Raideinfra Oy’s private tracks and safety instructions for inter-nal tracks of service points administered by VR Group

1 Validity and communication about changes

This Network Statement of Raideinfra Oy (“Infrastructure Manager” or “Raideinfra”) is valid for the railway traffic scheduling period 2027, from 13 December 2026 to 11 December 2027.

Any changes will be recorded on the front page of this Network Statement.

2 Railway network

2.1 Description, quality and extent of the railway network, and application

The rail traffic operating points and the tracks belonging to the railway infrastructure are listed in Annex 1 of this Network Statement. Most of Raideinfra’s tracks are not considered railway infrastructure in the meaning of the railway market regulation but are part of service points administered by the VR Group (so-called internal tracks of service points), because by their intended use they serve specifically the activities of each service point. These internal tracks are also listed in Annex 1 for clarity. Since Raideinfra continues, for the purposes of railway safety regulation, to act as the infrastructure manager for all tracks — including re-sponsibility for track maintenance — this Network Statement applies, in respect of safety in-structions (section 7) and other matters falling under safety regulation, also to the internal tracks of service points.

Railway track diagrams provide information on the maximum technical speeds and the devices of the control-command and signalling system. The diagrams are available on the extranet service maintained by the Finnish Transport Infrastructure Agency at: https://extranet.vayla.fi (missing login credentials can be obtained from the Finnish Transport Infrastructure Agency.)

The rail network falls under the areas of first- and second-class traffic control, as shown in the track diagrams. All operations are always shunting work. The rail network owner or the service facility operator grants permission for shunting and track work through an operating agreement. In addition, within the first-class traffic control area, shunting and track work also require traffic control authorization in accordance with the Finnish Transport Infrastruc-ture Agency’s guideline “Junaliikenteen ja vaihtotyön turvallisuussäännöt (Jt)”.

On the rail network, the maximum axle load for rolling stock is 225 kN, or for rolling stock operating to/from the state rail network, as permitted by the Finnish Transport Infrastructure Agency for the state rail network. If the maximum permissible axle load for a track is lower for technical reasons, this is indicated by the “Shunting and Track Work Restriction” sign.

Signs, markings, and indicators on the rail network are the same and have the same mean-ing as those instructed by the Finnish Transport Infrastructure Agency for the state rail network.

Interruptions to traffic caused by work on the rail network are marked in accordance with the Finnish Transport Infrastructure Agency’s guideline “Ratatekniset ohjeet (RATO) osa 17, Ra-dan merkit ja merkinnät.”

On the rail network’s switch areas, the minimum curve radius is 150 m, and the minimum curve radius for tracks is 150 m.

Some tracks on the rail network are electrified, using a 25 kV / 50 Hz AC system.

All Finnish Transport Infrastructure Agency guidelines referenced in this network statement can be found at: https://ava.vaylapilvi.fi/ava/Julkaisut/OL/rautatieohjeet.pdf

2.2 Conditions for the use of the railway network

Traffic on the railway network requires a Network Access Agreement as set out in section 4 of this Network Statement.

Traffic must comply with the Raideinfra’s safety instructions for shunting and track work de-fined in section 7 of this Network Statement.

Persons moving within the railway network must carry a visible personal ID card and wear protective clothing that enables identification of their employer.

The operating instructions for turntables are appended to each turntable.

2.3 Limitations on the use of the railway network

Work carried out on any track belonging to the railway network may restrict the use of the railway network.

Various technical faults, properties of the railway network, damage or accidents may also limit the use of the network.

Steam locomotives or rolling stock causing a potential fire hazard may not be used without permission from the contact person specified for the relevant operating point.

Dangerous goods may not be transported without permission from the contact person speci-fied for the operating point.

Idling of units should be avoided.

2.4 Requirements for rolling stock

Only rolling stock units that hold a valid authorisation and are registered in the rolling stock register of the Finnish Transport and Communications Agency TRAFICOM are permitted to operate on the railway network.

2.5 Changes to the railway network

As part of its normal processes, Infrastructure Manager is reviewing the complete decommis-sioning of tracks that are unnecessary for the railway system. The following tracks, most of which had already been removed from maintenance, were taken out of service in summer 2025: 

In addition, operations on the tracks at Turku yard ended on 30 September 2024, and they have been taken out of service. Replacement tracks managed by the Finnish Transport Infra-structure Agency have been commissioned at Turku Heikkilä (freight yard) as part of the Kupittaa–Turku double-track project.

For clarity, the following track areas were transferred to the Finnish Transport Infrastructure Agency and brought under its safety authorization when the timetable period changed on 15 December 2024:

2.6 Track works and their impact on network availability

The following track works will be carried out on Infrastructure Manager’s rail network during the timetable period, affecting operations:

• None planned. The scheduled works are so minor that they will have at most a short-term impact on operations.

