See the Railway Regulations, Ch. 6. The Railway Regulations are based on EU Directive 2012/34, but neither this directive nor the associated regulation EU/2015/909 on how direct costs are to be calculated has been incorporated in the EEA agreement as at 01.09.2019.
The charging principles for the basic service package can be summarised as follows:
a) The charges are set at the cost arising as a direct consequence of the rail service in question; see the Railway Regulations, § 6-2 (3). Like a number of other infrastructure managers in Europe, Bane NOR has used marginal costs based on econometric calculation in line with the regulation in question.
b) These charges may reflect the lack of capacity in an identifiable part of the rail network during periods of congestion – see the Railway Regulations, § 6-2 (4)
c) Environmental costs pursuant to the rail service in question, including noise, may be taken into account – see the Railway Regulations, § 6-2 (5)
There are some exceptions to the general provisions:
d) Full coverage of the IM’s costs can be accepted if the market can withstand this and if this is consistent with principles relating to efficiency, transparency and equality – see the Railway Regulations, § 6-3.
e) In the case of special investment projects, the long-term cost of such projects can be taken into account. The sharing of risk associated with new investments can also be taken into account – see the Railway Regulations, § 6-2 (7)
f) Discounts designed either to stimulate new services or encourage traffic on underused line sections – see the Railway Regulations, § 6-4
Bane NOR establishes all of the above charging elements pursuant to the Railway Regulations, § 6-2 (1). It will be possible to differentiate between different markets on the basis of the Railway Regulations, § 6-2 (2). However, equal treatment for the same services must be practised within each individual market. Discount schemes may also be introduced in accordance with the Railway Regulations, § 6-4, but these can only apply to charges levied for a specific part of the infrastructure.
In line with EU Regulation 2015/909, Article 6, Bane NOR has selected an econometric method for calculating the direct unit costs/marginal costs linked with supplying the basic service package and access to service facilities. For further information, please see the Bane NOR implementation plan that was submitted to the Norwegian Railway Authority on 14 July 2017.
Performance improvement schemes have been implemented from 1 January 2017 and revised on 1 January 2018, see section 6.5. See also Annex 4 to the ATS.
The charging principles for services can be summarised as follows:
If the services are subject to adjustment to charges in compliance with the provisions of the Railway Regulations § 6-9 (2) or (3), the charge for these cannot exceed the cost of providing the service in question, with addition of a reasonable profit. See section 6.1.3 for further details.
Bane NOR has established a reservation charge for capacity allocated; see section 6.4.2.
See the Railway Regulations, §§ 6-2 – 6-5.
The basic service package includes the services listed in Ch. 5.2. These will be priced on the basis of points a), b) and d) above. Bane NOR is working on the basis of NOI TSI to assess both an incentive scheme and the use of charging in order to make a rapid transition to low noise composite brakes. A proposal for a scheme will be submitted for consultation prior to implementation.
See the Railway Regulations, §§ 6-2 and 6-9 (2).
Access to/from Bane NOR’s main tracks to/from service facilities as described in the Network Statement, Ch. 5.3 is priced according to marginal costs on the part of Bane NOR in the same way as the basic service package, see Ch. 6.1.1. This is applicable regardless of who owns the service facility.
Please see also Bane NOR’s catalogue of services, which was compiled for the Ministry of Transport and Communications in connection with the railway reform.
See the Railway Regulations, § 6-9 (2).
Bane NOR establishes charges for the use of services at Bane NOR’s service facilities as described in Ch. 5.3, and at most these can be priced at the cost charged for performing them (also referred to here as the production cost), including a reasonable profit. The production cost includes all actual direct and indirect costs involved in producing the service, as well as capital costs attributable to the offering of the service. The calculation includes all goods purchases, payroll costs, production costs and capital costs that can be assigned either directly or indirectly to the production of the service.
Indirect costs will be costs for activities linked with accounting, recovery, payment of salaries, audits, personnel services, HSE, ICT services, post, archiving and central switchboard services, etc. The concept of cost also includes capital costs, i.e. costs of equipment and calculative interest costs; in other words, the returns that Bane NOR could alternatively achieve by placing the funds corresponding to (net) investment amounts (after depreciation) in the market. The cost, which is used as a basis for the charge, is therefore independent of the form of finance selected (use of borrowing or equity).
