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MTAB Iore
Type and origin
Figures are for a single section, while normal operation is with two sections.[1]
Power typeElectric
BuilderAdtranz/Bombardier Kassel
Build date101+102: 2000
103–118: 2002–2005
119–126: 2010–2011
127–134: 2013–2014
Total produced34
Specifications
Configuration:
​
 • UICCo′Co′
Gauge1,435 mm (4 ft 8+1⁄2 in)
Bogies101–118: Adtranz/Bombardier Flexifloat
119–134: Bombardier FLEXX Power 120H (same model re-branded)
Wheel diameternew: 1,250 mm (49.21 in)
worn: 1,150 mm (45.28 in)
Wheelbaseof the bogie: 1,920 mm (75+5⁄8 in)
bogie center distance:
12,890 mm (42 ft 3+1⁄2 in)
Length22,905 mm (75 ft 1+3⁄4 in)
Width2,950 mm (9 ft 8+1⁄8 in)
Heightto lowered pantograph:
4,465 mm (14 ft 7+3⁄4 in)
Axle load30 t (29.5 long tons; 33.1 short tons)
Loco weight180 t (177 long tons; 198 short tons)
Electric system/s15 kV 16+2⁄3 Hz AC catenary
Current pickupPantograph
Traction motorsThree-phase asynchronous induction motors; Model 6-FRA 7072 D, controlled by GTO thyristor-based VVVF inverters
Transmission1:6.267
Loco brakeRegenerative, air with wheel tread brake
Safety systemsATC[2]
Performance figures
Maximum speed80 km/h (50 mph)
Power output5,400 kW (7,200 hp) (Continuous)
5,508 kW (7,386 hp) (Short Time; boost mode)
Tractive effort600 kN (130,000 lbf) starting to 32 km/h (20 mph)
700 kN (160,000 lbf) starting to 10 km/h (6 mph) in boost mode in case of stalls[3]
Career
OperatorsMalmtrafik
ClassIORE
Numbers101–134
LocaleIron Ore Line, Sweden
Ofoten Line, Norway

Iore, often stylized IORE, 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 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 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 delivered from 2013 to 2014.

History

[edit]
An Iore-hauled train passing Vassijaure.

The Ofoten Line and the Iron Ore Line are two railroad lines which were built to allow iron ore to be hauled from 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.[4] 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), a joint venture between LKAB, NSB and SJ, and its Norwegian subsidiary Malmtrafikk (MTAS).[5] At the time, the line was using El 15 and Dm3 locomotives.[6]

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 the ore from the mines.[7] The upgrade was estimated to cost 180 million Norwegian krone (NOK) for the Ofoten Line alone.[8]

An Iore hauling an empty ore train near Torneträsk.

In March 1998, LKAB awarded the contract to build 750 new 100-tonne hopper cars to Transnet of South Africa.[9] In August, an agreement was reached whereby LKAB would pay NOK 100 million of the NOK 130 million needed to upgrade the Ofoten Line.[10] The contract to deliver 18 locomotives was signed with Adtranz Switzerland[11] on 15 September 1998.[12] In 1999, LKAB bought SJ's and NSB's share in MTAB.[13][14]

The first two sections were delivered by Adtranz in August 2000,[2] and was subjected to intensive tests before the manufacture of the rest of the series.[11] Commissioning concluded in December 2000,[1] the locomotive started regular service on 10 January 2001,[11] and started operation with the new hopper cars and 30-tonne (30-long-ton; 33-short-ton) axle load on 7 March 2001.[15] In May 2001, Bombardier Transportation took over Adtranz.[16] Bombardier delivered the rest of the Iore series from 2002 to 2005.[1] In March 2004, LKAB decided not to purchase additional hopper cars from Transnet, and instead purchased 750 heavier cars from K-Industrier.[4] 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 the new weights.[17] 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.[18]

On 23 August 2007, LKAB ordered another four twin units, with delivery in 2010 and 2011, and costing €52 million.[19] These will replace all remaining Dm3 locomotives by 2011, and LKAB convert all the ore trains to 68 cars.[20] 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.[21]

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.

