Luleå – Narvik railway line

Luleå – Narvik
Ore train around 1950
Route number :	21st
Course book range :	Luleå – Narvik: 30 Luleå – Boden: 34
Route length:	473 km
Gauge :	1435 mm ( standard gauge )
Route class :	E5
Power system :	15 kV 16 Hz  ~
Top speed:	Bandel 119 (Boden central) - (Luleå): 140 km / h Bandel 118 (Boden central) - (Gällivare): 135 km / h Bandel 113 (Gällivare) - (Peuravaara): 160 km / h Bandel 111 (Peuravaara) - Riksgränsen: 130 km / h Bandel 116 (Råtsi) –Svappavaara: 80 km / h Bandel 112 Peuravaara – Kiruna Malmbangård: 100 km / h Bandel 114 Gällivare – Koskullskulle: 100 km / h Bandel 118 (Koijuvaara) –Aitik: 70 km / h Riksgränsen − Narvik: 70 km / h
Operating points and routes
Legend 0.00 Narvik H (Fagernes) 0.00 Narvik D (Kleven dampskipskai, Nov. 15, 1902– April 15, 1915) Narvik ore port 6  moh. 1.32 Kleivhammeren tunnel (37 m) 1.72 Øvre Kleiva (Kleven) 22  moh. 3.70 Narvik 47  moh. 5.31 Ornestunnel (120 m) 6.52 Bjørneborg Tunnel (104 m) 6.80 Bjørneborg (northernmost point of the route) 7.66 Djupvik tunnel (113 m) 7.91 Djupvik ( Dybvik Nov. 15, 1902– April 23, 1921, until Jan. 1, 1928, DST since Nov. 8, 2017) BaneNor warehouse 13.76 Straumsnes ( Strømsnes 15 Nov. 1902–1921, until 2013 person stop) 14.12 Gullmorhalsen tunnel (80 m) 19.87 Fjellheim tunnel (335 m + 25 m superstructure east) 20.46 Rombak overbygg - snow cover (86 m) 21.75 Rasbygg - rockfall superstructure (41 m) 25.50 Horisontalen (train station planned by the English) 22.52 Indre Sildviktunnel (120 m 8 m superstructure at each end) 24.20 Kvitur (viewing platform for tourist train, 1997–1999) 24.36 Kviturelva rashvelv - rockfall superstructure (62 m) 24.60 Kviturtunnel (81 m + superstructure 70 m west, 142 m east) 20.85 Rombak ( Sildvik Nov. 15, 1902– Jan. 1, 1951) 26.83 Middagselv tunnel (536 m + superstructure 32 m west, 167 m east) 27.65 Middagselv tunnel øst overbygg - superstructure (25 m) 27.85 Tappelva tak - superstructure (117 m) 28.10 Tappelvbygget - superstructure (168 m) 28.86 Snøoverbygg km 29 - snow cover (172 m) 29.24 Hundalen tunnel (935 m, since Dec. 18, 2002, track 2 of Katterat station) 29.31 Kapp Horn Tunnel (287 m + superstructure 32 m west, track 1 of the Katterat station) 29.73 Katterat ( Hundalen Nov. 15, 1902– Jan. 1, 1951) 374  moh. Trafostation 29.96 Sørdalen tunnel (384 m) 30.60 Sørdalen 31.15 Katterat tunnel (531 m + superstructure 63 m west, 90 m east) 32.67 Ras tunnel (536 m + superstructure 36 m west, 45 m east) 33.42 Linbane tunnel (lille) (15 m, blown up in 1985) 33.48 Linbane tunnel (104 m + superstructure 390 m west, 115 m east) 34.49 Norddal tunnel (660 m + superstructure 35 m west, 37 m east) 35.00 35.19 Spionkopen tunnel (320 m + superstructure 20 m west, 45 m east, since October 1st, 1988) 35.20 Norddalsendenbru (180 m) 35.42 Bru tunnel (237 m) 35.72 Norddalenbru 1 (50 m, from October 1, 1988) 35.99 Norddalenbru 2 (85 m, from October 1, 1988) 36.00 Søsterbekk (since July 5, 1955, new from October 1, 1988) 36.13 Bjørnfjell tunnel (132 m) (old line closed on October 1st, 1988) 36.52 Bjørnfjell gamle ( Bjørnefjell May 1, 1912 - April 1921, Hp Oct 1, 1925-22. Nov. 1955) 126  