The definition of “reasonable profit” as stated in the Railway Regulations § 1-3 letter h) is used as a basis. Charging must be relative to the actual scope of use of the service.
The basis for charges for stations and stabling facilities is described in a separate documentation report; the
See the Railway Regulations, § 6-9 (3).
Bane NOR sets charges for the use of additional services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit, as indicated in section 6.1.3.
See the Railway Regulations, § 6-9 (3).
Bane NOR sets charges for the use of ancillary services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit. Otherwise, these services will be priced at market conditions.
Using other services requires a separate agreement with Bane NOR or whoever provides the service, and the charge will be set out in the relevant agreement. As a rule, other services provided by Bane NOR to RUs will be priced at market conditions.
Cf. the Railway Regulations, Ch. 6.
See the Railway Regulations, Ch. 6 (§§ 6-1 to 6-5), Directive 2012/34/EU and the Commission Implementing Regulation 2015/909/EU.
The charges consist of a number of components, three of which are linked with the use of the infrastructure and one is linked to the use of capacity on an overloaded part of the rail network. The track charge (charge for use of the infrastructure) is also specified for passenger and freight traffic respectively, as well as various market areas within these fields.
This charge gives RUs entitlement to the basic service package as defined in the ATS, section 9.1.1.
The charges for access to the basic service package (see the Railway Regulations, §§ 4-1 and 6-2) and access to service facilities must be set at the cost arising “as a direct consequence of the rail service in question”. On the basis of EU Regulation 2015/909, Bane NOR is of the opinion that the term “direct consequence” can be replaced by a marginal cost principle on the basis of an economic analysis. Furthermore, the regulation uses a “mandatory clause” (§ 6-2 (3)), and this is understood as a minimum payment, unless the exceptions in the regulation apply.
Bane NOR has performed an econometric analysis on the basis of costs linked with corrective (remedying faults) and preventive maintenance of the infrastructure and traffic load measured in gross tonne-kilometres. This is in line with EU regulation 2015/909. Both costs and traffic load are measured for each line number for the years 2014-2016. The econometric model takes into account the fact that the lines have different technical designs in the form of the number of point switches, tunnels, speeds, etc. The model is logarithmic and operates with two products/services, passenger railway traffic and freight railway traffic . The estimation of the cost elasticities and thereby the marginal costs is carried out using the ordinary least squares method, often referred to as OLS in literature. This method was selected as it provided the best correlation between estimated and actual costs. The calculations are documented in the Bane NOR implementation plan dated 14.07.2017. This plan forms the basis for the charging rates specified in section 6.3.1.
Track sections – track division
The marginal costs are not constant throughout the entire network. The marginal cost calculations confirm this. The table below shows the suggested division into sections that can be combined with the above market differentiation.
Division of tracks in Norway
|Oslo local||Drammen - Asker - Lysaker – Oslo S – Etterstad – Gardermoen – Eidsvoll|
|Lysaker – Asker; Oslo S – Grefsen|
|Oslo S – Lillestrøm - Eidsvoll|
|Oslo S – Ski – Rakkestad|
|Ofoten Line||Narvik – Riksgrensen|
|Other sections||Eidsvoll – Hamar – Lillehammer|
|Ski – Fredrikstad – Sarpsborg – Halden – Kornsjø (Vestre linje)|
|Drammen – Tønsberg – Skien|
|Drammen – Hokksund – Kongsberg – Kristiansand – Stavanger|
|Skien – Hjuksebø – Notodden|
|Nelaug – Arendal|
|Hokksund/Roa – Hønefoss – Bergen|
|Myrdal – Flåm|
|Grefsen – Roa – Gjøvik|
|Lillehammer – Dombås – Trondheim|
|Lillestrøm – Kongsvinger – Riksgrensen|
|Trondheim – Hell – Riksgrensen/Bodø|
|Kongsvinger – Elverum|
|Hamar – Elverum – Røros – Støren|
|Dombås - Åndalsnes|
The Railway Regulations, § 6-2 (4), provide a basis for a supplement to the charge so that it reflects the lack of capacity in an identifiable part of the rail network. For a capacity price to have a genuine effect, the line section must be used by a number of train companies/groups. If only one train company/group operates, this nevertheless has to prioritise which trains it does and does not want to operate. Their capacity cost is then already internalised in the train company’s/group’s own business administration. If there are a number of train companies/groups on the same section, any capacity cost is not internalised. The purpose of a capacity charge is to internalise the capacity cost in the train companies’/groups’ own business administration. This brings about consistency between socio-economic and business-related correct allocation of capacity. The capacity charge is similar to congestion charging on roads.
