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.

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 or contact Bane NOR.  

At the start of R27, Bane NOR plans to use RINF – the Register of Infrastructure(opens in a new tab) as the main source of infrastructure information in the Network Statement. Network Statement 2027 will be updated accordingly.

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 in line section 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, as outlined in the table below (see also Annex 2.2.1 Line maps). None of the crossings require a change in track gauge, but crossing the national border does involve a switch in visual signalling systems.

Table 1: National border crossings

2.2.2.2 Connected networks, including private railways, port tracks, freight terminals, and sidings

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 siding tracks.

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

2.2.2.3 Additional 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. 

2.3 Network description

2.3.1 Track typologies

The railway network is mostly single-track; however, double tracks have been established on most line sections near Oslo. Parallel railway lines are only present on a few line 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.

2.3.3 Stations and nodes

For an overview of stations and nodes on the Norwegian railway, see Annex 2.2.1 Line maps or Bane NOR's line section description. For information about a specific station, including track table and track plan, see our overview of stations.

Bane NOR's graphic schedules 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 operating profiles

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

• G1 (EN 15273-4)
• GA (EN 15273-4)
• GB (EN 15273-4)

Combined transport according to the UIC 596-6 – Codification of lines and wagons for combined transport and associated operational procedures

The permitted size for combined transport (Combined Transport Profile Number, CTPN) for each railway line is shown in the line section map in Annex 2.3.4.1 International Profile.

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 Profile.

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 reference profile (NO1)

Bane NOR uses the dynamic reference profile NO1 EN 15273-4.
This profile applies to all railway lines with regular traffic and is shown in the figure below.

In addition, Bane NOR can, upon request, offer the dynamic reference profile NO2, which is used for double-deck rolling stock and timber transport on certain selected lines.

Both profiles must be considered together with the associated calculation rules, which describe the conditions and assumptions for their use.

Figure 1: Dynamic reference profile NO1 and NO2 

Expand image

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 exceptional transport must be submitted to Bane NOR's unit for exceptional transport (Spesialtransport). For more information on exceptional 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 Metre weight

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 and a visual presentation of vertical profiles.

2.3.7 Maximum line speed

According to the traffic rules for the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network., 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 several 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 Electrified lines.
Bane NOR owns and operates refuelling facilities for diesel. For more information, see Chapter 7.3.10. 

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

The railway network is divided into classes indicating the capacity of the power supply. The classification represents a balance between the normally expected capacity, the assessed needs of the trains, and practical operational considerations.

Power consumption

The traction power supply is divided into capacity classes:

• non-electrified
• class C1: Imax 900 A (~14 MVA)
• class C2: Imax 700 A (~11 MVA)
• class C3: Imax 450 A (~7 MVA)

For more information, see Map 3 Overview of maximum train current/power consumption in Annex 2.3.9 Electrified lines. The stated current limit is the RMS value, including non-active power (harmonics and reactive power).

On certain line 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:

• non-electrified
• class B1: 900 A (~14 MW)
• class B2: 700 A (~11 MW)
• class B3: 500 A (~8 MW)
• class B4: 300 A (~5 MW)
• class B5: 0 A (0 MW)

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

Norway has specific national adaptations to the TSI for locomotives and passenger coaches (TSI LOC&PAS) and for freight wagons (TSI WAG). Some of these adaptations concern the overhead contact line system and refer to information on lines that comply with the TSI requirements, which will be published in the Network Statement as soon as possible. The adaptations also include requirements related to Norwegian winter conditions. These provisions are established through the EEA Agreement and are set out in the Regulation on the interoperability of the railway system on the national rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. (Lovdata, Regulations of 23 July 2015 No. 913 and 17 February 2014 No. 188).

The height of the contact wire varies from 4700 to 6200 mm. Some line 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 line 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.

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 line section.

Signalling systems inform trains when they can continue a specific line section. The interlocking systems ensure that trains receive a safe line section. Before signals can display a proceed aspect, the train line section 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.

2.3.10.1 ERTMS

ERTMS (European Rail Traffic Management System) is a digital signalling system that is gradually replacing the existing signalling and interlocking installations. The system provides movement authority directly to the driver via the Driver Machine Interface (DMI) and replaces the main signals along the line. The aim is to increase safety, improve operational stability, and make better use of capacity.

2.3.10.1.1 ERTMS implementation plans

ERTMS (Baseline 3, version 3.6.0) is being rolled out gradually across the railway network in accordance with the National Signalling Plan. Each line is taken into use after testing and training have been completed, and trains operating on the line must be equipped with ERTMS. Updated plans and commissioning dates are available in the National signalling plan at banenor.no (NO).

