4 Capacity Allocation

4.1. Introduction

This part describes Bane NOR's process 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. on the railway network and in service facilities, as well as the need for track access for infratructure maintenance, renewal, and upgrade. The process follows the requirements set out in Chapters 8–10, and Annex IV of the Railway Regulations. When referring to the allocation of services, we are referring to the services described in Chapters 5.3 and 7.3. The Traffic Division, through the timetable unit (Ruteplan), is responsible for the capacity allocation process, and our decisions regarding infrastructure capacity allocation are considered individual administrative decisions.

4.2 General description of the process

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 is designed to contribute to the optimal utilisation of infrastructure capacity, where the need for track access is assessed against the need for necessary maintenance, renewal, and upgrading of railway infrastructure.

The capacity allocation process is designed to meet the requirements of the Railway Regulations, ensuring that Bane NOR involves applicants and offers infrastructure capacity on fair and non-discriminatory terms, in accordance with EEA law.

4.2.1 The three phases of the capacity allocation process

The capacity allocation process follows two pathways, one for planning and allocating capacity for train paths and one for planning and allocating capacity for temporary capacity restrictions (TCR).

Both of these pathways are split into the timed phases

• long-term capacity planning
• annual capacity allocation
• operational capacity allocation.

Each phase consists of sub-processes that are repeated annually.

The phases are illustrated here:

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The three phases are described in greater detail in the various chapters of Part 4.

4.2.2 Allocation of responsibilities related to capacity allocation

The national authorities establish the framework for 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..

Within this framework, Bane NOR will decide on the allocation of infrastructure capacity, including determining and assessing availability and allocation of individual train paths. These decisions are a part of the basic functions undertaken by the infrastructure manager. In accordance with Section 3-4 of the Railway Regulations, neither railway undertakings nor other parties should be able to directly or indirectly exert determining influence with regard to Bane NOR’s fulfilment of these fundamental functions.

Bane NOR’s decisions regarding allocation of infrastructure capacity to applicants should be taken on an individual basis.

Bane NOR's timetable unit (Ruteplan) owns and is responsible for the capacity allocation process.

4.2.2.1 Stakeholders involved in the capacity allocation process

• RailNetEurope (RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic.) establishes dates for the timetable period.
• Bane NOR, in its capacity as infrastructure manager, has capacity allocation authority.
• OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained. is a function managed by the timetable unit in order to assist railway undertakings with queries linked to applying for infrastructure capacity. See Chapter 1.6.2 for more information.
• Applicants are responsible for applying for infrastructure capacity in accordance with the requirements set out in Part 4 of the Network Statement.  
• The Norwegian railway directorate (Jernbanedirektoratet – JDIR JDIRA common abbreviation referring to the Norwegian Railway Directorate (Jernbanedirektoratet).) determines which railway undertaking should apply for train paths for publicly funded passenger transport.  
• The Norwegian railway authority (Statens jernbanetilsyn – SJT) serves as the appeals body for Bane NOR's capacity allocation process.  

4.2.3 Information about available infrastructure capacity

The available capacity in Bane NOR’s rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. is the existing infrastructure capacity as described in Bane NOR's section description (Strekningsbeskrivelsen)(opens in a new tab), updated to include

• permanent capacity changes in Chapter 4.5.1.4
• designated temporary capacity restrictions that, following consultation with applicants, are published as planning requirements for the annual capacity allocation process in Chapter 4.3.1.1
• pre-planned train paths for the rail freight corridor, ScanMED RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport., in Chapter 4.5.1.6.

In addition, the available infrastructure capacity will also depend on

• technical route planning requirements as set out in Chapter 4.5.1.2
• technical production planning requirements as set out in Chapter 4.5.1.5.

4.2.4 Procedure for applying for infrastructure capacity

Bane NOR allocates infrastructure capacity for a period corresponding to a maximum of one timetable period. The infrastructure capacity applicant must therefore limit its application to a period corresponding to a maximum of one timetable period.

Bane NOR recommends that applicants include an application letter that gives a general description of their application. 

4.2.4.1 Guidelines for applicants that are not railway undertakings

Guidelines for applicants that are not railway undertakings are described in Chapter 3.3.3.

Applicants that are not railway undertakings must inform Bane NOR of the railway undertaking that will run on the allocated routes in accordance with the schedule set out in Chapter 4.5.1.9.

4.2.4.2 Procedure for applying for national train paths

Train path applications in the annual capacity allocation must be submitted through Bane NOR’s system for applications in the annual capacity allocation (BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process.) in accordance with the set deadlines shown in Chapter 4.5.1.9 Schedule for the annual capacity allocation process.

Capacity applications for capacity and services in service facilities must be enclosed with the application using a separate form. The form can be found in Annex 4.2.4.2 Application for capacity and services in service facilities.

4.2.4.3 Procedure for applying for international train paths

The Path Coordination System (PCS) is a web-based communication tool developed to optimise the coordination of paths in international traffic. Read more about PCS on the RNE website(opens in a new tab). The tool can be used free of charge. As a member of the international association of infrastructure managers, RailNetEurope (RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic.), Bane NOR is obliged to use the tool for international timetable work if applications are registered. Cross-border traffic (including Norwegian lines) may be looked up using this tool.

RailNetEurope (RNE) has defined international corridors for freight service. Pre-planned train paths are being prepared for these corridors and will be published in accordance with the Schedule for the annual 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 set out in Chapter 4.5.1.9. Applications for these train paths must be submitted via PCS. The application deadline is the same as for national train paths. Information can be found on the ScanMed RFC website(opens in a new tab).

Further information concerning international collaboration and coordination of applications for infrastructure capacity can be found in Chapters 1.6–1.7 and 4.10.

4.2.4.4 The infrastructure manager’s procedure for applying for infrastructure capacity for work in tracks

Plans for temporary capacity restrictions (TCRs) must be added to Bane NOR’s system for monitoring TCRs (ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements.) in accordance with the established deadlines shown in Chapter 4.5.1.9 Schedule for the annual capacity allocation process.

4.2.4.5 Procedure for applying for passenger transport not included in contracts relating to public services

In accordance with Section 2-3 of the Railway Regulations, applicants who wish to use infrastructure capacity for passenger transport not included in contracts relating to public services, must notify the infrastructure manager and market monitoring body. The notification must be submitted no later than 18 months before the effective date of the timetable to which the application for capacity relates. Notifications to Bane NOR must be submitted via ruteplan@banenor.no.

Railway undertakings and applicants with a new commercial passenger transport service, must report this to the Norwegian railway authority (SJT) via SJT's webpage(opens in a new tab). 

4.2.5 Requirements concerning the contents of applications

Applications must take the form of a complete proposal for a timetable to ensure that the train schedule is cohesive. Where trains are to be joined or split, applicants must provide this information.  

Bane NOR encourages all applicants to familiarise themselves with the relevant content of JDIR JDIRA common abbreviation referring to the Norwegian Railway Directorate (Jernbanedirektoratet).'s (the Norwegian railway directorate)  standard for timetable models(opens in a new tab), dated 19 July 2022. This document provides guidelines for ensuring the quality of the basis for timetable construction.  

The application must include the minimum information necessary for Bane NOR to verify and/or construct the timetable. The table below outlines the required information.

Table 1: Minimum requirements in path application 

*Bane NOR reserves the right to adjust dwell times based on historical data. This is contingent on the historical data being derived from operational planning conditions comparable to those in the current year’s application.

It is possible to apply for specific platform tracks at stations for TT26. Such applications must be submitted as attachments in BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process. by the ordinary application deadline.

Bane NOR must ensure that all factors applicants may face are taken into account for the duration of the capacity allocation process. All applicants may submit information about all factors they believe to be of importance to the application, including the financial consequences for their businesses. Such information must be submitted to Bane NOR as attachments via BEST-L by the ordinary application deadline.

