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ns2016en:infrastructure

Innholdsfortegnelse

3. Infrastructure

3.1 Introduction

The Network Statement provides information about the infrastructure on the national railway network and on other railway infrastructure that is connected with the national railway network and that is made available for those who have access to operate on the national railway network.

Essential information to Ch. 3 is provided in the form of maps and schematic outlines in annexes. (The source of the maps is Kartverket and permission of use is granted). However, not all information is translated into English. If so desired, kindly contact network.statement@jbv.no

The Infrastructure Description is designed and formulated for the purpose of meeting existing and new Railway Undertakings´ information needs in connection with their planning of railway traffic.

The Infrastructure Description does not provide sufficient information about the characteristics of the infrastructure with regard to specifying, designing or building rolling stock that is compatible with NNRA’s infrastructure. With regard to this need, reference is made to NNRA’s document, Technical Rules, book 590 “Supplementary Information and regulations”, Ch. 1.

Information about connected (private) railway infrastructure is only covered when NNRA possesses information about it.

3.2 Extent of Network

3.2.1 Limits

The geographical extent of the railway network is shown on line maps – cf. Annex 3.2.1.

3.2.2 Connected Railway Networks

3.2.2.1 National Border Crossings

There are four border crossings between Norway and Sweden. They are described in the table below – cf. Annex 3.2.1. None of the specified borders result in a change of track gauge.

Crossing the national border entails a change of visual signalling system.

Border Railway Station Line
Riksgränsen (SE) / National Border The Ofotbanen Line
Storlien (SE) The Meråkerbanen Line
Charlottenberg (SE) The Kongsvingerbanen Line
Kornsjø (NO) The Østfoldbanen Line
Neighbouring Country IM
Trafikverket / Swedish Transport Administration
Neighbouring Country Public Administration
Swedish Transport Administration – Main Office:
Mail addr.: Röda vägen 1, S-781 89 BORLÄNGE, SE
Tel.: +46 771 921 921
E-mail: trafikverket@trafikverket.se
Website : www.trafikverket.se
Directorate of Customs and Excise (NO)
Mail addr.: PB 8122 Dep., N-0032 OSLO, NO
Tel.: +47 228 60 312
E-mail: tad@toll.no
Website : www.toll.no

3.2.2.2 Connected Railway Networks, incl. Private Lines, Tracks to Docks, Freight Terminals and Branch Lines

Norway has no railway network in the traditional sense except the network that is managed by NNRA. There are a few tracks and lines owned by private interests. As these can be used in connection with the network managed by NNRA, they are briefly mentioned in the Network Statement.

Crossing a domestic junction point may entail a change of loading gauge, axle load, energy supply system, signalling system, etc.

Connected tracks and lines – cf. Annex 3.2.2.2. Connected sidings – cf. Annex 3.6.2.6.

NNRA has in some cases chosen to remove the switch between the national Railway Network and sidings which have not been used for quite some time. The Railway Undertakings who wish to re-establish such switches are requested to contact the One Stop Shop in NNRA: oss@jbv.no.

3.2.3 Further information

For information about the national railway network which is relevant to rolling stock, reference is made to NNRA’s document, Technical Rules, book 590 “Supplementary information and regulations”..

For a geographical overview of the characteristics of the infrastructure, reference is made to Norwegian National Rail Administration’s database of the infrastructure – “Banedata”.

Queries to this database may be directed to OSS: oss@jbv.no.

Regarding information of (private) sidings, reference is made to Norwegian National Rail Administration’s database of private sidings.

Queries to this database may be directed to OSS: oss@bv.no.

3.3 Network Description

3.3.1 Geographical Identification

3.3.1.1 Track Typologies

The Norwegian railway network is mainly based on single tracks. However, double track has been constructed on most of the routes in the immediate vicinity of Oslo. There are only multiple tracks on a few routes - cf. Annex 3.2.1.

3.3.1.2 Track Gauges

The track gauge of NNRA’s rail network in Norway together with connected private tracks is exclusively 1435 millimetres (4´ 8½”).

3.3.1.3 Stations and Nodes

Line Maps – cf. Annex 3.2.1. See the Route Manual for the NNRA network. NNRA’s website: http://www.jernbaneverket.no/no/Marked/Leverandorinfo/JD-dokumenter-sirkularer1/JBVsstrekningsbeskrivelse/

True distance between the individual stations on a railway line may be found in NNRA’s route diagram for the individual lines. The distance is listed in kilometres. Cf.: http://www.jernbaneverket.no/no/Marked/Informasjon-for-togselskapa/Grafiske-togruter-fom-15-juni-2014/

Route Diagrams may be downloaded at no cost.

