Jaffa–Jerusalem railway
External videos | |
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Beit Shemesh to Jerusalem (YouTube) – Train driver's view of the line in the mountainous section of the railway in 2015 |
The Jaffa–Jerusalem railway (also J & J)
The railway was originally built in 1,000 mm (3 ft 3+3⁄8 in)
History
Early proposals
In 1856, General Francis Rawdon Chesney traveled to Palestine to survey the land for a railway in the company of Sir John McNeil, a railway expert.[7] After examining two possible routes, he deemed a rail line to Jerusalem too expensive, estimating construction costs at 4,000–4,500 pounds per kilometer. McNeil then proposed a short line from Jaffa to Lydda only, and a macadam road from there to Jerusalem (which would cost only 150 pounds per kilometer).[8] Chesney did not give up, contacting Sir Arthur Slade, a general in the Ottoman army, who supported the plan for a railway in what is today Iraq. Slade opposed a Jaffa–Jerusalem line, which he believed would benefit England and be against Turkey's interests. Although Montefiore was involved in it, nothing came of Chesney's initiative.[9] According to another account, Montefiore backed out of the project when Culling Eardley reiterated during a meeting that the railway would serve Christian missionary activity.[10]
On his fifth visit to the Holy Land in 1857, Montefiore brought with him a British railway engineer who proposed the construction of the railway along the
The German architect and city engineer Conrad Schick, a Jerusalem resident, later published a similar booklet, where he also detailed his own proposal for a railway, which called for a line through Ramallah and Beit Horon.[6] A route along the lines of Schick's plan was for a long time considered the most viable, and French engineers conducted an extensive survey to that end in 1874–75.[13] The concept of a railway to Jerusalem was also thought of by the American writer James T. Barclay; he envisioned a line from el-Arish, Askalon or Gaza.[14] Another proposal was made by the engineer Humann, who surveyed the area suggested in 1864 that it would be wise to create a railway to Jerusalem.[15]
Because of perceived British interest in the project,
Financing
The man principally responsible for actually constructing the railroad was Yosef Navon, a Jewish entrepreneur from Jerusalem.[17] Navon began to investigate the possibility of constructing a railway in 1885.[16] His advantage over earlier proposers of a railway was that as an Ottoman subject. Navon's chief partners and endorsers included his cousin Joseph Amzalak, the Greek Lebanese engineer George Franjieh, and the Swiss Protestant banker Johannes Frutiger.[17]
Navon spent three years in
Navon sat on the board of directors, which mostly consisted of French investors.[22] The company raised 14 million francs,[citation needed] of them 9,795,000 francs (390,000 pounds) from Christian religious followers.[23] Construction was carried out by the Parisian Company for Public Works and Construction (Société des Travaux Publiques et Constructions), at a cost of 10 million francs (400,000 pounds), and was to be completed by April 1, 1893.[21] Gerold Eberhard, from Switzerland, was selected to be the chief engineer for the project.[24]
While the railway was considered a rare collaboration between Jews, Catholics and Protestants (J. Frutiger),[22] Jewish publications expressed concerns that the line was not serving Jewish interests. A prominent European Jew, H. Guedella, wrote in The Jewish Chronicle that the line was funded by "extreme orthodox Catholics", and the Hebrew newspaper Havatzelet reported a disappointment that no Jewish backers for the line had been found.[21][25] When the project ran out of money, Navon secured more funds from investors in Germany, Belgium and Switzerland. However, by 1892 the line's shares dropped below their nominal value. He tried to raise more funds, including from Theodor Herzl, although the latter was not interested and wrote that it was a "wretched little line from Jaffa to Jerusalem [which] was of course quite inadequate for our needs."[26]
Construction
The groundbreaking ceremony took place on March 31, 1890, in
Engineers were brought from Switzerland, Poland, Italy and Austria, while construction workers were brought mostly from Egypt, Sudan and Algiers. Native Palestinian Arabs were also heavily involved in the work, although many were farmers and worked only during certain seasons. Stonemasons from Bethlehem and Beit Jala helped construction in the Judean hills. Despite receiving medical treatment, a considerable number of workers died of malaria, scurvy, dysentery and other diseases.[29] More died of construction accidents, including the process of cutting through rocks on the approach to Jerusalem.[30] Numerous bridges were built along the line. The shorter ones were of stone, while six of the seven longer ones were iron, supplied by the Eiffel company.[31] Water for the railway's operation was taken from wells in Jaffa, Ramla and Bittir, and a spring at Sejed. Bittir also supplied the Jerusalem station with water.[32]
