assisting the train paths allocation process; however the PRI Manager is notobliged to also carry out those changes.1.4.3. Appeals ProcedureThe Applicants may ask for any explanation or additional information about the NetworkStatement from the PRI Manager (the contact points are indicated in Section 1.8.1) inwritten form, by e-mail or fax. The PRI Manager shall respond to the request no later than 15(fifteen) days.Appeals filed in regard to the Network Statement and its criteria shall be resolved by theregulatory body at the Post and Electronic Communications Agency of the Republic ofSlovenia, Railway traffic department.1.5. Structure of the Network StatementWith the purpose to standardise the Network Statements of all RNE members a CommonStructure and Implementation Guide has been published for the Network Statement'spreparation that provides a precise prescription to its structure and contents. Thus, theNetwork Statement is divided into six core chapters:PAGE 8

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 01. General information2. Access conditions3. Infrastructure4. Capacity allocation5. Services6. Charges1.6. Validity and Updating Process1.6.1. Validity PeriodThe information contained in the Network Statement 2014 is valid for the timetable period2013/2014, from 15 th December 2013 to 13 th December 2014.1.6.2. Updating ProcessThe Manager shall update and amend the Network Statement if appropriate. Whilepreparing amendments the Manager shall cooperate with the Agency and consult theMinistry of transport, regulatory body, railway undertakings and the other concernedstakeholders.The Agency shall collaborate closely during preparation of the amendments to the NetworkStatement that concern train path allocation and charging of infrastructure fees. It also shallissue a prior consent for publishing the subject matter amendments to the NetworkStatements.The Manager shall notify all applicants and undertakings, which have been allocated trainpaths, on the amendments to the Network Statement no later than 15 (fifteen) days beforetheir enforcement.The changes concerning the fee charging system shall be published no later than 3 (three)months before their enforcement.In case the changes take place due to new or amended national regulations, the changes inthe Network Statement come into force immediately or on the enforcement date of theamendments in national regulations.1.7. PublishingThe Network Statement can be ordered in written form, by e-mail or fax, from the PRIManager at a current cost of EUR 87,50 for printing and delivery in the Republic of Slovenia.Similarly, the Network Statement in English language is published and free to download onthe following website: www.slo-zeleznice.si/en/company/traffic_management .In case of doubt in the English version, the Slovenian version shall be used.1.8. ContactsFor any additional information about the Network Statement, such as terms or otherinquires, to order the Network Statement in print or in regard to other relevant issues, theApplicants may contact:Slovenske železnice - Infrastruktura d.o.o.Kolodvorska 11, SI-1506 LjubljanaPAGE 9

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Contact points are shown in the table below.1.8.1. Slovenske železnice – Infrastruktura, d.o.o.WORKING FIELD CONTACT PERSON CONTACT DATANetwork Statement,Access ContractAllocation forexceptional transportZUPAN UrošZIDAR Jožetel.: +386 1 291 32 26fax: +386 1 291 29 60e-mail: uros.zupan@slo-zeleznice.siaddress: Kolodvorska ul. 11, 1000 Ljubljanatel.: +386 1 291 30 78fax: +386 1 291 29 82e-mail: joze.zidar@slo-zeleznice.siaddress: Kolodvorska ul. 11, 1000 Ljubljana1.8.2. Public Agency of the Republic of Slovenia for Railway TransportWORKING FIELD CONTACT PERSON CONTACT DATALicences and SafetyCertificatesTrain path ordering *SEME ZdenkoRAJTMAJER AndrejTrain path allocation * PEPEVNIK Uroštel.: +386 2 234 14 83fax: +386 2 234 14 52e-mail: zdenko.seme@azp.siaddress: Kopitarjeva ulica 5, 2000 Maribortel.: +386 2 234 14 54fax: +386 2 234 14 52e-mail: andrej.rajtmajer@azp.siaddress: Kopitarjeva ulica 5, 2000 Maribortel.: +386 2 234 14 47fax: +386 2 234 14 52e-mail: uros.pepevnik@azp.siaddress: Kopitarjeva ulica 5, 2000 Maribor* applications accepted: on working days, except on Saturdays, from 09:00 to 14:001.9. RailNetEurope - International Cooperation BetweenInfrastructure ManagersRailNetEurope (RNE) was created in January 2004. As a non-profit making association ofInfrastructure Managers and Allocation Bodies (IMs/ABs), it is dedicated to facilitatingInternational Traffic on the European Rail Infrastructure.RNE's aims are to provide support to Railway Undertakings (RUs) in their internationalactivities (both for freight and passengers) and increase the efficiency of the IMs’ processes.Together, the Members of RailNetEurope are harmonising international rail transportconditions and introducing a corporate approach to promote the European railway businessfor the benefit of the entire rail industry across Europe.PAGE 10

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0RNE’s tasks are carried out by four standing working groups and by ad-hoc project groups coordinatedby the RNE Joint Office, which is based in Vienna, Austria.Currently, RailNetEurope is a partnership of 38 IMs/ABs, who are either full or associatedmembers, or candidate members. All in all their rail networks add up to well over 230 000km.In its daily work, RailNetEurope strives to simplify, harmonise and optimise international railprocesses such as: Europe-wide timetabling, common marketing & sales approaches (including Network Statements), co-operation between IMs in the field of operations, train information exchange in real time across borders, after-sales services (e.g. reporting).The Network Statements adopted by the PRI Managers of the other member states of theRailNetEurope (RNE) are available on website www.rne.eu/members_ns.html1.9.1. One Stop Shop (OSS)WORKING FIELD CONTACT PERSON CONTACT DATAOne Stop ShopCoordinator OSS at theAgencyLEŠNIK PeterŠABEDER Dejantel.: +386 1 291 34 74fax: +386 1 291 29 60e-mail: oss@slo-zeleznice.siaddress: Trg OF 6, 1000 Ljubljanatel.: +386 2 234 14 79fax: +386 2 234 14 52e-mail: dejan.sabeder@azp.siaddress: Kopitarjeva ulica 5, 2000 MariborRNE has established one OSS contact point in every member country. Each customer canchoose its favoured OSS contact point for all its needs regarding international rail services.From the initial questions related to network access to international path requests andperformance review after a train run – all these issues and more are handled by one contactpoint for the whole international train journey at the customers' convenience.Customers of RNE Members who run international rail services can therefore make use ofthe RNE One Stop Shop’s bundle of services: A network of contact points guiding customers through the whole range ofprocedures: gaining network access, planning of efficient international rail transport,international train path management (ITPM) and performance review after trainoperation. Response times have been standardised at a customer-friendly level – theattainment of these service levels is currently being tested. OSS experts drawn from sales and timetabling merge their expertise in these fields toserve customers together with the OSS contact points. IT tools further assist applicants by giving price estimates for rail infrastructure use,by coordinating international train path ordering and supply processes, and bytracking & tracing international trains in real time.PAGE 11

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0A list of all OSS contact points is available at: www.rne.eu/oss_network.html.1.9.2. RNE ToolsPCS (Path Coordination System) is a web application provided by RNE to InfrastructureManagers (IMs), Allocation Bodies (ABs) and Path Applicants, which handles thecommunication and coordination processes for international path requests and path offers.Furthermore PCS assists Railway Undertakings (RUs) and Applicants in their pre-coordinationtasks related to train path studies and international train path requests. In short,the PCS tool reflects RNE’s OSS (One Stop Shop) philosophy of providing support to businessprocesses and daily activities.A major improvement for the use of PCS in the freight business was achieved in 2008: the‘PCS Integration Platform’ – the new module for enhanced communication with the nationalsystems of IMs/ABs and RUs – was developed and implemented. Thus RNE provides a new,direct communication channel between PCS and the domestic systems of RUs and IMs/ABsallowing two-way data interchange. With this module, one of the major obstacles to the useof PCS in the freight business has been eliminated: RUs and IMs/ABs no longer have toprovide the same information about an international train path request twice (once in thenational system and once in PCS) – it is now possible to automatically synchronize theinternational train path request data between national systems and PCS. To benefit from thisimprovement, IMs/ABs and RUs have to connect their domestic systems to the IntegrationPlatform.For more information, please visit the PCS websitehelpdesk support.pcs@rne.eu.http://pcs.rne.eu/, or write to theCIS (Charging Information System) is RNE’s international access charge estimation tool,designed to provide customers with pricing information. A web-based umbrella system forthe various national rail infrastructure charging systems, it can calculate the price for the useof international train paths within minutes, 24 hours a day – including charges for trainpaths, station fees and shunting fees.The current objective of CIS’s development is to align the information provided by CIS withthe information in the Network Statements.The CIS website is at http://cis.rne.eu/, and the helpdesk may be contacted bysupport.cis@rne.eu.TIS (Train Information System) is an easy-to-use, web-based application which visualizesinternational trains from origin to destination. It supports international train managementby delivering data concerning international passenger and freight trains along RNE corridors– TIS does not deal with national train services.PAGE 12

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0TIS delivers real-time train data directly to the users via internet and generates reportsbased on historical data. The two TIS products are based on the same raw data:1. the real-time train information overview gathers, centralizes and publishesinformation on train running on most of the RNE rail corridors (in a growing numberof countries, incl. Austria, Belgium, France, Germany, Hungary, Italy, Luxembourg, theNetherlands, Slovenia and Switzerland), such as: current and past train location, agreed daily timetable information, delay information + reasons for delay2. the reporting function enables the monitoring of train and delay information over agiven period of time.In addition a third product is planned which will enable real-time data exchange betweenIMs and RUs using the TAF TSI format.TIS was chosen as supporting tool for the European Performance Regime (EPR) – a joint RNE/ UIC project.TIS may be accessed via http://tis.rne.eu/, and the helpdesk may be contacted by emailsupport.tis@rne.eu.1.10. Glossary1.10.1. The Terms Used in the Network StatementAccess to the PRIAd/hoc train pathAgencyAllocationApplicantAvailable train pathAvailable train pathcatalogueBasic chargeChargethe right to use the Public Railway Infrastructure under definedconditions.a capacity allocated for individual train run, available as sparecapacity.The Public Agency of the Republic of Slovenia for Railway Transportis the competent body for capacity allocation, as well asdetermination and charging usage fees and preparing, accepting,publishing and control of performing of the Network timetable.is train path allocation that the Agency allocates to an Applicant.is an Undertaking or any other legal entity that, due to public(country, local community, public service provider) or commercialinterests (freight undertakings, shippers and undertakings in thecombined transport), needs a train path.is train path or train paths, that in the Network timetable areavailable to Agency for train path allocationa document listing free and informative train paths that areavailable for the applicants in train path allocation process to thevalid network timetable.is the charge for the minimum service package provided by the PRIManager.price paid by an undertaking for using PRI. The charge is intendingPAGE 13

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0ChargingCongestedinfrastructureCoordinationExceptional transportFramework AgreementInformative train pathInfrastructure capacityLegal entitiesLicenceNetworkNetwork StatementNetwork TimetableOffer train pathOther concernedstakeholdersto cover PRI maintenance.is the process by which total access costs are calculated forallocated, used or late cancelled train paths.is a section or a part of infrastructure for which the demand fortrain paths or capacity cannot be fully satisfied during certainperiods, even after coordination of the different requests forcapacity.is a process, where the Agency, the Applicants and the PRIManager try to settle the disputes arisen from conflicting requestsfor train paths.the transfer with the railroad vehicles which alone or together withthe cargo exceed permitted loading gauge, maximum loadingweight, prescribed codes for rail lines or permitted axle load orload per unit of length and is carried out as exceptional transport.defines the characteristics of infrastructure capacity to be allocatedto an applicant for one timetable period of the network. TheFramework Agreement does not specify the train path in detail, butseeks to meet the legitimate commercial needs of the applicant.is coordinated, but not allocated train path, ordered by applicant.The potential to schedule train paths requested for a part of theinfrastructure for a specified period.are legal bodies with the status of a legal entity according to thelegislation of the country where they are registered.is an official document, entitling the undertaking to use fully orpartially the rail infrastructure and rail transport services, whichinclude ensuring of tractions or capacity to only ensure tractions.the entire infrastructure operated by the Manager.is a document, which contains detailed explanation of the generalrules, terms, procedures and criteria in relation to the definedcharges and allocation of the Infrastructure’s capacities; it alsocontains information required to submit requests for allocation ofthe Infrastructure’s capacities, possible additional and auxiliaryservices, as well as other information.is the act of the Agency, which includes information on allscheduled movements of trains and track vehicles on the networkfor the period of its validity.is free train path study, which is ordered by the Applicant, but notallocated to him (marked with the symbol "F" behind the numberof the train)those entities, whose business or life are influenced by thetransport undertaking services (for example, local communities,PAGE 14

