Israel Railways Ltd. (Hebrew: רַכֶּבֶת יִשְׂרָאֵל, Rakevet Yisra'el) is the state-owned principal railway company responsible for all inter-city, commuter, and freightrail transport in Israel. Israel Railways network consists of 1,138 kilometers (707 mi) of track. All its lines are standard gauge but some were originally built to other gauges and later regauged. Electrification began in 2018 with the new line to Jerusalem and there are ambitious plans to electrify the entire network at 25 kV 50 Hz supplied via overhead line. The network is centered in Israel's densely populated coastal plain, from which lines radiate out in many directions. In 2018, Israel Railways carried 68 million passengers.
Unlike road vehicles and city trams, Israeli heavy rail trains run on the left hand tracks, matching neighboring Egypt and other Middle Eastern countries, whose formerly connected rail networks were constructed by British engineers. Those lines that formerly crossed Israel's borders were severed during the Israeli War of Independence and there are As of 2024[update] no international train lines or services to or from Israel.
There are 66 stations on the Israel Railways network, with almost all of the stations being accessible to disabled persons, with public announcement and passenger information systems, vending machines and parking.
Bicycle policy
Bicycles are permitted on trains in designated coaches.
Israel Railways encourages people to use bicycles by building a double-deck parking for bicycles in every railway station and by allowing people to take bicycles with them on trains to minimise the need for private cars.
Smoking
In Israel, smoking is prohibited in public enclosed places and in commercial areas. Although smoking in railway stations is allowed in designated areas, the sale of tobacco from automated vending machines is prohibited.
Schematic diagram of Israel Railways passenger servicesRegional map of past and present railway lines
Israel Railways currently operates 15 passenger service lines.[8] These can be broadly subdivided into inter-city lines, which connect two or more of Israel's major metropolitan centres (Tel Aviv, Jerusalem, Haifa, and Beersheba), usually skipping some of the intermediate stations, and commuter lines, centered on one metropolitan area and serving all stations on the line. However, Israel Railways no longer officially uses this classification.
The flagship project of Israel Railways is the construction of an improved rail line from Tel Aviv to Jerusalem. The line began as an extension of the current railway to Ben Gurion Airport and Modi'in, and terminates in a new underground station beside the Jerusalem Central Bus Station. An additional proposal will connect Modi'in to Jerusalem if built by connecting to the aforementioned line.[9] The project of electrification, starting with the new Jerusalem-Tel Aviv line is ongoing with plans to eventually electrify all or most of the network.
A 23.5 kilometres (14.6 mi) line from the city of Acre, on the Mediterranean coast, to Karmiel was completed in March 2017. However, this tract bypasses Acre and does not make a stop there; it is planned to be extended north to the north-eastern town of Qiryat Shemona, with future stations also planned for Jadeidi-Makr and Majd al-Krum, though there is no timetable for construction. This line will be fully electrified.[10][11]
In 2011 the reconstruction and expansion of the 60 kilometres (37 mi) long, formerly abandoned Jezreel Valley railway line connecting Haifa and Beit Shean (near the Jordanian border) started. This was completed in 2016. There has been talk of further extending the line to Irbid, in Jordan (to allow a direct freight connection from Jordan to the Mediterranean Sea); however, no decision has yet been made on this matter. Another proposed extension under discussion would connect the reconstructed Jezreel Valley railway at Afula to Tiberias.[13]
In May 2017, an extension of the railway from Arad via Kuseife was approved. The line would connect to the existing Beersheba–Dimona rail line at the proposed new station at Nevatim.[14]
Rolling stock
Israel Railways currently owns a total of 193 locomotives, 717 passenger cars, and 110 MU trainsets.
Bo-Bo.[16] Israel imported 23 from EMD 1954–62 and captured four more from Egyptian National Railways in the 1967 Six-Day War. Some have been withdrawn and one (No. 107) is now in the Israel Railway Museum in Haifa.[17] No. 106 was withdrawn after sabotage. Nos. 119 & 123 withdrawn after incidents. No. 130 never in service due to Six-Day War.
Number 701 is an original EMD unit delivered in 1989. In the mid-2010s Israel Railways purchased thirteen units from NRE which were completely rebuilt by TŽV Gredelj from 11 Croatian RailwaysHŽ series 2062 GT26 units plus 2 new frames and designated as NGT26CW-3 variants. They were delivered to Israel Railways between August 2015 and December 2017 and numbered 710–722.
