Israel Railways

Israel Railways (Hebrew: רכבתישראל “Rakévet Isra'el “) is the national Israeli railway company.

Table of contents

route network and vehicle park

of Israel traffic management is strongly affected by the geographical conditions. For traffic favorable levels exist mainly along the coasts, behind it follow in Galiläa and the occupied West Jordan territory mountain courses, which drop further east abruptly to the Jordan ditch.

Due to these conditions the tracks of the Israeli railway run nearly only in the coastal plains and in the northern Negev. The only mountain distance runs from Tel Aviv after Jerusalem. The route network has an overall length of approximately 600 kilometers.

The distances in detail:

Stretch </br> of - after
<center>over <centers>Netanja
- Haifa - Akko this distance originally a continuation over Beirut had explanations Tel Aviv - Naharija Hertzlija - northward; north of Naharija still remainders of the railway tracks exist.
Tel Aviv - Kfar Saba Petach Tikwah - Rosch haAjin -
Rosch haAjin - Lod - goods distance. In former times a continuation had after Chadera.
Tel Aviv - Ben Gurion airport - -
Lod - Rischon leTzion/HaRischonim - -
Lod - Aschkelon Rechowot - Jawne - Aschdod in former times over Gaza and the Sinai further to Egypt.
Aschkelon - Kirjat Gat - goods distance.
Lod - desert Zin Kirjat Gat - Beerscheba - Dimona starting from Dimona only goods traffic. A continuation by the Aravatal until Elat is for a long time in planning.
Dimona - red one - goods distance to phosphate mine and transfer station for minerals of the dead sea.
Beerscheba - north/University of - Beerscheba center - distance from the main line to the bag station in the city centre Beerschebas
Beerscheba - north/university - Ramat Chovav - goods distance to the industrial area Ramat Chovav
(Tel Aviv) - Na'an - Jerusalem pray Schemesch after extensive reorganization since 2005 again completely in enterprise. The distance overcomes on 50 kilometers 700 meters difference in height.

So far in the route network diesel locomotives (altogether about 60 locomotives of different types) are used. The Elekrifizierung of the railway system is planned. For the Intercity-Verkehr 40 diesel electric motor coaches are available. Beside approx. Israel Railways (IR) uses 160 passenger vehicles about 700 trucks.

By the spatial restriction on the levels the railway in Israel hardly played long time a role. It affected itself unfavorably in addition that transnational traffic and is available thus only a very small net is missing. Occasionally insisted only on the distance of Tel Aviv after Haifa all day regular passenger train traffic. A further deficiency was the usually decentralized situation of the stations and the bad integration of the course into the public transportation network.

“Railways 2000 and new Deal”

into the 1990er years was started the program Railways 2000. It has the goal to increase and more traffic volumes on the rail reroute in view of large problems with increasing the individual traffic the value of the railway. With the program “new Deal” goes it particularly around the development of the suburban routes in the region Tel Aviv as well as a further suburban route into Haifa. Within the framework of the programs in the last years many track sections were reorganized, developed and partially again built, reorganized stations and purchased new locomotives and railroad cars. By these measures IR could register substantial increases; on some distances the demand increased within fewer years by a repeated. The number of the courses increased from 80 (in the year 1995, passenger trains per day in the entire net) on 350 (in the year 2001) substantially.

To be reached are in the future further road supports, the sukkzessive electrification of the railroad lines and the integration of the railway into the bus network of the Israeli bus company Egged. By these measures the goods arising is until 2009 on 15 millions Tons increase, the passenger arising could according to a feasibility study until 2012 on 72 millions rise (to the comparison: 1990 carried the IR 7 millions Tons of goods and 2.5 millions Passengers, in the year 2000 the goods traffic lay with approximately 10 millions Tons, it became already 13 millions Passengers counted).

