2 Infrastructure

2.1 Introduction

This part provides an overview of Bane NOR’s railway infrastructure and related facilities accessible to those authorised to operate on the network. Here, you will find essential information to plan your train operations, whether representing an existing railway company or a new entrant.

For detailed infrastructure information, refer to the website Infrastructure on banenor.no. Additional information can also be found in the Register of Railway Infrastructure (RINF)(opens in a new tab), which supplements the information provided here.

Note that the Network Statement does not provide enough technical infrastructure information for vehicle specification, design, or compatibility with Bane NOR’s network. For such details, consult Bane NOR’s Technical Regulations, Supplementary Information, and Regulations, Chapter 1.(opens in a new tab)

Regarding private railway infrastructure connected to Bane NOR’s network, information is included only where accessible to Bane NOR.

2.2 Extent of Network

2.2.1 Limits

The geographic scope and limits of the railway network are shown on route maps in Annex 2.2.1 Line Maps.

2.2.2 Connecting railway networks

2.2.2.1 National border crossings

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

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

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

In Norway, there is only one main railway network; this is managed by Bane NOR. Beyond this network, there is minimal privately-owned track, most of which is linked to Bane NOR’s network and thus included in the Network Statement.

Passing through connection points on the Norwegian railway may require adjustments in loading gauge, axle load, power supply systems, and signalling systems.

For additional information on connected tracks and lines, see Annex 2.2.2.2 Connecting Railway Networks. For details on sidings, see our overview of sidings.

In cases where sidings have been unused for extended periods, Bane NOR may remove the switch connecting them to the main network. Railway companies wishing to re-establish these connections should contact Bane NOR.

2.2.2.3 Supplementary information

For details on the technical specifications of the railway network relevant to vehicles, see Technical Regulations, Supplementary Information, and Regulations. For a geographic overview of infrastructure characteristics, you can consult Bane NOR's infrastructure database, Maximo. To request information from this database, contact Bane NOR’s OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained..

For more information on (private) sidings, see our overview of sidings.

2.3 Network Description

2.3.1 Track topology

The railway network is mostly single-track; however, double tracks have been established on most sections near Oslo. Parallel railway lines are only present on a few sections; for more information, see Annex 2.2.1 Line Maps.

2.3.2 Track gauges

The track gauge on the railway network, as well as associated public and private tracks, is exclusively 1435 millimetres (4’ 8½”).

2.3.3 Stations and nodes

For an overview of stations and nodes on the Norwegina railway, see Annex 2.2.1 Line Maps or Bane NOR's track description(opens in a new tab). For information about a specific station, including track table and track plan, see our overview of stations.

Bane NOR's graphic schedules (Daglige rutegrafer) provides valuable insight into traffic flow and capacity utilisation at stations and nodes on the railway network. It shows which trains use specific tracks at different times of the day and can contribute to better planning of resources and logistics around key stops. 

2.3.4 Loading Gauge

International reference contours

All lines with regular traffic can be operated according to the static and kinematic specifications of the following international reference profiles:

• G1 (UIC 505-1/prEN 15273-1) 
• GA (UIC 505-1/prEN 15273-1)
• GB (UIC 505-1/prEN 15273-1)

Combined transports according to UIC 596-6

The permissable dimensions for combined transport (Combined Transport Profile Number, CTPN) for each line are shown in Annex 2.3.4.1 International Loading Gauge.

International loading gauges for containers and semitrailers, up to P/C 410, and up to P/C 80, and so forth are applicable on the lines shown in Annex 2.3.4.1 International Loading Gauge.

National gauges

To ensure maximum utilisation of the Norwegian infrastructure, in particular the curve deflection according to which our lines are constructed, the following national gauge has been established:

Dynamic gauge NO1

The Dynamic Reference Profile NO1 prEN 15273 and its applicable conditions are detailed in Annex 2.3.4.2 Dynamic Gauge. This profile applies to all lines with regular traffic.

Static wagon gauge with extra height

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

For transport that exceeds the specified operating profiles, an application for special transport special transportA train is considered special transport when the weight of the load and/or total weight of the vehicle, metre weight, loading gauge or content, or other reasons require special precautionary measures during train operation. must be submitted to Bane NOR's Special Transport unit. For more information on special transport, see Chapter 4.7.1.

2.3.5 Weight limits

2.3.5.1 Axle load

See the map in Annex 2.3.5.1 Axle Load for information about superstructure class, axle load, and maximum speed.  

For information on maximum permitted axle load concerning the load-bearing capacity of bridges, see Technical Regulations, Axle loads and linear loads in relation to bridge load capacities(opens in a new tab).

