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Punctuality in long distance and commuter traffic |
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Finnish Network Statement |
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Network Statement 2010 |
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Network Statement 2011 |
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1 General Information |
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2 Access Conditions |
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3 Infrastructure |
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4 Capacity Allocation |
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5 Services |
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6 Charges |
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Appendices 1-14 |
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Access guide for Railway Undertakings |
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EICIS |
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GSM-R alias RAILI |
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Traffic Planning Areas and Contacts |
3.1 IntroductionThe infrastructure refers to the state-owned rail network managed by Finnish Transport Agency. Finnish Transport Agency is responsible for infrastructure maintenance that is, for the construction and maintenance of tracks, of structures and equipment connected with them, as well as of real property needed for infrastructure maintenance. Back to table contents3.2 Extent of Network3.2.1 LimitsThe available network is presented graphically in Figure 3 (state-owned rail network in the beginning of timetable period 2011) and in Appendix 1 (Infrastructure Register).The following line sections are closed to traffic:
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 | Figure 3. State-owned rail network at the beginning of timetable period 2011. (316 kB) To see the figure 3 little bit bigger, open the attachment file and click on top of the picture. To be able to print it, the picture must be fitted in the paper sheet A4. |
 Figure 4. Traffic operating points on the state-owned rail network at the beginning of timetable period 2011. |
 | Figure 4. Traffic operating points on the state-owned rail network at the beginning of timetable period 2011. (470 kB) To see the figure 4 little bit bigger, open the attachment file and click on top of the picture. To be able to print it, the picture must be fitted in the paper sheet A4. |
 | Figure 5. Trans-Europen Rail Network in Finland (The Finnish TEN network). (253 kB) To see the figure 5 little bit bigger, open the attachment file and click on top of the picture. To be able to print it, the picture must be fitted in the paper sheet A4. |
3.3.2 Capabilities
3.3.2.1 Loading Gauge
The loading gauge (KU), Appendix 4, and the structure gauge (ATU), Appendix 5, are used throughout the stateowned rail network. On private industrial sidings, there may be both loading and structure gauge limitations, which railway undertakings shall clarify separately for carrying out transportation.The vehicle gauge (LKU) is specified in the Finnish Transport Safety Agency’s LIMO publication, point 1 ”Yleiset määräykset” (General rules).
3.3.2.2 Weight Limits
Axle loads
22.5 ton axle loads are permitted on most of the rail network. The maximum permitted axle loads per line section are indicated in Appendix 6 (Superstructure Categories, EN Categories and Permitted Speeds for Different Axle Loads).
The same appendix specifies the axle loads and restrictions in connection with overweight loads and the wagons used in the rail connection to the east.
Metre Loads
The permitted metre load of rolling stock throughout the state-owned rail network is 8.0 tons/m.3.3.2.3 Line Gradients
The maximum gradient is 20 mm/m on the main lines and 22.5 mm on the secondary lines. The characteristic gradients of the line sections are indicated in Appendix 1 (Infrastructure Register).
3.3.2.4 Line Speeds
The maximum speed is 220 km/h for passenger trains and 120 km/h for freight trains. The speeds permitted for passenger and freight trains on the rail network are indicated in Appendix 6 (Superstructure Categories, EN Categories and Permitted Speeds for Different Axle Loads)3.3.2.5 Maximum Train Lengths
The maximum train length permitted on a line section shall be such that trains can also use secondary tracks at the traffic operating points. Trains need not, however, be capable of using all secondary tracks at all traffic operating points. The train lengths used for dimensioning line sections are 550, 625, 725, 825 and 925 metres. The longest secondary tracks at each traffic operating points are indicated in Appendix 2 (Rail Traffic Operating Point Register).
3.3.2.6 Power Supply
The nominal voltage of the electrification is 25 kV/50 HzAC. On all electrified lines, power is taken from the contact line above the track. One or both of the running rails and return conductors form a return circuit. The neutral sectionswill be located at the overhead line near substations. Rollingstock cannot collect current from these neutral sections. Themain switch of locomotive/electric train must be openedat the neutral sections. The train is not allowed to stop at a neutral section.