If an application is incorrect or incomplete, Bane NOR will contact the applicant and ask for correction. If the application is not corrected by the deadline set by Bane NOR, Bane NOR may reject all or parts of the application for train paths.

4.2.5.1 Use of special vehicles

When using special vehicles, such as demonstration rolling stock, steam locomotives, the vehicle’s performance on gradients must also be specified.

If there is a need for technical breaks along the way, for lubrication, inspection, filling with water, and so forth, the duration of the break must be stated, along with the greatest distance between technical breaks, in kilometres.

4.2.5.2 Phasing in new vehicles

If a new vehicle is to be introduced on a route and this vehicle’s performance or capacity is a necessary condition for running this route, the necessary vehicle approval and technical data must be obtained by the time of the infrastructure capacity application. Alternatively, the railway undertaking must make it clear that the permit application process is in progress and that such a permit will be available before the timetable is established.

If a new vehicle is intended to replace another vehicle on existing routes, it is recommended the railway undertaking apply for infrastructure capacity suitable for both existing and new vehicles.

The reason for this provision is that the train’s operating characteristics may have a very large impact on the national rail network, which mainly consists of single tracks and has many steep gradients.

4.2.5.3 Line numbers

Table 2: Line numbers

4.2.5.4 Product codes

4.2.6 Content requirements for applications for capacity and services in service facilities

As part of the annual capacity allocation process, applications for capacity and services in service facilities must be described using the capacity application form found in Annex 4.2.4.2 Application for capacity and services in service facilities. Bane NOR urges the applicants to submit the application through Bane NOR’s system for applications in the annual 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. (BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process.) in accordance with the set deadlines shown in Chapter 4.5.1.9 Schedule for the annual capacity allocation process. 

As part of the operational capacity allocation process (ad hoc), applicants  Bane NOR will respond to such applications by the deadlines set out in Section 2 of the Service Facilities Regulations.

Access to station tracks for passengers and access to terminal tracks used for loading and unloading are allocated as train paths. Applications for track access at stations and terminals must therefore adhere to the application deadlines outlined in Chapter 4.5.1.9.

In the operational capacity allocation process (ad hoc), applicants can submit applications for capacity in service facilities at any time. Bane NOR will respond to such applications within the deadlines specified in § 2 of the Service Facility Regulations. The same applies to applications for services mentioned in § 3 of the Service Facility Regulations.

Applications for services in Bane NOR’s service facilities must be submitted to the relevant facility. Applications for capacity and services in service facilities operated by other entities must be directed to the specific facility. For more information about the various service facilities, see Chapter 7.2.

To enable Bane NOR to allocate infrastructure capacity to service facilities, applications must include the necessary minimum information as described below.

Table 4: Requirements for contents of applications for access to service facilities

If an application is incorrect or incomplete, Bane NOR will contact the applicant and ask for correction. If the application is not corrected by the deadline set by Bane NOR, Bane NOR may reject all or parts of the application for train paths.

4.2.7 Long-term capacity planning

Bane NOR will conduct capacity analyses and develop capacity improvement plans for both internal studies and regulatory requirements.

The purpose includes assessing

• whether new or modified railway infrastructure provides sufficient capacity
• the effects on capacity and robustness of changes to timetables and/or rolling stock
• consistency and completeness of expected and planned train services
• measures to optimise capacity during construction (phase plans)
• the impact on energy supply and railway power systems from changes in infrastructure, timetable models, and rolling stock.

Capacity planning

Bane NOR will coordinate the need for track access for operations, maintenance, and new railway infrastructure construction, as well as railway undertakings’ declared needs for timetable models and/or new types of rolling stock.

The aim is to standardise quality assurance and coordination for altering existing base timetables/models, future infrastructure capacity, and/or adapted railway infrastructure capacity for new rolling stock types.

Planning must commence at least 60 months (X-60) before the start of the relevant timetable period. Declared capacity needs during the planning phase are non-binding but intended to ensure high-quality input on capacity needs.

Regular dialogue meetings between Bane NOR, applicants, and potentially other external stakeholders must be held to ensure that contributions to the annual 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 assessed and meet quality standards.

Running time calculations for new rolling stock  

If running time calculations are required for new rolling stock types, applicants can request Bane NOR to perform these calculations. Bane NOR holds detailed information about the route to be operated, while the applicant must provide specific information about the rolling stock, including

• traction characteristics of the locomotive(s)
• weight distribution between powered and unpowered axles
• length of the rolling stock
• deceleration capabilities
• speed restrictions for the rolling stock.

4.2.8 Annual capacity allocation

The annual 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 consists of activities designed to coordinate and allocate infrastructure capacity until a new timetable has been established and published. The timetable will be determined once every calendar year and the capacity allocation process is therefore repeated annually. The annual capacity allocation is carried out in accordance with guidelines specified in Acts and Regulations, in addition to guidelines described here in Part 4.

Feasibility studies

Bane NOR offers to carry out feasibility studies for applicants requiring information about changes to the timetable, expected running time for specific types of trains or expected running time between specific connections, technical compatibility between rolling stock and railway infrastructure, and so forth. To carry out such a feasibility study, the requester must contact Bane NOR to agree on the necessary information requirements.

The applicant’s request for a feasibility study is not considered to be an application for infrastructure capacity. Communicated results of the feasibility study are not binding for Bane NOR during the capacity allocation process. Train paths based on the results of the feasibility study must be applied for in the usual way.

To verify whether a new vehicle can be operated on the rail network, Bane NOR offers the applicant the opportunity to simulate operation of the vehicle in a computer program.

Table 5: Phases and milestones in the annual capacity allocation

4.2.9 Operational capacity allocation

Operational capacity allocation considers applications for temporary capacity restrictions and permanent changes to the determined timetable, detailing and implementing of such changes, as well as allocation of residual capacity. The content requirements for applications for train path requests outside the timetabling process are the same as for capacity applications submitted as part of the annual capacity allocation process. For more information about content requirement, see Chapter 4.2.5.

Capacity is allocated in the order in which applications are received.

4.2.9.1 Non-compliance with production-related planning requirements

Bane NOR reserves the right to withdraw train paths for trains that do not meet the planned conditions. See also AST point 10.2.1.

Table 6: How to apply for residual capacity

4.3 Reserving capacity for temporary capacity restrictions

4.3.1 General principles

Annex IV to the Railway Regulations sets out requirements for an internationally harmonised consultation, coordination and publication process for known temporary capacity restrictions. Bane NOR has chosen to adopt the European abbreviation for temporary capacity restrictions, TCR TCRTemporary capacity restrictions refer to limitations or reductions in the available capacity of railway infrastructure for a specified period. These restrictions can occur due to various reasons such as maintenance works, construction projects, or events affecting the normal operation of the railway network.. In the following, TCR will therefore refer to temporary capacity restrictions.

TCRs may cover scheduled maintenance, major development projects and temporary scheduled driving speeds, and are necessary to maintain a high level of quality in the existing infrastructure while also developing new infrastructure to meet market needs. All TCRs known to Bane NOR are published in ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements., where applicants can find detailed information about each TCR.

• ARBIS (log-in required)(opens in a new tab)   
• ARBIS (limited version, no log-in required)(opens in a new tab)

When a TCR affects more than one rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network., Bane NOR will coordinate with the Trafikverket (the Swedish transport administration) in order to minimise consequences for train services on both sides of the border.

If a TCR causes track interruptions between two stations/terminals, applicants wishing to operate trains between these stations/terminals are encouraged to apply for routes on alternative track sections. For further details on th ecriteria and meaning of these TCRs, see Chapter 4.3.1.1 Designated TCRs. 

All ad hoc applications for infrastructure capacity and services must be tailored to the determined plan for temporary capacity restrictions. For further details about ad hoc applications, see Chapter 4.5.3.