2.3.5.2 Weight per metre

See the map in Annex 2.3.5.2 Metre Weight for information about the maximum permissible linear load according to line classification.

2.3.6 Line gradients

See Annex 2.3.6 Line Gradients for a tabular summary of determinative gradients.

2.3.7 Maximum line speed

According to the traffic rules for the rail network(opens in a new tab), the maximum speed limit for passenger trains is 210 km/h, and 100 km/h for freight trains. For an overview of speed profiles by line, see Annex 2.3.7 Line Speed.

2.3.8 Maximum train lengths

The train lengths permitted for each line and train path are determined as part of the capacity allocation 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 maximum length depends on a number of things, including the length of passing tracks, as well as platforms where passenger trains will stop for boarding and leaving trains.

2.3.9 Power supply

Bane NOR provides electrical power for train traction and heating. For a map of all electrified lines in Norway, see Annex 2.3.9 Elecrified Lines.

Bane NOR owns and operates refuelling facilities for diesel. For more information, see Annex 7.3.10 Refuelling Facilities.

2.3.9.1 Voltage and frequency

The nominal system voltage is 15,000 volts (AC) for all electrified lines, with a nominal frequency of 16 2/3 Hz.

The railway power supply is typically characterised by a large distance between feed points and small, distributed converter stations.

For trains with inverter traction systems, experience shows that software developed for the same equipment in continental Europe often requires optimisation to ensure proper train functionality and to avoid unacceptable power fluctuations between the train and the power supply.

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

2.3.9.2 Maximum train current

Power consumption

The railway power supply is divided into capacity classes:

• Not electrified
• Class C1: Imax 900A
• Class C2: Imax 700A
• Class C3: Imax 450A

For more information, see Map 3 Overview of maximum train current/power consumption in Annex 2.3.9 Electrified Lines.

On certain sections, available electrical power may constitute a capacity constraint. For classes C1 and C2, this is primarily relevant under specific conditions that reduce capacity. For class C3, such limitations may also apply during normal operation.

In cases of low voltage, the driver is expected to further limit power draw. This is particularly important for trains without automatic current limitation according to EN 50388, in cases of low contact line voltage.

Regenerative brake current

The railway power supply is also divided into capacity classes for regenerative braking:

• Not electrified
• Class B3: 500A (8MW)
• Class B4: 300A (5MW)

For more information, see Map 4 Overview of maximum train current/regenerative braking in Annex 2.3.9 Electrified Lines.

2.3.9.3 Overhead line – height and horizontal displacement

The height of the contact wire varies from 4700 to 6200 mm. Some sections of the network have a higher minimum height. For further details, please contact Bane NOR.

The nominal displacement of the contact wire from the track centre is 400 mm, with a maximum of 700 ± 50 mm in unfavourable wind conditions for older overhead line installations and 550 ± 30 mm for newer installations.

The clearance profile for pantographs is provided in:

• Technical Regulations, Book 540, Chapter 6, Section 3.4(opens in a new tab)
• Technical Regulations, Book 542, Chapter 5, Annex Clearance profile for pantographs and E-Dimensions(opens in a new tab)

2.3.9.4 Pantograph contact pressure

Limits for the forces between pantograph and contact wire are provided in Technical Regulations, Book 542, Chapter 5(opens in a new tab).

Limits for the aerodynamic balancing of pantographs are specified in Technical Regulations, Supplementary information and regulations, Chapter 8, Appendix E(opens in a new tab). Overhead line installations are designed to withstand a wind load of up to 30 m/s perpendicular to the line. Some exposed sections are designed for a maximum wind load of 37 m/s perpendicular to the overhead line.

Where multiple active pantographs are present on a trainset, the number and spacing of these may determine the permitted operating speeds. Specific approval from Bane NOR is required for each line section.

Additional provisions can be found in Technical Regulations, Supplementary information and regulations, Chapter 8, Appendix E(opens in a new tab).

2.3.10 Signalling systems

According to Chapter 8 of the Traffic Rules for the Railway Network, the signalling system ensures safe train operations. These systems, which include signals, interlocking systems, and block systems, provide trains with information about when they may proceed on a given section.

Signalling systems inform trains when they can continue on a specific section. The interlocking systems ensure that trains receive a safe route. Before signals can display a proceed aspect, the train route is checked to ensure that the track is clear of other trains, that signals in the opposite direction display stop, and that all switches are properly set.

2.3.11 Traffic control systems

Traffic management on the railway network is regulated by the Traffic Rules for the Railway Network. For a detailed understanding of these rules, particularly regarding how traffic is managed, see Traffic Rules for the Railway Network, Chapter 5.

