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 on the basis of:

a. 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
b. mark-up on infrastructure fees – see Section 6-3 of the Railway Regulations
c. discounts – see Section 6-4 of the Railway Regulations.

Bane NOR establishes all of 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:

a. 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
b. path cancellation charges in accordance with Section 6-7 of the Railway Regulations.

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 services

Additional services and ancillary services are priced based on § 6-9 (4) of the Railway Regulations, cf. Chapters 5.4 and 5.5.

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. For Timetable 2026 no changes are planned to the market segmentation. 

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

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Market segments within freight traffic:

• combined and wagonload trains
• iron ore and similar transports A
• iron ore and similar transports B
• other ore and minerals
• timber/chipwood
• dangerous goods
• other system trains.

Market segments within passenger traffic:

• traffic with agreements where fees are adjusted according to changes in charges
• feeder transport to the main airport
• experience routes with exclusive rights
• other passenger trains with traffic agreements
• other passenger trains.

Principles for market Segmentation

The division of market segments must comply with the requirements set out in EU Directive 2012/34 and the Railway Regulations. In particular, § 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 following are the three main categories of marked segmentation based on regulatory requirements:

• Freight transport: All types of freight transport.  
• Passenger transport 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 time 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 transport: Passenger trains without the type of traffic agreement mentioned above.  

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’ 2022 report on Norwegian railway segments. 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 transport

Combined and wagonload freight

Combined freight 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.  

Ores 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 wood chips/pulpwood

Timber and wood chips/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 do not 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 route. 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 the list above.

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.

1. Freight train? If NO, go to point 8. If YES, continue to point 2.
2. Combined/wagonload train? If YES, the segment is "Combined/wagonload." If NO, continue to point 3.
3. Iron ore and similar transports where the train weight in the loaded direction is normally over 6,500 gross tonnes? If YES, the segment is "Iron ore and similar transport A." If NO, continue to point 4.
4. Iron ore and similar transports where the train weight in the loaded direction is normally between 1,500 and 6,500 gross tonnes? If YES, the segment is "Iron ore and similar transport B." If NO, continue to point 5.
5. Other types of ore and minerals? If YES, the segment is "Other ore and minerals." If NO, continue to point 6.
6. Timber train, chipwood train, or timber and chipwood train? If YES, the segment is "Timber/chipwood." If NO, continue to point 7.
7. Dangerous goods? If YES, the segment is "Dangerous goods." If NO, the segment is "Other system trains."
8. Passenger train subject to a public service obligation? If NO, the segment is "Other passenger trains." If YES, continue to point 9.
9. Compensation adjusted with changes in charges? If YES, the segment is "Traffic with agreements where compensation is adjusted with changes in charges." If NO, continue to point 10.
10. Feeder transport to the main airport? If YES, the segment is "Feeder transport to the main airport." If NO, continue to point 11.
11. Experience routes with exclusive rights? If YES, the segment is "Experience routes with exclusive rights." If NO, the segment is "Other with traffic agreements."

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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:

a. processing infrastructure capacity applications
b. the right to use allocated capacity
c. use of railway infrastructure, including points and crossings
d. traffic control, including signalling, regulation, processing and communication and gathering of information about rail services
e. use of power supply equipment for traction current, where available
f. all other information that is necessary to implement or operate the service for which capacity is allocated – this includes electronic announcements, route 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  

5.3.2.2 Capacity charge

5.3.2.3 Mark-ups on infrastructure charges

In addition to the base price, the infrastructure manager, according to Section 6-3 of the Railway Regulations, has the opportunity to cover additional costs through surcharges if the market allows for it. A report on surcharges, attached to the Network Statement 2024, describes the methods used to calculate these surcharges.

A review of market segmentation and an analysis of the segments' ability to bear costs have been conducted; see Chapter 5.2.5 for an overview of the market segments. The following segments have been considered relevant for surcharges:

• 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 kilometer are determined by dividing the total surcharge for a segment by the number of train kilometers in that segment.

