5 Services and Charges

5.1 Introduction

Cf. Chapters 4 and 6 of the Norwegian Railway Regulations.

This part describes the services which Bane NOR offers its customers and at which prices. The information is structured in the same manner as the overview of services in the Railway Regulations, Chapter 4, with the exception of services in service facilities, which are addressed in Network Statement, Part 7. The services are divided into the following categories:

• Minimum access package
• Access to service facilities and services at these
• Additional services
• Ancillary services

Railway undertakings' use of the services is regulated by Bane NOR’s standard terms and conditions applicable at any time. These standard terms and conditions are set down in ATS, Annex 1 Standard Terms and Conditions. 

Bane NOR supplies a range of other services to railway undertakings in addition to these services. Further information can be found in Chapter 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 undertakings for the latter to be entitled to use such other services.

Bane NOR is in the process of revising parts of the charging scheme, including charges based on direct costs, which are scheduled to be implemented from 2024.

Documents and annexes related to the Network Statement 2024 consultation may be found on the consultation page for Network Statement 2024. 

5.2 Charging Principles

Cf. Chapter 6 of the Railway Regulations and the Implementing Regulation of 7 August 2021, no. 2361 for Regulation (EU) 2015/909 on the modalities for the calculation of the cost that is directly incurred as a result of operating the train service (Implementing Regulation for Regulation (EU) 2015/909).

5.2.1 Introduction

Bane NOR determines what to charge for its services based on Chapter 6 of the Railway Regulations and the Commission Implementing Regulation for Regulation (EU) 2015/909.

5.2.2 Minimum access package

Bane NOR has determined the charge for the minimum access package on the basis of:

a. charges that are based on direct costs, cf. section 6-2(1) of the Railway Regulations and the Commission Implementing Regulation for Regulation (EU) 2015/909.
b. capacity charge, cf. section 6-2(2) of the Norwegian Railway Regulations
c. mark-up on infrastructure fees, cf. Section 6-3 of the Norwegian Railway Regulations
d. discounts, cf. section 6-4 of the Norwegian Railway Regulations
Bane NOR establishes all of the above charging elements pursuant to section 6-1(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 Performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. 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

5.2.3 Access to services in service facilities and supply of services

Access to services in service facilities and supply of services are charged for on the basis of Section 6-9(3) of the Norwegian Railway Regulations, cf. Chapter 7.

5.2.4 Additional services

Additional services are charged for on the basis of Section 6-9(4) of the Norwegian Railway Regulations, cf. Chapters 5.4 and 5.5.

5.2.5 List of market segments

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, cf. section 6-3 of the Railway Regulations.

It follows from Section 6-3(4) of the Railway Regulations that the list of market segments must be included in the network guide and that it must be revised every 5 years.

The following market segments are relevant to Bane NOR:

Any new types of transport should be placed in the segment that most closely resembles the new transport.

The market segmentation has been documented in the annex relating to mark-ups and in Oslo Economics’ report on segments in the Norwegian railways. These may be found on the Network Statement 2024 consultation page. First, a distinction is made between freight services and passenger services. For freight services, a further distinction is made between combination/wagonload services in which multiple customer (often co-loaders representing several freight owners) transport freight using the same train service and industrial system trains in which the service is generally aimed at a single customer and a specific type of freight. System services are in turn divided into five segments based on market characteristics.

In line with the minimum requirements relating to segmentation set out in the regulations, a distinction is made between passenger trains covered by public service obligations and other passenger trains. Other passenger trains may include tourism-based trains without a service obligation. We operate with the following segments for services with obligations: Transport to the main airport, services for which the consideration may be adjusted in the event of changes to charges and other passenger trains with service obligations. Transport to the main airport* includes the airport express train. Some passenger trains operate with the same stopping pattern and serve the same market to a certain extent but have entered into service obligations under which changes to charges are compensated through the adjustment of consideration. These are placed in the segment with adjustment of consideration. Examples of trains included in the other passenger trains with service obligations segment include trains to and from Sweden and tourism-based trains with exclusive rights.

