page_title: Ofoten Line
section_title: History
hierarchical_section_title: Ofoten Line / History
caption_attribution_description: Narvik, Norway in 1924 with the harbor for iron shipments from Kiruna in Sweden.
context_page_description: The Ofoten Line is a 43-kilometre railway line in Narvik, Norway. It runs from the Port of Narvik to Riksgränsen on the Norway–Sweden border, where the line continues as the Ore Line via Kiruna and Gällivare to Luleå. The Ofoten Line is single track, electrified at 15 kV 16.7 Hz AC and has seven stations. The line only connects to the rest of the Norwegian railway network via Sweden. The main traffic is up to 12 daily freight trains operated by Malmtrafik that haul iron ore from Sweden to Narvik. In addition, CargoNet operates container trains, branded as the Arctic Rail Express, and SJ operates passenger trains, including a night train to Stockholm.
  Construction of the Ofoten Line started in 1898 along with the Ore Line from Riksgränsen to Kiruna. They were completed in 1902, allowing LKAB to haul ore from their mines in Kiruna to the ice-free Port of Narvik. Operation and ownership of the line was held by the Norwegian State Railways. The line was electrified in 1915 and NSB started using El 3 and El 4 locomotives. During World War II, the ore traffic stopped because of the Battles of Narvik and the bombing of the town.
context_section_description: 1884–1979
  In 1884, LKAB's predecessor Gellivare Aktiebolag is granted concession for mining in Malmberget. Four years later, the first part of the Ore Line, from Malmberget to Luleå, was completed. In 1889, the mining company filed for bankruptcy, and the Government of Sweden bought the line for 8 million Swedish krona (SEK), half the investment cost. Construction of the Ore Line and Ofoten Line from Gällevare to Narvik started in 1898 and was completed in 1902. A bridge, Norddalsbron, was built along the Ofoten Line, extra long for military reasons, to be able to cut the line in case of war. In 1940, during the war, the bridge was blown up. However, because of lack of explosives, the demolition was not well done, and the bridge could be repaired by the Germans.
  On 19 January 1915, the Ore Line between Riksgränsen and Kiruna was electrified. A plan for electrification of the Ofoten Line had been made in 1911, but not until 1920 did parliament approve the plans. Operations with electrical traction started on 15 May 1923, and was officially opened on 10 July. Until 1925, Swedish Oe locomotives were used. NSB decided to order two types of electric locomotive for the line: El 3 and El 4. El 3 was nearly identical to Oe and was a twin unit locomotive with a combined power output of 2,132 kilowatts (2,859 hp). Four twin units were delivered in 1925, and a fifth in 1929. The El 4 locomotives were longer and more powerful, and operated as singles. Each single El 4 had the same power output as a twin El 3. Two units were delivered in 1926, two in 1928 and one in 1929. NSB operated the trains using their rolling stock from Narvik to Abisko, where there was a change of locomotive and operating company.
  In 1940, the Port of Narvik suffered extensive war damage, and all export for the remainder of World War II went via Luleå. In 1957, the Government of Sweden bought LKAB. Two of the El 4s were damaged beyond repair during the war.
  In 1949, pooling of the locomotives started, whereby NSB and SJ would alternate operating trains and their respective locomotives used on the whole section from Kiruna to Narvik. The following year, LKAB decided to increase annual transport from 8–10, to 12–15 million tonnes. This involved increasing the train weight to 3,100 tonnes (3,100 long tons; 3,400 short tons). To provide sufficient hauling power, the El 3 units were rebuilt from twins to triplets, and two of the El 4 units were made a twin unit. The upgrades were completed by 1953.
  At the same time, SJ decided to order a new type of locomotive, the Dm. NSB followed suit, and took order of six locomotives, each with a power output of 2,398 kilowatts (3,216 hp). They were designated El 12 and were delivered in 1954, with another two delivered three years later. The locomotives were at first used as four twin units, but later six were rebuilt to make two triplets.
  During the 1960s, LKAB again decided to increase the need for transport, and NSB ordered six El 15, with a power output of 5,406 kilowatts (7,250 hp). Although never permanently coupled together, the units normally operated in pairs when hauling ore trains. The El 4 was used until 1964, and El 3 until 1967. Neither the El 3, El 4 or Oe has been preserved.
  1980-1997
  In the 1980s, LKAB started to push for lower transport costs. At the time, NSB had a 50% profit margin on the operations, or about NOK 60 to 70 million per year. A committee was established by both countries' transport ministries to find areas of improvement. During the 1970s and 1980s, the number of employees working on the ore logistics had been halved, and NSB stated that they did not believe there was much more room for higher efficiency. El 12 were retired in 1989 and 1990, and one twin unit has been preserved by Ofoten Museum.
  In December 1991, LKAB stated that they wanted to take over the operation of the ore trains from NSB and SJ. At the time, they were paying 0.15 Swedish krona (SEK) per tonne kilometer in Sweden and 0.30 Norwegian krone (NOK) per tonne kilometer in Norway, while comparable rates abroad were between SEK 
caption: The Port of Narvik in 1924
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