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 to Chapter 2 can be found in the Annexes to the Network Statement.
Banedata og Register of Railway infrastructure (RINF) inneholder informasjon om infrastruktur i dette kapittelet. 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, Chapter 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 line 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 is shown in the Network Statement, Annex 184.108.40.206 Stations
International reference contours
The rail network, with all its track lines, 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 should be submitted 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. Speed profiles by line – see Annex 184.108.40.206.
The train lengths permitted for each line and train path are determined as part of the capacity allocation process.
The maximum length depends on a number of things, including the length of passing tracks, as well as platforms where passenger trains will stop for boarding and leaving trains.
Bane NOR provides electricity for the running and heating of trains. Map showing all electrified lines in Norway – see Annex 220.127.116.11.
Bane NOR owns the refuelling facilities for fuel (diesel) and is responsible for the operation of these. See Annex 3.6.9
The nominal system voltage is 15,000 volts (RMS) alternating current for all electrified lines. The nominal frequency is 16 2/3 Hz for all electrified lines.
The rail network power supply 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 acceptable power oscillations between the train and the power supply.
For supplementary information, please see Technical Rules, Supplementary information and regulations, Chapter 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, Chapter 2.3.
Power 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, Chapter 5.
Limits for aerodynamic balancing of pantographs are specified in Technical Rules, Supplementary information and regulations, Chapter 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 permitted train speed. In this case, separate acceptance from Bane NOR is required for the various routes.
Supplementary regulations: Technical Rules, Supplementary information and regulations, Chapter 8, Annex E.
See Traffic Rules for the Rail Network, Chapter 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.
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 train controller – who monitors traffic on long-distance routes, i.e. over several stations – receives information about the exact position of the train.
Most 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 manager on a passenger train is responsible for verifying the proceed signal, see 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 126.96.36.199.
The first lines on which ERTMS Baseline 3 (version 3.6.0) will be implemented are as follows:
- Nordland Line (Grong) – Bodø / 2022
- Gjøvik Line (Roa) – Gjøvik / 2022
- Bergen Line (Hønefoss) – (Arna) / 2023
- Roa – Hønefoss Line (Roa) – (Hønefoss) / 2023
- (Hokksund) – (Hønefoss) /2023
Some lines still have a system using manual announcements. This system means that a train dispatcher at one station has to make contact by telephone with their 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 line is now reserved for this train and no other activity is permitted until this train has arrived at the next station. The order of the trains is determined by the timetables and the driver has a duty to be aware of the presence of any crossing trains. Changes may be determined by the train controller and communicated in accordance with the rules set down in TJN.
Coverage map – see Annex 188.8.131.52
The communication systems used between trains and the train controllers are:
- radio-based communication makes use of GSM-R and, with the implementation of ERTMS, packet-switched data transfer will be preferred for communication.
- the wired core network, which is IP-based.
Coverage map – see Annex 184.108.40.206.
Communication between train controllers, train dispatchers and drivers takes place in Norwegian.
Public mobile networks are used for the transfer of diagnostic data from trains.
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 220.127.116.11
On lines equipped with ERTMS Level 2, a running permit and velocity profile are sent from the safety installations 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 18.104.22.168.
To prevent axle counter faults, only trains compatible with ERA/ERTMS/033281 may be used.
Please refer to the Technical Rules, Rolling Stock 22.214.171.124 Axle counter systems and TS 50238-3 for specific technical compatibility requirements between trains and axle counters.
Bane NOR intends to use diagnostic data from trains in connection with the targeted and efficient operation and maintenance of infrastructure for increased availability. Implicitly, this involves the sharing of data concerning vehicles with Bane NOR. See ATS, Annex 2.
See the Norwegian Railway Regulations, Section 8-8.
Restrictions at the Romerike Tunnel
Freight trains carrying dangerous goods are not permitted to enter the Romerike Tunnel 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 as few obstacles as possible to other rail traffic scheduled in the timetable.
As of the third quarter of 2015, the Ski – Mysen – Sarpsborg line has been equipped with ERTMS Level 2 and version 2.3.0d of the system is being 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 Chapter 3.4.1.
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. The greatest risk of incidents is associated with high emergency response levels resulting from inclement weather conditions with large amounts of precipitation. Regional landslide/avalanche warnings via www.varsom.no and local landslide/avalanche warnings for railway lines indicate the risk of incidents.
In the route description for the rail network (SJN), the lines most vulnerable to landslides/avalanches have been listed: https://orv.banenor.no/sjn/doku.php?id=strekningsbeskrivelse:tillegg#oversikt_over_rasutsatte_strekninger
Trains operating on these lines must run at on-sight speed if the train radio is roaming via Telenor. Landslide/avalanche detection systems are installed on the most exposed lines – see Annex 126.96.36.199.1.
In rural areas, collisions with animals on the track may often 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. This must be taken into account when securing loads.
See Route description for the rail network (SJN) – Report on lines vulnerable to wind in Norway.
There are no restrictions except those mentioned in Chapter 2.4.4
Freight trains must present as few obstacles as possible to other rail traffic scheduled in the timetable
To minimise exhaust emissions in tunnels, it is recommended that the driver should drive as smoothly as possible.
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.
Train traffic takes priority over shipping. Indicative 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 concerning bridge opening hours can be found on the Port of Trondheim website:
All lines are essentially open to railway traffic around 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 Chapter 4.5.
On lines with announcements, where stations are staffed by a train dispatcher to the necessary extent, staffing (and thus the opening hours) may 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.
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 action programme 2018 - 2029 and the White Paper on the National Transport Plan 2018 – 2029, Report to the Storting no. 33 (2016 – 2017).