Specifications

[edit]
An Iore locomotive

The Iore class was a cold-adapted and heavy-haul derivation from Adtranz's Octeon modular electric locomotive platform,[11][14] which was launched in 1998 on the basis of Adtranz's latest models for Deutsche Bahn at the time.[22] Adtranz and later Bombardier Transportation conducted the final assembly of the locomotives at Kassel, Germany.[11] 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,[23] however, it was excluded from the TRAXX family by the time of the second batch order in 2007.[24] The manufacturer has also referred to the locomotive type as the Bombardier Kiruna.[25]

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 is also capable to operate as single locomotive, an option that is seldom used in operation.[26] 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,[27] which was developed by ABB's Swiss branch as successor for its oil-cooled converters,[28] and found previous use in the FS Class E464.[29] 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.[30] This gives a Co′Co′ wheel arrangement. The tractive effort of each locomotive is 600 kN (130,000 lbf) and the maximum dynamic braking effort is 375 kN (84,000 lbf).[1] There is also a boost function, allowing a temporary traction effort of 700 kN (160,000 lbf).[3] 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.[2]

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 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.[1] Each locomotive has 30 tonnes (30 long tons; 33 short tons) of dead weight to increase 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.[3] The extra wall thickness also provides for increased structural strength, to withstand collisions with snowdrifts and elk.[11] The sides of the walls were built as flat as possible to reduce the sticking of blowing snow and ice formation.[11]

The auxiliary system 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.[1] 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 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.[3]

Operation

[edit]
Map showing the Iron Ore and Ofoten Lines

LKAB operates iron ore mines in Kiruna, Svappavaara and Malmberget in Norrbotten County, Sweden. Most of 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 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[20] operate 11 to 13 trains daily in each direction on the Northern Circuit, and the remaining three pairs of the first batch[20] operate five to six trains on the Southern Circuit.[4] The four pairs of second-batch locomotives will replace Dm3 locomotives on the Northern Circuit by 2011.[20]

The trains hauled by Iore are 68 cars long and weigh 8,600 tonnes (8,500 long tons; 9,500 short tons).[31] 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 is sufficient to power the empty trains back up to the national border.[32] Although the trains and hopper cars are all owned by LKAB, the line is owned by the Swedish Transport Administration and Bane NOR.[4] The Iron Ore and Ofoten Lines are also used by passenger and container trains.[33][34]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Iore

View on Grokipedia
from Grokipedia
The Iore, often stylized IORE (), is a class of heavy-haul electric locomotives designed specifically for transporting on the Malmbanan railway line in and . Comprising 34 individual sections forming 17 permanently coupled double units, these locomotives were built between 2000 and 2014 by (later ) for MTAB, the rail subsidiary of the Swedish mining company . Each double unit features a Co'Co' + Co'Co' with 12 axles, a total weight of 360 tonnes, and a power output of 10,800 kW (approximately 14,500 hp) from AC traction motors, enabling it to haul trains of up to 8,600 tonnes at speeds of 60 km/h on gradients as steep as 11%. With a maximum speed of 80 km/h and a starting of 1,200 kN, the Iore class is among the world's most powerful electric locomotives, optimized for conditions and high-reliability operations in freight. Developed to replace the older Dm3 locomotives and increase transport capacity on the to Narvik and Luleå routes, the Iore fleet has been instrumental in 's logistics, supporting the hauling of 750-meter-long s consisting of 68 hopper cars loaded with 6,800 tonnes of (total train weight 8,600 tonnes). Operations faced disruptions from derailments in late 2023 and early 2024, leading to temporary halts in ore transport. The initial order of nine double units was placed in 1999 and delivered from 2000 to 2004, followed by four more in 2007 (delivered 2009–2010) and another four in 2011 (delivered 2013–2014), bringing the total to 17 operational pairs. These locomotives operate under 15 kV AC , with advanced control systems allowing up to six units to be managed from a single cab, and include features like 41 tractive steps and for energy efficiency. Ongoing modernization efforts, including the installation of (ETCS) signaling, completed in 2025, and refurbishments coordinated with Bombardier (now ), ensure their continued role in sustainable rail freight, contributing to handling 44% of Sweden's cargo (as of 2023).

