Infrastructure | Network Statement 2024

2.1 Introduction

Cf. Regulations of 8 September, no. 2710 concerning the implementation of Regulation (EU) 2019/777 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU.

This part 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 Part 2 can be found in the annexes to the Network Statement.

Banedata(opens in a new tab) and the Register of Railway infrastructure (RINF)(opens in a new tab) include information on the infrastructure in this chapter.

The intention is to cover railway undertakings’ 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 Regulations, Supplementary information and regulations, Chapter 1(opens in a new tab).

Information on linked private railway infrastructure is only covered insofar as Bane NOR possesses information about it.

For more information

2.2 Extent of Network

2.2.1 Limits

The geographical scope and restrictions of the rail network are shown in a line map – see Annex 2.2.1 Line Maps.

2.2.2 Connecting railway networks

2.2.2.1 National border crossings

There are four border crossings between Norway and Sweden. These are described in the table below – see Annex 2.2.1 Line Maps. None of these border crossings involves a change of track gauge.

Passing the national border involves a change in the visual signalling system.

Border Station	Line
Riksgränsen (SE)	Ofot Line
Storlien (SE)	Meråker Line
Charlottenberg (SE)	Kongsvinger Line
Kornsjø (NO)	Østfold Line

Contact Trafikverket

Telephone

+46 77 117 18 19 Starts a call

trafikverket@trafikverket.se Opens default email client

Address

Röda vägen 1, S-781 89 BORLÄNGE, SE

Website: trafikverket.se(opens in a new tab)

Contact Norwegian Customs

Telephone

+47 228 60 312 Starts a call

tad@toll.no Opens default email client

Address

PB 8122 Dep., N-0032 OSLO, NO

Website: toll.no(opens in a new tab)

2.2.2.2 Connecting railway networks, including private lines, dockside railways, freight terminals and side tracks

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, and so on.

Connected tracks and lines – see Annex 2.2.2.2 Connecting Railway Networks.

Side Tracks – see Annex 7.3.3.2 Side Tracks.

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 railway undertaking that would like such points to be re-established should contact Bane NOR.

Contact Bane NOR

postmottak@banenor.no Opens default email client

2.2.2.3 Supplementary information

For information on the rail network of relevance to vehicles, please see the Bane NOR document Technical Regulations, Supplementary information and regulations(opens in a new tab). Please see Bane NOR’s infrastructure database, Banedata(opens in a new tab), for a summary of infrastructure properties sorted by geographical area.

For more information on (private) sidings, see Annex 7.3.3.2 Sidings.

Contact Bane NOR OSS

oss@banenor.no Opens default email client

2.3 Network Description

2.3.1 Track topology

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 2.2.1 Line Maps.

2.3.2 Track gauges

The only track gauge for the rail network and linked public and private tracks is 1435 millimetres (4’ 8½”).

2.3.3 Stations and nodes

Line map – see Annex 2.2.1 Line Maps. See track description of the railway network(opens in a new tab) and TRASÉ(opens in a new tab).

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. Route diagrams can be downloaded free of charge.

The length of railway tracks at stations is shown in the Network Statement, Annex 7.3.2 Stations.

TRASÉ

The infrastructure description will gradually be implemented into the electronic system TRASÉ.

Route Diagrams External link

Find daily route diagrams to see planned construction, cancellations, and extra trains.

2.3.4 Loading gauges

International loading gauges

The rail network, with all its track lines, satisfies the following international routing gauges (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)

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 2.3.4.1 International Loading Gauge.

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 2.3.4.1 International Loading Gauge.

National gauges

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:

Dynamic gauge NO1

Dynamic gauge NO1 prEN 15273 and the conditions on which this is based – see Annex 2.3.4.2 Dynamic Gauge.

Static wagon gauge with extra height

Multipurpose gauge: Developed for tall, closed wagons equivalent to “multipurpose”. May be used for all kinds of rolling stock on the line sections and under specific conditions – see Annex 2.3.4.3 Multipurpose Wagon Gauge.

In the case of trains which exceed the stated loading gauges, an application for special consignments must be sent to Bane NOR c/o Special Transport Unit.

