Iron Ore Line

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Iron Ore Line
Single
CharacterPassenger and freight
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification15 kV  16.7 Hz AC
Operating speed
  • Passenger:
  • 135 km/h (85 mph)
  • Freight (Empty):
  • 70 km/h (43 mph)
  • Freight (Loaded):
  • 60 km/h (37 mph)
Highest elevation540 m (1,770 ft)
Route map

For details on the Norwegian side, see Ofoten Line

473
 Narvik
463
 Straumsnes
455
 Rombak
446
 Katterat
440
 Søsterbekk
435
 Bjørnfjell
Sweden
Norway
433
 Riksgränsen
430
 Katterjåkk
426
 Vassijaure
423
 Låktatjåkka
415
 Kopparåsen
406
 Björkliden
399
 Abisko turiststation
397
 Abisko Östra
388
 Stordalen
375
 Kaisepakte
365
 Stenbacken
355
 Torneträsk
345
 Bergfors
336
 Rensjön
325
 Rautas
315
 Krokvik
306
 Kiruna depot
305
 Kiruna iron ore yard
304
 Kiruna Central
to
 Svappavaarabanan
297
 Råtsi
290
 Kalixfors
283
 Gäddmyr
276
 Sjisjka
272
 Lappberg
265
 Kaitum
262
 Fjällåsen
249
 Harrå
237
 Håmojåkk
227
 Linaälv
214
 Sikträsk
to
 Vitåforsbanan
to Koskullskulle
to
Inlandsbanan
to Arvidsjaur
204
 Gällivare
to
 Aitik
191
 Harrträsk
184
 Ripats
173
 Nuortikon
166
 Kilvo
156
 Nattavaara
144
 Koskivaara
134
 Polcirkeln
123
 Murjek
107
 Näsberg
95
 Lakaträsk
85
 Gullträsk
75
 Sandträsk
67
 Gransjö
54
 Ljuså
44
 Holmfors
to
Haparandabanan
40
 Buddbyn
37
 Boden avoiding line
36
 Boden Central
to
Stambanan genom övre Norrland
3
 Boden avoiding line
28
 Sävast
19
 Norra Sunderbyn
14
 Sunderbyns Sjukhus
9
 Gammelstan
to
 Karlsvikshyttan
5
 Notviken
0
 Luleå
Luleå ore docks
This diagram:

The Iron Ore Line (

Trafikverket (the Swedish Transport Administration). The line also contains two branches, from Kiruna to Svappavaara and from Gällivare to Koskullskulle. The term is often colloquially used to also include the Ofoten Line, from Riksgränsen to Narvik in Norway, and the northernmost part of the Main Line Through Upper Norrland from Boden to Luleå. The railway from Narvik to Luleå is 473 kilometres (294 mi) long.[1]

The line is dominated by the 8,600-tonne (8,500-long-ton; 9,500-short-ton) ore freight trains operated by

single track, electrified at 15 kV  16.7 Hz AC
and has a permitted axle load of 30 tonnes (30 long tons; 33 short tons). The Swedish part of the line is the northernmost railway in Sweden and the Norwegian part outside Narvik is the northernmost railway in the whole of Western Europe at 68.452°N.

The first section of the line, from Gällivare to Luleå, opened in 1888. By 1899, the line was extended to Kiruna, and from 1903, all the way to Narvik. Electrification took place between 1915 and 1923. Operations of the ore trains was taken over by Malmtrafik from SJ in 1996.

Rockfalls from mountains have at times hit the line.[2]

Operations

Map of the Iron Ore Line

LKAB operates iron ore mines in Kiruna, Svappavaara and Malmberget in

Port of Narvik, a route named the Northern Circuit. A minority of the ore is transported to Luleå on the Southern Circuit. Located on the Baltic Sea, ore is shipped to Baltic customers, or delivered to furnaces operated by SSAB in Luleå and Oxelösund. The Ore and Ofoten Lines are 536 kilometres (333 mi) long, including the branch to Svappavaara, with the route from Kiruna to Narvik being 170 kilometres (110 mi), and from Malmberget to Luleå being 220 kilometres (140 mi). Operations are handled by LKAB's subsidiary Malmtrafik i Kiruna (MTAB) in Sweden, and Malmtrafikk (MTAS) in Norway. Daily there operate 11 to 13 trains in each direction on the Northern Circuit, and five to six trains on the Southern Circuit.[3]

The trains hauled by

Norwegian National Rail Administration.[3] The Ore and Ofoten Lines are also used by passenger and container trains.[6][7]