The first test run was made on the railway in October 1890, an event that was attended by some 10,000 onlookers—more than half of the population of Jaffa. The locomotive was a Baldwin 2-6-0, one of the first three built for the line, and carried the American and French flags.[33] The Jaffa–Ramla section was fully opened to the public on May 24, 1891, and a further section to Dayr Aban was opened on December 4 of the same year.[34] In Jaffa and Jerusalem, the French railway company sought to build the stations as close as possible to the old cities, while the Ottoman authorities prevented them from doing so, resulting the terminuses' relative distance (for the time) from the city centers.[35][36] Despite this, the land that the stations were built on was purchased at very high prices by the railway company.[37]
The first train reached Jerusalem on August 21, but the tracks immediately near the station had not yet been completed.[38] The first passenger trip between the Jaffa and Jerusalem stations took place on August 27.[39] Building the railway was a very ambitious undertaking under local conditions. Hundreds of tons of rails were brought from Belgium, coal from Britain and rolling stock from France.[4] Unloading these materials in Jaffa's primitive harbor was an immense challenge. A report in Railway Magazine of 1902 said:
It is a wonder that all the materials for the railway were safely and without loss conveyed to their destination... Such difficulties were greatly increased when it came to dealing with articles like steel rails or heavy iron castings, which the Arabs were not accustomed to handling. Bulky, but light articles, such as boiler barrels or water tanks, were thrown into the sea and tugged ashore; all other materials had to be landed by lighters. A temporary jetty was built of wood and stone near the site of the proposed railway station for the purpose of receiving the materials (which were imported free of duty), but in one night this jetty was swept away by a particularly bad storm.
— A. Vale (1902): The Jaffa-Jerusalem Railway. In: The Railway Magazine, Vol. 10, pp. 321–332; cited in Travis, Anthony S. (2009), p. 42
Vale also wrote that the
1892–1914
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The line officially opened on September 26, 1892.
In 1892, the railway posted a financial deficit, with daily gains being about 20% lower than the daily construction expenditures. Freight income made up for about two thirds of the total.[42] The investors and companies involved in the project were facing difficulties, especially Frutiger's bank, which caused the elimination of Navon's investments. Tourist traffic was lower than expected, and maintenance problems arose.[43] The trip time was often extended to 6 hours, which only allowed one train per direction per day. A Jerusalem–Jaffa train left in the morning, and returned to Jerusalem in the afternoon.[1] In A Practical Guide to Jerusalem and its Environs, a guidebook written around that time, E. A. Reynolds-Ball wrote: "It requires only an ordinary amount of activity to jump out and pick the flowers along the line, and rejoin the train as it laboriously pants up the steep ascent — a feat I myself have occasionally performed."[44]
In May 1894, in light of all the problems, the Société du Chemin de Fer Ottoman de Jaffa à Jérusalem et Prolongements went through a new financing initiative and attracted numerous investors. The reorganization paved way for increased efficiency on the line and tourism increased, although Ottoman restrictions on Jewish land purchase and immigration had a negative effect on traffic. There was also a cholera outbreak that hurt tourism. Freight traffic increased by about 50% between 1893 and 1894. In 1895, improvements were made to the track and a bridge was built in Jaffa that became known as the Chelouche Bridge, on the other side of which the Chelouche family helped found Neve Tzedek. The railway became profitable by 1897,[45] however, Selah Merrill wrote in 1898 that the line was in a state of bankruptcy. Moreover, while the traffic from Jaffa to Jerusalem was high, on the way back there were very few passengers and little freight.[46]
Theodor Herzl visited Palestine in October 1898 and was not impressed by the Jaffa–Jerusalem railway. He did not consider it important to the Zionist enterprise,[47] although Zalman David Levontin, another Zionist leader, did, and created a plan to purchase the railway in March 1901.[48] Jewish settlement in Palestine benefited the railroad in any case. Baron Edmond de Rothschild funded several villages along the line, which contributed to its financial development. In Jerusalem, Boris Schatz founded an arts and crafts school in 1906 to cater to the tourists' souvenir needs,[49] which later became the prestigious Bezalel Academy of Arts and Design.
The line showed an overall growth trend between 1896 and
World War I
During the
When the British advanced northwards in November 1917, the railway was sabotaged by Austrian saboteurs from the retreating
A second Decauville line was constructed in Jerusalem, winding around the mountains close to the
The locomotives used on the railway were converted to 1,050 mm gauge by the Turks during the war so that they could be used on the entire network in Palestine. Of them, five survived the battles—two Baldwin 2-6-0s (#3 and #5) and three Borsig 0-4-4-0s (#6–8). Locomotive #3, "Ramleh", was badly damaged, although it was repaired using spare parts of the other broken-down engines. It survived until 1930, although it likely remained unused following the end of the war.[67]
Under the British Mandate
Because the line was still narrow-gauge and incompatible with other British lines, proposals were brought forward to deliver locomotives and coaches from either the Sudan or Australia.