4.3.1.1 Designated TCRs

Designated TCRs constitute part of the technical planning requirements (TPRT/BTP BTPBTP refers to the railway technical requirements, that is, the information about planned work on the railway tracks that affects train traffic.) and sets important conditions for the annual 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. Railway undertakings must therefore adapt their applications for infrastructure capacity accordingly. Bane NOR reserves the right to remove trains that have been requested on a route that is in conflict with a designated TCR. 

The scope of designated TCRs must be limited so that these do not occupy more capacity than is necessary. A set of criteria has therefore been established, all of which must be met before a TCR can be defined as designated. 

Criteria for a designated TCR:

• Affected applicants and the largest service facility operators must have been consulted about the TCR.
• The TCR must be in the large or very large category of TCR or must be recurring for all or large parts of the timetable period.
• The TCR must constitute a renewal or upgrade of infrastructure.
• The TCR must have an investment decision.
• Bane NOR must have assessed the TCR documentation to ensure the probability of the TCR being implemented as planned.
• Bane NOR must have assessed the scope of the TCR to be sufficiently extensive to constitute a requirement in the annual capacity allocation process.
• Bane NOR must also have assessed the scope of all TCRs that meet the criteria for a designated TCR against the railway undertaking's needs and the TCR’s anticipated service improvements for freight owners and passengers and, if applicable, must reduce the number of designated TCRs if the outcome of the assessment so dictates.
• Designated TCRs will be determined by Bane NOR's executive committee.

Table 7: Designated TCRs for the TT26 period

4.3.1.2 Categorisation of TCRs

TCRs are divided into different categories based on two main factors: the number of consecutive days and their anticipated impact on services. A TCR that cannot be categorised as major impact, high impact, medium impact, minor impact, must be categorised as a less than minor impact TCR.

Table 8: Categorisation of TCRs

In accordance Annex IV, Section 13 of the Railway Regulations, Bane NOR may set stricter deadlines and threshold values for capacity restrictions than what is stipulated in Annex IV of the Railway Regulations. Such a decision must be agreed upon with the applicants and service facility operators. Other criteria than those stipulated by the Regulation may alos be used if needed. 

4.3.2 Deadlines and information provided to applicants

Bane NOR publishes information about temporary capacity restrictions in ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements.:

• ARBIS (log-in required)(opens in a new tab)   
• ARBIS (limited version, no log-in required)(opens in a new tab)

In ARBIS, the TCRs are described with the following information:

• the TCR TCRTemporary capacity restrictions refer to limitations or reductions in the available capacity of railway infrastructure for a specified period. These restrictions can occur due to various reasons such as maintenance works, construction projects, or events affecting the normal operation of the railway network.'s planned commencement date
• the TCR's start and end times for each day, as soon as such details are available
• the TCR's geographical scope
• if applicable, the available capacity on suitable alternative routes
• whether the TCR is categorised as maintenance or renewal/upgrade. For TCRs that contain elements of both categories (maintenance and reneal/upgrade), the category with the most significant scope of time and location, define the TCR. 

4.3.2.1 Deadlines for consideration of TCRs

TCRs are considered during period X-60 to T-4. The table below outlines relevant general deadlines, marked as X-n [n months before the start date of a timetable period (X)] and T-n T-nA deadline that refers to the day of commencement of temporary capacity restrictions (T) and the number of months (n) before this commencement date. [n months before the start date of the respective TCR (T)]. The deadlines specify when Bane NOR will:

• consult affected applicants and major operators of service facilities about the TCRs
• coordinate TCRs impacting more than one rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. with Trafikverket  
• publish known TCRs. 

During consultations, affected applicants and major operators of service facilities can submit written comments directly in ARBIS. 

For the coordination of TCRs, Bane NOR will, if necessary, invite applicants active on the affected sections and the largest affected operators of service facilities to participate in the process.  

Dates relevant to the consideration and consultation of TCRs are described in Chapter 4.3.2.2.  

In the first consultation round for major impact TCRs, applicants can request a comparison of conditions for two alternative capacity restrictions. In such cases, Bane NOR will develop these alternatives in collaboration with the applicants. For each alternative, the comparison will at least include

• the duration of the capacity restriction
• the expected infrastructure charges
• available capacity on diversionary sections
• available alternative  paths
• expected travel times.  

Table 9: Deadlines for the consideration of TCRs

Bane NOR may decide to deviate from the deadlines specified in the table if special circumstances justify it. This may include situations where capacity restrictions are necessary to restore safe train operations, where the timing of the restrictions is beyond Bane NOR’s control, or where adhering to the deadlines would not be cost-effective or could cause unnecessary damage to assets. Furthermore, deviations from the deadlines may also be made if all affected applicants provide their consent.

In such cases, as well as in other situations involving capacity restrictions not covered by the table, Bane NOR is obligated to consult with applicants and major affected operators of service facilities in an appropriate manner. This ensures that all relevant parties are informed and involved in the decision-making process, in accordance with Annex IV, section 14, of the railway regulations.

4.3.2.2 Schedule for TCRs consideration 

Table 10: Schedule for TCR cosideration

If Bane NOR becomes aware of high impact or major impact TCRs too late to include them in the long-term consultation phase described in the table above, these will be handled through direct consultation with affected applicants via email and, if necessary, in dedicated meetings.  

Designated high impact or major impact TCRs determined at X-12 will be followed up in national coordination meetings after their determination, to ensure that all involved parties are well informed and that necessary measures are effectively coordinated.

4.3.2.3 Deadlines for providing details of offered time paths

In accordance with Annex IV, section 12 of the Railway Regulations.

Period X – X+3 for passenger trains

During the period X – X+3, Bane NOR cannot provide details of the offered train paths for passenger trains and empty stock trains within the standard deadline of four months before the start date of the TCR (T-4). However, the railway regulations allow Bane NOR and affected applicants to agree on shorter deadlines for providing these details.  

To ensure a more predictable schedule during the period X – X+3, Bane NOR proposes the following deadline: details of offered train paths for passenger trains and empty stock trains will be provided no later than one month and 15 days before the start date of the TCR (T-1.5). This requires that the railway undertaking applies for alternative train paths no later than two months before the start date of the TCR (T-2).  

Period X+4 – X+12 for passenger trains

During the period X+4 – X+12, Bane NOR will provide details of the offered train paths for passenger trains and empty stock trains no later than four months before the start date of the TCR (T-4). This is conditional on the railway undertaking applying for alternative train paths no later than five months before the start date of the TCR (T-5).

Period X – X+12 for freight trains

During the period X – X+12, Bane NOR will provide details of the offered train paths for freight trains, light locomotives, and shuttle trains no later than T-1, provided the railway undertaking applies for alternative train paths no later than two months before the start date of the TCR (T-2).  

If necessary, Bane NOR and the applicants can agree on different deadlines than those stated above. For changes to allocated capacity, the rules described in Chapter 4.8 will apply.

4.3.2.4 Criteria for diversions in the event of major impact TCRs 

Before the annual 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 takes place, Bane NOR will invite affected applicants to a consultation in order draw up a temporary plan for the allocation of preliminary capacity for routes with temporary capacity restrictions. The plan must accommodate different types of train services. The types of train services used for the allocation of temporary capacity are based on the latest applications and any priorities (congested route) that provide the basis for the current timetable period.

The train service types used are:

• Pt (passenger trains)
• Gt (freight trains)
• Et (empty trains)
• L (light engines).

   

Criteria for rerouting

In accordance with Appendix IV, point 17 of the Railway Regulations, Bane NOR shall apply established criteria for rerouting train services during high impact TCRs, focusing on both the commercial and operational impacts on applicants. If the applicant has caused one or more of these impacts, they will not be taken into account. The following criteria are considered for rerouting types of train services:

Current plan

The current plan outlines the traffic volume on the relevant line, station, or terminal and ensures that the various types of traffic are accommodated when capacity is reduced. The plan is based on the current timetable, supplemented where necessary with information on future changes to train services. The reduction in the number of trains must be implemented in a way that meets transport needs to a limited extent, with capacity distributed variably throughout the day and week. This allocation is coordinated with applicants to achieve agreement.