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Path cataloguePublic RailInfrastructurePublic RailwayInfrastructureManagerRegulatory bodySpecializedinfrastructureTimetableTimetable periodTrain pathTrain path productionUndertakingWorking timetablecompanies, etc.).a document listing train paths that are available for the applicantsin the path allocation process to the new network timetable.is the Railway Infrastructure, owned by the Republic of Slovenia.is a legal entity responsible for maintenance of the PRI, trafficcontrol and infrastructure management.is an authority responsible for enforcing the basic principles of theRailway Transport Act (ZZelP) and is competent for settling theappeals against individual acts of the Agency relating to the trainpath allocation, determining the charges and the issuing of licencesand other tasks defined by the Act.is a section or a part of the Infrastructure preferentially intendedfor a special type of transport and is determined by the Manager inthe Network Statementa schedule, defining all planned train movements, designed by anundertaking for particular timetable period, on the basis of theNetwork timetable.is time period for which the network timetable is made.is the transport infrastructure capacity needed to run a trainbetween two stations over a given time period.is train path production done by the Manager on the basis of theApplicant’s request for train path allocation.is a Company whose main activity is providing or ensuring railtransport services. It holds a licence for providing those servicesand ensuring train traction. It can be a Company carrying out traintraction and holding a licence for that service.contains particular timetables for the Manager’s use for particularlines and all undertakings’ particular timetables for that lines.1.10.1. Abbreviations Used in the Network Statementd.m.ECEUIMNVPOSSstate borderEuropean CouncilEuropean UnionInfrastructure ManagerInternet application for placing a train path order or pathcancellation.One Stop ShopPAGE 15

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0should contact the PRI Manager (contact points are indicated in Section 1.8 of thisdocument).2.6. Dangerous GoodsGoods are considered as dangerous if they are stated in the list of dangerous goods and arepart of the Directive on the Carriage of Dangerous Goods (RID). For transporting dangerousgoods the RU’s vehicles, which will run on the PRI tracks shall meet the terms and the staffcontrolling and monitoring the trains must be qualified, in accordance with the ZVZelP andthe regulations derived from that Act. RU validates the qualification by acquiring the SafetyCertificate.More precise provisions as well as restrictions with regard to the transport of dangerousgoods are stated in Section 4.7.1. of this document.2.7. Rolling Stock Acceptance Process GuidelinesBy acquiring a Safety Certificate, RU shall prove that the rolling stock and the vehicles on therailway lines of the public rail network in the Republic of Slovenia meet the terms andrequirements as defined in the Railway Traffic Safety Act and the regulations issued on thebasis thereof.For any further information in regards to rolling stock acceptance the Agency contacts(indicated in Section 1.8 of this document) for licences and Safety Certificates should bereferred.2.8. Staff Acceptance ProcessThe requirements, referring to the professional qualifications of the RU’s staff are met, whenRU proves to have established an organised operation which guarantees appropriateknowledge or experiences necessary for safe and reliable control of the operations, definedin the Safety Certificate.For any further information in regards to rolling stock acceptance the Agency contacts(indicated in Section 1.8 of this document) for licences and Safety Certificates should bereferred.PAGE 21

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 03.1. Introduction3. INFRASTRUCTUREThe Public Railway Infrastructure consists of the facilities and devices necessary forunhindered public rail service, as well as the associated land, which is used for thepredetermined functional purposes. The PRI is established for public good, is owned by thestate and is used in a way and under the terms, defined in the ZZelP, as well as regulationsissued on the basis thereof.3.2. Extent of Network3.2.1. Geographic Definition of the PRIThe geographic definition of the PRI presents the review of the main and regional rail lines asa constituent part of the PRI on the territory of the Republic of Slovenia, as well as thereview of the operation stations on those lines.In accordance with the ZZelP the following types of lines and referring equipment do notbelong to the PRI: service tracks (tracks for repairing the rail vehicles and fixing damage caused by theloading of goods), tracks in locomotive depots, industrial branches, privately owned tracks and lines.3.2.2. Connected Railway NetworksThe PRI of the Republic of Slovenia borders with the Infrastructure Managers of thefollowing countries: Italy - RFI – Rete Ferroviaria Italiana Austria – ÖBB Infrastruktur Betrieb AG Hungary - MAV/GYSEV Croatia – HŽ Infrastruktura d.o.o.The neighboring border lines and stations are shown in the table below.Neighbouring countries, border lines and stations, as well as interchange stationsNEIGHBOURINGCOUNTRYCroatiaCroatiaCroatiaCroatiaCroatiaBORDER LINELendava – Lendava d.m. /Čakovec d.m. - ČakovecSredišče – Središče d.m. /Čakovec d.m. – ČakovecRogatec – Rogatec d.m./Đurmanec d.m. – ĐurmanecImeno – Imeno d.m. /Kumrovec d.m. – KumrovecDobova– Dobova d.m. /Savski Marof d.m. – Savski MarofBORDER STATIONSLendava / ČakovecSredišče / ČakovecRogatec / ĐurmanecImeno / KumrovecDobova / Savski MarofINTERCHANGESTATIONSČakovecČakovecRogatecKumrovecDobovaPAGE 22

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0CroatiaMetlika – Metlika d.m. /Kamanje d.m. – KamanjeMetlika / KamanjeMetlikaCroatiaIlirska Bistrica – Ilirska Bistrica d.m. /Šapjane d.m. – ŠapjaneIlirska Bistrica / ŠapjaneŠapjaneCroatiaRakitovec – Rakitovec d.m. /Buzet d.m. – BuzetRakitovec / BuzetBuzetAustriaJesenice - Jesenice d.m. /Rosenbach d.m. – RosenbachJesenice / RosenbachJeseniceAustriaPrevalje – Prevalje d.m. /Bleiburg d.m. – BleiburgPrevalje / BleiburgBleiburgAustriaŠentilj – Šentilj d.m. /Spielfeld Strass d.m. – Spielfeld StrassŠentilj / Spielfeld StrassSpielfeld StrassItalyNova Gorica – Nova Gorica d.m. /Gorizia d.m. – Gorizia Cle.Nova Gorica / GoriziaCle.Nova GoricaItalySežana – Sežana d.m. /Villa Opicina d.m. / Villa OpicinaSežana / Villa OpicinaVilla OpicinaHungaryHodoš – Hodoš d.m. /Oriszentpeter d.m. – OriszentpeterHodoš / OriszentpeterHodoš3.2.3. Further InformationFurther information and technical data on rail lines, equipment and stations is available inthe annexes to the 3rd Chapter of this document:Annex 3/1aAnnex 3/1bAnnex 3/2Annex 3/3Annex 3/4Annex 3/5Annex 3/6Annex 3/7Annex 3/8Technical information on rail linesTechnical information on railway stationsOverview maps of the rail linesSketches of stations' track plansClearance and loading gaugeOverview of ruling gradients and gradient forcesLine speedsList of stations and offices open to transport wagonload consignmentsOverview of track capacities in the port terminal of the Port of KoperThe Manager provides certain technical information for RUs on PRI of the Republic ofSlovenia also at: http://www.slo-zeleznice.si.3.3. Network Description3.3.1. Geographic Identification3.3.1.1. Track TypologiesWith regard to the traffic volume, economic significance and connecting role in the railwaynetwork, the rail lines are divided into main and regional types.PAGE 23

LINE No.NATIONAL CATEGORISATION1)OF THE LINEE – LINE No.WHOLE LINESINGLE – TRACK LINEDOUBLE – TRACK LINETRACK LENGHTSlovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0PRI lines are classified also according to the number of tracks:single-track lines (trains run in both directions on the same track)double-track lines (trains run in defined directions on each track)874,2 km333,5 kmThe main overview of the PRI lines and stations is shown in the table below. Furtherinformation is available in the Annex 3/1a of this document.Overview of the main and regional lines of the PRICONSTRUCTION LENGHT OF THE LINEWITH MAIN RUNNING LINES (km)LINE CATEGORY 2)NATIONAL NAME OF THELINE10 d.m. – Dobova - Ljubljana ME70E69D3 114,751 114,751 229,50220 Ljubljana – Jesenice – d.m. M E65 D3 70,898 62,440 8,458 79,35621Ljubljana Šiška – KamnikGraben30 Zidani Most – Šentilj – d.m. MR C4 23,010 23,010 23,010E67E69C3 108,274 15,647 92,627 200,90131 Celje – Velenje R C3 37,967 37,967 37,96732 d.m. – Rogatec – Grobelno R C3 36,496 36,496 36,49633 d.m. – Imeno - Stranje R C4 14,236 14,236 14,23634 Maribor – Prevalje – d.m. R B2 82,672 82,672 82,67240 Pragersko – Ormož M E69 C3 40,273 40,273 40,27341 Ormož – Hodoš – d.m. M T69 C3 69,215 69,215 69,21542 Ljutomer – Gornja Radgona R C2 23,050 23,050 23,05043 d.m. – Lendava R B2 5,216 5,216 5,21644 Ormož – Središče – d.m. M E69 C3 11,615 11,615 11,61550 Ljubljana – Sežana – d.m. ME70E69E65D3 116,592 116,592 233,18460 Divača – branching Prešnica M E69 D3 16,479 16,479 16,47961branching Prešnica – Podgorje– d.m.R C2 14,721 14,721 14,72162 branching Prešnica – Koper M E69 D3 31,553 31,553 31,55364 Pivka – Ilirska Bistrica – d.m. M E65 C2 24,405 24,405 24,405PAGE 24

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 070 Jesenice – Sežana R C2 129,185 129,185 129,18571branching Šempeter pri Gorici– Vrtojba – d.m.R C2 1,855 1,855 1,85572 Prvačina – Ajdovščina R C2 14,833 14,833 14,83373branching Kreplje –Repentabor – d.m.R C2 2,501 2,501 2,50180 d.m. – Metlika – Ljubljana R C2 123,362 123,362 123,36281 Sevnica – Trebnje R C2 31,345 31,345 31,34582 Grosuplje – Kočevje R A 49,184 49,184 49,18414 bend Zidani Most M C3 1,284 0,809 0,475 1,75945 bend Pragersko M C3 0,636 0,636 1,27235bend Maribor Tezno –Maribor StudenciR C3 1,033 1,033 1,03351 bend Divača M D3 1,040 1,040 1,0401112131)Ljubljana Zalog – branchingKajuhova (P3)Ljubljana Zalog – Ljubljana(P4)Ljubljana Zalog – Ljubljana(P5)M – main line; R – regional lineM D3 2,660 2,660 2,660M D3 3,854 3,854 3,854R C3 3,506 3,506 3,5062) Line category is valid for whole line. More presise overview of permitted axle load andpermitted load per running meter is shown in Annex 3/1a of this document.3.3.1.2. Track GaugesTrack gauge is the minimum distance between the inside edges of the railheads within therange of 0 and 14 millimeters below the flat surface of the upper edges of both tracks. Thetrack gauge for all tracks, which comprise the PRI is equal to 1435 mm.3.3.1.2. Stations and NodesThe technical characteristics and the distances between individual stations and nodes of thePRI and the tracks designations in the international standards (track number and corridor),are shown in the following annexes of this document: Technical information on rail lines (Annex 3/1a) Technical information on railway stations (Annex 3/1b) Sketches of stations' track plans (Annex 3/3)Territories of more railway stations that compose a whole are junction stations from thepoint of view of traffic management. There are four junction stations in Slovenia:JUNCTION STATIONDivačaKoperDivača, Rodik, Hrpelje KozinaKoper, Koper tovornaTERRITORY (RAILWAY STATIONS)PAGE 25