Note:  
It is informed that SJT has sent a notice of decision to Bane NOR regarding surcharges for 2024 and 2025, and that there may be changes in surcharges for 2026 following a potential final decision from SJT on the matter.

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 time 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: 

• all non-electrified sections
  • Kongsvinger–Elverum
  • Hamar–Elverum–Røros–Støren
  • Dombås–Åndalsnes
  • Trondheim–Hell–Storlien/Bodø
• 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 the table below:

Table 2: Phasing out the discount

5.3.2.5 The following forms of operation are 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 2026 charges are, based on 2025 charges, set to:

Table 3: Charges (2025 charges) – Paragraph references relate to the Railway Regulations

PSO* = Public Service Obligation

The tables below provide examples of what will happen to the invoiced amount for a passenger train and a freight train:

Table 4: Example – RE11: Eidsvoll–Larvik; double-set and morning rush; one train (2025 charges)

Table 5: Example – Combined transport train Alnabru-Brattøra; 44 TEU; one train (2025 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 include the following:

5.4.1 Traction current (power supply for train operation)

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

Bane NOR supplies converted electrical energy for train traction through its Energy unit. The Norwegian Water Resources and Energy Directorate (NVE) has granted Bane NOR a licence to trade electrical energy, allowing the company to offer this service reliably to railway companies.

The calculation of electrical energy consumption for train operations can be carried out in two ways: either through direct measurement with energy meters installed in the traction units, or indirectly using gross ton-kilometres and associated key figures that convert these into energy consumption. The key figures take into account several variables, including the type of traction equipment, the rail section, and the traffic pattern.

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 a comprehensive overview of how energy costs are distributed, how consumption data should be reported, and the terms and conditions for invoicing.

Charges for traction current (power supply for train operation)

The price of electricity consists of the following main elements:

• electric power
• grid hire in order to send the 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 on banenor.no.

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. 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 Pantographs

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. In the event that further coordination requirements are identified, interruptions are announced two weeks in advance so that the railway undertaking has the opportunity to 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 (with the exception of fixed annual rent). Energy consumption must be reported by the railway undertaking.

5.4.2.2 Train heating posts

The railway unertakings 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 13 554
• 1x230 V (50 Hz) – NOK 9 488
• 3x230 V (50 Hz) – NOK 13 554
• 3x400 V (50 Hz) – NOK 20 331

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 a 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 particular 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 Eurpoean 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:

a. Access to telecommunications network: Bane NOR does not provide access to telecommunications networks other than those required in connection with train operation.
b. 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.. 
c. 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. 
d. 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.
e. 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 the recovery and emergency unit.

Rescue service agreements include:  

• Geilo Red Cross: equipment, personnel, and GPS-marked routes 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 following locations:  

Lodalen

• Recovery manager, rescue crew, and locomotive drivers
• Diesel locomotive, diesel motor vehicle with recovery equipment, lorry with recovery equipment, recovery vehicle with rotating crane, miscellaneous vehicles and heavier rescue and recovery equipment.

Bryne

• recovery crew
• recovery equipment trailer.

Bergen

• recovery crew and locomotive drivers
• diesel locomotive, recovery equipment carriage, and crew carriage.

Trondheim

• recovery crew
• recovery equipment carriage and crew carriage.

Mo i Rana

• recovery crew
• combined recovery euipment and crew carriage.

Narvik

• recovery crew
• recovery equipment in containers on flat carriage.

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:

• 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 located in Alnabru, Sarpsborg, Hønefoss, Ål, Myrdal, Voss, Hamar, Dombås and Støren. There are also water wagons on the Ofoten Line, and these are stationed in Narvik.

5.5.1.5 Snow clearance locomotive

During winter, Bane NOR stations a diesel locomotive at Myrdal Station on Bergensbanen, primarily for the purposes of snow clearance. A snow coordinator is stationed in Finse during the winter season.

No snow clearance locomotive is stationed on Nordlandsbanen and may be ordered from Hamar at short notice. There is a Beilhack snowblower at Dunderland.

5.5.1.6 Water supply for trains

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 informastion about the application process, see Chapter 4.2.

