This chapter contains regulations for operations and disruptions to scheduled operations.
TSI Operation and Traffic Management (TSI-Ope): https://lovdata.no/dokument/SF/forskrift/2012-06-19-564
Regulation on health requirements for operational railway personnel and signals on trains: https://lovdata.no/dokument/SF/forskrift/2019-06-12-721
Bane NOR Traffic Rules for the Rail Network (TJN): https://orv.banenor.no/orv/doku.php?id=TJN
A description of the infrastructure as a basis for the RU’s line book (see TSI-Ope 184.108.40.206.2.1) can be accessed at Route description for the rail network: https://orv.banenor.no/sjn/doku.php?
The description of the infrastructure will be gradually incorporated into a new electronic system; TRASÉ
RUs are obliged to comply with Bane NOR’s applicable traffic rules and other operating rules applicable to the rail network. Bane NOR may grant dispensations from the traffic rules in special circumstances. Dispensations may not be granted for rules pursuant to TSI-Ope. Applications must be submitted to Operations and Technology, Safety and Quality at Bane NOR.
See the assessment instruction.
Bane NOR uses the assessment instruction as a basis when preparing Bane NOR’s traffic rules, but the assessment instruction does not limit Bane NOR’s right to decide on amendments in accordance with authority granted by laws and regulations.
Amendments to the traffic rules that are made as a necessary consequence of implementation of regulatory requirements, such as the common European rules in TSI-Ope, will not normally be subject to consultation under the auspices of Bane NOR. In such instances, a consultation will be held by the authority which establishes the regulation.
Descriptions of technical facilities, local procedures or installations will not normally be subject to consultation. The same is true of amendments to these.
Bane NOR requires RUs to have transport management which is immediately available at the times of the day when trains operate.
The transport management must have all authorisations allowing them to make decisions for the purpose of being able to bring abnormal situations to a close so that any negative effects of the abnormality are as minor and as short-lived as possible.
RUs must provide Bane NOR with necessary contact information for their own transport management. RUs are responsible for ensuring that this contact information is kept up to date at all times.
Any changes to contact information will be reported to firstname.lastname@example.org. Changes will be updated within 14 days of being reported.
See the Norwegian Railway Regulations, Section 10-4.
In the event of disruptions, it is in the common interest of Bane NOR and the RUs to restore the intended rail services, punctuality and regularity as quickly as possible. Possible measures for achieving this include prioritising trains, cancelling trains and rerouting trains.
Good punctuality and regularity are important requirements for Bane NOR’s and the RUs’ reputations and financial situations and are a crucial requirement for achieving the best possible capacity utilisation.
One crucial requirement for good punctuality is that agreed planning requirements must be met, see section 220.127.116.11. This is particularly important in the Eastern Norway region and in the vicinity of Bergen, Stavanger and Trondheim, where there is heavy railway traffic and a high level of rail network capacity utilisation. This must be taken into consideration in the short-term route planning.
Critical delays in a capacity context will vary according to the different line sections and depend on a number of factors such as distances between passing loops, the length of passing loops, the type of safety installation, etc., as well as capacity utilisation and technical requirements for routes.
Of the above causes related to technical requirements for routes, critical delays in the Oslo area are defined as delays in excess of 3 minutes.
The purpose of priority rules is to provide guidelines for uniform responses and hence predictability in the handling of irregularities.
Based on experience and a comprehensive evaluation, a train controller must make sure that the services are returned to normal as quickly as possible (general reduction in irregularities).
Where necessary, the train controller must ensure coordination and corresponding prioritisations with other affected central control areas. This is particularly important for trains that are run in transit through the Oslo area.
Officers in the service areas must work in cooperation with relevant RUs to compile action cards to the extent necessary to ensure that major service irregularities are handled consistently.
Detailed prioritisation rules are determined simultaneously with the timetable in question.
The following guidelines have been provided for use by Bane NOR’s operational traffic control in order to restore designated rail services as quickly as possible in the event of disruptions.
Fundamentally, trains that are on time must continue to be on time.
Taking into account the rotation of vehicles and the impact of this rotation on implementation of the timetable means that this principle must sometimes be abandoned.
The further guidelines for exceptions are related to the timetable valid at any given time and are issued by Bane NOR just before each new timetable period. The RUs will be informed of the planned formulation of these guidelines during their participation in the capacity allocation process.