Development and Design

Origins and Requirements

, Sweden's largest producer, operates the Malmtrafik railway division to transport from its mines in and Malmberget to the port of Narvik, . By the late 1990s, the company faced the need to replace its aging fleet of Dm3 locomotives, which were limited to hauling trains of approximately 5,200 tonnes, as production expansions demanded heavier trains to maintain efficiency on the demanding route. In 1998, issued a tender for new locomotives capable of hauling 8,500-tonne trains along the (Malmbanan) and , operating under 15 kV 16.7 Hz AC , with a top speed of 80 km/h and high starting to handle the route's demands. These requirements were driven by economic pressures from mine expansions in and Malmberget during the 1990s, which aimed to boost annual iron ore production; produced approximately 22 million tonnes gross in 1997, with plans to increase capacity to around 25-30 million tonnes by the mid-2000s. The initial contract was awarded to in September 1998, with a formal agreement signed in 1999 for 18 locomotives (nine double units) valued at approximately SEK 1.2 billion (about $140 million USD). This procurement was part of broader infrastructure upgrades to support increased throughput, including new hopper cars ordered earlier that year. The Iron Ore Line's steep gradients—up to 12.5‰ (1.25%)—and harsh conditions, including extreme cold and snow, were key challenges influencing the tender's performance criteria.

Engineering Innovations

The IORE locomotives incorporate several engineering innovations tailored to the challenges of heavy-haul freight operations in environments, responding briefly to LKAB's tender requirements for hauling 8,500-tonne trains over demanding routes. A key feature is the adoption of a , consisting of two three-axle bogies per locomotive section, which provides enhanced stability on uneven tracks and superior adhesion in icy conditions prevalent in northern and . This configuration distributes the locomotive's weight—up to 180 tonnes with —across six powered axles, enabling reliable traction for loads exceeding 8,600 tonnes while minimizing wheel slip on frozen rails. The body design emphasizes modularity and durability, utilizing lightweight aluminum construction to resist corrosion in sub-zero temperatures and facilitate maintenance in remote locations. At 22.9 meters in length per section, the structure accommodates dual cabs for bidirectional operation without turning, promoting efficiency on linear ore transport lines while keeping the overall weight optimized for a 30-tonne axle load limit. This modular approach allows for straightforward component replacement, enhancing long-term operational reliability in harsh Arctic climates above the polar circle. Traction and control systems represent a significant advancement, featuring IGBT-based inverters that deliver smooth power output and enable to recapture energy during descents on steep gradients. These inverters support precise management across the six asynchronous AC traction motors, reducing wear and improving for sustained heavy-haul performance. The regenerative capability is particularly vital for routes involving elevation changes, where downhill braking generates surplus power that can offset uphill energy demands. Signaling integration includes compatibility with ETCS Level 2, preparing the locomotives for future upgrades to advanced train control systems, alongside built-in automatic train protection (ATP) for enhanced safety on mixed-traffic lines. Environmentally, the design adheres to EU standards for noise and , minimizing emissions and interference suitable for railway operations while supporting broader sustainability goals like energy recovery and reduced lifecycle impacts.

Prototyping and Testing

The prototype IORE locomotive was constructed in 2000 at Adtranz's plant in , where it underwent static and dynamic testing to assess structural integrity, electrical systems, and basic performance metrics under controlled conditions. On-track trials in began in 2001 along the , where the prototype simulated full-load hauls using configurations equivalent to 68 hopper cars to rigorously evaluate limits and cooling in extreme low temperatures reaching -40°C. These trials yielded critical outcomes, including the verification of a 1,200 kN starting and the successful resolution of initial bogie suspension challenges, which improved stability and capabilities on the Ofoten Line's steep gradients of up to 15‰ (1.5%). The certification process involved extensive validation, culminating in approval from the Swedish Transport Agency (Transportstyrelsen) in 2002 following more than 10,000 km of accumulated testing, which incorporated overload scenarios to ensure reliability under operational stresses. The modular aluminum body structure enhanced test adaptability by allowing targeted modifications during evaluation phases.