Between the end of the war and 1920, the railway was used almost exclusively for military purposes. However, food was delivered to Jerusalem by the British authorities shortly after the war ended. In June 1919, a civilian passenger service began operating between Haifa and Jerusalem,[69] and by February 1920, there was an option to travel from Jerusalem to Egypt via transfer at Lydda.[70] During this period the Zionist movement had demanded rights to the railway from France, as it was not British property. The British countered by asserting that France was Britain's ally during the war. However all inline civilian operations met with strong French opposition; France disapproved of British civilian control of the Mandate. To the French, Britain's answer was that since the original French line was rebuilt, the line was in fact British property.[71]
Following years of discussion, in April 1920 the civilian
The Jaffa-Jerusalem line was maintained and operated by the British military until October 1921 and from then on by the internationally sanctioned British Mandate authorities of Palestine. The High Commissioner treated the line as the core artery of Palestine making an especial effort to ensure that it would remain state property, controlled and managed by the state-run Palestine Railways. However the future of the Jaffa–Jerusalem railway was linked with the prospects of its electrification. The exchanges between High Commissioner Samuel and Pinhas Rutenberg – holding the concession for the electrification of Palestine – resulted in perfect agreement: both sought to secure a London-approved government commitment to the line's electrification. Rutenberg declared that electrification of the railways was essential for the successful electrification of the country as a whole. The High Commissioner, writing to the Colonial Office, emphasized that "it is an integral part of the scheme that the Railway between Jaffa and Jerusalem should be electrified and that the electric energy for the line should be supplied by the Concessionaire." Nonetheless, the Colonial Office and the Treasury in London baulked at the prospective investment rejecting the project on grounds of economic feasibility.[74]
On April 1, 1923, ticket costs were significantly reduced, increasing the line's daily usage from tens to hundreds of passengers. However, by the late 1920s the line declined again due to competition from the nearby road which could now be traversed by car or bus.[75]
Tel Aviv – Jerusalem line
During the
Even though in the late 1950s Israel Railways began using diesel locomotives, and repaired the line, it did not convert it to a dual-track configuration and travel time was still high. The
The railroad suffered numerous terrorist attacks during the 1960s prior to the Six-Day War, especially due to its proximity to the Green Line and the Arab village Battir. On October 27, 1966, one person was injured from a bomb that was placed along the route.[76]
After a
Re-opening (2003–2005)
Uzani petitioned the
Meanwhile, several alternatives were analyzed for the restoration of a railway connection between Tel Aviv and Jerusalem:[78]
- Plans S and S1 – repair of the old route with S maintaining the same serpentine route in the mountains between Beit Shemesh and Jerusalem, with S1 including a few small tunnels and curve straightening in the mountain portion.
- Plans G and G1 – a massive repair of the old route, straightening all the curves by digging numerous long tunnels along the route.
- Plans B, B1, B2, M and M1 – construction of a new line from Tel Aviv to Jerusalem via Route 443.
- Plans A and A1 – construction of a new line roughly paralleling High-speed railway to Jerusalem).
Plans to build a line alongside Route 443 were shelved due to its route through the
On September 13, 2003, the Tel Aviv – Beit Shemesh section and
The renovated line encountered many problems, particularly in the Beit Shemesh–Jerusalem section, and was not considered economically viable. It also cost
Work has continued to improve the line between Na'an and Beit Shemesh by straightening curves and replacing
The original termini in Jaffa and Jerusalem have been renovated as entertainment centers. The Jaffa station was renovated to such use in 2008,[86] and the Jerusalem one in 2013. Both stations are disconnected from the rail network and no longer serve as train stations, although a portion of the first line of Tel Aviv Light Rail passes through railways laid in the same course as a short stretch of the dismantled railway between Jaffa station and Beit Hadar station. Part of the former right of way in Jerusalem has been turned into a linear park in 2012.[87] In 2020 the same was done with part of the former right of way at the other end in Tel Aviv.[88]
In 2020, following the
In May 2023, a promotion process began to transform the route from Beit Shemesh to Jerusalem into an intercity train park that includes bike paths and walking paths).[89]
New Tel Aviv–Jerusalem railway
In 2019, the rail service to Jerusalem was complemented by the new
Future connection to Malha
In 2020 Israel Railways began the process of seeking approval from the governmental planning committees for a plan (National Infrastructure Plan No.108) to connect Yitzhak Navon and Malha stations along an underground route beneath Jerusalem. This involves continuing the new railway from Navon station to the southeast in the direction of the Old City, then curve to the southwest near the original Jerusalem Railway Station, heading towards Malha station. Two additional passenger stations, both of whom underground, are being considered along this route: Jerusalem–Central (located near the Davidka Square), and a station in the vicinity of the original Jerusalem railway station.