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0LjubljanaMariborLjubljana, Ljubljana Zalog, Ljubljana Moste, Lokomotivska postaja LjubljanaMoste, Ljubljana ŠiškaMaribor, Maribor Studenci, Maribor Tezno3.3.2. Technical Capabilities3.3.2.1. Loading GaugeIn terms of maximum permitted dimensions of the vehicles and loads the rail lines areclassified in accordance with the types of permitted loading gauges. All lines of the PRI allowtransport of vehicles and goods in accordance with the international loading gauge, theloading gauge of the SŽ I, as well as the loading gauge for the combined transport GA andGB.The loading gauge of the SŽ I and international loading gauge are shown in Annex 3/4 of theNetwork Statement.Each vehicle or load, exceeding the loading gauge of a particular rail line or line segment,should be handled as exceptional consignment.Exceptionally, the combined transport units, the cross-section of which exceeds the allowedloading gauge are not transported as exceptional consignments. They are transported ascodified consignments. The codification of combined transport units is used in the case ofrail wagons that are marked especially for transportation of codified consignments oncodified rail lines.The codification system of lines for combined transport on the PRI is shown in Annex 3/2 .The code C is used for swap bodies and the code P is for semi-trailers.3.3.2.2. Weight LimitsIn terms of permitted weight load of freight cars on the PRI lines, the rail lines are classifiedin accordance with the permitted axle load and permitted load per unit length criteria.The permitted axle load is the maximum weight in tons which can be loaded onto one axle ofa railway vehicle on a certain line or route, regardless of its total number of axles.The permitted load per running meter is the maximum weight in tons which can be loadedon one running meter of a railway vehicle on a certain line or route.In relation to the permitted axle load and load per unit length criteria the rail lines or routesections fall under the categories, defined in the table below:LOAD PER UNIT LENGHT (t/m)(total mass of the vehicle and load,divided by the vehicle lengthbetween two buffers)AXLE LOAD (t)(mass of the vehicle and load, divided by the number ofaxes)16 18 20 22,55,0 A B16,4 B2 C2 D27,2 C3 D38,0 C4 D4PAGE 26

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Since the substantial portion of the railway lines, used for international transit traffic in theRepublic of Slovenia, falls under the category D3, it is considered as normal category for theSlovenia's PRI rail lines.The main overview of permitted axle load and permitted load per meter on PRI lines isshown in table 2, in Section 3.3.1.1. of this document. More presise overview of permittedaxle load and permitted load per meter on particular sections of all lines of the PRI isdemonstrated in Annex 3/1a of this document.3.3.2.3. Line Gradients and Gradient ForcesThe ruling (maximum) line gradient of a rail line is the steepest incline or decline of the line.This is expressed in thousandth (‰) and is the basis for determining the braked weightpercentage, the journey time calculation, the tonnage of the load that the locomotive canhaul reliably, etc.The ruling (maximum) gradient force is the ruling line gradient, expressed in daN/t (DecNewton/ton) where bend tracks and tunnel resistance have to be added.An overview of the ruling gradients and gradient forces on individual lines is outlined inAnnex 3/5 of this document.3.3.2.4. Maximum Line SpeedsIn terms of the maximum line speed, the rail lines are categorised as high-speed rail lines andconventional lines. All rail lines in the Republic of Slovenia fall under the category ofconventional lines.The line speeds on the rail lines of the PRI are shown in Annex 3/6 of this document.3.3.2.5. Maximum Train LengthsWhile constructing a train path and for better exploitation of the PRI, the Manager considersthe usable lengths of station tracks and prescribes the maximum permitted length of thetrains, which run on particular PRI lines of the Republic of Slovenia.Maximum permitted length of a passenger trains on the PRI is 430 meters and of a freighttrains 700 meters. On particular lines permitted length is extra restricted because of shortstation tracks as is shown in the table below.List of lines where maximum permitted length of a trains is restrictedLINENo.NATIONAL NAME OF THE LINESECTION OF THE LINEMAXIMUMPERMITED LENGTHOF THE TRAIN 1)10 d.m. – Dobova – Ljubljana d.m. – Dobova – Ljubljana 570 m20 Ljubljana – Jesenice – d.m. Ljubljana – Jesenice – d.m. 515 m 2)21 Ljubljana Šiška – Kamnik Graben Ljubljana Šiška – Kamnik Graben 398 m 2)30 Zidani Most - Šentilj – d.m.Zidani Most – Maribor TeznoMaribor Tezno – Šentilj – d.m.597 m560 m31 Celje – Velenje Celje – Velenje 450 m32 d.m. - Rogatec – Grobelno d.m. - Rogatec – Grobelno 400 mPAGE 27

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Complete security and signalization of the train movements on double-track lines in bothdirections - variable traffic. Remote Traffic Control (DVP)Active remote control and traffic management on a definite line or junction stationfrom the central part. Auto Stop Devices – ASNAutomatic train stop in case of an uncontrolled conveying the main signals. Shunting techniquePerforming technological work procedure; Speed control of the wagons whendisassembling, sorting out trains or wagons through humps. Radio Dispatch Connections – RDZDirect communication between the rail dispatchers and the locomotive drivers.3.3.3.2. Traffic Control SystemsThere are different Traffic Control Systems - signalling equipment on the PRI, intended fortraffic management. The overview map of the signalling and traffic control equipmentinstalled on PRI is shown in Annex 3/2 of this document.3.3.3.3. Telecommunication SystemsSlovenian Railways has its own telecommunication system, the main purpose of which is toensure the efficiency and needs while managing the rail traffic and the operations of thebusiness system. The telecommunication system is divided into more subsections, whichlogically complete the equipment for a defined function. The telecommunication partconsists of the following sections: transfer system, telecommunication system at stations (PTS), telephone stations, loudspeakers systems at stations, telecommunication call points, auxiliary telephones, register phones, watch devices, data network (Gbit Ethernet), automatic train identification system (AIS), emergency call system (SOS columns).The transmission systems transfer data between particular stations. The SDH/PDHtechnology is used. SDH is a backbone system, while PDH is an access system on a local level.Optical fibres are the main transmission media between the stations. The following systemsare connected to the transmission system: STS, data network, public address systems,automatic train identification system, ILTIS and SIMIS-W and others.The Station Telecommunication System is a digital communication system based on ISDNtechnology. LB, CB, analogue and digital telephone subscribers, the public address systemand interphone are connected to it. The user (signalman) has a communication desk in frontof him and uses it to control station communication connections. The desk consists of akeyboard, a display, micro-telephone combination, and has a built-in microphone andPAGE 30

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0loudspeaker for hands-free communication.Telephone stations allow the connecting of analogue and ISDN telephone subscribers andconnecting of analogue wires with E&M signalization. Connection to the public telephonenetwork is made on the S2M level through ISDN centrals.Auxiliary telephones, or wallboards, are set up in traffic offices on each station. They areconnected parallel to phone lines and are meant to be used in cases when other systemsbreak down. Bells, switches (assuring selection of individual phone lines) and LB telephonesare mounted on the wallboards as well.Public address system is intended for two groups of users: railroad personnel and passengerson a station. It consists of amplifiers and loudspeakers. It is used for live voice messages,spoken into an STS microphone by the signalman, and for messages of an automatic trainidentification system. This system is connected directly onto the STS or over a transfersystem.Telecommunication call points are intended for the railroad personnel performing their workalong the rail line. Telecommunication call points include LB or CB telephone appliances forvoice communication with traffic or maintenance staff at stations. Call points may be in theform of lockers or columns. The difference between lockers and columns is that the formerhas an additional space where an event logbook can be stored. Lockers are mounted at levelcrossings, entrance or exit signals on the station, station areas, at automatic rail blocks andelsewhere. Columns are built on the open line at a distance of one kilometre apart.Register phones are intended to record conversations on rail lines, radio communicationsand telecommunication boards of train dispatchers.Watch devices are intended to display the right time, both for users of railroad services andfor the PRI employees.The Data network consists of a passive part (wiring) and an active part (Ethernet switchesand routers). One side of the switches is connected to the transfer system, while on the sideof the station systems they enable the local Ethernet network.Automatic train identification system triggers automatic (recorded) spoken messagesdepending on the motion of the trains. The system receives information about the positionof the train from the ILTIS system. On the basis of this information, entered timetable andpre-recorded messages, it triggers the appropriate recording on the corresponding station.The messages inform passengers about regular arrivals and delays of the trains. Messagesare recorded in Slovenian, widespread foreign languages and the languages of theminorities.Emergency call system consists of emergency call systems (SOS columns) which are placed atthe stations, near the area where the passengers are. The system assures direct andimmediate connection between the user and workplace, which is occupied 24 hours per day.The system is for informing of intervention events while, at the same time, it gives the usersaccess to a lot of information. SOS columns are physically connected to the STS eitherdirectly or over the transfer system. Functionally, all connections from SOS columns aredirected to the Traffic Control Centre.PAGE 31

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 03.3.3.3. Radio Dispatch ConnectionsRadio dispatch connections (RDZ) have been developed especially for railroads, and theyallow uninterrupted telecommunication connection between the train (locomotive) and thedispatcher centre on certain sections of the train route. They present rational and necessaryinstruments for the railroad traffic management.Due to possibility of direct emergency call in both directions the radio dispatch connection isa supplement to the existing railway signalling and traffic control systems and increases thegeneral safety of the traffic. RDZ consists of: RDZ base stations, Radio dispatch centre, RDZ locomotive station.The RDZ system operates within the radio frequency ranges from 457,450 MHz to 458,300MHz and from 467,450 MHz to 468,300 MHz.The connection between the locomotive and the train route dispatcher is established by aselective call. Commands or messages are transferred in a coded digital or phonic form.Messages and orders may be sent by activating appropriate pre-programmed keys. Thereception of coded messages is optically and acoustically indicated on light fields, which aredesignated by anticipated symbols.The number of the train, which can be a six digit number, is used as a reference number.Since the selective call makes the line busy (blocked for the rest of the trains) for as long asthe information is being transferred. The speed of 600 Bauds is used for the transfer ofcoded messages. This makes the line busy for as little time as possible and is approximately100 milliseconds. If the message is not received by the receiver for whatever reason, theprocess is repeated automatically.In an emergency situation, the communication desk in the radio dispatcher station allows forsimultaneous calls of all the locomotives in a certain RD train route section. Likewise, it ispossible to make an emergency call from the locomotive to the radio dispatch stationdespite the busy line. The frequency diversity switches the locomotive receiver to thefrequency which has the strongest field at a given moment. After changing the radiodispatch section, the frequency has to be set up manually.On the train side, the radio dispatch system provides the connection with the public addresssystem, while on the radio dispatch station side it provides the connection with the railwaytelephone network and other communication systems.Each radio dispatch section represents a closed technical and technological unit whichcannot be interrupted by other sections. Junctions of RDZ systems are covered betweeneach other. The designations of junctions on the railroad consist of the mark RDZ K and thenumber of the radio channel.3.4. Traffic Restrictions3.4.1. Specialized InfrastructureFor timetable period 2013/2014 the following lines are defined as specialised infrastructure: (Čakovec) – d.m. - Lendava, which do not have a direct connection with the homePAGE 32

