Iore

2 × 150 tons without ballast

25 tons without ballast

The IORE the Swedish Erzbahngesellschaft MTAB are electric locomotives which are used for the transport of heavy iron ore trains on the railway line Luleå -Narvik from the mines in Kiruna and Gällivare / Malmberget to the ports of Narvik in Norway and Lulea in Sweden. The name derives from the English word of iron ore for iron ore. This double locomotives can pull 8600 tonne trains that carry 6880 tons of iron ore on the partial hilly routes. The locomotives have an output of 5400 kW twice (two 7342 hp). With a tensile force of 700 kN twice they are among the most powerful electric locomotives in the world. The first double locomotive was put into service in 2000.

• 3.1 Naming

History

1994 were ordered by MTAB, a subsidiary of LKAB mine operator, nine locomotive couples. They were developed by ADtranz in Oerlikon ( Switzerland ) and built in Kassel. The locomotives delivered in 2000 belongs to the family of locomotives Octeon and were sometimes called H 80 AC later Bombardier Traxx as well. They are even in bad weather and only three in operation bogies in a position to comply with the schedules which provide a top speed of 60 km / h for loaded and 70 km / h for empty trains.

It was originally planned to dispose of all locomotives with 30 t axle load and use with the new ore cars from South Africa. However, this met the expectations of MTAB not because they were on the one hand not up to the climatic conditions and on the other hand, the funnel for the altered after the order is placed iron ore pellets had too small a capacity. Thus, the further locomotives were initially obtained with 25 t axle load and couplings for the marketing of the existing old car and later provided with ballast for 30 t axle load. The nine new locomotives had the old Dm3 locomotives to replace, so this would have been scrapped, which could not be implemented because the output of the mine was massively increased due to the large demand for steel in the world market.

In August 2007, the MTAB had ordered four more Lokpaare at Bombardier Transportation, which were delivered in 2010. These locomotives were ordered in terms of the upgrading of the line to Narvik for 30 t axle load and the final separation of the Dm3 locomotives and are used in conjunction with information obtained in the Swedish market new car. The increased production of iron ore mine called for further locomotives, so that in 2011 another four Lokpaare were ordered to be delivered from 2012 to 2014.

Because of their heavy weight, the locomotives were equipped for the transport from the Bombardier plant in Kassel with auxiliary bogies, while the actual bogies were transported isolated on heavy trucks. Also have parts which protrude beyond the G1 gauge, and the ballast is mounted only in Sweden.

The Dm3 locomotives are to be used after delivery of the last IORE series just before the Olivinzügen. This rock of olivine is transported from Narvik to Kiruna and needed for the production of pellets.

Technology

The locomotives are 1400 kN pulling force than the strongest electric locomotives in the world. The double locomotives consist of two identical halves, which, in contrast to the previous series Dm3, even outside a workshop can be separated. They are therefore also be used individually, but this rarely occurs in practice.

Locomotive body

The 18 mm thick sidewalls, together with the 25 mm thick end walls a rigid welded construction, which is further reinforced by molded impact beams and cross beams in the field of secondary springs on the bogies and the transformer.

The heavy steel construction allows the locomotive to exert high tensile forces, and makes them robust enough to withstand high loads such as occur when driving in snow drifts or in collisions with up to 400 -pound moose. The tensile force is additionally increased with ballast, which is arranged in the form of steel plates by the bogies. In addition to the 30 tons locomotive body are two further 3 tonnes heavy ballast parts in the undercarriage in front and behind the transformer, so this is an additional mechanical protection in collisions.

Couplings

The locomotives are equipped with the most used for other vehicles Erzbahn the Russian SA-3 couplers. The first locomotives were the same as the first cars for 30 t axle load with American AAR couplers type F fitted. The locomotives were equipped with 25 t axle load from the beginning with SA-3 couplers, which have been retrofitted to the other locomotives. It first the couplings on the front page, then the couplings between the two Lokhälften were replaced.

Addition, there is on the front of extendable, unsprung auxiliary buffers that allow broken-down trains with UIC train and pushers to push away, to which each locomotive a UIC auxiliary coupling is carried.

Drive and bogies

The locomotives are equipped with water-cooled GTO converter that drive the triple axle bogie with traction motors suspended. The design of the bogies is similar to the Blue Tiger diesel locomotive. Prior to the first axle in the bogie sits a heavy steel bar, which is to ensure in the event of a derailment, the locomotive can tilt to the side. For ease of turning the central axis of the bogies is supported 25 mm laterally displaceable.

As the train control system Automatic Train Control, which is used both in Sweden and in Norway serves. In the cabs GSM-R radio sets are installed.

Facility

Due to the secluded location of the route and the extreme weather, the locomotives are equipped with sanitary facility, special insulation and emergency heating and lighting. In the cab of the locomotive itself also find a hob, a refrigerator and a car radio with CD player. In the engine room the engineer is a toilet available.

Use

On the route to Luleå locomotives come with 30 t axle load and new ore cars used on the route to Narvik were initially only those with 25 t axle load and old ore cars used. With the expansion of the route but all locomotives were converted to 30 t axle load.

Name

All 34 Lokhälften have names for places along the traffic of the iron ore trains route. Initially, each of the successive numbers were coupled to each other, as shown in the table below, due to repairs or upgrades of individual halves they drive now mostly composed arbitrarily.