The supplement is an indicator that transport of greater value will be given priority over transport of less value in conflicts where the prioritisation criteria do not necessarily give the same results. The charge is not based on the capacity costs (congestion charging) applied by an RU to others in the geographical area in question. The charge is determined based on a professional assessment, and it should form no obstacle to passenger train companies operating in rush hour, but it should also encourage freight traffic to choose times outside of the rush hour.
Only in the Oslo area should a lack of capacity result in a capacity price. It has been reported that Oslo Tunnel is congested during defined rush-hour periods. The charge is applicable to all applicants and all types of train; also including empty trains getting into position.
The capacity charge will be invoiced for trains arriving at Oslo S during the morning rush hour and trains departing from Oslo S during the evening rush hour in accordance with the timetable. Rush hours are defined as follows for Monday to Friday inclusive:
The charge can also take into account the environmental costs – including noise – generated by railway traffic for third parties. Bane NOR has been unable to identify good solutions for establishing charges relating to environmental costs, but setting charges for noise resulting from old brake technology will be assessed in greater detail. Positive incentives will also be assessed in this context.
Surcharges will be established in order to achieve full cost coverage in accordance with the Railway Regulations § 6-3 in markets that are able to stand this. Full cost coverage is understood to mean coverage of both fixed and variable (indirect and direct) operating and maintenance costs. The charges cannot have greater surcharges so that one or more market segments “drop out”. Bane NOR has analysed the market segments for which this is relevant. The regulations provide more detailed rules on how the market segments can be divided up. Bane NOR have assessed the market areas of relevance in a Norwegian context on the basis of observations of which products/product groups are transported on freight trains, along with the destinations of passengers. These areas are based on separation between freight traffic and passenger traffic.
The figure below shows the areas assessed.
For documentation, please see the stated implementation plan and a separate report on the surcharges. This work has been verified by Oslo Economics in their report dated 25.06.2018. Market segmentation must be reviewed at least every five years.
Within freight services
In a Norwegian context, industrial system trains are separated out as a separate market area from the combination/wagon load segment. However, there are varying abilities and desires to pay more than the marginal cost within this segment (timber, ore and dangerous goods) as well.
1) The timber industry operates on tight financial margins, and there will be a major risk of loss of traffic if the charges are set higher than the marginal cost.
2) A similar situation will also apply to the transport of dangerous goods. There is also a desire society for such products to be transported by rail rather than by road.
3) Ore businesses have traditionally had a major ability to pay. This transport has also faced infrastructure charges previously when trains were operated with axle loads in excess of 25 tonnes.
Within passenger services
As stated in the Railway Regulations, § 6-3, there is a difference between the traffic included in agreements with governmental and/or regional traffic agencies and where a payment is linked for the service(s) – referred to here as “Purchase agreement” – and other passenger services. Product groups that are included in the service packages that the Norwegian Railway Directorate has announced or will be announcing for tender are defined in the “Purchase agreement” segment.
Within other passenger services, there is differentiation between train products that have a feeder function to the main airport at Gardermoen * in the area between Gardermoen and Drammen – referred to here as “Main airport” – and other passenger transport. Feeder functions from/to areas north of Gardermoen are not included in this market segment.
* The Norwegian Railway Inspectorate has decided on 23 May 2019 that this charge is not in accordance with the Railway Regulations. Bane NOR does not agree with this decision and has submitted an appeal to the courts in order to examine the legality of the decision.
On the basis of the principles of competition neutrality in each individual case, Bane NOR wishes to agree possible discounts in accordance with the Railway Regulations, § 6-4, in order to promote new services. These agreements will specify the period and scope of the discount.