For an overview of the areas covered by train dispatchers and the locations of traffic control centres, referto Annex 2.3.11 Traffic Control Areas.

2.3.11.1 Sections with centralised traffic control

Centralised traffic refers to systems where train traffic is monitored and controlled electronically from a traffic control centre. At these centres, train dispatchers, who monitor traffic across large areas, have full visibility of train movements at multiple stations simultaneously. This setup enables efficient and safe train traffic management. In Norway, most railway sections use centralised traffic control, meaning they are supervised from such centres.

The two operating forms using remote/centralised traffic control are:

• Sections with centralised traffic control
• Sections with ERTMS

In sections with centralised traffic control, permission to proceed is issued using proceed signals on the main signal. The onboard staff on a passenger train is responsible for verifying the proceed signal, which requires both section knowledge and competency. This responsibility is further described in TJN TJNBane NOR's Traffic Rules for the Rail Network., Section 6.8 No. 4.

In sections with ERTMS (European Rail Traffic Management System), permission to proceed is issued directly to the driver through the train’s Driver Machine Interface (DMI). In these cases, the onboard staff does not need to verify the proceed signal.

For more information about sections with centralised traffic control operating modes, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/f760a5f7f8e64c5ebee64720a8fec56b.aspx">Annex 2.3.13 Automatic Train Control Systems. 

The deployment of ERTMS (Baseline 3, Version 3.6.0) follows the National Signalling Plan.

2.3.11.2 Sections with announcements

Some lines still have a system using manual announcements. This system means that a train dispatcher at one station has to make contact by telephone with a colleague at the next station before the train is permitted to leave the station. This ensures that there are never two trains on the same block section at the same time. This line is now reserved for this train and no other activity is permitted until this train has arrived at the next station. The order of the trains is determined by the timetables and the driver has a duty to be aware of the presence of any crossing trains. Changes may be determined by the train controller and communicated in accordance with the rules set down in TJN TJNBane NOR's Traffic Rules for the Rail Network..

For more information about sections with centralised traffic control operating modes, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/f760a5f7f8e64c5ebee64720a8fec56b.aspx">Annex 2.3.13 Automatic Train Control Systems

2.3.12 Communication systems

According to the Traffic Rules for the Railway Network, Chapter 2, Section III, communication between trains and traffic control centres is regulated. Bane NOR uses GSM-R as the primary communication system for this purpose, which is standard practice for safe operations on the Norwegian railway network.

For transferring diagnostic data from trains to maintenance systems, commercial mobile networks are used to provide the necessary connectivity and data transmission outside the GSM-R system.

Communication between train dispatcher, station manager, and driver is conducted in Norwegian.

For more detailed information about Bane NOR’s communication systems and their functions, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/b615d71031c846ebbb153af06129802f.aspx">Annex 2.3.12 Communication Systems.

2.3.13 Train control systems

Sections with centralised traffic control and routes with ERTMS have automatic speed monitoring in place, and trains must be equipped with onboard equipped for speed monitoring in order to operate on these routes.

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

2.3.13.1 ATC

The element of the signalling system on sections featuring centralised traffic control that monitors the train’s speed and activates the train’s brakes if the speed limit is exceeded. ATC may be FATC (full speed monitoring) or DATC (partial speed monitoring). The functionality of DATC is limited to driving against the main signal when on ‘Stop’, excess speed across the first switch on the train entry route, individual speeds across deviating switches on train exit routes, and any temporary speed restrictions codes into balises deployed for this purpose.

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

To see which lines are equipped with ATC, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/f760a5f7f8e64c5ebee64720a8fec56b.aspx">Annex 2.3.13 Automatic Train Control Systems.

2.3.13.2 ERTMS Level 2 (ETCS)

On lines equipped with ERTMS Level 2, a running permit and velocity profile are sent from the safety installations to the train via GSM-R. In normal driving mode (FS/OS), a train cannot run without having received a running permit. The train brakes automatically if the permitted speed is exceeded. If a train exceeds its End of Authority (EoA), the train is automatically brought to a halt.

FS = Full Supervision
OS = On-Sight
EoA = End of Authority

For more information, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/d6920660d6c344d0a8f69c61361fb5c2.aspx">Annex 2.3.13.2 Communication for ERTMS.

2.3.13.2.1 Train detection

To prevent axle counter faults, only trains compatible with ERA ERAThe European Union Agency for Railways/ERTMS/033281 may be used.

