See Chapters 4 and 6 of the Norwegian Railway Regulations.
This chapter describes the services which Bane NOR offers its customers and at which prices. The chapter is structured in the same manner as the overview of services in the Norwegian Railway Regulations, Chapter 4, with the exception of services in service facilities, which are addressed in Chapter 7. The services are divided into the following categories:
RUs' use of the services is regulated by Bane NOR’s standard terms and conditions applicable at any time. These standard terms and conditions are specified in the ATS, Annex 1 Standard Terms. See also Annex 2.3.1 ATS
Bane NOR supplies a range of other services to RUs in addition to these services. Further information can be found in Item 5.5.6, but the information does not constitute a legally binding obligation on the part of Bane NOR. Bane NOR will decide which of the other services to offer at any time. There must be a special agreement in place between Bane NOR and RUs for RUs to be entitled to use such other services.
An audit of the charging scheme is currently taking place and the rates are likely to change from and including timetable 2023. The current implementation plan is valid for the 2018-2022 period as a minimum.
See Chapter 6 of the Norwegian Railway Regulations.
Bane NOR determines what to charge for its services on the basis of Chapter 6 of the Norwegian Railway Regulations.
Chapter 6 of the Norwegian Railway Regulations is based on EU Directive 2012/34, but neither the directive nor the associated regulation EU/2015/909 on how charges based on direct costs are to be calculated has been incorporated into Norwegian law via the EEA agreement as of. 12/12/2020. Even though Bane NOR is not obliged to comply with Regulation EU 2015/909, Bane NOR has used the regulations as a reference in the design of the charging scheme.
Bane NOR has determined the charge for the minimum access package on the basis of:
a) Charges based on direct costs, see Section 6-2(3) of the Norwegian Railway Regulations
b) Capacity charge, see Section 6-2(4) of the Norwegian Railway Regulations
c) Mark-up on infrastructure fees, see Section 6-3 of the Norwegian Railway Regulations
d) Discounts, see Section 6-4 of the Norwegian Railway Regulations
Bane NOR establishes all of the above charging elements pursuant to Section 6-2(1) of the Norwegian Railway Regulations.
Access to and from Bane NOR’s main track and to and from service facilities is subject to marginal cost charging in the same way as the minimum access package. This applies regardless of who operates the service facility.
In addition, Bane NOR also has the following schemes linked to the minimum access package:
a) Performance scheme in accordance with Section 6-6 of the Norwegian Railway Regulations
b) Reservation charges in accordance with Section 6-7 of the Norwegian Railway Regulations
Access to services in service facilities and supply of services are charged for on the basis of Section 6-9(2) of the Norwegian Railway Regulations, see Chapter 7.
Additional services are charged for on the basis of Section 6-9(3) of the Norwegian Railway Regulations, see Chapters 5.4 and 5.5.
A list of market segments is relevant to the part of the charges for the minimum access package that is subject to mark-ups on infrastructure fees, see Section 6-3 of the Norwegian Railway Regulations.
It follows from Section 6-3(4) of the Norwegian Railway Regulations that the list of market segments must be included in the network guide and that it must be revised every five years.
The following market segments are relevant to Bane NOR:
This list has been in effect since timetable period 2019 and will be revised no later than for timetable period 2024.
See the Norwegian Railway Regulations, Section 4-1.
RUs are given access to the minimum access package by concluding an ATS with Bane NOR.
The minimum access package includes the following:
a) Processing infrastructure capacity applications
b) The right to use allocated capacity
c) Use of railway infrastructure, including points and crossings
d) Traffic control, including signalling, regulation, processing and communication and gathering of information about rail services
e) Use of power supply equipment for traction current, where available
f) All other information that is necessary to implement or operate the service for which capacity is allocated – this includes electronic announcements, route diagrams and traffic rules issued by Bane NOR, but limited to the lines on which the RU in question is permitted to operate.