Section 6-4 of the regulation also provides the opportunity to give a time-limited discount in order to encourage traffic on significantly underused sections. Bane NOR has worked on the basis of the Norwegian Railway Directorate’s summary of track usage throughout the day. The regulation specifies that it is not enough for it to be underused; it has to be significantly underused. It is understood that “significantly” should mean that the track capacity is below 50% throughout the day.
Bane NOR provides freight services with incentives to increase the use of the following track sections/stretches of track by issuing a discount on track charges linked with the smallest package on the track sections/stretches of track in question. In order to ensure that the discount provides the correct stimulus to the market, Bane NOR is of the view that it should be significant and apply for a sufficiently long period that it ensures predictability. The level of the discount is determined on the basis of Bane NOR’s knowledge of the market and contact with operators in it. This discount is set at 75% and will remain in force up to and including 2025 on the following track sections that satisfy the above definition of “significantly underused”:
1. All diesel sections
a. Kongsvinger – Elverum
b. Hamar – Elverum – Røros – Støren
c. Dombås – Åndalsnes
d. Trondheim – Hell – Storlien/Bodø
2. The Sørlandet Line, on the Kongsberg – Kristiansand – Orstad (Ganddal) section
3. The Dovre Line, on the Eidsvoll – Dombås – Åndalsnes/Heimdal/Brattøra sections
4. The Roa – Hønefoss and Hønefoss – Hokksund sections
This will be in addition to whatever emerges from the implementation plan; the sample calculation in section 6.3.1. no discount will be given on other non-specified track sections and/or stretches of track.
a. Operation of rescue trains, firefighting trains, assistance trains, service trains and other trains used for inspection or maintenance of the railway infrastructure, as well as trains for the purpose of transporting equipment or materials to be used in connection with works on or beside the IM’s own infrastructure
b. The necessary travel for “running in” new infrastructure, test runs for type approval of new rolling stock and necessary travel linked with local historian travel on new infrastructure
c. Operation of museum trains under the museum’s own auspices. Such operations must not inconvenience other traffic. If the museum trainers charted by a third party, the charge will be paid as for other trains.
d. Shunting and parking of railway vehicles (rolling stock)
e. Transportation of converter units to and from workshops and between converter stations
For the other railway-related services – see the Railway Regulations, § 6-9 – the charges are based on the cost charged for performing the specific service. Bane NOR has used 4 % interest as reasonable profit. What is included in the cost of providing these services is discussed in greater detail in section 6.1.3.
All charges are specified exclusive of value-added tax, and Bane NOR invoices include value-added tax.
Charges after the implementation period (2020 charges) – Paragraph references relate to the Railway Regulations
|Track section||Basic charge (§ 6-2 (3))||Capacity charge|| Surcharge for the following market areas (§ 6-3) -
Applicable from R19
|Passenger trains (Øre per gross tonne-kilometre)||Freight trains (Øre per gross tonne-kilometre)||§ 6-2 (4) (NOK per train)||PSO (Øre per gross tonne-kilometre)||Main airport (Øre per gross tonne-kilometre)||Ore and minerals (Øre per gross tonne-kilometre)|
Oslo local is defined here as the sections Drammen-Eidsvoll, Oslo S-Grefsen and Oslo S-Ski-Rakkestad. Not to be confused with the train products in the area.
PSO* = Public Service Obligation
In 2021, the charges for all train types will be 100% of the rates in the above table (Charges after the implementation period (2020 rates) – The paragraph reference is related to the Railway Regulations) and will also be adjusted in accordance with Statistics Norway’s price index for the operation and maintenance of road systems; see section 6.6.