moh. 36.68 Gamle Bjørnfjell øst overbygg (superstructure 164 m) 37.00 Haugfjell øst overbygg (superstructure 319 m) 37.00 Haugfjell (July 5, 1955– October 1 , 1988) 37.63 Mons Olsen tunnel (291 m + superstructure 98 m west, 62 m east) 38.52 Solheim tunnel (660 m + superstructure 35 m west, 37 m east) 38.82 Niogtredvebygget (superstructure 241 m) 339.13 Tjuvoverbygget (superstructure 319 m) 39.84 Bjørnfjell vest overbygg (superstructure 360 ​​m) 40.42 Bjørnfjell (October 1, 1925) 514  moh. 40.71 Bjørnfjell øst overbygg (superstructure 168 m) 41.00 Snøoverbygg km 41 (superstructure 162 m) 41.46 Snøoverbygg km 41.5 (superstructure 138 m) 38.82 Grensebygget (superstructure 289 m) 41.94 1542.573 Norway / Sweden 1541.850 Riksgränsen (Nov. 15, 1902– Nov. 5, 1923) 523  m above sea level 1541,950 Riksgränsen (Nov. 5, 1923) 1539.907 Katterjåkk 1535.052 Vassijaure Kedgevaggetunnel (165 m) 1531.968 Låktatjåkka 1524.281 Kopparåsen formerly P.-Halt Tornehamn 1518.19 Tornehamns kyrkogård (1951–1975) Tornehamntunnel (586 m) 1515.089 Björkliden Nuolja Tunnel (new 1,431 m, old 875 m) Abiskojåkk 1508,000 Abisko tourist station 1505,804 Abisko Östra 1495.576 Stordalen former P.-Halt 1483,450 Kaisepacts formerly P.-Halt 1473.862 Stenbacken formerly P.-Halt 1464.216 Torneträsk 1453.777 Bergfors formerly P.-Halt 1444,449 Rensjön 1434.225 Rautas 1423.812 Krokvik 1416,438 Peuravaara 1414,338 Kiruna malmbangård (prov. Also passenger station) 1412.694 Kiruna C (until 2013) 1410 Tuolluvara 1407,336 Kirunavaara old route 1405.294 0.000 Råtsi 10.309 Aptas 36.285 Pitkäjärvi 39.783 Svappavaara LKAB depot 1399.171 Kalixfors formerly P.-Halt Kalixälven 1391.475 Gäddmyr formerly P.-Halt 1384.673 Sjisjka 1380,405 Lappberg formerly P.-Halt 1373.552 Kaitum Kaitumälven 1370.701 Fjällåsen 1357.560 Harrå formerly P.-Halt 1345.930 Håmojåkk formerly P.-Halt 1336.132 Linaälv formerly P.-Halt 1323.238 Sikträsk formerly P.-Halt 1322,600 Vitåfors (ore loading) 1321.463 Koskullskulle 6.8 Malmberget Inland railway from Arvidsjaur 0.0 1312.639 Gällivare 395  m above sea level 1302.590 0.000 Koijuvaara 2,500 Aitik since 2009 1299.762 Harrträsk formerly P.-Halt 1292.261 Ripat's former P.-Halt 1281.780 Nuortikon formerly P.-Halt 1275,650 Kilvo formerly P.-Halt Råne älv 1265.137 Nattavaara 1252,650 Koskivaara formerly P.-Halt 1243.170 Polcirkeln formerly P.-Halt Polar circle 1242.415 Nuorttagievlle 1231.281 Murjek 1222,650 Tolikberget since 2007 1215,609 Näsberg formerly P.-Halt 1203,970 Lakaträsk formerly P.-Halt 1194.067 Gullträsk formerly P.-Halt 1184.297 Sandträsk formerly P.-Halt 1175.966 Gransjö formerly P.-Halt 1162.788 Ljuså formerly P.-Halt 1152,926 Holmfors formerly P.-Halt Boden – Haparanda railway line 1148.262 Buddbyn Bypass route for ore trains 1144.375 Floor C Stambanan genom övre Norrland 1150.637 Sävastklinten 1152.395 Sävast formerly P.-Halt 1160.657 Norra Sunderbyn formerly P.-Halt 1165.690 Sunderby sjukhus formerly Södra Sunderbyn Mariebergsväxeln 1170.732 Gammelstad formerly P.-Halt Gammelstad – Karlsvikshyttan railway line 1176.100 Notviken 1178 Kallkällans växel 1179,994 Luleå C 15  m ö.h. Luleå malmbangård Nya Malmhamnen / SSAB