The maximum zigzag of the contact wire is 400 mm. The contact wire height can vary from 5600 to 6500 mm. The normal height is 6150 mm the electrified line sections are indicated in Appendix 1 (Infrastructure Register).
For fixed installations, electrification is described in part 5 “Sähköistetty rata” (Electrified railway) of the Ratatekniset ohjeet (RATO) publication, and for the electric equipment of rolling stock in the LISO publication.
3.3.3 Traffic Control and Communications Systems
3.3.3.1 Signalling Systems
The signalling systems in use are indicated in Appendix 1 (Infrastructure Register) and graphically in Appendix 7 (Signalling Systems).A line with section block is a line divided into block sections. Only one train may be in a block section at a time. Issues related to section blocks are presented in RATO publication, part 6 “Turvalaitteet” (Signalling systems).
Hot box detectors have been placed on the rail network at 50 km intervals on line sections on which the greatest speed is or can be over 160 km/h. In addition hot box detectors have
been placed near the busiest junction stations. A map of the location of the hot box detectors is presented in Appendix 7.
3.3.3.2 Traffic Control Systems
The line sections equipped with an automated traffic control system are indicated in Appendix 1 (Infrastructure Register) and in Appendix 7 (Signalling Systems). The following automated traffic control systems are used: centralised traffic control and radio control. On the CTC- and radio-controlled lines, all routes are equipped with the remote control of points and routes. On the secondary, loading and storage sidings of these line sections, however, local route setting may also be necessary. On radio-controlled lines, routes shall be set locally if it is necessary to operate on secondary, loading or storage sidings.3.3.3.3 Communications Systems
The Finnish Transport Safety Agency sets regulations on, for example, traffic operation, railway work and communications. The valid regulations can be obtained at the Finnish Transport Safety Agency website.
Finnish Transport Agency provides working instructions that deal with traffic control, traffic operation, railway work and communications, and complement the regulations. The valid working instructions can be obtained at the Finnish Transport Agency website. Contact information for traffic control can be obtained at the Finnish Transport Agency Extranetsite.
Information of abnormal events or situations will be provided via the Advance Information System, maintained by Finnish Transport Agency, and through notifications given by the traffic control. Drivers and persons responsible for the railway work must have knowledge of the advance plans that are valid for the duration of the work/journey and in the working area/track sections of the journey. They must also have the contact information for the traffic control.
Finnish Transport Agency tries to record the verbal communication between the traffic control, traffic operators and railway workers, i.e. permits and notifications, in the most comprehensive manner possible. The authorities will use these recordings for examining accidents and dangerous situations.
A new communications system, RAILI Network, was taken into use on the state-owned rail network at the end of 2008. Its key element is a new GSM-R radio network, which complies with the technical railway interoperability specifications of the European Union. The old analogue radio networks (railway yard and line radio networks) will be abandoned once RAILI is fully implemented. The GSM-R radio network will cover most of the state-owned rail network. Some track sections will remain outside the RAILI network. Detailed quality information can be found in the map of the RAILI network design standards and appendix 13. More information can be found on the Finnish Transport Agency’s website.
Traffic control, railway undertakings and contractors must use the RAILI network as their primary communications channel. If RAILI network cannot be used for a technical reason or poor GSM-R radio network reception, the parties must use other available phone or mobile phone networks. The traffic control, and also train drivers, shunting managers and persons responsible for the railway work must be informed of any faults preventing or hindering the use of RAILI network, and alternative contact information in accordance with the communications instructions.
3.3.3.4 Other Systems
Many of the larger stations have camera surveillance. The system allows traffic controllers to monitor the movement of trains and the Information Centre to observe the movement of passengers on platforms as well as the technical functioning of the information equipment. The Safety Centre is able to monitor passenger safety and control vandalism. Property maintenance, for its part, can use the system to check on the tidiness of platform areas and spot any need for maintenance work.3.3.3.5 ATP Systems
Automatic train protection (ATP) is a system that controls the speed of a train.ATP engine equipment must be used in train traffic or, if operating without ATP engine equipment, an exceptional permit as referred to in section 28(5) of the Railway Act (555/2006) is compulsory. The Finnish Transport Safety Agency may grant an exceptional permit provided that it does not endanger the safety of the railway system. In cases concerning the use of ATP engine equipment, a fixed-term exceptional permit may be granted if the case involves a need for exceptional and temporary train operation or if ATP engine equipment or spare parts are not available. An exceptional permit may not be granted for a train unit or engine which is used in passenger or commercial freight traffic, when it is not directly connected with track maintenance. ATP engine equipment is not required in stock that is used for shunting only. Further information can be obtained from the Finnish Transport Safety Agency.
