DB Schenker is a division of German rail operator Deutsche Bahn that focuses on logistics . The company was acquired by Deutsche Bahn as Schenker-Stinnes in 2002. It comprises divisions for air, land, sea freight, and Contract Logistics.
88-595: For details on the Norwegian side, see Ofoten Line The Iron Ore Line ( Swedish : Malmbanan ) is a 398-kilometre (247 mi) long railway line between Riksgränsen and Boden in Norrbotten County , Sweden , owned by Trafikverket (the Swedish Transport Administration). The line also contains two branches, from Kiruna to Svappavaara and from Gällivare to Koskullskulle . The term
176-644: A committee under the ministry, led by State Secretary Torstein Rudihagen of the Labour Party, which would look at the reorganization, thus postponing the date of the start of operations. In late January, the committee concluded that LKAB met the criteria to receive traffic rights. The report also showed that 55 jobs would be lost in Narvik and that the Norwegian Railway Inspectorate had concerns regarding
264-526: A competing service in January 2011. There is about 0.5 million tonnes of non-ore freight transport on the Ofoten Line each year. 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
352-760: 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. [REDACTED] Media related to Malmbanan at Wikimedia Commons Ofoten Line The Ofoten Line ( Norwegian : Ofotbanen )
440-480: A distance of 1,950 kilometres (1,210 mi). DB Schenker launched a competing freight service, between Oslo and Narvik, in January 2010. There is about 0.5 million tonnes of non-ore freight transport on the Ofoten Line each year. SJ 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
528-606: 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, but since there had been limited funding for the project. 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. By 2009, sufficient passing loops had been built along
616-486: A joint venture if they were the majority owner. On 8 June, LKAB established a Swedish and a Norwegian subsidiary dedicated to rail transport. This would bypass the rationale provided by the Ministry of Transport in denying them traffic rights, and LKAB stated that there was no way the Norwegian authorities now could deny them such rights, given EU Directive 91/440 . On 27 June 1995, LKAB, SJ and NSB reached an agreement where
704-461: 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. In late May, NSB stated that they were able to cut costs by 25% and that they would reduce the price to LKAB more than this. LKAB rejected the proposal, and stated that NSB had shown their ability of restructuring too late. By August, SJ and NSB had offered to reduce
792-436: A partnership with Swedish electric commercial vehicle manufacturer Volta Trucks after having signed a pre-order of 1,500 Volta Zero vehicles. By 2022, DB Schenker accounted for more than a third of Deutsche Bahn's sales. In December 2022, the supervisory board of Deutsche Bahn instructed the company's management to prepare for the possible sale of up to 100% of DB Schenker. In December 2023, Deutsche Bahn eventually launched
880-408: A profit of NOK 60 to 70 million per year. LKAB claimed that taking over operations itself could save it SEK 200 million per year. In addition, they stated that they could save between SEK 50 to 100 million in auxiliary fields. LKAB had sent an application to Swedish authorities for permission to take over operations, and had received positive feedback from SJ. NSB, on the other hand, did not support
968-492: A solution where they did not operate the trains themselves. LKAB stated that if an agreement with NSB could not be reached, they would shift all their transport to the Port of Luleå . In February 1992, a report ordered by Kiruna Municipality recommended that LKAB, SJ and NSB create a common company to operate the ore trains. At the same time, SJ stated that the consequence of LKAB taking over operation could be that passenger trains on
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#17328522082971056-572: A subsidiary. 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. 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
1144-406: 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. In 2020 a local summer seasonal passenger service, called The Arctic Train started between Narvik and Bjørnfjell and back. Tickets are sold to general public but cruise ship passengers are a target group. The railway operation (as distinct from the train operation)
1232-497: Is 7 hours and 4 minutes, and travel time to Stockholm is 18 hours and 25 minutes. In 1847, a concession was granted to build a railway from the mines at Gällivare to Töre in the Gulf of Bothnia . The line was never built, and in 1882 a new concession was granted to an English company, who between 1884 and 1888 built a railway from Malmberget to the port at Svartön in Luleå. However, the line
1320-667: Is a 43-kilometre (27 mi) railway line in Narvik Municipality , Norway . It runs from the Port of Narvik to Riksgränsen on the Norway–Sweden border , where the line continues as the Ore Line via Kiruna and Gällivare to Luleå . The Ofoten Line is single track , electrified at 15 kV 16.7 Hz AC and has seven stations. The line only connects to the rest of the Norwegian railway network via Sweden. The main traffic
