5 Services and Charges

5.1 Introduction

This part provides an overview of the services Bane NOR offers its customers, as well as the prices for these services, in accordance with Chapters 4 and 6 of the Railway Regulations. The services are divided into the following categories:

• the minimum access package  
• access to service facilities and services within them  
• additional services  
• ancillary services

The information is structured in line with the Railway Regulations, except for services in service facilities, which are covered in Part 7 of the Network Statement.

The use of services by railway undertakings is governed by Bane NOR’s applicable standard terms and conditions at any given time. These standard terms and conditions are outlined in AST, Annex 1: Standard terms and conditions.  

5.2 Charging principles

5.2.1 Introduction

Bane NOR prices its services based on Chapter 6 of the Railway Regulations and Regulation 7 August 2021 No. 2361 on the implementation of Regulation (EU) 2015/909. This regulatory framework ensures that prices are transparent and follow a methodological approach based on costs directly incurred by the provision of each service.

5.2.2 Minimum access package

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

1. charges that are based on direct costs – see Section 6-2(1) of the Railway Regulations and the Commission Implementing Regulation for Regulation (EU) 2015/909
2. mark-up on infrastructure fees – see Section 6-3 of the Railway Regulations
3. discounts – see Section 6-4 of the Railway Regulations
   Bane NOR establishes all the above charging elements pursuant to Section 6-1(1) of the Railway Regulations.

Access to and from Bane NOR’s main track and to and from service facilities is subject to marginal cost charging in the same way as the minimum access package. This applies regardless of who operates the service facility.
In addition, Bane NOR also has the following schemes linked to the minimum access package:

1. performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. in accordance with Section 6-6 of the Railway Regulations
2. path cancellation charges in accordance with Section 6-7 of the Railway Regulations

Note:
On 13 December 2024, the Norwegian Railway Authority (Statens Jernbanetilsyn) imposed corrective measures on Bane NOR regarding the determination of surcharges. Bane NOR was required to conduct a renewed analysis of market segments and the calculation of surcharges, and to suspend the collection of surcharges until this has been completed in consultation with the affected parties.

Bane NOR is in the process of fulfilling this requirement, but the work is not yet complete. The results of this work may lead to changes in market segments and the calculation of surcharges as described in Chapters 5.2.5 and 5.3.2.3 below, which Bane NOR will notify of if applicable.

5.2.3 Access to services in service facilities and supply of services

Access to services in service facilities and the services provided within them are priced based on § 6-9 (3) of the Railway Regulations. See Part 7 Service Facilities for more information.

5.2.4 Additional and ancillary services

Additional services and ancillary services are priced based on § 6-9 (4) of the Railway Regulations, cf. Chapters 5.4 and 5.5. For more information about additional and ancillary services offered by Bane NOR, see Chapter 5.4 additional services and Chapter 5.5 Ancillary services. 

5.2.5 List of market segments

In accordance with the Railway Regulations § 6-3 (4), a list of market segments shall be included in the Network Statement and reviewed at least every five years.

Below is the list of market segments and an explanation of how Bane NOR has carried out the market segmentation. As stated in Chapter 5.2.2 above, changes to this segmentation may occur because of the Norwegian Railway Authority’s decision of 13 December 2024.

The division into market segments is shown in the figure and in the lists below.

Figure 1 Market segments

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The main division in the market segments is first made between freight traffic and passenger traffic.

Market segments within freight traffic:

• combined/container and wagonload traffic
• iron ore and similar transports A
• iron ore and similar transports B
• other ore and minerals
• timber/woodchips
• dangerous goods
• other system trains

Market segments within passenger traffic:

• traffic under contract where compensation is adjusted when charges change
• feeder transport to main airport
• exclusive concession scenic routes
• other system trains
• other passenger trains

Market segmentation principles

The division of market segments must comply with the requirements set out in EU Directive 2012/34 and the Railway Regulations. § 6–3 (3) of the regulations is relevant, stating:  

Before determining mark-ups on infrastructure charges, the infrastructure manager shall analyse the relevant market segments. This analysis must, at a minimum, cover freight transport, passenger transport under a public service contract, and other passenger transport, but the market segments may be further divided based on the type of goods or passengers being transported.

The preamble to EU Directive 2012/34 also allows for consideration of significant differences in cost structures, market prices, and quality. To meet the regulatory requirements for non-discrimination and to safeguard the competitiveness of railway segments, Bane NOR considers it relevant to also assess significant differences in how transport services can handle and adapt to mark-ups. This means that there should be comparable levels of price elasticity within a segment. Factors such as the types of goods and passengers, cost structures, market prices, and quality are closely related to price elasticity. Consequently, a market segmentation based on these factors will largely group transport services with similar price elasticity.

Summary of Bane NOR's segmentation criteria

• Segmentation must distinguish between freight transport, passenger transport under a public service obligation, and other passenger transport.  
• Bane NOR performs further categorisation based on the types of goods or passengers transported and whether there are significant differences in cost structure, market prices, or quality requirements for the transport services.

Once segmentation based on these principles is complete, further division is deemed unnecessary as it would offer no practical benefit and could make the pricing system unnecessarily complex and resource-intensive for all parties to manage.

Main categories

The three main categories as defined by the regulatory requirements, represent different aspects of the traffic along the Norwegian railway network. The Based on current traffic patterns, these categories comprise the following, as detailed in the list below:

• Freight traffic:
  All types of freight traffic
• Passenger traffic under a public service obligation:
  Various types of traffic agreements exist between passenger railway undertakings and the state (via the Railway Directorate). Common to these agreements is a requirement for a specific number of train departures within a given period. Agreements may differ in whether they grant operators certain rights or involve public compensation. Bane NOR interprets all passenger train services operating under agreements where the state sets requirements for the number of departures and grants certain rights to operators as falling under this category
• Other passenger traffic:
  Passenger trains without the type of traffic agreement mentioned above

Further subdivisions

Transport services within these main categories can vary significantly. Further subdivisions have therefore been made in line with the criteria described above.

