7 Service Facilities

7.1 Introduction

This section provides a detailed overview of the service facilities associated with Bane NOR’s railway network, including information on access conditions, available services, and associated prices. Both Bane NOR’s own service facilities and those operated by other entities are covered here. For external service facilities, you will either find information directly in the Network Statement or be referred to relevant websites with the necessary information, in line with the requirements of the Railway Regulations.

On the Infrastructure webpage, you will find information about infrastructure and service facilities. This page replaces the relevant annexes in the Network Statement.

Bane NOR is part of the Rail Facilities Portal, a platform where service facility operators can meet their legal obligations regarding information requirements and promote their services internationally, offering a simple and effective way to reach railway undertakings and other stakeholders.

We also provide useful guidance to operators of service facilities not managed by Bane NOR. The Common Template for Service Facilities (rne.eu)(opens in a new tab) can be used to provide infrastructure managers with the necessary information, along with details about submission deadlines.

7.2 Service Facilities Overview

Service facilities connected to the railway network and the services provided at these facilities are described in the overview below as well as in the annexes referred to.

Table 1: Service facilties overview

7.3 Service Facilities Managed by Bane NOR

7.3.1 Common provisions

7.3.1.1 Access to service facilities and associated services

In accordance with the Railway Regulations § 4-2, all operators of service facilities must provide access, including track access, to all applicants on non-discriminatory terms. This applies to both the facilities and the services offered there.

For Bane NOR's service facilities (except maintenance facilities), pricing is based on the marginal cost principle. For stations, the price is included in the minimum package of services (see part 5 for more information), as the stations are located on the main tracks. Access to tracks managed by Bane NOR leading to other service facilities is also included in the minimum package of services.

Railway undertakings and other applicants have the right to access service facilities and services operated by Bane NOR, as described in the Railway Regulations § 4-2. For access to and services in service facilities not operated by Bane NOR, applicants must contact the operator of the relevant facility directly.

7.3.1.2 Charging of services at service facilities

In accordance with the Railway Regulations § 6-9 (3), Bane NOR sets the charges for services in its service facilities. The price may not exceed the cost required to provide the service (here referred to as the production cost), including a reasonable profit. The production cost includes all direct and indirect costs, as well as capital costs related to the service.

Indirect costs include accounting, debt collection, payroll, auditing, personnel services, health and safety, ICT services, mail, archive, and switchboard services. Capital costs include facility depreciation and the imputed interest rate, meaning the return Bane NOR could have achieved by investing the funds used for the service instead. Therefore, the cost on which the price is based is independent of the financing method chosen (whether through loans or equity).

A "reasonable profit" is defined in the Railway Regulations § 1-7 letter n), and the price should be proportional to the actual usage of the service.

For basis for the charges for stations, siding facilities, and freight terminals, please refer to the documentation reports:

Charges for stations, consultation annex to Network Statement 2022
Charges for stabling of passenger trains, consultation annex to Network Statement 2022
Charges for stabling of freight trains, consultation 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. For descriptions of all stations, including the services that are offered to railway undertakings and passengers, see our overview of stations. Contact information for each station can be found at 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/preventive interior and exterior maintenance
• Interior and exterior lighting
• Operation and maintenance of technical installations (including lifts, ventilation systems, heating, alarm systems)
• Caretaker and security services
• Snow clearing/gritting of platforms and access areas.

Passenger platforms for boarding and alighting are considered part of the railway infrastructure according to the Railway Regulations § 4-1 c), and are included in the minimum package of services. This also applies to certain access roads for passengers, as well as safety and technical equipment related to the railway infrastructure.

Station services also include the provision of customer and traffic information. The service offerings vary between stations depending on their standard and size. For details about the facilities at each station, please refer to our station overview.

Bane NOR defines the standards at stations in accordance with the regulations in AST, Chapter 9.1.5. Railway undertakings cannot opt out of certain service elements that make up the station service.

7.3.2.3 Service facility description

An overview of public facilities, maps, tracks and platform information, as well as schematic track plans can be found in our overview of stations. .

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.

