7 Service Facilities

7.1 Introduction

Cf. Chapter 4-2 of the Railway Regulations and the regulations of 8 July, no. 2364 on the implementation of the regulation on access to service facilities and rail-related services (EU) 2017/2177 (Implementing Regulation for Regulation (EU) 2017/2177).

Part 7 contains information about service facilities associated with the Bane NOR railway network. This includes information concerning the terms of access to service facilities, the services provided at the service facilities and the charges. Information is included on both Bane NOR’s service facilities and service facilities belonging to others. With regard to service facilities belonging to others, information is either included in the Network Statement or reference is made to a website where the information is electronically available free of charge, see Section 5-1(3) of the Norwegian Railway Regulations.

The template Common template for service facilities (rne.eu)(opens in a new tab) may be used to provide Bane NOR with the required information, as well as information about deadlines.

Bane NOR is part of the Rail Facilities Portal(opens in a new tab). This portal can be used by service facility operators and service providers to inform railway undertakings and other stakeholders about services and facilities. The structure of the Rail Facilities Portal has been designed for the purpose of allowing operators to fulfil their obligations pursuant to relevant legislative requirements. Additionally, the Rail Facilities Portal also acts as a marketing channel providing operators with the opportunity to showcase their services to a larger international market.

7.2 Service Facilities Overview

The following overview and referenced annexes include service facilities linked to the railway network and associated services.

Table 1: Service facilties overview

7.3 Service Facilities Managed by the Bane NOR

7.3.1 Common provisions

7.3.1.1 Access to service facilities and associated services

Cf. Section 4-2 of the Norwegian Railway Regulations, those operating service facilities must provide access to the facilities and associated services, including track access, to all applicants at non-discriminatory terms.

Access to Bane NOR’s service facilities is priced in accordance with the marginal cost principle. For stations, the charge is included in the minimum access package, cf. Part 5, as the stations are located on main tracks. Access to tracks managed by Bane NOR to service facilities belonging to others is also included in the minimum access package.

Upon application, railway undertakings and other applicants have the right to use service facilities run by Bane NOR and the services provided at these, as described in Section 4-2 of the Railway Regulations.

Railway undertakings and other applicants must consult the proprietor of the service facility for access to and services at service facilities not operated by Bane NOR.

7.3.1.2 Charging of services at service facilities

See the Railway Regulations, Section 6-9 (3).

Bane NOR establishes charges for the use of services at Bane NOR’s service facilities and, at most, these can be priced at the cost charged for performing them (also referred to here as the production cost), including a reasonable profit. The production cost includes all actual direct and indirect costs involved in providing the service, as well as capital costs attributable to the offering of the service.

Indirect costs will be costs for activities linked to accounting, recovery, payment of salaries, audits, personnel services, HSE, ICT services, post, archiving and central switchboard services, etc. The concept of cost also includes capital costs, i.e. costs of equipment and calculative interest costs; in other words, the returns that Bane NOR could alternatively achieve by placing the funds corresponding to (net) investment amounts (after depreciation) in the market. The cost, which is used as a basis for the charge, is therefore independent of the form of finance selected (use of borrowing or equity).

The definition of “reasonable profit” as stated in Section 1-7 n) of the Norwegian Railway Regulations is used as a basis. Charging must be relative to the actual scope of use of the service.

The basis for charges for stations, stabling facilities and freight terminals is described in separate documentation reports:

Charges for stations, annex to Network Statement 2022
Charges for stabling of passenger trains, annex to Network Statement 2022
Charges for stabling of freight trains, annex to Network Statement 2023
Annex 5 Access to Freight Terminals

7.3.2 Passenger stations

7.3.2.1 General information

There are 334 operational train stations and stops associated with the railway network. These are operated and managed by Bane NOR. Descriptions of all stations, including the services that are offered to railway undertakings and passengers, can be found in Annex 7.3.2 Stations.

Contact information for each station can be found at a class="bn-link" href="~/link/d1b7b69e13f743a8822c89bed4a7dc40.aspx" target="">Bane NOR Property.

Below you will find an overall description of services at passenger stations.

7.3.2.2 Services

Station services include all elements associated with the operation and maintenance of the station, such as interior and exterior cleaning, corrective and preventive interior and exterior maintenance, interior and exterior lighting, operation and maintenance of technical installations (e.g. lifts, ventilation systems, heating, alarm systems), caretaker services, internal and contracted security services, snow removal and gritting of platforms and access areas, etc.