Bane NOR’s approach began with a comprehensive mapping of all types of transport on the Norwegian railway network, based on Oslo Economics’ rapport from 2022 on segments on the Norwegian railway. The report includes a systematic review of all passenger and freight transport services, their competitive landscapes, and an analysis of actors, value chains, organisation, and market conditions. This provides a solid foundation for grouping comparable transport services into the same segment as described above.  

Freight traffic

• Combined and wagonload:
  Combined and wagonload trains carry various types of goods on the same train. It is useful to differentiate between combined freight trains and industrial system trains. A key characteristic of combined trains is their ability to use standardized load carriers, which are often transported by truck to and from a rail terminal, or sometimes by ship. The suitability of the goods for transport by multiple modes makes rail transport more exposed to competition. This, along with the small financial margins for operators, means that these transports are comparable in terms of demand adjustment when transport prices change (price elasticity).
• System trains:
  System trains, on the other hand, are tailored to the specific needs of the goods being transported, carrying one type of product per train. These needs can relate to volume, weight, or other factors requiring specialised load carriers. Consequently, system trains are generally less flexible when switching to alternative modes of transport. Within system train freight, differences in quality, cost structure, and market prices necessitate further segmentation based on product type, as described below.
• Ore and minerals:
  Commodity types such as ore and minerals include iron ore and similar materials from mining operations. These materials may have varying levels of processing at the time of transport, but this has not been deemed sufficient reason for further subdivision. Differences in requirements for transport services, however, do justify additional segmentation. Notably, there are differences in capacity demands per train. The volumes transported per train significantly affect cost structures and competitiveness against road transport. This group of transports is therefore divided into two segments, with weight classes for loaded trains serving as an indicator for determining the appropriate segment. See the section below on segment placement for further details.
  
  Other ores and minerals differ from iron ore and similar transports in terms of volumes and competition from alternative modes of transport, making this a separate segment.
• Dangerous goods:
  For dangerous goods transported by rail, the choice of transport mode may be driven by specific safety considerations. Due to these unique quality requirements, dangerous goods are assigned their own segment.
• Timber and woodchips/pulpwood:
  Timber and woodchips/pulpwood are goods with low value and high weight, requiring specialised infrastructure, such as timber wagons, terminals, and lorries. These factors make such transport comparable within the segment while differing from other segments.
• Other system trains:
  System train transport not already mentioned is grouped under the segment "other system trains".

Passenger transport subject to a public service obligation

For passenger transport covered by public service obligations (PSO), a primary distinction is made between services governed by agreements where compensation is adjusted for changes (referred to as PSO) and other services with agreements. The PSO segment includes both local and regional trains, as well as long-distance trains, which are part of the public transportation system where passenger revenues are not expected to fully cover costs. A common feature of these services is that changes in charges are offset through adjustments in compensation. These shared characteristics make PSO transports comparable and justify grouping them into a single segment. Furthermore, it would be inappropriate to place PSO transport services in segments alongside services where compensation is not adjusted. Such segmentation could result in surcharges that distort competition.

For passenger traffic with traffic agreements that include certain obligations and rights but without compensation from the state, there are reasons not to group all in one segment. Feeder services to the main airport differ both from other services with traffic agreements and from other trains stopping at Oslo Airport. Unlike other trains stopping at Oslo Airport, the feeder service does not receive compensation from the state, so ticket revenue is important for financing operations. Other characteristics of the segment are that trains have some exclusive rights on the infrastructure and may not need to open for alighting before Oslo Airport and boarding after departure from Oslo Airport. These factors, along with others, mean that the train service has better punctuality and seat availability than other trains on the same line section. The train service is targeted at passengers willing to pay more for these qualities.

Experience routes with exclusive rights also have traffic agreements with obligations and rights, but without compensation. The type of passengers and the train product itself differ from the others because tourists are the target group, and the train journey itself is the attraction.

In summary, Bane NOR has divided passenger transport subject to a public service obligation into four segments as shown in Figure 1.

Other passenger transport

The last main category from the regulatory minimum requirements for segmentation is other passenger transport. This includes tourism-based traffic without exclusive rights, as well as other commercial passenger traffic, including to/from Sweden. Within the segment, there are similarities regarding operating conditions. Bane NOR has not found it necessary to further subdivide other passenger transport at this time.

Assignment of transports to market segments

To assign a train product to the relevant segment, the following steps can be followed. Any new types of transport or currently inactive transport should be placed in the segment that most closely resembles the new transport.

Table 1: Assignment of transports to market segments

5.3 Minimum access package and charges

5.3.1 Content of the minimum access package

According to the Railway Regulations, Section 4-1, railway undertakings are given access to the minimum access package by concluding an AST with Bane NOR.

The minimum access package includes the following:

1. processing infrastructure capacity applications
2. the right to use allocated capacity
3. use of railway infrastructure, including points and crossings
4. traffic control, including signalling, regulation, processing and communication and gathering of information about rail services
5. use of power supply equipment for traction current, where available
6. all other information that is necessary to implement or operate the service for which capacity is allocated – this includes electronic announcements, line section diagrams and traffic rules issued by Bane NOR, but limited to the lines on which the railway undertaking in question is permitted to operate

Traffic control – GSM-R equipment for vehicles  

Traffic control, as mentioned in letter d), also includes data communication for ERTMS onboard equipment and communication via fixed-mounted GSM-R telephones between trains (drivers) and the traffic control centre/traffic controller at stations on non-centrally controlled sections.

