Norwegian Railway Signals, Speed System and ETCS

1. Conventional Norwegian Colour-Light Signals

Norway uses a colour-light signalling system broadly similar to other European countries, but with Norwegian rules and indications. Main signals are normally placed on the right-hand side of the track and are numbered. They are supported by distant signals and sometimes approach indicators.

Stop (Stopp)

• Red light – absolute stop.
• The train must not pass the signal without explicit authority from the traffic controller.

Prepare to stop (Forvent stopp)

• Single yellow.
• The next main signal is at stop.
• The driver must be prepared to stop at the next main signal.

Expect reduced speed

• Two yellow lights, normally arranged diagonally.
• The next main signal requires reduced speed, often due to a turnout or local restriction.

Proceed (Kjør)

• Green light.
• The line ahead is clear for the permitted line speed, subject to speed boards and any local restrictions.

Proceed with reduced speed or special route

• Green over yellow – proceed, expect reduced speed at the next main signal.
• Two greens – proceed, route is set for a higher-speed turnout (on upgraded installations).

These combinations are very familiar to drivers on lines such as Dovre Line, Trønderbanen and Røros Line, and remain part of everyday operation on lines that are not yet converted to ETCS.

2. Speed Boards (Hastighetsskilt)

Speed in Norway is controlled partly by line speed and partly by local speed boards. The boards always override the general line speed for the section where they apply.

Permanent line speed

• White board with black numbers (for example 80).
• Defines a new permanent speed from that point until another board changes it.

End of restriction

• White board with a diagonal black line.
• Clears previous temporary reductions and returns to the base line speed, unless a new board appears.

Local speeds for turnouts and special sections

• Yellow board with black numbers.
• Applies to a limited section, such as a turnout, bridge or tight curve.

In practice, there is no guessing: if the board says 40 km/h, you drive 40. When the restriction ends, you return to the permitted line speed.

3. Winter Driving and Adhesion

Winter is one of the biggest differences between Norway and many other European railways. Snow, ice and low temperatures affect both signalling and braking in practice.

• Snow and frost on the rail reduce adhesion and can increase braking distance.
• Falling snow and fog can reduce signal visibility, especially at night.
• Snowdrifts and packed snow around level crossings and platforms require more defensive driving.
• Ice on brake equipment and wheels can influence how the train responds when braking.

Drivers compensate by braking earlier, using gentler power application and planning for reduced adhesion. Signals and boards are still the same, but the way you drive between them changes with the weather.

4. ETCS Level 2 in Norway – What It Actually Changes

Norway is in the process of installing ETCS Level 2 on the entire network. Several lines are already in operation with ETCS, while others still use conventional signalling or a combination.

What ETCS Level 2 gives the driver

• Continuous speed supervision shown on the DMI (Driver Machine Interface).
• Movement authority (MA) displayed in the cab instead of on lineside signals on fully converted sections.
• Digital speed limits and braking curves based on the same infrastructure data that defines speed boards and gradients.
• Automatic braking if the driver exceeds the supervised speed or ignores a braking curve.

What still remains

• Speed boards remain the reference for local restrictions on most lines.
• Conventional signals are still used on lines that are not yet converted, and on some transition sections.
• Rules for train movements on non-ETCS lines remain in force.

On a modern ETCS-equipped line near Oslo, the driver spends most of the time looking at the DMI rather than at signals. On classic lines such as Røros Line and Nordland Line, conventional signals and boards are still the main reference.

5. Turnouts, Diverging Routes and Real-World Speeds

Turnouts (points) in Norway often have specific speeds, such as 40, 60 or 80 km/h for diverging routes. These are indicated by signals and speed boards and supervised by ETCS where installed.

• Conventional signalling uses aspects to show whether you are going straight or diverging, and at which speed.
• Speed boards confirm the local speed through the turnout area.
• ETCS supervises turnout speeds precisely based on infrastructure data and gradients.

In practice, drivers sometimes reduce a little more in winter for comfort and adhesion, even if the permitted speed is higher. This can clearly be seen on cab ride recordings from Dovre Line and Trønderbanen when running through complex station layouts.

6. Level Crossings (Planoverganger)

Level crossings are a visible part of Norwegian railway operation, especially on rural lines.

• On some sections, crossings are closely monitored in winter because snow and ice can affect road traffic and warning systems.
• Reduced visibility due to snow, fog or low sun can make crossings harder to see.
• Wildlife and farm traffic are common near crossings on lines like Nordland Line and Røros Line.

ETCS does not remove level crossings, but speed supervision through known crossing zones is part of the overall safety picture.