Israel railways timetable in Russian. Israel railways
The Israel Railways has a very clear website. I give you a link directly to the Russian version of the site.
The site is in Russian and is easy to use.
Let's, for example, try to see the ticket price and train schedule so that you can get from Ben Gurion Airport to Haifa.
The railway station at the airport is called the station Ben Gurion Airport.
In Haifa Railway passes through the city along the sea and there are several stations. The station you want is called "Haifa-Merkaz-Central"... Word merc a s in Hebrew means Centre.
Select on the site destination station and departure station.
The site will give you a list of trains going from the airport to Haifa to your station between 18:00 and 20:00. That is, an hour before the time you specified and an hour later too.
There will also be two red buttons, by clicking on which you can view earlier and later trains. In Israel, trains usually run on schedule. You will also be able to see which trains go directly (you do not need to change trains) - this is written next to each train in the timetable.
Select the train you want.
You will receive a page showing the ticket price, the arrival time of the train in Haifa and the duration of the trip.
You take a ticket for an adult. Discount tickets- for citizens of Israel.
Israeli Railways (Hebrew - רכבת ישראל, Rakevet Israel) is a state transport company that carries out interdistrict (bane ironi) and suburban railway communication of passenger and freight trains on the territory of the state of Israel.
The movement of trains, including passenger ones, is carried out around the clock, with the exception of Saturdays and religious holidays. Since 2003, Rakevet Israel is a 100% state-owned company under the direct supervision of the Israeli Minister of Transport. The railway network is about 750 km long and has 45 passenger stations. In addition to the existing and under construction sections of the railway network, there are long abandoned and unused sections. A standard track of 1435 mm is used. The operating lines run through the densely populated coastal, northern, central and some southern regions of the country. The lines use both single-deck and double-deck carriages, driven by diesel locomotives.
The center of the system is the city of Tel Aviv, from which four railway stations can be reached in any direction. Unlike road transport, Israeli railways use left-hand traffic.
Passenger lines:
- Nahariya - Haifa - Tel Aviv - Ben Gurion Airport - Modiin Merkaz (intercity).
- Nahariya - Haifa - Tel Aviv - Beer Sheva Merkaz (intercity).
- Tel Aviv - Beer Sheva Merkaz (intercity).
- Haifa - Kiryat Motzkin (suburban).
- Binyamina - Netanya - Tel Aviv - Rehovot - Ashdod - Ashkelon (suburban).
- Od Hasharon - Tel Aviv - HaRishonim (suburban)
- Beer Sheva Tsafon - Dimona.
- Jerusalem Malha - Beit Shemesh - Od Hasharon (intercity / suburban).
Information and Customer Service Center * 5770 is a call center for Israel Railways passengers.
In the information center, you can get data on train timetables, travel costs, access to stations and trains, and so on.
Israel is a small country - only 400 km in length, but an extensive railway network operates here. And although the railway has existed since the time of the British Empire, when the first branch from Jaffa to Jerusalem was built, the main peak of the development of the system falls on the very end of the last century - our time. Now the network is about 750 km long and has 54 passenger stations. In addition to the existing and under construction sections of the railway network, there are long abandoned and unused sections.
Israel Railways operates 24 hours a day, carrying both passengers and goods, with the exception of 26 hours on Shabbat and religious holidays. Although, on December 14, 2013 - due to the complete blockage of highways around Jerusalem (due to snow blockages and flooding from Hurricane Alex), for the first time in Israel's history, the Ministry of Transport decided to run free trains on Shabbat at 11:00 and 14 : 00 from Jerusalem.
01. In cities, the tracks are lowered below ground level and run in conjunction with highways, which reduces the effect of rupture of urban tissue: 
02. Typical station in cities: 
03. Intercepting parking lots at railway stations are widespread, and not only for cars: 
04. Correct wheelchair spaces with space for door opening: 
05. The stations are combined with ground transport: 
06.
07. Exit from the terminal, for me it remained a mystery why they put a spinner at the exit: 
08. As elsewhere in Israel, guards will stand at the entrance and inspect things, and they told me there that it was forbidden to take pictures of the station. Well, how is it impossible, when in fact it is possible and even necessary?) 
09. The machines themselves are in several languages, but the signatures were not duplicated: 
10. Yes, and ads without dubbing, although there are three main languages in Israel: Hebrew, Arabic and English 
11. Stations are small: 
12. Trade is present, but without fanaticism: 
13. Train Master Station Master: 
14. A small waiting room, immediately descending down to the platforms: 
15.
16.
17. Exits to the platform with escalators and elevators: 
18.