Traffic control as referred to in letter d) also includes communication via GSM-R telephone between the train (driver) and the traffic control centre/train controller at stations on lines without centralised control. Other use of GSM-R telephones comes under ancillary services. Any costs associated with traffic management or staffing at stations on lines without line block systems (lines without centralised control) in connection with the operation of both regular trains and extra trains are covered by the minimum access package.
As regards the use of power supply equipment as specified in letter e) (here, access to the catenary system at pantographs), RUs are given the right to use this, where available, by concluding ATSs with Bane NOR. See Annex 188.8.131.52 for information on which parts of the rail network have contact lines.
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. The implementation of such an incentive scheme will only take place when a technical solution approved in the Nordic countries has been identified.
GSM-R equipment for vehicles
RUs are responsible for acquiring GSM-R equipment and ensuring that it is installed properly on board their vehicles. The GSM-R equipment must be compliant with the guidelines specified in Annex 184.108.40.206. The train driver’s terminal must be an 8W cab radio with an external aerial and external power supply, as required by UIC EIRENE.
Bane NOR’s electronic distribution system
RUs themselves are responsible for linking to Bane NOR’s distribution system for announcements (FIDO) and acquiring equipment designed to receive announcements from Bane NOR (PC or tablet). The link must be able to receive announcements prior to departure from the rail-head station and en route at points where it is possible to receive signals from the internet or a mobile network.
Route diagrams for the current timetable period can be downloaded free of charge from the customer portal on the Bane NOR website: https://www.banenor.no/kundeportal/ruter-og-sportilgang/grafiske-togruter/
Access to condition monitoring systems for rolling stock
See Chapter 6 of the Norwegian Railway Regulations.
The charge for access to the minimum access package (see Sections 4-1 and 6-2 of the Norwegian Railway Regulations) and access to service facilities must be set at the cost arising “as a direct consequence of the rail service in question”, see Section 6-2(3) of the Norwegian Railway Regulations. 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 Norwegian railway regulations use a “mandatory clause” 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 and preventive maintenance of the infrastructure and traffic load measured in gross tonne-kilometres. The method is based on determining how costs vary depending on different traffic volumes, based on mathematical and statistical methods. Both costs and traffic load were measured for each line number for the years 2014-2016. The model is logarithmic and traffic congestion is measured based on the gross tonne-kilometres linked to two products/services, namely passenger train traffic and freight train traffic . This means that we measure the relative changes to costs and traffic volume – by how many per cent do costs increase in the event of a one (1) per cent change to traffic volume. This correlation is referred to as cost elasticity.
The fact that the lines have different technical designs in the form of the number of point switches, tunnels, speeds, etc, has been taken into account . The estimation of the cost elasticities is carried out using the ordinary least squares method, often referred to as OLS in literature. The model (III b) was selected as it provided the best correlation between estimated and actual costs. Marginal costs can be determined by multiplying the cost elasticity by the average costs. The calculations are documented in Section 220.127.116.11 of Bane NOR’s implementation plan dated 14/07/2017. This plan forms the basis for the charging rates specified below in Section 5.3.3.
Track sections – track division
The marginal costs are not constant throughout the entire network, which is confirmed by the marginal cost calculations. The table below shows the breakdown by lines combined with the market differentiation in Item 5.2.5
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 Norwegian Railway Regulations, Section 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 charge to have a genuine effect, the line must be used by multiple RUs. On lines operated by a single RU, the RU must still prioritise which trains to operate. Their capacity cost is then already internalised in the RU’s own business administration. With several RUs operating on the same lines, any capacity costs are not internalised. The purpose of a capacity charge is to internalise capacity costs in the RU’s own business administration. This brings about consistency between socio-economic and business-related correct allocation of capacity. Capacity charges are similar to congestion charges on roads. The method is described below. 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 passenger train companies being able to operate during peak times, but should also encourage freight train companies to choose times outside of peak times.