The Luleå – Narvik railway is the northernmost railway line , which is connected to the rest of the standard-gauge railway network in Europe. The entire route is called the Erzbahn , the Swedish section Malmbanan and the Norwegian section Ofotbanen .

The railway line runs from the Swedish Lulea on the Gulf of Bothnia in the northwest to the north of the Arctic Circle lies iron ore -Abbaugebieten of Gällivare and Kiruna and on to always ice-free Norwegian port of Narvik . At 68 ° 26 'north latitude, Narvik station is the northernmost standard gauge station in Europe that can be reached by passenger traffic.

history

Gällivare-Luleå route

The iron ore deposits at Kiruna and Malmberget could only be used economically with a suitable transport route for the ore. For this reason, a concession for a stretch from Gällivare to Töre on the Gulf of Bothnia was granted as early as 1847 , which was not used. In 1882 a new concession was awarded to a British- run construction company, which completed the line from Gällivare to Luleå from 1884 to 1888.

It quickly became apparent that the runway was designed too weakly and could only be made permanently operational at great expense. The line was therefore taken over by Statens Järnvägar (SJ) in 1891 , so that ore and passenger traffic could be resumed in 1892.

Gällivare − Kiruna − Narvik route

In 1899 the line from Gällivare to Kiruna was opened. Due to the long transport route to Luleå and the winter icing of the harbor, this was not yet a satisfactory solution, which is why the Swedish parliament decided in 1898 to build a railway to transport the ore from Kiruna to Norway.

The section from Riksgränsen on the ridge of the Caledonian mountain range to Narvik by the Ofotfjord was a particular challenge , as there was a difference in altitude of 520 m on steep mountain slopes on a 40 km railway line.

During the planning of the Ofotbane, the location of today's passenger station in Narvik in the Taraldsvik district was determined and called Taraldsvik stasjon during the planning and construction phase . The station was put into operation in the fall of 1902 with the railway line, and in November 1902 the first ore trains ran to Narvik. From the official opening by King Oscar II on July 14, 1903, the station was renamed Narvik stasjon .

During the construction work, locomotive 1a 13 was used for construction train services. It was awarded from Oslo to Narvik in 1901 and was in use until 1907. The laying of the rails began from Fagernes on August 26, 1901. During the summer of 1901 the locomotive drove several times a day on the Fagernes – Taraldsvik route, transporting coal, sleepers, rails and parts for the locomotive.

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  1a 13 in Narvik (around 1905)

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  Station building at the inauguration in 1903

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  Ore train at Torneträsk

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  Monument to the construction of the ore railway at Kiruna station

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  Typical building of the Torneträsk train station

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  Norddal Bridge

Norddal Bridge

For military reasons, the 180-meter-long Norddal Bridge ⊙ was built into the route so that in the event of war the route could simply be interrupted for a long time by blowing up a large structure. The pendulum pier bridge is 40 meters high and has ten openings.