The railway companies are responsible for providing GSM-R equipment and ensuring it is correctly installed in the vehicles. The GSM-R equipment must comply with the guidelines provided in Annex 2.3.12 Communication Systems. For the driver's terminal, the requirements are in accordance with UIC EIRENE for an 8W cab radio with an external antenna and external power supply.

Any other use of the GSM-R phone is considered an additional service. Costs associated with traffic control or station staffing on sections without line blocks, in connection with the operation of regular trains or special trains, are covered by the minimum package of services.

Power supply

Where a power supply is available, railway companies are entitled to use this equipment by entering an AST with Bane NOR. For more information on which parts of the railway network are equipped with overhead line systems, see Annex 2.3.9 Electrified lines. 

Bane NOR's electronic distribution system

Railway companies are also responsible for connecting to Bane NOR’s distribution system for announcements (FIDO FIDOBane NOR's electronic system for distribution of routes and other announcements) and for providing equipment that can receive announcements from Bane NOR, such as a PC or tablet. This equipment should be able to receive announcements both before departure from the departure station and en route, if it is possible to receive signals from the internet or mobile networks. 

For more information, see the Railway Network Traffic Regulations (TJN) Chapters 1 and 2(opens in a new tab).

5.3.2. Method for calculating charges for the minimum access package

In accordance with the Railway Regulations, Chapter 6, and the Regulation on the Implementation of Regulation (EU) 2015/909. 

5.3.2.1. Charges based on direct costs – basic charge

The charges for access to the basic service package (see the Sections 4-1 and 6-2 of the Railway Regulations) and access to service facilities must be set at the cost arising “as a direct consequence of the rail service in question”, see Section 6-2(1) of the Railway Regulations on the basis of EU Regulation 2015/909, Bane NOR is of the opinion that the term “direct consequence” can be replaced by a marginal cost principle on the basis of an economic analysis. Furthermore, the Railway Regulations use a “mandatory clause”, and this is understood as a minimum payment, unless the exceptions in the Regulations apply.

Bane NOR has performed an econometric analysis based on costs linked with corrective and preventive maintenance of the infrastructure and traffic load. The method is based on determining how costs vary depending on different traffic volumes, based on mathematical and statistical methods. Both costs and traffic load were measured for each line section for the years 2017—2021. The model is in logarithmic form (double log) and traffic load is measured based on the number of train kilometres. This means that we calculate cost elasticity, such as how many percent costs increase by in the event of a 1% change to traffic volume.

The fact that the lines have different technical designs in the form of the number of points, tunnels, speeds, and so forth, has been indirectly taken into account by differentiating between regions. The estimation of the cost elasticities is carried out using the ordinary least squares method, often referred to as OLS in literature. Marginal costs can be determined by multiplying the cost elasticity by the average costs.

Division by region

The marginal costs are not constant across the entire network, as confirmed by the marginal cost calculations. By dividing the railway sections into regions, it is possible to account for the different cost levels and indirectly adjust for variations in technical variables without directly including them in the model.

Table 2: Division of lines in Norway

Differentiation of the charge based on axle load

The basic charge is based on axle load. The calculations have been documented in Annex 5.3.2.1 Basic charge (dated 1 Sep 2023) and forms the basis for the rates in Chapter 5.3.3. 

5.3.2.2 Capacity charge

The Railway Regulations, Section 6-2 (2), provide a basis for a supplement to the charge so that it reflects the lack of capacity in an identifiable part of the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network.. Bane NOR will not collect any capacity charges in 2027.

5.3.2.3 Mark-ups on infrastructure charges

In addition to the basic charge, the infrastructure manager is, under Section 6-3 of the Railway Regulations, permitted to recover further costs through mark-ups if the market can bear them.

An overview of the market segments is provided in Section 5.2.5. Below is an overview of the segments that Bane NOR has assessed as being able to bear mark-ups. As set out in Section 5.2.2 above, changes to market segments and the calculation of mark-ups may arise as a result of the Norwegian Railway Authority’s decision of 13 December 2024. Annex 5.3.2.3 Mark-ups describes the methods used to calculate these mark-ups.

The following segments have been assessed as having the capacity to bear mark-ups:

• passenger traffic with traffic agreements (PSO, public service obligation) where fee increases can be covered
• iron ore and similar transport A  
• iron ore and similar transport B  
• other ores and minerals  
• transport to the main airport

The allocation of surcharges between the segments follows the principle of minimal impact from adjustments. Segments with low price elasticity should pay relatively more than those with higher price elasticity (Ramsey principle). Since the PSO segment can pass on fee changes to the state, the Ramsey principle cannot be applied in this case. Therefore, the surcharges in the PSO segment are set so that its share of the total surcharge is proportional to its share of train kilometers (using traffic data from 2019, 2021, and 2022 as a basis). The remaining surcharges are distributed across the other surcharge segments using the Ramsey principle. The rates per train kilometres are determined by dividing the total surcharge for a segment by the number of train kilometres in that segment.

The methods used for estimating these mark-ups are described in Annex 5.3.2.3 Mark-ups.

5.3.2.4 Discounts

To promote new services, Bane NOR, based on the principles of competition neutrality in each individual case, will agree on possible discounts in accordance with Section 6-4 of the Railway Regulations. The agreements will specify the period and the extent of the discount.

Section 6-4 of the regulations also allows for the provision of a time-limited discount to stimulate traffic on significantly underutilised sections. The regulation clarifies that it is not enough for a section to be underutilised, but it must be significantly underutilised. "Significantly" is understood to mean that the capacity of the section is under 50% throughout the day. Traffic has increased in recent years, and there are no longer any sections that meet the criteria for being defined as significantly underutilised.

