This chapter 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 Jf. Commission Implementing Decision No 2014/880/EU of 26 November 2014 on the common specifications of the register of railway infrastructure
The intention is to cover RUs’ new and existing 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 Bane NOR document Technical Rules, 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 – see Annex 3.2.1.
There are four border crossings between Norway and Sweden. These are described in the table below – see 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|
|Trafikverket - Swedish Transport Administration|
|Neighbouring country's administration|
|Trafikverket – Head office:|
|Postal address: Röda vägen 1, S-781 89 BORLÄNGE, SE|
|Telephone: +46 771 921 921|
|Norwegian Customs and Excise|
|Postal address: PB 8122 Dep., N-0032 OSLO, NO|
|Telephone: +47 228 60 312|
Norway has no rail network, in the traditional sense, other than the rail network administered by Bane NOR. There are a small number of tracks and lines in private ownership. 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 – see Annex 126.96.36.199
Sidings – see Annex 188.8.131.52.
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: 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 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 only a small number of sections – see 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 – see Annex 3.2.1. See Route description for the rail network and TRASÉ
The true distance between the individual stations on a railway line can be found in Bane NOR's route diagram for the section in question. Distances are stated in kilometres. http://www.banenor.no/kundeportal/ruter-og-sportilgang/grafiske-togruter/
Route diagrams can be downloaded free of charge.
The length of railway tracks at stations are shown in the Network Statement, annex 184.108.40.206 Stations
International reference contours
The rail network, with all its track sections, satisfies the following international reference contours (both static and kinematic specification):
G1 (UIC 505-1/prEN 15273-1)
GA (UIC 505-1/prEN 15273-1)
GB (UIC 505-1/prEN 15273-1)
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 – see Annex 220.127.116.11.1
International loading gauges for containers and semitrailers, up to P/C 410, etc. and up to P/C 80, etc. are applicable on the lines shown in Annex 18.104.22.168.1.
To ensure maximum utilisation of the Norwegian infrastructure, in particular the curve deflection according to which our lines are constructed, the following national gauge has been established:
In case of trains which exceed the stated loading gauges, an application for special consignments must be sent to Bane NOR, see section 4.7.1. Applications are sent to firstname.lastname@example.org
Domestic map – see Annex 22.214.171.124.1.
Domestic map – see Annex 126.96.36.199.2.
Tabular summary of determinative gradients and for graphic presentation of vertical profiles – see Annex 188.8.131.52.
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 – see Annex 184.108.40.206.
This chapter has been removed.
Bane NOR provides electricity for the running and heating of trains. Map showing all electrified lines in Norway – see Annex 220.127.116.11.
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.
For supplementary information, please see Technical Rules, Supplementary information and regulations, Ch. 8.
The power supply of the rail network is divided into capacity classes as shown in the map – Maximum train current: Power consumption – see Annex 18.104.22.168.
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, see Route description for the rail network, Ch. 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 – see Annex 22.214.171.124 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 Technical Rules, book 540, Chs. 4 and 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: Technical Rules, Supplementary information and regulations, Ch. 8, Annex e.
See Traffic Rules for the Rail Network, Ch. 8.
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.
See Traffic Rules for the Rail Network, Ch. 5 – Annex 126.96.36.199.
Centralised traffic control refers to systems where traffic is monitored and controlled electronically from a centralised traffic control centre. 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.
The two operating forms using remote control are:
On stretches with centralised traffic control, permission to proceed is issued using proceed signals on the main signal. The train attendant on board a passenger train is responsible for verifying the proceed signal, cf. TJN section 6.8, no. 4 https://orv.banenor.no/orv/doku.php?id=tjn:Kapittel_6 , and they must have route knowledge and appropriate expertise to do this.
On stretches with ERTMS, permission to proceed is issued to the driver using the train’s onboard equipment (DMI).
Coverage map – see Annex 188.8.131.52.
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 – see Annex 184.108.40.206.
See Traffic Rules for the Rail Network, Ch. 2, section III.
GSM-R is used as the communication system between trains and traffic controllers.
Coverage map – see Annex 220.127.116.11.
Traffic controllers, block post keepers and drivers communicate through the medium of Norwegian.
Routes with centralised traffic control and routes with ERTMS have automatic speed monitoring in place, and trains must be equipped with onboard equipped for speed monitoring in order to operate on these routes.
On stretches with centralised traffic control: ATC = Automatic Train Control
On stretches with ERTMS: ETCS = European Train Control System
The element of the signalling system on routes featuring centralised traffic control that monitors the train’s speed and activates the train’s brakes if the speed limit is exceeded. ATC may be FATC (full speed monitoring) or DATC (partial speed monitoring). The functionality of DATC is limited to driving against the main signal when on ‘Stop’, excess speed across the first switch on the approach route, individual speeds across deviating switches on exit routes, and any temporary speed restrictions codes into balises deployed for this purpose.