The above-mentioned track works represent the best estimate at the time of publishing this network statement for works to be carried out during the timetable period covered by this statement. The implementation and scope also depend on funding. The network statement will be updated as the timing of the works and their impact on operations become more precise.

3 Conditions for Access to the Rail Network and Applying for Track Capacity

3.1. General Conditions for Access to the Rail Network

The conditions for access to the rail network are described in Section 113 of the Rail Transport Act and Article 10 of the Railway Market Directive. Operating rail traffic on Raideinfra’s rail network requires that the railway undertaking meets the following conditions:

1. The railway undertaking must hold an operating license granted by Traficom in ac-cordance with the Act on Transport Services, or an equivalent license issued within the European Economic Area.
2. The railway operator must have a safety certificate granted or approved by Traficom in accordance with the Rail Transport Act, covering all railway routes on which traffic is intended to be operated.
   

   
   - The safety certificate is applied for from the Finnish Transport and Communications Agency (Traficom) or the European Union Agency for Railways (ERA), and the operating license from Traficom (http://www.rautatiemarkkinoille.fi/luvat-ja-todistukset).

   - Moving rolling stock units without a safety certificate is permitted only under the conditions specified in the Rail Transport Act and according to separate pro-cedures issued by the Infrastructure Manager.

   - Railway operators must have adequate liability insurance or an equivalent arrangement.

3. The railway operator has been granted track capacity for operations on tracks belong-ing to the railway infrastructure in accordance with this network statement and the in-structions in Annex 3.

4. The company has concluded a rail network access agreement with Raideinfra. As specified in Section 4 below, traffic on internal tracks of service facilities may also be agreed upon through another agreement with the service facility operator.

5. All other conditions for operating rail traffic as prescribed or determined under the Rail Transport Act are met.

Museum traffic

Museum traffic is subject to the same requirements described in this network statement as other railway operations, except for the operating license. The museum traffic operator must hold a safety certificate issued by Traficom, which is granted upon application for a maximum of five years at a time. Raideinfra also requires museum operators to conclude an access agreement. Museum traffic operators apply for track capacity as urgent track capacity.

3.2. Allocation of Track Capacity on Tracks Belonging to Railway Infra-structure

The track capacity application procedures referred to in this Section 3.2 apply only to tracks that are part of the railway infrastructure (see Annex 1). Track capacity as described in this Section 3.2 is not allocated for internal tracks within service facilities.

The legal basis for applying for and allocating track capacity is described in the Railway Mar-ket Directive, Chapter 4, Section 3 and Annex IV.3, in Chapter 17 of the Rail Transport Act, and in the Government Decree on the Timetable Period and Application for Track Capacity (1308/2018) as well as its amendment (524/2022).

Track capacity for Raideinfra’s rail network is applied for in accordance with Section 117 of the Rail Transport Act and Article 39 and Annex IV.3 of the Railway Market Directive for each timetable period. New track capacity or changes to existing capacity may also be applied for regular traffic after the decision on capacity allocation has been made.

Track capacity may also be applied for as urgent (ad-hoc) track capacity for traffic other than regular traffic.

Changes related to track capacity allocation will be announced in Raideinfra’s network state-ment, and such changes will follow the conditions and procedures prescribed by legislation.

3.2.1. Applying for Timetable-Based Track Capacity

In accordance with Section 117 of the Rail Transport Act, track capacity must be applied for from Raideinfra for each timetable period no earlier than twelve (12) months and no later than eight (8) months before the timetable period enters into force.

For the 2027 timetable period, the application deadlines and capacity process schedule are as follows:

Applying for timetable-based track capacity is done by contacting the independent contact person mentioned in Section 9 (as specified in the instructions provided in Annex 3 of this network statement). This person makes decisions regarding the allocation of track capacity and any other matters related to track capacity. Wherever this network statement refers to Raideinfra’s decision-making on capacity issues, it means the decision-making of this inde-pendent contact person.

The above-mentioned contact person, acting as Raideinfra’s representative, prepares a pro-posal for the allocation of track capacity (referred to in law as the “timetable proposal”) for the next timetable period no later than four months after the end of the track capacity appli-cation period.

Given that Raideinfra’s railway infrastructure mainly consists of tracks at so-called round-wood terminals (with more than one track at each location), and these tracks have typically been used regularly by only one or at most two railway undertakings, meaning that free ca-pacity is generally not scarce, the capacity allocation aims primarily to achieve the following solution: each railway undertaking is assigned its own tracks, on which no capacity is granted to other operators. In addition, a sufficient amount of reserve capacity may be left available for potential new regular capacity needs and urgent track capacity.

