History Iron Ore Line

abisko east station

in 1847, concession granted build railway mines @ gällivare töre in gulf of bothnia. line never built, , in 1882 new concession granted english company, between 1884 , 1888 built railway malmberget port @ svartön in luleå. however, line built inadequate standard, , mining company lacked sufficient funds finance upgrades. in 1891, line nationalized , taken on swedish state railways.

in 1890, luossavaara–kiirunavaara ab established start mining in kiruna. 1899, railway had been built kiruna gällivare. in 1898, riksdag passed legislation build railway kiruna narvik in norway. line completed in november 1902 , officially opened on 14 july 1903 king oscar ii. begin with, line used 2 or 3 conventional steam locomotives each ore train. later dedicated ore-hauling steam locomotives introduced.

in 1915, section riksgränsen kiruna finished electrified, rest of line electrified in 1922. first electric locomotives oa, , allowed trains weighing 1,900 tonnes (1,870 long tons; 2,090 short tons). in 1950s, sj introduced dm locomotives, haul 3,000 tonnes (2,950 long tons; 3,310 short tons) train. 1960s, dm had been rebuilt dm3, consisted of new center section. in combination of upgrades 25 tonnes (24.6 long tons; 27.6 short tons) maximum permitted axle load, gave maximum train weight of 5,000 tonnes (4,920 long tons; 5,510 short tons).

in 1964, branch kiruna svappavaara opened, allowing lkab exploit mining there, although again closed in 1983. in 1990, tunnel opened under nuolja between abisko , björkliden. passenger trains essential region until 1984, when european route e10 constructed between kiruna , narvik.

abisko


establishment of malmtrafik

in december 1991, lkab stated wanted take on operation of ore trains nsb , sj. @ time, paying 0.15 swedish krona (sek) per tonne kilometer in sweden , 0.30 norwegian krone (nok) per tonne kilometer in norway, while comparable rates abroad between sek 0.03 , 0.10 per tonne kilometer. while sj had several times during 1980s agreed reduce rates, nsb had not offered same, , making profit of nok 60 70 million per year. lkab stated they, taking on operations themselves, save sek 200 million per year. in addition, stated save between sek 50 100 million in auxiliary fields. lkab had sent application swedish authorities permission take on operations, , had received positive feedback sj. nsb, on other hand, did not support solution did not operate trains themselves. lkab stated if agreement nsb not reached, shift transport port of luleå.

in february 1992, report ordered kiruna municipality recommended lkab, sj , nsb create common company operate ore trains. @ same time, sj stated consequence of lkab taking on operation passenger trains on lines terminated. in april 1992, lkab awarded traffic rights swedish rail administration. there disagreement whether agency had authority this, , sj stated ministry of enterprise, energy , communications had authority award traffic rights on stem lines, in particular along main line in upper norrland. rights did not affect ofoten line.

the following day, sj , nsb stated considering establishing joint venture take on operations of ore trains. in may 1992, lkab stated norway would, through membership in european economic area, required allow train operator run trains on line, while rejected nsb stated applied within european union, of norway not member. august, sj , nsb had offered reduce price sek 650 million 450 million, lkab stated believed possible reduce costs further.

in october 1992 swedish ministry of communications gave final permission lkab take on operations in own right. on 26 october, sj , nsb signed new five-year contract lkab latter purchase transport services 2 state railway. annual price had been reduced sek 650 400 million. political commentators stated agreement allowed lkab keep profit in line , introduce new cost savings, while sj , nsb kept face keeping operating contract. price reduction mean both nsb , sj have lay off employees.

hopper cars in kiruna

in 1993, state railways losing money on ore trains. in january 1994, sj , nsb stated going merge operations of iron ore line , ofoten line. in may 1994, lkab applied traffic rights on ofoten line. rejected in december 1994 norwegian ministry of transport , communications, stated company did not meet criteria in law, including applicant had have rail transport main activity. on 8 june 1995, lkab established swedish , norwegian subsidiary dedicated rail transport. bypass rationale provided ministry of transport in denying them traffic rights, , lkab stated there no way norwegian authorities deny them such rights, given eu directive 91/440. @ time norway part of european economic area (and sweden of eu) meaning eu directives valid in both countries.