A train product may serve multiple markets but cannot belong to multiple segments. There is not always a blueprint for such situations. Further justifications of the choices that have been made can be found in the consultation annex relating to mark-ups.

As mentioned, the market segmentation must be revised at least every five years. Changes can be made more often than this. Notification of changes will take place in accordance with the regulatory deadline and in dialogue with affected parties.

* This was defined as a separate market segment as early as 2000, cf. Proposition to the Storting no. 52 (1999-2000)

5.3 Minimum Access Package and Charges

5.3.1 Content of the minimum access package

See the Railway Regulations, Section 4-1.

Railway undertakings 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 railway undertaking in question is permitted to operate.

Traffic control as referred to in letter d also includes data communication for ERTMS onboard equipment and communication via a permanently installed GSM-R telephone between the train (driver) and the traffic control centre/traffic 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), railway undertakings are given the right to use this, where available, by concluding ATSs with Bane NOR. See Annex 2.3.9 Electrified Lines  for information on which parts of the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian 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 when relevant technology is approved for Northern Europe. 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

Railway undertakings 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 2.3.12 Communication Systems. 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

Railway undertaking are responsible for linking to Bane NOR’s distribution system for announcements (FIDO FIDOBane NOR's electronic system for distribution of routes and other announcements) 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.

See Traffic Rules for the Rail Network (TJN), Chapters 1 and 2.(opens in a new tab)

Timetables

Timetables for the current timetable period can be downloaded free of charge. 

Timetables External link

Here you will find graphical timetables for the current timetable period. They provide a schematic overview of the pre-determined train traffic on the routes.

Contact Bane NOR OSS

Email

oss@banenor.no Opens default email client

Access to condition monitoring systems for rolling stock

The system is available via a web interface for FleetONE. 

5.3.2. Method for calculating charges for the minimum access package

Cf. Chapter 6 of the Railway Regulations and the Commission Implementing Regulation for Regulation (EU) 2015/909.

5.3.2.1. Charges based on direct costs – basic charge

The charge for access to the minimum access package (cf. Sections 4-1 and 6-2 of the Railway Regulations) and access to service facilities must be set at the cost arising “as a direct consequence of the rail service in question”, cf. Section 6-2(1) of the 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 Railway Regulations use a “mandatory clause”, and this is understood as a minimum payment, unless the exceptions in the Regulations 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. 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 section for the years 2017-2021. The model is in logarithmic form (double log) and traffic load is measured based on the number of train kilometres. This means that we calculate cost elasticity – i.e. how many per cent costs increase by in the event of a 1% change to traffic volume.

The fact that the lines have different technical designs in the form of the number of points, tunnels, speeds, etc, has been indirectly taken into account by differentiating between regions. The estimation of the cost elasticities is carried out using the ordinary least squares method, often referred to as OLS in literature. Marginal costs can be determined by multiplying the cost elasticity by the average costs. The calculations have been documented in the consultation annex Direct costs - methodology and calculations of direct costs for the pricing of the minimum access package dated 10/12/2022 and which forms the basis for the rates in Chapter 5.3.3.

Division by region

The marginal costs are not constant throughout the entire network, which is confirmed by the marginal cost calculations. Grouping line sections into regions allows us to take into account the fact that there are different cost levels and allows us to indirectly adjust for differences in technical variables without including these directly in the model.

The table below shows the division by region.

Table 1: Division of tracks in Norway

5.3.2.2 Capacity charge

Railway Regulations § 6-2 (2) provides a basis for an additional charge so that the price reflects the capacity shortage in an identifiable part of the railway network. In 2024, Bane NOR will not impose any capacity charge.

5.3.2.3 Mark-ups on infrastructure charges

Pursuant to Section 6-3 of the Railway Regulations, the infrastructure manager has the opportunity to cover more of its costs in addition to the basic charge through mark-ups, if this can be tolerated by the market. A document, Mark-up has been drawn up to describe the methods used to calculate mark-ups. On November 1st, 2023, the Ministry of Transportation issued a statement that the limit for mark-ups has been reduced by 50%, and asked Bane NOR to make the necessary adjustments. The mark-up rates for 2024 in the consultation document Mark-ups have subsequently been halved.