• Single-user stations: the annual subscription is calculated in such a way that the railway undertaking that uses the station pays the costs.
• 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.

Table 2: Charge estimates applied to single-user stations in 2025, based on 2025 prices

Table 3: Charges applied to multi-user stations in 2025, based on 2025 prices and actual passenger exchanges in 2023

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 undertakings 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 Access Conditions and 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..

7.3.2.6 Capacity allocation

See Part 4 Capacity Allocation.

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 our overview of terminals.

7.3.3.2 Services

Freight terminal services include:

• Issuance of licenses to operators for service activities at the terminal
• ICT solutions (including Terminal Operations System – TOS)
• Sweeping, cleaning, and maintenance of the terminal area
• Maintenance of tracks, overhead lines, signaling systems, and other technical equipment
• Access/gate control and other security services
• Outdoor lighting and electrical work (including track switch heating)
• Snow clearing and salting (clearing tracks, loading docks, and access areas)
• Storage area for cargo carriers

Traffic management, meaning management of train, locomotive, and wagon movements as well as trucks at the terminal – is included in the minimum package of services.

The service offerings vary between terminals depending on the standard and size. The terminals are divided into two categories: intermodal/container terminals and timber terminals.

Freight ramps adapted for loading and unloading are part of the railway infrastructure under the Railway Regulations § 4-1 c) and are included in the minimum package of services, even when the freight ramp is adjacent to or connected to a freight terminal. The access service also applies to the use of terminal tracks.

Bane NOR does not provide shunting, loading, or unloading services at the terminal. Railway undertakings must enter into contracts with approved terminal operators for these services. The scope of service offerings varies from terminal to terminal.

For information on which terminal operators provide services at individual terminals, see our overview of terminals.

The arrival tracks of freight terminals are open for trains 24 hours a day, all year round. Opening hours for the reception and dispatch of freight, as well as the arrival and departure of vehicles, may vary.

7.3.3.3 Service facility description

See our overview of terminals for descriptions of each terminal, including timber terminals and port terminals/tracks. 

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: terminal charges and terminal services.

Terminal charges

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

Table 4: Charges for access to intermodal/rail freight terminals (2025 charges)

The charges for the following timber terminals are as follows:

Table 5: Charges for access to timber terminals (2025 charges)

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

Terminal services

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.

For informastion about the operators at each terminal, please see our overview of terminals. 

7.3.3.5 Access conditions

Access conditions for the use of freight terminals are twofold: Bane NOR's access conditions and the terminal operator's terms and conditions.

Bane NOR's access conditions

The access conditions for railway undertakings to loading and unloading areas at Bane NOR’s freight terminals, beyond the allocated track paths 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, are as follows:

• Data must be exchanged with Bane NOR's TOS. Details are described in the AST, Annex 2: Traffic Data to Bane NOR.
• Railway undertakings must have an agreement with a terminal operator that has a valid access agreement with Bane NOR, or they must enter into such an agreement themselves.
• Additional provisions are found in the Terminal Handbook.

Terminal operators’ conditions for services

For information on which terminal operators provide services at the individual terminals, see our overview of terminals. For further information on freight terminals and services, see chapter 7.3.3.2.

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.

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. 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

• Departing trains: 2 hours
• Arriving trains: 2:15 hours
• Turn-around-time: 3:30 hours

Time limit for timber terminals

• Loading and unloading: 5 hours

7.3.3.7 Principles for Coordination

These principles outline what Bane NOR will emphasise when proposing capacity allocation 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 Chapter 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, 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, 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 undertakings 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 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 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 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 will be based on the principles listed below. The principles are prioritized as follows:

Principles for Proposal of Capacity Allocation

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.
4. Proximity to depot: Allocation of capacity in loading/unloading tracks should consider proximity to depots.
5. Minimisation of changes to applications for international timetable slots: The capacity allocation should, to the greatest extent possible, avoid altering existing international track paths in order to ensure continuity in international freight transport.
6. Other relevant factors: Other relevant factors, including economic consequences raised by the applicant in the capacity request, will also be considered.