on 27 june 1995, lkab, sj , nsb reached agreement 3 establish joint venture owned 51% lkab , 24.5% each nsb , sj. @ time there 350 employees in 3 companies involved in transport, , new company recruit employees among these, although need fewer employees. plans called new companies taking on operations 1 january 1996. in late january, committee concluded lkab met criteria receive traffic rights. report showed 55 jobs lost in narvik , norwegian railway inspectorate had concerns regarding safety of lkab s operations.

the labor unions protested after lkab demanded employees switch union swedish union service , communications employees swedish metalworkers union. rejected workers, both have reduce pay , work 5 more years before retirement. on 28 may, 22 train drivers, swedish, took out sick leave in protest towards being forced switch labor union , receive lower wages , worse pension rights. caused third of ore trains canceled. on 28 june, transfer of operations finalized following vote in parliament of norway.

heavier trains

iore locomotive near kiruna

malmtrafik took on operations 1 july 1996. company bought dm3-locomotives sj, nsb s 6 el 15 locomotives, , number of workshops, depots , shunters. post-nationalization, became first private railway company in europe haul international freight trains. 26 september 27 october, 200 employees in narvik on strike regarding transition rules employees. while strike lasted, there increased shipments luleå. in november, new ore port in luleå opened, having cost lkab more half billion swedish kronor , capacity of 6 million tonnes of ore per year.

in 1998, lkab estimated gradual 35% increase in production until 2005, , demanded track owners grant sufficient funding upgrade lines 25-tonne (25-long-ton; 28-short-ton) 30-tonne (30-long-ton; 33-short-ton) maximum permitted axle load. combined new locomotives, give increased efficiency in hauling ore. upgrade ofoten line cost 180 million norwegian krone, , allow lkab increase train weight 4,100 8,600 tonnes (4,000 8,500 long tons; 4,500 9,500 short tons). in addition, heavier trains have longer, sufficient passing loops have upgraded 790 metres (2,590 ft).

in march, lkab awarded contract build 750 new 100-tonne hopper cars transnet of south africa, after among others norsk verkstedindustri had been considered. in august, agreement reached whereby lkab pay nok 100 million of nok 130 million needed upgrade ofoten line. contract deliver 18 iore locomotives signed bombardier on 15 september 1998. lkab bought sj , nsb s share of mtab in 1999, making mtab subsidiary.

the first twin unit locomotive delivered in 2000, , serial delivery made 2002 2004. in march 2004, lkab decided not purchase option additional hopper cars transnet, , instead purchase 750 heavier cars k-industrier. since 1969 ore trains have been using soviet sa3 coupler. however, lkab wanted try janney couplers (also known aar coupler, used in heavier trains in usa , south africa), sa3 couplers not tested new weights. later lkab went sa3 couplers used on ore trains. in 2003, iron ore line kiruna riksgränsen , ofoten line finished upgraded 30 tonne axle load, allowing half trains operate maximum capacity.

the northern east west freight corridor initiative international union of railways aiming establish freight corridor far east north america. route use ofoten line , transship rail ship @ narvik. main report project made in 2004, since there had been limited funding project.

on 23 august 2007, lkab ordered 4 twin units, delivery in 2010 , 2011, , costing €52 million. replace remaining dm3. after delivery, 6 locomotives used kiruna luleå, , twenty used kiruna narvik. 2009, sufficient passing loops had been built along whole line narvik luleå allow trains operate full capacity. 2011, lkab s able replace dm3, , convert ore trains 68 cars. increase capacity 28 33 million tonnes per year, , @ same time reduce number of departures per day 21 15.

a managed ore train going downhill may have electricity consumption of around 0 due regenerative braking.