Bane NOR has provided the freight traffic with an incentive to increase usage of the following sections/sectional parts by offering a discount on track charges related to the minimum package of services on the relevant sections/sectional parts. To ensure that the discount provides the right market stimulus, Bane NOR believed it needed to be substantial and apply for a long enough period to provide predictability. The level of the discount was set based on Bane NOR's market knowledge and consultations with operators. In 2017, the discount was set at 75% and was reported to apply until 2025 on the following sections that met the above definition of being significantly underutilised:

Non-electrified line sections:

• Kongsvinger–Elverum
• Hamar–Elverum–Røros–Støren
• Dombås–Åndalsnes
• Trondheim–Hell–Storlien/Bodø

Other line sections:

• Sørlandsbanen, on the Kongsberg–Kristiansand–Orstad (Ganddal) section
• Dovrebanen, on the Eidsvoll–Dombås–Åndalsnes/Heimdal/Brattøra sections
• the Roa–Hønefoss and Hønefoss–Hokksund sections

Because the sections are no longer significantly underused, Bane NOR wishes to gradually phase out the discount from and including 2024, as shown in table 3.

Tabell 3: Phasing-out the discounts

5.3.2.5 Forms of operation exempt from infrastructure charges

The following forms of operation are exempt from infrastructure charges:

• operation of rescue trains, firefighting trains, assistance trains assistance trainsTrains for retrieving other trains that have become stranded on the line., service trains and other trains used for inspection or maintenance of the railway infrastructure, as well as trains for the purpose of transporting equipment or materials to be used in connection with work on or near the infrastructure manager’s own infrastructure
• the necessary operation for “running in” new infrastructure, test runs for type approval of new rolling stock and necessary operation linked with familiar operation of new infrastructure
• operation of museum trains under the museum’s own auspices. Such operations must not inconvenience other traffic. If the museum train is charted by a third party, the charge will be paid as for other trains
• shunting of railway vehicles (rolling stock)
• transport of converter units to and from workshops and between converter stations
• operation on behalf of Bane NOR in connection with maintenance and development
• operation for non-profit purposes.

   

5.3.3 Minimum access package charges

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

The charges will be adjusted annually in accordance with Statistics Norway’s price index for the operation and maintenance of road systems. For more information, see Chapter 5.8.

Based on the documentation of the basic charge and mark-ups, the 2027 charges are, based on 2026 charges, set to:

Table 4: Charges (2026-charges)

*Paragraph reference relates to the Railway Regulations 
**Public Service Obligation 

Note: 
As set out in Section 5.2.2, the mark-ups may be subject to change as a result of the Norwegian Railway Authority’s decision of 13 December 2024.

Tables 5 and 6 provide examples of what will happen to the invoiced amount for a passenger train and a freight train:

Table 5: RE11: Eidsvoll–Larvik: double-set, morning rush, one train (2026 charges)

Table 6: Combined transport train Alnabru-Brattøra: 44 TEU, one train (2026 charges)

5.4 Additional services and charges

If Bane NOR provides any of the additional services described in Section 4-4 of the Railway Regulations, Bane NOR must provide these to railway undertakings if they apply for them.

The railway undertakings must consult the party providing the service in order to obtain additional services provided by any party other than Bane NOR. Bane NOR determines the charges for use of additional services based on Section 6-9(4) of the Railway Regulations. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit.

Additional services offered by Bane NOR are described in Chapters 5.4.1—5.4.3.2.

5.4.1 Traction current (power supply for train operation)

In accordance with Section 4-4 (1)(a) of the Railway Regulations, which governs the supply of electrical energy for train operations in Norway, Bane NOR provides energy supply for train operations (traction current). This includes both the purchase of energy and its resale to the train operating companies that run services on the national railway network. The Railway Regulations require the infrastructure manager to offer electrical energy as an ancillary service to all train operating companies that need it.

Bane NOR supplies converted electrical energy for train operations through its Energy unit. The Energy Regulatory Authority (RME) in the Norwegian Water Resources and Energy Directorate (NVE) has granted Bane NOR a licence for the sale of electrical energy, enabling the company to offer this service to train operating companies.

The calculation of electrical energy consumption for train operations can be carried out in two ways: preferably through direct measurement using energy meters installed in the traction units, or alternatively through indirect calculation based on energy consumption coefficients. These coefficients take into account several variables, including the type of traction rolling stock, the railway line, and traffic patterns.

The principles and requirements for the settlement and pricing of electrical energy are detailed in "Bane NOR's standard terms for settlement of 16 2/3 Hz energy." This document provides an overview of how energy costs are distributed, how consumption data should be reported, and the terms and conditions for invoicing.

Bane NOR's standard terms and conditions for the invoicing of 16 2/3 Hz energy

Overview of the process for measuring, settling, and allocating costs for the energy supplied via the railway's contact line, installations related to the contact line, and substation installations.

Charges for traction current (power supply for train operation)

The charges for electricity consist of the following main elements:

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

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

Tariffs

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

5.4.2 Preheating of passenger trains

In accordance with Section 4-4 (1) letter b) of the Railway Regulations, Bane NOR is responsible for ensuring the power supply to stationary railway vehicles, including passenger trains that require pre-heating in Bane NOR’s service facilities. This includes both vehicles with and without their own current collectors, as well as other types of trains that require a power supply while stationary.

Bane NOR's strategy for providing power to stationary railway vehicles is that

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

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

5.4.2.1 Pantograph

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

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

Any need for this additional service must be reported in connection with the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process, as described in Chapter 4.2.1.2. In the event of long-term interruption, railway undertakings may, following clarification with Bane NOR, use any available existing train heating posts if the vehicle is technically compatible with these. Costs associated with energy supply are incurred in accordance with the same principles as for Chapter 5.4.2.2 Train heating posts (except for fixed annual rent). Energy consumption must be reported by the railway undertaking.