1408-593: Is also transported from Northland Resources ' mine in Kaunisvaara to Narvik, started in small scale December 2012. 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. The trains haul mostly food northbound and fish southbound along a distance of 1,950 kilometres (1,210 mi). DB Schenker launched
1496-511: Is handled by Bane NOR , the Norwegian railway agency. Rules and laws are like other railways in Norway, meaning that train operators must have Norwegian permission and follow Norwegian railway rules even if this railway is short and isolated from other Norwegian railways. In 1884, LKAB's predecessor Gellivare Aktiebolag is granted concession for mining in Malmberget. Four years later, the first part of
1584-603: 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. The line is dominated by the 8,600-tonne (8,500-long-ton; 9,500-short-ton) ore freight trains operated by LKAB 's subsidiary Malmtrafik from their mines to
1672-565: 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. LKAB operates iron ore mines in Kiruna, Svappavaara and Malmberget in Norrbotten County , Sweden. Most of
1760-514: Is up to 12 daily freight trains operated by Malmtrafik that haul iron ore from Sweden to Narvik. In addition, CargoNet operates container trains, branded as the Arctic Rail Express (ARE), and Vy Tåg operates passenger trains, including a night train to Stockholm . Construction of the Ofoten Line started in 1898 along with the Ore Line from Riksgränsen to Kiruna. They were completed in 1902, allowing LKAB to haul ore from their mines in Kiruna to
1848-495: The European Union , of which Norway was not a member. 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. 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
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#17328522082971936-585: The Meråker Line and via the Kongsvinger Line . The trains would continue to Drammen when necessary. In 2008, the public service obligation contract on the Ofoten Line was won by SJ. This included a subsidy of NOK 3.0 million from the Norwegian Ministry of Transport and Communications for the 40 km (25 mi) section on the Norwegian side of the border. Therefore, SJ started operating trains all
2024-455: The Port of Narvik and the Port of Luleå . In addition, Vy Tåg operates passenger trains and CargoNet operates container freight trains. The Iron Ore Line is 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
2112-479: The Swedish Metalworkers Union . This was rejected by the workers, who would both have to reduce their pay and work five more years before retirement. On 28 May, 22 train drivers, all Swedish, took out sick leave in protest towards being forced to switch labor union and receive lower wages and worse pension rights. This caused a third of the ore trains to be canceled. On 28 June , the transfer of operations
2200-497: The 1950s, SJ introduced the 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). In 1964,
2288-474: The 1960s, LKAB again decided to increase the need for transport, and NSB ordered six El 15 , with a power output of 5,406 kilowatts (7,250 hp). Although never permanently coupled together, the units normally operated in pairs when hauling ore trains. The El 4 was used until 1964, and El 3 until 1967. Neither the El 3, El 4 or Oe has been preserved. In the 1980s, LKAB started to push for lower transport costs. At
2376-544: The El 3 units were rebuilt from twins to triplets, and two of the El 4 units were made a twin unit. The upgrades were completed by 1953. At the same time, SJ decided to order a new type of locomotive, the Dm . NSB followed suit, and took order of six locomotives, each with a power output of 2,398 kilowatts (3,216 hp). They were designated El 12 and were delivered in 1954, with another two delivered three years later. The locomotives were at first used as four twin units, but later six were rebuilt to make two triplets. During
2464-464: The El 4s were damaged beyond repair during the war. In 1949, pooling of the locomotives started, whereby NSB and SJ would alternate operating trains and their respective locomotives used on the whole section from Kiruna to Narvik. The following year, LKAB decided to increase annual transport from 8–10, to 12–15 million tonnes. This involved increasing the train weight to 3,100 tonnes (3,100 long tons; 3,400 short tons). To provide sufficient hauling power,
2552-416: The Ofoten Line to Ofotbanen. In May, NSB signed an agreement with Ofotbanen, where the latter would take over NSB's responsibilities to operate trains from Narvik Station to Riksgränsen Station. The initial contract would last until 2006, and NSB paid NOK 13 million for the service. From 15 June, Ofotbanen took over all passenger transport on the line, including employing all former NSB employees in Narvik. On
2640-467: The Ofoten Line. 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. 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
2728-515: The Ofoten Line. This was rejected in December by the Norwegian Ministry of Transport and Communications, who stated that the company did not meet the criteria in the law, including that the applicant had to have rail transport as their main activity. In January 1995, it was proposed that a joint venture would be created between LKAB, SJ and NSB. The Norwegian Union of Railway Workers protested