passenger statistics

  • 1950: 1.5 millions
  • 1960: 4.4 millions
  • 1970: 4.1 millions
  • 1980: 3.3 millions
  • 1990: 2.5 millions
  • 1996: 5.5 millions
  • 1997: 5.6 millions
  • 1998: 6.4 millions
  • 1999: 8.8 millions
  • 2000: 12.7 million
  • 2001: 15.1 million
  • 2002: 17.5 million
  • 2003: 19.8 million
  • 2004: 22.9 millions
  • 2005: 26.8 millions

passenger traffic

of not all distance sections of the Israeli railway are used for the passenger traffic. Passenger courses operate between Naharija and Tel Aviv; in addition of Tel Aviv on the distances after Kfar Saba, Rischon leTzion /HaRischonim, Aschkelon, Beerscheba, Jerusalem as well as to the Ben Gurion airport; from Beerscheba a connection exists after Dimona (see more externally left: Map of the passenger courses of the IR).

The only intertown center lines are Naharija - Tel Aviv, Tel Aviv - Beerscheba and Tel Aviv - Jerusalem, the other connections are regional connections. The intertown center line of Naharija was extended in October 2004 up to the again opened station at the Ben Gurion airport. Most important railway junction is Tel Aviv Merkaz (“center”).

The passenger traffic is limited to the weekdays; to T/plate-asked generally no courses operate. In the last years there were substantial increases with the passenger numbers (see. Section “Railways 2000 and new Deal”)

active passenger stations

from the north to the south with (again) opening year in parentheses (information incompletely).

  • Naharija (opening 1945, restarting operation 1950 and 1958)
  • Akko (new building 2002)
  • Kirjat Motzkin
  • Haifa Kirjat Chajim
  • Haifa Hutzot haMifratz (opening 2001)
  • Haifa Lev haMifratz (opening 2001)
  • Haifa Merkaz (center) (opening 1937)
  • Galim (opening 1975) shark-company-asked
  • Haifa Chof hooking sleeve (opening 1999)
  • Atlit
  • Binjamina (opening 1921)
  • Keysarija Pardes Channa (opening 2001)
  • Chadera Ma'arav (west) (opening 1953)
  • Netanya (opening 1953)
  • pickle Jehoshua (opening 1953, renovation and extension 2002)
  • Herzlija (new building 2004)
  • Bnei Brak (opening 1949, restarting operation and new building 2000)
  • Petach Tikwa Sgula (opening 2000)
  • Rosch haAjin Zafon (north) (opening 2003)
  • Hod haScharon Kfar Saba (opening 2003)
  • Tel Aviv Universita/Merkaz haYeridim (university/congress center) (opening 2000)
  • Tel Aviv Merkaz (center) (opening 1954)
  • Tel Aviv haSchalom (opening 1996)
  • Tel Aviv haHagana (opening 2002)
  • Nemal haTe'ufa Ben Gurion (Ben Gurion airport) (opening 2004)
  • Kfar Chabad (new building 1998)
  • Lod
  • Ramla (restarting operation and new building 2003)
  • pickle Schemesch (restarting operation and new building 2003)
  • Yeruschalayim Gan haChayot haTanachi (Jerusalem Biblical zoo) (restarting operation and new building 2005)
  • Yeruschalayim Malcha (opening 2005)
  • Rischon leZiyyon haRischonim (opening 2003)
  • Be'er Ya'akov
  • Rechowot (opening 1920, restarting operation 1991, new building 2001)
  • Yavne (restarting operation 1992)
  • Aschdod Ad Halom (restarting operation 1992, new building 2005)
  • Aschkelon (opening 2005)
  • Kirjat Gat (opening 1960, restarting operation 1997)
  • Beerscheba Zafon/Universita (north/University of) (opening 1956, restarting operation 1997, new building 2005)
  • Beerscheba Merkaz (center) (opening 2000)
  • Dimona (opening 1967, restarting operation and new building 2005)

Haifa

- Naharija, Lod - operate goods traffic of goods trains Jerusalem, Lod - HaRischonim and Tel Aviv - Ben Gurion airport in the entire route network of the Israeli railway apart from the distances (see more externally left: Map of the goods distances of the IR).