Bane NOR has considered an alternative basis for the capacity charge by looking at “additional delay” caused by trains during peak times and the resulting socioeconomic costs. Studies from Sweden show that the risk of delays and disruptions to traffic increases when there is a higher capacity utilisation rate. Delays could, among other things, spread to other trains on the lines and at the times where there is a high utilisation rate. If a train is removed, the risk of delays is reduced and could result in saved delay costs. Capacity charges could then be determined on the basis of reflecting this cost. Bane NOR has looked at the resulting benefits of removing a train from a given line during a given period. The impact on delays to trains during peak times compared to trains during off-peak times has been estimated by looking at the average number of hours of delays on trains during peak times compared to during off-peak times for trains that stop at Oslo Central Station. In order to calculate hours of delay, the number of minutes of delay per train has been combined with the number of passenger disembarkations for each train at all relevant stations in 2019. On average, trains that stopped at Oslo Central Station during peak times caused four times as many hours of delays compared to trains stopping at Oslo Central Station during off-peak times on weekdays. The significant difference is due both to the fact that more trains were delayed and that trains operating during peak times have more affected passengers. This “additional delay” was combined with a delay cost per hour for passengers of NOK 109. The delay cost is based on a time value for passengers on train journeys of less than 70 km in a report from TØI . This resulted in a socioeconomic cost caused by delays during peak times of NOK 2,485 per departure. Since Bane NOR does not want the capacity charge to become an obstacle to passenger train companies being able to operate during peak times, the capacity charge has been set much lower than this.
Bane NOR has declared that the line between Oslo Central Station and Lysaker is congested during defined peak periods and it is only in the Oslo region that capacity shortages should result in a capacity charge. The charge is applicable to all applicants and all types of train; this also includes empty trains getting into position. The capacity charge applies to trains arriving at Oslo Central Station during the morning peak and trains departing from Oslo Central Station during the evening peak, in accordance with the timetable. Peak times are defined as follows for Monday to Friday inclusive:
Mark-ups will be established in order to achieve full cost coverage in accordance with Section 6-3 of the Norwegian Railway Regulations in markets that are able to tolerate this. See Item 18.104.22.168 for Bane NOR’s assessment of market segments. Full cost coverage is understood to mean coverage of both fixed and variable operating and maintenance costs. The charges cannot include mark-ups that are so large that one or more market segments “drop out”.
Based on Section 6-2(2) of the Norwegian Railway Regulations, it is possible to differentiate between different markets, but equal treatment must be practised for equal services within each market.
Mark-ups will be established in order to achieve full cost coverage in accordance with Section 6-3 of the Norwegian Railway Regulations in markets that are able to tolerate this. Bane NOR has assessed the market areas of relevance in a Norwegian context on the basis of observations of which products are transported on freight trains, along with the destinations of passengers. These areas are based on separation between freight services and passenger services.
Within freight services
In a Norwegian context, industrial system trains are separated out as a group of market areas from the intermodal/rail freight segment. With regard to industrial system trains, this segment is characterised by there being only one customer for the train service with multiple operators; a situation known as monopsony (buyer monopoly). These are usually also the owner of the goods.
However, within the intermodal/rail freight load segment, the train service is offered to multiple customers; often co-loaders. Co-loaders generally represent several goods owners.
Industrial system trains are broken down into three subsegments (timber, ore and hazardous goods) and have varying ability to pay more than the marginal cost.
1) The timber industry operates with 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.
Bane NOR does not have any basis for dividing the intermodal/rail freight load segment into further subsegments.
Within passenger services
As stated in Section 6-3 of the Norwegian Railway Regulations, there is a difference between the traffic included in agreements with governmental and/or regional traffic agencies and agreements between the RU and the government where payment is associated with financial conditions for the service(s): referred to here as the “Purchase agreement” and other passenger service. Product groups that are included in the service packages that the Norwegian Railway Directorate has announced or will be announcing for tender, with the exception of feeder services between Gardermoen and the Oslo region, are defined in the “Purchase agreement” segment.
Within other passenger services, there is differentiation between train services that have a feeder function to/from the main airport at Gardermoen in the area between Gardermoen and Drammen – referred to here as “Main airport” – and other passenger transport. This market segment was already defined as a separate market segment in 2000.
