Kiirunavaara ( Northern Sami : Gironvárri , Meänkieli : Kierunavaara ) is a mountain situated in Kiruna Municipality in Norrbotten County , Sweden . It contains one of the largest and richest bodies of iron ore in the world.
62-562: The presence of iron in the area was known by the mid-17th century, but at this time communication lines to this northerly region were quite insufficient to permit any major exploitation. Only with the construction of the Iron Ore Line railway at the end of the 19th century, which connected the ports of Narvik on the Norwegian Sea and Luleå on the Baltic Sea, did commercial mining become
124-636: A Co′Co′ wheel arrangement. The tractive effort of each locomotive is 600 kN (130,000 lb f ) and the maximum dynamic braking effort is 375 kN (84,000 lb f ). There is also a boost function, allowing a temporary traction effort of 700 kN (160,000 lb f ). The units are capable of 80 km/h (50 mph) in single runs, 70 km/h (43 mph) with empty trains and 60 km/h (37 mph) with loaded trains. The locomotives are 22.905 m (75 ft 1.8 in) long, 4.465 m (14 ft 7.8 in) tall and 2.950 m (9 ft 8.1 in) wide. The distance between
186-507: A joint venture between LKAB, NSB and SJ, and its Norwegian subsidiary Malmtrafikk (MTAS). At the time, the line was using El 15 and Dm3 locomotives. In 1998, LKAB estimated a steady 35% increase in iron ore production until 2005, and requested that the governments 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
248-528: 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
310-731: 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 Iore Iore , often stylized IORE ,
372-610: 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
434-459: A realistic proposition. The Swedish mining company LKAB ( Luossavaara-Kiirunavaara Aktiebolag ) has been mining the mountain since the beginning of the 20th century. The mining area around Kiruna and Malmberget , together with the iron port and steelworks at Luleå , made Norrbotten County one of the first, and most prominent, regions of heavy industry in Sweden. The wider region has remained at
496-574: 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
558-498: 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
620-467: Is a class of 34 electric locomotives built by Adtranz and its successor Bombardier Transportation for the Swedish mining company LKAB 's railway division Malmtrafik . The class is a variation of Adtranz's Octeon modular product platform, thus related to Bombardier's later TRAXX platform. The locomotives are considered to be one of the most powerful locomotives and haul iron ore freight trains on
682-505: Is also capable to operate as single locomotive, an option that is seldom used in operation. The units are fed with 15 kV 16.7 Hz AC via a pantograph . The power is transformed and then converted via a single water-cooled gate turn-off (GTO) thyristor based converter per bogie. The converters belong to the Camilla family, which was developed by ABB's Swiss branch as successor for its oil-cooled converters, and found previous use in
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#1733084667192744-596: 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
806-604: 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
868-538: Is powered via a separate transformer winding feeding three independent insulated gate bipolar transistor (IGBT) converters each providing a three-phase 400 volt system. The locomotive is designed with an open system architecture that can be adapted later. Diagnostic information is available to the driver and can be sent to the control center via GSM-R . The locomotive has a large and bright cab with space for up to three people. The second series of locomotives have an improved driver's chair, which has been retrofitted on
930-625: 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
992-553: 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
1054-481: The FS Class E464 . The converters operate independently, with their own cooling and control systems and are shut down automatically in case of failure. The converters consist of seven line-replaceable unit modules to minimize maintenance costs. Each locomotive has six three-phase asynchronous alternating current traction motors , each rated at 918 kW (1,231 hp) and each powering a single axle . This gives
1116-427: The Iron Ore Line and Ofoten Line in Sweden and Norway, respectively. The 8,600-tonne (8,500-long-ton; 9,500-short-ton) 68-car trains are hauled by two single-ended Co′Co′ locomotives, each with a power output of 5,400 kW (7,200 hp). Each operates with 600 kilonewtons (130,000 pounds-force) tractive effort and has a maximum speed of 80 km/h (50 mph). Delivery of the first series of 18 locomotives
1178-504: 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
1240-482: 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
1302-498: 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,
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#17330846671921364-802: The LKAB's mines in Kiruna , Svappavaara and Malmberget in Sweden to Luleå on the Baltic Sea in Sweden and to Narvik on the Norwegian Sea in Norway. Historically, these lines were operated by the Norwegian State Railways (NSB) in Norway and the Swedish State Railways (SJ) in Sweden, but in 1996 the operations, but not the infrastructure, were transferred to the new company Malmtrafik i Kiruna (MTAB),
1426-469: 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
1488-601: 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
1550-464: 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
1612-474: The bogie centers is 12.890 m (42 ft 3.5 in) and the bogie wheel-base is 1.920 m (6 ft 3.6 in). The wheel diameter is 1.250 m (4 ft 1.2 in) when new and 1.150 m (3 ft 9.3 in) when worn. Each locomotive weighs 180 tonnes (180 long tons; 200 short tons), of which 38 tonnes (37 long tons; 42 short tons) is electrical equipment. Each locomotive has 30 tonnes (30 long tons; 33 short tons) of dead weight to increase
1674-407: 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
1736-501: 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
1798-590: The first batch operate five to six trains on the Southern Circuit. The four pairs of second-batch locomotives will replace Dm3 locomotives on the Northern Circuit by 2011. The trains hauled by Iore are 68 cars long and weigh 8,600 tonnes (8,500 long tons; 9,500 short tons). From Riksgränsen on the national border to the Port of Narvik, the trains use only a fifth of the power they regenerate. The regenerated energy