Iron ore is also transported from Northland Resources' mine in Kaunisvaara to Narvik, started in small scale December 2012.[8]

CargoNet operates two daily container trains from Alnabru Terminal in Oslo, Norway, named the Arctic Rail Express (ARE). The trains operate via Sweden and take 27 hours.[9] The trains haul mostly food northbound and fish southbound along a distance of 1,950 kilometres (1,210 mi).[10] DB Schenker launched a competing service in January 2011.[11] There is about 0.5 million tonnes of non-ore freight transport on the Ofoten Line each year.[12]

Vy Tåg operates three daily trains from Narvik to Kiruna Central Station, of which two continue onwards, either to Luleå Central Station or Stockholm Central Station. Trains to Stockholm are night trains. Travel time from Narvik to Kiruna is 3 hours and 1 minute, travel time to Luleå is 7 hours and 4 minutes, and travel time to Stockholm is 18 hours and 25 minutes.[13]

History

Abisko East Station

In 1847, a

nationalized and taken over by the Swedish State Railways.[1]

In 1890, Luossavaara–Kiirunavaara AB was established to start mining in

King Oscar II. To begin with, the line used two or three conventional steam locomotives for each ore train. Later dedicated ore-hauling steam locomotives were introduced.[1]

In 1915, the section from Riksgränsen to Kiruna was electrified, with the rest of the line electrified in 1922. The first electric locomotives were

Dm locomotives, which could haul a 3,000 tonnes (2,950 long tons; 3,310 short tons) train. By the 1960s, the Dm had been rebuilt to Dm3, which consisted of a new center section. In combination of upgrades to 25 tonnes (24.6 long tons; 27.6 short tons) maximum permitted axle load, this gave a maximum train weight of 5,000 tonnes (4,920 long tons; 5,510 short tons).[1]

In 1964, the branch from Kiruna to Svappavaara was opened, allowing LKAB to exploit mining there, although this was again closed in 1983. In 1990, a tunnel opened under Nuolja between Abisko and Björkliden. Passenger trains were essential for the region until 1984, when European Route E10 was constructed between Kiruna and Narvik.[1]

Abisko

Establishment of Malmtrafik

In December 1991, LKAB stated that they wanted to take over the operation of the ore trains from NSB and SJ. This became possible due to new legislation. At the time, they were paying 0.15

Port of Luleå.[14]

In February 1992, a report ordered by

Ministry of Enterprise, Energy and Communications who had the authority to award traffic rights on the stem lines, in particular along the Main Line in Upper Norrland. The rights also did not affect the Ofoten Line.[16]

The following day, SJ and NSB stated that they were considering establishing a joint venture that would take over the operations of the ore trains.[17] In May 1992, LKAB stated that Norway would, through its membership in the European Economic Area, be required to allow any train operator to run trains on a line, while this was rejected by NSB who stated that this only applied within the European Union, of which Norway was not a member.[18] By August, SJ and NSB had offered to reduce the price from SEK 650 million to 450 million, but LKAB stated that they believed it was possible to reduce the costs further.[19]

In October 1992 the Swedish Ministry of Communications gave the final permission for LKAB to take over operations in their own right. On 26 October, SJ and NSB signed a new five-year contract with LKAB where the latter would purchase transport services from the two state railway. The annual price had then been reduced from SEK 650 to 400 million. Political commentators stated that the agreement allowed LKAB to keep all the profit in the line and introduce new cost savings, while SJ and NSB kept face by keeping the operating contract. The price reduction would mean that both NSB and SJ would have to lay off employees.[20]

Hopper cars in Kiruna

In 1993, the state railways were losing money on the ore trains.

EU Directive 91/440.[25] At this time Norway was part of the European Economic Area
(and Sweden of the EU) meaning EU directives were valid in both countries.

On 27 June 1995, LKAB, SJ and NSB reached an agreement where the three would establish a joint venture owned 51% by LKAB and 24.5% each by NSB and SJ. At the time there were 350 employees in the three companies involved in the transport, and the new company would recruit its employees among these, although it would need significantly fewer employees. The plans called for the new companies taking over operations from 1 January 1996.