For documentation, please see the stated implementation plan and a separate report on the mark-ups. This work has been validated by Oslo Economics in their report dated 25/06/2018 Market segmentation must be revised every five years as a minimum.
On the basis of the principles of competition neutrality in each individual case, Bane NOR wishes to agree possible discounts in accordance with the Norwegian Railway Regulations, Section 6-4, in order to promote new services. These agreements will specify the period and scope of the discount.
Section 6-4 of the regulations also provides the opportunity to give a time-limited discount in order to encourage traffic on significantly underused lines. 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 lines
This will be in addition to whatever emerges from the implementation plan; see sample calculation in section 5.3.3. No discount will be given on other non-specified track lines and/or sub-sections.
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 operation for “running in” new infrastructure, test runs for type approval of new rolling stock and necessary operation linked with familiar operation of 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
All charges are specified exclusive of value-added tax and Bane NOR invoices include value-added tax.
The charges will be adjusted annually in accordance with Statistics Norway’s price index for the operation and maintenance of road systems: see Item 5.8.
Charges after the implementation period (2021 charges) – Paragraph references relate to the Norwegian Railway Regulations
|Track section||Basic charge (§ 6-2 (3))||Capacity charge|| Mark-up for the following market areas (§ 6-3) -
Valid from and including 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)|
In 2022 the charges for all types of trains will be 100% of the rates in the above table (charges in accordance with the implementation period (2021 charges) – paragraph references relate to the Norwegian Railway Regulations).
The tables below provide examples of what will happen to the invoiced amount for a passenger train and a freight train:
R11: Eidsvoll-Larvik: double-set and morning peak times (one train) (2021 charges)
|Charge range||Section||Km||Train weight||Rate (øre)||Amount|
|Oslo local||Eidsvoll - Oslo S||65,91||440||1,05||305|
|Oslo S - Drammen||51,50||440||1,05||238|
|Other sections||Drammen - Larvik||103,30||440||1,58||718|
|Total track charge||1 261|
|Oslo local||Eidsvoll - Oslo S||65,91||440||2,24||650|
|Oslo S - Drammen||51,50||440||2,24||508|
|Other sections||Drammen – Larvik||103,30||440||4,07||1 850|
|Total mark-up||3 007|
|Oslo local||Capacity charge||1,00||542||542|
|Total amount invoiced||4 810|
Combination train, Alnabru-Brattøra – 44 TEU (one train) (2021 charges)
|Charge range||Section||Km||Train weight||Rate (øre)||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 track charge||5 540|
|Implementation reduction 2022||0 %||0|
|Discount (Basic = Track charge + 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
If Bane NOR provides any of the additional services described in Section 4-4 of the Norwegian Railway Regulations, Bane NOR must provide these to RUs if they apply for them.
RUs must consult the party providing the service in order to obtain additional services provided by any party other than Bane NOR.
Bane NOR determines the charges for use of additional services based on Section 6-9(3) of the Norwegian Railway Regulations. 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.
Additional services offered by Bane NOR include the following:
See the Norwegian Railway Regulations, Section 4-4 (1), letter a).
Bane NOR will provide a power supply for train operation, including the purchase of energy for train operation and the sale of this energy on to RUs. Energy is provided to all RUs who request it. Bane NOR supplies converted electricity for train operation via its unit, Energi.
The Norwegian Water Resources and Energy Directorate (NVE) has granted Bane NOR a licence for the sale of electricity to the national Norwegian rail network.
Calculation of electricity consumption for train operation can be carried out either using energy meters in the traction units, or by using gross kilometre tonnages and key indicators for conversion from gross kilometre tonnage to energy consumption. The key indicators vary according to several factors, such as type of traction unit, line and service pattern.
The principles and requirements linked with settlement and calculation of charges for electricity for train operation are specified in “Bane NOR’s standard terms and conditions for settlement of 16 2/3 Hz energy”. This provides a complete overview of how energy supplied is to be charged and how the energy costs are to be distributed. The document also specifies requirements for the reporting of consumption data and invoicing terms.