19.
20.
21. But there are some secondary exits in the form of stairs: 
22.
23. Platforms, clean, simple, but cute and cozy: 
24.
25. Everything is fine with the scoreboard, it's just that the blinking frequency is high: 
26.
27. The tracks that I saw were not electrified, so the cars are pushed by diesel locomotives and diesel trains. Mostly used are trains of Bombardier double-deck cars (147 units), 48 systems of Danish IC3 diesel trains manufactured by ABB Scandia, there are new low-floor Viaggio Light trains of the German concern Siemens and 37 Alstom JT42BW diesel locomotives. Recently (2011), new diesel locomotives Vossloh EURO 4000 have also been put into operation. 
Vossloh EURO 4000 diesel locomotive drags Bombardier cars
28. We were lucky to ride only two-story "Bombardier": 
29.
30. Tambour and Tanya, she skated me, for which many thanks to her) 
31.
32. The first and second floors are no different: 
33. There are sockets above each table, there is also Wi-Fi on the train: 
34. ... and garbage bags: 
35. Scheme of a line in a carriage: 
36. The train includes carriages for disabled people with toilets: 
37. In addition, there are carriages for transporting bicycles, but either we did not understand something, or this carriage is combined with a disabled person: 
38. By the way, cool bike hooks: 
These are the trains in Israel, I hope you enjoyed it!
Rail transport in Israel is quite developed and covers coastal, northern and central areas country. Southern regions less accessible for train travel. There are no trains to the city of Eilat, in the south of the country, and to Galilee and the Golan Heights in the north. On some routes, double-decker cars are used. The downside of Israeli railways is the small number of stops and their often large distance from city centers.
Attention! Trains are closed on Shabbat (Saturdays) and public holidays.
BY THE WAY. Israeli railways use left-hand traffic as opposed to road transport.
Official website of Israeli Railways: www.rail.co.il
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Train directions in Israel
The center of railway communication in the country is Tel Aviv.
- Ashkelon - Tel Aviv
- Binyamina - Tel Aviv
- Hod Hasharon - Tel Aviv
- Nahariya / Haifa - Tel Aviv
- Haifa - Kiryat Motzkin
- Yavne - Rishonle Zion
- Beit Shemesh - Jerusalem Malcha
- Beer Sheva - Tel Aviv
- Beer Sheva Tsafon - Dimona
You can see the diagram of the railways with all stations and transfers.
Train classes in Israel
Unlike many countries in the world, Israel has only 1 class of passenger cars, which corresponds to the German II class. All trains are comfortable and equipped with air conditioning, tables near the seats. The trains sell drinks and snacks such as sandwiches.
The cost of train tickets in Israel
The cost of a ticket in Israel depends on the chosen destination. You can buy train tickets at ticket offices and ticket machines. Ticket control is carried out at the entrance and exit to the platform using a turnstile, so the ticket must be kept until the end of the trip.
The greatest convenience of the railways in Israel is that the ticket is bought not for the train, but for the route from point "A" to point "B". This allows you to change trains from train to train within the paid route. You can pay for tickets in cash or by credit card.
In addition to one-way tickets and round-trip tickets, there are monthly passes and combined train-bus tickets for 24 hours.
Ticket rates
- Tel Aviv - Haifa from 24.5 shekels (about 230 rubles) - travel time 1 hour
- Tel Aviv - Jerusalem from 19 shekels (about 170 rubles) - travel time 1 hour 20 minutes
- Tel Aviv - Beer Sheva from 25.5 shekels (about 230 rubles) - travel time 1.5 hours
- Nahariya - Beer Sheva from 63 shekels (about 570 rubles) - travel time 3 hours
You can find out more about the cost of tickets.
The penalty for travel without a ticket is equal to the cost of three tickets from the beginning of the route to the station where the "hare" was caught. Also, in addition to the fine, it will be necessary to pay for the train ticket itself. Tickets are checked by train inspectors.
Somehow I came across (it was in the "pre-Internet" times) an article by one, if I may say so, an expert. It is even more correct - one "expert". The article strenuously argued that the railway is the most unprofitable transport, etc. Generally nonsense.
For even such a microscopic country as Israel has its own railway.
The station attendant in the old-fashioned uniform. In the background, the first IZD logo is visible
In fact, the history of the railway in Israel can be divided into two periods - before 1948, and after 1948 - when Israel became an independent state (UN General Assembly Resolution No. 181 of 11/29/1947).