The tables below show what will happen to the invoiced amount for a passenger train and a freight train:
R11: Eidsvoll-Larvik: double set and morning rush hour (one train) (2020 charges)
|Price range||Section||Km||Train weight||Rate||Amount|
|Oslo local||Eidsvoll - Oslo S||65,91||440||1,05||304|
|Oslo S - Drammen||51,50||440||1,05||237|
|Other sections||Drammen - Larvik||103,30||440||1,58||719|
|Total basic price||1 261|
|Oslo local||Eidsvoll - Oslo S||65,91||440||2,23||647|
|Oslo S - Drammen||51,50||440||2,23||505|
|Other sections||Drammen – Larvik||103,30||440||4,06||1 845|
|Total Mark-ups||2 997|
|Oslo local||Capacity price||1||540,61||541|
|Total amount invoiced||7 794|
Combination train Alnabru-Brattøra – 44 TEU (one train) (2020 charges)
|Price range||Section||Km||Train weight||Rate||Amount|
|Oslo local||Alnabru- Lillestrøm||12,23||950||0,51||59|
|Lillestrøm - Eidsvoll||46,91||950||0,51||227|
|Other sections||Eidsvoll - Brattøra||485,1||950||1,14||5 254|
|Total basic price||5 540|
|Implementation reduction 2021||0 %||-|
|Discount (Basic = Track price + Implementation reduction)||75 %||-3 940|
|Total amount invoiced||1 600|
The train weights are estimated in the tables, but Bane NOR uses actual train weights in billing on the basis of the following sources:
a) where the wagon recording assignment is submitted to Bane NOR digitally in a format that can be imported into TIOS
b) where the wagon recording assignment does not meet the condition in section a), the train weight will be taken from TPS
c) if the train weight is unknown, a default value will be used
Access to Bane NOR’s service facilities is priced in accordance with the marginal cost principle. For stations, the charge is included in the basic service package, see Ch. 6.3.1 above, as the stations are located at main tracks. For freight terminals, the charge is not included in the basic package as these are linked to main tracks via sidings; see 18.104.22.168. This is also applicable to access to other parties’ service facilities.
Access to freight terminals under the auspices of Bane NOR is priced in accordance with the marginal cost. Bane NOR has not had an economic model appropriate for cost charges for services of this type. In order to estimate the size of current operating and maintenance costs related to freight terminals and storage sidings, Bane NOR used the cost figures for Alnabru as representative for older terminals, and Ganddal as representative for newer terminals. This gave an annual average cost of NOK 650 per metre in 2018 charges for combination/wagon load terminals, excluding tied-up capital. Based on the track lengths at the terminals, the costs for each individual terminal were thus calculated. Based on the number of calls per terminal, the marginal costs for access to freight terminals were estimated using the ordinary least squares method. This is set out in chapters 2.5 and 3.2.2 of Bane NOR’s Service Catalogue prepared in 2016.
The costs for timber terminals will be significantly lower.
The charges for the following combination/wagon load terminals are:
Charges for access to combination/wagon load terminals (2020 charges)
|Terminal||Charge per train arrival|
|Mo i Rana||275|
The charges for the following timber terminals are:
Charges for access to timber terminals (2020 charges)
|Terminal||Charge per train arrival|
Charges will only be applied to departure terminals and trains travelling at least 5 kilometres from this.
Based on previous agreements on the development of the ore terminal at Narvik terminal (Fagernes), the access charge for this will comprise two elements, namely:
Charges for access to the ore terminal in Narvik (2020 charges)
|Ore terminal - Fagernes||Charge per train arrival|
|Direct cost (cf. § 6-2 (3))||2 745|
|Investment/demolition cost (cf. § 6-2 (7))||1 330|
The charges in 2021 will be adjusted in accordance with Statistics Norway’s price index for operation and maintenance of road systems; see section 6.6. The capital cost will not be adjusted as a nominal interest rate is used as a basis.
All services at freight terminals are provided by prequalified operators contracted by the RUs themselves. The operators’ charges can be found on their websites:
Access to stations is included in the price of the basic package. Services specified in 5.3 are priced at the cost charged for performing the service, including a reasonable profit. The charges for station services for the individual stations are set for each section; and in 2021, based on 2020 charges, these will be:
Charges for station services (2020 charges)
|Charge range||Section||Charge per arrival|
|Oslo-Akershus||Asker - Oslo S - Lillestrøm - Gardermoen/Dal - Eidsvoll||80|
|Østfold||Loenga - Ski - Mysen/Moss - Halden||70|
|Vestfold||Asker- Drammen - Tønsberg/Kongsberg - Nordagutu||85|
|Hedmark-Oppland||Rauma-, Gjøvik-, Dovre- [Eidsvoll - Hjerkinn] og Kongsvingerbanen||100|
|Bergen Line||Hokksund - Hønefoss - Bergen||115|
|Sørland Line||(Nordagutu) - Stavanger||65|
|Nordland Line||(Steinkjer) - Bodø||115|
|Trønder Line||(Hjerkinn) - Steinkjer||100|
|Solør-Røros||Røros- og Solørbanen||115|
Note: Square brackets  mean “from station” and “to station”. Regular brackets () mean stations “after” or “before” the station referred to
A sample calculation for a passenger train is shown below:
R11: Eidsvoll-Larvik (one train) - 2020 charges
|Charge range||Section||Number of stops||Rate||Amount|
|Oslo lokal||Eidsvoll - Oslo S||5||80||400|
|Oslo S - Asker||4||80||320|
|Asker/Vestfold||Asker - Larvik||9||85||765|
The charges in 2021 will be adjusted in accordance with Statistics Norway’s price index for operation and maintenance of road systems; see section 6.6.