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 on factors that deviate from the coordination principles, this should be done in consultation with the affected railway undertakings 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 6: Railway undertakings that offer shunting at various locations

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

7.3.4.3 Service facility description

For information about relevant facilities, see our overview of terminals.

7.3.4.4 Charges

 

Charges for the use of shunting facilities are twofold: terminal charges and service charges.

Terminal charges

Bane NOR collects terminal charges. For inforation about rates, see Chapter 7.3.3.4.

Service charges

The provider of the shunting service charges for the service. For information about which undertakings offer shunting services at which terminals, see Chapter 7.3.4.2 , Table 6.

7.3.4.5 Access conditions

Access conditions for shunting areas are as follows:

• Allocated train path: Must comply 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.  
• Agreement with Bane NOR: Railway undertakings are granted the right to use Bane NOR’s shunting areas by entering into an AST agreement with Bane NOR.

Safety and other technical gear available in freight terminals is a part of the railway infrastructure according to Chapter 5.2 and is included in the minimum access package.

For information about which undertakings offer shunting services at which terminals, see Chapter 7.3.4.2 , Table 6.

7.3.4.6 Capacity allocation

Capacity is allocated through the capacity allocation process. This process is described in Part 4 Capacity Allocation. 

7.3.5 Storage Sidings

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 our overview of 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 our overview of stabling facilities. 

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

• Vehicles with their own pantographs
  • Main solution: from the overhead contact line (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 an energised overhead contact line 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. For further details, see TRV guidelines for stabling under energised overhead contact line(opens in a new tab). 
• Requirements concerning electrical safety, including rolling stock that are considered climbable, can be found in TRV (see link above), SJN 2.9 and TJN TJNBane NOR's Traffic Rules for the Rail Network. 3.20.

7.3.5.3 Description of service facility

For descriptions of each facility, please see our overview of 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.

Table 7: Subscription charges for stabling/parking (2025 charges)

Stabling is charged based on the length of the vehicle.

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.

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 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 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 2025:

Table 8: Charge per hour per commenced 100 metres of stock in NOK (2025 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 AST with Bane NOR. Railway undertakings 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 process, see Part 4 Capacity Allocation.
• 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 (such as 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. This process is described in part 4 Capacity Allocation.

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
• 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 our overview of 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 our overview of maintenance facilities. 

7.3.6.3 Service facility description

For information about the services offered at each maintenance facility, please see our overview of maintenance facilities. Note that discrepancies may occur as services are 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.

Workshop access charges are calculated after a request for access is received and depends on a number of factors that are clarified during such a request. Workshop access is priced according to the principle of cost price with the addition of a reasonable profit.

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 via 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. This process is described in Part 4 Capacity Allocation.

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. For information about each maintenance facility, see our overview of 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 our webpage Infrastructure. 

As of 2020, all cleaning and washing facilities are linked to maintenance facilities.

7.3.7.2 Services

7.3.7.2.1 Deicing facilities

There is one de-icing facility in Norway, located at the Alnabru freight terminal. This facility is designed to handle up to 4,000 meters of freight trains per day.

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

Bane NOR owns and operates a system for monitoring the condition of rolling stock (FleetONE), which includes:

• Wheel damage detectors / flat wheel detectors: There are a total of five wheel damage detectors linked to a central monitoring system called FleetONE (as of August 2020). These detectors monitor wheels and wheel bearings for damage, which can be detected when trains pass by. Additionally, two extra wheel damage detectors are connected to other systems that are not accessible through FleetONE.
• Acoustic bearing damage detectors: Three acoustic bearing damage detectors are also connected to FleetONE. These detectors provide information on the condition of wheel bearings.
• Overheating detectors: As of August 2020, five overheating detectors have been installed at strategic locations in the railway network. These are connected to other systems, with further descriptions provided later in the chapter.

The ailway undertakings are required to regularly monitor the condition of their own rolling stock using the system and are responsible for utilizing its benefits.

The train dispatcher (Bane NOR) will receive an alert from the system if a wheel impact exceeds the defined threshold. Following the dispatcher’s instructions, the train must then reduce speed or stop, depending on the severity. This measure is necessary because failure to stop or slow down could result in severe damage to the infrastructure over long distances.