The construction of the bridge was a logistical challenge because the construction site was difficult to access in the area. After the foundations of the pillars had been erected, the steel parts manufactured by MAN in the Gustavsburg plant were assembled. The transport took place from Germany by ship directly into the Rombaksfjord , where the parts were delivered by horse to the valley station of a transport cable car. So that the load-bearing capacity of the cable car was not exceeded, the individual boxes were allowed to weigh a maximum of 1.2 tons.

During the Second World War, the Norwegian troops tried to blow up the Norddal Bridge in the Battle of Narvik . The demolition took place on April 14, 1940 and caused little damage because the explosives were frozen. In just three weeks, the German troops were able to repair the bridge to the point where it was navigable again and on May 4, 1940 a train with a light steam locomotive and three freight cars drove over the bridge.

In 1988, operations between Bjørnfjell and Katterat were relocated to a new, simpler route that bypasses the decrepit Norddal bridge. In 1990 the new Nuolja tunnel between Abisko and Björkliden was completed.

electrification

Electrification was started at an early stage because it enabled the transport capacity to be increased significantly. The first electric trains ran from 1915 on the Kiruna - Riksgränsen line and from 1922 on the entire ore line.

Expansion after the Second World War

In the 1960s, the ore railway was expanded to accommodate 25 tons of axle load, and in 1968 the line to the new mine in Svappavaara was put into operation.

At the end of the 1990s, the expansion of the ore railway began to increase the axle load from 25 t to 30 t, as well as the adaptation of the crossing stations for the longer ore trains. The expansion of the Vitåfors-Luleå line was completed in 2000, Kiruna-Narvik is still being built, with the main line already being used with 30 tons of axle load. In 2010, the track systems at the Straumsnes and Katterat stations had already been adapted for the crossing of 750-meter-long trains.

Further expansion plans

The traffic on the ore railway should increase in the next few years, as an unbroken high demand for ore was expected. Additional trains from Northland Resources were due to move the ore from the Kaunisvaara project in 2013 , with loading in Svappavaara. Such transports had actually already started on a small scale. In addition, the mining company Scandinavian Resources wanted to use the ore railway. By 2020, more than twice as many trains should be running on the ore railway. However, the project was only carried out from December 2012 to February 8, 2013 and was then discontinued due to the bankruptcy of the operating company.

In 2012, the Björnfjell station began to be expanded for 750-meter trains, followed by Rombak, Katterat and Straumsnes stations. A new intersection was to be built near Djupvik, about six kilometers east of Narvik.

In Djupvik, a 1060 meter long new line was built. Of this, around 830 meters run in a new, single-track tunnel. This is now the through track, while the previous track can be used for overtaking and crossings of 750 meter long trains. For the operations department of Bane NOR, a new track system and a storage area for the provision of material and the loading and unloading of rails and sleepers were also built. The alternative point was put into operation on November 8, 2017.

In Narvik, a new ore station was to be built for Northland Resources, which should be operational around 2022. It is currently unclear whether the project will continue in this form due to the company's insolvency. Until then, the trains are to be unloaded in the port of Fagernes, where trains only 500 meters long can be used. For this purpose, the Narvik – Fagernes port was expanded in 2012 to accommodate 30 tons of axle load. There are plans to double-track the line between Bjørnfjell and Katterat by putting the old Norddal bridge back into operation.

The Norwegian part of the route is to be equipped with ETCS Level 2 between 2019 and 2021 .