• Example of Application: In a certain area, there are 3 tracks, and 2 operators apply for regular capacity, each requiring one track. Discussions are held, and it is agreed that Operator A will use Track 1 and Operator B will use Track 2, and both will have exclusive use during the timetable period. One track remains unused, meaning it has no user or applicant. Urgent track capacity or new regular capacity can be applied for on this remaining track. 

For the tracks leading to the Kouvola Freight Terminal, usage of tracks has been very limited, and capacity will be allocated according to the applications (if necessary, following the coor-dination procedure referred to in Section 3.2.2).

Raideinfra will inform all applicants how track capacity has been allocated among them. At the same time, Raideinfra will also inform applicants about any capacity that may have been reserved as backup capacity.

Further details on the application process for track capacity can be found in the instructions provided in Annex 3.

3.2.2. Coordination Procedure and Conflict Resolution

If applications for regular track capacity conflict with each other, Raideinfra will seek to rec-oncile all applications as effectively as possible in accordance with Section 128 of the Rail Transport Act and Article 46 and Annex IV.3(d) of the Railway Market Directive, and will re-solve any conflicts related to requested regular traffic timetables through negotiations with the applicants during the coordination process.

These negotiations must take particular account of the needs of freight traffic and track maintenance, such as maintenance work windows, as well as the efficient use of the rail net-work. In the coordination procedure, Raideinfra also has the right to propose alternative track capacity that differs from the requested capacity. Conflicts are primarily resolved on a case-by-case basis without predefined coordination rules, in the way that best serves the applicants in each situation.

Overloaded Railway Route

If applications for timetable-period track capacity cannot be coordinated satisfactorily through negotiations and compromises, Raideinfra will declare the relevant part of the infra-structure as overloaded in accordance with Section 120 of the Rail Transport Act and Article 47 and Annex IV.3(e) of the Railway Market Directive. This will also be done for infrastruc-ture where overloading during the timetable period is evident. On overloaded infrastructure, Raideinfra may implement a priority system under which a specific type of traffic may be given precedence in the allocation of capacity for the overloaded section.

The priority system must take into account the need for track usage and the connection of services to the relevant tracks, as well as their societal importance compared to other users. When setting priorities, efforts must be made to treat different track users as fairly and non-discriminatorily as possible. Raideinfra has the right, notwithstanding confidentiality provi-sions, to obtain from applicants the necessary confidential information and justifications for making a priority decision. Raideinfra must resolve the priority order within ten days of the conclusion of negotiations concerning the overloaded infrastructure section.

If infrastructure is designated as overloaded, Raideinfra will initiate a capacity assessment in accordance with Section 127 of the Rail Transport Act. The assessment will consider, in par-ticular, redirecting traffic to other tracks, revising the traffic timetable plan, speed adjust-ments, and improving the condition of the rail network.

Following the assessment, Raideinfra will prepare a capacity enhancement plan within six months of completing the capacity assessment.

3.2.3. Applying for Urgent Track Capacity

For traffic for which regular timetable-based track capacity has not been applied, urgent (ad-hoc) track capacity may be requested in accordance with Article 48 of the European Union Railway Market Directive (2012/34/EU) and Section 123 of the Finnish Rail Transport Act (1302/2018), provided that free capacity remains available.

The principles for applying for urgent track capacity are set out in the above-mentioned legislation. To clarify these principles, the infrastructure manager has prepared instructions for applying for track capacity, which are included as Annex 3 to this network statement.

Urgent track capacity is reserved by contacting the independent contact person mentioned in Section 9 (as specified in the instructions provided in Annex 3 of this network statement). Urgent capacity is granted in the order in which applications are received. The processing time for urgent capacity applications is, in accordance with Section 123 of the Rail Transport Act, a maximum of 5 working days.

3.2.4. Reservation of Track Capacity for Track Works

Enough track capacity is also reserved for known track works.

3.3. Requesting a Review of the Track Capacity Allocation Decision

An applicant for track capacity may request a review from the Railway Regulatory Body re-garding a decision made by Raideinfra on the allocation of track capacity.

3.4. Safety Notice Regarding Granted Capacity

On Raideinfra’s rail network, no movements as train take place; all operations are performed as shunting work and in accordance with the applicable safety instructions for shunting. Raideinfra emphasizes that obtaining (regular or urgent) track capacity for a specific track does not in any way affect the user’s obligation to fully comply with the traffic safety instructions specified in Raideinfra’s network statement. Granted track capacity does not automatically mean that the route is clear.  

4 Rail Network Access Agreement

The rail network access agreement governs operations during the 2027 timetable period.

The agreement is made for each traffic location and, if necessary, for individual tracks.

Railway undertakings must notify the contact person for access agreements of the need to conclude an agreement no later than 31 July 2026.