Like the passenger traffic the goods traffic increased clearly in the last years. IR transports in the year in the meantime over 10 million tons of goods, above all phosphates, coal and container. For the two seas port in Haifa and Aschdod the railway is an important land bridge.

history of the Eisenbahnverkehrs in Israel/Palestine

of beginnings

the first railroad line in Palestine was built 1890 from Jaffa to Jerusalem; the first course drove 1892. Only in the year 1904 with the distance of Haifa over Afula (in the Jesreelebene) after pray Schean a further track connection opened; it was part of the Hedschasbahn and led finally to Damascus (the distance until 1946 one used; the tracks do not exist any longer). Particularly in the next decade further distances followed, among other things after Beerscheba and on the Sinai. 1919 already existed a connection from Haifa to Cairo.

State of Israel

after the establishment of the State of Israel 1948 was subordinated the railway of the new government. Starting from 1950 regularly passenger trains drove between Haifa, Tel Aviv and Jerusalem. In the year 1965 a new track section between Beerscheba and Dimona was opened; a further section up to the Nahal Zin was taken 1977 in enterprise.

Since the end of the 1980er years the railway system in the course of a long-term traffic planning was purposefully developed. Particularly for the 1990er years several new lines were consolidated opened, clock sequences, which infrastructure and the service improves.

One of the most important development steps was in the year 1993 the connection of the tracks of the north (Haifa) and/or. The south (Lod) in Tel Aviv. No constant track connection existed before in the city, so that no direct journey of Haifa over Tel Aviv was possible after Lod. By the new building of stations and railway tracks along the Ajalon the gap was closed. Also the distance after Haifa was removed; since 1998 it is constantly double-railed. In the same year the ramshackle and hardly used distance was shut down after Jerusalem and it was begun with extensive measures of reorganization, which were locked in the year 2005.

Distances with passenger traffic, which opens in the last years, were partially also again built, are the distances Kfar Saba - Tel Aviv (since 2000) as well as Lod - HaRischonim and Lod - pray Schemesch (since 2003). In October 2004 the new connection to the Ben Gurion airport was opened. On the distance sections Aschdod - Aschkelon and pray Schemesch - Jerusalem was again taken up regular passenger traffic in April 2005. The recent distance with passenger traffic is Beerscheba - Dimona; there regularly regional courses drive since December 2005.

planning

future planning plans a further expansion of the railway system and passenger traffic. The map of the passenger traffic of the IR gives an overview of the next extensions in the year 2010. Initially the solid investments in a Fünfjahresplan were planned 2003-2008. In the year 2006 was decided to extend and by some important projects to extend the investment program around three further years. The investments between 2003-2011 amount to 30 billion new Israeli Schekel. Following distances and alignments are in the discussion or in planning (only partly in the map contain):

in the building

  • new building of a high-speed distance of Tel Aviv over the Ben Gurion airport after Jerusalem until 2009. If this distance is carried out, for it 40 kilometers of rails are again shifted, 15 kilometers of it in tunnel. In Jerusalem the station as U-Bahnhof in the proximity of the central Egged - bus station one implemented. Possibly the distance is extended underground later over a station with the independence park close of the old part of town up to the old Jerusalemer station.
  • New building of a distance after Modi'in of the new, under construction distance Tel Aviv Jerusalem branches itself (2007).
  • New building of a distance between Tel Aviv - HaHagana and Aschdod (Paleshet) along the city boundaries of Holon and asked Jam, by the western part of Rischon leTzion and to the west of Jawne.
  • Straightening and twin-track extension of the distance Lod - Na'an and Na'an - Beerscheba.
  • Twin-track extension of the distance Kirjat Motzkin - Naharija
  • building of a distance section within Kfar Saba (of Kfar Saba Hod haSharon after Kfar Saba Sokolov, 2 km).
  • Twin-track extension of the distance Tel Aviv - Kfar Saba
  • additional station in Petach Tikwa (Kirjat Arje).
  • New station with Lehawim.
  • New station with Lod (Gannei Aviv).
  • Gleisbogen between the distance Lod - Rosch haAjin and Ben Gurion airport - Jerusalem/Modi'in.

in the building in foreseeable time (part investment program of the 2003-2011)

investment program 2011-2020 (primary planning)

long-term planning

on the left of

 

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