The length of the track on the stations is specified in NNRA’s “The Route Description” and Graphical routes.

3.3.2 Capabilities

3.3.2.1 Loading Gauges

International static reference contours national railway network, covering all of its lines, satisfies the following international static reference contours:

  • RIV Minimum standard profile (Table 1.1)
  • RIV GA (Table 1.2)
  • RIV GB (Table 1.3) 1)

G1 (UIC 505-1/prEN 15273-1)

GA(UIC 506/prEN 15273-1)

GB(UIC 506/prEN 15273-1) 2)

International kinematic reference contours
As for the static profiles G1, GA and GB 3) all lines satisfy the corresponding kinematic reference contours.

Combined transports according to UIC 596-6
Maximum permitted size for combined transports (Combined Transport Profile Number - CTPN) for the individual lines are shown on Line maps – cf. Annex 3.3.2.1.

National Gauges \\To be able to utilise the Norwegian profile to the maximum, and in particular the curve deflection 4) according to which our lines are constructed, the following national profile limitations have been established:

  • Dynamic Gauge
    Dynamic Gauge NO1 prEN 15273 and furthermore the conditions which this gauge is based on – cf. Annex 3.3.2.1.2. NNRA will offer the gauge on all national lines
  • Multipurpose wagon Gauge
    Wagon gauge for high closed wagons equivalent to “multipurpose” can be offered on the lines according to conditions – cf. Annex 3.3.2.1.3.
    International loading gauges P/C 410, etc., and P/C 80, etc., for semi-trailers and containers, apply to the railway lines shown – cf. Annex 3.3.2.1.1

Regarding loading gauges on the Flekkefjordbanen line and other railway lines that are not in use, contact oss@jbv.no.

If it is desirable to operate trains with larger loading gauges, an application to NNRA for special transport is required. Ref. 4.7.1 – send to: spesialtransporter@jbv.no

3.3.2.2 Weight Limits

3.3.2.2.1 Axle load

Domestic maps – cf. Annex 3.3.2.2.1.

3.3.2.2.2 Load per Meter

Domestic maps – cf. Annex 3.3.2.2.2.

3.3.2.3 Line Gradients

Tabular summary of the maximum characteristic / ruling gradient and for graphic presentation of the vertical profiles - cf. Annex 3.3.2.3.

3.3.2.4 Line Speeds

According to national legislation, the maximum speed limit for passenger trains in Norway is 210 km/h, and for freight trains it is restricted to 100 km/h.

Line speed profiles - cf. Annex 3.3.2.4.

3.3.2.5 Maximum Train Length

The rules are given in «Operational rules for the NNRA network», Ch. 4.2

3.3.2.5.1 Freight Trains
Length Speed Brake operating conditions
500m max 100 km/h P
600m max 90 km/h P
700m max. 80 km/h P
850m max. 80 km/h G
3.3.2.5.2 Passenger Trains
No. of axles Speed Brake operating conditions
48 max 210 km/h R
52 max 160 km/h R
60 max130 km/h R
64 max 100 km/h R or P
68 max 90 km/h R or P
68 max 80 km/h R
72 max 80 km/h R

3.3.2.6 Power Supply

NNRA provides electrical energy for operation and heating of trains. Maps presenting all electrified lines in Norway – cf. Annex 3.3.2.6

3.3.2.6.1 Voltage and Frequency

Nominal system voltage is 15 000 Volts (RMS) alternating current for all electrified lines. Nominal frequency is 16 2/3 Hz for all electrified lines.

The power supply of the railway network is typically characterised by large distances between supply points and small, distributed converter stations.

For rolling stock with inverter traction systems, experience shows that post-optimisation of software designed for use by the same rolling stock in continental Europe is frequently necessary, both due to functionality in the train itself and in order to avoid unacceptable power oscillations between the train and the power supply system.

For supplementary information see Technical Rules, book 590 “Supplementary information and regulations”, Ch. 8.

3.3.2.6.2 Max Train Current

Current consumption

The system is subdivided into various capacity classes as shown in the map – Maximum Train Current: Tractive Mode; cf. Annex 3.3.2.6

In the case of low voltage, it is presumed that the driver will further limit power consumption.

For Classes C1 and C2 this is especially relevant under special conditions which imply reduced capacity. For Class C3, this may also be required during normal operation.

In particular, this is important in trains which do not have automatic limitation of Train Current according to EN 50388 in case of low catenary voltage.

On certain lines the available electrical power is a limiting factor of the capacity utilization, cf. the Route Manual for the NNRA network, Ch. 2.3.