Passenger trains

Long-distance transport

Long-distance passenger transport from Narvik to Kiruna to Luleå and on to Stockholm has been carried out for many years with Rc- hauled carriage trains, some with cinema cars (“bio på tåg”) and dining cars. In January 2000, after winning the tender, Tågkompaniet took over the transport from Statens Järnvägar, and Connex (now Veolia Transport) has been operating since June 2003 . As a rule, the "private" operators use equipment rented from the state railway. Striking the former German used until 2002, Rheingold - observation car , of which Tågkompaniet had five pieces in use. Since 2008 only one pair of trains has been driven by Veolia Transport, the remaining trains again by SJ.

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  SJ night train in Björnfjell (2009)

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  Rautas station (2006)

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  Class BM 67 railcar (1977)

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  BM 68 in Narvik (2006)

Regional traffic

There was regional traffic between Narvik and various endpoints on Norwegian territory, which was driven by Norwegian railcars of the BM 67 and BM 68 series . It was discontinued in the 1990s.

A pair of trains that run from Kiruna to Narvik in the morning and back in the evening are also primarily used for regional transport. This so-called "Karven" was driven in 2005 by the Narvik railway company Ofotbanen AS (OBAS, went bankrupt in 2009) on behalf of Connex because the latter was not allowed to drive in Norway itself. To do this, she used older Norwegian B3 passenger coaches and an El 13 that she had bought . Today, the regional traffic is again carried out by Connex itself, with the night train being part of the regional offer.

Since March 31, 2019, Norrtåg has been using the section between Luleå and Boden with shuttle trains. Six pairs of trains run from Monday to Friday. Through a collaboration between 14 municipalities in Norrbotten and the regional transport authority, it is planned to drive the entire Luleå – Boden – Kalix – Haparanda route continuously from 2021 onwards.

Freight trains

Iron ore trains

The iron ore is transported in self-unloading wagons, which weigh 20 tons empty and can be loaded with 80 tons of ore. The trains consist of 52 cars and thus weigh 5200 tons. Because of the high draw weight the car with are SA3 - central buffer coupling (claw coupling) equipped Soviet design. They run loaded at 50 km / h and empty at 60 km / h.

Either the three-part Dm3 with rod drive (7200 kW, years of construction 1960–1970) or the 17 IORE double locomotives (10,800 kW, years of construction 2000–2014) serve as the train locomotive . The six Norwegian El 15s , which were in double traction, have not been in use since the end of 2003 - they were sold to the southern Swedish company Hector Rail at the end of 2004 .

With the IORE locomotives and new wagons, heavier, longer and faster trains can be built. Each of the new wagons can hold 100 tonnes of ore with the same empty weight. 68 wagons can be used to create a 700-meter-long and 8160-tonne train.

The first series of new cars produced by the South African manufacturer Transwerk did not prove itself. It was not sufficiently suitable for winter and the Schelling bogies led to increased wear and tear on the frogs . It was also only after the order was placed that the volume of the funnel was chosen too small, so that 100 tons of all ore products could not fit into the wagon. In 2004, the contracts with Transwerk were therefore terminated and a Swedish consortium was given the order to develop a new car. The floor frame is manufactured by Kockums Industrier AB in Malmö, the superstructure by their subcontractor Kiruna Wagons . In autumn 2006 LKAB ordered 680 new 120-ton wagons. When 300 more cars were ordered in May 2011, Kockums had already delivered 800 cars to LKAB.

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  Dm3 with an empty ore train from Narvik just before Kiruna

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  IORE with an empty ore train at Torneträsk

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  IORE 110 + 109 in Gällivare August 11, 2004

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  CargoNet Skd 226 12 in Narvik (2006)

Container trains

Regular freight traffic is carried out with container block trains, which have priority over passenger traffic. It is well known from GreenCargo guided Arctic Rail Express (ARE) with an Rc-Lok of Oslo through Sweden to Narvik. Attempts are also being made to build traffic from Narvik to Russia. These trains could be part of a North America-China connection that uses the land route from northern Sweden.