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3.4 Traffic Restrictions
3.4.1 Specialised Infrastructure
Finnish Transport Agency may designate a train path or a part of it as specialised infrastructure, if there are sufficiently alternative routes for other traffic. Specialised infrastructure refers to a train path or a part of it on which priority is given to the type of traffic for which the infrastructure is specialised. So far Finnish Transport Agency has not designated any line section in Finland as specialised infrastructure.
3.4.2 Environmental Restrictions
The requirements laid down in the Finnish Transport Safety Agency’s LIMO publication are applied when registering rolling stock. LIMO sets out general and special requirements for rolling stock concerning noise, vibration, electromagnetic interferences, emissions, environmentally dangerous substances and the use of recycled construction materials.Vibration-related speed restrictions are imposed on parts of the railway line on fifteen line sections throughout Finland. The restrictions mainly apply to over 3,000 ton gross weight heavy trains (Appendix 8).
3.4.3 Dangerous Goods
Finland has signed the intergovernmental OTIF Convention, which regulates international rail traffic. Russia and other CIS countries have not acceded to the OTIF Convention. Carriage of dangerous goods by rail between Finland and Russia as well as transport of such goods via Russia to CIS countries and from those countries to Finland is subject to the regulations specified in appendix 8 of the transportation tariff included in the agreement (Treaty Series 1/1948 of the Finnish Statute Book) concluded for the rail traffic between Finland and Russia.
Appendix C of the OTIF Convention lays down the provisions on the carriage by rail of dangerous goods (RID). As they stand, the RID regulations govern the international rail transportation of dangerous goods within the territories of member states that have acceded to the OTIF Convention. Rail transport of dangerous goods within Finland is subject to the national statutes which enforce the RID framework directive (2008/68/EC) in Finland.
The most important differences compared to the RID regulations are as follows: cold resistance requirement for certain packaging and tanks in domestic traffic is -40°C (RID -18 and -20°C); as well as the regulations concerning protection wagons and the bringing of wagons loaded with explosives to traffic operating points and the temporary storage of explosives. The decree of the Ministry of Transport and Communications also takes into account the requirements of the VOC directive (94/63/EC) concerning the recovery of vapours from petrol in connection with rail transport.
No absolute restrictions have been imposed on the transport of dangerous goods if carried out according to the regulations. It is recommended that wagons loaded with dangerous goods should not be parked in densely populated or groundwater areas. The transport of dangerous goods on tracks with spike fastening or laid with 43 kg rails shall be avoided.
It is prescribed by Government decree that railway undertakings shall carry out a safety analysis for railway yards through which considerable quantities of dangerous goods are carried. The decree defines, for example, the following: The Finnish Transport Safety Agency defines those rail yards for which the safety analysis must be carried out. The Finnish Transport Agency may define the form of the safety analysis. The Finnish Transport Agency organises co-operation between railway companies in order to carry out the safety analysis. The safety analysis shall be submitted to the local rescue and environmental authoritiesfor an opinion. The safety analysis shall be submitted to the Finnish Transport Agency, which delivers it further for approval. The safety plan is approved by the Finnish Transport Safety Agency.
3.4.4 Tunnel Restrictions
There are tunnel restrictions on the Helsinki–Turku and Orivesi–Jyväskylä line sections. The restrictions are indicated in Appendix 9.Only freight trains and stock required in track work are allowed to operate in tunnels on the Vuosaari line. It is forbidden to take passengers through the tunnels on Vuosaari track. Only electric freight traffic is allowed. Individual diesel engine transfers are permitted.
In the Savio tunnel the train driver must have an oxygen apparatus and the machinery must be fitted with oxygen equipment.