Iron Ore Line - Misplaced Pages Continue
2816-488: The Ore Line, from Malmberget to Luleå, was completed. In 1889, the mining company filed for bankruptcy, and the Government of Sweden bought the line for 8 million Swedish krona (SEK), half the investment cost. Construction of the Ore Line and Ofoten Line from Gällevare to Narvik started in 1898 and was completed in 1902. A bridge, Norddalsbron, was built along the Ofoten Line, extra long for military reasons, to be able to cut
2904-598: The SA3 couplers were not much tested with the new weights. Later LKAB went back to SA3 couplers which now are used on all ore trains. 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. The Northern East West Freight Corridor is an initiative by the International Union of Railways aiming to establish
2992-799: The UK operation has operated under the DB Cargo UK brand name. DB Schenker now is the biggest freight operator in the United Kingdom , and also operates the British Royal Train used by the Royal Family . In 2021, the company launched Schenker Ventures, its own venture capital arm to invest in innovation in the logistics industry. Schenker Ventures announced its first investment in German logistics startup Warehousing1. In November 2021, DB Schenker announced
3080-412: The acquisition of international logistics companies with customer demand. In 2000, analysis had shown the 200 largest customers ship up to 60% of their freight abroad. Since the core operating territory had been Germany, customers were lost to competitors with a more compelling international offer. There was no time to grow organically in such markets. This analysis led to the acquisition of Stinnes AG and
3168-411: The applicant had to have rail transport as their main activity. On 8 June 1995, LKAB established a Swedish and a Norwegian subsidiary dedicated to rail transport. This would bypass the rationale provided by the Ministry of Transport in denying them traffic rights, and LKAB stated that there was no way the Norwegian authorities now could deny them such rights, given EU Directive 91/440 . At this time Norway
3256-434: The associated brand name Schenker. Since December 2007 DB Schenker has been the freight logistics subsidiary of Deutsche Bahn . DB Schenker combines all transport and logistic activities of Deutsche Bahn (except rail cargo), employing over 72,000 staff spread across about 2,000 locations in about 140 countries. In 2021, DB Schenker cooperated with logistics startup Volocopter to introduce heavy-lift drones. Since 2016,
3344-406: 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. In December 1991, LKAB stated that they wanted to take over the operation of
3432-498: The contract to build 750 new 100-tonne hopper cars to Transnet of South Africa, after among others Norsk Verkstedindustri had been considered. 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. The contract to deliver 18 Iore locomotives was signed with Bombardier on 15 September 1998. LKAB bought SJ and NSB's share of MTAB in 1999, making MTAB
3520-479: The empty return trains operate at 70 kilometres per hour (43 mph). In 2006, the company hauled 15 million tonnes of ore, constituting the majority of train cargo in Norway, measured in tonnes, although not in tonne-kilometers. 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. The trains haul mostly food northbound and fish southbound along
3608-652: The first pair of locomotives had a Janney couplers, the rest of the first batch were equipped with SA3 couplers to handle the existing hopper cars, and later retrofitted with Janney couplers. In 2003, the Ore Line from Kiruna to Riskgränsen and the Ofoten Line were finished upgraded to 30 tonne axle load, allowing half the trains to operate with maximum capacity. Ofotbanen AS was founded on 20 March 2001. In November, it bought five used Di 3 for NOK 250,000 each, well under market price, from NSB. In 2003, NSB announced that they wanted to discontinue their operations in Narvik, hoping they could leave operation of passenger trains on
Iron Ore Line - Misplaced Pages Continue
3696-508: 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
3784-545: The ice-free Port of Narvik. Operation and ownership of the line was held by the Norwegian State Railways . The line was electrified in 1915 and Norwegian State Railways (NSB) started using El 3 and El 4 locomotives. During World War II , the ore traffic stopped because of the Battles of Narvik and the bombing of the town. In the following decades, NSB introduced El 12 and El 15 locomotives. In 1996, operation of
3872-427: 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. In 1993,
3960-493: The latter would purchase transport services from the two state railway. The annual price had then been reduced from SEK 650 to 400 million. The price reduction would mean that both NSB and SJ would have to lay off employees. In 1993, SJ and NSB started operating the Arctic Rail Express (ARE) from Oslo to Narvik via Sweden and the Ofoten Line. Originally the service had two weekly services. The main products were fruits and vegetables northbound and fish southbound. The service moved