Norwegian Railway Inspectorate had concerns regarding the safety of LKAB's operations.[27]

The

Parliament of Norway.[30]

Heavier trains

Iore locomotive near Kiruna

Malmtrafik took over operations from 1 July 1996. The company bought the Dm3-locomotives from SJ, NSB's six El 15 locomotives, and a number of workshops, depots and shunters. Post-nationalization, it became the first private railway company in Europe to haul international freight trains.[31] from 26 September[32] to 27 October 200 employees in Narvik were on strike regarding the transition rules for employees. While the strike lasted, there was increased shipments to Luleå.[33] In November, the new ore port in Luleå opened, having cost LKAB more than half a billion Swedish kronor and a capacity of six million tonnes of ore per year.[34]

In 1998, LKAB estimated a gradual 35% increase in production until 2005, and demanded that the track owners grant sufficient funding to upgrade the lines from 25-tonne (25-long-ton; 28-short-ton) to 30-tonne (30-long-ton; 33-short-ton) maximum permitted axle load. Combined with new locomotives, this would give increased efficiency in hauling the ore.[35] The upgrade for the Ofoten Line would cost 180 million Norwegian krone, and would allow LKAB to increase the train weight from 4,100 to 8,600 tonnes (4,000 to 8,500 long tons; 4,500 to 9,500 short tons).[36] In addition, heavier trains would have to be longer, so sufficient passing loops would have to be upgraded to 790 metres (2,590 ft).[37]

In March, LKAB awarded the contract to build 750 new 100-tonne hopper cars to Transnet of South Africa, after among others Norsk Verkstedindustri had been considered.[38] In August, an agreement was reached whereby LKAB would pay for NOK 100 million of the NOK 130 million needed to upgrade the Ofoten Line.[39] The contract to deliver 18 Iore locomotives was signed with Bombardier on 15 September 1998.[40] LKAB bought SJ and NSB's share of MTAB in 1999, making MTAB a subsidiary.[41]

The first twin unit locomotive was delivered in 2000, and serial delivery was made from 2002 to 2004. In March 2004, LKAB decided to not purchase the option for additional hopper cars from Transnet, and instead purchase 750 heavier cars from K-Industrier.[3] Since 1969 the ore trains have been using the Soviet SA3 coupler. However, LKAB wanted to try Janney couplers (also known as AAR coupler, used in much heavier trains in USA and South Africa), as the SA3 couplers were not much tested with the new weights.[42] Later LKAB went back to SA3 couplers which now are used on all ore trains.[43] In 2003, the Iron Ore Line from Kiruna to Riksgränsen and the Ofoten Line were finished upgraded to 30 tonne axle load, allowing half the trains to operate with maximum capacity.[37]

The Northern East West Freight Corridor is an initiative by the International Union of Railways aiming to establish a freight corridor from the Far East to North America. The route would use the Ofoten Line and transship from rail to ship at Narvik. The main report for the project was made in 2004,[44] but since there had been limited funding for the project.[45]

On 23 August 2007, LKAB ordered another four twin units, with delivery in 2010 and 2011, and costing €52 million. This will replace all remaining Dm3. After delivery, six locomotives are used from Kiruna to Luleå, and twenty are used from Kiruna to Narvik.[46][47] By 2009, sufficient passing loops had been built along the whole line from Narvik to Luleå to allow all trains to operate with full capacity.[48] By 2011, LKAB's will be able to replace all the Dm3, and convert all the ore trains to 68 cars. This will increase the capacity from 28 to 33 million tonnes per year, and at the same time reduce the number of departures per day from 21 to 15.[49]

A well managed ore train going downhill may have an electricity consumption of around zero due to

regenerative braking.[50]

Resignalling

In March 2021 it was announced that

ERTMS level 2 signalling system on the line between Gällivare and Boden.[51]

Incidents

In December 2023 a fully laden train derailed near Vassijaure.[52] The line was subsequently repaired and reopened in February 2023, however another derailment took place a week after it reopened near the same location. A preliminary investigation was opened to consider the possibility of sabotage.[53]

Equipment

Locomotives

To cope with the heavy ore transports this line was first equipped with the most powerful

Dm+Dm3+Dm that today are being replaced with modern Iore
locomotives after serving on the line for over 40 years.

Locomotives
Name Service Power Number
SJ Ma/Mb (steam) 1902–? 34
SJ R (steam) 1908–? 18 ton force 8
SJ O 1914–?
NSB El 3 1925–1967 2x 2,134 kW 10
NSB El 4 1925–1963 2x 2,088 kW 5
SJ Dm3 1953–2013 3x 2,400 kW 97
NSB El 12 1954–1992 2x 2,398 kW 8
NSB El 15 1967–2004 2x 5,400 kW 6
SJ Rm 1977–1985 and 2013– 3x 3,600 kW 6
IORE
 2000– 2x 5,400 kW 18

Other equipment

Apart from special locomotives, the iron ore trains have some special equipment to allow the high train weights, higher than anywhere else in Scandinavia, and probably anywhere in the European Union. They use special brakes and SA3 couplers instead of the screw couplings otherwise standard in Sweden. After extension of passing loops to 750 m in 2008 and 2009, the trains will have 68 cars, weighing 8600 tonnes including the locomotive, with 6800 tonnes of iron ore.