A review of market segmentation and an analysis of the tolerances of the segments have been carried out. See Chapter 5.2.5 for an overview of market segments. The following segments are considered relevant in relation to mark-ups:

• Passenger services with service obligations (PSO, public service obligation) for which it is possible to cover charge increases
• Iron ore
• Other ore and minerals
• Transport to main airport

The distribution of mark-ups by segment is done based on the principle of minimising impact from adjustments. This means that segments with low price elasticity and good financial strength will pay proportionally more than segments with higher price elasticity and less strength (the Ramsey principle). Since the PSO segment can pass on changes in charges to the government, the mark-ups in this segment are set so that the proportion of total mark-ups is equal to the proportion of train kilometres (traffic in the years 2019, 2021 and 2022 form the basis for this). Other mark-ups have been distributed by the segments iron ore, other ore and minerals and transport to the main airport using the Ramsey principle. The rates per train kilometre have been determined by dividing the total segment mark-up by the number of train kilometres in the segment.

5.3.2.4 Discounts

On the basis of the principles of competition neutrality in each individual case, Bane NOR wishes to agree possible discounts in accordance with the 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. The Regulations 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. There has been an increase in services in recent years and there are no longer any sections that meet the criteria for being defined as significantly underused.

Bane NOR has provided 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 was of the view that it should be significant and apply for a sufficiently long period to ensure 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. In 2017, this discount was set at 75% and would remain in force up to and including 2025 on the following sections that satisfied the above definition of “significantly underused”.

• All non-electrified sections
  • Kongsvinger–Elverum
  • Hamar–Elverum–Røros–Støren
  • Dombås–Åndalsnes
  • Trondheim–Hell–Storlien/Bodø
• The Sørland Line, on the Kongsberg–Kristiansand–Orstad (Ganddal) section
• The Dovre Line, on the Eidsvoll–Dombås–Åndalsnes/Heimdal/Brattøra sections
• The Roa–Hønefoss and Hønefoss–Hokksund lines

Since the sections are no longer significantly underused, Bane NOR wishes to gradually phase out the discount from and including 2024, as shown in the table below:

Table 2: Phasing out the discount

5.3.2.5 The following forms of operation are exempt from infrastructure charges:

• Operation of rescue trains, firefighting trains, assistance trains assistance trainsTrains for retrieving other trains that have become stranded on the line., 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.
• 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.
• Operation of museum trains underthe museum’sown 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.
• Shunting of railway vehicles (rolling stock).
• Transportation of converter units to and from workshops and between converter stations.
• Operation on behalf of Bane NOR in connection with maintenance and development

5.3.3 Minimum access package charges

All charges are specified exclusive of value-added tax and Bane NOR invoices include value-added tax.

Charges (2024 charges) – Paragraph references relate to the Railway Regulations

Based on the documentation of the basic charge and mark-ups, the 2024 charges, based on 2024 charges, are set to:

Table 3: Charges (2024 charges) 

PSO* = Public Service Obligation

The tables below provide examples of what will happen to the invoiced amount for a passenger train and a freight train:

Table 4: Example – R11: Eidsvoll-Larvik: double-set and morning rush (one train) (2024 charges)

Table 5: Example – Combined transport train Alnabru–Brattøra – 44 TEU (one train) (2024 charges)

5.4 Additional Services and Charges

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 railway undertakings if they apply for them.

Railway undertakings 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(4) 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:

5.4.1 Traction current (power supply for train operation)

See the Railway Regulations, § 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 railway undertakings 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 rail networkThe rail network managed by Bane NOR, which is the entire 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.