Replacement traffic considerations

The possibility of replacing trains using alternative modes of transport is also considered. This could entail:

• replacing passenger trains with buses or other alternative modes of transport
• referring passengers to the next/a different train
• rerouting trains via other sections of line
• reloading freight to other modes of transport
• scheduling traffic to run earlier or later.

Time sensitivity in relation to different types of traffic

An assessment of time-criticality is conducted based on: 

• the time sensitivity for passengers when travel time is extended, either by replacing trains with buses or by passengers being referred to the next/another train
• whether freight transport can take place at all
• the transport time for freight being extended and freight becoming damaged
• whether the mode of transport can reach a key connection for further connection.

The prioritisation between different types of trains may vary throughout the day.

If one or more applicants do not accept Bane NOR’s proposed preliminary plan that forms the basis for an application for infrastructure capacity, Bane NOR will, as part of the annual capacity allocation process, use the applicable model for socio-economic valuation of train paths.

4.3.3 Planning and accommodation of alternative transport

Bane NOR is responsible for preparing stations for alternative transport and allocating capacity and areas at stations to railway undertakings for the implementation of alternative transport.

Railway undertakings must submit their known requirements for station preparations for the upcoming timetable period by the deadline for input to the second consultation round on Temporary Capacity Restrictions (TCRs). Submissions must be made by completing a provided Excel form, linking it to the relevant ARBIS ID, and sending it to Bane NOR at kundelogistikk@banenor.no.

If new requirements for station preparations arise during the timetable period or were not known at the time of the second TCR consultation round, they must be reported on an ongoing basis. However, this must be done at least three months before the disruption begins, also to kundelogistikk@banenor.no.

Plans for the implementation of alternative transport during disruptions must be distributed by Bane NOR to railway undertakings at least 21 days before the planned disruption. Bane NOR will finalize these plans no later than seven days before the disruption occurs.

When multiple railway undertakings conduct alternative transport simultaneously at a station, Bane NOR will allocate capacity and areas to them. Railway undertakings must submit their plans for driving routes to Bane NOR at kundelogistikk@banenor.no at least 15 days before the disruption begins.

4.4 Impact of framework agreements

For further details concerning framework agreements, see Chapter 3.3.1 Framework agreements. 

Gardemobanen (section Etterstad–Gardermoen)

In 2000, Bane NOR concluded a contract with Flytoget (Airport Express Train) for the line between Etterstad and Gardermoen, which gives Flytoget “the necessary priority” so that it can have regular departures up to six times an hour in each direction. Regular means that the departures must be distributed evenly throughout the hour.

This agreement was revised in 2003 and will expire on 1 January 2030. Bane NOR assumed the Norwegian national rail administration’s (Jernbaneverket) obligations pursuant to the agreement on 1 January 2017. As Etterstad is not a station, but merely a point on a line, the agreement has a corresponding impact on the Oslo Central Station (Oslo S)–Etterstad section.

(Reference: JBV JBVAn abbreviation referring to the the former Norwegian national railway administration responsible for the infrastructure of the railway network ref. 03-1458, document 4).

4.5 Path allocation process

The path allocation process is regulated by Chapters 8, 9, 10 and Annex IV of the railway regulations.

The various deadlines associated with the annual 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 described in Chapter 4.5.1.9 and largely correspond to the RailNetEurope calendar.

4.5.1 Annual timetable path requests

In general, the transition to a new timetable will take place at midnight on the second Saturday of December. If a transition or adjustment is implemented after the winter season, especially for the purpose of taking into account any changes to timetables for regional passenger services, this must take place at midnight on the second Saturday of June and, if necessary, on other dates that fall between these two dates. Infrastructure managers may agree on other dates and must, in such cases, notify EFTA’s Surveillance Authority if this could affect international services.

The TT26 period will be in effect from Sunday, 14 December 2025 to Saturday, 12 December 2026, and capacity will be allocated for the period as a whole. The timetable includes train paths (and services) and plans for work in tracks.

A detailed description with milestones (activities and deadlines) is provided in Chapter 4.5.1.9 Schedule for the annual capacity allocation process, and will be submitted to applicants and infrastructure managers before the planning process commences.

It may be necessary to adapt train paths that have been applied for in order to devise a reliable and punctual timetable. This will take place in discussion with the relevant applicants.

Applicants will be invited to a start-up meeting for the annual capacity allocation process. The start-up meeting will take place during December 2024 and marks the start of the annual capacity allocation process for TT26. At the meeting, Bane NOR will, among other things, present the final timetable requirements for the annual capacity allocation process.

4.5.1.1 Timetable planning requirements

Timetable requirements are key factors that applicants must consider when applying for infrastructure capacity. These assumptions comprise four main elements, related to: technical timetable, infrastructure, and technical production planning requirements, as well as pre-planned train paths for the ScanMed RFC RFCA Rail Freight Corridor is a designated international railway route across Europe that is optimized for freight transport. freight corridor.

4.5.1.2 Technical timetable planning requirements

Technical timetable planning equirements form part of the overarching timetable planning requirements and are based on the following:

• Theoretical running time calculations: Calculations based on the vehicle's specifications, maximum permitted speed, and the largest typical train size for the requested service. A base margin of 4% is added.
• Requested stopping pattern: This includes station stops and allowances for acceleration and deceleration.
• Allowances for timetable-related stops: This covers stops for crossings, running on diverging tracks, and other necessary adjustments.
• Special allowances for infrastructure conditions: This includes reduced speeds over sections or stations applicable for a significant part of the timetable period and which must be considered during timetable construction.
• Reduced speeds at stations with single entry signals: Speed is set at 40 km/h.

To optimise capacity utilisation throughout the operational day, Bane NOR will apply the following principles:

Osle Central Station (Oslo S)–Lysaker: A maximum of 22 trains per hour per direction in the base timetable, increasing to 24 trains per hour per direction during peak periods. No more than seven trains may run in sequence with a two-minute headway.

Kongsvinger station: For trains starting or terminating at Kongsvinger and requiring operations such as locomotive changes, reversing to/from Solørbanen, coupling/uncoupling wagons, or other shunting movements, a 600-metre limit applies.

Cross-border traffic: For cross-border traffic where train services are cancelled by Trafikverket, Bane NOR reserves the right to cancel corresponding running days.

Alternative timetable proposals: If the requested timetable cannot be accommodated, Bane NOR will only consider alternative timetables +/- one hour from the departure station during the construction phase. Requests for timetable slots outside this range must be submitted separately in LPR.

4.5.1.3 Infrastructure-related planning requirements

Infrastructure-related planning requirements reflect the existing infrastructure capacity of the railway network, updated with permanent capacity changes and designated temporary capacity restrictions. These restrictions are published as assumptions for the annual capacity allocation process.

• Existing infrastructure capacity: This is described in detail in Bane NOR's track description (SJN).
• Permanent capacity changes: These changes are described in detail in Chapter 4.5.1.4. kapittel 4.5.1.4.
• Designated temporary capacity restrictions: These restrictions are described in detail in Chapter 4.3.1.1.

4.5.1.4 Permanent capacity changes

Permanent capacity changes are changes that result in a permanent change to the available infrastructure, such as new tracks or the removal of old sidings. The permanent capacity changes that form the basis for TT26 are:

New infrastructure, capacity enhancements

Trondheim S–Stjørdal: Electrification

ERTMS: During autumn 2024, Bane NOR is re-planning the implementation of ERTMS, and will update the involved railway undertakings accordingly. 

Drammen: Station is completed with six tracks.

Infrastructure removed, capacity-reducing

Stange station: Track 2 is removed. 

Other permanent changes to infrastructure

Hamar station: Reconstruction is carried out if mitigating measures are sufficient to manage the traffic. 