4048-520: The line in case of war. In 1940, during the war , the bridge was blown up. However, because of lack of explosives, the demolition was not well done, and the bridge could be repaired by the Germans. On 19 January 1915, the Ore Line between Riksgränsen and Kiruna was electrified . A plan for electrification of the Ofoten Line had been made in 1911, but not until 1920 did parliament approve the plans. Operations with electrical traction started on 15 May 1923, and
4136-579: 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. 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). In addition, heavier trains would have to be longer, so sufficient passing loops would have to be upgraded to 790 metres (2,590 ft). In March, LKAB awarded
4224-537: The lines would be terminated. In April 1992, LKAB was awarded traffic rights by the Swedish Rail Administration . The rights also did not affect the Ofoten Line. 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. In May, LKAB stated that Norway would, through its membership in the European Economic Area , be required to allow any train operator to run trains on
4312-590: The lines would be terminated. In April 1992, LKAB was awarded traffic rights by the Swedish Rail Administration . There was a disagreement as to whether the agency had the authority to do this, and SJ stated that it was only the 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
4400-464: The mines in Kiruna, Svappavaara and Malmberget to the Port of Narvik, where LKAB operates an ore port with a capacity of 25 million tonnes per year. Daily there operate 11 to 13 trains in each direction. The trains hauled by Iore have 68 cars, are 750 meters (2,460 ft) long and weigh 8,600 tonnes (8,500 long tons; 9,500 short tons). The full ore trains operate at 60 kilometres per hour (37 mph), while
4488-605: The national border to the Port of Narvik, the trains use only a fifth of the power they regenerate . The regenerated energy is sufficient to power the empty trains back up to the national border. Although the trains and hopper cars are all owned by LKAB, the line is owned by the Swedish Transport Administration and the Norwegian National Rail Administration . The Ore and Ofoten Lines are also used by passenger and container trains. Iron ore
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#17328522082974576-466: The new companies taking over operations from 1 January 1996. In late January, the committee concluded that LKAB met the criteria to receive traffic rights. The report also showed that 55 jobs would be lost in Narvik and that the Norwegian Railway Inspectorate had concerns regarding the safety of LKAB's operations. The labor unions protested after LKAB demanded that the employees switch union from Swedish Union for Service and Communications Employees to
4664-613: The northernmost container train service in Norway 250 kilometres (160 mi) north, from Fauske on the Nordland Line . ARE met protests from politicians in Salten , who feared less transport on the Nordland Line. In 1993, the state railways were losing money on the ore trains. In January 1994, SJ and NSB stated that they were going to merge the operations of the Ore Line and the Ofoten Line. In May 1994, LKAB applied for traffic rights on
4752-405: The operation of the ore trains from NSB and SJ. At the time, they were paying 0.15 Swedish krona (SEK) per tonne kilometer in Sweden and 0.30 Norwegian krone (NOK) per tonne kilometer in Norway, while comparable rates abroad were between SEK 0.03 and 0.10 per tonne kilometer. While SJ had several times during the 1980s agreed to reduce their rates, NSB had not offered the same, and was making
4840-447: The option for additional hopper cars from Transnet, and instead purchase 750 heavier cars from K-Industrier. Since 1969 the ore trains have been using the Soviet SA3 coupler . However, LKAB decided that these were not sufficiently strong for the new trains and decided that the Iore locomotives and the new hopper cars were to be delivered with Janney couplers (also known as AAR coupler). While
4928-408: The ore trains from NSB and SJ. This became possible due to new legislation. At the time, they were paying 0.15 Swedish krona (SEK) per tonne kilometer in Sweden and 0.30 Norwegian krone (NOK) per tonne kilometer in Norway, while comparable rates abroad were between SEK 0.03 and 0.10 per tonne kilometer. While SJ had several times during the 1980s agreed to reduce their rates, NSB had not offered
5016-470: The ore trains was taken over by Malmtrafik, which was controlled by and now is a subsidiary of the mining company LKAB. The same year, ownership of the railway line was transferred to the newly created Norwegian National Rail Administration . The line has been upgraded to 30 tonnes (30 long tons; 33 short tons) axle loads, allowing the new Iore locomotives to haul 8,600 tonnes (8,500 long tons; 9,500 short tons) trains. Malmtrafik operates iron ore trains from
5104-546: The ore. The upgrade for the Ofoten Line would cost NOK 180 million, 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). In addition, heavier trains would have to be longer, so sufficient passing loops would have to be upgraded to 790 metres (2,590 ft). 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. In August, an agreement