Charges for traction current (power supply for train operation)

The price of electricity consists of the following main elements:

• electric power
• grid hire in order to send the power from the production site to Bane NOR’s converter stations
• conversion and transfer losses at Bane NOR facilities
• Bane NOR’s administrative costs
• public fees

Provision of electricity/traction current is a supplementary service. The other costs referred to in the bullet points here are included in the minimum service package

When services are requested by or offered to several parties, Bane NOR will set charges and publish these on its website.

5.4.2 Preheating of passenger trains

See Section 4-4(1b) of the Norwegian Railway Regulations.

Bane NOR’s strategy for power supply for stabled railway vehicles is that

• vehicles with their own pantographs will generally be supplied from the catenary via the pantographs.
• vehicles without their own pantographs and others who require it are supplied from the train heating posts, where available.

This service is also offered to train categories other than passenger trains.

5.4.2.1 Pantographs

Bane NOR offers railway undertakings power supply to pantographs for stabled vehicles subject to the following conditions:

• Stabling sidings are electrified and there is adequate capacity in the track power supply.
• Stabling under live catenary lines meets the minimum requirements concerning electrical safety, see 7.3.5.2 and TJN TJNBane NOR's Traffic Rules for the Rail Network. 3.20.
• Adequate technical compatibility between track power supply and railway vehicles receiving the power supply. Experience shows that diode-equalisation of the vehicle’s mains power converter during stabling results in adequate technical compatibility in accordance with EN 50388.
• Short-term interruptions in supply, i.e. with a duration of less than 15 minutes, must be expected and deemed necessary and do not need to be reported. Efforts are made to reduce the scope and duration of short-term interruptions through planning, particularly during the seasons when there is a critical need for power supply to the vehicles (cold).
• Long-term interruptions in supply, i.e. with a duration exceeding 15 minutes, must be expected and may be necessary. Scheduled interruptions will be announced at least one day in advance. In the event that further coordination requirements are identified, interruptions are announced two weeks in advance so that the railway undertaking has the opportunity to manage the vehicles (e.g. rigging down, stabling elsewhere or connecting to any train heating posts). Efforts are made to schedule planned interruptions for seasons during which the need for power supply for vehicles is not critical (cold). Efforts are made to reduce unplanned interruptions through switching and will be announced as soon as possible so that the railway undertaking can manage the vehicles as necessary.
• Railway undertakings pay the costs associated with energy supply in accordance with the charges and terms set down in Chapter 5.4.1 Traction current (power supply for train operations).

Any need for this additional service must be reported 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 – see Chapter 4.2.1.2.

In the event of long-term interruption, railway undertakings 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 Chapter 5.4.2.2 Train heating posts (with the exception of fixed annual rent). Energy consumption must be reported by the undertaking.

5.4.2.2 Train heating posts

Railway undertakings pay costs associated with energy supply:

• 16 2/3 Hz at the same prices and terms as for 5.4.1 Traction current (power supply for train operation).
• 50 Hz corresponding to the cost incurred by Bane NOR to provide the service. This refers to costs associated with the acquisition and supply of electrical power, including an administrative mark-up of 5%.

Annual rent:

• 1000 V (16 2/3 Hz or 50 Hz) – NOK 12 859
• 1×230 V (50 Hz) – NOK 9 002
• 3×230 V (50 Hz) – NOK 12 859
• 3×400 V (50 Hz) – NOK 19 289

Tariffs

Overview of the current tariffs at any given time. All prices are excluding VAT.

Elkraftportalen External link

Information you need when working on or by Bane NOR's electrical facilities.

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.

Overview of train heating post locations, see Annex 7.3.5 Stabling Facilities.

5.4.3 Services for exceptional transports and dangerous goods

See the Railway Regulations, § 4-4 (1), letter c).

5.4.3.1 Services relating to exceptional transports

To verify whether an exceptional transport arrangement is feasible, Bane NOR offers the railway undertaking the opportunity to simulate the transport in a computer program.

5.4.3.2 Services relating to the transportation of dangerous goods

Bane NOR does not offer any particular services related to the transportation of dangerous goods.