Currently - Israel Railways ( רכבת ישראל, Rakevet Israel ) Is a company with 100% state capital and is under the jurisdiction of the Ministry of Transport. Track - 1435 mm (Stephenson's). There is no electrification. The length of the main tracks is 750 km. There are also many abandoned and dismantled areas. Dorga does not come out on the territory of neighboring states. The same feature is that left-hand traffic is accepted on the railway (on highways in Israel, right-hand traffic). The center of the system is Tel Aviv. The city has four stations, from which passenger traffic is carried out in all directions. Freight traffic is mainly focused on the transportation of bulk goods from the Negev desert and the Dead Sea region, as well as container transportation between the ports and cities of the country.
The first line was laid in 1892 on the route Jaffa - Jerusalem. The length of the line is 82 km. The line was built under the patronage of Turkey.
First train at a station in Jerusalem, 1892
Station in Jaffa, 1891
In general, the railway was originally part of the Palestinian Railway, which passed through the territory of present-day Israel, connecting the Port of Tripoli on the Mediterranean with the Suez Canal in Egypt. In 1912, France builds the Baghdad Railway in order to connect the port of Tripoli with the city of Aleppo in the territory of modern Syria. Already during the Second World War, the line was extended to Damascus. The created system (the creation of which began before the First World War) actually connected the entire Middle East region.
During the War of Independence, as a result of hostilities, the integrity of the system was compromised. In particular, a bridge on the border with Lebanon was destroyed, bridges over the river were blown up. Yarmouk (1946). At present, the remains of railway structures can be seen throughout Israel, Lebanon, and Jordan.
In 1915, a second line was built for military purposes (Turkey) from Afula to Beer Sheva and Sinai Desert... Historically, it so happened that, in fact, until 1950 (the end of the war of independence), there was no regular passenger service on the railways in Israel. Also in 1915, the main "backbone" of the system was actually formed. Subsequently, most of the changes were reduced to the closure of any lines (due to a change in the military and political situation in the Middle East), as well as a change in traffic schedules due to the introduction of new cargo and passenger routes into the schedule. The second "leap" in railway construction has been observed already in the 2000s - in 2004, the Tel Aviv - Ben Gurion Airport line was built (the main air gate"countries), 2005 - the section Beit Shemesh - Jerusalem was opened after the reconstruction of Malha and Ashdod ad Halom - Ashkelon, Beersheva Tsafon - Dimona, 2006 - the section to Kfar Saba was opened, in 2007 - the Tel section -Aviv - Paatey Modiin, which in 2008 was extended to Modiin Merkaz.
also in last years restoration of historical buildings and structures is in progress. In particular, the railway station in Jaffa, Haifa (Haifa Mizrah station) has been restored, work is underway to support the current state and restoration of various facilities in Israel 1.
Railway station building at Haifa-Mizrah station. This building houses the Valley Train Museum.
Station building in Jaffa. The restoration work was completed in 2007-2008.
Planned development
In 2000, a development plan for "Rakevet Israel" until 2001 was also adopted. According to it, it is planned to build lines connecting operating stations in different directions Beer Sheva and Ashkelon, to extend the line from Dimona to Eilat. In 2007, 300 million shekels ($ 71.5 million) were allocated for the construction of a line to Eilat. At the moment, a section of 200 km is unfinished. At a cost of about $ 1 million per kilometer. The company also plans to build an electrified section to a new railway station in Jerusalem (via Modiin), a significant part of which will be laid in long (20 km) tunnels. And also electrify 420 km of existing tracks. Again, the outbreak of the global financial crisis is making adjustments to these plans. Also, a lot of problems for designers are delivered by "green" ones that require a radical revision of the electrification project. All these reasons so far postpone the electrification of the IR lines for an indefinite period.
Rolling stock
Currently, the rolling stock does not differ in variety, but at the same time it meets the needs for the transportation of passengers and goods.
In the passenger service, trains of two types are used - diesel train IC3 of the Danish company ABB Scandia (currently part of the Bombardier concern) in cooperation with Alstom (France), CAF (Spain), Siemens (Germany), Firema Transporti (Italy), AnsaldoBreda (Italy) and double-deck carriages from Bombardier. The Alstom JT42BW-769 diesel locomotive is used as a traction for such trains. It should be noted that this is one of the most common diesel locomotive models of the French company in the Middle East.
Israeli Railways IC3 train at the platform
Cargo terminal and platforms for transporting containers
Unlike traditional diesel trains, this one actually represents, as it were, a section of a longer train. Its design is such that, if necessary, two or more sections are connected, and the driver's cabin is converted into a transitional vestibule - the driver's console is made reclining. The rubber "nose" starts to work as a seal. IC3 series trains operate on the railways of many European states... The compositions of this series were produced from 1989 to 1998, after which they were replaced by the IC4 and IR4 series. The length of the section may vary depending on regional standards (for example, in Spain - 2 cars, in Denmark - 3). Israeli railways use standard three-car sections.