5192-477: The other hand, did not support a solution where they did not operate the trains themselves. LKAB stated that if an agreement with NSB could not be reached, they would shift all their transport to the Port of Luleå . In February 1992, a report ordered by Kiruna Municipality recommended that LKAB, SJ and NSB create a common company to operate the ore trains. At the same time, SJ stated that the consequence of LKAB taking over operation could be that passenger trains on
5280-584: The output is transported by rail to the ice-free 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
5368-460: The price from SEK 650 million to 450 million, but LKAB stated that they believed it was possible to reduce the costs further. In September, Norwegian Minister of Transport and Communications Kjell Opseth from the Labour Party , stated that it would be "unfortunate" if LKAB should take over the operations. On 18 September, 3,000 people in Narvik held a general strike against LKAB's plans. At
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#17328522082975456-471: The proposal, and the Norwegian Centre Party stated that their feared this was the first step into converting NSB to a limited company . By February the negotiations were in a deadlock, and SJ and NSB stated that they were issuing an invitation to tender for a new class of locomotives. In March, LKAB again applied for permit to operate their own trains in Norway and stated that they would only join
5544-520: 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. The trains hauled by Iore -class locomotives are 68 cars long and weigh 8,600 tonnes (8,500 long tons; 9,500 short tons). From Riksgränsen on
5632-471: The safety of LKAB's operations. In May 1996, Opseth stated that the Norwegian Government would give the necessary rights to the joint venture. At the same time, the state would give Narvik Municipality economic support and lots for commercial development. With Malmtrafik's take-over, 50 employees, equally distributed between the two countries, became redundant. On 28 June, the transfer of operations
5720-509: The sales process. By early 2024, at least seven companies had made non-binding offers for DB Schenker. In September 2024, DSV agreed terms to purchase DB Schenker for €14.3 billion. Schenker AG and its subsidiaries handle worldwide logistics operations including Land Transport, Air and Ocean Freight as well as Contract Logistics/SCM, and is part of the DB Schenker organization. Since 2016, rail freight business no longer operates under
5808-717: The same day, Connex Tåg (later Veolia) took over the operations on the Swedish side of the border after winning a public service obligation contract with the Swedish Government, and dismissing SJ of the right to offer the service. In 2003, Narvik Municipality and the Port of Narvik both became minority shareholders in Ofotbanen. In April, Ofotbanen received a permit to operate in Sweden, and started offering charter trains between Narvik and Kiruna in Sweden, primarily for cruise ship passengers. The Northern East West Freight Corridor
5896-424: The same power output as a twin El 3. Two units were delivered in 1926, two in 1928 and one in 1929. NSB operated the trains using their rolling stock from Narvik to Abisko , where there was a change of locomotive and operating company. In 1940, the Port of Narvik suffered extensive war damage , and all export for the remainder of World War II went via Luleå. In 1957, the Government of Sweden bought LKAB. Two of
5984-411: The same, and was making a profit of NOK 60 to 70 million per year. LKAB stated that they, by taking over operations themselves, could save SEK 200 million per year. In addition, they stated that they could save between SEK 50 to 100 million in auxiliary fields. LKAB had sent an application to Swedish authorities for permission to take over operations, and had received positive feedback from SJ. NSB, on
6072-417: The state railways were losing money on the ore trains. In January 1994, SJ and NSB stated that they were going to merge the operations of the Iron Ore Line and the Ofoten Line. In May 1994, LKAB applied for traffic rights on the Ofoten Line. This was rejected in December 1994 by the Norwegian Ministry of Transport and Communications, who stated that the company did not meet the criteria in the law, including that
6160-474: 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. The organization was protested by local labor unions in Narvik. In December, Kjell Opseth created
6248-421: The time it was not possible for NSB to fire redundant employees, at that the state agency would have to continue to pay their Narvik employees who would not be hired by LKAB, should the latter take over operations. In October 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
6336-547: The time, NSB had a 50% profit margin on the operations, or about NOK 60 to 70 million per year. A committee was established by both countries' transport ministries to find areas of improvement. During the 1970s and 1980s, the number of employees working on the ore logistics had been halved, and NSB stated that they did not believe there was much more room for higher efficiency. El 12 were retired in 1989 and 1990, and one twin unit has been preserved by Ofoten Museum . In December 1991, LKAB stated that they wanted to take over
