This Ch. provides information on the infrastructure of Bane NOR’s rail network and other railway infrastructure linked with this rail network, and which is provided to anyone that has access to operate services on this rail network. Supplementary information on Ch. 3 can be found in the Annexes to the Network Statement.
Banedata and Register of Railway infrastructure (RINF) include information on infrastructure in this chapter.
The intention is to cover RUs existing and new information requirements in connection with the planning of their train production.
The Network Statement does not provide sufficient information on infrastructure properties with a view to specifying, designing or constructing vehicles that are compatible with the Bane NOR infrastructure. To meet such requirements, please see the Jernbaneverket document Supplementary information and regulations, Ch. 1.
Information on linked private railway infrastructure is only covered insofar as Bane NOR possesses information about it.
The geographical scope and restrictions of the rail network are shown in a line map – cf. Annex 3.2.1.
There are four border crossings between Norway and Sweden. These are described in the table below – cf. Annex 3.2.1. None of these border crossings involves a change of track gauge.
Passing the national border involves a change in the visual signalling system.
|Neighbouring country IM|
|Neighbouring country’s administration|
|Trafikverket – Head office:|
|Postal adress: Röda vägen 1, S-781 89 BORLÄNGE, SE|
|Telephone: +46 771 921 921|
|Norwegian Customs and Excise|
|Postal adress: PB 8122 Dep., N-0032 OSLO, NO|
|Telephone: +47 228 60 312|
Norway has no rail network in the traditional sense, apart from the rail network administered by Bane NOR. There is a small number of privately owned tracks and lines. These tracks are mentioned in the Network Statement as they may be used in connection with the rail network administered by Bane NOR.
Passing the domestic branch points may involve changing loading gauge, axle load, power supply system, signalling system, etc.
Linked tracks and lines – cf. Annex 22.214.171.124.
Sidings – cf. Annex 126.96.36.199.
In a number of instances, Bane NOR has chosen to remove points between the rail network and sidings that have not been used for a long time. Any RUs that would like such points to be re-established should contact Bane NOR’s OSS function: email@example.com
For information on the rail network of relevance to vehicles, please see the Bane NOR document Technical Rules, , Supplementary information and regulations Please see Bane NOR’s infrastructure database, “Banedata”, for a summary of infrastructure properties sorted by geographical area.
Please contact the OSS to order data from this database: firstname.lastname@example.org
Please see Bane NOR’s sidings database for further information on (private) sidings.
Please contact the OSS to order data from this database: email@example.com
The rail network is mostly made up of single tracks. However, double tracks have been established on most of the routes closest to Oslo. There are parallel railway lines on just a small number of sections – cf. Annex 3.2.1.
The only track gauge for the rail network and linked public and private tracks is 1435 millimetres (4’ 8½”).
Line map – cf. Annex 3.2.1. See Route description for the rail network.
The true distance between the individual stations on a railway line can be found in Bane NOR’s graphic route for the section in question. Distances are specified in kilometres. See: Grafiske togruter
Graphic routes can be downloaded free of charge.
The length of railway tracks at stations are shown in the Network Statement, annex Stations, Route description for the rail network and Bane NOR’s graphic routes.
International static reference contours
The rail network, with all its track sections, satisfies the following international static reference contours:
RIV Minimum standard profile (Table 1.1)
RIV GA (Table 1.2)
RIV GB (Table 1.3)
G1 (UIC 505-1/prEN 15273-1)
GA (UIC 506/prEN 15273-1)
GB (UIC 506/prEN 15273-1)
International kinematic reference contours
In the same way as for the static profiles G1, GA and GB , all line sections satisfy the corresponding kinematic reference contours.
Combined transports according to UIC 596-6
The maximum permitted size of combined transports (Combined Transport Profile Number, CTPN) for the individual line sections is shown in the Line map – cf. 188.8.131.52.