Passenger platforms for boarding and leaving trains form part of the railway infrastructure pursuant to the Railway Regulations, Section 4-1 letter c) and are covered by the minimum access package even when passenger platforms are next to or adjacent to a station with passengers. The same is applicable to certain access points for passengers, including access for passengers on foot on arrival and departure, as well as safety and technical equipment at stations which is used for the operation of the railway infrastructure.

Station services also include communication of customer and traffic information. The list is not exhaustive. The extent of station services will vary from station to station depending on the standard, size, etc. Facilities at each individual station are described in Annex 7.3.2 Stations.

Bane NOR defines standards at stations in accordance with the regulations in the ATS, Section 9.1.5. The train companies are unable to opt out of some of the service elements supplied at individual stations.

7.3.2.3 Service facility description

An overview of public facilities, maps, information about train heating systems and tracks and platforms for all stations can be found in Annex 7.3.2 Stations. Schematic track plans for selected stations are also provided there.

7.3.2.4 Charges

Services specified in Chapter 7.3.2.2 are charged at the cost required to provide the service, including a reasonable profit. Charges for station services at each station are determined based on service packages. For further information about the charging of station services, please refer to the report Charging for stations - annex to the Network Statement 2022.

For single-user stations, the annual subscription is calculated in such a way that the railway undertaking that uses the station pays the costs.

For multi-user stations, the costs are distributed between users based on each undertaking’s share of the total number of departures in the timetable at multi-user stations.

The following charge estimate apply to single-user stations in 2024, based on 2024 prices:

Table 2: Charge estimates applied to single-user stations in 2024, based on 2024 prices

Table 3: Charges applied to multi-user stations in 2024, based on 2024 prices and actual passenger exchanges in 2022

The average cost per departure for multi-user stations will be updated to include departures in the 2024 timetable.

Example calculation for annual subscription to traffic package j:

Total costs for single-user stations in traffic package j +
(Departures from multi-user stations in traffic package j * Cost per departure)

The annual subscription for companies without traffic packages will be equal to the number of departures from multi-user stations multiplied by the cost per departure.

7.3.2.5 Access conditions

Everyone is entitled to apply for a train path. Granted train paths must include access to stop at each station. See Parts 3 and 4.

7.3.2.6 Capacity allocation

See Part 4.

7.3.3 Freight terminals

7.3.3.1 General information

The geographical location of freight terminals, a more detailed description and contact details are provided in the following annexes:

7.3.3 Freight terminals
7.3.3.1 Timber terminals
7.3.3.2 Side Tracks

7.3.3.2 Services

The service comprises traffic management (management of train/locomotive/carriage movements, plus trucks at the terminal); issuing of licences to operators for provision of services at the terminal; ICT solutions (including TOS/terminal operation system); sweeping and cleaning and other cleaning of the terminal area; maintenance of tracks, catenaries, signalling systems and other technical equipment; access/gate control and other security; external lighting and other electrical systems (including points heating); snow clearing/gritting (clearing of tracks, clearing and gritting of loading lanes and the area for storage of load carriers).

The list is not exhaustive. The content of terminal services will vary from terminal to terminal depending on the standard, size, etc. There is further differentiation between two categories of freight terminals: intermodal/rail freight terminals and timber terminals.

If Bane NOR has adapted freight ramps for loading and unloading of freight, these form part of the railway infrastructure pursuant to the Railway Regulations, Section 4-1 c) and are covered by the minimum access package, even when freight ramps are next to or adjacent to a freight terminal.

If terminal tracks are owned by Bane NOR, the access service is also applicable to the use of the terminal tracks.

Bane NOR does not itself provide services for shunting at the terminal and/or for loading and unloading of freight trains. However, Bane NOR has preapproved terminal operators who can supply shunting, loading and unloading services. Raileway undertakings  must enter into contracts with one of the prequalified operators/suppliers of terminal services. The scope and content of the services offered varies from one terminal to another.

Information about which terminal operators provide services at the terminals is given in the table below.

Table 4: Terminal operators that provide services at the terminals

Access tracks to the freight terminals are open to trains 24 hours a day, 365 days a year. Terminal opening hours for receipt and dispatch of freight, including arrival and departure of lorries, may vary.

7.3.3.3 Service facility description

See Chapter 7.3.1.1 General information with links to the annexes for each terminal.

7.3.3.4 Charges

Access to freight terminals under the auspices of Bane NOR is priced in accordance with the marginal cost. Bane NOR has not had an economic model appropriate for cost charges for services of this type. In order to estimate the size of current operating and maintenance costs related to freight terminals and stabling sidings, Bane NOR used the cost figures for Alnabru as representative for older terminals, and Ganddal as representative for newer terminals. This gave an annual average cost of NOK 650 per metre in 2018 charges for combination/wagon load terminals, excluding tied-up capital. Based on the track lengths at the terminals, the costs for each individual terminal were thus calculated. Based on the number of calls per terminal, the marginal costs for access to freight terminals were estimated using the ordinary least squares method. This is set out in Chapters 2.5 and 3.2.2 in Annex 5 Access to Freight Terminals, prepared in 2016 and revised in 2024.