Current during Use of Regenerative Brake

The system is divided into different capacity classes as shown in the map – Maximum Train Current: Regenerative Mode - cf. Annex 3.3.2.6 Electrified Lines.

3.3.2.6.3 Contact Wire – height and horizontal displacement

The contact wire height varies from 4600 to 6200 millimetres. Sections of the railway network have increased minimum height. For further details contact NNRA.

The contact wire’s deviation from the centre of the track is nominally 400 mm and in severe winds maximum 700 + 50 mm for old contact lines or 500 + 30 mm for newer contact lines.

The profile of the pantographs is defined in Technical Rules, book 540 - Ch. 4 and5.

3.3.2.6.4 Contact Pressure from Pantograph

Limiting values of forces between the pantograph and the contact wire are specified in Technical Rules, book 542 - Ch. 5.

Limiting values of aerodynamic balancing of pantographs are specified in book 590, Ch. 8, Annex e. The contact lines are dimensioned for a wind load of at least 30 m/s perpendicular to the contact wire.

If there are several active pantographs on a train, the number of pantographs and the distance between them can be factors that help determine the maximum train speed that is permitted. In this case, separate acceptance from NNRA is required for the various routes.

Supplementary regulations: Technical Rules, book 590 “Supplementary information and regulations”, Ch. 8, appendix e (available at www.jernbaneverket.no).

3.3.3 Traffic Control and Communication Systems

3.3.3.1 Signalling System

Cf. Train Operation Regulations, Ch. 9. - Annex 1.3.

Signalling systems include signals, interlocking systems and line block systems and apply to stations, level crossings, landslide warning system, etc.

The signalling systems signal to the trains that the line is open to traffic. The interlocking systems must secure safe routes for trains in operation. In order to show a “drive sign” the route after the signal must be controlled and guaranteed clear of other trains, signals in the opposite direction must show a “stop sign” and all switches are controlled to be set to the correct position for the chosen route.

3.3.3.2 Traffic Control Systems

Cf. the Train Operation Regulations, Ch. 5 - Annex 3.3.3.2.

3.3.3.2.1 Centralized Traffic Control

Centralized traffic control is a system that supervises the traffic electronically. In the centralized control office the traffic controller – who supervises the traffic on long distance routes, i.e. over several stations – receives information about the exact position of the train. Most of the railway lines in Norway are remote controlled.

Coverage map – cf. Annex 3.3.3.2.

3.3.3.2.2 Lines without centralized traffic Control

On some lines, a system of manual announcements on the arrival of a train, still exists. This system implies that the traffic controller on one station makes contact by phone with his/hers colleague at the next station before a train is permitted to leave the station. Through this system, one makes sure that there are never two trains on the same line at the same time. This line is now dedicated for this train, and no other activity is permitted before this train has arrived at the next station.

Coverage Map – cf. Annex 3.3.3.2.

3.3.3.3 Communication Systems

Cf. the Train Operation Regulations Ch. 2, subsection III, - Annex 1.3.

GSM-R is used as the communications system between trains and traffic controllers.

Communication between the traffic controller, block post keeper and driver is conducted in Norwegian.

Coverage Map – cf. Annex 3.3.3.3.

3.3.3.4 Automatic Train Control Systems

Remote controlled lines on the national rail network are equipped with a system for train speed monitoring. The two systems used on the rail network are ATC and ERTMS.

ATC will eventually be replaced by ERTMS as the system for speed monitoring.

ATC = Automatic Train Control ERTMS = European Rail Traffic Management System

3.3.3.4.1 ATC

If a train passes a red signal the ATC system will activate the train’s emergency break and stop the train. If the permissible speed is exceeded, a warning signal will sound in the drivers cab and the speed will be reduced. Approximately 90% of all ATC lines are equipped with DATC and 10% are equipped with FATC. DATC only monitors speed limits at signal locations, while FATC monitors speed limits continuously.

Lines equipped with ATC – cf. Annex 3.3.3.4.

3.3.3.4.2 ERTMS Level 2

On lines equipped with ERTMS Level 2, movement authority and speed profiles are sent from the signalling system to the train via GSM-R. In normal driving mode (FS/OS) a train cannot run without having received movement authority. If the permissible speed is exceeded, a warning signal will sound in the drivers cab and the speed will be automatically reduced. If a train exceeds its EoA, the train will be automatically brought to a halt.

FS = Full Supervision

OS = On-Sight EoA = End of Authority

Lines equipped with ERTMS – cf. Annex 3.3.3.4.

3.4 Traffic Restrictions

3.4.1 Specialised Infrastructure

As defined in EU Directive 2001/14, art. 24 - cf. Annex 1.3.