4.5.1.5 Technical production planning requirements 

Technical production planning requirements are vehicles, train weight and length, which constitute a part of the timetable planning requirements and are a result of the capacity allocation.

4.5.1.6 Pre-planned train paths for the ScanMed RFC freight corridor.

Pre-arranged paths (PaPs) must be published no later than eleven months before the start of the timetable period. These paths are specific to the ScanMed RFC freight corridor and are made available on the corridor’s website and in the Path Coordination System (PCS).

The pre-arranged paths (PaPs) are specifically designed for international freight traffic in the annual timetable and are developed by the infrastructure manager in collaboration with the corridor organisation, based on a thorough analysis of the transport market. Applications for and allocation of this capacity are managed directly through the corridor's C-OSS function.

As these PaPs are granted special priority during the capacity allocation process, they may offer significant advantages for international freight traffic.

This is in accordance with the Regulation on the implementation of Regulation (EU) No. 913/2010 concerning a European rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network. for competitive freight (FOR-2014-02-17-190).

4.5.1.7 Draft timetable

Bane NOR receives applications for train paths, plans for work in tracks and services, both nationally and internationally, Combined, these application create the basis of the timetable draft. 

The draft timetable is a preliminary result of the capacity allocation process and contains the following elements:

• capacity description
  • Line capacity (graphic route)
  • track capacity, including the location for assigned capacity for stabled rolling stock during operational breaks
  • terminal capacity
• list of trains applied for, with any remarks. Such remarks may include:
  • rejection of infrastructure capacity applied for (with reasons)
  • restrictions (tonnage/length)
  • layover periods for exchange of personnel/loading and unloading times
  • description of potential clashes.

Capacity for cross-border trains will be coordinated before the draft timetable is published.

4.5.1.8 Guidelines for comments on the draft timetable

The guidelines set out in this chapter are intended as information for applicants on how consultation comments should be formulated in order to ensure that they are sufficiently specific for consideration. The consulattion comments should be sent to ruteplan@banenor.no, and the applicants are asked to provide feedback, either as consultation comments or as feedback of no feedback to the draft timetable. 

General comments:
General comments on an allocation.

Comments:
Comments on the proposal can be provided on allocations deviating from the application. These comments can be provided for a specific point on the train route, or for the train route as a whole. A comment may refer to

• a broken connection
• deviating reference points
• departure/arrival times deviating from the application
• run time.

Input not regarded as comments:
Input not regarded as comments is dealt with in the same way as allocation of train path requests outside the timetabling process and is incorporated in the determined timetable to the extent possible. Input may inlude

• amendments to the original application
• new trains
• amendments to reference points
• increased weight, length or amendment of vehicles which mean that the constructed train path could not be maintained
• addition of running days (quality assurance of running days will be accepted)
• request to change times applied for.

Withdrawal of requested capacity:
Applicants wishing to withdraw infrastructure capacity applied for before the timetable is established can do this by sending an e-mail to ruteplan@banenor.no.

Note: 
If the consultation comments result in a conflict of interest, Bane NOR will initiate a coordination process.

4.5.1.9 Schedule for the annual capacity allocation process

This schedule must be viewed in the context of the schedule for the consideration of TCRs in Chapter 4.3.2.2.

Table 11: Schedule for the annual capacity allocation process

*Dates have been reconciled with the Swedish Transport Administration but may be subject to change.

Model for capacity applications

The illustration below provides a detailed description of the infrastructure capacity application process. 

Expand image

1. Application for train paths: This is the initial step where operators or other stakeholders formally submit an application to use railway tracks at specific times. The application must include the required documentation and comply with established deadlines.
2. Late application for train paths: If an application is submitted late, it must be handled differently. This stage addresses late applications and how they are managed in accordance with applicable regulations.
3. Timetable draft: Before the final timetable is established, a draft is prepared. This includes departure and arrival times, as well as any stops along the route. The draft is carefully reviewed to ensure it aligns with capacity requirements and infrastructure availability.
4. Coordination: This step involves aligning the train paths of various operators to avoid conflicts and optimise capacity utilisation.
5. Congested infrastructure: If Bane NOR's proposed coordination does not achieve agreement among the parties and if capacity shortages are anticipated in the near future, the affected section(s) will be declared congested. In such cases, Bane NOR will conduct a capacity analysis and develop a capacity enhancement plan to identify measures that can eliminate the congestion in the short and medium term.
6. Dispute resolution: If an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. requests dispute resolution, Bane NOR must initiate the process and make a decision within 10 working days.
7. Determined timetable: Once all considerations have been addressed, the final timetable is determined. This serves as the official schedule that operators follow.
8. Deadline for late train path applications: Before approving a late application for train paths, it is thoroughly reviewed to ensure it does not disrupt existing plans. This step is crucial to maintaining efficient and reliable train operations.
9. Publication of timetable: If changes occur after the timetable has been finalised, it will be updated before publication to all relevant parties. This ensures access to the most up-to-date information.
10. Implementation of timetable: The new timetable comes into effect on the second Saturday in December.

4.5.2 Late annual timetable path requests

In accordance with the Railway Regulations, Annex IV, points 3 and 6, applicants may submit requests for train paths after the regular deadline and until 09:00 on the day the timetable is fidetermined. These requests are referred to as Late Path Requests (LPR).

As Trafikverket and Bane NOR have different schedules for processing late applications, and to allow Bane NOR sufficient time to provide details of the allocated train paths as described in Chapter 4.3.2.3, Bane NOR requests that applicants avoid submitting late applications for cross-border trains.

Details about the application period for late applications and the expected response deadlines are outlined in the schedule in Chapter 4.5.1.9.

The requirements for the content of late applications are the same as for applications submitted within the regular deadline; see Chapter 4.2.5 for details. Late applications for train paths must be submitted in BEST-L BEST-LBane NOR's elektronic system for infrastructure capacity application (routes) in the yearly capacity allocation process..

The processing of late applications occurs in the order they are received and begins no earlier than the day after the timetable is finalised. Bane NOR prepares timetable proposals for late applications. If the applicant does not provide written acceptance of the proposal, the application will be cancelled.

During the processing of late applications, it may be necessary to adjust already allocated train paths to accommodate a new timetable proposal. Any changes to previously allocated train paths must be approved by the affected applicants.

The processing of late applications concludes in time for the capacity allocated through late applications to be included in the determined timetable before its publication. Thus, capacity allocated through late applications is incorporated when the timetable is opened for ad hoc applications. The formal allocation of train paths is binding and handled in the same manner as train paths allocated through applications submitted within the regular deadline, as per the schedule described in Chapter 4.5.1.9.

4.5.3 Ad hoc path requests

In accordance with Section 8-7 of the Railway Regulations, Bane NOR will provide information about the available residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. in the applicable timetable and make such information available to applicants. This will be done by publishing daily graphs on the Bane NOR website.

In terms of applications for train paths, work in tracks or changes to the planning requirements for the timetable period in question, these must be applied for via BEST-K BEST-KBane NOR's electronic system for infratsructure capacity application (routes and work on tracks) in the current timetable period (operative capacity allocation).. The timetable requirements are described in Chapters 4.5.1.1–4.5.1.6. If necessary, applicants must contact Bane NOR to request further information about the requirements that form the basis for the timetable in question.

Processing applications for infrastructure capacity

To respond promptly to applications for residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable., Bane NOR will assess the need for such capacity within the framework of the determined timetable. This includes applications for residual capacity on congested infrastructure.

When a railway undertaking applies for infrastructure capacity (residual capacity), Bane NOR will allocate capacity in the order the applications are received and provide a response within five working days. If the railway undertaking applies for ad hoc capacity less than five days before the scheduled operation of the requested path, Bane NOR cannot guarantee that the application will be processed in time for the operational day, which may result in the requested path not being allocated.

Processing applications for access to service facilities

Bane NOR provides access to service facilities in accordance with the Service Facility Regulations (serviceanleggforskriften).