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0country, Grosuplje – Kočevje, intended only for limited freight traffic (the passenger carriage ispossible exclusively after signing a special agreement), Ljutomer – Gornja Radgona, intended only for freight traffic (the passenger carriageis possible exclusively after signing a special agreement), Branching Kreplje - Repentabor - d.m. - (Villa Opicina), intended only for limitedtraffic after signing a special agreement.3.4.2. Environmental RestrictionsThe RUs providing transport operations on the territory of the Republic of Slovenia shall: observe all rules necessary to prevent and reduce the burden on the environment, take all necessary measures which prevent and reduce the environmental pollution,so the emissions to the environment do not exceed the prescribed limits, in case of an environmental accident, immediately inform the IM, which isresponsible to inform the competent authority and take all urgent measures toreduce the harmful consequences for the environment.The environmental restrictions in regard to the rail transport, which have to be fulfilledwhile providing rail transport services, are defined in: The Environmental Protection Act - Officially consolidated text – ZVO-1-UPB1 (OfficialJournal of RS, No 39/2006), Meteorological Activities Act – ZmetD (Official Journal of RS, No 66/2006), Spatial Planning Act - ZPNačrt (Official Journal of RS, No 33/2007), Financing of Municipalities Act - ZFO-1A, (Official Journal of RS, No 57/2008), Act Amending the Environmental Protection Act – ZVO-1B (Official Journal of RS, No70/2008, 43/2011), Act Amending the Environmental Protection Act – ZVO-1C (Official Journal of RS, No108/2009), Executive regulations of The Environmental Protection Act (ZVO-1), published at thewebsite of the Ministry of the Environment and Spatial Planning.3.4.3. Dangerous GoodsThe transport of dangerous goods is carried out on all PRI lines, in accordance with therequirements of the state authorities, Rules on the transport of dangerous goods, provisionsof the ZVZelP and other related regulations.3.4.4. Tunnel RestrictionsThe tunnel restrictions, with regard to the spatial dimensions of particular wagons in a trainin a combined transport are considered with the codification of lines. For the otherconsignments the spatial restrictions are valid, which defined by the clearance and loadinggauge and stated in Annex 3/4 of this document.In Bohinj tunnel on rail line No. 70 Jesenice - Sežana traffic limitations are foreseen in case offloods or increased level of water. Those limitations are described in the Station rules ofoperations of Bohinjska Bistrica railway station. There are no other special limitations in theother tunnels of the PRI.PAGE 33

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 03.4.5. Bridge RestrictionsWagon or train weight restrictions with regard to the bridges are taken into consideration inthe permitted axle load and weight per meter length shown in Annex 3/1 of this document.Restrictions on the PRI bridges, because of anticipated weather conditions, specific openinghours and other factors, are not foreseen.3.5. Availability of the InfrastructureWhile preparing the Network timetable the Agency shall consider and for separate railsections show the reserved time or reserved dates for carrying out maintenance and repairworks, new constructions on the PRI, as well as indicate train paths, which are reserved forservice trains movements.The Manager shall forward information on PRI restrictions through contact points, indicatedin the Section 1.8 of the Network Statement or those, determined in Access Contracts,signed for accessing to the PRI.Beside this the IM provides information about planned line obstructions on PRI two monthsin advance. This information is available with login and password at:http://www.slo-zeleznice.si/sl/podjetje/vodenje_prometa/predpisi_za_prevoznikeOn the same website the review of the stations and offices with interrupted service is to bepublished by the PRI Manager.In case of engagement of additional workforce outside the official working hours of thestation or operation station due to the needs of RU´s (delivering or dispatching wagons,supplying of the operation stations etc.), the RU´s must to agree such occupation of theworkplace with responsible person of the IM prior the train path order. These occupationmust be agreed in time, however no later than within 3 (three) working days.The RU´s must notify the authority for allocation of train paths, that the occupation ofadditional workforce is agreed by typing notes in the application form for path allocation:“The occupation of (the station or operation station name) agreed”.3.6. Passenger StationsA list of stations, including the data on the tracks with platforms and the length of theplatforms, is in Annex 3/1b of this document. The plans of particular passenger stations areshown in Annex 3/3 of this document.With regard to the station equipment according to the Rules on railway stations and stopsfacilities (Official Journal of RS, No 72/2009), passenger stations are classified into fourcategories:CATEGORYIIILjubljanaSTATION NAMECelje Jesenice Koper Kranj Litija MariborMurskaSobotaNovaGoricaNovomestoTrbovlje Zagorje Zidani MostPragersko Sevnica Škofja LokaPAGE 34

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0IIIIIIIVBohinjskaBistricaBorovnica Brežice Črnomelj Divača DobovaDomžale Grobelno Grosuplje HrastnikIvančnaGoricaKamnik Kresnice Krško Laško Lesce - BledLjubljanaVižmarjeLjubljanaZalogLogatec Medvode MetlikaJarše -MengešLjubljanaRakovnikMost naSočiOrmož Pivka Poljčane Polzela Ponikva PostojnaPtuj Rače RakekRimskeTopliceSežanaSlovenskaBistricaStranje Šentjur Trebnje Velenje Višnja Gora ŽalecAnhovo Blanca Bled Jezero Breg Brestanica BrezovicaČrnotičeHrastovljeLazeDravogradHrpelje -KozinaLipovciGornjeLežečeIlirskaBistricaLjubljanaČrnučeGrahovo Hoče HodošImeno Ivanjkovci KidričevoLjutomerMariborStudenciMirna PečMoškanjci Pesnica Podbrdo Podgorje Podnart PodvelkaPreserje Prestranek Prevalje PrvačinaRadohovavasRogatec Ruše Ruta Sava SemičSredišče Šentilj ŠkofljicaTržiščeŽirovnicaUršna selaVelenjePesjeŠmartno obPakiŠoštanjRodikSlovenskiJavornikŠtanjelVerd Vuhred VuzenicaAll halts are shown in table below and they are stated into the fourth category:AjdovščinaAtomskeToplicehotelHALT NAMEAvče Batuje Birčna vasBistrica obDraviBohinjskaBelaBoštanj Branik Celje Lava Cesta Cirknica Cirkovce DobovecDobravice Dobravlje Dobrije Dolga Gora DornberkDornberkvasDuplica -BakovnikDutovlje Fala Florjan Frankovci Gaber Globoko GomilaGornjiPetrovciGradac Grlava Hajdina Holmec Homec HudajužnaHudo Jelovec JevnicaKamnikGrabenKamnikmestoKamnjeKanalKilovče Kočna Kopriva Košaki Košana Kreplje LibnaLimbušLitostrojLjubljanaBrinjeLjubljanaJežicaLjubljanaPoljeLjubljanaStegneLjubljanaTivoliPAGE 35

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0LjubljanaVodmatLjutomermestoLokaMačkovciMariborSokolskaMariborTaborMariborTeznoMarles Medno Mekotnjak Mestinje Mirna Mlačevo MokronogNarinNomenjNotranjeGoriceNovo mestocenterNovo mestoKandijaObrežOkroglicaOrehova vas Osluševci Ostrožno Otoče Otovec Ožbalt Paška vasPavlovci Petrovče Pijavice Planina Plave PodčetrtekPodhom Podklanc Podmelec Podplat PolževoPonikve naDolenjskemPodčetrtekToplicePovirPrešnica Pristava Puconci Pušenci Radeče Radovljica RakitovecRavne naKoroškemReteče Rjavica RodicaRogaškaSlatinaRuše tovarna Sodna vas Solkan Steske StrniščeSveti VidŠentvid priStičniTekačevoVelika LokaŠalovciŠikoleTrbonjeVelikaNedeljaŠempeterpri GoriciŠmarcaTrbonjskojezeroZamušani Zazid ŽalnaŠempeter vSavinjskidoliniŠmarje priJelšahTrebnjeKamna GoraŠentlovrencRosalniceSvetiDanijelŠentrupertRožni DolSveti Rokob SotliŠmarje - Sap Štefan ŠtoreTrzinVeržej Vidina VintgarTrzinindustrijskaconaVolčjaDragaŠentvid priGrobelnemTrzin MlakeVuhredElektrarnaThe railway stations intended for passenger carriage provide access to and use of platforms,including all other passenger facilities and connecting paths to ensure commuters' traffic.Public awareness and alert systems (via loudspeakers and optical information systems) onarrivals, departures or train movements, respectively, on all particular events are alsoincluded.The Ljubljana, Maribor, Koper and Dobova stations are equipped with stable devices for thepreheating of passenger wagons. This equipment does not belong to the PRI.3.7. Freight TerminalsA list of all stations and terminals intended for receiving and dispatching the wagonconsignments is in Annex 3/7 of this Network Statement. The indicated freight terminalsensure the capacity of tracks to perform loading-unloading and reloading operations.The Ljubljana Zalog freight terminal is determined as marshalling yard. On this station apermanent shunting group, organized by IM, operates the shunting. The detailedinformation related to the shunting at the marshalling yard and prices of shunting are shownin Section 5.4.1 of this document.Except in the cases of marshalling yards, train composition and decomposition is available atother stations of the PRI that have adequate track capacities. When an undertaking performsshunting movements on those stations, the technological work processes should bePAGE 36

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0elaborated accordingly. Those stations are shown in the table below:STATION NAMEAnhovo Bohinjska Bistrica Brestanica Brežice Celje tovornaČrnomelj Divača Dobova Dravograd HodošKranj Krško Laško Lendava Lesce BledJesenice Kamnik Kidričevo Kočevje Koper tovornaKranj Krško Laško Lendava Lesce BledJesenice Kamnik Kidričevo Kočevje Koper tovornaKranj Krško Laško Lendava Lesce BledLitija Ljubljana Ljubljana Črnuče Ljubljana Moste Ljubljana ŠiškaLjutomer Maribor Maribor Studenci Maribor Tezno MedvodeMurska Sobota Nova Gorica Novo mesto Podgorje PodnartPoljčane Polzela Pragersko Prestranek PrevaljePtuj Rače Rogatec Ruše SevnicaSežana Šentilj Šentjur Šoštanj TrbovljeTrebnje Velenje Verd Zagorje Zidani MostŽalecThe freight terminals that allow loading and unloading of personal road vehicles are: Koper,Jesenice, Maribor, Most na Soči, Podbrdo, Bohinjska Bistrica.The freight terminals open for "piggy-back" transport are Ljubljana Moste and MariborTezno. The track capacities of the above mentioned stations are not a constituent part of thePRI.On the territory of the Republic of Slovenia access to the container terminals is available atthe following stations: Celje tovorna, Koper Luka, Ljubljana Container terminal, MariborTezno. The track capacities of the container terminals are not a constituent part of the PRI.The Port terminal, located in the Port of Koper is not a constituent part of the PRI.3.8. Service FacilitiesAt some PRI stations, the Manager allows access to the service facilities and equipment forcarrying out service works. A list of facilities, usage conditions and prices are shown inSection 5 of this document.3.9. Infrastructure DevelopmentThe rail infrastructure development projects in Slovenia are based on the NationalProgramme of the Slovenian Railway Infrastructure Development (Official Journal of the RS13/96), Resolution on the transport policy of the RS (Official Journal of the RS 58/06) andDecision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 onUnion guidelines for the development of the trans-European transport (Official Journal ofPAGE 37

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Planned line obstructions in 2014 related to maintenance of the PRILINE SECTION DATE FROM TOLjubljana - KranjKranj - Jesenice7.4.,12.5.,2.6.,25.8.,8.9. and 6.10. 00.15 04.309.1.,23.1.,6.2.,20.2.,6.3.,20.3.,3.4.,17.4.,8.5.,22.5,4.9.,18.9.,2.10.,16.10.,30.10.,13.11.,4.12. and 18.12.09.35 14.0014.4.,19.5.,9.6.,1.9.,15.9. and 13.10. 00.50 04.3013.3.,27.3.,10.4.,24.4.,15.5.,29.5.,11.9.,25.9.,9.10.,23.10.,6.11. and 20.11.10.10 13.30Divača - Koper every second Monday starting on 6 th of January 2014 09.00 15.0019.3.,9.4.,14.5.,4.6.,17.9.,7.10. and 5.11. 23.40 05.00Maribor - Šentilj 12.3.,26.3.,2.4.,16.4.,7.5.,21.5.,28.5.,11.6.,18.6.,10.9.,24.9.1.10.,15.10.,29.10.,12.11. and 19.11.08.15 10.15Other planned obstructions for the infrastructure maintenance purposes will be published inmonthly plans of obstructions and will be available for the undertakings two months prior tointroducing the obstructions at the following website:http://www.slo-zeleznice.si/sl/podjetje/vodenje_prometa/predpisi_za_prevoznikePAGE 39