Contact The Special Transport Unit

spesialtransporter@banenor.no Opens default email client

2.3.5 Weight limits

2.3.5.1 Axle load

Domestic map – see Annex 2.3.5.1 Axle Load.

2.3.5.2 Weight per metre

Domestic map – see Annex 2.3.5.2 Metre Weight.

2.3.6 Line gradients

Tabular summary of determinative gradients and for graphic presentation of vertical profiles – see Annex 2.3.6 Line Gradients.

2.3.7 Maximum line speed

According to Traffic Rules for the Rail Network(opens in a new tab), the maximum speed limit for passenger trains is 210 km/h, and 100 km/h for freight trains. Speed profiles by line – see Annex 2.3.7 Line Speed.

2.3.8 Maximum train lengths

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.

2.3.9 Power supply

Bane NOR provides electricity for the running and heating of trains. Map showing all electrified lines in Norway – see Annex 2.3.9 Elecrified Lines.

Bane NOR owns the refuelling facilities for fuel (diesel) and is responsible for the operation of these. Please see Annex 7.3.10 Refuelling Facilities.

2.3.9.1 Voltage and frequency

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 acceptable power oscillations between the train and the power supply.

For supplementary information, please see Technical Regulations, Supplementary information and regulations, Chapter 8(opens in a new tab).

2.3.9.2 Maximum train current

Current consumption

The power supply of the rail network is divided into capacity classes as shown in the map – Maximum train current: Power consumption – see Annex 2.3.9 Elecrified Lines.

On some lines, the available power is a limiting factor with regard to capacity utilisation.

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.

This is particularly important in trains which do not have automatic current limitation according to EN 50388 in the event of low catenary voltage.

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 2.3.9 Elecrified Lines.

2.3.9.3 Catenary – height and horizontal displacement

The height of the catenary varies from 4700 to 6200 mm. Sections of the rail network have a higher minimum height. Please contact Bane NOR for further information.

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 500 ± 30 mm for newer contact lines.

The profile of the pantographs is defined in

2.3.9.4 Contact pressure from pantograph

Limits for forces between the pantograph and the catenary are specified in Technical Regulations, book 542, Chapter 5. Forces between pantograph and overhead wire(opens in a new tab).

Limits for aerodynamic balancing of pantographs are specified in Technical Regulations, Supplementary information and regulations, Chapter 8, Annex e. (opens in a new tab)The contact lines are dimensioned for a wind load of maximum 30 m/s perpendicular to the catenary. Some wind-exposed routes have been dimensioned for a maximum wind load of 37 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 may be found in Technical Regulations, Supplementary information and regulations, Chapter 8, Appendix e(opens in a new tab).

2.3.10 Signalling systems

See Traffic Rules for the Rail Network, Chapter 8(opens in a new tab).

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.

2.3.11 Traffic control systems

See Traffic Rules for the Rail Network, Chapter 5 and Annex 2.3.11 Traffic Control Areas.

2.3.11.1 Routes with centralised traffic control

Centralised traffic control refers to systems where traffic is monitored and controlled from a traffic control centre. In the traffic control office, the traffic controller receives information about trains’ exact position. Most of the railway lines in Norway use centralised traffic control.

The two operating forms using remote control are:

centralised traffic control
ERTMS lines

For routes with centralised traffic control, permission to proceed is issued using proceed signals on the main signal. The onboard staff on a passenger train is responsible for verifying the proceed signal.

For routes with ERTMS, permission to proceed is issued to the driver using the train’s onboard equipment (DMI – Driver Machine Interface). The driver does not verify the proceed signal.

Coverage map – see Annex 2.3.13 Automatic Train Control Systems.

ERTMS is expanded in accordance with the National Signal Plan.

For more information on when ERTMS is implemented on specific routes, refer to the National Signal Plan.

National Signal Plan

Read the National Signal Plan on banenor.no

2.3.11.2 Lines with announcements

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 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 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 2.3.13 Automatic Train Control Systems.

2.3.12 Communication systems

Cf. Traffic Rules for the Rail Network, Chapter 2, Section III(opens in a new tab).

GSM-R is used as the communication system between trains and traffic controllers.

