The main traffic is up to 12 daily freight trains operated by Malmtrafik that haul iron ore from Sweden to Narvik.

During World War II, the ore traffic stopped because of the Battles of Narvik and the bombing of the town.

The same year, ownership of the railway line was transferred to the newly created Norwegian National Rail Administration.

[5] CargoNet operates two daily container trains from Alnabru Terminal in Oslo, Norway, named the Arctic Rail Express (ARE).

[9] In 2020 a local summer seasonal passenger service, called The Arctic Train[10][11] started between Narvik and Bjørnfjell and back.

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.

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).

[18] During the 1960s, LKAB again decided to increase the need for transport,[16] and NSB ordered six El 15, with a power output of 5,406 kilowatts (7,250 hp).

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.

While SJ had several times during the 1980s agreed to reduce their rates, NSB had not offered the same, and was making a profit of NOK 60 to 70 million per year.

LKAB had sent an application to Swedish authorities for permission to take over operations, and had received positive feedback from SJ.

[24] In February 1992, a report ordered by Kiruna Municipality recommended that LKAB, SJ and NSB create a common company to operate the ore trains.

At the same time, SJ stated that the consequence of LKAB taking over operation could be that passenger trains on the lines would be terminated.

[26] The following day, SJ and NSB stated that they were considering establishing a joint venture that would take over the operations of the ore trains.

[30] In September, Norwegian Minister of Transport and Communications Kjell Opseth from the Labour Party, stated that it would be "unfortunate" if LKAB should take over the operations.

[33] In October the Swedish Ministry of Communications gave the final permission for LKAB to take over operations in their own right.

On 26 October, SJ and NSB signed a new five-year contract with LKAB where the latter would purchase transport services from the two state railway.

[34] In 1993, SJ and NSB started operating the Arctic Rail Express (ARE) from Oslo to Narvik via Sweden and the Ofoten Line.

[39] By February the negotiations were in a deadlock, and SJ and NSB stated that they were issuing an invitation to tender for a new class of locomotives.

[40] In March, LKAB again applied for permit to operate their own trains in Norway and stated that they would only join a joint venture if they were the majority owner.

[44] In December, Kjell Opseth created a committee under the ministry, led by State Secretary Torstein Rudihagen of the Labour Party, which would look at the reorganization, thus postponing the date of the start of operations.

The report also showed that 55 jobs would be lost in Narvik and that the Norwegian Railway Inspectorate had concerns regarding the safety of LKAB's operations.

At the same time, the state would give Narvik Municipality economic support and lots for commercial development.

NSB's workshop and depot were to be transferred to a new company, Norsk Verkstedindustri, which was intended to create new jobs in Narvik.

[52] In 1998, LKAB estimated a gradual 35% increase in production until 2005, and demanded that the track owners grant sufficient funding to upgrade the lines from 25-tonne (25-long-ton; 28-short-ton) to 30-tonne (30-long-ton; 33-short-ton) maximum permitted axle load.

[54] In addition, heavier trains would have to be longer, so sufficient passing loops would have to be upgraded to 790 metres (2,590 ft).

[55] In March, LKAB awarded the contract to build 750 new 100-tonne hopper cars to Transnet of South Africa, after among others Norsk Verkstedindustri had been considered.

From 15 June, Ofotbanen took over all passenger transport on the line, including employing all former NSB employees in Narvik.

[75][76] By 2009, sufficient passing loops had been built along the whole line from Narvik to Luleå to allow all trains to operate with full capacity.

This will increase the capacity from 28 to 33 million tonnes per year, and at the same time reduce the number of departures per day from 21 to 15.