When a railway undertaking applies for access to service facilities together with the appplication for infrastructure capacity, Bane NOR will respond as soon as possible and no later than five working days. If the railway undertaking applies for access less than five days before the requested use of the service facility, Bane NOR cannot guarantee that the application will be processed in time. This may result in the application not being approved.

Communication in operational capacity allocation

Communication in 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. normally takes place between the transport management of the railway undertakings and Bane NOR’s operational timetabling unit (Operativ ruteplan). During the operational day, Bane NOR’s contact point will be the traffic control centres.

Applications for residual capacity during the operational day

Applications for residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. within the current operational day should only pertain to critical operational needs. Examples include:

• emergent requirements for operating empty trains or light engines
• running trains for urgent fault rectification.

4.5.3.1 Bane NOR’s response

Upon processing infrastructure capacity applications, Bane NOR follows the following guidelines: 

• Full accommodation: If the application/notification may be fully accommodated, it is sufficient to notify the applicant of this. 
• Partial accommodation: If the application/notification cannot be fully accommodated, Bane NOR must provide information about alternative time and train path. 
• No accommodation: If the application/notification cannot be accommodated at all, Bane NOR must provide information about alternative time and train path. 

Bane NOR will respond to the applicant via  BEST-K BEST-KBane NOR's electronic system for infratsructure capacity application (routes and work on tracks) in the current timetable period (operative capacity allocation).. When an application is accommodated, Bane NOR will announce the allocated inrastructure capacity via FIDO FIDOBane NOR's electronic system for distribution of routes and other announcements, in accordance with the Traffic Rules for the Rail Network Rail NetworkThe rail network managed by Bane NOR, which is the entire Norwegian rail network.. 

4.5.3.2 Notification of large and/or complex applications

Special deadlines are agreed in the case of large and/or complicated applications. Railway undertakings are advised to provide notification to Bane NOR of the application well in advance, even if not all the details are in place. Receipt of notification gives the same priority with regard to allocation of train path requests outside the timetabling process as an ad hoc application.

Application deadlines for exceptional transport are described in Chapter 4.7.1.1 Deadlines for applications for exceptional transport.

A notification of an ad hoc application for infrastructure capacity should include the following information:

• approximate date(s) on which the train(s) is/are to run
• train category
• the section(s) on which the train(s) is/are to run
• the need for stabling/parking vehicles.

4.5.4 Coordination process

The purpose of coordination is to create a timetable that has no conflicts of interests so that all applications can be approved. If it is not possible to accommodate all applications, Bane NOR must coordinate the applications, in acordance with Section 9-1 of the Railway Regulations. 

Conflicts of interest may arise between applicants and between Bane NOR and applicants. Bane NOR handles these conflicts in the following way: 

Conflicts of interest between Bane NOR and applicants

Bane NOR differentiates between maintenance and upgrades/modernisation.

Maintenance

Conflicts related to maintenance is considered in the same way as other conflicts of interest –  that is, through coordination and, if necessary, dispute resolution. Bane NOR carries out 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., while also ensuring that the process remains transparent and non-discriminatory. Bane NOR will appoint someone who will be responsible for safeguarding Bane NOR’s interests in connection with conflicts of interest that arise between applicants and maintenance.

Upgrade and modernisation

Bane NOR does not have to apply for capacity for upgrades and modernisation and such interruptions can therefore be included as a scheduled part of the timetable. In such situations, Bane NOR shall consult the applicants, in accordance with Annex 4 to the Railway Regulations. Any objections from applicants with regard to upgrades and modernisation must be raised in connection with such consultations and not through coordination and dispute resolution processes.

Coordination process steps

1. Initial contact: Bane NOR will first contact applicants with shared interests to clarify and document the content of their applications and their actual needs for train paths.
2. Meetings: Applicants are then invited individually or to joint meetings, provided the parties agree. Applicants are given the opportunity to propose alternative solutions for consideration.
3. Proposed solution: Once all necessary information has been gathered, Bane NOR prepares a proposed solution based on the following principles:
   
   1. Coordination of international/cross-border traffic.
   2. Applicants' actual need for train paths, based on existing or prospective transport service agreements.
   3. Optimal utilization of capacity on the railway network.
   4. Considerations of robustness.
4. Submission of proposal: The proposal is sent to the involved applicants. If Bane NOR's coordination proposal is not accepted by the parties, and if capacity shortages are expected in the near future, Bane NOR must declare the section as congested and allocate infrastructure capacity according to the prioritization criteria outlined in Chapter 4.6.3.

4.5.5 Dispute resolution process

When the coordination process has concluded, applicants that, following coordination, still disagree with the draft timetable may submit a request for dispute resolution. Such a request must be submited in writing. In accordance with Section 9-2 of the Railway Regulations, Bane NOR is required to reach a final decision within ten days of receiving the request.

If the dispute is not resolved, Bane NOR will declare the affected section(s) congested and allocate infrastructure capacity in accordance with the guidelines detailed in Chapter 4.6.

The dispute resolution process will not delay the capacity allocation process.

4.5.5.1 Deadline for submitting requests

The exact deadline for submitting requests for dispute resolution can be found in the schedule in Chapter 4.5.1.9, which is announced at the beginning of the annual capacity allocation process. 

4.5.5.2 Request content and address – counterpart

The request for dispute resolution must include the following elements:

• Identification: A reference to which trains and/or which operating schedule the request concerns (sufficient to identify the request with a time and line)
• Justification: A thorough justification for the request
• Suggestion of solution: A description of the solution the applicant believes the dispute resolution process should result in
  • for the applicant specifically
  • for the other applicant(s) whose allocated infrastructure capacity will be modified if the applicant’s request is accommodated

The request is submitted to ruteplan@banenor.no. Bane NOR will subsequently forward copies of the request to any affected applicants.

4.5.5.3 Affected applicants' potential duty to act – deadline

When a submited request for dispute resolution could affect another applicant's allocated infrastructure capacity, the affected applicant(s) must submit their response within two working days of receiving a copy of the request. The response must reference and identify the original request for dispute resolution.

The response is submitted to ruteplan@banenor.no.

4.5.5.4 Bane NOR’s consideration of the request

Bane NOR will invite affected applicants to a joint meeting to discuss the request and any responses.

Based on Bane NOR’s consideration of the request, responses, and information from the joint meeting, Bane NOR will make a decision based on the guidelines provided in requirements, laws, regulations and the Network Statement.

Bane NOR’s decision must be justified and in writing. The decision will be communicated to the requester and other involved applicants within ten working days of the request having been received in accordance with Chapter 4.5.5.

The rules of the Public Administration Act concerning individual measures for the infrastructure manager’s case management in connection with decisions on infrastructure capacity allocation are applicable, unless specified otherwise in the Railway Regulations.

The rules of the Public Administration Act regarding individual decisions apply to Bane NOR's case management in connection with decisions on the allocation of infrastructure capacity, unless otherwise stated in the Railway Regulations.

4.5.5.5 Appealing Bane NOR’s decision – the effects of such an appeal

Applicants may, in accordance with Section 11-3 of the Railway Regulations, appeal Bane NOR’s decisions on the allocation of infrastructure capacity to the Norwegian railway authority (SJT). Applicants may also appeal deficiencies in the allocation process and how Bane NOR has involved them in the process to SJT. 

Note that an appeal to SJT has no suspensive effect, and that Bane NOR's decision is applicable until SJT decides on any changes.  

For more information, see Chapter 1.3.3 Appeals procedure.

4.5.6 Determined timetable

Allocated capacity is shown in the determined timetable submitted to applicants and presented on Bane NOR's website. Capacity is shown in the form of:

• Section capacity: Shows allocated train paths and available residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable., presented as a graphical route
• Track capacity: Includes location and allocated capacity for stabled rolling stock during operational breaks
• Terminal capacity: Shows allocated capacity in terminals
• Capacity reserved for work in tracks: Capacity reserved for planned work in tracks is described in ARBIS ARBISBane NOR's electronic overview of railway technical planning requirements..