5.5 Ancillary Services and Charges

See Section 6-9(4) 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 railway undertakings if they apply for them. Undertakings 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 Railway Regulations, § 4-5 include the following:

5.5.1 Access to telecommunications network

See the Railway Regulations, § 4-5 (1), letter a). Bane NOR does not provide access to telecommunications networks other than those required in connection with train operation, see Chapter 5.2.

5.5.2 Provision of supplementary information

See the Railway Regulations, § 4-5 (1), letter b).

Railway undertakings requiring information in addition to that provided in the Network Statement and other available sources should contact the OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained..

 

5.5.3 Technical inspection of rolling stock

Cf. 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.

5.5.4 Ticketing services at passenger stations

See the Railway Regulations, § 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.

5.5.5 Specialised heavy maintenance services

See the Railway Regulations, § 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.

5.5.6 Other services

This chapter provides a summary of the other services which Bane NOR provides to railway undertakings which are not covered by the Railway Regulations, Chapter 4. There must be a special agreement between Bane NOR and undertakings for the latter 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 railway undertakins will be priced at market rates.

5.5.6.1 Rescue train

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.

Contracts:

• An agreement has been concluded with Geilo Red Cross for equipment, crews and GPS trails in winter.
• Finse 1222 – Agreement on accommodation and catering in a crisis and emergency response situation.
• Vatnahalsen Hotell – Agreement on accommodation and catering in a crisis and emergency response situation.
• Agreement with the local fire service along the track on training and equipment for earthing the catenary system.

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.

5.5.6.2 Recovery of wrecked rolling stock

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 traffic 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.

Railway undertakings 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 undertaking regarding recovery services.

5.5.6.3 Firefighting train

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 firefighting trainA train set equipped with extingguishing equipment. is made at the same time as the infrastructure capacity application and should be sent to the same address, see Chapter 4.2.1.2.

Flatbed wagons for transporting rescue vehicles on the railway line are based in Bergen and Voss.

5.5.6.4 Tank wagons containing water for extinguishing fires along the railway line

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 ignition and access to water may be difficult.

Water wagons/containers are located in Alnabru, Sarpsborg, 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.

5.5.6.5 Snow clearance locomotive

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.

5.5.6.6 Assistance locomotive

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.

5.5.6.7 Filling up trains with water

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 7.3.7 Service Facilities.

The need for access to water pumps is reported 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, see Chapter 4.2.1.1.2.

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 7.3.7. Service Facilities and 7.3.2. Stations.

The need for access to water cranes during train operation is reported 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, see Chapter 4.2.1.1.2.

5.5.6.8 Disposal of waste from toilets

For further information about disposing of waste from toilets, see Annex 7.3.7 Service Facilities.

5.5.6.9 Training services

The Norwegian Train Driver Academy 

The Norwegian Train Driver Academy (Norsk Fagskole for lokomotivførerutdanning) is 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.

Norwgian Railway Academy

The Norwegian Railway Academy (Bane NOR) is located at Grorud and offers modern teaching facilities and a range of technical practice facilities. We also have training facilities for electrical power, lines and traffic safety at Hauerseter. The Academy provides training services to the entire railway sector:

• The Norwegian Railway Academy provides basic training for train dispatcher and basic and further training for Bane NOR train controllers.
• Apprenticeships for public railway-related trades are coordinated from a separate training office. This training office is independent of the Norwegian Railway Academy, but it hires office space on the Academy’s premises. It works with platelayers, lampmen, electricians, power installers, etc. Basic training (VG 1 and VG 2) is offered in the state school system (in upper secondary schools). Practical apprenticeships take place in private companies, while practical/theoretical training linked with apprenticeships takes place at the Norwegian Railway Academy. Supplementary catenary installer training is also offered.
• The Academy provides basic education and training on traffic safety in all railway subjects.
• The Academy offers 3-month training programmes on signalling for engineers with bachelor’s and master’s degrees. The Academy works in partnership with Järnvägskolan in Sweden and other stakeholders on the railway-related further and higher education.
• The Academy coordinates and records a number of training pathways on behalf of Bane NOR.
• The Academy offers an introductory course for administrative railway employees, which provides a basic introduction to how the Norwegian railways work and which stakeholders are involved.
• The Norwegian Railway Academy offers “Chief Safety Officer” training and catenary fitter expertise.
• The Academy also offers a range of short further training courses for the various electrical specialisms in the railway sector, including signalling, high voltage, low voltage, railway work and train controller training. Interdisciplinary and safety-related courses are also on offer.
• The Norwegian Railway Academy also bears academic responsibility for education and digital learning.