Access to Bane NOR’s holding sidings is priced in accordance with the marginal cost and is included in the basic service package.
Stabling of rolling stock for freight is not priced at the moment. Bane NOR will devise practical solutions in consultation with the RUs.
Stabling (i.e. parking) of passenger trains will be priced at the cost charged for performing the service, including a reasonable profit.
The charge varies from stabling area to stabling area. The stabling/parking cost is made up of two elements:
As for freight terminals, Bane NOR has no specific accounting data for the individual stabling areas as regards operation and maintenance. As this involves largely the same activities as at freight terminals, the same cost per metre is used here as a basis; NOK 650 per metre, in 2018 charges.
In connection with the Bane NOR opening balance, the stabling areas are included in the valuation. Book values as at 1.1.2017 are used.
The need for stabling is also established in connection with the capacity allocation process. The charges are initially a one-year “subscription” and are set on a per-metre basis. Only two stabling areas, Lodalen and Drammen, will be used by several train companies. The charges for these two stabling areas are also based on subscriptions, determined on the basis of the number of hours ordered.
Subscription charges for stabling/parking (2020 charges)
|Stabling areas||Annual charge per metre||Hourly charge per metre|
|Skien / Borgestad||3 735|
|Agder og Rogaland|
|Mo i Rana||705|
As regards stabling, Bane NOR bills the individual RUs on the basis of vehicle length.
The charges in 2021 will be adjusted in accordance with Statistics Norway’s price index for operation and maintenance of road systems; see section 6.6.
Additional services must be priced as described in section 6.1.4.
The allocation of energy costs is made either by means of measured energy consumption on the train or on the basis of reported gross kilometre tonnage travelled. The price of electricity consists of the following main elements:
Provision of electricity/traction current is a supplementary service. the other costs referred to in the bullet points here are included in the minimum service package.
The tariffs applicable at any time are available on the Bane NOR customer portal. When services are requested by or offered to several parties, Bane NOR will set charges and publish these on its website.
RUs pay a fixed annual rent for each preheating facility.
The tariffs applicable at any time are also available on the Bane NOR customer portal. All charges are excluding VAT.
Applications may be submitted to Bane NOR if there is any need to construct new preheating facilities. When such applications are received, Bane NOR will assess whether such facilities should be established, and if so how they will be funded. RUs that initiate construction of new preheating facilities must make advance payment on rental for the use of these for three years.
Ancillary services must be priced as described in section 6.1.5.
Other services must be priced as described in section 6.1.6.
Non-usage charges are included in reservation charges, cf. section 6.4.2.
See the Railway Regulations, § 6-7.
The purpose of the reservation charge is to make it clear that unused track capacity has an alternative use/value, either in the form of use by another RU or for maintenance of the infrastructure by the IM. Reservation charges are levied for allocated infrastructure capacity that is cancelled or not used by the applicant. The applicant may be an RU or another infrastructure capacity applicant pursuant to the Railway Regulations, § 1-3, letter j). The infrastructure capacity applicant is obliged to pay the reservation charges levied. Reservation charges are not levied on IMs for the IM’s own transport for maintenance of the infrastructure, etc., see the Licensing Regulations, § 23 (1), second sentence.
The reservation charge is set on the basis of information on allocated infrastructure capacity and the recorded time of cancellation in BEST or non-usage with code 85 in TIOS. Reservation charges are levied for cancelled or unused parts of allocated infrastructure capacity, including capacity allocated as part of the ad hoc process, and only for reasons where the applicant is directly responsible and which were entered with a code for the applicant or RU in TIOS. If the train companies disagree with the cause codes, they may complain in accordance with the dispute resolution procedure set out in the first section of chapter 6.5.