To ensure maximum utilisation of the Norwegian gauge profile, in particular the curve deflection according to which our lines are constructed, the following national gauge has been established:
184.108.40.206.2. The gauge may be offered on all line sections.
International loading gauges for semitrailers and containers, P/C 410, etc. and P/C 80, etc. are applicable on the lines shown – cf. Annex 220.127.116.11.1.
Regarding loading gauges on tracks that are not in use, contact firstname.lastname@example.org If operating trains which exceed the loading gauge is stated is desirable, an application for specialised transport must be sent to Bane NOR, cf. section 4.7.1. Applications are sent to email@example.com
Domestic map – cf. Annex 18.104.22.168.1.
Domestic map – cf. Annex 22.214.171.124.2.
Tabular summary of determinative gradients and for graphic presentation of vertical profiles – cf. Annex 126.96.36.199.
According to Traffic rules for the rail network, the maximum speed limit for passenger trains is 210 km/h, and 100 km/h for freight trains. Line speed profiles by line – cf. Annex 188.8.131.52.
|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|
|No. of axles||Speed||Brake operating conditions|
|48||max. 210 km/h||R|
|52||max. 160 km/h||R|
|60||max. 130 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|
Bane NOR provides electricity for the running and heating of trains. Map showing all electrified lines in Norway – cf. Annex 184.108.40.206.
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 rail network is typically characterised by large distances between supply points and small, distributed converter stations.
For trains with converter traction systems, experience shows that software developed for use of the same stock in continental Europe often has to undergo subsequent optimisation with regard to functionality on the train itself and in order to avoid an acceptable power oscillations between the train and the power supply.
See Technical Rules, Supplementary information and regulations, Ch. 8. https://trv.jbv.no/wiki/Rolling_stock/Supplementary_information_and_regulations
The power supply of the rail network is divided into capacity classes as shown in the map – Maximum train current: Power consumption – cf. Annex 220.127.116.11.
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 involving 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 current limitation according to EN 50388 in the event of low catenary voltage.
On some lines, the available power is a limiting factor with regard to capacity utilisation, cf. Route description for the rail network, Strekningsbeskrivelse for jernbanenettet, kapittel 2.3.
Current during use of regenerative braking
The power supply of the rail network is divided into capacity classes as shown in the map – Maximum train current: Regenerative braking – cf. Annex 18.104.22.168 Electrified lines.
The height of the catenary varies from 4600 to 6200 mm. Sections of the railway network have a higher minimum height. Please contact Bane NOR for further information on this.
The catenary’s deviation from the centre of the track is nominally 400 mm and in severe winds maximum 700 ± 50 mm for old contact lines and 550 ± 30 mm or 500 ± 30 mm for newer contact lines.
The profile of the pantographs is defined in Teknisk regelverk, bok 540, kapittel 4 og 5.
Limits for forces between the pantograph and the catenary are specified in Technical Rules, book 542, Ch. 5. Limits for aerodynamic balancing of pantographs are specified in Technical Rules, Supplementary information and regulations, Ch. 8, Annex e. The contact lines are dimensioned for a wind load of at least 30 m/s perpendicular to the catenary.
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 permitted. In this case, separate acceptance from Bane NOR is required for the various routes.
Supplementary regulations: Teknisk regelverk, Supplementary information and regulations, kapittel 8, appendix e
Cf. Train Operation Regulations, Ch. 9.
Signalling systems include signals, interlocking systems and line block systems and apply to stations, level crossings, landslide warning systems, etc.
The signalling systems must signal to trains whether they can run on the line in question. The interlocking systems must secure safe routes for trains in motion. In order to show a “go sign”, the route after the signal must be checked and guaranteed clear of other trains, signals in the opposite direction must show a “stop sign” and all points must be set to the correct position for the chosen route.
Cf. Train Operation Regulations, Ch. 5 – Annex 22.214.171.124.b
Centralised traffic control is a system that monitors traffic electronically. In the centralised control office, the traffic controller – who monitors 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 use centralised traffic control.