Approx. 90% of all ATC routes have partial ATC equipment (DATC).
Approx. 10% of all ATC routes have full ATC equipment (FATC).
Lines equipped with ATC – see Annex 18.104.22.168.
On lines equipped with ERTMS Level 2, a running permit and velocity profile are sent from the safety installatins to the train via GSM-R. In normal driving mode (FS/OS), a train cannot run without having received a running permit. The train brakes automatically if the permitted speed is exceeded. 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 – see Annex 22.214.171.124.
To prevent axle counter faults, only wheels compatible with ERA/ERTMS/033281 are to be used.
See the Railway Regulations, § 8-8.
Restrictions at Romeriksporten
Freight trains carrying dangerous goods are not permitted to enter Romeriksporten when there are passenger trains in the tunnel.
Restrictions in culverts at Gardermoen Station
Scheduling of freight trains to pass through the culverts at Gardermoen Station (Oslo Airport) must not be included in the annual timetable. Freight trains must present a few obstacles as possible to other rail traffic scheduled in the timetable.
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, see 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, see Ch. 2.7.
The toilets must be kept locked in densely populated areas. 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 – see Annex 126.96.36.199.1.
In rural areas, frequent collisions with animals on the track may sometimes occur. These animals are primarily elk and reindeer – see Annex 188.8.131.52.2.
The overview indicates where the strongest winds have been measured (from the nearest weather station), in locations less than 20 km from the railway.
See Route description for the rail network (SJN) – Report on lines vulnerable to wind in Norway.
It is recommended that drivers drive as smoothly as possible so as to minimise exhaust emissions in tunnels.
Tunnels more than 2 km long – see 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 included under Trondheim Station.
Railway 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:
All lines are essentially open to railway traffic round the clock.
Any regular closures or restrictions due to inspections and maintenance work will be reported by the IM as part of annual and operational capacity allocation, see Ch. 4.5.
On lines with announcements, 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 annual and operational capacity allocation.
The line from Eina to Dokka is currently closed to traffic.
Bane NOR has not applied a classification system for stations.
Information on all stations, see Annex 184.108.40.206 Stations.
A summary of public facilities, a map, information on train heating systems and tracks and platforms for all stations are shown in Annex 220.127.116.11 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.
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:
See https://www.banenor.no/kundeportal/jernbanen-i-norge/infrastruktur/godsterminaler/ for railway terminal offerings
Services provided at ports
For further information, contact the port in question or visit the port’s website.
See the list in Annex 18.104.22.168.
See the list in Annex 22.214.171.124
Further information about addresses and contacts is provided in Ch. 5 Services. See also the summary in Annex 3.6.5 Service facilities and emergency rolling stock, and Annex 126.96.36.199 Marshalling yards, stabling and workshops.
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, FleetONE, 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. When instructions have been received from the train controller, the train has to reduce its speed or stop, depending on the degree of severity. This is also applicable to future monitoring systems where very critical states are detected that would cause serious damage to the infrastructure if the train fails to stop or reduce its speed.
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: http://hsd.jbv.no/FleetOne/
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.
Bane NOR is increasing its focus on predictive maintenance. As part of this initiative, train companies must report wheel statuses to Bane NOR at regular intervals, at least once every quarter. FleetONE can be used for this.
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.
Bane NOR has no port facilities linked with railway activities.
Relief facilities for contingency terminals. There are relief facilities at the following locations:
For conditions relating to use of the contingency terminals, see Chapter 188.8.131.52.
See the list in Annex 3.6.5.
The refuelling facilities shown in Annex 184.108.40.206 are all designed for refuelling with diesel.
No other facilities are offered.
See the Railway Regulations, § 5-1 (4)
RNE has worked in consultation with IRG-Rail and the railway sector to prepare a Common Template for Service Facilities. This template includes information on conditions for access to service facilities and for tenders relating to services at these facilities, as well as necessary technical information.
This specified information, in accordance with the template, from any party running service facilities that are not controlled by IMs must be submitted to IMs in the form of a link to a website where this information can be accessed electronically and free of charge, or in writing so that IMs can publish the information in an annex to the Network Statement.
Bane NOR must publish this information on 1 June 2019.
See the Railway Regulations, § 5-2, letter c), second sentence, etc.
A summary of planned infrastructure measures and the need for track access for the next four years can be found on the Bane NOR customer portal, see http://www.banenor.no/kundeportal/ruter-og-sportilgang/banetekniske-planforutsetninger/
For a summary of long-term infrastructure development, please see the railway sector's Handlingsprogram 2018 - 2029 Action Programme 2018 – 2029. White Paper on the National Transport Plan 2018 – 2029, Nasjonal transportplan 2018 – 2029 St. meld. 33 (2016 – 2017).