Siemens won tender in September 2017.[19][20] Tender called for two basic double-deck sets: 15 short (composed of 4 cars) and 45 long (6 cars). First delivery, consisting of three sets, took place in November 2020.
2019
Carriages
Israel Railways owns a total of 717 passenger cars.
Three types: standard coach (901-953[25]), standard coach with wheelchair accessible toilets (825-849[25]) and DVT with diesel generator (801-814[25]).[26] First stock in service on 8 March 2009[27]
Further coaches were ordered from Bombardier in 2010.
2011
72
Ordered in 2012 and delivered from the end of March 2014. Similar in overall appearance to previous DDPP sets but capable of higher speeds and advanced safety measures (although previous Bombardier DDPP sets were later upgraded to these standards). First rolling stock capable of operating on Israel Railways' 25 kV 50 Hz electrified lines.
2014
93
Twindexx. Similar in overall appearance to previous DDPP sets. Sixty Ordered in 2016 and a further 33 in mid-2017.
2018
48
Twindexx. Similar in overall appearance to previous DDPP sets. Electric operation only (no diesel generator installed in control car). Ordered in late 2017.
2019
74
Twindexx. Similar in overall appearance to previous DDPP sets. Ordered in May 2019.
5 captured during 1956 Israeli invasion of Sinai on the former Palestine Railways main line between El Kantara East and Gaza: numbers 546, 550 and 557 (NBL) and numbers 607 and 613 (Borsig). 4 taken into stock and used them around Lod in central Israel for 1–2 years. Withdrawn and scrapped in 1959.
Series around 70513. Taken over from Palestine Railways. Last went out of service in 1958. One (the 24th) stranded 8F, 70372 (NBL works no. 24680), on a small section of the main line near Tulkarm on the West Bank side of the 1949 Armistice line.It remained there, increasingly derelict, until after the 1967 Israeli 6 day war. The Israelis finally removed and scrapped it in about 1973. A similar 8F (a Turkish TCDD 45151 Class locomotive) preserved at Be'er Sheva Turkish railway station and numbered 70414.
BoBo locomotives series 101-103, fitted with EMD 3RSW engines. In service until 1998.[31] First diesel locomotive in IR's service. 102 locomotive is preserved.
Series 211–228. Similar to DB Class V 60. In the mid-1960s, the Esslingen factory was closed. As a result, some almost-new locomotives were cannibalised for parts.[32] One example preserved at the Railway Museum and another at the Jezreel Valley railway heritage site in Elro'i.
Co-Co. During the Six-Day War Israel captured Egyptian Railways 3304, 3329 and 3361 which were appropriated into Israel Railways stock as numbers 301–303, later 161–163.[33] All have now been withdrawn from service but 163 (formerly ER 3361) is preserved at the Israel Railway Museum.
Series 261–263. Primarily used for shunting. Withdrawn from service in the early 2020s. One placed on static display near the historic Petah Tikva railway station.
Similar to German VT08. 3-car sets (powered coaches 1-12, intermediate coaches 1-12, driving coaches 1-12), some later extended to 4-unit sets (with intermediate coaches 13-22).[34] In the early sixties converted to non-powered coaches in push-pull service because of high maintenance costs. Withdrawn in 1979. Some carriages continued in regular services from 1992 until nineties as 111–117.[31] One trailer should be preserved by the Country Museum in Tel Aviv
The introduction of IC3-trains in the early 1990s marked the beginning of a political recommitment to major improvements in the services of Israel Railways.
Each IC3 set is composed of 3 cars and multiple sets may be joined together. Sets 42-50 purchased from SJ in 2005. 31 was scrapped after an incident near Revadim on 10 August 2006.[39] 19, 21, 25 possibly out of service. 01 is now in the Israel Railway Museum.
Series 601–643, delivered in several batches between 1964 and 1972. 601-615 in 1964, series 616-625 in 1965, 626-633 in 1966, 634-637 in 1971 and 638-643 in 1972. Coaches 631, 632 and 633 were fitted with buffets. 610 converted to half passenger carriage, half generator car. Some other were converted to full generator carriages.[41][42] 621 in 2009 used as office in red colors in Bnei Brak.[43]
Bought from SNCF in 1994 (Series 91-98) to create superfuous coaches for refurbishment by HaArgaz.[44] Original 1st class A9TJ-mainline carriage U64. Declassified to B10 1/2TJ in eighties. Scrapped in 2006.[45] 1 preserved in Railway Museum.