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

2.3.13.2.2 Diagnostics

Bane NOR intends to use diagnostic data from trains in connection with the targeted and efficient operation and maintenance of infrastructure for increased availability. Implicitly, this involves the sharing of data concerning vehicles with Bane NOR. For more information, see ATS, Annex 2.

2.4 Traffic Restrictions

2.4.1 Specialised infrastructure

Pursuant to Railway Regulations § 8-8, the following applies:

2.4.1.1 The Gardermoen Line

Restrictions at the Romerike Tunnel

Freight trains carrying dangerous goods are not permitted to enter Romeriksporten when there are passenger trains in the tunnel.

Restrictions in culverts at Gardermoen Station

Scheduling of freight trains to pass through the culverts at Gardermoen Station (Oslo Airport) must not be included in the annual timetable. Freight trains must present as few obstacles as possible to other rail traffic scheduled in the timetable.

2.4.1.2 The Østfold Line – Eastern line

As of the third quarter of 2015, the Ski–Mysen–Sarpsborg section has been equipped with ERTMS Level 2 and version 2.3.0d of the system is being used. Only rolling stock with an ERTMS onboard system compatible with ERTMS version 2.3.0d will be granted approval to run on this line.

2.4.2 Environmental restrictions

2.4.2.1 Noise

Noise restrictions are specified by general Norwegian legislation, see the Neighbours Act, the Pollution Control Act and the Planning and Building Act in particular.

Further provisions concerning noise restrictions and other environmental conditions are included in AST, Section 10.2.6.3.

Among other things, local noise restrictions mean that whistles must not be sounded at certain level crossings during the night. These level crossings are signposted.

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

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

2.4.2.2 Discharges from toilets

According to the Railway Vechicle Regulations, Annex 6.2.1.1, the use of open toilet systems in railway vehicles is not permitted. 

2.4.2.3 Environmental hazards

2.4.2.3.1 Lines vulnerable to landslides and avalanches

Due to the topography in Norway, parts of the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. are vulnerable to landslides and avalanches of various kinds. The greatest risk of incidents is associated with high emergency response levels resulting from inclement weather conditions with large amounts of precipitation. Regional landslide/avalanche warnings via varsom.no (opens in a new tab)and local landslide/avalanche warnings for railway lines indicate the risk of incidents.

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

Trains operating on these lines must run at on-sight speed if the train radio is roaming via Telenor. Landslide/avalanche detection systems are installed on the most exposed lines. For further details, see Annex 2.4.2.3.1 Lines Vulnerable to Landslides and Avalanches.

2.4.2.3.2 Collisions with animals

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

2.4.2.3.3 Lines vulnerable to wind

The overview indicates where the strongest winds have been measured (from the nearest weather station), in locations less than 20 km from the railway. This must be taken into account when securing loads.

2.4.3 Dangerous goods

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

2.4.4 Tunnel restrictions

• The transport of dangerous goods, in accordance with RID regulations, hazard classes 1-9, is not permitted in Romeriksporten when there are passenger trains in the tunnel.
• Freight trains should not be scheduled to pass through the culvert at Gardermoen Station (Oslo Airport) in the annual timetable.
• To minimise exhaust emissions in tunnels, drivers are advised to maintain the most consistent driving speed possible.

For a national map of tunnels, see a style="font-family: inherit; font-size: 1.188rem; font-weight: inherit;" href="~/link/e1d0e7a3ab76432ba16c255fa1b8f8b5.aspx">Annex 2.4.4 Tunnels.

2.4.5 Bridge restrictions

Bane NOR has two bridges with special rules for passing trains: the Skansen and Nidelven bridges, both included under Trondheim Station.

Train traffic takes priority over ship traffic. Indicative opening hours for shipping are advertised locally in the daily press when a timetable and local shunting plan have been prepared and actioned by Bane NOR.

2.5 Availability of the Infrastructure

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

Any regular closures or restrictions due to inspections and maintenance work will be reported by the infrastructure manager as part of annual and operational 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., see Chapter 4.3.

On lines with announcements, where stations are staffed by a train dispatcher to the necessary extent, the staffing (and thus the opening hours) could be determined by the need for infrastructure capacity reported in connection with annual and operational capacity allocation.

2.6 Infrastructure Development

A summary of planned infrastructure measures and the need for track access for the next four years can be found on the Bane NOR customer portal, see Bane NOR's website Banetekniske planforutsetninger.

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

• The railway sector’s action programme 2018 – 2029(opens in a new tab)
• The White Paper on the National Transport Plan 2022 – 2033, St. meld. 20 (2020 – 2021)(opens in a new tab).