The costs for timber terminals will be significantly lower.

The charges for the use of intermodal/rail freight terminals are twofold.

Part 1. Bane NOR collects terminal charges – see tables below.
Part 2. The terminal service provider charges for the services provided.

Part 1

Bane NOR collects terminal charges in accordance with the following rates:

Table 5: Charges for access to intermodal/rail freight terminals (2024 charges)

The charges for the following timber terminals are as follows:

Table 6: Charges for access to timber terminals (2024 charges)

Charges will only be applied to departure terminals and trains travelling at least 5 kilometres from the departure terminal.

Part 2

The terminal service provider charges for the services provided.

All services at freight terminals are provided by terminal operators approved by Bane NOR. Railway undertakings must enter into separate service agreements with these terminal operators.

Table 7: Terminal operators that perform services at the different terminals.

7.3.3.5 Access conditions

Access conditions for the use of freight terminals are twofold.

Part 1. Bane NOR’s access conditions.
Part 2. The terminal operator’s terms and conditions for the services provided.

Part 1. 

Access conditions for applicants seeking access to loading and unloading areas in Bane NOR’s freight terminals, in addition to any train paths allocated during the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process are as follows:

• A condition of all agreements concerning track access and use of services (ATS) is that data must be exchanged with Bane NOR’s terminal operation system (TOS) – see ATS, Annex 2.
• Railway undertakings that make use of services at Bane NOR’s intermodal freight terminals must have an agreement in place with a terminal operator that has a valid access agreement in place with Bane NOR or enter into such agreements themselves.
• Other terms and conditions can be found in the terminal manual (in Norwegian)(opens in a new tab).

Part 2.

The terminal operator’s terms and conditions for the services provided.

Table 8: Terminal operators that perform services at the different terminals.

For more information about the freight terminals and the services offered, see Chapter 7.3.3.2 and Annex 7.3.3 Freight Terminals.

7.3.3.6 Capacity allocation

Capacity is allocated through the Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. See Part 4: Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these..

In order to facilitate effective use of Bane NOR's terminals, time limits for loading and unloading has been implemented- These time limits are the bases for capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these.. Deviations may be accepted in cases of available rail capacity or instances where deviation from the time limits allows for a more effective use of the terminal.

Time limits for combination terminals:

• 2 hours for departing train
• 2:15 for arriving trains
• 3:30 turn-around-time

Time limit for timber terminals: 5 hours for loading and unloading.

Principles for Coordination

These principles outline what Bane NOR will emphasise when proposing capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. in freight terminals during the coordination process. The purpose is to ensure neutral, predictable, and societally efficient allocation of space in loading/unloading tracks at Bane NOR's freight terminals.

Background

Bane NOR aims to accommodate as many requests for tracks in freight terminals as possible. When receiving more requests than capacity allows for, Bane NOR will attempt to coordinate the applications (see more about the coordination process in Section 4.5.4). In the coordination process, Bane NOR may propose how the capacity should be allocated. The proposal may, within reason, deviate from what has been applied for.

Bane NOR's freight terminals have loading/unloading tracks with varying conditions, such as track length, need for shunting capacity, proximity to depots, etc. In order to achieve the most efficient utilisation of the terminal's capacity, Bane NOR will suggest capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these., taking into account the characteristics of the freight terminal, as well as the purpose and attributes of the relevant freight trains.

If the applicants do not accept Bane NOR's proposed capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these., the process will proceed to dispute resolution, and potentially declaration of congestion, along with the use of socio-economic analyses to resolve the specific conflict.

Prerequisites for Capacity Requests in Freight Terminals

The applicants apply for specific loading/unloading tracks in the timetable application. As prerequisites for the timetable application, Bane NOR establishes the following requirements:

• Indicative times in loading/unloading tracks are time slots allocated to the applicant in the respective loading/unloading track. The applicant cannot demand more time in loading/unloading tracks than the provided indicative time.
• Terminal-specific operating conditions are requirements that Bane NOR imposes on railway companies that use the terminal. Such operating conditions include, but are not limited to, the use of loading/unloading tracks, stabling sidings, depot areas, construction periods, etc. Terminal-specific operating conditions should be available through Bane NOR's Terminal Handbook and/or published via the start-up letter for the upcoming timetable process.
• To ensure efficient and safe terminal operations, it is necessary to have «air» between the trains. Therefore, Bane NOR may reserve some capacity for damaged wagons, or other conditions necessary for the safe operation of the terminal.