In cases where infrastructure damage occurs, the system will be used to assess liability, potentially leading to compensation claims against the responsible party, such as a railway undertaking.

FleetONE

The system is accessible via a web interface. Follow the provided link if access is required, and click Register in the top-right corner. Access will be granted once approved by an administrator. For assistance, contact OPM Support.

FleetONE

Log in

Contact OPM Support

Telephone

+47 73 41 01 10 Starts a call

Email

opm.brukerstotte@banenor.no Opens default email client

Principles for RFID tagging of trains and wagons

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 undertakings 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 9: Available wheel damage detectors/wheel flat detectors 

Table 10: Available acoustic-bearing damage detectors 

Table 11: 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 can be found in our overview of terminals.

7.3.8.2 Services

Bane NOR does not offer any services at port facilities. Please see our overview of 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 our overview of terminals.

7.3.8.4 Charges

Each port facility provider will determine the charges for its services. For more information, see our overview of terminals.

7.3.8.5 Access conditions

See our overview of terminals.

7.3.8.6 Capacity allocation

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. This process is described in Part 4 Capacity Allocation.

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 (Beredskapsportalen) containing information about emergency response, available via the 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. Main purpose: 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. Secondary use: The contingency terminal may also 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. This process is described in Part 4 Capacity Allocation. 

7.3.10 Refuelling facilities

7.3.10.1 General information

Togdiesel AS offers refuelling facilities at the following locations:

• Alnabru
• Bodø
• Hamar
• Trondheim - Marienborg
• Mo i Rana
• Røros
• Steinkjer
• Støren
• Åndalsnes

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

Fuel supply is offered at all refuelling facilities mentioned in Annex 7.3.10 Refuelling Facilities.

7.3.10.2 Services

The service provided by Togdiesel AS consists of access to pumps for refuelling of rolling stock, as well as the associated supply of fuel supplied by Circle K. 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 via Jan Lutterloh. 

7.3.10.4 Charges

The railway undertaking pays for diesel in accordance with the prevailing market price, as well as a fee for the operation and maintenance of diesel tank facilities. This fee covers the railway undertaking's share of the total costs for technical and administrative operations, which are shared between Togdiesel AS, Circle K Norge AS, and Circle K’s subcontractors.

These fixed costs are invoiced to the railway undertaking in addition to the prevailing price per litre. In addition to the price per litre, which is adjusted monthly based on market prices and government fees, operational measures may affect costs. Examples of such costs include:

• Long-term depreciation of existing and new investments in technical facilities, and rental of diesel tank facilities.
• Land rental for the required area for the diesel tank facility, including access for tanker lorries.
• Costs for technical operations, corrective and certified maintenance of diesel refuelling facilities.
• Administrative and accounting management of the diesel tank facilities, including specific consumption reporting carried out by Circle K Norge AS, as well as costs for Circle K’s use of operational services provided by its subcontractors.
• Ongoing procurement of diesel at market price (Platts quote for ULSD 10 PPM construction diesel).
• Applicable taxes and fees, supply and infrastructure costs, quality surcharges, and transportation surcharges.

These costs are adjusted annually in line with the Consumer Price Index (CPI), along with a reasonable profit margin. The railway operator is hereby notified that this adjustment will occur every year.

Togdiesel AS applies a margin of 20 øre per litre for pre-financing and bulk purchasing of diesel. This margin can be adjusted and renegotiated every two years, with the first review scheduled for 1 January 2026.

7.3.10.5 Access conditions

To use railway infrastructure that provides access to fuel filling facilities, applicants must enter into an access rights agreement (AST) with Bane NOR.

Applicants must also enter into agreements with Togdiesel AS and the fuel supplier Circle K to gain access to the fuel facilities. These agreements apply to all relevant facilities. Access is only granted to railborne equipment, and rail/road machines do not have access to these facilities. Once the agreement with Togdiesel AS and Circle K is signed, an electronic card will be issued, which must be kept in the vehicle and used during refuelling.

Please contact Jan Lutterloh to enter into an access agreement.

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. This process is described in Part 4 Capacity Allocation.