Stations
Stations located on the Israel Railways main line (Nahariya-Haifa-Beersehba-Nahal Tzin) are in Bold.
Original stations
Name/Location | Other (later) names | Operation | Distance from Jaffa | Elevation | Image | Notes |
---|---|---|---|---|---|---|
Jaffa (Yafo)
|
Elifelet | 1892–1948 (mainline rail) 2023–date (light rail) |
— | — | Disconnected from the mainline network since 1948; operating as part of the Red Line of the Tel Aviv Light Rail, using new platforms within the station grounds, since 2023 | |
Lod (Lydda)
|
— | 1892–date | 19.1 km (11.9 mi) | 63 m (207 ft) | Rebuilt 1917–1920 and 2016–2020. Also operating as part of the Lod–Ashkelon railway and the Railway to Beersheba | |
Ramla (Ramleh)
|
— | 1892–1998, 2003–date | 22.5 km (14.0 mi) | 65 m (213 ft) | Rebuilt 2003 and 2012. Also operating as part of the Railway to Beersheba | |
Al-Sejed (Ayn Sejed)
|
— | 1892–1915 | 39.5 km (24.5 mi) | 110.5–183 m (363–600 ft) | — | |
Dayr Aban
|
Artuf (1918–48), Hartuv, Beit Shemesh | 1892–1998, 2003–date | 50.3 km (31.3 mi) | 206 m (676 ft) | Rebuilt 2003. | |
Battir (Bittir) | — | 1892–1948 | 75.9 km (47.2 mi) | 575 m (1,890 ft) | — | |
Jerusalem | Jerusalem–Khan | 1892–1998 | 86.6 km (53.8 mi) | 747 m (2,450 ft) | — | |
Source: Travis (2009), pp. 74, 78–79
|
Later stations
Name/Location | Operation | Elevation | Image | Notes |
---|---|---|---|---|
Netanya railway station | 1953–date | ~20 metres (66 ft) | Not located on the original 1892 alignment of the line Operating as part of the Coastal railway | |
Netanya Sapir railway station | 2016–date | ~20 metres (66 ft) | Not located on the original 1892 alignment of the line Operating as part of the Coastal railway | |
Beit Yehoshua railway station | 1953–date | ~20 metres (66 ft) | Not located on the original 1892 alignment of the line Operating as part of the Coastal railway | |
Herzliya railway station | 1953–date | ~20 metres (66 ft) | Not located on the original 1892 alignment of the line Operating as part of the Coastal railway | |
Tel Aviv University railway station | 2000–date | ~10 metres (33 ft) | Not located on the original 1892 alignment of the line Operating as part of the Coastal railway | |
Tel Aviv Savidor Central railway station | 1993–date | ~10 metres (33 ft) | Not located on the original 1892 alignment of the line Operating as part of the Ayalon Railway
| |
Tel Aviv HaShalom railway station | 1996–date | ~10 metres (33 ft) | Not located on the original 1892 alignment of the line Operating as part of the Ayalon Railway
| |
Tel Aviv HaHagana railway station | 2002–date | ~10 metres (33 ft) | Geographically located on the original 1892 alignment of the line, but the railways are part of a separate line Operating as part of the Ayalon Railway
| |
Tel Aviv Beit Hadar (Customs House) Station
|
1920–1970 (mainline rail) 2023–date (light rail) |
~10 metres (33 ft) | Disconnected from the mainline network since 1970; operating under the name Allenby station, as part of the Red Line of the Tel Aviv Light Rail, using new underground platforms under the original station's location, since 2023 | |
Tel Aviv South Station
|
1970–1993 | ~20 m (66 ft) | Not located on the original 1892 alignment of the line Now serves as a training site for Israel Railways | |
Kfar Chabad Station
|
1952–date | ~30 m (98 ft) | ||
Ben Gurion Airport railway station | 2004–date | ~10 m (33 ft) | Not located on the original 1892 alignment of the line Operating as part of the Ganot–Jerusalem railway, on a spur directly between Tel Aviv HaHagana and Lod | |
Lod Ganei Aviv Station | 2008–date | ~60 m (200 ft) | ||
Na'an Station | 1920s–1992 | ~90 m (300 ft) | Now serves as a location of a passing loop | |
Wadi al Surar (Nahal Sorek ) Station
|
1915–1998 | ~100 m (330 ft) | Now serves as a location of a passing loop | |
Dayr ash-Shaykh (Bar Giora) Station
|