Prioritization of Pre-arranged Paths (PaPs Routes)

Pre-arranged Paths, or PaPs routes, are pre-constructed routes in freight corridors to/from Europe through Sweden and Denmark, in collaboration with several European countries. Norway is part of the ScanMed RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport. freight corridor. These PaPs routes should include both line capacity and capacity in loading/unloading tracks. For each PaPs route, a slot in a specific terminal track is allocated. The capacity related to PaPs is defined prior to the regular capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process and is made available as predefined catalogue timetable slots that applicants may apply for. The PaPs routes, including time at the freight terminal, are pre-defined and will therefore not be changed in the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process.

Principles for Proposal of Capacity Distribution in Coordination

If Bane NOR finds that not all applications can be fully accommodated, our proposal for terminal capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. will be based on the principles listed below. The principles are prioritized as follows:

Principles for Proposal of Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these.

1. Train length in relation to loading/unloading track length. Long loading/unloading tracks should preferably be used for long trains.
2. Timetable times (departure/arrival times). Loading should start as close to departure time as possible. Unloading should start as close to arrival time as possible.
3. Minimisation of shunting. Shunting should be minimised in capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these..
4. Proximity to depot. Allocation of capacity in loading/unloading tracks should consider proximity to depots.
5. Minimisation of changes in applications for international timetable slots.
   Any other relevant factors, including economic consequences the applicant may face and that the applicant has put forward in connection with the capacity application.
6. If applicants have applied for other tracks than the tracks they qualify for according to the principles, Bane NOR will discuss this with the applicant to explore other potential solutions.

Deviation from Coordination Principles

Terminals must have the option to deviate from the principles if there are operations that work better with alternative solutions. For instance, in some cases it may be more suitable to use all tracks, even if the principles will cause some tracks to be used less. If Bane NOR bases proposals for capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. on factors that deviate from the coordination principles, this should be done in consultation with the affected railway companies and documented with written justification.

7.3.4 Marshalling yards and train formation facilities, including shunting facilities

7.3.4.1 General information

Shunting may be performed at several locations throughout Bane NOR’s network. Railway undertakingss offer shunting as a commercial service at certain locations. Shunting may also be performed outside of these areas by the undertakings themselves, if permitted by railway conditions.

For an overview of locations where shunting is provided as a commercial service by railway undertakings, please refer to the table below.

7.3.4.2 Services

Table 9: Railway undertakings that offer shunting at various locations

At present, Bane NOR does not offer shunting. If necessary, Bane NOR can arrange contact with a company that may be able to undertake shunting at locations other than those mentioned in the table above.

7.3.4.3 Service facility description

Please see information concerning Sundland and Alnabru in Annex 7.3.3 Freight Terminals.

7.3.4.4 Charges

Charges for the use of shunting facilities are twofold.

Part 1. Bane NOR collects terminal charges - see Chapter 7.3.3.4
Part 2. The provider of the shunting service charges for the service.

Table 10: Railway undertakings that perform shunting services at different locations

7.3.4.5 Access conditions

The access conditions for the shunting areas are:

• Allocated train path through the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process
• Railway undertakings are entitled to use Bane NOR’s shunting areas by entering into an ATS with Bane NOR

7.3.4.6 Capacity allocation

Capacity is allocated through the Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. See Part 4: Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these.. 

7.3.5 Stabling Yards

7.3.5.1 General information

Bane NOR offers stabling at a number of locations throughout the country. For further information about each rail yard and stabling facility, please see Annex 7.3.5 Stabling Facilities.

7.3.5.2 Services

The service includes “parking” of both passenger and freight trains, both during operational breaks and long-term.

Bane NOR does not offer provisioning services such as interior cleaning, etc. but railway undertakings have the opportunity to arrange for such services at Bane NOR facilities themselves.

For information about the services that are or can be provided at each facility, please see Annex 7.3.5 Stabling Facilities.

Information concerning power supply for stabled vehicles at Bane NOR’s facilities

Vehicles with their own pantographs:

• Main solution: From the catenary (including redundancy)
• Possible temporary backup solution: Existing train heating posts for vehicles that can be connected

Vehicles without their own pantographs:

• Main solution: From train heating posts

Main terms and conditions

• Stabling under live catenaries must meet the requirements concerning electrical safety, regardless of whether power supply is received or not.
• Climbable rolling stock must not be left under live catenaries without proper area protection, cf. TRV concerning fencing
• Requirements concerning electrical safety, including rolling stock that are considered climbable, can be found in TRV, SJN 2.9 and TJN TJNBane NOR's Traffic Rules for the Rail Network. 3.20

7.3.5.3 Serevice facility description

For descriptions of each facility, please see Annex 7.3.5 Stabling Facilities.