5.5.1.7 Disposal of waste from toilets

For further information about disposal of waste from toilets, see our overview of stabling facilities.

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 Charges 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 cancellations

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 canceled 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, pursuant to Section 23 (1), second sentence, of the Licensing Regulations.

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 6: Path cancellation charges that are levied

The basic charge in the table is calculated based on the planned route 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

In 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 designed based on the Railway Regulation § 6-6. The scheme for performance improvement, including the dispute resolution scheme, is included in the AST appendix 4: Performance Scheme, and has been in effect since January 1, 2017. The scheme does not apply to operations mentioned in chapter 5.3.2.5, as well as trains without a schedule, including shuttle trains.

The purpose of the performance scheme is not only to impose a penalty when the agreed performance level is not achieved but also to encourage greater operational stability or a higher performance level.

The scheme is based on absolute values for delay estimates and cancellations, with payments beginning from the first event registration. A linear model is used to calculate the amounts in the performance scheme. This means that the applicable rate for delay minutes is multiplied by the number of countable delay minutes, and the applicable rate for cancellations is multiplied by the number of countable cancellations. This is done for each operator, and the sums are added up to show the total payment from Bane NOR to the railway company and the total payment from the railway company to Bane NOR. If the monthly total for the railway company or the monthly total for Bane NOR to the railway company exceeds the established maximum amount (so-called cap), the sum will be reduced to the maximum amount. The applicable rates and rules for the maximum amount are shown at the end of this section.

The scheme also includes a bonus system for reducing delays for freight trains, as described at the end of this chapter.

Cause codes included in the scheme

• Codes 1–5, 7, 86 and 99, as well as delays/cancellations with no cause codes (Bane NOR)
• Codes 81–85: for delays and 81 for cancellations (railway undertakings)
• Code 5: excluded from data on cancellations, as these have been included in the “train replacement bus” scheme
• Code 99: represents consequential delays as a result 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.

The cause codes are explained in the tables below. There are three major changes:

1. Cleanup work after acute incidents will no longer be assigned to code 1, but instead to the root cause: This change is made to ensure that the cause codes more accurately reflect the true cause of delays.
2. Code 6 will be renamed to code 86, and delays caused by work trains with faults that block the track will be assigned to code 1: This change allows code 86 to be clearly designated as a train company code, while delays caused by faults on work trains will be moved to a Bane NOR code.
3. Follow-up delays will have their own code (99), while code 7 will be refined to represent delays caused by issues in traffic management/route planning: This change creates a clearer distinction between delays caused by Bane NOR and follow-up delays (delays caused by other delayed trains).

Table 7: Cause codes TIOS

Table 8: Detailed list of codes with explanations - Bane NOR

Table 9: Detailed list of codes with explanations – railway undertakings

Table 10: List of codes for consequential delays

Table 11: Detailed list of codes with explanations – external circumstances

Some clarifications: When the first departure in a train pair is delayed and this causes the return train to also be delayed, the cause code for the departure will be carried over to the return train.

Railway undertakings’ cancellations with the cause type "Cancelled due to market-related reasons" will still incur a reservation fee, as before; see chapter 5.6.4 for more information. Other cancellations will be charged according to the cause code and rates under the performance scheme.

In 2023 and 2024, a revision of the performance scheme has been underway. Throughout the process, consultations with railway undertakings and meetings with the Norwegian railway directorate (Jernbanedirektoratet) and the Norwegian railway authority (Statens jernbanetilsyn) have taken place. The goal has been to strengthen the financial incentives in the scheme and make them more targeted. Based on the scheme as it was during the period 2018–2023, planned changes were announced in the Network Statement 2025. For 2026, we will continue the planned changes for 2025 and add some new ones:

• New rates have been calculated and are differentiated by three geographical areas.
• Railway undertakings will pay for cancellations only on code 81.

By distinguishing between geographical areas (see table 12 below), better alignment is achieved between the rates in the performance scheme and the consequences of delays and cancellations. It was also considered to distinguish between peak and off-peak times. This was rejected to avoid unnecessary complexity, administration, and data challenges.