Bought from British Rail in 1977 (Series 681-688 (ex BR 5567, 5570, 5575, 5580, 5588, 5593, 5606, 5612) and retro-fitted with air conditioning equipment at Wolverton Works.[46] 1 preserved at Railway Museum.[31][47] In 1989, restaurant chain Apropo bought 5 Mk1 (BR 3947, 7675, 18768, 84338) and 1 Mk2 (5250) and shipped these to Israel, never to be used.
Assembled in Israel by Haargaz and were the first push-pull carriages operated by Israel railways. In August 2022 Israel Railways announced they were pulling the Alstom Modo from service starting September 2022.[48] Driving Coach 302 is preserved on display at Railway Museum.
1996-1997
Organizational structure
This section needs expansion. You can help by adding to it. (January 2018)
The company is headed by a chief executive officer. It has two subsidiaries: a real estate development company, and a freight rail company. The main organization has five operational departments: freight, infrastructure, rolling stock, passengers and development.[49]
In 2017, Israel Railways founded a Tunnels Unit that is responsible for the daily operation of railway tunnels, including lighting, air circulation, etc. and managing emergencies.[50]
Performance
The passenger number history (in millions) is as follows:
^a In contemporary shekels – not adjusted for inflation
Notable accidents
On 26 December 1963 two passenger trains on the then single-track main line linking Tel Aviv and Haifa collided head-on at Bet Yehoshua just south of Netanya.[67] The northbound train had passed a red signal and its locomotive rode over and crushed the locomotive of the southbound train.[68] None of the coaches was derailed but a coupler broke in the northbound train detaching the rear three coaches.[69] The continuous train brake should have then automatically stopped the detached coaches but it had not been connected properly so they started to roll back southwards.[69] 55 people were injured but only three seriously enough to be detained in hospital.[69] The two head-end crews survived but their locomotives, EMD G12s 105 and 118, were destroyed.[69]
HaBonim disaster: On 11 June 1985 a train collided with a bus carrying school children, killing 19 children and 3 adults, near moshavHaBonim.[70]
On 21 June 2005 an IC3 train crashed into a freight truck near kibbutzRevadim, killing 8 and injuring 198.[71]
8 July 2005, a train collided with a truck between Kiryat Gat and Ahuzam, resulting in the death of the train driver and 38 injuries.[72][73] In February 2012 a plea bargain had been set[74] for the Revadim crash.
On 12 June 2006 a train crashed into a truck near Beit Yehoshua, killing 5 and injuring from 77 to over 80.[75][76]
On 27 December 2009 a train crashed into a car near Kiryat Gat. The driver proceeded without regard to the train checkpoint on the road. The train struck his car and he was killed.[77]
On 5 August 2010 a train crashed into a minibus near Kiryat Gat, killing 7 and injuring 6. The minibus was hit at 19:05 GMT+3 on Route 353, apparently as it tried to pass over a level crossing.[78][79]
On 28 December 2010 a fire started in a train near kibbutz Yakum, probably because of a short circuit, injuring 116.[80]
On 7 April 2011 two trains collided frontally near Netanya, injuring 59.[81]
On 4 October 2013, two men walking along railroad tracks in the Emek Hefer valley industrial zone were killed by a train.[82]
On 18 December 2013, a Beersheba-bound train collided with a group of camels walking along railroad tracks at the Segev Shalom Junction in the Negev, killing 14 camels. The incident caused massive delays in train traffic.[83]
On 29 December 2013, an Israel Railways worker was run down and killed by a train near Lod.[84]
On 15 March 2016, an Israel Railways locomotive crashed into freight wagons, injuring 6.[85]
Jezreel Valley railway (1905-1948), segment of the Haifa–Dera'a Line which connected the Hejaz Railway to the port of Haifa
Railway to Beersheba or the 'Egyptian Branch', Ottoman WWI line headed towards the Suez Canal; two lines: (Lidda–) Wadi Surar (Nahal Soreq)–Beit Hanoun, and Wadi Surar–Beersheba
Mandate Palestine & Israel railways
Palestine Railways, government-owned company and rail monopolist in Mandate Palestine (1920-1948)