For further information about the location and ownership of stabling sidings, please contact Bane NOR. 

7.3.5.4 Charges

Access to Bane NOR’s stabling sidings is priced in accordance with the marginal cost and is included in the minimum access package.

Charges for the stabling of passenger trains

Stabling (parking) of passenger trains will be priced at the cost charged for performing the service, including a reasonable profit.

The stabling/parking charge comprises:

• Operation and maintenance
• Traffic management
• Administration
• Capital expenses

The need for stabling is also established in connection with the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. The charges are initially a one-year “subscription” and are set on a per-metre of train material basis. There are two stabling areas: Lodalen and Drammen, the use of which is charged by the hour. The charges for these two stabling areas are also based on subscriptions but determined on the basis of the number of hours allocated. 

Parking for less than one hour is free at multi-user facilities.

For further information about stabling areas, please see Charges for stabling of passenger trains - consultation annex to the Network Statement 2022.

Table 11: Subscription charges for stabling/parking (2024 charges)

As regards stabling, Bane NOR bills the individual railway undertakings on the basis of vehicle length.

Charges for the stabling of freight trains

The charges for stabling of freight trains is based on a pricing model that was implemented in 2023. For documentation, please see Charges for stabling of freight trains - consultation annex to Network Statement 2023.

The invoicing of costs for the use of stabling sidings will be based on assigned stabling in the timetable registered in the Bane NOR IT system for capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these., TPS/HDVG. It is therefore important that railway undertakings submit their stabling requirements during the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process or in connection with operational route planning. Stabling of unused rolling stock parked in areas owned by Bane NOR must also be reported during the annual capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. Stabled rolling stock that is not registered in TPS/HDVG must be removed.

Operational stabling

The use of stabling sidings will be free for the first 48 hours after arrival at the terminal/stabling area.

Segmentation

There will be one rate for the use of stabling sidings in A areas and one for the rest of the country, B areas. The rate in the A areas will be higher than the rate in the B areas. In this instance, only Alnabru will be defined as an A area.

Charge unit

There will be a subscription-based charge for the use of stabling sidings for freight trains. This means that railway undertakings will pay an annual charge based on the stabling scheduled in the timetable.

Railway undertakings will pay one charge per hour per commenced 100 metres of stabled stock, depending on whether it is an operational stabling or long-term stabling and whether stabling takes place in an A or B area.

Stabling outside of the timetable

In the event of a need arising that is not included in the timetable, the railway undertakings must pay an hourly rate corresponding to the hourly rate for assigned stabling.

Cost basis and prices

The cost elements included are operation and maintenance, depreciation and traffic management.

The charge shall not exceed the costs of providing the services, plus a mark-up for reasonable profit. In this case, the charges set much lower than the costs associated with providing the services. The following charges will apply from 2024:

Table 12: Charge per hour per commenced 100 metres of stock in NOK (2024 charges)

7.3.5.5 Access conditions

Railway undertakings and other applicants are given the right to use tracks to rail yards/stabling facilities by entering into an ATS with Bane NOR. RUs and other applicants may apply to Bane NOR for the use of Bane NOR’s rail yards and any services provided by Bane NOR at such yards at the charges applicable at any time.

Use of sidings for vehicle storage:

• Short-term storage: Any applicants needing a track for storage of vehicles used in daily and regular operations must report this need during the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process, see Part 4.
• Long-term storage: Applicants that need track space for long-term storage of vehicles must discuss this requirement with Bane NOR's OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained..

The following information must be included in the request:

• need for track space, in metres
• any need for additional services (e.g. electricity for train heating)
• preferred storage location
• axle load

All need for access to tracks for work on vehicles, including cleaning, must take place in accordance with the rules set down in Bane NOR’s Operational Regulations “ORV” - Bane NORs Operativt Regelverk.(opens in a new tab)

7.3.5.6 Capacity allocation

Capacity is allocated through the Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. See Part 4: Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these..

7.3.6 Maintenance facilities

7.3.6.1 General information

As of 2020, all maintenance facilities in Norway that offer services to railway undertakings are owned by Bane NOR. Nevertheless, Bane NOR has different roles at different facilities.