Østfoldbanen, 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.

Gjøvikbanen north

The section from the departure point of Roa station to Gjøvik station was opened with ERTMS Level 2, version 3.4.0, on 17 October 2024. Only rolling stock equipped with onboard ERTMS compatible with this version is permitted to operate on this section. 

Vestfoldbanen

From August 2026, implementation of ERTMS Level 2, version 3.6.0, on the section from the departure point of Drammen station to the entry point of Sem station. After the ERTMS implementation date, only rolling stock with onboard ERTMS compatible with this version will be permitted to operate on this section. 

Nordlandsbanen north

From November 2027, ERTMS Level 2, version 3.6.0, is planned to be brought into operation on the section from the departure end of Grong station to Bodø station. Only rolling stock with onboard ERTMS equipment compatible with this version of ERTMS will be permitted to operate on this section after the ERTMS opening date.

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(opens in a new tab).

Traffic control areas

• Traffic control area east
• Traffic control area south-west
• Traffic control area north

Traffic control centres

• TSS east Drammen
• TSS east Oslo
• TSS north
• TSS south-west

2.3.11.1 Line sections with centralised traffic control

Centralised traffic control refers to systems in which train traffic is monitored and managed electronically from a traffic control centre. At these centres, train dispatchers oversee traffic across large areas and have a full overview of train movements at multiple stations simultaneously. This makes it possible to manage train operations efficiently and safely. In Norway, most railway lines are remotely controlled, meaning they are supervised and operated from such centres.

There are two modes of operation using centralised traffic control: line sections with centralised traffic control (CTC) and line sections with ERTMS (European Rail Traffic Management System).

Line sections with centralised traffic control

Driving authority is given to the train through the main signal. The train manager on passenger trains is responsible for verifying that a proceed signal has been given. This responsibility is described in more detail in the Traffic Rules for the National Railway Network, chapter 6.8.

Line sections with ERTMS

Driving authority is given directly to the driver via the train’s Driver Machine Interface (DMI). In these cases, the train manager on passenger trains does not have responsibility for verifying the proceed signal.

For more information about operating modes on remotely controlled lines, see Annex 2.3.13 Automatic train control systems. 

2.3.11.2 Line sections with announcements

Some lines still have a system using manual announcements. This means that a train dispatcher at one station must 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 line 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 line sections with centralised traffic control operating modes, see Annex 2.3.13 Automatic train control systems.

2.3.12 Communication systems

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 Annex 2.3.12 Communication systems.

2.3.13 Train control systems

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

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

2.3.13.1 ATC

The part of the signalling system on line 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 line section, individual speeds across deviating switches on train exit line sections, and any temporary speed restrictions codes into balises deployed for this purpose.

Approximately 90% of all ATC line sections have partial ATC equipment (DATC), and approximately 10% of all ATC line sections have full ATC equipment (FATC).

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

2.3.13.2 ERTMS Nivå 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 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 and TS 50238-3:2019(opens in a new tab) 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 AST, Annex 2: Traffic data to Bane NOR.

2.4 Traffic restrictions

2.4.1 Specialised infrastructure

Under the provisions of the Railway Regulations § 8 8, parts of the infrastructure may be reserved for specific types of traffic. The following railway lines are therefore restricted for freight trains:

• Gardermobanen
• Follobanen

For more detailed information, see the special provisions in Bane NOR's line section description.

2.4.2 Environmental infrastructure

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. Read the Regulation relating to threshold values for noise at lovdata.no(opens in a new tab). 

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. 

2.4.2.2 Discharge from toilets

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

2.4.2.3 Environmental hazards

Information about environmental hazards along the different line sections can be found in Bane NOR’s line section description. 

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 an overview of tunnels per line sections, see Bane NOR's line section description. 

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. For information about opening hours and more, see trondheimhavn.no(opens in a new tab).

2.5 Availability of the infrastructure

All railway lines are generally open for train traffic around the clock.

Any regular closures or restrictions due to inspections and maintenance work are planned and reported by Bane NOR. These closures or restrictions are incorporated into the 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., which is further detailed in Chapter 4.3 on capacity allocation for temporary capacity restrictions.

On lines with announcements, where stations are staffed by dispatchers as needed, staffing and opening hours may depend on capacity needs reported during the 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 Bane NOR's webpage 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)