3.4.1.1 The Gardermoen Line

The line from Etterstad to Eidsvoll has been constructed for high speed passenger trains. (>130 km/hr).

Except for the transport of fuel to airplanes, freight trains are normally not allowed to operate on this route.

3.4.1.2 The Østfold Line - East Bound

From the 3th Q 2015, the Ski-Mysen-Sarpsborg line will be equipped with ERTMS Level 2, and version 2.3.0d of the system will be used. Only rolling stock with an ERTMS onboard system compatible with ERTMS version 2.3.0d will be granted approval to run on this line

3.4.2 Environmental Restrictions

3.4.2.1 Noise

Noise restrictions are specified by general Norwegian legislation - cf. the Neighbours Act, the Pollution Control Act and the Planning and Building Act in particular.

Among other things, local noise restrictions entail that a whistle shall not be sounded at certain level crossings during the night. These level crossings are signposted.

In connection with the acceptance of rolling stock, noise requirements will be a part of the rolling stock acceptance process, cf. Ch. 2.4.

3.4.2.2 Discharges from Toilets

In urban regions, passenger train rolling stock with open toilet systems may not be used unless the toilets are kept locked. This applies to the following routes:

  • the Drammenbanen Line from Oslo Central Station to Drammen
  • the Gardermobanen Line from Oslo Central Station to Eidsvoll
  • the Gjøvikbanen Line from Oslo Central Station to Hakadal
  • the Hovedbanen Line from Oslo Central Station to Lillestrøm
  • the Bergensbanen Line from Bergen to Arna
  • the Østfoldbanen Line from Oslo Central station to Ski

Open toilet systems may not be used when the train is standing at a station or on a halt.

3.4.2.3 Environmental Hazards

3.4.2.3.1 Landslide/Avalanche exposed Lines

Due to the topography in Norway, certain lines of the railway network are exposed to landslides and avalanches.

On the most exposed lines landslide/avalanche detection systems are installed - cf. Annex 3.4.2.3.1.

3.4.2.3.2 Animal collision

In rural areas, there are sometimes frequent collisions with animals on the track. It consists primarily of elk and reindeer - cf. Annex 3.4.2.3.2.

3.4.3 Dangerous Goods

No restrictions.

3.4.4 Tunnel Restrictions

No restrictions.

  • The transport of “DANGEROUS GOODS” is not permitted pursuant to RID regulations, danger classes 1- 9, in the Romerike Tunnel (“Romeriksporten”)
  • The transport of “DANGEROUS GOODS” is not permitted pursuant to RID regulations, danger classes 1- 9, in the culvert at the Gardermoen Station.

In order to minimise the exhaust in tunnels, it is recommended that the driver operate the engine moderately.

Tunnels longer than 2 km – cf. Annex 3.4.4.

3.4.5 Bridge Restrictions

There are no bridge restrictions.

NNRA has two bridges with special rules for passing trains: the Skansen and Nidelven bridges, both near Trondheim station.

Train traffic has priority over ship traffic; hence, the bridges’ normal position is “ready for a train”. (Normal opening hours for ship traffic are advertised locally in the daily press after a timetable and local shunting plan have been prepared and put into operation by NNRA.

3.5 Availability of the Infrastructure

All lines are essentially open for train traffic throughout the day and night.

Any regular closings or restrictions due to inspections and maintenance work shall be reported as part of the capacity allocation process -cf. Ch. 4.5.

On railway lines without a line block system 5) , where stations underway are staffed when necessary with a block post keeper, the staffing (and thus the opening hours) could be determined by the need for infrastructure capacity that is reported in connection with the Capacity Allocation process.

Route requests for extra trains, which can require extra staffing of stations, should therefore be made well in advance.

3.5.1 The Valdres Line

The line from Eina to Dokka is exempt from the requirement in the Regulation of the Railway Net Infrastructure § 3-11. Installed GSM mobile telephone meets the requirements for emergency communication on this line.

The condition for this exception is that only one train is allowed on the line at any time.

3.6 Stations and Service Facilities

3.6.1 Passengers stations

Cf. map in Annexes 3.2.1 and 3.6.1.2.

3.6.1.1 Classification and description

NNRA has not employed any classification system for stations. Information about selected stations is enclosed in an annex to the Network Statement.

In addition, a selection of stations is described on the NNRA’s website:

www.jernbaneverket.no/no/Jernbanen/Stasjonssok

A list of stations on the Internet is currently available only in Norwegian, but pictograms make it possible for others to find useful information on this web site. The list of stations on Internet is constantly being revised.