Other freight trains

TGOJ runs a Ma Kupferschlick locomotive from the Aitikgruvan near Gällivare to the smelter in Skelleftehamn . The material is transported on wagons with several round blue containers. Timber trains also run from Murjek and a daily 4500 ton steel train from SSAB ironworks to Borlänge .

literature

• The Kiruna – Riksgränsen electric main line. In: Elektrotechnische Zeitschrift , Volume 36, Issue 31 (August 5, 1915), 393–396 and Issue 32 (August 12, 1915), pp. 412–414.
• Ernst Didring : Pioneers - Novel from the North. Novel of the ore trilogy .
• Richard Latten: From Femarnsund to the North Cape. Railways in Scandinavia, Volume 2, Verlag Schweers and Wall, 1995, ISBN 3-921679-86-9 .
• Luossavaara-Kiirunavaara Aktiebolag (ed.): LKAB in pictures. Published between 1965 and 1970, gift ribbon from LKAB, not available in bookshops, issue 36,000 copies, 6,000 of them in English, 5,500 in German and 3,500 in French, black-and-white photos.
• The Kiruna - Narvik ore railway. In: Eisenbahn-Revue International , Issue 3/2001, ISSN  1421-2811 , pp. 112–115.
• Markus Meyer, Christer Ljunggren: Heavy trains on weak networks - electrical operation on the Swedish-Norwegian ore railway. In: Eisenbahn-Revue International , Issue 1/2003, ISSN  1421-2811 , pp. 16-21.
• Wolfgang Pischek: Malmbana. The ore railway under the midnight sun. Luleå - Kiruna - Narvik , Wolfgang Herdam Fotoverlag, 2003, ISBN 3-933178-15-0 .

Filmography

• Sven Jaxx: By train to the end of Europe - the ore railway from Kiruna to Narvik. Railway romance , episode 423
• Susanne Mayer-Hagmann: Ore railways on the Arctic Circle. Railway romance, episode 504
• Bettina Bansbach: Sweden: railroad pit loneliness. Railway romance, episode 674, which also refers to this railway line in the last quarter of the film.

Web links

Commons : Malmbanan  - collection of images, videos and audio files

• Pictures of the ore railway locomotives
• Luleå – Boden – Gällivare – Kiruna – Narvik. Malmbanan. Retrieved August 8, 2015 (Swedish). 
• Statsbanan Luleå - Riksgränsen (Malmbanan) (Swedish)
• MTAB - the ore railway from LKAB
• scanditrain ore railway