Operations on the rail network are only possible if the railway undertaking signs the access agreement by 14 October 2026.

Network access agreements with Raideinfra that were valid before 14 December 2025 will continue to entitle the operator to run on VR’s internal service facility tracks, and these agreements will transfer to the service facility operator when the timetable period changes on 13 December 2025 (without requiring any action from the railway undertaking). Each ser-vice facility operator will subsequently specify the conditions for operating on its tracks, and operating rights may later be agreed as part of formal service agreements with the service facility operator.

From 14 December 2025 onward, new access agreements for internal service facility tracks will be concluded by the operator of the service facility to which the individual track belongs.

For urgent cases of rail network use, contact the contact person with an access agreement. For internal service facility tracks, the contact person is the one specified in the description of each service facility.

5 Access Rights and Service Provision for Service Facilities Managed by the VR Group

VR-Yhtymä Oyj and its subsidiaries publish in this network statement descriptions of all ser-vice facilities they manage (as defined in the Service Facility Regulation). In addition, this network statement includes descriptions of all service facilities managed by entities outside VR that are located on tracks belonging to Raideinfra’s rail infrastructure.

On Raideinfra’s rail network, the only service facilities are the roundwood terminal services referred to in Section 3 and the Kouvola freight terminal (a service facility managed by an external party). For other service facilities, the tracks are internal tracks of the service facili-ty.

Descriptions of service facilities, including pricing models, can be accessed via the link that opens when clicking the name of the respective service. A separate agreement is concluded with each buyer for the specific service. All prices shown are exclusive of VAT (0%).

1. Premises Rental Services

• Passanger Stations (owned by VR-Yhtymä Oyj), including their buildings and other fa-cilities, as well as travel information display and announcement services and suitable spaces for ticket sales. Although VR-Yhtymä Oyj’s passenger stations are located on the Finnish Transport Infrastructure Agency’s rail network (https://vayla.fi/palveluntuottajat/ammattiliikenne-raiteilla/rautateiden-verkkoselostus/palvelupaikan-kuvaukset), their service descriptions can also be ac-cessed through this network statement.

2. Depot Sidings

• Depot Sidings (Raideinfra Oy)

3. Freight Terminals

• Roundwood Terminal Services
• Kouvola Freight Terminal (Kuljettava Oy)

4. Marshalling Yards and Train Formation Facilities, including Shunting Equipment

• Weighing service

5. Maintenance and repair services (VR FleetCare)

• Lathe service
• Washing service
• Locomotive maintenance and repair services
• Wagon maintenance and repair services

6. Refueling service

• Refueling service

 6 Track Access Charges

Raideinfra Oy charges a basic track access charge for the use of the railway infrastructure under its management, in accordance with the Finnish Rail Transport Act (1302/2018), Commission Implementing Regulation (EU) 2015/909 and Directive 2012/34/EU of the Euro-pean Parliament and of the Council (Railway Market Directive) 

For clarity, it is noted that no track access charge described in this section 6 is levied on the internal tracks of service points. Any charges for the use of internal tracks are determined by the operator of each service point and published in the respective service point descriptions (see section 5 of this Network Statement).

The basic track access charge is levied based on the direct costs incurred to the Infrastruc-ture Manager from the use of the network, as referred to in section 139 of the Rail Transport Act. In return for the basic charge, the Infrastructure Manager provides access to the railway infrastructure necessary for reaching the service points referred to in section 133 of the Rail Transport Act.

The tracks belonging to the railway infrastructure are not electrified, and therefore no sepa-rate charge is levied for the use of electric power supply installations. Raideinfra also does not levy any other additional charges referred to in section 141 of the Rail Transport Act, nor has it introduced any incentive or penalty schemes related to the use of the railway network.

Raideinfra charges the basic track access charge for all traffic operating on tracks belonging to its railway infrastructure.

For the 2027 scheduling period, the basic charge is: 3.21 eurocents per gross tonne-kilometre (excl. VAT)

The determination of the track access charge, including the calculation model, cost compo-nents and basis for calculation, is described in detail in Annex 2 of this Network Statement.

Raideinfra invoices the track access charges retrospectively as a single payment for the en-tire scheduling period, based on the actual traffic performance. Traffic performance is deter-mined based on reports submitted by each railway undertaking, detailing the actual gross tonne-kilometres operated. Information on actual traffic performance for the 2027 scheduling period must be submitted no later than 31 January 2028 to the independent contact person specified in section 9. This person makes decisions concerning the determination of the ac-cess charge and any other matters related to it.

Announcements regarding future changes to track access charges will be made in this Net-work Statement, and any changes will be implemented in accordance with the procedures and requirements laid down in legislation.