Coverage map – cf. Annex 126.96.36.199.
Some lines still have a system using manual announcements. This system means that a block post keeper at one station has to make contact by telephone with a colleague at the next station before the train is permitted to leave the station. This ensures that there are never two trains on the same block section at the same time. This section is now reserved for this train and no other activity is permitted until this train has arrived at the next station.
Coverage map – cf. Annex 188.8.131.52.
Cf. Train Operation Regulations Ch. 2, section III.
GSM-R is used as the communication system between trains and traffic controllers.
Communication between the traffic controller, block post keeper and driver is conducted in Norwegian.
Coverage map – cf. Annex 184.108.40.206.
Lines with centralised traffic control on the rail network are equipped with a system for train speed monitoring. The two systems used in 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
If a train passes a red signal, the ATC system will activate the train’s emergency brake and stop the train. If the speed limit is exceeded, a warning signal sounds in the driver’s cab and the speed is reduced. Approximately 90% of all ATC lines are equipped with partial ATC equipment (DATC), which means that speeds are only monitored at signals. Approximately 10% of all ATC lines are equipped with full ATC equipment (FATC), which means that speeds are monitored constantly.
Lines equipped with ATC – cf. Annex 220.127.116.11.
On lines equipped with ERTMS Level 2, a running permit and velocity profile 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 a running permit. If the speed limit is exceeded, a warning signal sounds in the driver’s cab and the speed is reduced. If a train exceeds its End of Authority (EoA), the train is automatically brought to a halt.
FS = Full Supervision
OS = On-Sight
EoA = End of Authority
Lines equipped with ERTMS – cf. Annex 18.104.22.168.
To prevent axle counter faults, only wheels compatible with ERA/ERTMS/033281 are to be used. This is applicable to both Infrastructure (contractors, machinery) and Services (enterprise).
Cf. the Railway Regulations, § 8-8.
The line from Etterstad to Eidsvoll is designed for feeder services to the airport for high speed passenger trains. Except for the transportation of fuel for aircraft, freight trains are normally not allowed to operate on this route.
As of the third quarter of 2015, the Ski-Mysen-Sarpsborg line is equipped with ERTMS Level 2, and version 2.3.0d of the system is 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
Noise restrictions are specified by general Norwegian legislation, cf. the Neighbours Act, the Pollution Control Act and the Planning and Building Act in particular.
Further provisions concerning noise restrictions and other environmental conditions are included in the ATS section 10.2.6.3.
Among other things, local noise restrictions mean that whistles must not be sounded at certain level crossings during the night. These level crossings are signposted.
In connection with the acceptance of vehicles, noise requirements will be a part of the rolling stock acceptance process, cf. Ch. 2.7.
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:
Open toilet systems may not be used when the train is standing at a station or a halt.
Due to the topography in Norway, parts of the rail network are vulnerable to landslides and avalanches of various kinds.
Landslide/avalanche detection systems are installed on the most exposed lines – cf. Annex 22.214.171.124.1.
In rural areas, frequent collisions with animals on the track may sometimes occur. These animals are primarily elk and reindeer – cf. Annex 126.96.36.199.2.
To minimise exhaust emissions in tunnels, it is recommended that the driver should drive as smoothly as possible.
Tunnels more than 2 km long – cf. Annex 3.4.4.
Bane NOR has no bridge restrictions.
Bane NOR has two bridges with special rules for passing trains: the Skansen and Nidelven bridges, both near Trondheim station.
Rail traffic has priority over shipping, and so the normal position for the bridges is “ready for train”. Normal opening hours for shipping are advertised locally in the daily press when a timetable and local shunting plan have been prepared and actioned by Bane NOR.
Information on bridge opening times can be found on the Port of Trondheim website: http://trondheimhavn.no/bruapningstider.aspx
All lines are essentially open to rail traffic round the clock.
Any regular closures or restrictions due to inspections and maintenance work will be reported by the IM as part of the capacity allocation process, cf. Ch. 4.5.