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 04.1. Introduction4. CAPACITY ALLOCATIONThe train path allocation process is regulated by the ZZelP, the General AdministrativeProcedure Act – ZUP-UPB2 (Official Journal of the RS, No. 24/2006, 126/2007, 65/2008,8/2010), the Decree on train path allocation and charge for the use of public railwayinfrastructure (Official Journal of the RS, No. 113/2009, 73/2012), Decree on the elaborationof the network timetable for public railway infrastructure (Official Journal of the RS, No.73/2012) and by international agreements.4.2. Description of the ProcessIn the Republic of Slovenia an independent authority at the Agency has the competency forthe train path allocation.The entire process of the train path allocation must be based on the principle of competitiveneutrality, meaning fair treatment to all Applicants' requests.Throughout the entire process, the principle of maximising PRI capacity utilization shall beapplied. The Network timetable must be prepared in accordance with the optimal use ofresources by the applicants and regard the optimal utilisation of the PRI.Prior to each train ride on the PRI it is necessary to acquire a decision on the allocated trainpath, on the basis of the completed application for path allocation, which at the same time isconsidered as a train path order.The train path allocation process is divided into four spheres: preparing train path catalogue, train path request, train path construction, train path allocation, changes, cancellation and withdrawal of the train path.Precise account of the train path allocation process is provided in Annex 4/3 of thisdocument.4.2.1. Train Path OrderThe Applicants who want to acquire a train path on the PRI shall submit a train pathallocation application to the Agency.The train path allocation request is submitted by an Applicant within defined timeframe, viaweb application Train path ordering, Pathfinder tool or completed Application formpublished in the Network Statement (Annex 4/1a). We recommend to use the webapplication, which is available with an assigned login and password at: http://ice.slozeleznice.si/cipartner.The train path application form must be completed fully and correctly and include allrequired data. A valid Safety Certificate for the requested capacity should be attached to theapplication.The Agency shall keep a record of the path construction orders to monitor the furtherPAGE 40

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0elaboration and coordination processes.The record contains all the basic and technical data from train path requests, all preparedcomponents of train path constructions. It also contains data on the chronological course ofthe coordination process and approval of train path construction.If the Applicant submits an incomplete and incomprehensible application, the Agency within5 (five) working days after the receipt of the application contacts the Applicant by e-mail orfax, asking him to complete the form within 14 (fourteen) days, otherwise the form shall notbe processed in the train path allocation process.The path allocation application form or construction order is composed of Chapters, wherethe Applicants enter the following data: information on Applicant, range of requested services, the types of requested services, general information on requested train path, additional data on requested train path, technical data on requested train path, annexes.New train path orders and requests for services are divided into: requests for a new timetable period, new train path requests and train paths for enforcement of changes in alreadyallocated paths within the framework of working timetable interim changes (datesare shown in section 4.4.6. of this document), ad-hoc train path requests.All data, entered by the Applicants in the allocation application, are confidential. The Agencyshall not forward the data to a third party without the Applicant’s prior consent or use it forany purpose whatsoever.The Applicant submits the application for the entire international path at one of thecompetent authorities on that path. The authority processes the application with the othercompetent authorities on the train path in accordance with the valid regulations andinternational agreements.To perform international passenger services, the Applicant should attach an evidence ofinforming all entities mentioned in the Article 15a of the ZZelP of its request for the trainpath.Ordering international train paths at a Manager or Allocation Body for the whole journeyroute: The path ordering process is started in the Republic of Slovenia: The ordering is carried out in accordance with the prescribed procedure at theAgency. The Agency, in cooperation with other foreign Infrastructure Managers,constructs the path for the whole train path. The Agency forwards the agreedoffer for the whole train path to the ordering party and allocates the path only forthe train course through the PRI of the RS. The path ordering process is started at the level of a foreign Infrastructure Manager: The foreign Infrastructure Manager orders the train path’s construction at theAgency, as a request to study the train path. The Agency, in cooperation with thePAGE 41

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0other foreign Infrastructure Managers, elaborates and coordinates the pathconstruction for the train course all through the PRI of the RS. The Agencyforwards the elaborated and coordinated construction to the ordering party –foreign Manager. The Undertaking/ordering party, based on the prepared andcoordinated construction, orders train path at the Agency, in accordance to theprescribed procedure.4.2.2. Train Path ConstructionThe Agency shall prepare the construction in such a way as to make the most use of theRailway Infrastructure and, at the same time, to address the Applicants’ wishes.During a train path construction the Agency should address all requirements, indicated fortrain path construction, as much as possible.The Agency, before starting the train path construction, prepares a path catalogue, wherethe unoccupied routes are shown, to promptly address the received applications for pathallocation and construction.Train path construction is carried out in the following order: train paths of passenger trains within the public service obligation in passengercarriage in domestic and cross border traffic; train paths of other passenger trains; train paths of trains running through the stations, where they have plannedconnection with other trains; pre-arranged international train paths for freight trains in accordance withRegulation No. 913/2010 of the European Parliament and of the Council concerning aEuropean rail network for competitive freight (Official Journal of the EU, No.276,dated 20 th October 2010), train paths of the Framework agreement are taken into account prior to newordered; train paths according to the time of the train path order (requests in regularprocedure are taken into account before requests in late procedure); international train paths before train paths in domestic traffic, train paths that provide better usage of the PRI and a wider range of services prior tothe train paths which utilize PRI to a lesser extent; train paths of trains running on the single-track line on the part of the route.Construction of train paths for locomotive run in junction stations does not perform, onlyspeed and journey time are determined. The Agency shall forward this data to the IM.Train path for intervention train has priority over all other trains, when it is sent in order tohandle the troubles and ensure normal traffic conditions.In case of obstacles in traffic the extra train paths (not provided for by the timetable) tomake a detour must be determinated. The IM set down to the train available, alreadyconstructed train path, and inform the Agency of this use.After train path construction the route offers from the path catalogue can be published incatalogue of available train paths and are available to applicants in case they need ad-hoctrain paths.PAGE 42

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 04.2.3. Reservation of a Constructed Train PathA train path that has been constructed and coordinated on the basis of order for a newnetwork timetable in regular or late procedure, is reserved from the day of the Applicant’sconfirmation to path allocation day, but not later than X-2 months.An ad-hoc train path, including path offer is booked from the day of confirmation by anapplicant to the day of path allocation or maximum 15 (fifteen) days.4.3. Schedule for the Allocation ProcessThe Applicants shall submit a request for train path allocation for each timetable periodseparately, within a timeframe, specified in Section 4.3.1.During the network timetable validity period ad hoc train path requests can be submittedwithin a timeframe, specified in Section 4.3.2.4.3.1. Schedule for the Allocation Processes for a New Timetable PeriodTimely submitted path allocation requests for the 2013/2014 timetable period are thosesubmitted to the Agency, not later than 8th April 2013 (the second Monday in April 2013).A train path allocation request for an international train path in the timetable period of thisNetwork Statement, which the Applicant submits in a timely manner to a foreignInfrastructure Manager, shall also be considered as a timely requests, provided that theforeign Infrastructure Manager timely forwards the requests to the Agency on behalf of theApplicant.A request for an international train path (submitted by the Applicant himself or by a foreignInfrastructure Manager on its behalf) submitted to the International Railway Conference thatconvenes to prepare the Network timetable, valid for the period of this Network Statement,shall also be considered as a timely request for an international train path.Train paths construction processes, that is considered in preparation of new Networktimetable are divided into: regular procedure – applications are accepted from X – 12 to X – 8 months, late request procedure – subsequent acceptance of applications from X – 8 to X – 2months, request procedure within the framework of working timetable interim changes –applications are accepted from X – 2 to X + 11 months.Description of activities and deadlines for train path allocation processesNo.1DESCRIPTION OF ACTIVITIESDefining of technical elements necessary for pathconstructionEXECUTOR OFTHE ACTIVITYDEADLINE INMONTHSManager X – 122 Publishing the Network Statement Manager X – 123 Establishing of temporary international train paths Agency X – 114 Preparing and publishing the path catalogue Agency X – 11PAGE 43

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 056789Requesting a train path in regular procedure from theAgencyPreparation and edition of the draft Network timetableand its delivery to the Applicants and to the Manager *The Applicants comments on the draft NetworktimetableCoordination process in terms of the receivedsuggestionsRequesting a train path in late request procedure andrequesting the informative train paths10 Consultation and coordination process for train pathsApplicants X – 12 to X – 8Agency X – 5Applicants X – 4AgencyManagerApplicantsX – 4 to X – 3Applicants X – 8 to X – 2AgencyManagerApplicantsX – 211 Train path allocation to the Applicants Agency X – 21213Acceptance and publishing the network timetable and itsdelivery to the Manager and to the RUs*Public publishing the timetable of passenger trains withinthe public service obligation in domestic and cross bordertraffic14 Publishing the working timetable documentsAgency X – 2AgencyManagerRUsX – 15 daysX – 15 days15 Enforcement of the network timetable Agency X16Preparing modifications to the valid network timetableand their publishing in the working timetable.Agency X + 12* The draft Network timetable the Agency delivers to the Manager, and the drafts of constructedtrain paths separated to the each individual Applicant and other interested customers.4.3.2. Schedule for the Allocation Processes for Ad Hoc Train PathsDuring production of the network timetable and its modifications the Agency prepares theavailable train path catalogue, where the unoccupied routes are shown, to promptly addressthe received ad hoc requests for path allocation.Here is the schedule for requests for ad hoc train paths:- regular procedure (requests are accepted from 30 to 5 days prior to the traindeparture),- fast-track procedure (from 5 days prior to train departure to no later than 12 hoursbefore the train departure, respectively, 6 hours before the cargo train departure incase of international train paths),- exceptional procedure (ordering in case of exceptional events).For construction of ad hoc train path can be used: the informative train path, which at this time is not in use and elements of whichmeets the requirements, indicated for train path construction, available train path, path of a regular train, for which the particular timetable is constructed in advancePAGE 44

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0and for which the new schedule or the number of duplicate train is determinated, tailor-made path construction based on data, provided by the Applicant in the pathapplication form.During ad hoc train path construction the sequence of procedure from Section 4.2.2. of thisdocument should be considered and the capacity is allocated on the “first come, first served”principle.Ad hoc train path is allocated to an Applicant on the grounds of its application.In the regular procedure the Agency shall process the accepted path allocation requests assoon as possible, however no later than within 5 (five) working days.The details of ad-hoc train path allocation and distribution process are provided in the Annex4/3 of this document.4.4. Train Path AllocationThe Agency allocates the train path to the Applicant for period, not exceeding the validityperiod of the Network timetable.In path allocation process the Agency shall consider criteria, defined in the Annex 4/2 of thispaper. The factors and principles that the Agency shall consider while evaluating thosecriteria in accordance with the Decree on train path allocation and charge for the use ofpublic railway infrastructure, are also provided in the same Annex.If the Agency cannot decide on the path allocation on the grounds of the above mentionedcriteria, the additional factors, indicated in Section 4.4.3 of this document shall beconsidered in the decision-making process.4.4.1. Coordination ProcessIn the train path allocation process each train path shall be coordinated prior to pathallocation and shall be confirmed by the Applicant. While preparing a train pathsconstruction, the process shall be coordinated at international and local levels, between theRUs or Applicants, the Manager and the Agency.In case of competing requests for the same path on the PRI, placed by different Applicants,or if the desired paths overlap on a part of the PRI, the Agency can offer to an Applicant analternative path, provided the following principles: considering the potential and dynamics of Applicants’ performance in the future, flexibility in train path allocation process, at the same time considering the aspects ofthe soundness of the requests and the maximum usage of the PRI, preventing situations, when an Applicant with allocated train path hinders theoperation of another Applicant without a justifiable reason.During the coordination process the Agency shall handle the conflicting requests. Thecoordination process shall begin with a written dialogue between the Agency and Applicantsholding the conflicting requests. The Agency immediately informs the Applicants in writing,by fax or e-mail that more undertakings have requested the same path and offers them anavailable alternative path or another possible solution. Within 5 (five) days from the receiptof such a proposal the Applicant shall forward to the Agency its viewpoint on the proposedsolutions in writing, by fax or e-mail, otherwise agreement to the proposal would beassumed.PAGE 45