The following reservation charges are levied:
|Period||Passenger services||Freight services|
|Between 59 and 15 days before the planned departure time from the rail-head station||30 % of track charge||30 % of track charge|
|Between 14 and 72 hours before the planned departure time from the rail-head station||60 % of track charge||60 % of track charge|
|< 72 hours before the planned departure time from the rail-head station||100 % of track charge||100 % of track charge|
Passenger services = Passenger trains
The track charge in the table includes all defined charge elements in section 22.214.171.124 and is calculated on the basis of the planned route and train weight.
Allocated infrastructure capacity can be cancelled free of charge up to 60 days before the train’s departure time. Cancellations or non-usage taking place after this time will be subject to reservation charges in accordance with table 6.10. Allocated infrastructure capacity cannot be cancelled less than 72 hours before the train’s departure time. The full track charge will also be applied to trains that do not operate and that have not been cancelled prior to the planned departure time.
No reservation charges will be levied in the event of acute incidents occurring. These will come under the performance scheme; see section 6.5.
See the Railway Regulations, § 6-2 (8)
At the present time, Bane NOR does not wish to provide an incentive scheme linked with ETCS equipment beyond what has already been established via the agreement on 50% coverage of RUs’ installation costs.
See the Railway Regulations, § 6-6.
A scheme for improving performance, including a dispute resolution scheme, has been incorporated in ATS annex 4, and will be applicable from 1 January 2017. The scheme is not applicable to driving as stated in Ch. 126.96.36.199, or to trains without routes, including side dump cars.
Once a year, Bane NOR will publish annual average performance levels achieved by RUs on the basis of the most important agreed parameters in the performance scheme.
A temporary compensation scheme for freight traffic valid until 1 March 2021 has been established.
The purpose of the performance scheme is not just to impose penalties when the agreed performance level is not achieved, but also to provide incentives to achieve greater operational stability or a higher performance level. Furthermore, the individual incidents are what affect the parties’ costs, along with passengers’ travel costs and product owners’ transport costs. The scheme must be easy to understand and the parties must perceive the financial consequences of problems more directly, along with improvements in operational stability.
The scheme is based on absolute values for hours of delay and cancellations, and where the payment begins as of the first recording of an incident. It is suggested that passenger train cancellations are counted as of the first recorded cancellation. It applies a linear model in order to calculate the size of the performance scheme:
YBN = Bane NOR’s payment to the train companies
YTS = The train companies’ payment to Bane NOR
yBN = rate per minute/cancellation for Bane NOR
yTS = rate per minute/cancellation for the train companies
k = code in TIOS
t = train number included in the performance scheme Fkt = delay minutes/cancellations per train (t) with cause code (k)
Freight trains will be kept outside the scheme linked with cancellations until the compensation scheme has been replaced. The following cause codes are included in the scheme:
The following NOK rates for 2020 charges are applicable to:
|Delays||Bane NOR:||Passenger trains||NOK 65,00 per minute; i.e. NOK 3 900,00 per hour|
|Freight trains||NOK 35,00 per minute; i.e. NOK 2 100,00 per hour|
|Train companies:||Passenger trains:||NOK 95,00 per minute; i.e. NOK 5 700,00 per hour|
|Freight trains:||NOK 45,00 per minute; i.e. NOK 2 700,00 per hour|
|Cancellations||Bane NOR:||Partial cancellation:||NOK 2 705,00 per cancellation|
|Full cancellation:||NOK 5 430,00 per cancellation|
|Train companies:||Partial cancellation:||NOK 3 380,00 per cancellation|
|Full cancellation:||NOK 6 760,00 per cancellation|
These NOK rates were calculated using data for the years 2014-2016, where a review was carried out of the financial impact of different rates on train companies and Bane NOR. The size of the rates in the performance scheme have been set in relation to the income from infrastructure fees (track charges) and in accordance with the ceiling imposed by the performance scheme. At the same time, the size of the perceived risk of loss to the parties and a desire to stimulate greater operational stability were also taken into account.