The railway also carries passenger services. Vy Tåg operates a daily overnight service from Narvik to Stockholm. This route is operated as a public service obligation and used to be operated by SJ but was transferred to Vy at the 2021 timetable. There are further regional services between Kiruna and Luleå under the Norrtåg concession, which have also been operated by Vy since 2016, at which time they used the name (Svenska) Tågkompaniet as a sub-brand for their Swedish operations.

Driver Advisory System are installed on board to improve eco-friendliness of driving.

A new snow blower entered service in 2016.[54]

See also

References

  1. ^ a b c d e "Malmbanan" (in Swedish). Järnväg.net. Retrieved 16 September 2018.
  2. ISBN 9780444888242
    .
  3. ^ a b c "Logistics". LKAB. Archived from the original on 16 July 2011. Retrieved 25 October 2010.
  4. ^ "Fire nye: LKAB får levert fire slike lok. LKAB kjøper flere". Fremover (in Norwegian). 27 January 2010. p. 4.
  5. ^ Næss, Per (3 August 2007). "Evighetsmaskiner". Fremover (in Norwegian). p. 28.
  6. ^ "Et nettverk av godsterminaler" (in Norwegian). CargoNet. Retrieved 25 October 2010.[permanent dead link]
  7. Norwegian National Rail Administration. Archived from the original
    on 14 June 2011. Retrieved 25 October 2010.
  8. ^ "Northland granted Malmbanan paths – Railway Gazette". Railway Gazette International. Retrieved 25 September 2012.
  9. ^ "Våre kombitog mellom Oslo – Narvik og Oslo – Bergen" (PDF) (in Norwegian). CargoNet. Retrieved 1 November 2010.[permanent dead link]
  10. ^ Grytås, Gunnar (30 January 1993). "fisk/frukt-tog...". Dagens Næringsliv (in Norwegian). p. 19.
  11. ^ "Railway Gazette: North Rail Express takes DB Schenker beyond the Arctic Circle". 7 January 2011. Archived from the original on 8 January 2011. Retrieved 7 January 2011.
  12. Norwegian National Rail Administration. 2007. Archived from the original
    on 1 November 2010. Retrieved 1 November 2010.
  13. ^ "Narvik–Kiruna–Boden–Luleå" (PDF) (in Swedish). Samtrafiken. Retrieved 1 November 2010.
  14. ^ Veigård, Erik (18 December 1991). "LKAB vil drive jernbane: Malmtransport i fare". Aftenposten (in Norwegian). p. 18.
  15. ^ "Persontrafikken forsvinner på Ofotbanen?" (in Norwegian). Norwegian News Agency. 25 February 1992.
  16. ^ Evensen, Kjell (24 April 1992). "Svensk malmtransport privatiseres". Dagens Næringsliv (in Norwegian). p. 10.
  17. ^ Evensen, Kjell (25 April 1992). "SJ og NSB vil danne felles selskap". Dagens Næringsliv (in Norwegian). p. 5.
  18. ^ "NSB avviser LKABs planer for Ofotbanen" (in Norwegian). Norwegian News Agency. 5 May 1992.
  19. ^ Evensen, Kjell (6 August 1992). "LKAB avviser NSB-tilbud". Dagens Næringsliv (in Norwegian). p. 8.
  20. ^ Evensen, Kjell (26 October 1992). "LKAB vinner – NSB / SJ blir underleverandører". Dagens Næringsliv (in Norwegian). p. 6.
  21. ^ "Ofotbanen med underskudd" (in Norwegian). Norwegian News Agency. 18 January 1994.
  22. ^ "Malmbanen blir norsk–svensk" (in Norwegian). Norwegian News Agency. 27 January 1994.
  23. ^ "LKAB vil spare på jernbanedrift" (in Norwegian). Norwegian News Agency. 11 May 1994.
  24. ^ "Avslag for LKAB-tog" (in Norwegian). Norwegian News Agency. 12 December 1994.
  25. ^ Didrikson, Agneta (9 June 1995). "LKAB vil styre selv". Dagens Næringsliv (in Norwegian). p. 6.
  26. ^ "Norsk–svensk enighet om maltrafikk på Ofotbanen" (in Norwegian). Norwegian News Agency. 27 June 1995.