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0If, after the receipt of the Applicants’ opinions, the Agency still fails to resolve disputedrequests, the Agency establishes a verbal dialogue in order to reach an acceptable solution.If within the verbal dialogue an agreement is achieved, the Agency shall prepare a writtenagreement in the form of protocol, signed by all concerned stakeholders. According to thisagreement, within 7 (seven) days after the signing of the protocol, all stakeholders shallpresent the changed path allocation requests to the Agency.If the Applicants or the other concerned stakeholders with conflicting requests do notachieve an agreement within the coordination process and equally qualify for the pathallocation (according to the evaluation criteria, indicated in Annex 4/2 of this document), acongested infrastructure capacity allocation process is implemented (see Section 4.4.3. ofthis document).After coordination process for a new timetable period the Agency shall prepare the draftnetwork timetable. It contains requested and available train paths. Train paths forlocomotive run in junction stations are not taken into account in the draft networktimetable. The Agency shall send the draft network timetable to the Manager not later thanfive months before the new timetable period.After coordination and final preparation of materials the Agency forwards the elaboratedtrain paths draft to the Applicants and other stakeholders, who wish to influence on thenetwork timetable.The Manager, Applicants and other stakeholders shall send their possible comments withinthe time limit set by the Agency (not less than one month period).Within the prescribed time period the Agency gathered possible comments on draft networktimetable and try to handle the conflicting requests in the consultation process.4.4.2. Fast-track procedure for Dispute ResolutionAlong with the existing legal means of appeal to the regulatory body there is also a fast-trackprocedure for dispute resolution which is carried out by the Agency and is only an interimtool in coordination process. A decision in this case shall be issued within 10 (ten) workingdays.The contact persons at the Agency, responsible for conflict resolution, are indicated inSection 1.8.2. of this document.4.4.3. Congested InfrastructureIf after coordination process the requirements for train path allocation cannot be met fullyor the demand for infrastructure capacity cannot be satisfied, the Agency shall immediatelyproclaim that part of the infrastructure as congested infrastructure. The same is to be madefor infrastructure with obviously insufficient capacity in the future.If a section or a part of the PRI is proclaimed as congested infrastructure, the Agency shallperform a capacity analysis, unless a capacity expansion plan has already been performed.If the usage charge for the PRI does not allow capacity expansion of the PRI segment or part,which is proclaimed as congested infrastructure, the Agency may use the additional factorsin path allocation process, besides the above mentioned factors: importance of the transport service for the wider community in terms of enablingother services and the possible consequences of allocation or non-allocation of thePAGE 46

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0path; importance of the freight service with regard to provision of international rail freighttraffic.During the coordination process the Agency shall handle the conflicting requests. If the pathallocation is impossible even after the implementation of path construction process on acongested infrastructure and coordination (since competing Applicants meet defined criteriaand attain equal rights to allocation), then the Agency triggers tender offer, in which thetrain path is allocated to the Applicant who is prepared to pay the highest user charge. TheAgency shall inform the regulatory body about the tender.The tender starts when the Agency invites the Applicants with conflicting requests to posttheir offers for the user charge within 5 (five) days of the receipt of the call for tender. Thenegotiations shall take place exclusively under the supervision of the regulatory body.In case the Applicant with a disputable request fails to forward a written offer for the highestusage charge to the Agency in due time, it would be considered as an allocation requestwithdrawal. It would lead to compensation to the Agency for its procedural costs.Upon receiving the written offers, the Agency shall examine them closely, and within 5 (five)days shall decide on the path allocation on the basis of the highest offered usage charge. TheAgency shall inform all tender participants on the allocation decision. Participants who failedto obtain a train path may make an appeal against this decision. The regulatory body makesthe decision on the appeal against the decision for path allocation issued by the Agency. Ifirregularities are discovered in the selection process, the appellant can request to repeat thetender.4.4.4. Decision on Train Path AllocationBased on the elaborated and by an ordering party confirmed train path, the Agency issues tothe Applicant a decision on train path allocation.The fee for the issued decision is regulated by the Administrative Fees Act - ZUT-UPB6(Official Journal of the RS, No. 106/2010) in accordance with the tariff 35/2.a.After the receipt of the decision and before the beginning of delivery of the rail transportservices the Applicant shall sign a Contract from Section 6.1.1. of this document with theAgency.4.4.5. Impact of Framework AgreementsThe Agency and the Applicant may sign a Framework Agreement, where the characteristicsof infrastructure capacity are determined for the period exceeding one network timetableperiod.The Framework Agreement does not specify the train path in detail, but seeks to meet thelegitimate commercial needs of the applicant.The signed Framework Agreement does not prevent the usage of the certain infrastructureby the other applicants or for the other rail services.In the Framework Agreement the defined requirements of an Applicant should not occupymore than 75% of infrastructure capacity of a rail line or a rail line segment in one hour.PAGE 47

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 04.4.6. Changes, Completions, Withdrawal and Cancellations of Train PathChanges or completions to existing train path means that upon an Applicant’s requestchanges are made in the main data on existing train path, that brings about cancellation ofscheduled and already constructed train path, and as a result, the existing train path iscanceled and a new path is requested.Train path withdrawal means final cancellation of an allocated train path for the entiretimetable period, from the first day of withdrawal enforcement to the timetable expirationday. With train path withdrawal the Applicant loses its rights for further usage of allocatedtrain path during agreed timetable period.Cancellation means withdrawal of a train path for one or more train running days. In thatcase the Applicant reserves the right for further usage of allocated train path during agreedtimetable period. Cancellation is possible for up to 20 days in advance.The changes are enforced by the Agency during timetable period, five times per year and onpredetermined dates, indicated in the table below.Dates of the Network timetable interim changes enforcementNo.DEADLINES FOR ACCEPTING APPLICATIONSFOR TRAIN PATH CHANGES ORWITHDRAWALENFORCEMENT DATES OF THE NETWORKTIMETABLE CHANGES1 3rd January 2014 3rd February 20142 7th March 2014 7th April 20143 8th May 2014 8th June 20144 1st August 2014 1st September 20145 6th September 2014 6th October 2014Along with those dates the Agency enables necessary changes to the Network timetable onfollowing dates:Additional dates of the Network timetable interim changes enforcement in 2014No.DEADLINES FOR ACCEPTING APPLICATIONSFOR TRAIN PATH CHANGES ORWITHDRAWALENFORCEMENT DATES OF THE NETWORKTIMETABLE CHANGES1 3rd February 2014 3rd March 20142 5th April 2014 5th May 20143 7th June 2014 7th July 20144 4th July 2014 4th August 20145 3rd October 2014 3rd November 2014The Applicant shall submit the request for the change, withdrawal or cancellation in thesame way as a new train path order within prescribed timeframe, via an online applicationTrain path order, Pathfinder or on printed order form, published in the Network Statement(Annex 4/1a of this document).The online application NVP is highly recommended.PAGE 48

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0The changes in allocation requests as a result of coordination procedure, in allocationprocess are considered as timely submitted complete applications. The Applicants shallsubmit appropriately changed applications to the Agency according to the process, describedin Section 4.2.1. of this document.The changes, completions and withdrawal of the train paths, which influence on the trainschedule on the railway lines of other foreign Infrastructure Managers, shall be done uponprior consultation between the Agency, the Applicant, the Manager and foreignInfrastructure Managers.In domestic traffic, consultation can be done without other applicants and foreignInfrastructure Managers, when this changes, completions and withdrawal of the train pathshave no influence on their timetable.In case of performing scheduled maintenance or renewal works the cancellation request isplaced by the Applicant who has been allocated train path, after reaching an agreement withthe Manager. The Applicant shall perform that cancellations by the online application Trainpath order, therefore the Agency is immediately informed of all such cancellations.The late cancellation fees are charged by the Agency, excluded exceptional events, when thefee for path late cancellation is not charged. Terms and fees for late cancellation and nonusageof the train paths are defined in tables in Section 6.3.5. of this document.4.5. Allocation of Capacity for Maintenance, Renewal andEnhancementThe train path allocation process, defined in Sections 4.1 - 4.4, can also be used for PRImaintenance, renewal and enhancement purposes.For the purposes of the intervention train the Manager, in order to re-establish the normalconditions of the PRI, is allowed to use the first suitable train path. The Manager shallinform the Agency on that use.The Agency regularly supervises the use of such train paths.4.6. Non-usage / Cancellation RulesIf an Applicant has failed to use the allocated train path, the Agency is entitled to allocate theinfrastructure capacity to another Applicant.The Agency may withdraw the path allocated to an Applicant if: the Applicant has used less than 30% of the allocated train path within an uninterruptedperiod of minimum one month, the Applicant in a period of minimum one month has used less than 75% of theapproved congested infrastructure or an infrastructure that has been allocated in thecoordination process.The provisions from the previous paragraph do not apply, however, if the failure to fullyutilize the capacity is a result of non-economic causes which are beyond the Applicant’scontrol.Before the Agency withdraws the unused train path and allocates it to another Applicant, itwill inform the first owner with a written notice and provide it an opportunity to explain thereasons for underuse.PAGE 49

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0All Applicants or Railway Undertakings have a right to cancel or revoke an allocated trainpath.For late cancellations penalties shall be paid. The rate depends on cancellation time. Theterms of cancellation fees are indicated in the tables in Section 6.3.5. of this document.4.7. Exceptional Transport and Dangerous GoodsThe Railway Undertaking shall guarantee the transport of exceptional consignments anddangerous goods under the terms defined in the national regulations and European Uniondirectives, which refer to the transport of exceptional consignments and dangerous goods.The Agency should provide the Railway Undertakings with more detailed information on thenational regulations.4.7.1. Exceptional TransportFor transport of exceptional consignments the Manager’s permission is required, whichspecifies the method and transport terms, as well as the refund policy for exceptionaltransport. The Manager shall decide on providing the exceptional transport not later than 15(fifteen) days after submission of the request.After receiving a request for transport of exceptional consignments, the Manager shalldefine the possibility for the transport and transport conditions. The Manager shall issue apermit, together with details of the transport conditions for an exceptional consignment. Ifthe exceptional transport is impossible, the Manager shall inform and explain the refusal tothe Railway Undertaking with a written notice.The Manager’s expenses for exceptional transport are: Basic expenses - include the preparation of the transport conditions and issuing apermit for exceptional transport: the basic expenses for exceptional transport conditions “A” (Alfa) and “B” (Bravo)amount to 65 € + VAT;the basic expenses for exceptional transport conditions “C” (Charlie) and “D”(Delta) amount to 130 € + VAT. Additional expenses - depending on the extent and complexity of transportconditions and Managers' actual expenses during transportation, are suggested tothe Undertaking, together with the transport conditions and transport permit:for exceptional transport conditions “A” (Alfa) and “B” (Bravo), as well as forconsignments, not exceeding the axle load or load per unit length of the rail line,additional costs are not charged;for exceptional transport conditions “C” (Charlie) and “D” (Delta), as well as forconsignments, exceeding the axle load or load per unit length of the rail line,additional costs are charged per vehicle, namely for two-axle vehicle 0,53 € + VATper day per km, for vehicles with more than two axles 0,66 € + VAT per number ofkm covered. Unforeseen expenses - other eventual expenses, arising during transportation process,which could not be foreseen in advance. The Manager calculates them additionally,after actual transportation.The technical regulations, the definitions of exceptional transport, the terms for acquiringpermission and the method for defining the transport conditions are provided in the nationalPAGE 50

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0legislation, which regulates the exceptional transport and in the Manual of the PRI Manager,where also all the required forms to order an exceptional transport can be found. TheManual is available in Slovenian language with login and password at www.slozeleznice.si/sl/podjetje/vodenje_prometa.For any further information the PRI Manager should be contacted (contact person is statedin Section 1.8.1. of this document).4.7.2. Transport of Dangerous GoodsThe Undertaking shall inform the Manager on the intended dispatch of dangerous goods andpossible environmental damage caused by the nature or quantity of those goods.In train path allocation request, in section ''Remarks'', the Applicants shall indicate thenumbers of dispatch dangerous substances, in accordance with the RID.During handover between the Undertaking and the Manager, which takes place at thedeparture station or traffic interchange station, the Undertaking is obliged to inform theManager (signalman or section regulator) on the actual placing of wagons with dangerousgoods in the train and indicate the types of the dangerous substances.In accordance to the Article 18 of Decree on the water protection area for the aquifers ofmunicipalities Šmartno ob Paki, Polzela and Braslovče (Official Journal of the RS, No.98/2011) on the section Polzela – Šmartno ob Paki, which is part of the line No. 31 Celje –Velenje, the traffic of dangerous goods by rail is prohibited.4.8. Special Measures to be Taken in the Event of Disturbance4.8.1. PrinciplesThe PRI Manager and the Railway Undertaking are obliged to inform each other on anyarisen problem and irregularity which disturbs, or may disturb the normal flow of traffic.The PRI Manager and the Railway Undertaking shall take all necessary measures to addressthe problems as soon as possible and to ensure the undisturbed traffic operations.In order to promptly handle the troubles and ensure normal traffic conditions, the PRIManager and the Undertaking shall mutually support each other in terms of staff andtechnical resources.In case of defining of the extra train paths for train run on a detour because of obstacles in atraffic, the IM set down to the train available, already constructed train path, and inform theAgency of this use.In case of unforeseen emergency situations the train paths, that have been used partially orhaven’t been used at all due to exceptional events, shall be cancelled by the Applicant, onManager’s order.For cancellation in case of exceptional events, the fee for path late cancellation is notcharged.PAGE 51