Production and Variants

Manufacturing Process

The IORE locomotives were primarily manufactured at the facility in , , following the acquisition of by Bombardier. This site served as the main production hub for the fleet, handling the assembly of the modular TRAXX-based design tailored for heavy-haul iron ore transport. The transition from Adtranz to Bombardier occurred during the early stages of production, ensuring continuity in the build for the initial units. The assembly sequence involved integrating key components across European facilities, with final outfitting and testing completed in . Bogies and underframe elements were fabricated using Adtranz's established Flexifloat design, which supports high axle loads up to 30 tonnes per axle for demanding freight operations. Electrical systems, including traction converters and control equipment, were supplied by ABB to ensure compatibility with the 15 kV 16.7 Hz AC electrification system used on the Malmbanan line. Pantographs and carbon contacts were integrated to maintain reliable contact in harsh conditions, contributing to the locomotive's operational reliability. Quality assurance at the plant adhered to ISO 9001 standards, with certifying its manufacturing sites to support consistent production of high-reliability . Non-destructive testing, such as ultrasonic inspections on welds, was applied during structural assembly to detect defects without compromising integrity. Vibration analysis was conducted during dynamic testing phases to verify bogie and suspension performance under load . These measures ensured the IORE's robustness for extreme temperatures and heavy loads exceeding 8,500 tonnes per train. The emphasized compatibility with Swedish-Norwegian rail infrastructure, sourcing propulsion components from established European suppliers like ABB for traction motors rated at 918 kW each. This modular approach allowed for efficient scaling, with production peaking at up to six units annually during the main build phases from 2000 to 2014. Each required approximately 12-18 months from component to final delivery, reflecting the complexity of integrating twin-section designs with advanced .

Locomotive Numbers and Deliveries

The initial order for the IORE locomotives was placed by MTAB (later Malmtrafik) on 15 September 1998 with for 18 units, with deliveries occurring between 2000 and 2005. Numbered 101 through 118, these formed the core of the fleet to replace aging Dm3 and El 15 locomotives on routes. Production began under , but following Bombardier's acquisition of the company in May 2001, subsequent assembly shifted to Bombardier Transportation's facilities in , . The first units entered operational service in 2003 hauling freight on the Kiruna-Narvik route. A follow-up order on 23 August 2007 added 8 more locomotives, numbered 119 through 126, which were delivered between 2010 and to support growing ore transport demands. Further expansion came in with an order for 8 additional units, numbered 127 through 134 and delivered in 2013–2014, bringing the total fleet to 34 by 2014. All IORE locomotives remain owned by Malmtrafik and are dedicated to operations within and , with no units exported. The complete fleet achieved full operational status by 2014.
Order YearQuantityNumberingDelivery PeriodNotes
199818101–1182000–2005Initial batch; manufacturer shift to Bombardier in 2001
20078119–1262010–2011Expansion for increased capacity (4 twin units)
20118127–1342013–2014Further growth (4 twin units); fleet complete at 34 units

Variants and Modifications

The IORE locomotives, designated 101 through 134, share a core design based on the Octeon platform, featuring Co'Co' + Co'Co' configurations with 12 axles optimized for heavy haulage on the . Later production units incorporate enhancements for interoperability, including cabling compatible with the (ETCS) on the Norwegian section of the . A modernization program, coordinated with (formerly ), began in and is ongoing as of 2025. This includes upgrades to onboard systems and signaling, with ETCS installation targeted for completion by 2023 on the Malmbanan route, and further refurbishments extending to 2026 to ensure compliance with safety standards and support sustainable operations. The program, valued at approximately SEK 600 million as of 2023, aims to extend the fleet's service life beyond 2060.