7 Safety instructions on shunting and track work by the Infrastructure Manager of the rail-way network

7.1 General

These instructions must be followed during shunting work and track work on all tracks belonging to the railway network of Raideinfra, including the internal tracks of service points administered by the VR Group (see Annex 1).

In addition, railway traffic operating point-specific instructions given by the Infrastructure Manager must be complied: (https://www.vrgroup.fi/fi/vrgroup/yrityksemme/liiketoiminta/kiinteistot/yksityisraiteiden-verkkoselostus/liikennepaikkakohtaiset-ohjeet/).

The operating language must be Finnish.

All faults and deviations related to the tracks and their equipment as well as issues that could endanger shunting or track work, wagon unloading or loading or the use of network services, must be reported to the VR’s Operations Centre, which will ensure that the necessary parties are informed.

7.2 Accidents and incidents

Accidents and incidents must be reported to the emergency telephone number 112.

Accidents and incidents related to electrification must also be reported to the Operating Cen-tre.

7.3 Competences and qualifications

The railway operator and the party responsible for the track work must ensure that its em-ployees are suitably skilled and qualified for the work in question.

7.4 Shunting work

Shunting work may only be carried out by a railway operator which has concluded a network access agreement.

Shunting work must comply with the guidelines for shunting work for the Government's rail-way network and the regulations of the authorities.

The replacement work must be carried out by using the service brakes of the rolling stock.

Rolling stock must not be parked in such a way as to obstruct traffic on fire roads, at railway level crossings, in areas intended for use by road traffic for crossing tracks or in switching areas.

The immobilisation of parked rolling stock must be ensured.

7.5 Track and fire work

Track work refers to work that:

• is carried so that the machinery or part of it may reach the structure gauge of the track (ATU),
• affects the structure or equipment of the track,
• requires a planned power shortage,
• requires the interruption of shunting work; or
• affects the unloading/loading of wagons or the use of network services.

Track work may only be carried out by an operator who has concluded a network mainte-nance agreement with Infrastructure Manager.

Before the start of the work and, if necessary, during the work, the operator responsible for the track work must familiarise its personnel involved in the work with these instructions and the conditions of the work in question as well as the hazards associated with the work.

Track work must comply with Infrastructure Manager's maintenance plan.

Fire work must be authorised in writing by the network maintenance operator.

The operator responsible for the track work must:

• Ensure the protection of track work in such a way that it does not pose a risk to shunt-ing work or to the use of railway network services.
• If necessary, prevent shunting work and/or use of the service.
• Ensure that, prior to permitting shunting and/or use of the service, the area that is the subject of the track work is in good condition according to Infrastructure Manager 's maintenance plan. 

7.6 Situations of malfunction

Trailing of a point must be notified to the railway maintenance supervision manager or to the network maintenance operator.

After trailing the point, a visual inspection should be carried out to see if the point can be operated. On the basis of the inspection, shunting and track work as well as the use of a pos-sible network service must be prevented, if necessary, or, if no reason is detected that pre-vents the shunting or track work or the use of the service, it must be ensured that shunting and track work is carried out at a maximum speed of 5 km/h.

8 Responsibilities and dispute settlement

The operator of railway traffic will be responsible for any damage it may have caused to the railway network and for indirect damage caused to Infrastructure Manager.

The operator carrying out track work will be responsible for any damage it may have caused to the railway network and for indirect damage caused to Infrastructure Manager.

Infrastructure Manager is responsible for any direct damage to the operator's rolling stock or its load caused by negligence of a task or responsibility of Infrastructure Manager.

Disputes related to access to the railway network or service points must be primarily solved by negotiation. If no consensus is reached in the matter, the infrastructure manager will de-cide upon the matter, keeping in mind equality and non-discrimination. If the party con-cerned is dissatisfied with the decision of the infrastructure manager, it can file a claim for rectification with the Regulatory Body or bring the matter to investigation by the Regulatory Body in accordance with section 151 or section 152 of the Rail Transport Act.

Unless otherwise stated in the Rail Traffic Liability Act, the party breaching the terms of this network statement must compensate for the direct damage caused by its contractual breach to Infrastructure Manager, except when the breach of contract is due to some force majeure event.

However, the operator of railway traffic is also responsible for indirect damage if it has caused environmental damage or other environmental harm. For example, Infrastructure Manager is entitled to a full compensation for the costs it incurs resulting from cleaning up contaminated land mass.

Unless otherwise stated in the Rail Traffic Liability Act, Infrastructure Manager’s liability is limited in all cases to EUR 20,000.

If the breach is intentional or due to gross negligence, not only direct damages but also indi-rect damages are compensated for Infrastructure Manager.