6424-447: The transition rules for employees. While the strike lasted, there was increased shipments to Luleå. 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
6512-404: The transition rules for employees. While the strike lasted, there was increased shipments to Luleå. 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. In 1998, LKAB estimated a gradual 35% increase in production until 2005, and demanded that the track owners grant sufficient funding to upgrade
6600-615: The way to Narvik, and Ofotbanen lost the contract of operating the trains on the Norwegian side of the border. Ofotbanen had been receiving NOK 4.5 million in subsidies from NSB for the operation from 15 June. Ofotbanen ceased operations on 29 July 2008, and filed for bankruptcy on 24 October. 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. By 2009, sufficient passing loops had been built along
6688-563: The whole line from Narvik to Luleå to allow all trains to operate with full capacity. 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. 68°24′N 17°30′E / 68.4°N 17.5°E / 68.4; 17.5 DB Schenker In his biography, then CEO of Deutsche Bahn Hartmut Mehdorn justified
6776-472: The whole line from Narvik to Luleå to allow all trains to operate with full capacity. 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. A well managed ore train going downhill may have an electricity consumption of around zero due to regenerative braking . In March 2021 it
6864-441: Was 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, but since there had been limited funding for the project. In 2005, Ofotbanen entered the container freight market, with a train running from Narvik via Sweden to Oslo, both via
6952-463: Was announced that Hitachi Rail had been awarded a contract by Trafikverket to roll out ERTMS level 2 signalling system on the line between Gällivare and Boden. In December 2023 a fully laden train derailed near Vassijaure. The line was subsequently repaired and reopened in February 2024, however another derailment took place a week after it reopened near the same location. A preliminary investigation
7040-603: Was built with an inadequate standard, and the mining company lacked sufficient funds to finance the upgrades. In 1891, the line was nationalized and taken over by the Swedish State Railways . In 1890, Luossavaara–Kiirunavaara AB was established to start mining in Kiruna . By 1899, a railway had been built from Kiruna to Gällivare. In 1898, the Riksdag passed legislation to build a railway from Kiruna to Narvik in Norway. The line
7128-536: Was completed in November 1902 and was officially opened on 14 July 1903 by 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. In 1915, the section from Riksgränsen to Kiruna was electrified, with the rest of the line electrified in 1922. The first electric locomotives were Oa , and allowed trains weighing 1,900 tonnes (1,870 long tons; 2,090 short tons). In
7216-592: Was finalized following a vote in the Parliament of Norway . 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. from 26 September to 27 October 200 employees in Narvik were on strike regarding
7304-800: Was finalized when the Labour Party, the Conservative Party and the Progress Party voted in the Parliament of Norway , with 67 against 45 votes, to grant Malmtrafik the necessary rights. The Centre Party, the Christian Democratic Party , the Socialist Left Party , the Liberal Party and the Red Electoral Alliance voted against. NSB's workshop and depot were to be transferred to a new company, Norsk Verkstedindustri, which
7392-478: Was intended to create new jobs in Narvik. 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. From 26 September to 27 October 200 employees in Narvik were on strike regarding
7480-459: Was officially opened on 10 July. Until 1925, Swedish Oe locomotives were used. NSB decided to order two types of electric locomotive for the line: El 3 and El 4 . El 3 was nearly identical to Oe and was a twin unit locomotive with a combined power output of 2,132 kilowatts (2,859 hp). Four twin units were delivered in 1925, and a fifth in 1929. The El 4 locomotives were longer and more powerful, and operated as singles. Each single El 4 had
7568-500: Was opened to consider the possibility of sabotage. To cope with the heavy ore transports this line was first equipped with the most powerful steam locomotives in Sweden and later powerful electric locomotives, the most famous being the Dm+Dm3+Dm that today are being replaced with modern Iore locomotives after serving on the line for over 40 years. Apart from special locomotives, the iron ore trains have some special equipment to allow
7656-536: 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
7744-442: Was reached whereby LKAB would pay for NOK 100 million of the NOK 130 million needed to upgrade the Ofoten Line. The contract to deliver 18 Iore locomotives was signed with Bombardier on 15 September 1998. LKAB bought SJ and NSB's share of MTAB in 1999, making MTAB a subsidiary. 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
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