Table 12: Geographical areas

In calculating the new rates, socio-economic time costs associated with delays and cancellations for different types of train services within freight and passenger transport on the railways have been taken into account. These costs depend on the number of passengers and goods on board the trains, as well as the time values for passengers and freight owners. The relative differences in socio-economic costs between the geographical areas and between passenger and freight trains have been used as the basis for rate differentiation. The rate levels have been set in such a way that the net consequences (i.e., the difference between income and payments) for freight trains, passenger trains, and Bane NOR are approximately the same as the previous version of the scheme, provided traffic, delays, and cancellations are consistent with 2023. This does not mean there are no changes in the incentives, as some rates have increased while others have decreased. The incentive for each party to avoid deviations where they have the greatest consequences has been strengthened.

Until 2025, cancellations were only part of the scheme for railway undertakings operating passenger trains, but from 2025, this will also apply to freight trains. Until now, the railway undertakings have paid for cancellations under codes 81–84. A change for 2026 is that railway undertakings’ own cancellations will only lead to payments under code 81. (For cancellations due to market-related reasons, the reservation fee will still apply as before.) This change has been made in part based on feedback from the railway undertakings. Codes 82–84 were previously included because it was emphasized that not only punctuality, but also regularity, is a goal. The argument for focusing on code 81 is primarily to encourage the avoidance of cancellations that have negative consequences for other trains.

Table 13: Delays – railway undertakings

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

Table 14: Delays – Bane NOR

Table 15: Cancellations – railway undertakings

Table 16: Cancellations – Bane NOR

In accordance with the Railway Regulations § 6-6, which stipulates that because the performance scheme should not jeopardise the financial viability of a service, the following maximum values have been established for all parties:

• Delays: 75% of the invoiced amount per month for railway companies, and 100% for Bane NOR related to the minimum package.
• Cancellations: 75% of the invoiced amount per month for railway companies, and 100% for Bane NOR related to the minimum package.

The rates for 2026 will be adjusted in accordance with Statistics Norway’s (SSB) price index for the operation and maintenance of road infrastructure. For more information on price changes, see Chapter 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/wagon load, 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 in the last four years of available data. 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 2019–2022. 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 the following table:

Table 17: Market segments and thresholds

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

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

${\mathrm{Bonus}}_{ijk}=\left({\mathrm{number\; of\; on-time\; departures}}_{ijk}-{\mathrm{number\; of\; expected\; on-time\; departures}}_i\right)\times b$

${\mathrm{number\; of\; expected\; on-time\; departures}}_{ij}=\frac{\mathrm{number\; of\; on-time\; departures\; in\; 2019-2022}}{\mathrm{number\; of\; departures\; in\; segment\; in\; 2019-2022}}\times {\mathrm{number\; of\; departures}}_{ij}$

b = bonus per departure on time in addition to the expected number
i = segment
j = railway undertaking
k = month

For 2026, 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 base price.

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 

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:

$$P_{t+1}=P_t\cdot \left(\frac{K{I}_t^{Q2}}{K{I}_{t-1}^{Q2}}\right)$$

$$P_{t+1}$$ = next year's charge

$$P_t$$ = current year's charge

$$K{I}^{Q2}$$ = Statistics Norway's index per second quarter for the current (t) and previous (t-) year.

Table 18: Percentage changes to charges

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 20 August 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 as a consequence 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 Invoicing of the minimum access package

Billing occurs after the 15th of each subsequent month. Billing information is publised in the customer portal (Togselskap min side).

The railway undertakings are obliged to provide the necessary information for calculating the value of the service. If the railway undertakingss fail 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.

Payment terms (including non-payment)

Payment shall take place within 30 days. Interest on arrears will be charged on overdue payments, as stipulated in Section 2 of the Act relating to interest on overdue payments. If a railway undertaking fails to pay, Bane NOR will be entitled to withdraw train paths allocated to that undertaking. Such withdrawal of train paths may only take place in the event of major payment default.

5.9.2 Invoicing of additional services

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.