A number of Bane NOR’s maintenance facilities are rented out through exclusive agreements, either to railway undertakings or maintenance service providers. At such facilities, Bane NOR does not provide or otherwise manage the capacity of the facility. This applies to the following facilities:

• Alnabru (Oslo)
• Bergen
• Bodø
• Brattøra (Trondheim)
• Fagernes (Narvik)
• Filipstad (Oslo)
• Flåm
• Hamar (the facility will close by the end of 2024)
• Kongsvinger
• Kvaleberg (Stavanger)
• Lodalen Fjellstallen (Oslo)

At other maintenance facilities, the capacity of the facility is provided and managed by Bane NOR. Maintenance service providers operating at these maintenance facilities do not have exclusive access. Railway undertakings that enter into agreements for access with Bane NOR are free to use other maintenance service providers at the facilities. This applies to the following facilities:

• Grorud (Oslo)
• Lodalen (Oslo)
• Marienborg (Trondheim)
• Skien
• Sundland (Drammen)

An overview of all maintenance facilities can be found in Annex 7.3.6 Maintenance Facilities.

7.3.6.2 Services

Bane NOR does not offer maintenance of train materials (maintenance services).

Bane NOR accommodates self-provision of maintenance services at the facilities where the capacity is provided and managed by Bane NOR. Railway undertakings are responsible for entering into their own agreements with maintenance service providers concerning such services, or must use their own resources.

For information about services at facilities where capacity is not managed by Bane NOR, please see Annex 7.3.6 Maintenance Facilities.

7.3.6.3 Service facility description

The tables below describe the facilities available at each maintenance facility.

Table 13: Maintenance facilities for passenger trains

Table 14: Maintenance facilities for freight trains

Please refer to Annex 7.3.6 Maintenance Facilities for more detailed descriptions. Bane NOR wishes to note that discrepancies may occur in line with services being developed.

7.3.6.4 Charges

To the extent that use of the facility necessitates the use of railway infrastructure charged at a rate equivalent to the minimum access package, it will be charged as part of the minimum access package. This applies regardless of who the service facility is owned by and who manages the capacity of the facility concerned.

7.3.6.5 Access conditions

Bane NOR’s general access conditions are described in Part 3: Access Conditions. 

For maintenance facilities where capacity is managed by Bane NOR, applicants must enter into an agreement with Bane NOR for access. Railway undertakings and other applicants wishing to enter into an agreement may contact Bane NOR c/o Pål Anthonsen. 

Maintenance service providers determine their own terms and conditions for the services provided.

Bane NOR does not determine access conditions for facilities where the capacity is not managed by Bane NOR. Please refer to Chapter 7.3.6.1 for an overview of the facilities concerned.

7.3.6.6 Capacity allocation

Track access to maintenance facilities is allocated through the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. See Part 4.

The capacity at the maintenance facilities for which Bane NOR manages capacity is allocated in accordance with the “procedures for management and administration of the track use plan”. Please refer to the Workshop Manual (in Norwegian).

Capacity allocation Capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. at maintenance facilities for which Bane NOR does not manage capacity is determined and described by the party responsible for managing capacity. See Annex 7.3.6 Maintenance Facilities.

7.3.7 Other technical facilities

7.3.7.1 General information

For an overview of services at other technical facilities, including cleaning and washing facilities – see Annexes 7.3.6 Maintenance Facilities and 7.3.5 Stabling Facilities. 

All cleaning and washing facilities are linked to maintenance facilities as of 2020.

7.3.7.2 Services

7.3.7.2.1 Deicing facilities

Deicing facilities are available at the following location:

• Alnabru freight terminal

This facility must be able to service 4000 metres of freight train per day.

7.3.7.2.2 Installations in connection with “Condition monitoring of rolling stock”

5 wheel damage detectors/wheel flat detectors and 3 acoustic bearing damage detectors (2020) are linked to a central monitoring system (FleetONE as of August 2020), owned and operated by Bane NOR. When passing each detector, the status of all of the train wheels and wheel bearings is provided and this can help detect wheel flats, damage to wheel bearings or other wheel damage. Regular monitoring of the condition of own rolling stock using the system must be managed by railway undertakings themselves and they are also responsible for utilising the benefits of the system.

A further two wheel damage detectors/wheel flat detectors are linked to other systems (not available).

The train controller (Bane NOR) will receive an alert from the system when a wheel flat exceeds a defined threshold. When instructions have been received from the train controller, the train has to reduce its speed or stop, depending on the degree of severity. The reason for this is that highly critical conditions could cause serious damage to infrastructure over long distances if the train does not stop or reduce its speed.