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 04.8.2. Operational RegulationIn emergency cases, or when the Infrastructure is temporarily disabled, the Manager candeny the operation on the allocated train path without any notice and as long as it isnecessary to repair the system.The Manager may require available resources from the RUs, necessary to re-establish normalconditions in the shortest possible time.4.8.3. Foreseen ProblemsWhile ensuring regular capacities, the Manager shall inform the RU on foreseen obstacles ina timely manner, so the RU can request another train path, respectively find a mutualsatisfactory solution with the Manager.More precise provisions, defining the relationships and the responsibilities of the Managerand the RU, are stated in Annex 2/1 of this document.4.8.4. Unforeseen ProblemsIn the case of unexpected events which cause deviations from the allocated train path, thePRI Manager, upon prior consultation with the RU, has the right to adjust the train path in away that ensures the existing connections as much as possible.The Manager informs the RUs or the Applicants on the exceptional events, describes theencountered problems and foreseen consequences. It also suggests appropriate solutions,which should be coordinated with the RUs’ regulations as far as possible. If consensus is notpossible, the final solution is made by the Manager.Making this solution the Manager shall consider priorities in traffic management of delayedtrains. Priority shall be given to the trains in the following order:1. passenger trains against all other trains;2. trains, running over interchange stations, on which they have connection with othertrains;3. trains with longer path to the last stop;4. trains that on part of the route run on a single track lineIntervention train has priority over all other trains, when it is sent in order to handle theconsequences of an exceptional event and ensure normal traffic conditions.More precise provisions, which define the relationships and the responsibilities of theManager and the RU, are stated in Annex 2/1 of this document.PAGE 52

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 05.1. Legal Framework5. SERVICESThe legal framework for defining the PRI is provided in Articles 9 and 10 of the ZZelP, whichdescribes the PRI and its constituents, as well as Chapter III of the Decree on train pathallocation and charge for the use of public railway infrastructure (Official Journal of the RS,No. 113/2009), which defines the minimum access package, tracks access to service facilitiesand additional and auxiliary services (as follows in Sections 5.2, 5.3, 5.4 and 5.5).5.2. Minimum Access PackageThe minimum access package that all RUs with allocated train paths are entitled to useincludes:- processing the applications for train path allocation,- using the tracks of the allocated train paths,- using switches and crossings on the allocated train paths,- controlling the rail traffic, which includes signaling, regulating, departures andcommunication with trains, as well as ensuring information on train movements,- other information, necessary for providing services, for which the path was allocated.5.3. Track Access to Service Facilities and Supply of ServicesAn Applicant or a RU who has been allocated a train path, alongside the minimum accesspackage, has tracks access to service facilities and supply of services: electrical supply equipment for traction current, where available, refuelling facilities, passenger stations and halts, their buildings and other additional facilities or places; freight loading stations and terminals, marshalling yards, train formation facilities, loading/unloading sidings, maintenance and other technical facilities.The tariffs for track access to services facilities, indicated in subsections of this Section, intimetable period 2013/2014 are not charged.From charging only compensation for track access to service facilities is excluding, while theservices and supply of services themself are charged in accordance with a special agreementsigned by RUs with the offerer of these services or owner of service facilities.These services shall be provided on fair, non-discriminatory basis. The RUs’ request may berefused only if there are other suitable offers under market conditions.5.3.1. Use of Electrical Supply Equipment for Traction CurrentThe stable devices of the transport network that enable track vehicles to use the electricalsupply equipment for traction current, are shown in Annex 3/2 of the Network Statement.The methodology for user fee calculation for the electrical supply for traction current has notbeen elaborated. The service fee is not charged.PAGE 53

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 05.3.2. Use of Refueling FacilitiesOn PRI the RUs have track access to services facilities, where they can use the refuelingservices.Access is provided to the pumping stations, which do not belong to the PRI, but are ownedby the company Petrol d.d. The PRI Manager does not distribute engine fuel. For provisionand sale of propellants the Undertaking signs a special contract with a company thatprovides it.The pumping stations with track access are located on the following railway stations:Ljubljana* Novo Mesto Maribor Studenci Pragersko Murska SobotaCelje Zidani Most Divača Nova Gorica Jesenice* the part of access tracks are owned by the Undertaking SŽ - Potniški promet, d.o.o. (SŽ PassengerTransport Business Unit). For usage of these tracks the owner’s permission is needed.The usage fee is calculated according to the following formula:U og = Voz • CAbbreviations:U ogusage fee for the tracks access to services and refuelling facilitiesVozCnumber of vehiclesprice in € for use per one vehicleFactor C amounts 0,75 €.5.3.3. Passenger Stations and Halts, their Buildings and the other AdditionalFacilities and PlacesThe Undertaking can access and use the platforms on railway stations, including all otherpublic connections that enable rail passenger service. The public address facilities (vialoudspeakers and optical information systems) on arrivals, departures or train movementsand all particularities are also available.The usage fee for the passenger stations is calculated according to the following formula :U pp = P • CAbbreviations:U ppPCusage fee for the passenger stationsnumber of stops of a passenger train on a passenger station or haltprice in € depending on station's or halt's category, according to the tablebelow:STATION OR HALTCATEGORYCategory 1 1,50 €Category 2 1,30 €CPAGE 54

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0Category 3 1,20 €Category 4 1,00 €The stations and halts are categorised into four categories, as shown in Section 3.6. of thisdocument.5.3.4. Freight Stations and TerminalsThe Undertakings can use certain available tracks on PRI for suspension or removal of railvehicles. The usage fee is not charged, if it is necessary to occupy the tracks on PRIManager’s order or due to its fault, or because of: service interruption on shunting or other stations, disturbances to rail service, specially agreed waiting times and connections in passenger transport.The user fee is calculated according the following formula:U tt = D • Voz • CAbbreviations:U ttDVozCusage fee for tracksstarting daynumber of vehiclesprice in € per one vehicleFactor C amounts to 4,80 €.5.3.5. Marshalling YardsThe Undertaking is entitled to access and use the marshalling yards on the freight terminalLjubljana Zalog.The usage fee for access and use of marshalling yard is calculated according to the followingformula:U rp = V • CAbbreviations:U rpVusage fee for access and use of marshalling yardnumber of trainsC price in €Factor C amounts to 0,22 €.5.3.6. Train Formation FacilitiesThe usage fee for PRI tracks that are used for train formation and are not specified as tracksand facilities for shunting on marshalling yards are calculated as follows:U sv = V • T • CAbbreviations:PAGE 55

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0U svVTCusage fee for tracks and other facilities for train formationnumber of trainsnumber of tracksprice in € per one trainFactor C amounts to 11,00 €.5.3.7. Loading and Unloading SidingsThe user fee for loading and unloading rail wagons on PRI include charge for tracks andfacilities on the delivery way, public sidings, loading/unloading sidings and loading/unloadingplatforms.The list of all stations and station offices that accept wagon consignments is provided inAnnex 3/7 of this document. The mentioned stations enable track capacities for loading,unloading and reloading operations.The loading/unloading platforms for loading and unloading private cars on wagons thatbelong to agency’s passenger train are located on the stations Koper, Jesenice and Maribor.The loading/unloading platforms for loading and unloading private cars on car-train throughBohinj tunnel, are located on the stations Most na Soči, Podbrdo and Bohinjska Bistrica.Ljubljana Moste and Maribor Tezno stations are available for loading and unloading of piggybacktrains.Station capacities for piggy-back transport are not constituent part of the PRI.The usage fee for loading and unloading sidings is calculated according to the followingformula:U nr = Vag • CAbbreviations:U nrVagCusage fee for loading/unloading sidingsnumber of wagons for loading/unloadingprice in € per one wagonFactor C amounts to 0,60 €.5.3.8. Maintenance and other Technical Facilities5.3.8.1. Maintenance and Vehicle Service FacilitiesThe maintenance tracks and facilities with enabled access are located on the followingrailway stations: for locomotive services: Maribor, Ljubljana and Divača, for wagon services: Divača, Dobova, Maribor Tezno, Ljubljana Šiška, Ljubljana Moste,Ljubljana Zalog, Ptuj, Jesenice, Nova Gorica and Koper tovorna.The mentioned tracks and maintenance facilities with enabled access are not a constituentpart of the PRI. To use maintenance facilities the Undertaking shall sign a special agreementPAGE 56

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0with the company that owns the equipment.The user fee to access to service tracks and maintenance facilities is calculated according tothe following formula:U pop = Voz • CAbbreviations:U popVozCuser fee to access to service tracks and maintenance facilitiesnumber of track vehiclesprice in € per one vehicleFactor C amounts to 0,75 €.5.3.8.2. The Lauding GaugeThe user fee to access to facilities to use the loading gauge that belong to the PRI iscalculated according the following formula:U np = Voz • CAbbreviations:U npVozCuser fee to access and use the measuring devices of the loading gaugenumber of track vehiclesprice in € per one vehicleFactor C amounts to 0,25 €.5.3.8.3. Stable Compressor to Test the BrakesThe Undertakings have track access to stable compressor to test the brakes on Kopertovorna and Ljubljana Zalog stations.To use the stable compressor on Koper tovorna station the Undertaking shall sign a specialagreement with the implementers of services on the stable compressor, namely firm SŽ-VIT,d.o.o.Contact point of the implementers of services is:SŽ – VIT, d.o.o.Igor RECEKZaloška 217, 1000 Ljubljanatel. +386 1 29 15 053fax +386 1 29 15 174igor.recek@slo-zeleznice.siStable compressor on Ljubljana Zalog till further is not in use.5.3.8.4. Stable Devices for Preheating of Passenger WagonsThe Undertakings have track access to stable devices for preheating of passenger wagons onthe stations Ljubljana, Maribor, Koper and Dobova.The Maribor Tezno station is also equipped with facilities for passenger wagons preheating;PAGE 57

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0however the tracks to access to facilities do not belong to the PRI. To use that tracks theowner's permission is needed.The stable devices for preheating the passenger wagons do not belong to the PRI. To usethat equipment the RUs shall sign a special agreement with the owner of the facilities.5.4. Additional ServicesThe PRI Manager or another service provider may offer to Applicants or their RUs in nondiscriminativemanner by a special agreement, which is based on the market principles,additional services as follows: traction current, supply of fuel, preheating of passenger trains and wagons, shunting and setting up a shunting routes, control over transportation of dangerous goods, services for exceptional transport.The fee for such service depends on the expenses incurred and is calculated on the basis ofactual use.The PRI Manager in RS offer following additional services: shunting and setting up a shunting routes, control over transportation of dangerous goods, services for exceptional transport.5.4.1. Shunting and Setting Up a Shunting RoutesThe PRI Manager organises shunting movement as additional service in accordance with thesection 5.4 of this document.The PRI Manager provides shunting movement in accordance with the provisions of the 2ndparagraph of section 32 of Traffic Rules ((Official Journal of the Republic of Slovenia, No.50/2011) with a subcontractor, namely undertaking SŽ – Tovorni promet, d.o.o. (Freighttransport). Undertakings that need shunting services on marshalling yard, shall sign specialagreement with the implementers of shunting.Contact point of the implementers of shunting is:Slovenske železnice – Tovorni promet, d.o.o.Boris ŠVAJGERKolodvorska ul. 11, 1506 Ljubljanatel. +386 1 29 14 172fax +386 1 29 14 817boris.svajger@slo-zeleznice.siThe price for shunting services at marshalling yard Ljubljana Zalog is 708,00 € per train. VATis not included.5.4.2. Setting Shunt RoutesIn case the employees of the PRI Manager set shunt routes on the safety device or at thefield, the actual/agreed time load is calculated for particular shunt unit multiplied with thePAGE 58