5.5.6.10 Transportation of freight to locations with no roads

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 railway undertakings wishing to carry out such transport on a commercial basis.

5.5.6.11 Rental of premises, buildings and areas

Bane NOR owns a large number of buildings that are not used for or linked to railway purposes, for instance 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.

5.5.6.12 Baggage trolleys at stations

On lines where railway undertakings pay a special price for priority station services, the cost of purchasing and operating baggage trolleys is included in this. At other stations, undertakings requiring baggage trolleys have to pay for the purchase and operation of these themselves.

5.5.6.13 Rental of vehicles

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.

5.6 Financial Penalties and Incentives

5.6.1 Penalties for Path Modification

There are currently no charges imposed for timetable changes.

5.6.2 Penalties for Path Alteration

There are currently no charges imposed for timetable changes.

5.6.3 Penalties for Non-usage

The full basic charge will be charged for trains that do not operate and that have not been cancelled prior to the planned departure time. No reservation charges will be levied in the event of acute incidents occurring. These will come under the performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. - see Chapter 5.7.1.

5.6.4 Penalties for Path Cancellation

See the 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 railway undertaking or for maintenance of the infrastructure by the infrastructure manager. Reservation charges are levied for allocated infrastructure capacity that is cancelled or not used by the applicant. The applicant may be an undertaking or another infrastructure capacity applicant pursuant to Section 1-7 p) of the Norwegian Railway Regulations. The infrastructure capacity applicant is obliged to pay the reservation charges levied. Reservation charges are not levied on infrastructure manager for the manager’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 railway undertaking in TIOS. If the undertakings 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:

Table 6: Reservation charges

The basic charge in the table is calculated based on the planned route and train kilometres.

The full basic charge will be charged for 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 subject to a reservation charge equal to 100% of the basic charge. No reservation charges will be levied in the event of acute incidents occurring. These will come under the performance scheme - see Chapter 5.7.1.

5.6.5 Incentives and discounts

5.6.5.1 ERTMS discounts

See Section 6-2(6) of the Norwegian Railway Regulations

At present, Bane NOR does not wish to provide an incentive scheme linked with ETCS equipment beyond what has already been established via the agreement on 50% coverage of railway undertakings’ installation costs(opens in a new tab).

5.6.5.2 Silent brake pads

See Section 6-2(3) of the Norwegian Railway Regulations

Bane NOR will consider introducing financial incentives for train companies to replace brake pads with silent composite brake pads.

5.7 Performance Scheme

Cf. Section 6-6 of the Norwegian Railway Regulations.

5.7.1. Performance scheme

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 5.3.1.6, or to trains without routes, including side dump cars.

Once a year, Bane NOR will publish annual average performance levels achieved by railway undertakings on the basis of the most important agreed parameters in the performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12..

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 ofne the first recorded cancellation. A linear model is applied to calculate the size of the performance scheme:

1. $$Y_{BN}=y_{BN}\cdot \left[\sum _{t=1}^T[\sum _{k=1}^T(F_{kt})]\right]$$
2. $$Y_{TS}=y_{TS}\cdot \left[\sum _{t=1}^T[\sum _{k=81}^{85}(F_{kt})]\right]$$

YBN = Bane NOR's payment to the railway undertakings
YTS = the railway undertakings' payment to Bane NOR
yBN = rate per minute / cancellation for Bane NOR
yTS = rate per minute / cancellation for the railway undertakings
k = code in TIOS
t = train number included in the performance scheme
Fkt = minutes delay / cancellations per train (t) with cause code (k)

