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 email@example.com
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 Jernbaneverket’s infrastructure. With regard to this need, reference is made to Jernbaneverket’s document, Technical Rules, “Supplementary Information and regulations”, Ch. 1.
Information about connected (private) railway infrastructure is only covered when Jernbaneverket possesses information about it.
The geographical extent of the railway network is shown on line maps – cf. Annex 3.2.1.
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|
|Website : www.trafikverket.se|
|Directorate of Customs and Excise (NO )|
|Mail addr.: PB 8122 Dep., N-0032 OSLO, NO|
|Tel.: +47 228 60 300|
Norway has no railway network in the traditional sense except the network that is managed by Jernbaneverket. There are a few tracks and lines owned by private interests. As these can be used in connection with the network managed by Jernbaneverket, 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 220.127.116.11. Connected sidings – cf. Annex 18.104.22.168.
Jernbaneverket 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 Jernbaneverket: firstname.lastname@example.org.
For information about the national railway network which is relevant to rolling stock, reference is made to Jernbaneverket’s document, Technical Rules, “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: .
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: .
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.
The track gauge of NNRA’s rail network in Norway together with connected private tracks is exclusively 1435 millimetres (4´ 8½”).
Line Maps – cf. Annex 3.2.1. See the Route Manual for the Jernbaneverket network.
True distance between the individual stations on a railway line may be found in Jernbaneverket’s route diagram for the individual lines. The distance is listed in kilometres. Cf.:
Route Diagrams may be downloaded at no cost.
The length of the track on the stations is specified in Jernbaneverket’s “The Route Description” and Graphical routes.
International static reference contours national railway network, covering all of its lines, satisfies the following international static reference contours:
G1 (UIC 505-1/prEN 15273-1)
GA(UIC 506/prEN 15273-1)
GB(UIC 506/prEN 15273-1)
International kinematic reference contours As for the static profiles G1, GA and GB 6 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 22.214.171.124.
National Gauges To be able to utilise the Norwegian profile to the maximum, and in particular the curve deflection 7 according to which our lines are constructed, the following national profile limitations have been established:
Dynamic Gauge NO1 prEN 15273 and furthermore the conditions which this gauge is based on – cf. Annex 126.96.36.199.2. Jernbaneverket will offer the gauge on all national lines
Wagon gauge for high closed wagons equivalent to “multipurpose” can be offered on the lines according to conditions – cf. Annex 188.8.131.52.3. 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 184.108.40.206.1
Regarding loading gauges on the Flekkefjordbanen line and other railway lines that are not in use, contact email@example.com.
If it is desirable to operate trains with larger loading gauges, an application to Jernbaneverket for special transport is required. Ref. 4.7.1 – send to: firstname.lastname@example.org
Domestic maps – cf. Annex 220.127.116.11.1.
Domestic maps – cf. Annex 18.104.22.168.2.
Tabular summary of the maximum characteristic / ruling gradient and for graphic presentation of the vertical profiles - cf. Annex 22.214.171.124.
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 126.96.36.199.
|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|
|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|
Jernbaneverket provides electrical energy for operation and heating of trains. Maps presenting all electrified lines in Norway – cf. Annex 188.8.131.52
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, “Supplementary information and regulations”, Ch. 8.
The system is subdivided into various capacity classes as shown in the map – Maximum Train Current: Tractive Mode; cf. Annex 184.108.40.206
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 Jernbaneverket 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 220.127.116.11 Electrified Lines.
The contact wire height varies from 4600 to 6200 millimetres. Sections of the railway network have increased minimum height. For further details contact Jernbaneverket.
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 and 5.
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 Technical Rules, Supplementary information and regulation, 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 Jernbaneverket is required for the various routes.
Supplementary regulations: Technical Rules, Supplementary information and regulations, Ch. 8, appendix e (available at www.jernbaneverket.no).
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.
Cf. the Train Operation Regulations, Ch. 5 - Annex 18.104.22.168.
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 22.214.171.124.
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 126.96.36.199.
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 188.8.131.52.
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
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 184.108.40.206.
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.
Lines equipped with ERTMS – cf. Annex 220.127.116.11.
As defined in EU Directive 2001/14, art. 24 - cf. Annex 1.3.
The line from Etterstad to Eidsvoll has been constructed for high speed passenger trains. Except for the transport of fuel to airplanes, freight trains are normally not allowed to operate on this route.
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
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 point 10.2.6.1 , cf. Annex 1.3.
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.
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 on a halt.
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 18.104.22.168.1.
In rural areas, there are sometimes frequent collisions with animals on the track. It consists primarily of elk and reindeer - cf. Annex 22.214.171.124.2.
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.
There are no bridge restrictions.
Jernbaneverket 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 Jernbaneverket.
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 8 , 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.
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.
Jernbaneverket 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 Jernbaneverket’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.
An overview of passenger facilities and data of tracks and platforms of all stations and stops is shown in Annex 126.96.36.199.
An alphabetical overview with maps, passenger facilities, schematic track diagrams and data of tracks and platforms of selected stations is shown in Annex 188.8.131.52.
The geographical location, a more detailed description of the freight terminals and contact details are contained in the following Annexes:
The ownership of railway freight terminals in Norway is mainly divided between NSB AS and Jernbaneverket, but there are other owners as well.
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 Jernbaneverket:
The services that are provided by Jernbaneverket at the terminals are generally limited to access to tracks and loading lanes.
Jernbaneverket does not offer any services beyond this. At certain terminals, agreements have been entered into with terminal operators which, on behalf of Jernbaneverket, can offer services on Jernbaneverket’s tracks and loading lanes. The scope of the services offered varies from one terminal to another.
Information about offers on Intermodal terminals:
Services at the freight terminals, see www.godsterminaler.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.
CF. Annex 184.108.40.206 and 220.127.116.11
Cf. Annex 18.104.22.168
Further information about addresses and contracts is provided in chapter 5; Services. See also the list in Annex 22.214.171.124 Service Facilities and Salvage Rolling Stock and 126.96.36.199 Workshops, Marshalling Yards and Cleaning Facilities.
Wheel damage detectors are available at the following locations:
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.
Wagon weighbridges are available at the following locations:
Deicing facilities are available at the following location:
The facility shall be able to service 4,000 metres of freight train per day.
See list in Appendix 188.8.131.52
The facilities for refuelling that are shown in the list in Annex 184.108.40.206 are all designed for refuelling with diesel fuel.
For NSB’s facilities, contact NSB AS. For Jernbaneverket’s facilities, contact OSS: email@example.com
No other facilities are offered.
Reference is made to Jernbaneverket’s Handlingsprogram for Jernbaneverket 2014-2023. The White Paper about National Transport Plan 2014 - 2023, Stortingsmelding 26 (2012-13).