Individual evidence

1. ↑ Narvik - Kiruna - Boden - Luleå. In: tagtidtabeller.resrobot.se. Retrieved July 1, 2019 (Swedish). 
2. ↑ Soil - Luleå. In: tagtidtabeller.resrobot.se. Retrieved July 1, 2019 (Swedish). 
3. ↑ JNB 2019 Bilaga 3 E STH per sträcka. (PDF) Utgåva 2018–12–14. trafikverket.se, December 14, 2018, p. 140 , accessed on January 22, 2019 (Swedish). 
4. ↑ Luleå-Boden-Kiruna-Narvik timetable. (PDF) Retrieved April 21, 2016 (Swedish).  
5. ↑ Statsbanan Luleå – Riksgränsen (Malmbanan). Retrieved November 21, 2013 (Swedish).  
6. ↑ Tunnlar vid Malmbanan, Kiruna-Riksgränsen. Archived from the original on February 18, 2005 ; Retrieved November 21, 2013 (Swedish). 
7. ↑ Thor Bjerke, Finn Holom: Banedata 2004 . Data from infrastructures to the railroad in Norway. Ed .: Jernbaneverket, Norsk Jernbanemuseum and Norsk Jernbaneklubb Forskningsavdelingen. NJK Forskningsavdelingen, Hamar / Oslo 2004, ISBN 82-90286-28-7 , urn : nbn: no-nb_digibok_2011040708010 (Norwegian).
8. ^ Association of Central European Railway Administrations (ed.): Station directory of the European railways . (formerly Dr. KOCH's station directory). 52nd edition. Barthol & Co., Berlin-Wilmersdorf 1939.
9. ↑ ^{a b} Historien om Narvik Havn, Narvik Havn KF, accessed = 2013-08-02. Archived from the original on July 15, 2014 ; accessed on August 8, 2015 . 
10. ↑ Tornehamns kyrkogård. Volume 5, SJ district V. In: banvakt.se. Retrieved November 21, 2013 (Swedish). 
11. ↑ Kallkällans växel. Volume 1, SJ district V. Retrieved November 21, 2013 (Swedish). 
12. ↑ ^{a b c d} Luleå – Boden – Gällivare – Kiruna – Narvik. Malmbanan. Retrieved August 8, 2015 (Swedish). 
13. ↑ NSB steam locomotive type 1a. gamlenarvik.no, accessed September 2, 2015 (Norwegian). 
14. ↑ ^{a b c d e f g} J. Streuli: Extensive expansion of the Norwegian Ofotenbahn. In: Swiss Railway Review , 10/2011, page 494
15. ↑ ^{a b} Norddalbrua. Kulturminneloyper, archived from the original on February 22, 2013 ; Retrieved August 28, 2018 (Norwegian). 
16. ↑ ^{a b} War history: Kampene i Narvik-området ( Memento from January 25, 2007 in the Internet Archive ) on Bjerkvik skole ( Memento from October 13, 2008 in the Internet Archive ) (Norwegian)
17. ↑ Ofotbanen, Narvik - Riksgränsen on Historiskt om Svenska Järnväger , accessed on January 6, 2012
18. ↑ Northland Resources: Bankruptcy! Industriemagazin, February 8, 2013, archived from the original on February 6, 2015 ; accessed on May 15, 2019 . 
19. ↑ Northland Resources: Financing failed, Kaunisvaara iron ore mine about to be shut down. industriemagazin.at, February 5, 2013, accessed on May 15, 2019 . 
20. ↑ ^{a b} Olav Nordli: Nytt kryssingsspor tatt i bruk på Ofotbanen. In: banenor.no. November 9, 2017. Retrieved April 29, 2018 (Norwegian). 
21. ↑ Kapasitetsutvikling i retning mot dobbeltspor på Ofotbanen, Plan og utvikling, Raymond Siiri, Jernbaneverket, date = 2013-09-19, accessed = 2013-11-21. (PDF; 5.0 MB) Archived from the original on July 14, 2014 ; Retrieved August 8, 2015 (Norwegian, Presentasjon i Narvik). 
22. ↑ ETCS pilot goes live . In: Railway Gazette International . tape 171 , no. 10 , 2015, ISSN  0373-5346 , p. 7 ( online under a similar title ).
23. ↑ Ofotbanen AS i bankruptcy. (PDF; 1.8 MB) p. 40 , archived from the original on April 8, 2014 ; Retrieved April 3, 2018 (Swedish). 
24. ↑ Norrtågstrafik har fått tillökning –pendeltågstrafik mellan Luleå-Bodenhar startat. In: norrtagab.se. Retrieved on July 20, 2019 (Swedish, Kvalitetsrapport kvartal 1/2019). 
25. ↑ LKAB beställer 300 nya malmvagnar , industrinyheter.se, May 2, 2011, accessed on December 23, 2011
26. ↑ BEAR er på sporet on Fremdover.no (Norwegian)
27. ↑ Person graphics / God graphics. In: järnväg.net. Retrieved August 28, 2018 (Swedish). 
28. ↑ The film page at SWR. Archived from the original on July 1, 2013 ; accessed on August 8, 2015 . 
29. ^ Susanne Mayer-Hagmann: Ore railways on the polar circle
30. ↑ Bettina Bansbach: Sweden: Railway pit loneliness