9 Contact information

Urgent matters: VR Operations Centre – Transport Manager, Tel. 0307 20568

Network Statement, safety, and Network Access Agreements: Teemu Hyvönen, Tel. 040 862 1401

Capacity allocation and track access charges: Dexit Oy / Veli-Matti Hirvonen, Tel. 0400 275 904 and Joni Arppe, Tel. 050 550 6638. Email format: [email protected]

Contacts for services and internal tracks of service points: Specified separately in each ser-vice point description.

Email format: [email protected] (except for matters concerning capacity allocation and track access charges, where Dexit Oy’s email format applies.)

ANNEX 1

List of tracks belonging to Raideinfra Oy’s railway infrastructure and internal tracks of service points administered by the VR Group

Detailed track diagrams for each operating point are available in the Ratatieto extranet ser-vice maintained by the Finnish Transport Infrastructure Agency: https://extranet.vayla.fi. Missing login credentials can be requested from the FTIA by completing the access rights ap-plication available at: https://vayla.fi/tietoa-meista/yhteystiedot/extranet

Tracks belonging to the railway infrastructure

For clarity, it is noted that to the extent a listed track continues inside a hall or other build-ing, the part inside the building is not considered railway infrastructure.

Internal tracks of service points administered by VR Group

The tracks belonging to each service facility are specified in more detail in the service facility description prepared by the facility operator (see section 5 of the Network Statement).

ANNEX 2

Determination of the basic track access charge

1. General

Track access charges are levied only on tracks that are part of Raideinfra’s railway infrastruc-ture. During the 2027 timetable period, Raideinfra will not collect any other charges for these tracks except the basic track access charge.

The track access charge calculations utilize estimates applied in the methodology note (“Ratamaksun perusmaksun määrittäminen”) attached as Annex 5A to the Finnish Transport Infrastructure Agency’s Network Statement (timetable period 2026, link), as specified below. These estimates are based on background studies, research, and expert opinions prepared by the Finnish Transport Infrastructure Agency to support its calculations, as well as interna-tional practices.

The track access charge calculation has been prepared using the subtraction method, where all prohibited costs defined in Article 4 of the Implementing Regulation (costs other than those to be considered) have already been deducted from the “Total direct costs of the rail-way infrastructure” referred to below.

The determination of the track access charge consists of two components:

(a) Processing of the total cost data for track management. From the total track man-agement costs, maintenance expenses and renewal investments have been separated. Subsequently, costs other than those to be considered have been removed.

(b) Calculation of direct unit costs.

2. Track access charge calculation

Formula and amount of the track access charge for the 2027 timetable period

The track access charge is calculated using the following formula:

(Total direct costs of the railway infrastructure * operating impact coefficient) / Annual train-kilometres

When the total direct costs of the railway infrastructure — EUR 63,718 — are multiplied by the operating impact coefficient of 0.2, the portion of costs directly caused by traffic is EUR 12,743.67 per year. When this cost directly caused by traffic is divided by the Annual train-kilometres of 396,676 gross tonne-kilometres, the resulting track access charge for the 2027 scheduling period is:

3.21 eurocents per gross tonne-kilometre

Value-added tax (VAT) will be added in accordance with the rate in force at the time.

The costs considered in the calculation, the traffic impact coefficient, and the annual train-kilometres are defined in more detail below and in the calculation tables attached to this An-nex.

 Example calculation of a railway undertaking’s annual track access charge:

 If a railway undertaking reports that its total use of the railway network during the 2027 scheduling period amounted to 38,000 gross tonne-kilometres, the resulting track access charge is: 38 000 * 3,21 / 100 = EUR 1219,80 (VAT 0).

 Direct costs for the entire rail infrastructure

European Commission Implementing Regulation 2015/909 on detailed calculation rules for direct costs incurred from operating rail services specifies which costs are included in the assessment of direct costs (Article 3) and which costs must not be included (Article 4). These are defined in more detail in the annex to this document, which also contains the calculation of direct costs considered in Raideinfra’s track access charge model.

When calculating Raideinfra’s annual direct costs, the annual costs of the entire rail network managed by VR Group Ltd during the last two years (2023–2024) have been taken into ac-count. These costs do not include the prohibited costs referred to in Article 4, as they have already been deducted from the considered annual costs where necessary. Any exceptional items affecting those years that could distort the total costs have also been eliminated. After this, the average annual cost of the entire rail network during those years has been calculat-ed. Finally, from this average annual cost, the share corresponding to the proportion of the total length (in meters) of tracks classified as railway infrastructure in relation to the total network length considered in the cost calculation for 2023–2024 has been allocated to the direct costs included in Raideinfra’s track access charge. The share allocated to railway infra-structure tracks from the average annual cost of the entire network is 7,06%.