5.4.2.2 Train-heating posts

The railway undertakings pay the costs associated with energy supply, following these principles:

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

Annual rental charges:

• 1000 V (16 2/3 Hz or 50 Hz) – NOK 13662
• 1x230 V (50 Hz) – NOK 9 563
• 3x230 V (50 Hz) – NOK 13 662
• 3x400 V (50 Hz) – NOK 20 493

Tariffs

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

If there is a need for new construction of train heating stations, railway companies can contact Bane NOR for an assessment of whether such stations should be established and how they should potentially be financed. Railway companies initiating new construction must advance the rental cost for the use of the station for three years.

For an overview of train heating post locations, see our overview of stabling facilities. 

5.4.3 Services for exceptional transport and dangerous goods

In accordance with Section 4-4 (1) letter c) of the Railway Regulations, Bane NOR is obligated to offer certain services related to exceptional transports and the transportation of dangerous goods. Below, the services offered by Bane NOR within these areas are described.

5.4.3.1 Services relating to exceptional transport

Bane NOR offers the railway undertaking the opportunity to verify the feasibility of an exceptional transport by simulating the transport in a dedicated software tool. This ensures that the transport can be carried out safely and efficiently on the relevant section of the railway.

5.4.3.2 Services relating to the transport of dangerous goods

Bane NOR does not offer any services related to the transport of dangerous goods. The railway undertakings must follow the guidelines outlined in the ADR/RID regulations as these specify the requirements for the transport of dangerous goods. These regulations, which are a part of the European and international regulations, are available on the Directorate for Civil Protection and Emergency Planning (DBS) website.

5.5 Ancillary services and charges

According to Section 6-9(4) of the Railway Regulations, Bane NOR sets the charges for any ancillary services. Insofar as these services are only offered by Bane NOR, these services can at most be priced at the cost charged for performing the service, including a reasonable profit. Otherwise, these services will be priced at market rates.

All ancillary services provided by Bane NOR must be made available to all undertakings on the same terms and without discrimination, in accordance with the Railway Regulations, Section 4-5 (2).

To use services provided by someone other than Bane NOR, the railway undertaking must consult the party providing the service.

Ancillary services as described in Section 4-5 of the Railway Regulations include the following:

1. Access to telecommunications network: 
   Bane NOR does not provide access to telecommunications networks other than those required in connection with train operation.
2. Provision of supplementary information:
    Railway undertakings requiring information in addition to that provided in the Network Statement and other available sources should contact the OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained..
3. Technical inspection of rolling stock: 
   Bane NOR does not normally offer technical inspection of rolling stock, but it may do so in exceptional cases, such as when starting traffic after an incident or similar when restoring traffic.
4. Ticketing services at passenger stations: 
   Bane NOR does not offer ticket sales to passengers at stations, but it offers the option of hiring space for ticket sales and/or ticket machines.
5. Specialised heavy maintenance services: 
   Bane NOR does not offer specialised heavy maintenance services supplied at maintenance facilities designed for high-speed trains or other types of rolling stock requiring special facilities.

5.5.1 Other services 

In accordance with Section 6-9 (4) of the Railway Regulations, Bane NOR sets prices for additional services. If exclusively offered by Bane NOR, these services may be priced at no more than the cost of providing them, plus a reasonable profit. Services provided by other suppliers will be priced according to market terms. Additional services, as described in Section 4-5 of the Railway Regulations, are offered upon request.

A separate agreement with Bane NOR is required for additional services, and prices will be specified in this agreement. In general, additional services are priced at market terms.

5.5.1.1 Rescue

Bane NOR, through the recovery and emergency unit (Berging & beredskap jernbane), has established enhanced rescue preparedness for specific fire-sensitive areas in the Oslo region and along the Bergensbanen.

Oslo S: 
A fire and rescue train transports rescue personnel and equipment to accident sites with a response time of 15 minutes.

Bergen:
A rescue locomotive has a minimum one-hour preparation time for high-altitude incidents.

The deployment of rescue trains is decided by emergency services in cooperation with train dispatchers and executed by Bane NOR’s operational train control upon notification to the recovery and emergency unit.
Rescue service agreements include:

• Geilo Red Cross: equipment, personnel, and GPS-marked line sections during winter
• Finse 1222 and Vatnahalsen Hotel: accommodation during crisis situations
• local fire brigades: Training and equipment for grounding overhead catenary systems

5.5.1.2 Recovery

Bane NOR provides nationwide recovery services with personnel and equipment. Recovery operations are coordinated by the Recovery Manager (Bergingsleder), requested by the train dispatcher. These operations may include:  

• clearing accident sites and transporting rolling stock
• temporary repairs to enable transport to workshops  

Recovery equipment is available at multiple locations, including Lodalen, Bryne, Bergen, Trondheim, Mo i Rana, and Narvik.  

Services include vehicle transport, temporary repairs, and technical assistance. Costs for recovery are borne by the party responsible for the damage.  

The primary objective of the recovery service is to clear the incident site (accident/derailment) of railway rolling stock and freight, as well as manage transport from the site to the nearest suitable location for stabling, allowing infrastructure repairs and the resumption of normal train traffic.  

The recovery service has diesel locomotives equipped with specialised couplers for use in clearing vehicles with technical problems that obstruct traffic in the Oslo region.  

In recovery operations, the party causing the damage or triggering the operation will receive an invoice from Bane NOR in the form of a reimbursement claim for each case.  

Railway undertakings are responsible for providing the technical information necessary for recovering rolling stock, such as descriptions of lifting points, braking systems, and electrical systems, to Bane NOR’s recovery and emergency unit (Berging & beredskap jernbane).

The recovery and emergency unit has established standby arrangements with personnel and equipment available at the locations mentioned in Table 7.

Table 7: Recovery and emergency material per location

Rescue and recovery equipment refers to standard portable tools, hydraulic lifting devices, transition coupling, and transport trailers.