3.6.1.1.1 Stations overview

An overview of passenger facilities and data of tracks and platforms of all stations and stops is shown in Annex 3.6.1.1.

3.6.1.1.2 Selected Stations

An alphabetical overview with maps, passenger facilities, schematic track diagrams and data of tracks and platforms of selected stations is shown in Annex 3.6.1.2.

3.6.2 Freight terminals

General Information

The geographical location, a more detailed description of the freight terminals and contact details are contained in the following Annexes:

  • 3.6.2.1 Intermodal freight terminals
  • 3.6.2.2 Conventional wagon load terminals
  • 3.6.2.3 Harbour terminals
  • 3.6.2.4 Timber terminals
  • 3.6.2.5 Industrial tracks
  • 3.6.2.6 Sidings

The ownership of railway freight terminals in Norway is mainly divided between NSB AS and NNRA, but there are other owners as well. At most terminals the ownership is divided as follows; NNRA owns one of the loading lanes and NSB the rest. Some terminals are owned completely by NSB, NNRA or others.

Further details of the ownership of the individual terminal and the services that are offered are evident in the description of each individual terminal.

Harbour Terminals are generally owned by the Harbour Authorities of the cities or councils.

Some terminals are owned by industrial companies. These are to some extent available for several users.

Services that are provided at the terminals:

Services by NNRA:

The services that are provided by NNRA at the terminals are generally limited to access to tracks and loading lanes.

NNRA does not offer any services beyond this. At certain terminals, agreements have been entered into with terminal operators which, on behalf of NNRA, can offer services on NNRA’s tracks and loading lanes. The scope of the services offered varies from one terminal to another.

Services offered by the RU RailCombi AS:

For services offered by RailCombi AS at the railway terminals see www.cargonet.no.

Services that are provided at the Harbours

For further information, contact the individual harbour or go to the harbour’s website on the internet.

3.6.3 Marshalling Yards and train formation facilities, including shunting facilities

CF. Annex 3.6.3.1 and 3.6.3.2

3.6.4 Storage sidings

Cf. Annex 3.6.2.6

3.6.5 Maintenance facilities

Further information about addresses and contracts is provided in chapter 5; Services. See also the list in Annex 3.6.5.1 Service Facilities and Salvage Rolling Stock and 3.6.5.2 Workshops, Marshalling Yards and Cleaning Facilities.

3.6.6 Other technical facilities, including cleaning and washing facilities

3.6.6.1 Wheel Damage Detectors

Wheel damage detectors are available at the following locations:

  • Sørlandsbanen Line – between Gulskogen Station and Mjøndalen Station
  • Dovrebanen Line – between Lundamo Station and Ler Station
  • Nordlandsbanen Line – between Skatval Station and Langstein Station

The results of the measurements are registered by a separate computer at the Control Centres in Drammen and Trondheim. Alarms are sent to the RUs directly or via the “DROPS” system. An Internet solution has been established - when access is required, contact OSS.

3.6.6.2 Wagon Weighbridge

Wagon weighbridges are available at the following locations:

  • Åndalsnes
  • Steinkjer 6)

3.6.6.3 Deicing facilities

Deicing facilities are available at the following location:

  • Alnabru Freight Terminal

The facility shall be able to service 4,000 metres of freight train per day.

3.6.7 Refuelling facilities

3.6.7.1 Diesel

The facilities for refuelling that are shown in the list in Annex 3.6.5.1 are all designed for refuelling with diesel fuel.

Contact

For NSB’s facilities, contact NSB AS.

For NNRA’s facilities, contact OSS: oss@jbv.no.

3.6.8 Other facilities

No other facilities are offered.

3.7 Infrastructure Developments

Reference is made to NNRA’s “Handlingsprogram for Jernbaneverket 2014-2023” that is a follow up of the White Paper No. 16 (2008 – 2009), National Transport Plan 2010-2019 (NTP) and the decisions by the

Norwegian Parliament (Storting).

1)
RIV GB (Tafel 1.2) tilbys ikke på Bergensbanen, strekningen Haugastøl-Myrdal.
2)
GB (UIC 506/pr EN 15273-1) tilbys ikke på Bergensbanen, strekningen Haugastøl-Myrdal.
3)
GB is not offered on the Bergensbanen line, Haugastøl-Myrdal section
4)
The size of the National Rail Administration curve deflection for the infrastructure means that restrictions on rolling stock will be considerably less than provided for through UICs, ENs and TSIs
5)
Cf. the train Operating regulations Chapter III, 1.5, c.
6)
Is not operative. Removal is planned.
ns2016en/infrastructure.txt · Sist endret: 2017/03/21 08:42 (ekstern redigering)