3.4.5 Bridge Restrictions
Bridge restrictions are described in Appendix 10.
3.4.6 Overweight load transport
Appendix 6 details the axle loads and restrictions applicable to the carriage of overweight loads and wagons used in rail connections to the east.
3.5 Availability of the Infrastructure
Other restrictions than those listed in item 3.4 are described in Rail Network Description and in the Advance Notification System. Track work causing traffic restrictions is presented in Appendix 11. The Rail Network description can be found on Finnish Transport Agency’s website.The substations of the electric railway have a limited capacity for supplying power to the contact line. The power supply will shut down automatically in overload situations, which will cause a temporary power failure in the contact
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3.6 Passenger Stations
The lengths of passenger platforms (shortest/longest) are indicated in Appendix 2 (Rail Traffic Operating Point Register). The platforms not maintained by Finnish Transport Agency are indicated in brackets.Back to table of contents
3.7 Freight Terminals
Loading possibilities are indicated in Appendix 2 (Rail Traffic Operating Point Register). K means “yes” and Y “private”. For loading platforms, the register lists their available length.Private siding connections at traffic operating points are indicated by the marking “Private sidings” in Appendix 2 (Rail Traffic Operating Point Register).
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3.8 Service Facilities
3.8.1 Train Formation Yards
Train formation yards are railway yards in which the layout and size of the track system make it possible to form trains. The train formation yards are indicated by the marking “Shunting” in Appendix 2 (Rail Traffic Operating Point Register).All train formation yard tracks have not been electrified. If necessary, Finnish Transport Agency’s Rail Data Unit provides more information on the electrified tracks.
3.8.2 Storage Sidings
Storage sidings are yard tracks primarily intended for the parking of wagons and coaches waiting for a transport task. Storage sidings can also be used for other purposes required by traffic operating. The local traffic control centre determines which tracks are used as storage sidings.
3.8.3 Maintenance and Service Facilities
The 400 and 1,500 V power supply facilities for rolling stock are indicated in Appendix 2 (Rail Traffic Operating Point Register). Also for the 400 V power supply, the maximum current available is indicated in amperes. The use of maintenance and service facilities requires an agreement with their owner.
3.8.4 Refuelling Facilities
The Finnish Transport Agency does not own refuelling equipment or provide refuelling services. The Appendix 2 (Rail Traffic Operating Point Register) shows the refuelling facilities on traffic operating points. The use of refuelling facilities requires an agreement with their owner.
3.8.5 Technical Equipment
The use of other technical equipment (e.g. scales, cranes,etc.) must be agreed with their respective owners. The Finnish Transport Agency does not provide this equipment for railway companies to use. The Appendix 2 (Rail Traffic Operating Point Register) shows the cranes located on traffic operating points.
3.9 Infrastructure Development
Rail network development plans are presented in Finnish Transport Agency’s Action and Financial plan for the years 2011–2014. The Action and Financial Plan period will see a focus on the enhancement of traffic control safety and flexibility in railway yards by introducing new automation technology. Old traffic control safety equipment will be replaced in Kuopio, Siilinjärvi and Iisalmi. Old remote control systems will be replaced on line sections Pieksämäki–Iisalmi and Seinäjoki–Ylivieska. Work will be commenced to replace the remote control mechanism on the Parikkala–Joensuu line section. Rail network development projects in the Action and Financial Plan period will include Phase I of Seinäjoki–Oulu (possibly including the continuation project), Keski-Pasila, Ring Rail, Kokkola–Ylivieska double track and the electrification of the Rovaniemi–Kemijärvi line section.The development plans for the years beyond the period covered by the Action and Financial Plan are presented in the “Rail Network 2030” report. The publication was in the process of being updated when the Network Statement went into print. For more information, please visit the Finnish Transport Agency’s website.
The Finnish Transport Agency adopted a new environmental strategy in 2009. It outlines the focuses of environmental work from 2009 to 2013. Climate and energy issues will be emphasised more than before. Noise and vibration issues together with protection of soil and groundwater are still significant. Finnish Transport Agency aims at improving its eco-efficiency by better follow-up of material use and further developing recycling. Part of the strategy work is developing extensive, organisation-wide instructions on environmental issues.
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