  27. ^ Markusson, Helge M. (26 January 1996). "Arbeidsgruppe Narvi". Nordlys (in Norwegian). p. 17.
  28. ^ Markusson, Helge M. (29 March 1996). "Svensk motstand mot". Nordlys (in Norwegian). p. 11.
  29. ^ "Hvert tredje tog på Malmbanen innstilt" (in Norwegian). Norwegian News Agency. 28 May 1995.
  30. ^ "Ofotbanen privatiseres" (in Norwegian). Norwegian News Agency. 28 June 1995.
  31. ^ Nilsen, Knut A. (11 November 1996). "En privatisert koloss". Aftenposten (in Norwegian). p. 13.
  32. ^ "Narvik havn stengt av streik: LKAB skiper ut fra Luleå". Dagens Næringsliv (in Norwegian). 27 September 1996. p. 4.
  33. ^ "1–0 til Narvik i kampen mot LKAB" (in Norwegian). Norwegian News Agency. 27 October 1995.
  34. ^ Evensen, Kjell (8 November 1996). "Utfordrer Narvik". Dagens Næringsliv (in Norwegian). p. 16.
  35. ^ Markusson, Helge M. (7 February 1998). "Svensk malmgigant presser Norge". Nordlys (in Norwegian). p. 9.
  36. ^ Nilsen, Geir Bjørn (26 January 1998). "Milliardsalg kan spore av i nord". Dagens Næringsliv (in Norwegian). p. 8.
  37. ^
    Norwegian National Rail Administration. 23 June 2009. Archived from the original
    on 6 August 2012. Retrieved 24 October 2010.
  38. ^ Markusson, Helge M. (3 March 1998). "Fikk ikke malmvogn-kontrakt av LKAB". Nordlys (in Norwegian). p. 9.
  39. ^ "LKAB vil ruste opp Ofotbanen". Aftenposten (in Norwegian). 26 August 1998. p. 33.
  40. ^ "LKAB med storkontrakt". Dagens Næringsliv (in Norwegian). 16 September 1998. p. 19.
  41. ^ Markusson, Helge (15 May 1999). "Gir Ofotbanen til svenskene". Nordlys (in Norwegian). p. 8.
  42. Royal Institute of Technology. Archived from the original
    (PDF) on 25 October 2010. Retrieved 25 October 2010.
  43. ^ Långa tåg Willison vs AAR (Swedish; 11 March 2014)
  44. ^ "NEW Corridor" (PDF). Transportutvikling. Archived from the original (PDF) on 24 July 2011. Retrieved 1 November 2010.
  45. ^ Utvik, Charles (3 March 2007). "Stanser New Corridor". Brønnøysund Avis (in Norwegian).
  46. ^ "Investering i fyra nya linjelok och 222 malmvagnar". LKAB. Archived from the original on 16 July 2011. Retrieved 25 October 2010.
  47. ^ "Bombardier får ny order på lok från LKAB" (PDF) (in Swedish). Bombardier Transportation. Archived from the original (PDF) on 16 July 2011. Retrieved 25 October 2010.
  48. Swedish Rail Administration. 27 September 2010. Archived from the original
    on 31 October 2010. Retrieved 31 October 2010.
  49. ^ "Går over til lengre – og færre – tog neste år". Fremover (in Norwegian). 15 February 2010. p. 4.
  50. ^ "Investing in the future". Railway Strategies. January 2013. Retrieved 10 December 2016. In effect, energy recovery is so efficient a full ore train can be driven with almost zero energy consumption in favourable conditions.
  51. ^ "ERTMS level 2 signalling system contract awarded in Sweden". Railway PRO. 4 March 2021. Retrieved 27 January 2022.
  52. ^ Bye, Hilde-Gunn. "New Derailment on the Iron Ore Line Between Northern Sweden and Norway". Arctic Business Journal. Retrieved 29 February 2024.
  53. ^ Bye, Hilde-Gunn. "New Iron Ore Line Derailment: Cannot Rule Out Sabotage". High North News. Retrieved 29 February 2024.
  54. ^ "Malmbanan får snöröjarmonster". Ny Teknik. Retrieved 15 April 2016.

External links

  • Winchester, Clarence, ed. (1938), "Lapland's Arctic railway", Wonders of World Engineering, pp. 131–136, illustrated description of the Iron Ore line

Media related to Malmbanan at Wikimedia Commons

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