From to it was operated in two different technical systems: the port and the feed line: The tracks in the port of Kirkenes were each equipped with two conductor rails inwith which the locomotives lindås singel under a voltage of ± V.
This two-pole system was chosen because an electrical overhead line would have got in the way of the port cranes' work.
The electrical equipment - including the locomotives - was supplied by the Siemens-Schuckert works. The first two locomotives with the Bo wheel arrangement were procured in and mechanical part from Hanomag and were given the numbers 1 and 2. The last locomotive on the port railway, No.
During the First World War it was decided to electrify the supply line to the mine, which was done until As early astwo larger Bo'Bo 'locomotives from SSW and Skabo jernbanevognfabrik were delivered for this purpose, also marked with the numbers 1 and 2, but used exclusively on the supply route.
The power consumption via a rail turned out to be very problematic on the supply route, since with this technology contact with the sanding shoe was often not ensured under heavy snowfall. The contact wire voltage here was V. In the s, a number of Bo locomotives were procured for the supply route, which, in addition to the central pantograph, had a smaller pantograph on both sides, mm off-center.
Norsk Tipping-ligaen avdeling 2:
In another two Bo'Bo 'locomotives followed for the supply route. After the Second World War, the port facilities and the railway were restored.
Passengers were carried until the s. Two passenger cars from the early days of the railway are parked in Bjørnevatn.
Bjørnevatn's iron ore mine was closed in and the railway was shut down. Second operating phase — As the price of steel rosethe mining operations and the railway line were reactivated in by the new owner, the Australian Northern Iron Limited.
The line was operational from March and operations began on September 2, A G BB from Vossloh was used. She commuted on the route with a train from self-unloading wagons.
The locomotive was always at the north end of the train. The car at the southern tip of the train had a cabin for a route observer.
The line was the northernmost operating railway in the world until and was then replaced by the Obskaja — Karskaja railway in Russia. Due to falling raw material prices, the mine and railway were shut down again in and one of the locomotives, the MAK G BBVossloh delivery numberwas sold to the Norwegian construction company Taraldsvik ASwhich, after installing the Norwegian train protection system in front of construction trains on the Norwegian section of the Luleå— railway line.
Finnmarksløpet foretar en stor investering
Narvik Ofotbanen starts. In September50 to 60 employees started to remove the remaining ore in view of a possible reopening in A collision between the remaining locomotive and an singel i bjørnevatn excavator ended operations on November 25, because no reserve locomotive was available.
In summera new mining company applied for a mining license. It is planned to resume mining operations in spring Expansion plans Second World War During the German occupation of Norway there were plans to connect singel i bjørnevatn Kirkenes — Bjørnevatn railway with the Norwegian rail network due to military considerations. A start was made to close the existing gap of around km with the polar orbit to the Nordlandsbane by pushing the head of the Nordlandsbane northwards.
The work was stopped at the end of singel i bjørnevatn war, without the systems ever being connected. Extension to Russia After it was considered the route to the Russian Nikel to extend the km only 40 remote from Kirkenes enslig i nord-aurdal its ice-free port to the recovered there nickel ore to export, without the congested ports of Murmansk km and Arkhangelsk use to have to.
Connection with Finland In there were considerations to connect Kirkenes to the railway network via Rovaniemi. Realization would be possible after OsloISBNpp.