In cases where infrastructure is damaged, the system will be used to determine who is responsible for the damage, which could result in a claim for compensation on the part of the responsible party, potentially a railway undertaking.

The system is available via the web interface FleetONE. Follow the link if you require access and click register in the top-right corner. The registration must be approved by the administrator before access is granted.

FleetONE

Log in

Contact OPM Support

Telephone

+47 73 41 01 10 Starts a call

Email

opm.brukerstotte@banenor.no Opens default email client

All rolling stock must be equipped with RFID chips. The railway undertakings are responsible for ensuring that all trains/carriages are equipped with RFID chips in accordance with applicable principles and that the ID structure of the chip is correct. RFID is used to identify rolling stock in the monitoring system and ensures unambiguous and rapid alerts for railway undertakings in the event of wheel flats and/or bearing damage. Since RFID is mandatory, Bane NOR may issue sanctions against undertakings that fail to meet the requirement, including in the form of fines.

Principles for use of RFID chips

Bane NOR has increased its focus on predictive maintenance and, as part of this, random sampling will be conducted by Bane NOR each year through the use of FleetONE for the condition of wheels and wheel bearings for the different railway undertakings. In the event that poor maintenance/follow-up is detected, Bane NOR will require improved follow-up and maintenance on the part of the affected undertakings in order to reduce the wear and tear on the infrastructure.

Since railway undertakings gains most from the system, as data and predictions can be used to optimise the undertakings’ maintenance of wheels and wheel bearing, the support costs for the supplier of the system (Track IQ as of August 2020) will fall to the railway companies themselves. As the owner of the detectors, Bane NOR will assume the costs associated with the operation and the maintenance of detectors. Bane NOR’s maintenance agreement with the system supplier includes reference to a standard sub-agreement for support that may be used by the undertakings.

Overheating detectors

As of August 2020, Bane NOR has no less than five operational overheating detectors, one at Gravhalsen on the Bergen Line, three near Trondheim and one on the Ofoten Line.

The measurements from the detectors near Trondheim are processed at each installation and transferred to an SQL database at Marienborg in Trondheim. Any alarms are transferred directly via a dedicated interface to the train controller in the Central Region, who will stop the train and pass the information on to the railway undertaking.

Alarms from the detector at Gravhalsen are received by the train controller in Bergen via local security teams. Data from this detector is also available via a web interface and any railway undertakings that would like access can be granted access to data from their trains.

7.3.7.3 Service facility description

Table 15: Available wheel damage detectors/wheel flat detectors 

Table 16: Available acoustic-bearing damage detectors 

Table 17: Available hot box detectors

7.3.7.4 Charges

The charges for support, set-up and customisation of the system for individual railway undertakingss, as well as training courses, will be determined based on the agreement each undertaking wishes to enter into with the system supplier. As a minimum, the agreement must include the registration of the undertaking's RFIDs in the system and that adequate maintenance levels can be maintained.

A direct agreement with the supplier provides access to remote support and other benefits. For example, the supplier will be able to assist in the integration with the railway undertakings’ own systems (data export, export of work orders). The supplier will also be able to improve the reference values for the specific wheel bearing models used by the undertaking, as well as customising other parameters. There is also an option for the development of new desired functionality.

7.3.7.5 Access conditions

Not applicable

7.3.7.6 Capacity allocation

Not applicable

7.3.8 Maritime and inland port facilities

7.3.8.1 General information

Overview of port facilities linked to railway activities, see Annex 7.3.8 Port Terminals.

7.3.8.2 Services

Bane NOR does not offer any services at port facilities. Please see Annex 7.3.8 Port Terminals. for information about the services that are offered at each facility.

7.3.8.3 Service facility description

Information concerning port terminals with railway links has been provided for each port. See description in Annex 7.3.8 Port Terminals.

7.3.8.4 Charges

Each port facility provider will determine the charges for its services. See Annex 7.3.8 Port Terminals.

7.3.8.5 Access conditions

See Annex 7.3.8 Port Terminals.

7.3.8.6 Capacity allocation

See Annex 7.3.8 Port Terminals.

Track access to and from port facilities is allocated through the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process.

7.3.9 Relief facilities

7.3.9.1 General information

The main purpose of the contingency terminal is for loading and unloading operations for freight trains in instances where freight trains are unable to reach the destination terminal due to unforeseen circumstances.

Bane NOR has an emergency response portal (Bane NOR Emergency Response) containing information about emergency response, available via the Emergency Response Portal. 

Emergency Response Portal External link

Tactical and operational emergency information, including procedures for alerting, handling, communication, and coordination in emergency situations, as well as various types of analyses.