Manufacturer - ABB Scandia (Bombardier)
Years of construction - 1989 - 1998
Power plant - diesel, 4х294 kW
Transmission type - Mechanical
Operating speed: 180 km / h
Section length: 58.80 m
Width / height: 3.10 m / 3.85 m
Base - 17.73 + 2.50 / 2.70 m
Body material - Aluminum
Service weight - 97.0 t
Number of seats - 1st class: 16, 2nd class: 122 + folding seats: 6
The maximum number of sections - 5
Front bulkhead with the driver's control panel in a position when two sections are linked into one train
Diesel train Siemens Viaggio Light began arriving in 2007. The trains are designed to operate on commuter lines and to replace the already aging IC3.
A distinctive feature of Viaggio Light trains is a low floor, which made it possible to abandon steps in the vestibules. This arrangement also made it possible to equip all vestibules with a special lifting device for wheelchair users Trainlift TR 450. Currently, Viaggio series cars are also presented on the European market 3. Another feature is the absence of an additional diesel generator unit for powering car air conditioners (the presence of such a unit is a distinctive feature of trains operating in hot climates). Also, the difference between the Israeli configuration is the absence of an automatic coupler (unlike trains of the IC3 series). This "step back" is due to the fact that, with the exception of the IC3 series trains, the entire rolling stock of IR is equipped with a "turnbuckle" coupling.
These cars were designed specifically for participation in the competition announced by IR for the creation of new trains that can replace the IC3 and Bombardier trains on the lines. As a result of winning the tender, Siemens was awarded a total contract for the supply of 585 Viaggio Light wagons in the amount of 4 billion new Israeli shekels (NIS), which at the current exchange rate would amount to 725 million euros. By the beginning of 2009, Simens had already delivered 87 wagons to Israel, which is 700 million shekels (NIS). The first tests of the cars took place in the first half of 2008 on the roads of Switzerland and in the region of Graz, Austria. In June 2008, the first wagons were delivered to the port of Ashod.
Unloading the head carriage in the port of Ashod
Specifications:
Length: head car - 25600 mm, trailed - 26100 mm
Width - 2800 mm
Height - 4350 mm
Floor height from the ground in lowered / working position - 1030/1250 mm
maximum train length - 10 wagons
Transmission (head car) - diesel-electric
Distance between bogie jacks - 19000 mm
Cart:
Type - SF300-R / 3S
Cart base - 2500 mm
Wheelset diameter - 920 mm
Brake system:
Type - disk with pneumatic drive
Number of brake discs per axle - 3
Maximum operating speed - 160 km / h
Passenger capacity:
head carriage - 27 people
trailed - 82 people
The start of operation of trains of the Viaggio family is planned for the 4th quarter of 2009 - the 1st quarter of 2010.
Siemens Viaggio Light train on run-in tests, the Pardes-Chana-Caesarea - Hadera-Zapadnaya section, February 2009
diesel locomotive Alstom JT42BW-769 with passenger commuter train Bombardier Double-Deck Coach
Peculiarity double-decker trains is that the cars are not equipped with wrapped bogies, which makes it possible to reduce the space occupied by equipment and reserves of fuel (in the case of an autonomous train), oil, water and sand. At the same time, the tail car is equipped with a control cabin, which is connected to the locomotive as a rear cabin. Thus, it is possible to use any standard passenger service locomotive without any modifications, equipped with a "many units" system. This eliminates the need for maneuvers to change the locomotive when changing the direction of movement.
Car interior (based on materials from Bombardier)
Composition at the station (based on materials from Bombardier)
Bombardie train control cabin
Composition drawing (based on materials from Bombardier)
A feature of the trains delivered to Israel is the presence of a diesel power plant to provide electricity to various carriage systems. Placed behind the cabin, located in the tail car.
Passenger capacity - 79 people for a carriage equipped with a control cabin, 142 people - for a standard carriage, operating speed - 140 km / h, car length: with a control cabin - 27.27 m, standard - 26.8 m.
Alstom Prima diesel locomotives in the JT42BW and JT42CW modifications are used as traction rolling stock for the freight service, as well as for working with Bombardier Double-Deck Coach double-deck trains. Locomotives of the Prima series of various modifications were supplied to railway companies in Great Britain, Spain, USA, Sri Lanka, countries of the Middle East region (Syria, Iran, Israel).