The use of the above calculation model has been justified and is necessary because:

(a) the average condition, track components, and maintenance costs of the network man-aged in 2023–2024 represent well the actual condition and cost burden of tracks classified as railway infrastructure; and (b) more detailed track-specific data on the total costs of tracks classified as railway infrastructure (or any other tracks) is not available, even though occa-sional cost data may exist at invoice level. There has been no need for detailed cost monitor-ing for these tracks during 2023–2024, nor has it been required from the track maintainers.

For these reasons, the model currently used for calculating direct costs is clearly the most reliable option available. However, Raideinfra will monitor the exact costs of tracks classified as railway infrastructure in its own cost centers in the future, which will provide accurate cost data exclusively for these tracks going forward.

Operating impact coefficient

Direct infrastructure costs caused by train operations (operating impact factor) have been estimated based on the dependency modeling value (27.4%) provided in Annex 5A of the Finnish Transport Infrastructure Agency’s Network Statement, as well as previous interna-tional studies (track maintenance: 29%, track renewals: 23%, turnout renewals: 17%).

Applying the precautionary principle and considering possible component-specific effects on the operating impact factor, Raideinfra has set the applied coefficient lower than the above-mentioned values, taking into account the low average traffic volumes and low permitted speeds on Raideinfra’s network.

The impact of traffic has therefore been set at 20 %, meaning the operating impact coeffi-cient is 0.2.

Annual train-kilometres

Since Raideinfra does not have reliable historical data on traffic volumes (primarily because no track capacity has been allocated for the tracks and no technical systems exist for moni-toring traffic volumes), the annual train-kilometres are based on estimates provided by the track users themselves. The network subject to the track access charge has only been used by VR Group’s own traffic.

According to the estimate provided by VR Group companies, the annual train-kilometres in 2023–2024 averaged 396,676 gross tonne-kilometres per year.

In the future, more up-to-date information on actual usage will be obtained as track users will be required to report their annual train-kilometres directly to the Infrastructure Manager.

A list of Raideinfra’s railway service facilities and tracks classified as railway infrastructure, including track-specific lengths, can be found in Annex 1 of Raideinfra’s Network Statement (link).

Annex: Costs taken into account in the track access charge calculation

In defining the basic track access charge, the supplementary rules issued at EU level must be taken into account. European Commission Implementing Regulation 2015/909 on detailed calculation rules for direct costs incurred from operating rail services (link to Implementing Regulation ) specifies which costs are included in the assessment of direct costs (Article 3) and which costs must not be included (Article 4).

The rules have been taken into account when itemizing track management costs for the cal-culation of the basic charge and subsequently for determining a separate price for the basic charge to be levied on all traffic. 

Direct costs across the entire network (Article 3)

Network-wide direct costs are the difference between, on the one hand, the costs arising from the provision of minimum access services and the rights to use infrastructure connecting service facilities, and, on the other hand, the costs other than those to be considered as defined in Article 4.

Without prejudice to the application of Article 4, and if the infrastructure manager can, based on best international practices, determine and demonstrate transparently, reliably, and ob-jectively that the costs arise directly from the operation of rail services, the infrastructure manager may include in the calculation of network-wide direct costs in particular the follow-ing costs:

• Costs of personnel required to keep a specific section of track available if an operator requests to run special rail services outside the normal operating hours of that sec-tion;
• The cost share of turnouts exposed to wear due to rail services, including simple turn-outs, crossings, and track intersections;
• The cost share of renewal or maintenance of overhead contact lines or conductor rails, or both, and supporting catenary equipment, directly caused by rail operations;
• Costs of personnel required for train path allocation and timetable preparation, if these arise directly from the operation of rail services.  

The costs listed in paragraph 1 are included in Raideinfra’s expenses for measures taken to maintain continuous operability of the network (maintenance) and to repair and renew infra-structure wear caused by traffic (renewal investments). When compiling these costs, the clarifications in Article 4 regarding costs excluded from consideration are taken into account.

Non-eligible costs (Article 4)

When calculating network-wide direct costs, the infrastructure manager must not take into account the costs defined in Article 4 of the Implementing Regulation. Raideinfra has not in-cluded any costs referred to in Article 4 when calculating direct costs. 

Calculation of Raideinfra’s track access charge, the costs considered, and the calculation method

The calculation method can be found here 

ANNEX 3

Instructions for applying track capacity

1. General

This instruction describes the principles for applying for track capacity for both regular capac-ity and urgent capacity on the railway infrastructure managed by Raideinfra Oy. The instruc-tion supplements and specifies the description provided in Raideinfra Oy’s Network State-ment.

Rail capacity may be applied for all types of traffic.

For clarity, it is noted that capacity is not applied for the internal tracks of service points listed in Annex 1 of the Network Statement.