Contact Bane NOR Emergency Response

Email

beredskap@banenor.no Opens default email client

7.3.9.2 Services

Bane NOR facilitates independent delivery of loading/unloading services at its relief facilities.

7.3.9.3 Service facility description

There are relief facilities at the following locations:

• Kvam
• Palmafoss Voss
• Støren
• Steinkjer

See Annex 7.3.9 Relief Facilities for more information. 

7.3.9.4 Charges

The user of the terminal shall cover Bane NOR’s costs for operation and maintenance of the contingency terminal, unless otherwise agreed. Costs that will be invoiced are variable, and shall cover operations and maintenance as a result of use (including snow removal, paving/gritting and repair of damage).

7.3.9.5 Access conditions

Conditions for the use of relief facilities for contingency terminals:

1. The main purpose of the contingency terminal is for loading and unloading operations for freight trains in instances where freight trains are unable to reach the destination terminal due to unforeseen circumstances.
2. Second, the contingency terminal may be used for other purposes. Conditions for secondary use are that operations that use the contingency terminal shall make the area available within four hours upon receipt of notification that the terminal needs to be used for its main purpose.

7.3.9.6 Capacity allocation

Track access is allocated through the Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. Cf. Part 4: Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these.. 

7.3.10.2 Services

The services provided by Bane NOR comprise access to pumps for refuelling of rolling stock, as well as supply of fuel. The service is the same at all facilities mentioned in Chapter 7.3.10.1.

7.3.10.3 Service facility description

All facilities mentioned in Chapter 7.3.10.1 and described in Annex 7.3.10 Refuelling Facilities are compatible with all locomotives and motor vehicles that currently operate in the railway network, as well as the new Type 76.

In the event of questions concerning technical compatibility, please contact Bane NOR c/o Jan Lutterloh. 

A list of refuelling facilities is provided in Annex 7.3.10 Refuelling Facilities.

7.3.10.4 Charges

Railway undertakings are required to pay a charge for the use of the diesel refuelling facility. The charge constitutes the train operator’s proportionate share of the total costs generated for Togdiesel AS, including advance purchase of fuel from the diesel supplier (currently Circle K), as well as all costs associated with the technical and administrative operation of diesel refuelling facilities performed by certified subcontractors. Such costs are incorporated in the diesel price and will be invoiced to the train operator by the diesel supplier as a mark-up to the applicable litre price at any time.

Examples of such costs include:

a. Long-term depreciation of incumbent and new investments in technical facilities, hire of technical facilities
b. Basic rent for the allocation of the necessary area for the diesel refuelling facility, including access for tankers
c. Costs associated with technical operations, corrective and certified maintenance of the diesel refuelling facilities
d. Administration and account management of facilities, including specified invoicing of consumption from the diesel supplier with associated costs from hired subcontractors for the physical operation and administration of the facilities.
e. Continuous advancing and purchase of diesel at market prices through the “Tradebroker” purchase scheme.

The aforementioned cost elements are adjusted annually pursuant to Section 6-9(3) of the Railway Regulations, with a mark-up for reasonable profit, fixed as a general mark-up of 5%.

The price for diesel is specified separately on invoices from the diesel supplier. Togdiesel AS is entitled to invoice a reasonable mark-up for this, cf. Item e.

After refuelling its trains, the train operator will receive itemised monthly diesel invoices direct from Togdiesel’s fuel supplier (currently Circle K). The aforementioned cost elements a. to e. included in the consumption charge will be allocated and charged to the train operators that have used the facility based on registered diesel consumption.

When refuelling, train operators must complete the form “Declaration (self-declaration/consumption declaration) on the duty-free purchase of taxable goods for exemption of fees” in order to be eligible for the tax exemption. The form must be completed on the refuelling date and must be submitted to the fuel supplier (currently Circle K) for verification and archiving.

7.3.10.5 Access conditions

Railway undertakingss and other applicants are entitled to use railway infrastructure up to fuelling facilities, where available, by concluding an ATS with Bane NOR.

Railway undertakings and other applicants must enter into agreements with Bane NOR for access to the supply of fuel at fuel facilities. Access agreements apply to all facilities. Access is offered for rolling stock only. Road-rail machines cannot use Bane NOR’s fuel facilities.

When an access agreement is entered into for the facilities, an electronic card is issued, which must be kept in the vehicle and used for refuelling.

Please contact Jan Lutterloh to enter into an access agreement.

Bane NOR intends to review its business model for refuelling facilities.

7.3.10.6 Capacity allocation

Track access is allocated through the Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. Cf. Part 4: Capacity Allocation Capacity AllocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these..