The valid version of “Bane NOR’s standard terms and conditions for settlement of 16 2/3 Hz energy” can be accessed via the Bane NOR customer portal: http://www.banenor.no/kundeportal/jernbanen-i-norge/tjenester-og-priser/tilleggstjenester/strom-til-togframforing/ or directly at https://trv.jbv.no/energiavregning/Bane_NORs_standardvilk%C3%A5r_for_avregning_av_16_2/3_Hz_energi
Charges for traction current (power supply for train operation)
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 access 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.
See Section 4-4(1b) of the Norwegian Railway Regulations.
Bane NOR’s strategy for power supply for stabled railway vehicles is that
This service is also offered to train types other than passenger trains.
Bane NOR offers RUs power supply to pantographs for stabled vehicles subject to the following conditions:
Any need for this additional service must be reported in connection with the capacity allocation process – see Chapter 22.214.171.124.2.
In the event of long-term interruption, RUs may, following clarification with Bane NOR, use any available existing train heating posts if the vehicle is technically compatible with these. Costs associated with energy supply are incurred in accordance with the same principles as for 126.96.36.199 Train heating posts (with the exception of fixed annual rent). Energy consumption must be reported by the RU.
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.
RUs pay the costs associated with energy supply in accordance with the charges and terms set down in 5.4.1 Traction current (power supply for train operations).
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 rent for the use of these facilities for three years.
See the Norwegian Railway Regulations, Section 4-4 (1), letter c).
To verify whether an exceptional transport arrangement is feasible, Bane NOR offers the RU the opportunity to simulate the transport in a computer program.
Contact: Bane NOR’s exceptional transport function, email@example.com
Bane NOR does not offer any particular services related to the transportation of dangerous goods.
The ADR/RID regulations provide further guidelines for the transportation of dangerous goods and can be viewed at: https://www.dsb.no/lover/farlige-stoffer/
For more information about RID, see OTIF: www.otif.org
See Section 6-9(3) of the Norwegian Railway Regulations
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 rates.
If Bane NOR provides any of the ancillary services described in Section 4-5 of the Norwegian Railway Regulations, Bane NOR must provide these to RUs if they apply for them.
RUs must consult the party providing the service in order to obtain ancillary services provided by any party other than Bane NOR.
Ancillary services as described in the Norwegian Railway Regulations, Section 4-5 include the following:
See the Norwegian Railway Regulations, Section 4-5 (1), letter a).
Bane NOR does not provide access to telecommunications networks other than those required in connection with train operation, see section 5.2.
See the Norwegian Railway Regulations, Section 4-5 (1), letter b).
RUs requiring information in addition to that provided in the Network Statement and other available sources should contact the OSS: firstname.lastname@example.org
See Section 4-5(1c) of the Norwegian Railway Regulations.
Bane NOR does not normally offer technical inspection of rolling stock, but it may do so in exceptional cases, e.g. when starting traffic after an incident or similar when restoring traffic. If necessary, contact email@example.com
See the Norwegian Railway Regulations, Section 4-5 (1), letter d).
Bane NOR does not offer ticket sales to passengers at stations, but it offers the option of hiring space for ticket sales and/or ticket machines.
See the Norwegian Railway Regulations, Section 4-5 (1), letter e).
Bane NOR does not offer specialised heavy maintenance services supplied at maintenance facilities designed for high-speed trains or other types of rolling stock requiring special facilities.
This chapter provides a summary of the other services which Bane NOR provides to RUs which are not covered by the Norwegian Railway Regulations, Chapter 4. There must be a special agreement between Bane NOR and RUs for RUs to be entitled to use such other services.
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 rates.
A trainset is stationed at Lodalen (close to Oslo S) for the transportation of rescue teams to accident sites and evacuation of injured and uninjured passengers to an assembly point as a consequence of fire, train wreck, etc. This train will serve the central Eastern Norway region.
Emergency response on the mountain section of the Bergen Line consists of rescue trains.
