Heavy haul Swedish style

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#1
Introduction

In northern Sweden there are large deposits of iron ore at Kiruna and Malmberget, both locations are well above the Arctic Circle. The ore gained there is transshipped by train to Narvik, an ice-free harbor in Norway, also well above the Arctic Circle and Luleå in Sweden, just below the Arctic Circle. The railway line is aptly named the Malmbanen in Swedish, which means Ore line. Either the triple unit Dm + Dm3 + Dm class locomotives or the double Iore class units haul these iron ore trains, which run through some very nice landscapes.

Last autumn, by the standards that far north it means September, I made a short trip during which I covered the Narvik – Kiruna part of the Malmbanen. Here are some of the results.

Enjoy!

Gijs

Caption to the photo: a portrait taken of a triple unit locomotive composed of the units Dm 1201 + Dm3 1231 + Dm 1202 ‘Kunigunda’ at the Kiruna Malmbangård (Ore yard) on 2010-09-11.
 
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#4
Left: The Iores 110 ‘Björkliden’ and 102 ‘Malmberget, on their way with a loaded ore train near Rautas on 2010-09-10.

Right: Dm 1201 + Dm3 1231 + Dm 1202 ‘Kunigunda’ runs through the passing station at Rautas with an empty ore train on 2010-09-11.
 
#5
Left: At Björkliden (Sweden) there is a crew change point, for trains bound for Narvik (Norway) a Norwegian engineer will take over from a Swedish engineer. For trains coming from Narvik it is the reverse. Here waits Dm 1217 + Dm3 1238 + Dm 1218 ‘Hermelin’ in the morning fog for a fresh engineer on 2010-09-08.

Middle: Dm 1246 + Dm3 1247 + Dm 1248 ‘Oskar' pops out of the snow shed at Björnfjell (Norway) with an empty ore train on 2010-09-08.

Right: Dm 1201 + Dm3 1231 + Dm 1202 ‘Kunigunda’ got her portrait taken at Abisko (Sweden) on 2010-09-08.
 
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#6
Left: Some train chasing was also part of the fun; the next three photos show a part of a chase on 2010-09-09 from Björkliden to Kiruna about 100 kilometers. The prey was Dm 1246 + Dm3 1247 + Dm 1248 ‘Oskar’ with an empty ore train. The first stop was Kaisepakte.

Middle: The next stop was between Torneträsk and Bergfors.

Right: Another stop was near Rensjön.
 
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#7
Left: The Iores, 116 ‘Stordalen’ and 118 ‘Murjek’ with a loaded ore train coming out a snow shed in the fog at Björkliden on 2010-09-10.

Middle: Almost there the Iores 118 ‘Murjek’ and 116 ‘Stordalen’ have passed through Kiruna Malmbangård and are on their way to Kiruna Sjöbangård the final destination for ore empties on 2010-09-11.

Right: And finaly a photo of an empty ore train that just has arrived at Kiruna Sjöbangård on 2010-09-11.
 
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B_Kosanda

Outstanding In My Field
#8
Very interesting. I especially liked the first photo. How much horsepower is produced by these locomotives? They look to be very powerful, given the number of wheels per unit.

Bill
 
#9
Dm + Dm3 + Dm statistics

A Dm + Dm3 + Dm combination packs 7200 kW, is 35250 mm long and has a tractive effort of 940 kN, the axle arrangement is 1 D + D + D 1 (280 + 080 + 082).


Iore statistics

A single Iore packs 5400 kW, is 22905 mm long and has a tractive effort of 600 kN. The axle arrangement is Co Co. For a double unit these figures have to be multiplied by 2.

For both the voltage on the centenary is 15 kV 16,7 Hz.
 
#11
Dm + Dm3 + Dm statistics

A Dm + Dm3 + Dm combination packs 7200 kW, is 35250 mm long and has a tractive effort of 940 kN, the axle arrangement is 1 D + D + D 1 (280 + 080 + 082).


Iore statistics

A single Iore packs 5400 kW, is 22905 mm long and has a tractive effort of 600 kN. The axle arrangement is Co Co. For a double unit these figures have to be multiplied by 2.

For both the voltage on the centenary is 15 kV 16,7 Hz.
Both units are listed here: http://en.wikipedia.org/wiki/World's_largest_locomotive

Cheers,

Colin
 
#14
Sweden was a stronghold for electric locomotives with coupled axles. The history of the Dm’s started in 1953 with Dm + Dm combinations. When in the late sixties the demand came for more powerful locomotives cables middle units where commissioned, designated Dm3, so the Dm + Dm3 + Dm came into being. As I am writing this (September 2010) five sets of Dm + Dm3 + Dm are still in use.

There is a dedicated yahoo group to the Dm + Dm3 + Dm:

http://finance.groups.yahoo.com/group/dm3group/

Captions to the photos

Left: An older type of ore car with a capacity of 80 (metric) tones, with its own weight of 20 tonnes it made for an axle load of 25 tonnes. These are used in 52 car length trains.

Middle: The latest type of ore car with a capacity of 100 (metric) tones, with its own weight of 20 tonnes it made for an axle load of 30 tonnes. These are scheduled for use in 68 car length trains hauled byan Iore. When hauled by a Dm + Dm3 + Dm combination train length is limited to 42 cars. Two of these care are permanently coupled.

Right: A more conventional freight train hauled by a class Rc locomotive at Abisko Östra (East) on 2010-09-09.
 
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#20
Two of the photo captions referred to "snow sheds". In North America snow sheds on a mainline are generally associated with potential avalanche locations, but the topography around the sheds in the photos appears to be relatively flat. What is the reason for the snow sheds at those locations?
 



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