Since regular annual rail capacity may be applied for the first time only for the 2027 schedul-ing period, this instruction applies to the 2026 scheduling period only with respect to urgent capacity applications.

2. Applying for annual (scheduling period) rail capacity

Note: This section 2 applies only as of the 2027 scheduling period.

Applying for rail capacity for a scheduling period, i.e. the annual application, forms the basis for traffic during the scheduling period, as capacity granted through the annual application remains valid for the entire scheduling period, unless the applicant requests changes during the period.

Rail capacity for the upcoming scheduling period must be applied for no later than eight months before the change of the scheduling period. After this, the applicants’ requests are coordinated. The scheduling period changes on the night between the second Saturday and Sunday in December.

In the annual capacity application, the applicant may also apply for capacity for only a part of the scheduling period, according to actual traffic needs. Likewise, timetables for the summer period may be applied for separately as deviating from other parts of the scheduling period.

If two or more applicants apply for the same capacity, traffic will be coordinated in the man-ner specified in the Network Statement.

The annual capacity application is submitted in the manner specified in section 6 of this instruction.

Applying for new capacity or modification of capacity after the capacity allocation decision

A railway undertaking may modify its regular capacity or apply for new regular capacity by submitting a modification application at the modification point for regular traffic as set out in the Network Statement. The modification is applied for using the form specified in section 6 of this instruction.

3. Applying for urgent (ad hoc) capacity

Urgent track capacity can be requested for individual traffic needs that were not known at the time of the annual capacity request or the previous application for changes to regular traffic. Typical needs include disruption situations, movements of track maintenance machines, and other unexpected individual traffic needs arising from customer requirements.

An urgent capacity request always applies to a single piece of rolling stock operated as a shunting movement. If there is a need to operate on multiple days with the same schedule, a separate capacity request must be submitted for each day.

The applicant must ensure that the urgent track capacity fits with all other granted capacity.

Urgent capacity requests are processed in the order they are received, and capacity is grant-ed to the applicant who submits the request first.

Applications for urgent track capacity must be submitted as specified in Section 6.

4. Track capacity for museum rail traffic

Only urgent track capacity can be requested for museum traffic.

Urgent track capacity for museum traffic may be requested up to four (4) months in advance, as permitted by law. It should be noted that changes may occur in the granted capacity dur-ing possible adjustment periods for regular traffic.

If capacity for museum train traffic has been requested and granted before the allocation decision for regular traffic at that time has been published, the capacity for museum train traffic and regular traffic will be coordinated as necessary after the publication of the alloca-tion decision.

The application for track capacity for museum traffic must be submitted as specified in Sec-tion 6 (as an urgent capacity request).

5. Cancellation of track capacity

Track capacity must be requested based on actual need. If the requested capacity is no long-er required, the railway undertaking must cancel the requested track capacity without delay if it will not be used. This allows other operators or maintenance activities to utilize the re-leased capacity.

Raideinfra may cancel or modify granted track capacity if the capacity becomes unavailable due to unexpected infrastructure-related issues or other similar reasons.

The cancellation of track capacity takes effect immediately once it has been submitted to Raideinfra. A cancellation cannot be reversed; if needed, the track capacity must be request-ed again in full.

Track capacity cancellations must be made by email as an informal notification to the Raideinfra contact person specified in Section 6.

6. Submission of capacity requests, contact details, and publication of decisions

Before submitting a capacity application, it is always recommended to contact the designated person mentioned below.

Capacity applications must be submitted using the template forms attached to these instruc-tions, which ensure that the applications contain sufficient information. Basic details include, for example, the railway operator applying for track capacity, including the applicant’s con-tact information, as well as the timetable period or change date to which the application ap-plies. The application forms also include an additional information field where you can pro-vide further details related to the application.

Track capacity applications should be sent by email to the following persons at Raideinfra responsible for capacity matters, who act as independent handlers of applications as required by the Rail Transport Act:

• Dexit Oy: Veli-Matti Hirvonen (+358 400 275 904) and Joni Arppe (+358 50 550 6638)
• Email addresses follow the format: [email protected]

The current capacity reservation status and available capacity are presented on Raideinfra’s website:https://www.vrgroup.fi/fi/vrgroup/yrityksemme/liiketoiminta/kiinteistot/yksityisraiteiden-verkkoselostus/ratakapasiteetti/

Decisions regarding the allocation of track capacity are also published on the same webpage.

Attachments:

The attachments referred to below (track capacity application forms) can be found on the website mentioned above: https://www.vrgroup.fi/fi/vrgroup/yrityksemme/liiketoiminta/kiinteistot/yksityisraiteiden-verkkoselostus/ratakapasiteetti/

a) Application for regular track capacity

b) Application for track capacity modification

c) Application for urgent track capacity