Please see also the Railway Regulations, § 6-6. The regulations require that “… must not place the financial viability of a service in jeopardy”. Therefore, the following maximum values have been established and are applicable to all parties:
The rates in 2021 will be adjusted in accordance with Statistics Norway’s price index for operation and maintenance of road systems; see section 6.6.
The Ministry of Transport and Communications has resolved to introduce a temporary support scheme for freight services on the railways. The goal is to boost the competitiveness of the railway in anticipation of measures included in the freight component of the National Transport Plan for 2018-2029 taking effect. The scheme is administered by the Norwegian Railway Directorate. See the following link to the Directorate’s website: https://www.jernbanedirektoratet.no/no/jernbanesektoren/stotteordning-for-godstrafikk-pa-jernbane/.
Alternative transport compensation is a unilateral compensation scheme that aims to cover a share of the passenger train companies’ costs for alternative transport in relation to Bane NOR’s planned maintenance and expansion activities. This scheme is based on Bane NOR covering 80 per cent of costs for buses/taxis in the event of planned cancellations.
The purpose is to incentivise efficient project implementation by Bane NOR and efficient solutions for alternative transport for the train companies. The alternative transport compensation scheme is limited to only planned cancellations that correspond to cause code 5 ‘Planned cancellations’ in TIOS. These cancellations should primarily be included in the planning process for the timetabling process and established through this. An overview of planned cancellations is available via Bane NOR’s customer portal - specifically in ARBIS.
There is a need for annual charge adjustments between the four-yearly updates of calculated marginal costs and the establishment of new charge levels. Bane NOR uses Statistics Norway’s cost index for operation and maintenance of road systems. The charge adjustment itself will be undertaken according to the following principle:
Percentage change in charges
|From 2018 to 2019||From 2019 to 2020||From 2020 to 2021|
|Price index (t-1) q. 2||162,5||171,0||175,7|
|Price index t q. 2||171,0||175,7||n.a|
|Percentage change year t to year t+1||5,2 %||2,7 %||n.a|
This means an adjustment to charges in arrears and provides predictability for RUs as the price level is known for 4 years at a time and adjustment of the following year’s charges will be completed in the third quarter of the previous year. At the same time, it will be possible to monitor the index throughout the year.
Bane NOR plans to commence a review/audit of the full charging structure during the course of 2020. Further details will be provided to rail companies and other affected parties by means of the consultation related to Network Statement 2022 and the consultation related to Network Statement 2023.
Infrastructure charges on the rail network are set and levied by Bane NOR within the scope of the Railway Regulations, §§ 6-1 and 6-5, and the Directive 2012/34/EU with any later amendments and additions.
These changes must fall within the framework drawn up in the Railway Regulations, Ch. 6.
Relevant users will be notified in writing of changes to charges for access to and services at service facilities, and changes to charges for additional services and ancillary services at a consultation at which RUs will be given a deadline of at least three months in which to comment.
Any changes to charges as a consequence of requirements stipulated by an enforceable judgement or market surveillance will be implemented immediately with no consultation.
See the Railway Regulations, § 4-1.
Invoiced amounts and data are placed on the Bane NOR Customer Portal.
Billing occurs on the 15th of each subsequent month.
Regardless of who is being billed, RUs are obliged to provide the necessary information for calculating the value of the service. If RUs fail to supply the necessary information, Bane NOR may set the value based on its own judgement.
When an invoice is based on reporting from RUs themselves, Bane NOR may request the data for their own report.
Bane NOR may establish more detailed guidelines on invoicing.
Contact for queries relating to invoicing:
Bane NOR SF, Customers and Services
P.O. Box 4350
NO-2308 Hamar, Norway
Information that all RUs are required to provide
The gross weight for all trains must be reported regularly. Completed wagon record, see TJN, Ch. 4, and ADR/RID 2015, which are considered to constitute satisfactory reporting.
The wagon record must be submitted in an electronic format as stipulated by Bane NOR. See Annex 2
Payment terms (including non-payment)
Payment must take place within 30 days. Interest on arrears will be charged on overdue payments, see the Act relating to interest on overdue payments, § 2.
If an RU fails to pay, Bane NOR will be entitled to withdraw train paths allocated to the RU. Such withdrawal of train paths may only take place in the event of major payment default.