Services that may be offered by the recovery and emergency unit, include:

• transport of rolling stock that cannot run as ordinary trains to workshops or another agreed location
• temporary improvements to prepare rolling stock for transport to a workshop
• rescue and recovery services at the incident site after the basic services have been completed and infrastructure reopened
• technical and other interim assistance to railway undertakings. This could include reviewing CCTV, charging errors, issues connected to coupling, and others. This assumes that railway undertakings provide the rescue and recovery unit with operational access to rolling stock, as well as permission for the technical operation of rolling stock

These services are available upon request. For more information about rescue and recovery services, please contact Bane NOR.

5.5.1.3 Firefighting train

Bane NOR can decide to run firefighting trains behind trains that have a greater than normal risk of combustion. A request for a firefighting train firefighting trainA train set equipped with extingguishing equipment. is made at the same time as the infrastructure capacity application. For further details about the application process, see Chapter 4.2.

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

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

Bane NOR can choose to park water wagons at stations near line sections where it is known from experience that there is a greater than normal risk of ignition and access to water may be difficult.

Water wagons/containers are in Alnabru, Sarpsborg, Hønefoss, Ål, Myrdal, Voss, Hamar, Dombås and Støren. There are also water wagons on Ofotbanen, and these are stationed in Narvik.

5.5.1.5 Vannfylling på tog

Water supply for passenger trains (drinking and washing water)

The need for access to water pumps is reported in connection with the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. For more information about the application process, see Chapter 4.2.

Water supply (large volumes in a short time)

For a list of service facilities that offer water refilling, see our overview of stabling facilities.

The need for access to water cranes during train operation is reported in connection with the capacity allocation capacity allocationA collective term teferring to the infrastructure manager's planning and allocation of infrastructure capacity as well as access to serice facilities and the services in these. process. For more information about the application process, see Chapter 4.2.
5.5.1.6 Håndtering av avfall fra toaletter.

5.6 Financial penalties and incentives

5.6.1 Penalties for path modification

There are currently no charges imposed for timetable changes.

5.6.2 Penalties for path alteration

There are currently no charges imposed for timetable changes.

5.6.3 Penalties for non-usage

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

5.6.4 Penalties for path cancellation

In accordance with Section 6-7 of the Railway Regulations, the purpose of reservation charges is to emphasize that unused track capacity has alternative value, either through use by another railway undertaking or for infrastructure manager maintenance. Reservation charges are applied for allocated infrastructure capacity that is either cancelled or not used by the applicant.

The applicant, which can be a railway undertaking or another entity as defined in Section 1-7 (p) of the Railway Regulations, is responsible for paying these charges. The infrastructure manager is exempt from paying reservation charges for its own transport related to maintenance.

Reservation charges are calculated based on information about allocated capacity and the cancellation time recorded in BEST, or unused capacity registered with code 85 in TIOS. The charges apply to unused capacity, including ad hoc allocations, and only when the applicant is directly responsible. In cases of disagreement regarding the cause codes, the railway undertaking may lodge a complaint in accordance with the dispute resolution procedure outlined in Section 5.7.1.

Table 8: Path cancellation charges that are levied

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

A train that is not operated and for which there is no cancellation before the scheduled departure time will be charged the full base price. This includes trains that are not operated and not cancelled and are registered in TIOS with cause code 85 and cause type "Cancelled due to market reasons".

No reservation fees will be applied in the case of sudden, unforeseen events. These will be covered under the performance scheme. For more information about the performance scheme, see Chapter 5.7.1.

5.6.5 Incentives/discounts

5.6.5.1 ERTMS discounts

IIn accordance with Section 6-2(6) of the Railway Regulations, Bane NOR does not currently provide an incentive scheme linked with ETCS equipment beyond what has already been established via the agreement on 50% coverage of railway undertakings’ installation costs. 

5.6.5.2 Silent brake pads

In accordance with Section 6-2 (3) of the Railway Regulations, Bane NOR, in line with the NOI TSI, is considering both incentive schemes and pricing measures to encourage a swift transition to low-noise composite brakes. A proposed scheme will be submitted for consultation before implementation. An incentive scheme will be introduced once the relevant technology is approved for Northern Europe. 

5.7 Performance scheme

5.7.1. Bane NOR’s performance scheme

The performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. is based on Section 6-6 of the Railway Regulations. The performance scheme, including the dispute resolution mechanism, is set out in AST Appendix 4: Performance Scheme and has been in force since 1 January 2017. The scheme does not apply to operations referred to in Section 5.3.2.5, nor to trains without a fixed timetable, including shunting services.

The purpose of the performance scheme is not only to impose a malus when the agreed performance level is not achieved, but also to provide an incentive for greater operational stability or a higher level of performance.

The scheme is based on absolute values for delay hours and cancellations, with payments triggered from the first recorded event. A linear model is used to calculate the amounts under the performance scheme. This means that the applicable rate for delay minutes is multiplied by the number of chargeable delay minutes, and the applicable rate for cancellations is multiplied by the number of chargeable cancellations. This is done for each operator, and the amounts are then aggregated to determine the total payment from Bane NOR to each train operating company, and the total payment from each train operating company to Bane NOR. If the monthly amount payable by the operator, or the monthly amount payable by Bane NOR to the operator, exceeds the prescribed maximum amount (the cap), the sum is reduced to that maximum. The applicable rates and rules for the cap are shown at the end of this section.

The scheme also includes a bonus arrangement for reducing delays to freight trains, as described at the end of this chapter. See Chapters 9—13 for descriptions of the cause codes.