See Annex 2.3.12 Communication Systems for more information on communication systems.

Communication between train controllers, train dispatchers and drivers takes place in Norwegian.

Commercial mobile networks are used for the transfer of diagnostic data from trains.

2.3.13 Train control systems

Sections 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.

Sections with centralised traffic control: ATC = Automatic Train Control
Sections with ERTMS: ETCS = European Train Control System

2.3.13.1 ATC

ATC is the part 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.

Approximately 90% of all ATC routes have partial ATC equipment (DATC). Approximately 10% of all ATC routes have full ATC equipment (FATC).

To see which lines are equipped with ATC, see Annex 2.3.13 Automatic Train Control Systems.

2.3.13.2 ERTMS Level 2 (ETCS)

On sections 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

For more information, see Annex 2.3.13.2 Communication for ERTMS.

2.3.13.2.1 Train detection

To prevent axle counter faults, only trains compatible with ERA/ERTMS/033281 may be used.

Please refer to Technical Regulations, Rolling Stock 8.4.2.6 Axle counter systems(opens in a new tab) and TS 50238-3:2019 for specific technical compatibility requirements between trains and axle counters.

2.3.13.2.2 Diagnostics

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. For more information, see ATS, Annex 2.

2.4 Traffic Restrictions

2.4.1 Specialised infrastructure

See the Railway Regulations, Section 8-8.

2.4.1.1 The Gardermoen Line

Restrictions at the Romerike Tunnel

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 as few obstacles as possible to other rail traffic scheduled in the timetable.

2.4.1.2 The Østfold Line – Eastern line

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.

2.4.2 Environmental restrictions

2.4.2.1 Noise

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 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.

Out of consideration for neighbours and to reduce noise, Bane NOR requires trains with Eco mode to activate such a mode during stabling. Any need to deviate from this requirement must be clarified with Bane NOR.

In connection with the acceptance of vehicles, noise requirements will be a part of the rolling stock acceptance process, see Chapter 3.4.1. See also Regulations relating to threshold values for noise.

Regulations Relating to Threshold Values for Noise

lovdata.no

2.4.2.2 Discharge from toilets

The use of open toilet systems in railway vehicles is not permitted – see jernbanekjøretøyforskriften(opens in a new tab).

2.4.2.3 Environmental hazards

2.4.2.3.1 Lines vulnerable to landslides/avalanches

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 varsom.no (opens in a new tab)and local landslide/avalanche warnings for railway lines indicate the risk of incidents.

In the route description for the rail network (SJN)(opens in a new tab), the lines most vulnerable to landslides/avalanches have been listed.

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 2.4.2.3.1 Lines Vulnerable to Landslides/Avalanches.

2.4.2.3.2 Collisions with animals

In rural areas, collisions with animals on the track may often occur at certain times of year. These animals are primarily elk and reindeer – see Annex 2.4.2.3.2 Collisions with Animals.

2.4.2.3.3 Lines vulnerable to wind

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.

Report on Lines Vulnerable to Wind in Norway

Download the report from Bane NORs route description of the railway network (SJN).

Report on lines vulnerable to wind in Norway

2.4.3 Dangerous goods

There are no restrictions except those mentioned in Chapter 2.4.4 Tunnel restrictions.

2.4.4 Tunnel restrictions

Transportation of “DANGEROUS GOODS”, pursuant to RID regulations, hazard classes 1-9, is not permitted in the Romerike tunnel when there are passenger trains in the tunnel.
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.

To minimise exhaust emissions in tunnels, the driver should drive as smoothly as possible.

2.4.5 Bridge restrictions

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 ship traffic. 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.

Bridge Opening Hours for Trondheim Port

trondheimhavn.no

2.5 Availability of the Infrastructure

All lines are generally open to railway traffic around the clock.

Any regular closures or restrictions due to inspections and maintenance work will be reported by Bane NOR as part of annual and operational capacity allocation, see Chapter 4.3.

On lines with announcements, where stations are staffed by a train dispatcher 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.

2.6 Infrastructure Development

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 Bane NOR's website Banetekniske planforutsetninger.

For a summary of long-term infrastructure development, please see