An emergency response wagon is also stationed in Mo i Rana. This belongs to Berging og Beredskap but is operated by Bane NOR personnel in Mo i Rana.
Deployment of the rescue train is decided upon by the rescue department in cooperation with the train controller and executed by Bane NOR’s operations control.
Bane NOR has established a recovery service on sections managed by Bane NOR which is to be used in the event of breakdowns/rolling stock accidents resulting in blockage of the train path.
Bane NOR has an agreement with a qualified recovery company and bears the cost of standby. The train controller is authorised to summon the recovery company. In the event of recovery jobs, the party causing the damage or triggering the assignment will be billed in the form of a claim of recourse from Bane NOR in each individual case.
RUs are requested to ensure that technical information necessary for recovery of rolling stock (e.g. descriptions of lifting points, braking systems, electrical systems, etc.) is communicated to the company that has a contract with the RU regarding recovery services.
For further information on recovery services, contact Bane NOR: firstname.lastname@example.org
Bane NOR can decide to run firefighting trains behind trains that have a greater than normal risk of combustion. A request for a firefighting train is made at the same time as the infrastructure capacity application and should be sent to the same address, see Chapter 4, section 188.8.131.52.2.
Flatbed wagons for transporting rescue vehicles on the railway line are based in Bergen and Voss.
Bane NOR can choose to park water wagons at stations near line sections where it is known from experience that there is a greater than normal risk of combustion and access to water may be difficult.
Water wagons/containers are located in Alnabru, Hønefoss, Ål, Myrdal, Voss, Hamar, Dombås and Støren. There are also water wagons on the Ofoten Line, and these are stationed in Narvik. Water wagons have been ordered and are being constructed for emergency response in Dunderland.
In winter, Bane NOR stations a diesel locomotive at Myrdal Station on the Bergen Line, primarily for the purposes of snow clearance. A snow coordinator is stationed in Finse during the winter season.
No snow clearance locomotive is stationed on the Nordland Line. This can be ordered from Hamar at short notice. There is a Beilhack snowblower at Dunderland.
Vy has stationed Di 8 diesel locomotives at Ål Station and in Bergen on the Bergen Line in order to provide assistance in the event of mechanical breakdown, traction current failure, etc.
Filling up trains with water (drinking and washing water for passengers)
For a list of stations and rail yards with facilities for filling up water, see Annex 3.6.5.
The need for access to water pumps is reported in connection with the capacity allocation process, see Chapter 184.108.40.206.2.
Filling trains with water (large volumes in a short time)
For a list of stations with facilities for rapid filling of large volumes of water, see Annexes 3.6.5 and 220.127.116.11.
The need for access to water cranes during train operation is reported in connection with the capacity allocation process, see Chapter 18.104.22.168.2.
For further information about disposing of waste from toilets, see Annex 3.6.5.
Norsk fagskole for lokomotivførerutdanning – [the Norwegian College for Locomotive Driver Training] has been established in Grorud, on the same site as the Norwegian Railway Academy. This college is a public facility approved by the government and trains locomotive drivers for all of Norway. It is part of the Norwegian Railway Directorate.
Contact for further information:
Norsk Fagskole for lokomotivførerutdanning
Østre Aker vei 256 (Jernkroken)
NO-0976 Oslo, Norway
Norsk jernbaneskole - The Norwegian Railway Academy is based at Grorud, offering modern teaching facilities and a range of technical practice facilities. The Academy provides training services to the entire railway sector:
Contact for further information:
Norwegian Railway Academy
Østre Aker vei 256 (Jernkroken)
NO-0976 Oslo, Norway
In accordance with established practice, Bane NOR is able to carry out sporadic freight transport to locations with no roads along the Bergen Line and the Flåm Line, provided that there are no RUs wishing to carry out such transport on a commercial basis.
For more information about these transport arrangements, contact email@example.com
Bane NOR owns a large number of buildings that are not used for or linked to railway purposes, e.g. service buildings, service kiosks, storage buildings, office buildings, commercial buildings and holiday homes/decommissioned stations, as well as surrounding areas. A list of buildings and areas can be obtained by contacting Bane NOR Eiendom.