Cause codes included in the scheme:

1. Bane NOR codes
   • code 1—5, 7, 86 and 99
   • delays/cancellations without cause code
2. 2. Railway undertaking codes
   
   • delays: code 81—85
   • cancellations: code 81
3. Exemptions
   
   • Code 5 for cancellations with the cause category ‘Planned cancellation’ are exempt for passenger train operators, as these are included in the Alternative Transport (‘Bus Replacement Services’) scheme for passenger operators.

Consequential delays and payment

Code 99 represents consequential delays because of primary causes (codes 1–5, 7, 81–86 and 91–94).

• • Bane NOR will pay what the railway undertakings have been charged for codes 86 and 99.

  • The railway undertakings will indirectly pay their share of the events under codes 86 and 99 by paying a higher NOK rate on the primary causes (codes 81-85) except on the following lines: Arendalsbanen, Breiviksbanen, and Flåmsbana.

Cancellations where action cards are used, are included.

Table 9: Cause codes TIOS

Table 10: Detailed list of codes with explanations – Bane NOR

Table 11: Detailed list of codes with explanations – railway undertakings

Table 12: List of codes for consequential delays

Tabell 13: Detailed list of codes with explanations – external circumstances

A few clarifications:
When the first service in a train pair is delayed and this causes the first return service to be delayed as well, the cause code is carried over to the return service.

Cancellations by operators with the cause category ‘Cancelled for commercial reasons’ remain subject to the reservation charge; see Section 5.6.4 for further information. Other cancellations are charged in accordance with the coding and rates set out in the performance scheme. In recent years, the performance scheme has been undergoing revision. During this work, consultations have been held with train operators, and meetings have taken place with the Norwegian Railway Directorate, the Ministry of Transport, and the Norwegian Railway Authority. The aim has been to strengthen the economic incentives in the scheme and make them more accurate, as well as to reduce imbalances between the segments.

Since 2026, a distinction has been made between geographical areas (see Table 12 below). Introducing such a distinction provides better alignment between the rates in the performance scheme and the consequences of delays and cancellations.

Table 14: Geographical areas

The calculation of the new rates is based on the socioeconomic time costs of delays and cancellations for different train products within freight and passenger transport on the railway. These costs depend on the number of passengers and the volume of freight on board the trains, as well as the time values of passengers and freight owners. The relative differences in socioeconomic costs between the geographical areas and between passenger and freight trains form the basis for the differentiation of rates. The aim of such differentiation is to strengthen each party’s incentive to avoid disruptions where the consequences are greatest.

From 2026, only operators’ cancellations with code 81 result in payments to Bane NOR. (For cancellations for commercial reasons, the reservation charge continues to apply.) The rationale for focusing on code 81 is primarily to encourage the avoidance of cancellations that have negative consequences for other trains.

In spring/summer 2025, Bane NOR carried out a further review of the performance scheme following input from, among others, the Ministry of Transport and the Norwegian Railway Directorate. The review identified imbalances in the scheme between passenger and freight operators, and certain adjustments were therefore introduced. The revision thus corrected a mismatch between the passenger and freight segments and facilitates higher payments from Bane NOR to operators than under the existing scheme. From September 2025, the following changes were introduced:

• Increased rates for cancellations affecting freight operators:
  The rates for cancellations affecting freight railway undertakings have been doubled, so they now match those applied to passenger railway undertakings. This applies both to payments from Bane NOR to freight operators and to payments from freight operators to Bane NOR.

• Significantly increased ceiling for compensation from Bane NOR:
  The maximum amount Bane NOR may pay to passenger and freight railway undertakings has been increased from 100% to 300% of the amount invoiced for the smallest service package. This will, among other things, allow railway undertakings to receive higher compensation in the event of major incidents. No changes have been made to the ceiling for payments that railway undertakings may be required to make to Bane NOR.

• Full cancellations under code 5 included for freight operators:
  Full cancellations under code 5 are now included for freight railway undertakings, as they do not have an agreement for alternative transport in the same way as passenger railway undertakings.

• Adjustments of rates from 2027:
  From 2027, the rates for cancellations affecting freight operators will increase further and will then be set somewhat higher than the rates for passenger operators. The background for this is an overall assessment of the current arrangements and the net costs incurred by railway undertakings because of cancellations. On average, freight operators incur greater financial losses than passenger operators when cancellations occur. At the same time, they do not receive compensation for such losses, unlike passenger operators, who are compensated through agreements for alternative transport during planned cancellations.

For full cancellations of freight trains using code 5, the rates will be adjusted for each train operating company by a factor reflecting the proportion of services they cancelled in the years 2022–2024. This ensures that operators are only compensated for traffic they were scheduled to run.

Example: If an operator must cancel 10 services in a given month due to planned engineering work, and they have on average cancelled 10% of their services in the years 2022—2024, they will receive the following payment:

Bane NOR’s cancellation rate * number of services cancelled with code 5 * the factor for cancelled services = Payments attributable to code 5.

6 028 * 10 * 0,9 = 54 252

Table 15: Delays – railway undertakings

Lines without addition for consequential delays are Arendalsbanen, Breviksbanen, and Flåmsbana. 

Table 16: Delays – Bane NOR

Table 17: Cancellations – railway undertakings

Tabell 18: Innstillinger – Bane NOR

Maximum values in the performance scheme

In accordance with the Railway Regulations § 6-6, which stipulates that because the performance scheme performance schemeArrangement intended to enhance performance from infrastructure managers and railway undertakings, in accordance with Railway Regulations § 6-6 and Agreement on Track Access and Use of Services (ATS) point 12. should not jeopardise the financial viability of a service, the following maximum values have been established for all parties:

• Delays: 
  75 % of invoiced amount per month for railway undertakings, and 300% for Bane NOR related to the minimum package.  
• Cancellations:
  75 % of invoiced amount per month for railway undertakings, and 300% for Bane NOR related to the minimum package.  