Train controllers may depart from operational guidelines when this is deemed to be justified. The train controller’s authority can be found in TJN Section 5.3: In certain situations, train controllers may deviate from the traffic rules for the railway network (TJN). This applies to situations in which there is a risk to life or health or where necessary to resolve or avoid a deadlocked traffic situation and there is no increased risk. Train controllers must clearly state which rules are being deviated from. Provisions that state that the rule originates from TSI-OPE cannot be deviated from and where it is stated that the provision originates from Annex A, deviations may not occur in lines with ERTMS.
See the Norwegian Railway Regulations, Section 10-4.
Section 10-4 of the Norwegian Railway Regulations states that if disruptions arise in rail services because of technical faults or accidents, Bane NOR must implement all necessary measures to restore the normal situation; as well as the other situations in which Bane NOR can or must undertake measures as a consequence of disruptions, including Bane NOR’s ability to withdraw infrastructure capacity and requisition the RU’s vehicle in order to restore the normal situation.
When the right of requisition is exercised, the net operation-related costs will only be approved if the RU subject to the requisition, or any other party for which the RU is liable, is not responsible for the cause of the irregularity that has given rise to the requisition.
The costs of exercising Bane NOR’s right of requisition are charged to the party that causes the disruption to rail services.
See the Norwegian Railway Regulations, Section 9-5.
Predicted problems in the form of reduced infrastructure capacity must be resolved on the basis of the same prioritisation criteria as in the case of congested infrastructure, but in such a way that service trains running for the purpose of helping to restore the limited infrastructure capacity are given priority over other trains.
Bane NOR and the RUs involved can agree jointly on a different solution.
See the Norwegian Railway Regulations, Section 9-5.
When infrastructure capacity is limited, the same prioritisation criteria apply as when the infrastructure has been declared to be congested, but in such way that service trains running for the purpose of helping to restore the limited infrastructure capacity are given priority over other trains.
For routes and irregularities for which Bane NOR has compiled action cards, these will be followed unless all the parties involved can jointly agree to a different solution. Bane NOR has established an action card group with representatives from the traffic management centres in Oslo and Drammen, as well as participants representing RUs. The action cards are reviewed annually together with the RUs and adapted for the new timetable each year.
By “limited infrastructure capacity”, we mean that it is not possible to run the rail services intended for the line in question, e.g. because centralised traffic control on the line has failed, points cannot be used or just one track can be used on a double line.
Pursuant to the Safety Management Systems Regulations, Section 4-7, fifth paragraph, the IM is responsible for ensuring that its own emergency response plans and the emergency response plans of other RUs operating on the rail network are coordinated; and, pursuant to the fourth paragraph, for ensuring that the emergency response measures are coordinated with the relevant public authorities.
Emergency response analyses for objects and routes provide central guidelines for emergency response analyses/plans by the railway companies.
Bane NOR has described its emergency response system linked with unwanted incidents in accordance with the Safety Management Systems Regulations. This description indicates Bane NOR’s principles for dimensioning and prioritisation.
Bane NOR has an emergency response portal (Bane NOR Emergency Response) containing information about emergency response, and this can be accessed at https://orv.banenor.no/beredskap/doku.php
A password is required to log in to the Emergency Response Portal. To get a password, send an email to email@example.com
In accordance with the Railway Infrastructure Regulations, Section 3-11, third paragraph, Bane NOR must store communications in connection with traffic management securely and for a sufficient time in relation to the need for any potential investigation of railway accidents, serious railway incidents and railway incidents.
Bane NOR logs and stores all such communications. This is applicable to all communication on the train radio network.
These communications will be played back in the following instances:
- in the event of railway accidents and serious railway incidents requiring review
- in order to check communication discipline
The purpose of storing these communications is linked to safety management in order to help clarify accidents and incidents.
Everyone involved in playback must exercise caution in respect of confidentiality and maintaining privacy.
Separate administrative procedures have been prepared for use in connection with railway accidents and serious railway incidents.
TIS is a network-based program that supports international administration of railway traffic by supplying real-time data relating to international trains. Relevant data is obtained directly from Bane NOR systems. IMs send data to TIS, where all the information from the various IMs is collated and combined so that it is possible to track the running of a train from departure or the initial destination to the final destination. This permits transboundary monitoring of the train, from start to finish.
RUs and terminal operators are also able to access TIS. They are invited to participate in the RNE TIS Advisory Board: all members of this board are given full access to TIS data if they are involved in the same train operations. If RUs and the terminal operators are not members of the RNE TIS Advisory Board, mutual agreements may be signed between the individual RUs and between the RUs and terminal operators.
TIS can be accessed for free. If you would like a user account, please send your enquiry to RNE TIS Support: firstname.lastname@example.org
More information can be found at http://tis.rne.eu