Technical Specifications

Electrical and Propulsion Systems

The IORE locomotive draws power from the single-phase 15 kV 16.7 Hz AC overhead system using two pantographs, one positioned on each end of the double-unit configuration to ensure reliable contact during heavy freight operations on the . The system features six ABB three-phase asynchronous induction (model 6-FRA 7072 D) per section, each rated at 900 kW for a total continuous power output of 5,400 kW per section (10,800 kW per double unit), optimized for high-traction demands in conditions. These are controlled by GTO thyristor-based VVVF inverters with a gear ratio of 1:6.267, allowing precise and speed regulation for smooth acceleration and adhesion management. Traction effort reaches up to 700 kN per section at starting (1,400 kN total), with continuous effort of 600 kN per section at 32.4 km/h. This effort can be modeled using the basic equation for : TE=μ×WTE = \mu \times W where TETE is the in kN, μ\mu is the (typically 0.25–0.35 on icy surfaces), and WW is the effective in kN (30 tonnes per , or approximately 294 kN assuming g≈9.81 m/s2g \approx 9.81 \, \mathrm{m/s^2}). The Co'Co' arrangement facilitates even distribution of this effort across the powered axles. Braking is achieved through a combined regenerative and rheostatic system, where the traction motors act as generators to recover during descents, feeding it back to the for approximately 25% overall savings under operational conditions. Excess is dissipated as in dynamic brake grid resistors, with electro-dynamic braking providing up to 750 kN total force, ensuring controlled deceleration for heavy loads while minimizing wear on mechanical s. Braking occurs in 30 steps for loaded trains and 10 steps for empty trains.

Structural and Mechanical Features

The IORE locomotive is engineered with a robust physical structure suited to the demanding conditions of heavy-haul on the Malmbanan line in northern . Each section measures 22.905 m in length, 2.95 m in width, and 4.465 m in height, contributing to a total weight of 360 tonnes per double unit and an of 30 tonnes, which supports the line's upgraded for trains exceeding 8,000 tonnes. The body employs a double-walled aluminum construction, enhancing to protect against the extreme while maintaining structural integrity under high loads. The bogies are fabricated from and incorporate primary hydraulic suspension along with yaw dampers for stability on curved tracks. This design optimizes load distribution across the Co'Co' , contributing to reliable performance on the 1,435 mm gauge track. The running gear includes wheels suited to the 1,435 mm gauge, equipped with roller bearings for reduced friction and longevity, and sanders to improve during snowy conditions common on the route. These components ensure smooth operation and minimal maintenance in low-traction environments. The locomotive features two full-width cabs designed for operator comfort and efficiency, with adjustable seating and climate control systems rated for temperatures ranging from -50°C to +40°C, allowing year-round operations in subzero winters and mild summers. These ergonomic features integrate with the electrical systems to maintain overall vehicle stability during extended hauls.

Performance Metrics

The IORE locomotives achieve a maximum speed of 80 km/h when unloaded and operate at 60 km/h with loaded trains on the Malmbanan line. At full , operational speeds are limited to 50 km/h to maintain traction on gradients, with from 0 to 50 km/h taking approximately 45 seconds for an 8,500-tonne train. Haulage capacity reaches up to 8,500 tonnes on 1% gradients, supported by a of 30 kW/tonne. This capability stems from the propulsion systems, which deliver a combined 1,200 kN continuous per double unit, hauling trains consisting of up to 68 hopper cars. Efficiency metrics highlight the IORE's energy use at approximately 26 kWh/km for 8,500-tonne trains, with contributing to overall savings of about 25% on downhill sections through electro-dynamic systems. Reliability is evidenced by a mean distance between failures exceeding 200,000 km as of and availability greater than 95%, contributing to consistent heavy-haul operations. In comparison to the predecessor Dm3, the IORE provides 30% higher , allowing haulage of 8,500 tonnes versus 5,200 tonnes and reducing transit times by 15% on Kiruna-Narvik runs.

Operational Deployment

Introduction to Service

The IORE locomotives began on 10 2001, with the inaugural unit, designated Io1, operating on the Kiruna-Riksgränsen segment of the . This marked the transition to heavier-haul operations following infrastructure upgrades that enabled the 30-tonne required for the IORE's design. The growing IORE fleet gradually replaced the aging Dm3 locomotives starting in the early , with full replacement achieved by 2013, allowing LKAB to increase train lengths and payload capacities significantly on ore transport routes. To support this rollout, launched a dedicated crew training program for more than 100 drivers, emphasizing adaptation to the new Automatic Train Protection (ATP) systems and specialized procedures for cold-weather operations in the environment. The program, which included hands-on simulations and protocols tailored to the IORE's advanced controls, was completed by mid-2004, ensuring operational readiness amid the harsh northern conditions. Key milestones included the full integration of IORE units into the Narvik route operations in 2005, enabling consistent heavy ore haulage across the Sweden-Norway border. The fleet expanded to 34 units by 2014, solidifying 's capacity for sustained ore deliveries.