4.6 Congested infrastructure

4.6.1 Definition of congested infrastructure

See Chapters 1-7, letter (q), and 9-3 of the Railway Regulations for the definition.

4.6.2 Congested lines (in Norway)

The following sections are considered congested:

Oslo Central Station (Oslo S)
between 06:30 and 09:00 and between 15:00 and 17:30 on working days (Monday–Friday).

Oslo Central Station (Oslo S)–Lysaker
around the clock on working days (Monday–Friday).

Alnabru–Eidsvoll (Hovedbanen)–Trondheim–Bodø
around the clock every day.

Drammen–Stavanger
around the clock every day.

Hønefoss–Bergen
around the clock every day.

Lillestrøm–Kongsvinger
around the clock on working days (Monday–Friday).

Sandbukta–Moss (including Moss station)
between 06:30 and 08:30 and between 15:30 and 17:30 on working days (Monday–Friday).

Råde–Lisleby
between 06:00 and 18:00 on working days (Monday–Friday)

4.6.3 Prioritisation criteria (in the event of congested infrastructure)

Pursuant to the Railway Regulations, Section 9-5, the following prioritisation criteria must be appliedin the event of congested infrastructure:

1. services included in contracts with the state concerning public service provision
2. national and international freight transport
3. specific type of service on lines as specified in Section 8-8, second paragraph
4. passenger transport in general
5. maintenance work.

Assessment of socio-economic value in accordance with § 9-5 (2) of the Railway Regulations

In cases where more paths are requested than available capacity allows, § 9-5 (2) of the Railway Regulations permits Bane NOR to allocate capacity in a different order than the aforementioned prioritisation criteria, provided the transport service has significantly greater societal importance than other services thereby excluded.

To manage such situations, Bane NOR employs a socio-economic model for assessing infrastructure capacity, as described in Annex 4.6.3. This method evaluates the socio-economic benefits, and the results of this analysis will carry substantial weight in the decision-making process for prioritisation. Railway undertakings must submit documentation as outlined in Annex 4.6.3. Bane NOR may also require railway undertakings to provide evidence substantiating the accuracy of their submitted information. Failure to submit the required documentation will result in Bane NOR prioritising railway undertakings that have provided such documentation.

Bane NOR applies §§ 9-5 (1) and (2) as follows:

1. For all conflicts of interest between undertakings, a socio-economic assessment is made in accordance with Annex 4.6.3 Method for socio-economic valuation of train path allocation.
2. In conflicts involving train services in different priority categories: Train path access is allocated to the train service that, through the socio-economic assessment, provides at least 20% greater social benefit than the other train service. If the difference in social benefit is below this threshold, path access will be allocated according to the priority criteria.
3. In conflicts within the same priority category: Track access is allocated to the solution that, according to the socio-economic assessment, provides the greatest social benefit, regardless of the significance threshold.
4. In conflicts involving maintenance, the priority criteria are followed.

4.6.4 Congested infrastructure process

According to Section 9-3 of the Railway Regulations, the following process is followed when a railway infrastructure is declared congested:

Declaration of congestion

If, following coordination of train path applications and consultation with applicants, it is not possible to sufficiently accommodate all applications for infrastructure capacity, Bane NOR shall immediately declare the affected railway infrastructure congested. The same applies to railway infrastructure for which capacity shortages can be expected in the near future.

For infrastructure without an existing capacity improvement plan

• If the congested railway infrastructure is not subject to a capacity improvement plan, Bane NOR must carry out a capacity analysis (see Chapter 4.6.5), which must be completed within six months of the railway infrastructure being declared congested.
• Bane NOR must subsequently draw up a capacity improvement plan within six months of completing the capacity analysis. The capacity improvement plabn must address the identified capacity needs. 

For infrastructure with an existing capacity improvement plan

• If the congested railway infrastructure is already subject to a capacity improvement plan (see Chapter 4.6.6), Bane NOR must update this plan within six months of the railway infrastructure having been declared congested. The update must reflect the current situation and any other prioritations.

4.6.4 Capacity analysis

When a railway infrastructure is declared congested, and no capacity improvement plan is in progress, Bane NOR must conduct a capacity analysis in accordance with § 9-6 of the Railway Regulations. The purpose of the capacity analysis is to identify the causes of congestion and propose measures to alleviate it in the short and medium term. This analysis must be completed within six months of the declaration of congestion.

4.6.5 Capacity improvement plan

In accordance with § 9-7 of the Railway Regulations, Bane NOR must develop a capacity improvement plan based on the findings of the capacity analysis. This plan must be completed within six months of the conclusion of the capacity analysis and aims to establish an action plan to reduce congestion.

As part of the development of the capacity improvement plan, Bane NOR will invite infrastructure users to provide input. This gives affected parties the opportunity to share their perspectives and needs and may include the option for individual meetings with Bane NOR. Information on how to participate in this process will be distributed once work on the capacity improvement plan begins.

4.7 Exceptional transport and dangerous goods

4.7.1 Exceptional transport

When an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. wishes to operate transports carrying cargo that requires special handling, whether in a regular train or as an additional train, this must be explicitly stated. Applications for exceptional transport should only be submitted for trains that meet the criteria for exceptional transport. Exceptional transport is defined in the glossary. 

4.7.1.1 Deadlines for applications for exceptional transport

Exceptional transport can have significant effect on infrastructure capacity, which is why it is important to apply for exceptional transport as early as possible. In order to ensure an effective allocation proces, exceptional transport applications should, if possible, be submitted within the deadline for the annual capacity process as stated in Chapter 4.5.1.9. 

If the exceptional transport application is not submitted within the deadline for the annual capacity process, it must be submitted to the exceptional transport unit (Spesialtransport). 

Note that processing time for exceptional transport outside of the annual 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 may take onger than five office days. Once approval of the exceptional transport application is received, the applicant must apply for infrastructure capacity via BEST-K BEST-KBane NOR's electronic system for infratsructure capacity application (routes and work on tracks) in the current timetable period (operative capacity allocation).. The approval must be enclosed with the application. 

4.7.1.2 Auxiliary tools used to verify whether exceptional transport is feasible

In the event that an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. wishes for Bane NOR to use an auxiliary tool to verify whether exceptional transport is feasible, Bane NOR can simulate the transport using a computer tool. Such use of auxiliary tools constitutes an additional service, and is described in Chapter 5.4.3.1.

4.7.2 Dangerous goods

4.7.2.1 Dangerous goods in connection with the capacity allocation process

In 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, Bane NOR assumes that all freight trains carry dangerous goods. Railway undertakings that will carry dangerous goods must therefore also comply with the schedule in Chapter 4.5.1.9.

4.7.2.2 Dangerous goods when operating trains

Railway undertakings that carry dangerous goods must adhere to the regulations relating to the land transport of dangerous goods. At a minimum, railway undertakings are required to specify where on the train the dangerous goods are located in the carriage sequence, the carriage number, UN number, and hazard note, in accordance with TJN TJNBane NOR's Traffic Rules for the Rail Network., Chapter 4.

4.8 Rules after path allocation

4.8.1 Rules for path modification by the applicant

In the event that an applicant an applicantA railway undertaking or an international association of railway undertakings or physical or legal persons, such as the competent authorities pursuant to Regulation (EC) No 1370/2007 and shippers, forwarders, and operators in combined transport, who have a public service or commercial interest in being allocated infrastructure capacity, cf. Railway Regulations § 1-7 p. needs to modify or adjust the allocated infrastructure capacity, this must be done by cancelling the allocated infrastructure capacity and applying for new infrastructure capacity. Deadlines are described in Chapters 4.2.9 and 4.5.3. Reservation fees must be paid for the cancelled infrastructure capacity, as detailed in Chapter 5.6.4.