On lines without centralised traffic control, where stations are staffed by a block post keeper to the necessary extent, the staffing (and thus the opening hours) could be determined by the need for infrastructure capacity reported in connection with the capacity allocation process.
Route requests for additional trains, which may require extra station staff, must therefore be placed well in advance.
The line from Eina to Dokka is currently closed.
Bane NOR has not applied a classification system for stations.
Information on all stations, see the annex Stations.
A summary of public facilities, a map, information on train heating systems and tracks and platforms for all stations is shown in the annex Stations. Schematic track plans for selected stations are also provided better.
The geographical location of freight terminals, a more detailed description and contact details are provided in the following annexes:
Services provided at the terminals:
Bane NOR’s services:
Bane NOR’s range of services at the rail terminals is generally limited to access to tracks and loading lanes.
Bane NOR offers no services beyond this. At certain terminals, agreements have been entered into between Bane NOR and terminal operators which allow terminal operators to offer services on Bane NOR tracks and loading lanes. The scope of the services offered varies from one terminal to another.
Information on services at freight terminals:
The service is available at railway terminals, see www.godsterminaler.no
Services provided at ports:
For further information, contact the port in question or visit the port’s website.
See the list in Annexes 188.8.131.52 and 184.108.40.206.
See the list in Annex 220.127.116.11.
Further information about addresses and contacts is provided in Ch. 5 Services. See also the list in Annex 18.104.22.168 Additional technical areas and emergency rolling stock, and 22.214.171.124 Workshops, marshalling yards and cleaning facilities.
Wheel damage detectors are available at the following locations:
acoustic detectors (for bearing damage) are available at the following locations:
Alarms are sent to the RUs directly or via the “DROPS” system.
Wheel damage detectors and acoustic detectors are linked to a central monitoring system Fleet One, which is owned and run by Bane NOR. RUs themselves have to carry out regular monitoring themselves. All passes indicate the status of wheel bearings and flat spots on the train’s wheels. RUs themselves are responsible for exploiting the benefits from this. Bane NOR will receive alarms when the flat spot alarm exceeds a defined threshold. The train will then be asked to reduce its speed or stop, depending on the degree of severity.
In instances in which the infrastructure is damaged, the system will be used to assess who is responsible for the damage.
The system is available via a web interface known as FleetONE. If access is required, use the following URL: http://hsd.jbv.no/FleetOne/ and click on “Register” in the top right-hand corner.
RUs are responsible for ensuring that all trains/wagons are registered with an RFID in accordance with applicable principles for RFID structure. The aim of this is to identify wagons in the monitoring system and hence provide clear, fast notification to the train companies in the event of flat spots and/or bearing damage. It is particularly critical for traffic controllers to provide fast response to trains in the event of high flat spot alarms.
Hot box detectors are available at the following locations:
The results of these measurements are processed at each individual installation and transferred to a SQL database at Marienborg in Trondheim every time a train passes.
Alarms are passed directly to the Central Region train controller via a separate interface, who then stops the train and passes on the information to the RU. Data is not available via a web interface at present.
Wagon weighbridges are available at the following locations:
Deicing facilities are available at the following location:
This facility must be able to service 4000 metres of freight train per day.
Deicing services are available on other terminals.
Bane NOR has no port facilities linked with railway activities.
Bane NOR has no relief facilities.
See the list in Annex 126.96.36.199.
The refuelling facilities shown in Annex 188.8.131.52 are all designed for refuelling with diesel.
No other facilities are offered.
Summary of infrastructure development can be found on the Bane NOR customer portal, see http://www.jernbaneverket.no/kundeportal/ruter-and-sportilgang/banetekniske-planforutsetninger/
For a summary of long-term infrastructure development, please see Bane NORs action programme:
Handlingsprogram 2014 – 2023
White Paper on the National Transport Plan 2014 – 2023, St. meld. 26 (2012 – 13).