The following cause codes are included in the scheme:

• Codes 1-4 and 6-7, plus delays/cancellations with no cause codes (Bane NOR).
• Codes 81-85 for delays and 81-84 for cancellations (railway undertakings).
• Code 5 is excluded from data on cancellations, as these have been included in the “train replacement bus” scheme.
• Codes 6 and 7 represent consequential delays as a result of primary causes (codes 1-4 and 81-85).
  • Bane NOR will pay what railway undertakings have been charged for codes 6 and 7.
  • Railway undertakings will indirectly pay their share of the events under codes 6 and 7 by paying a higher NOK rate on the primary causes (codes 81-85).
• Cancellations where action cards are used will be counted.

The following NOK rates for 2024 charges are applicable to:

Table 7: Rates

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 railway undertakings and Bane NOR. The size of the rates in the performance scheme have been set in relation to the income from infrastructure fees (basic charge) 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 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:

• Delays: 50% of the invoiced amount per month, linked with the basic package.
• Cancellations: 50% of the invoiced amount per month linked to the basic package.

5.7.2. Alternative transport compensation

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% 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 ARBISBane NOR's electronic overview of railway technical planning requirements..

5.8 Changes to Charges

5.8.1 Annual charge adjustments

There is a need for annual charge adjustments between the updates to the calculated marginal costs approximately every five years and the determination of new charge levels. Bane NOR uses Statistics Norway’s cost index for operation and maintenance of road systems(opens in a new tab). The charge adjustment itself will be undertaken according to the following principle:

$$P_{t+1}=P_t\cdot \left(\frac{K{I}_t^{Q2}}{K{I}_{t-1}^{Q2}}\right)$$

$$P_{t+1}$$ = price next year

$$P_t$$ = price current year

$$K{I}^{Q2}$$ = SSB's index per second quarter of the current (t) and previous (t-1) year 

Table 8: Percentage change in charges

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(opens in a new tab) throughout the year. The adjusted prices for the coming year will be published as an update to the Network Statement no later than 20 August of the current year.

5.8.2 Other changes to charges

The charges for the use of the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. (the basic service package) are set and levied by Bane NOR within the scope of the 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 Railway Regulations, Chapter 6.

For Network Statement 2025, Bane NOR considers certain changes in market segmentation and mark-ups.

Additionally, Bane NOR has initiated a review/audit of the performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. and the capacity charge. Railway undertakings and other affected parties will be involved in an appropriate manner and Bane NOR aims to announce any changes to the mark-ups, performance scheme, and capacity charge as part of the consultation on Network Statement 2025.

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 railway undertakings will be given a deadline of at least three months in which to comment.

Bane NOR will issue information about any changes to the pricing model for the stabling of passenger and freight trains in Network Statement 2025.

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.

5.9 Billing Arrangements 

5.9.1 Billing arrangements for the minimum access package

See the Railway Regulations, Section 4-1.

Invoiced amounts and specifications will be published on Togselskap min side.

Billing occurs on the 15th of each subsequent month.

Regardless of who is being billed, the railway undertakings are obliged to provide the necessary information for calculating the value of the service. If the undertakings 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 railway undertaking, Bane NOR may request the data for their own report.

Bane NOR may establish more detailed guidelines on invoicing.

For questions regarding billing arrangements, contact marked@banenor.no.

Information that all railway undertakings are required to provide

The gross weight for all trains must be reported regularly. Completed wagon record, see TJN TJNBane NOR's Traffic Rules for the Rail Network., Ch. 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, § 2.

If a railway undertaking fails to pay, Bane NOR will be entitled to withdraw train paths allocated to the undertaking. Such withdrawal of train paths may only take place in the event of major payment default.

5.9.2 Invoicing of additional services

The invoicing of additional services varies depending on the service type.

The conditions for invoicing Traction current (power supply for train operations) are described in “Bane NOR’s standard terms and conditions for settlement of 16 2/3 Hz energy". 

Invoicing for the rental of train heating posts is done once per year.