4.8.2 Rules for path allocation by Bane NOR

Bane NOR may modify, replace, or withdraw allocated infrastructure capacity due to the need to manage TCRs,  or in response to unforeseen events that could affect operations.

There are no specific deadlines for such changes. Additionally, as outlined in Chapter 5.6.2, no fees are associated with capacity changes initiated by Bane NOR.

4.8.3 Rules for non-usage by the applicant

In accordance with Railway Regulations §§ 9-4 and 10-2, Bane NOR is responsible for addressing cases where allocated infrastructure capacity is not used as agreed upon.

If allocated capacity is unused, charges will apply as outlined in Chapter 5.6.3. The threshold for defining unused infrastructure capacity is an 80% utilisation rate for each allocated path within a calendar month, unless there are non-economic reasons beyond the applicant's control.

When the utilisation of allocated infrastructure capacity falls below the threshold for unused capacity, Bane NOR may consider this in future capacity allocations. This could result in a lower priority or a refusal of allocation. The applicant will be given the opportunity to provide comments.

• For congested infrastructure: If an allocated path is used less than the threshold, Bane NOR will withdraw the allocated path with five working days’ notice. The applicant will have the right to provide comments before a final decision is made.  
• For non-congested infrastructure: If the allocated capacity is used below the threshold, Bane NOR will conduct an assessment based on factors such as the utilisation rate, demand for residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable. on the route, and the applicant's historical usage. Bane NOR may withdraw the allocated path with five working days’ notice, and the applicant will have the right to comment before a final decision is made.

These processes ensure predictable and fair management of capacity while allowing adjustments in line with changing needs and capacity situations.

4.8.3.1 Returning of train paths from railway undertakings to Bane NOR

When a train path is returned to Bane NOR and redistributed during a timetable period – because a railway undertaking has been shut down, for example – Bane NOR will announce the availability of such a train path and set a deadline for applying for the available infrastructure capacity.

Applications for infrastructure capacity released in this way are submitted as ad hoc applications. Bane NOR will implement an allocation process, to ensure that all interested parties will have equal opportunities to apply for it. The following principles and criteria are applicable to such allocations:

• The applicant’s actual train path requirements (weighted 30%): Assessed either based on agreements concluded for transport services or based on the applicant’s prospects of concluding such agreements. 
• The short and long-term consequences of the allocation (weighted 30%): Predictability for transport service users and a robust and stable train service is weighted. 
• The best possible utilisation of the infrastructure (weighted 20%): Includes the extent to which train paths allocated previously have been used.
• Environmental considerations (weighted 20%): Includes energy-efficient rolling stock amonst other factors.

In the event of an application conflict, Bane NOR will

• undertake an objective review and assessment of information and documentation received in connection with the relevant applications; this will include obtaining documentation or otherwise seeking to verify undocumented information submitted by the applicants, particularly if the information is of key significance to the allocation decision
• prepare documentation during case processing, explaining the assessments that form the basis for the allocation
• provide the applicants with written reasons for Bane NOR’s allocation decision and information on how allocation has taken place in accordance with the specified principles and criteria for allocation, including the assessments that form a basis for the allocation.

4.8.4 Rules for cancellation by the applicant

Path cancellation occurs when an applicant needs to cancel an allocated path. This applies to paths allocated during both the annual and operational (ad hoc) phases of the capacity allocation process. Route cancellations during the annual phase must be made by 09:00 on the day the timetable is determined. In the operational phase, there is no deadline for cancelling a route.

In accordance with Railway Regulations § 6-7, Bane NOR may impose a fee when allocated infrastructure capacity is cancelled or not used. In such cases, reservation charges are applied as described in Chapter 5.6.4.

4.9 TTR for smart capacity management

4.9.1 Objectives of TTR

Bane NOR participates in the project Timetabling Redesign (TTR), initiated by RailNetEurope (RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic.) and Forum Train Europe (FTE), supported by European Rail Freight Association (ERFA). The goal of TTR is to harmonise 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. processes in Europe in order to to improve utilisation of railway infrastructure and to eet the market's needs for predictability and available capacity for both passenger and freight transport. 

The project is called Kundefokusert kapasitetsfordeling in Norwegian. 

The project is designed to ensure a more efficient and coordinated capacity allocation porcess. This includes detailed planning that includes both national and international needs. For further etails on the TTR project, see RNE's website(opens in a new tab) and FTE's website(opens in a new tab).

4.9.2 Process components

Customer-focused capacity allocation (TTR) is based on the following elements:

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The earliest elements are described below:

• Capacity strategy (X-60 to X-36 months): This step involves creating an initial overview of future capacity, temporary capacity restrictions (TCRs), expected capacity needs, and planning principles for TCRs and traffic flow. The strategy will incorporate feedback from infrastructure managers, applicants, and the largest operators of service facilities, resulting in a published strategy document as input for the capacity model.
• International reconciliation of temporary capacity restrictions: This involves the coordination of maintenance, upgrades, and other capacity restrictions between infrastructure managers, as well as consultation with stakeholders who have an interest in coordinated and predictable TCRs as input for their own operations. The process is designed to ensure that such measures are handled in a consistent manner across borders.
• Capacity model (X-36 to X-18 months): This model provides a more detailed forecast for various capacity needs, such as capacity for track work, freight transport, passenger transport, residual capacity residual capacityAvailable (free) track capacity in the Norwegian railway network that has not been allocated for train operations or track work in the established timetable., and more. Applicants can report their capacity needs to ensure the model is as realistic and relevant as possible.

4.9.3 Implementation

TTR will be implemented in accordance with the applicable regulations, and the sub-processes will be introduced gradually. By the start of the TT26 timetable period, Bane NOR will have completed the implementation of the capacity strategy. After this, additional sub-processes will be introduced as the national regulations allow.

Contact Bane NOR

Email

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Read more about customer-focused capacity allocation

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4.9.3.1 Capacity strategy

By implementation of TT26, Bane NOR will publish the capacity strategy for TT29. This capacity strategy will include the entire Norwegoan rail network rail networkThe rail network managed by Bane NOR, which is the entire Norwegian rail network.. 

Timeline for drawing up the R28 capacity strategy:

• X-60–X-40 (December 2023–August 2025): Bane NOR collects the necessary input data and prepares a draft capacity strategy for R28.This draft is harmonised with the Swedish transport administration's (Trafikverket) capacity strategy.
• X-39 (September 2025): Bane NOR conveys a draft of the RNE RNERailNetEurope is a joint European organization aimed at facilitating international traffic. strategy. This is published on RNE's website(opens in a new tab). 
• X-39–X-36 (September 2025–December 2025): Bane NOR involves the applicants, the largest operators of service facilities, and any affected unit in Bane NOR. The input is used for further development of the strategy before it is published on Bane NOR's website and  RNE's website(opens in a new tab). 

Bane NOR will contact the parties that will be involved in the process, and provide information about where and how to submit input.

Contact Bane NOR

Email

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Read more about customer-focused capacity allocation

• banenor.no

4.9.3.2 Capacity model and capacity partitioning 

As of yet, Bane NOR has not implemented this process.

4.9.3.2.1 Capacity needs announcements

As of yet, Bane NOR has not implemented this process.

4.9.3.3 Capacity supply

As of yet, Bane NOR has not implemented this process.

4.9.3.4 Feasability studies

Bane NOR offers feasability studies as described in Chapter 4.2.8. 

4.9.4 TTR Pilot Project or early implementation of one or more TTR process components 

Bane NOR does not participate in any pilot projects or early implementation of TTR processes. 

4.10 Capacity allocation principles for the rail freight corridors

The principles 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. in rail freight corridorsaffiliated with the OneStopShop (C-OSS OSSA one stop shop is a single point of contact where multiple services or solutions can be obtained.) can be downloaded from the RNE website(opens in a new tab).