1860-705: The forefront of mining and steel smelting and alloying technology. This article about a location in Norrbotten County , Sweden is a stub . You can help Misplaced Pages by expanding it . Iron Ore Line 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
1922-508: 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
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1984-428: 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,
2046-582: 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
2108-660: 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
2170-437: The locomotive's weight to the maximum axle weight, and further weight increase has been achieved by making the walls 4 centimetres (1.6 in) wide with armored steel. The extra wall thickness also provides for increased structural strength, to withstand collisions with snowdrifts and elk . The sides of the walls were built as flat as possible to reduce the sticking of blowing snow and ice formation. The auxiliary system
2232-609: 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
2294-589: 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
2356-603: The new weights. While the first pair of locomotives had Janney couplers, the rest of the locomotives were equipped with SA3 couplers to handle the existing hopper cars, and the cars bought from K-Industrier. The locomotives and Transnet wagons with Janney couplers were retrofitted with SA3 couplers. In 2004, the El 15 locomotives were sold to Hector Rail . On 23 August 2007, LKAB ordered another four twin units, with delivery in 2010 and 2011, and costing €52 million. These will replace all remaining Dm3 locomotives by 2011, and LKAB convert all
2418-445: The older trains. The machine room has a center hallway. All high-current equipment is located behind a door which can only be opened with a special key. This key is locked in such a way that it cannot be accessed without grounding the locomotive, and similarly the locomotive cannot be ungrounded again until the key is back in place. LKAB operates iron ore mines in Kiruna, Svappavaara and Malmberget in Norrbotten County , Sweden. Most of
2480-421: The ore from the mines. The upgrade was estimated to cost 180 million Norwegian krone (NOK) for the Ofoten Line alone. In March 1998, LKAB awarded the contract to build 750 new 100-tonne hopper cars to Transnet of South Africa. In August, an agreement was reached whereby LKAB would pay NOK 100 million of the NOK 130 million needed to upgrade the Ofoten Line. The contract to deliver 18 locomotives
2542-408: 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
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2604-451: 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. The name Iore is a mixture between the term "iron ore", and the fictional character Eeyore from Winnie-the-Pooh , spelled "I-or" in Swedish. The Iore class was a cold-adapted and heavy-haul derivation from Adtranz's Octeon modular electric locomotive platform, which
2666-478: 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
2728-415: 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 Iron Ore and Ofoten Lines are 536 km (333 mi) long, including the branch to Svappavaara, with
2790-413: 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
2852-483: The rest of the Iore series from 2002 to 2005. In March 2004, LKAB decided not to purchase additional hopper cars from Transnet, and instead purchased 750 heavier cars from K-Industrier. Since 1969, the ore trains have been using the Soviet SA3 coupler . However, LKAB wanted to also 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
2914-522: 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
2976-407: The route from Kiruna to Narvik being 170 km (110 mi), and from Malmberget to Luleå being 220 km (140 mi). Operations are handled by LKAB's subsidiary Malmtrafik i Kiruna (MTAB) in Sweden, and Malmtrafikk (MTAS) in Norway. As of 2010, six pairs of the first batch Iore locomotives operate 11 to 13 trains daily in each direction on the Northern Circuit, and the remaining three pairs of
3038-411: 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
3100-532: 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
3162-406: 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
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#17330846671923224-521: 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
3286-465: 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
3348-492: 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
3410-537: 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
3472-508: Was excluded from the TRAXX family by the time of the second batch order in 2007. The manufacturer has also referred to the locomotive type as the Bombardier Kiruna. Each Iore consists of twin units with one driver's cab at each. They normally operate in fixed units of two, making a pair capable of hauling a 8,600-tonne (8,500-long-ton; 9,500-short-ton) ore train. Technically an Iore section
3534-595: 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
3596-401: Was launched in 1998 on the basis of Adtranz's latest models for Deutsche Bahn at the time. Adtranz and later Bombardier Transportation conducted the final assembly of the locomotives at Kassel, Germany. When Bombardier Transportation introduced the brand name TRAXX for its updated modular locomotive platform, the type designation TRAXX H80 AC was applicable to the Iore class, however, it
3658-424: Was made from 2000 to 2004, and they replaced some of the aging Dm3 and El 15 units. In 2007, eight more vehicles (4 double units) were ordered, with production to be completed by 2011, by which time, another four double units were ordered. These units were scheduled to be delivered from 2013 to 2014. The Ofoten Line and the Iron Ore Line are two railroad lines which were built to allow iron ore to be hauled from
3720-501: 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
3782-536: 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
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#17330846671923844-663: Was signed with Adtranz Switzerland on 15 September 1998. In 1999, LKAB bought SJ's and NSB's share in MTAB. The first two sections were delivered by Adtranz in August 2000, and was subjected to intensive tests before the manufacture of the rest of the series. Commissioning concluded in December 2000, the locomotive started regular service on 10 January 2001, and started operation with the new hopper cars and 30-tonne (30-long-ton; 33-short-ton) axle load on 7 March 2001. In May 2001, Bombardier Transportation took over Adtranz. Bombardier delivered
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