The locomotive has been produced since 1996 by Alstom in cooperation with EMD and Siemens, since 2004 production has been transferred to Vossloh (Spain). Locomotives of the series are produced to the present day. Below are the data for locomotives in the JT42BW and JT42CW modifications. Diesel locomotives of JT42BW and JT42CW modifications were delivered only to Israel.
Total built: JT42BW - 48 units, JT42СW - 8 units
Axial formula: JT42BW - 2 0 -2 0, JT42CW - 3 0 -3 0 (according to the European classification, respectively, B 0 "-B 0" and C 0 "-C 0")
Axle load: JT42BW - 22.5 t, JT42CW - 19 t
Service: JT42BW - passenger, JT42СW - cargo
Track - 1435 mm (Stephenson)
Service weight: JT42BW - 90 t, JT42СW - 114 t
Fuel capacity - 6000 l
Diesel generator set type - EMD 710 (12N710G3B):
Diesel - in-line 12-cylinder four-stroke turbocharged. Power - 3300 HP (2500 kW).
Generator - AR10JBA (EMD)
Traction motors: D43 FM
Operating speed - JT42BW - 140 km / h, JT42СW - 110 km / h
Pulling force - JT42BW - 244 kN, JT42СW - 588 kN
Braking system - electro-pneumatic
A diesel locomotive with a wagon-type body, equipped with two control cabins located at the ends of the body.
Alstom Prima JT42BW-769 with freight train
Alstom Prima JT42СW-709 with a freight train. The second locomotive (according to CME) - G26CW-606
Locomotives of the G12 series were deported by General Motors Disel from 1954 to 1963. In total, there are 27 units of this series of locomotives in Israel. 23 - were purchased from the manufacturer, 4 units were received as trophies of the Six Day War 2 on the territory of Egypt. The Izaril vehicles were numbered 104-126, the captured ones were assigned 127-130. The G12-130 was decommissioned in the 60s, the rest (captured) worked until 1998. Some of the locomotives delivered to Israel were modernized by installing a new EMD 12-645E diesel generator.
The body of the locomotive is of a bonneted configuration with one cab.
Power plant ЕМВ-567, in-line 12-cylinder diesel engine, power - 1000 h.p.
All locomotives were built in 1956-1964.
G12 with freight train on the viaduct. Ferry Ferry Zichron Yaakov - Haifa
G12-126 at Haadera-Maarav station
G12-107 at the Railway Museum, Haifa
The G16 series locomotives were driven out jointly by General Motors Disel and EMD. As a result of the war, three locomotives of this series ended up in Israel. All machines worked until 1998. All machines built in 1960-1961. The vehicles were captured in Egypt. There is no data on official deliveries to the countries of the Middle East. It is possible that a number of these machines came to the Middle East from Yugoslavia, where the vast majority of these machines worked. In Yugoslavia, they earned the nickname "Kennedy"
Locomotive power - 1826 h.p.
Design speed - 110 km / h
Service type - commodity
Body - bonnet type
Service weight - 112 t
Locomotive length - 18.491 m
Locomotive G16-163 at the Museum, Haifa. Transferred to the museum in 2009
G16-162 with composition. The second car - G12-122
EMD G8-251 locomotive is the only locomotive of this type in Israel. Received as a trophy during the Six Day War.
It is a 4-axle modification of the G12 with a capacity of 950 hp.
Body - bonnet type
Axial formula - 2 0 -2 0 (B 0 "-B 0")
The power plant is a V-shaped diesel 8-567C, 8 cylinders.
The power of the hour mode is 950 hp.
Continuous mode power - 875 hp
Design speed - 100 km / h
Locomotive G8, owned by Ferrovia Centro Atlantica (FCA), Brazil
Locomotive series G26
Built - EMD
Axial formula - 3 0 -3 0 (C 0 "-C 0")
Power - 1900 HP
Service weight - 99 t
Design speed - 124 km / h
1 - in detail about the historical objects of railways and museums dedicated to the theme of railways in Israel, you can read here - http://isragerb.narod.ru/rakevetistory.html
2 - The war between Israel and Egypt 05.06 - 10.06.1967. Jordan, Syria, Iraq, Algeria also stood on the side of Egypt. Mobilization was carried out in Kuwait, but Kuwaiti troops did not participate in the conflict.
3 - The Light series was originally developed for IR, but it is quite possible that it will appear on the European market. At the same time in Europe Siemens offers carriages and trains of the Comfort, Long Distance, Twin series, which are also part of the Viaggio family. Official page of the Viaggio family on the Siemens website -