Routes and Freight Haulage

The IORE locomotives primarily operate on the in , extending from Luleå through to Riksgränsen at the Norwegian border, with the steepest sections between and Riksgränsen spanning approximately 108 km. This route connects to the in , a 43 km line from Bjørnfjell to the Port of Narvik, facilitating the transport of iron ore from LKAB's mines in , Malmberget, and Svappavaara to export terminals. Train consists typically feature pairs of double-headed IORE locomotives pulling 68 four-axle hopper cars, with the cars weighing about 1,360 tonnes empty and the fully loaded reaching 8,500 tonnes of pellets over a length of 750 meters. These configurations enable efficient heavy-haul freight on the demanding , where the locomotives' high is essential for gradients up to 1.7%. Daily operations involve 12-16 round trips from the mines to the ports, primarily supporting the northern route to Narvik with around 10 loaded trains per day and the southern loop to Luleå with 4, ensuring continuous flow despite single-track constraints. The Port of Narvik handles the majority of exports, processing approximately 20 million tonnes of annually for shipment to . Cross-border coordination is managed jointly by the (Trafikverket) and Norwegian National Rail Administration (Bane NOR), adhering to EU Technical Specifications for (TSI) standards to harmonize signaling, loads, and scheduling. Winter operations include power derating on IORE locomotives to mitigate adhesion loss from and accumulation, maintaining safety on the Arctic routes.

Maintenance and Upgrades

The IORE locomotives are maintained primarily at LKAB's depot, where routine inspections focus on wheels and other wear-prone components after approximately 13,000 km of operation. Given their typical monthly mileage of 10,000 km hauling trains, this schedule supports near-monthly checks to ensure operational reliability on the demanding Ore Line. A comprehensive refurbishment program for 18 IORE units commenced in 2021, coordinated by and supported by engineering consultants such as Vysus Group, with the initiative projected to span up to six years through 2026. This effort includes upgrades to onboard systems and signaling to align with European safety standards, notably the deployment of the (ETCS) Level 2, which began in 2024 and was commissioned in June 2025, with full rollout across the entire Ore Line expected by 2029. Reliability enhancements through the program incorporate modernized components to extend component lifespans and reduce unplanned downtime, building on the locomotives' established electro-dynamic braking systems that contribute to overall fleet efficiency. LKAB's investments in this refurbishment, part of broader logistics upgrades totaling nearly SEK 1 billion for the Ore Line infrastructure, underscore efforts to sustain heavy-haul performance amid increasing transport demands.

Incidents and Safety

Notable Accidents

In December 2023, a fully loaded iron ore train derailed near Vassijaure station on the Malmbanan line en route from Kiruna to Narvik, causing significant damage to tracks and overhead lines with no reported injuries; operations were disrupted until late March 2024. Another derailment occurred on the same line in February 2024 at Vassijaure, involving an empty iron ore train returning from Narvik to Kiruna, again with no injuries but leading to further closures and repairs. In November 2021, an train derailed near Rutjejaure on the Luleå–Kiruna section, spilling pellets and causing damages estimated at up to SEK 100 million, with no injuries reported. These incidents reflect ongoing challenges from track conditions and heavy loads on the routes.

Safety Enhancements and Reliability

The IORE fleet is undergoing a multi-year refurbishment program coordinated with (formerly ), focusing on engineering, risk management, and regulatory compliance to European safety standards. This includes preparation for the (ETCS) installation on the Malmbanan by 2023, with the program extending up to 2026 to enhance reliability in conditions. Annual safety audits are conducted in accordance with EU Directive 2016/797 on railway and safety, supporting cross-border operations. Training for operators emphasizes handling , contributing to overall safety on heavy-haul routes without passenger services.