The rates in 2027 will be adjusted in accordance with Statistics Norway’s price index for the operation and maintenance of road infrastructure. For further information on price changes, see Section 5.8

Bonus scheme for the freight industry

Section 6-6 of the Railway Regulations allows for the performance scheme to include “… bonuses that reward performance that exceeds what has been planned.” For 2026, Bane NOR wishes to continue the bonus scheme for the freight industry. The reason for this is that the freight industry is accountable for a large proportion of delays, and increased quality and precision in traffic patterns for freight trains are expected to have positive ripple effects for passenger railway undertakings and contribute to increased socio-economic benefits. Bane NOR also suggests that no bonus scheme for the passenger train industry is introduced, as this will have little to no effect for the punctuality of passenger trains.
An estimated proportion of trains running on time has been calculated for the four market segments (combined/wagonload, timber and woods chip, iron ore and minerals, and other system trains) based on historical data. The proportion has been estimated based on the average proportion of trains running on time for each segment historically. The threshold for each segment will correspond to the historical average with a mark-up of 0.04, as the criteria for having a bonus scheme under Section 6-6 are that it “rewards performance that exceeds what has been planned”. For 2026, the proportions have been estimated using data from the period 2022—September 2025. In this context, trains running on time refers to trains without delays recorded using code 81–85, as these are the delays over which railway undertakings have the greatest influence. The expected proportion of trains running on time has been used as the threshold for triggering a bonus. The market segments and associated thresholds are listed in Table 19 below.

Table 19: Market segments and thresholds

The railway undertaking will receive a bonus for each train that runs on time beyond the expected number each month. The railway undertaking will not receive a bonus if the proportion of trains running on time one month is lower than the threshold. 

If the number of trains running on time exceeds the threshold, the bonus will be calculated as follows:

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$\mathrm{Bonus}{}_{ijk}=\left(\mathrm{number of trains on time}{}_{}{}_{ijk}-\mathrm{number of expected trains on time}{}_i\right)\times b$$\mathrm{number of expected trains on time}{}_{ij}=\frac{\mathrm{number of trains on time in segment in 2019–2022}}{\mathrm{number of trains in segment in 2019–2022}}\times \mathrm{number of trains}{}_{ij}$

b = bonus per train on schedule in excess of expected
i = segment
j = railway undertaking
k = month

For 2027, the bonus is set at 10 000 NOK per train running on schedule beyond the expected number per month. The maximum payment per month per train operator is limited to 40% of the basic charge.

5.7.2. Alternative transport compensation

The compensation scheme covers 80% of the costs tied to alternative transport (bus/taxi) that occur due to Bane NOR's planned maintenance and development activities. This is a one-sided scheme intended to reduce the costs for passenger train operators. For further details, see AST Annex 4: Performance scheme.

5.8 Changes to charges

5.8.1 Annual charge adjustments 

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

$P_{\mathrm{t+1}}=P_t\cdot \frac{{\mathrm{KI}}_t{Q}_2}{}$

Pt+1 = price next year
Pt = price for the current year
KIQ2 = Statistics Norway's index as of the second quarter for the current (t) and previous (t-1) year

Table 20: Percentage changes to charges

The reference period in the statistics was changed in the first quarter of 2025. There have been revisions to the price growth from 2024 to 2025; the prices in Network Statement were adjusted by 5.4% in 2025 and not 5.9% as stated in the table above.

This means an adjustment to charges in arrears and provides predictability for the railway undertakings, as the price level is known for 4-5 years at a time and adjustment of the following year’s charges will be completed in the third quarter of the previous year. At the same time, it will be possible to monitor the index(opens in a new tab) throughout the year. The adjusted charges for the coming year will be published as an update to the Network Statement no later than 1 September of the current year.

5.8.2 Other changes to charges

The charges for the use of the rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. (the basic service package) are set and levied by Bane NOR within the scope of the Railway Regulations, Sections 6-1 to 6-5 and the Directive 2012/34/EU. Any changes must fall within the framework drawn up in the Railway Regulations, Chapter 6.

Relevant users will be notified in writing of changes to charges for access to and services at service facilities, and changes to charges for additional services and ancillary services at a consultation at which railway undertakings will be given a deadline of at least three months in which to comment.

Any changes to charges because of requirements stipulated by an enforceable judgement or market supervisory authority will be implemented immediately with no consultation.

5.9 Billing arrangements

5.9.1 Minimum access package invoicing

Billing occurs after the 15th of each subsequent month. Billing information is published via DRAGE, which is accessible through Bane NOR’s customer portal. 

The railway undertakings are obliged to provide the necessary information for calculating the value of the service. If a railway undertaking fails to supply the necessary information, Bane NOR may set the value based on its own judgement.

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

Information all railway undertakings are required to provide

The gross weight for all trains must be reported regularly. A completed wagon record – see Chapter 4 of TJN TJNBane NOR's Traffic Rules for the Rail Network. and ADR/RID 2023 – is considered to constitute satisfactory reporting. The wagon record must be submitted in electronically as stipulated by Bane NOR in AST, Annex 2: Traffic data to Bane NOR.

Payment terms (including non-payment)

Payment must be made within 30 days. In the event of late payment, interest on arrears will be charged in accordance with Section 2 of the Interest on Late Payment Act. In cases of non-payment, Bane NOR may withdraw allocated train paths in the event of material payment default

5.9.2 Additional and ancillary services invoicing

The invoicing of additional services varies depending on the service type. The terms and conditions for the invoicing of traction current (power supply for train operation) are described in “Bane NOR’s standard terms and conditions for the invoicing of 16 2/3 Hz energy”.

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

Bane NOR's standard terms and conditions for the invoicing of 16 2/3 Hz energy

Overview of the process for measuring, settling, and allocating costs for the energy supplied via the railway's contact line, installations related to the contact line, and substation installations.