The buildings and areas can be rented out if Bane NOR is not using them itself.
On lines where RUs pay a special price for priority station services, the cost of purchasing and operating baggage trolleys is included in this. At other stations, RUs requiring baggage trolleys have to pay for the purchase and operation of these themselves.
Bane NOR possesses a number of vehicles, including light rail motor tractors and locomotives. If it has spare capacity, Bane NOR can rent out these units for long or short periods.
See the Norwegian Railway Regulations, Section 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 Norwegian Railway Regulations, Section 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, Section 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 in the event of reasons for which 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 5.7.1.
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 5.3.2 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 the table above. 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.
Trains that have been cancelled and registered in TIOS with reason code 85 and reason “Cancelled due to market reasons” are considered a cancellation with less than 24 hours’ notice and are subject to a reservation charge equal to 100% of the track charge. No reservation charges will be levied in the event of acute incidents occurring. These will come under the performance scheme; see section 5.7.1.
See the Norwegian Railway Regulations, Section 6-2 (8)
At the present time, Bane NOR does not wish to provide an incentive scheme linked to ETCS equipment beyond what has already been established via the agreement on 50 % coverage of RUs’ installation costs.
See Section 6-2(5) of the Norwegian Railway Regulations
Bane NOR will consider introducing financial incentives for train companies to replace brake pads with silent composite brake pads.
See Section 6-6 of the Norwegian Railway Regulations.
A scheme for improving performance, including a dispute resolution scheme, has been incorporated in ATS annex 4 and has been in force since 1 January 2017. The scheme is not applicable to driving as stated in Chapter 22.214.171.124, 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.
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. A linear model is applied 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 2021 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 33,00 per minute; i.e. NOK 1 980,00 per hour|
|Train companies:||Passenger trains:||NOK 92,00 per minute; i.e. NOK 5 520,00 per hour|
|Freight trains:||NOK 41,00 per minute; i.e. NOK 2 460,00 per hour|
|Cancellations||Bane NOR:||Partial cancellation:||NOK 2 710,00 per cancellation|
|Full cancellation:||NOK 5 420,00 per cancellation|
|Train companies:||Partial cancellation:||NOK 3 387,00 per cancellation|
|Full cancellation:||NOK 6 775,00 per cancellation|
These NOK rates were calculated using data for the years 2014-2016, in which 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 also refer to Section 6-6 of the Norwegian Railway Regulations. 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 2022 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 RUs. 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 updates to the calculated marginal costs every four to five years and the determination 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||176,3|
|Percentage change year t to year t+1||5,2 %||2,7 %||0,3 %|
This means an adjustment to charges in arrears and provides predictability for RUs, as the price level is known for 4-5 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 has initiated a review/audit of the charging scheme. RUs and other affected parties will be involved in an appropriate manner and Bane NOR aims to announce any changes to the charging scheme as part of the consultation on Network Statement 2023.
Infrastructure charges on the rail network are set and levied by Bane NOR within the scope of the Norwegian Railway Regulations, Sections 6-1 to 6-5, and the Directive 2012/34/EU with any subsequent amendments and additions.
These changes must fall within the framework drawn up in the Norwegian Railway Regulations, Chapter 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 supervisory authority will be implemented immediately with no consultation.
See the Norwegian Railway Regulations, Section 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 Marketing
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, Chapter 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 ATS, 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, Section 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.
The invoicing of additional services varies depending on the service type.
The conditions for invoicing Traction Current (power supply for train operations) is described in “Bane NOR’s standard terms and conditions for settlement of 16 2/3 Hz energy,” available via the Bane NOR customer portal: http://www.banenor.no/kundeportal/jernbanen-i-norge/tjenester-og-priser/tilleggstjenester/strom-til-togframforing/ or directly via https://trv.jbv.no/energiavregning/Bane_NORs_standardvilk%C3%A5r_for_avregning_av_16_2/3_Hz_energi
Invoicing for the rental of train heating posts is done once per year.