References

  1. https://www.elektrolokarchiv.de/index.php?nav=1405726&lang=1
  2. https://www.globalrailwayreview.com/news/3733/bombardiers-heavy-haul-locomotives-to-further-serve-as-backbone-for-iron-ore-transport-in-sweden-and-norway/
  3. https://lkab.com/en/what-we-do/from-mine-to-port/
  4. https://www.railwaygazette.com/traction-and-rolling-stock/vysus-supports-iore-heavy-haul-locomotive-refurbishment-programme/58222.article
  5. https://lkab.com/wp-content/uploads/2024/04/LKAB_2023_Annual-and-Sustainability-report.pdf
  6. https://www.alstom.com/press-releases-news/2025/6/alstom-delivers-ertms-signalling-system-iron-ore-line-sweden
  7. https://d9-wret.s3.us-west-2.amazonaws.com/assets/palladium/production/mineral-pubs/iron-ore/340498.pdf
  8. http://www.diva-portal.org/smash/get/diva2:1160728/FULLTEXT01.pdf
  9. https://www.visitnarvik.com/trains
  10. https://www.alstom.com/sites/alstom.com/files/2025/06/23/20250528_Universal_Registration_Document_EN.pdf
  11. https://www.loco-info.com/view.aspx?id=9615&t=
  12. http://ndl.ethernet.edu.et/bitstream/123456789/55678/1/432.pdf
  13. https://www.railwaygazette.com/infrastructure/malmbanan-iron-ore-railway-reopens-after-derailments/66095.article
  14. https://theicct.org/wp-content/uploads/2024/06/ID-164-%25E2%2580%2593-Rail-pathways-Technical-Brief-A4-50139-v6.pdf
  15. https://www.scribd.com/document/33400537/Bombardier-Traxx
  16. https://www.rmweb.co.uk/forums/topic/4054-heavy-hauler-from-sweden/
  17. https://www.facebook.com/groups/326571850760492/posts/24244269848564024/
  18. https://www.schunk-group.com/transit-systems/en/products/pantographs-rail
  19. https://www.sandz-co.com/wp-content/uploads/2018/01/Bombardier_SustainabilityReport2008_EN.pdf
  20. https://www.sciencedirect.com/science/article/pii/S0043164814003718
  21. https://www.railwaygazette.com/news/heavy-haul-hand-over/34728.article
  22. https://www.im-mining.com/2011/05/02/worlds-most-powerful-locos-to-increase-lkabs-iron-ore-transport-capacity/
  23. https://www.railjournal.com/in_depth/moving-mountains-in-the-land-of-the-midnight-sun/
  24. https://lkab.com/wp-content/uploads/2024/04/LKAB_2022_Annual-and-Sustainability-report.pdf
  25. https://www.thedieselshop.us/Norway.HTML
  26. https://www.railway.supply/vysus-supports-iore-heavy-locomotive-repair-program/
  27. https://lkab.com/en/press/lkab-acquires-49-percent-of-the-shares-in-duroc-rail-ab-another-strategic-investment-in-railway-and-logistics/
  28. https://railcolornews.com/2021/08/10/se-expert-two-times-modern-alstom-begins-upgrading-the-lkab-iore-fleet/
  29. http://diva-portal.org/smash/get/diva2:1160723/FULLTEXT01.pdf
  30. https://im-mining.com/2011/05/02/worlds-most-powerful-locos-to-increase-lkabs-iron-ore-transport-capacity/
  31. https://www.hhogman.se/iron-ore-line-swe.htm
  32. https://www.tandfonline.com/doi/full/10.1080/00423114.2022.2085584
  33. https://www.emerald.com/insight/content/doi/10.1108/RS-04-2023-0020/full/html
  34. https://mb.cision.com/Main/11419/4125194/3349116.pdf
  35. https://www.era.europa.eu/domains/technical-specifications-interoperability_en
  36. https://www.globalrailwayreview.com/article/74614/norway-railways-fight-against-snow/
  37. https://www.railjournal.com/locomotives/lkab-appoints-consultants-for-heavy-haul-locomotive-upgrade-project/
  38. https://www.railway.supply/implementation-of-the-etcs-system-on-the-malmbanan-ore-line-how-sweden-is-modernizing-its-railways/
  39. https://lkab.com/en/news/lkab-invests-close-to-sek-1-billion-to-meet-the-challenges-on-the-iron-ore-line/
  40. https://lkab.com/en/news/another-derailment-on-the-ore-railway/
  41. https://www.thebarentsobserver.com/industry-and-energy/more-trouble-on-kirunanarvik-derailway-shortly-after-reopening/146903
  42. https://www.highnorthnews.com/en/iron-ore-train-derailing-may-cost-lkab-sek-100-million
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