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0cost of a worker that sets the shunt routes.This service is assured by a special agreement between the RU and the PRI Manager.To deliver a locomotive to a train (train locomotive, assisting locomotive or bankinglocomotive), to remove the locomotive from the train and to change the movementdirection the setting of a shunt route is not charged.5.4.3. Control Over the Transport of Dangerous Goods and Assistance inTransporting of Exceptional ConsignmentsThe payment amount for this service depends on its provision costs that are calculated onthe basis of actual use.Contact point of PRI for abovementioned service is indicated in Section 1.8. of this document5.5. Ancillary ServicesThe Applicant and/or its Undertaking, who has been allocated a train path, alongside theservices mentioned in the previous two sections may ask for additional choice of ancillaryservices, such as: access to the telecommunication network , provision of supplementary information , technical inspection of rolling stock, other services agreed by the contracting parties, such as train run outside the officialworking hours of the line or station, etc.The Manager is not obliged to provide those services. The fee for such services depend onthe expenses incurred and is calculated on the basis of actual use.PAGE 59

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 06.1. Legal Framework6. CHARGESThe legal basis for defining and charging the usage fee for the PRI is the Article 15d of theZZelP, which defines the criteria for the usage charge, as well as Chapter III of the Decree ontrain path allocation and charge for the use of public railway infrastructure (Official Journalof the RS, No.113/2009, 73/2012).6.1.1. Contract on PRI Usage Charge Payment in the Republic of SloveniaThe Applicant who has been allocated train paths, before starting perform transportservices, sign with the Agency a Contract on PRI usage charge payment. The Contractspecifies mutual relationships concerning the payment terms for PRI usage and includesinformation on accounting securities with calculated fees, other provisions in regard tosecurities as well as method of charging compensation for delay in accordance with theperformance regime.Until a Contract is signed, the Applicant has no right of track access.6.2. Charging Principles6.2.1. Minimum Access PackageThe basic charge, payable for the minimum access package is indicated in Section 5.2. of thisdocument.6.2.2. Charging SystemThe usage fee charging is based on the following principles : simplicity of calculation, clarity, impartiality, charging in accordance with the incurred expense.6.2.3. The Formula for Usage Charge CalculationThe PRI usage charge is calculated in accordance with the following formula :U=(Abbreviations:IVV∑ ∑ Q vlkm(vv,i) • F vv • P i • C vlkm • C vpi=1 vv=1)UQ vlkm(i,vv)C vlkmP iF vvusage charge for the allocated train paththe number of train kilometres performed on certain line categories (i) andby the same power car (vv)cost per train kilometreweighting of the line category (i)the coefficient of the power car category (vv)PAGE 60

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0C vpthe cost of supplement or deduction for the type of transport (depends onthe type of the train6.2.4. Values of Separate Elements in the Formula for User ChargeCalculation6.2.4.1. Categories and Weighting of the LineCATEGORY OF THE LINE( i )regional rail linesR1 - with the minortraffic volumeWEIGHTING OF THELINE (P i )0,411R2 - detour rail lines 0,587regional rail lineR3 - with the majortraffic volume0,542NUMBER AND NAME OF THE LINE ORTHE LINE SECTION42 Ljutomer – Gornja Radgona43 d.m. - Lendava71branching Šempeter pri Gorici –Vrtojba – d.m.73 branching Kreplje – Repentabor – d.m.82 Grosuplje - Kočevje70 Jesenice - Sežana81 Sevnica - Trebnje80 section Trebnje - Ljubljana21 Ljubljana Šiška – Kamnik Graben31 Celje – Velenje80 section d.m. – Metlika - Trebnje34 section Maribor - Rušeother regionalR4 -rail linessingle-track main railG1 - lines with the minortraffic volumemain rail linesG2 - with the majortraffic volumemain electrifiedG3 -rail lines0,5310,7881,1041,00013 Ljubljana Zalog – Ljubljana (P5)32 d.m. – Rogatec - Grobelno33 d.m. – Imeno - Stranje34 section Ruše – Prevalje – d.m.61 branching Prešnica – Podgorje – d.m.72 Prvačina - Ajdovščina40 Pragersko – Ormož41 Ormož – Hodoš – d.m.44 Ormož - Središče – d.m.20 Ljubljana – Jesenice – d.m.60 Divača – branching Prešnica62 branching Prešnica - Koper10 d.m. – Dobova - Ljubljana11Ljubljana Zalog – branching Kajuhova(P3)12 Ljubljana Zalog – Ljubljana (P4)30 Zidani Most – Šentilj – d.m.50 Ljubljana – Sežana – d.m.PAGE 61

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0The overview map with categories of the rail lines for calculating the user fee is shown inAnnex 3/2 of this document.6.2.4.2. Factor of Power Cars’ ClassificationCATEGORY COEFFICIENTA 0,95B 1,00SERIES OFPOWER CAR31203121POWER CAR DESCRIPTIONSŽ electric multiple unit Siemens (two-carriagetrain sets)SŽ electric multiple unit Siemens (three-carriagetrain sets)6420 SŽ Diesel locomotive6421 SŽ Diesel locomotive6422 SŽ Diesel locomotive6423 SŽ Diesel locomotive6430 SŽ Diesel locomotive7110 SŽ Diesel multiple unit7130 SŽ Diesel multiple unit7131 SŽ Diesel multiple unit7145 SŽ Diesel multiple unit7320 SŽ Diesel locomotive7321 SŽ Diesel locomotive8130 SŽ Diesel multiple unit8131 SŽ Diesel multiple unit30 SŽ steam locomotive60 SŽ steam locomotive170 SŽ steam locomotive250 SŽ steam locomotive330 SŽ steam locomotive1216 ÖBB electric locomotive2016 ÖBB Diesel locomotive3100SŽ electric multiple unit Intercity Slovenia (tiltingtrain)3420 SŽ electric locomotive5410 SŽ electric locomotive5411 SŽ electric locomotive5412 SŽ electric locomotive5415 SŽ electric locomotive5416 SŽ electric locomotive6440 SŽ Diesel locomotive0 unknownPAGE 62

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0C 1,053110 SŽ electric multiple unit3112 SŽ electric multiple unit3630 SŽ electric locomotive6610 SŽ Diesel locomotive6611 SŽ Diesel locomotive6640 SŽ Diesel locomotive6641 SŽ Diesel locomotive6.2.4.3. Supplements and deductions in regard to the transport typeSupplements and deductions in regard to the transport type are expressed in €/vlkmregarding to the table below:cargo trains up to 1000 t gross weight 0,72cargo trains from 1001 to 1500 gross weight 1,00cargo trains from 1501 to 1750 gross weight 1,24cargo trains from 1751 to 2000 gross weight 1,55cargo trains more than 2000 t gross weight 1,86cargo trains – circuit working, pick-up 0,33empty cargo trains (less than 100 t net weight) 0,72locomotive trains (empty multiple units, power cars running solely) 0,70tilting trains 0,83classic passenger trains (locomotive with wagons) 0,61multiple units 0,60motorail through the Bohinj tunnel 0,30other motorails 0,42empty classic passenger trains 0,72heritage trains 0,42service trains (planned maintenance of the PRI, elimination the consequences ofnatural disasters, emergencies or force majeure)service trains (unplanned maintenance of the PRI) 0,30other trains 0,726.3. Tariffs6.3.1. Cost per Train KilometreThe cost per train kilometre (C vlkm ) amounts to 1,00 €, VAT excluded.6.3.2. Tariffs for Track Access to Services FacilitiesThe tariffs for track access to services facilities, indicated in Section 5.3. of this document, in0,00PAGE 63

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0timetable period 2013/2014 are not charged. More precise provisions, defining charging ofservices themselves, are also stated in the same section.6.3.3. Tariffs for Additional and Ancillary ServicesThe tariffs for additional services, indicated in Sections 5.4 and 5.5 of this document, aredefined in special agreements between the Manager or service provider and theUndertakings or Applicants.6.3.4. External CostsThe external costs are not charged at the moment.6.3.5. Late Cancellation FeesLate cancellation fees shall be paid in terms, indicated in Section 4.6. of this document. Itsrate depends on the cancellation time, as is shown in the table below.Fees for late cancellation or non-use of train paths, that have been allocated in proceduresof the Network timetable interim changesESTIMATED TIME OF TRAIN PATH CANCELLATIONCancellation more than 6 hours prior to the scheduled time ofdepartureCancellation less than 6 hours prior to the scheduled time ofdepartureThe train path has not been cancelled and the train does notrun or cancellation after the scheduled time of departureAd-hoc train paths cancellation or non-use feesESTIMATED TIME OF TRAIN PATH CANCELLATIONCancellation prior to the scheduled time of departureThe train path has not been cancelled and the train does notrun or cancellation after the scheduled time of departureFree of chargeCANCELLATION FEE50% of user charge for allocatedtrain path100% of user charge for allocatedtrain path25 € + VATCANCELLATION FEE25 € + VAT and 100% of user chargefor allocated train pathRegardless of the path or service cancellation time, the Undertaking shall also cover thecosts incurred, which, despite the cancellation, the Agency suffered while processingallocation order as well as costs, the Manger suffered with its implementation (for example,engagement of additional workforce, etc.).The labour costs, incurred in the fast-track process for ad-hoc path allocation, are alsoincluded in late cancellation or non-use fees.The Agency may exempt the separate Applicant/RUs from late cancellation fees, if theApplicant/RUs on the Agency request gives the reasonable explanation in relation to the latecancellation or non-use of train paths.To the reasonable explanation belongs: late cancellation of train paths by neighbouring railways, line obstructions, capacity restrictions by loading or unloading,PAGE 64

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0 exceptional events.The Agency has at any time right and authority to control the correctness of argumentationand procedures in this regard.6.4. Performance RegimeIn cooperation with the Manager and the RUs the Agency will prepare and publish theperformance regime, the purpose of which is to encourage the RUs and the Manager tominimize disruption on the rail network and to improve the performance of transportservices.The performance regime will be applied in the equally and non-discriminatory way to the allRUs and to the Manager.The basic component of the performance regime will be accuracy of a train according to itsallocated train path, which is expressed by the delay.The accuracy of trains will be determined at the agreed monitoring sites of the train routebased on deviations between planned and actual time. Agreed monitoring sites will beseveral traffic points (interchange stations, departure, intermediate and arrival stations),which will be set as a point of train run. Identifying the causes of delays will be theresponsibility of the Manager.The Agency, the Manager and the RUs will provide adequate personnel, which will beresponsible for monitoring, evaluating and final confirmation of data, necessary for theperformance regime.The bill will replace an agency and all obligations sending agent delays.The Agency will charge the usage fee and sending all the obligations to the customer,responsible for delays.6.5. Exception to Usage ChargesThe government may issue a decision that the Undertakings carrying out public serviceobligation in passenger carriage in domestic and cross border traffic, as well as the Managersperforming public service obligation for PRI maintenance purposes, are exempt from usercharges that refer to public service obligation performance.PAGE 65

Slovenske železnice - Infrastruktura d.o.o. – Network Statement of the Republic of Slovenia 2014 – 9.12.2012 – 0ANNEXESAnnex 2/1Annex 3/1aAnnex 3/1bAnnex 3/2Annex 3/3Annex 3/4Annex 3/5Annex 3/6Annex 3/7Annex 3/8Annex 4/1aAnnex 4/1bAnnex 4/2Annex 4/3General business/commercial conditions to access to the PRITechnical data on rail linesTechnical data on railway stationsOverview maps of rail linesSketches of station track plansClearance and loading gaugeOverview of line gradients and gradient forcesLine speedsList of stations and station offices, opened for transport of wagon-loadconsignmentOverview of track capacities in the port terminal Luka KoperPath allocation application formGuideline for completing the application form for path allocationProcess and evaluation method of the criteria for train path allocationTabulation of the train path allocation processPAGE 66