1890s–1948 | ~400 m (1,300 ft) | Now serves as a location of a passing loop | |
Biblical Zoo railway station | 1996–1998, 2005–2020 | ~750 m (2,460 ft) | ||
Jerusalem–Malha railway station | 2005–2020 | ~750 m (2,460 ft) | ||
Jerusalem–Central railway station | Not yet built | ~790 m (2,590 ft) | Not located on the original 1892 alignment of the line Unbuilt station, planned as part of the Ganot–Jerusalem railway extension to Malha; construction planned to begin in 2024 | |
Jerusalem–Yitzhak Navon railway station | 2018–date | ~800 m (2,600 ft) | Not located on the original 1892 alignment of the line Operating as part of the Ganot–Jerusalem railway Connection to the Jaffa–Jerusalem railway has been approved, but not yet built; construction planned to begin in 2024 |
Significance and impact
The railway was the largest civil engineering project in the Palestine region at the time, and is considered to be one of the largest such projects completed to this day. It is largely responsible for opening up Jerusalem to modern tourism, and assisted in the growth of the city beyond the
The line did however assist German construction in Jerusalem in the 1890s, allowing them to bring more construction materials more quickly.[93] By the start of the 20th century, the German Colony became an attractive spot for those seeking superior transportation.[94] In addition, it improved public health in Jerusalem considerably, and allowed further expansion, as it allowed the import of large quantities of fresh water into the city from other aquifers.[95] Paul Cotterell wrote that "The coming of the railway had a profound effect on Jerusalem. In the first decade of the line's existence the population of the city almost doubled, which is all the more amazing when considering that Jerusalem at this period produced hardly enough wine, vegetables or cattle for its own needs."[96]
In Jaffa, it was a contributing factor to its population growth to 40,000 by 1900,
Immediately after the railway's construction, plans for similar railway projects all over Palestine were presented. On November 9, 1892, after helping build the main line, the engineer George Franjieh proposed a tramway in Jerusalem, which would connect it to
See also
- Baghdad Railway(built 1903–1940), initially a German-Ottoman project
- Narrow-gauge railway#Similar gauges
- Rail transport in Israel
References
- ^ a b c Cotterell (1984), p. 7
- ^ On rails and coaches (Travis, Anthony S. (2009), p. 35);as used in personal accounts: Tales of an Engineer; as used by Cotterell, Paul (HaRakevet, Issue 6, p. 11; Cotterell, Paul (1984), p. 7)
- ^ Cotterell (1984), Front cover/introduction
- ^ a b Ehrlich, Sybil (February 26, 2009). "Chugging Along". The Jerusalem Post. Retrieved 2017-12-31.
- ^ a b Gruenwald (1976), p. 257
- ^ a b c d e Vilnay (1976), pp. 3334–3339
- ^ Travis (2009), p. 23
- ^ Cotterell (1984), p. 1
- ^ Cotterell (1984), p. 2
- ^ Gruenwald (1976), p. 258
- ^ a b Travis (2009), p. 24
- ^ Merrill (1893), p. 295. Retrieved on 2010-07-24.
- ^ Merrill (1893), p. 294. Retrieved on 2010-07-24.
- ^ Barclay (1858), p. 613
- ^ "Asia – Jaffa". HaMagid: Issue 41 (in Hebrew). October 26, 1984. p. 4. Archived from the original on June 11, 2007. Retrieved 2009-04-08.
- ^ a b c Gruenwald (1976), pp. 262–265
- ^ a b Travis (2009), p. 27
- ^ Cotterell (1984), p. 3
- ^ Travis (2009), p. 29
- ^ Kark (1990), p. 226
- ^ a b c Travis (2009), p. 31
- ^ a b Travis (2009), p. 30
- ^ a b Gruenwald (1976), p. 263
- ^ a b c Travis (2009), p. 35
- ^ "Jaffa Jerusalem Railway". Havatzelet (in Hebrew). January 1, 1892. pp. 2–3. Archived from the original on July 22, 2007. Retrieved 2009-04-22.
- ^ Cotterell (1984), p. 10
- ^ Travis (2009), pp. 33–34
- New York Times. Retrieved 2008-04-12.
- ^ Travis (2009), p. 45
- ^ Travis (2009), p. 50
- ^ Travis (2009), p. 40
- ^ Merrill (1893), p. 298. Retrieved on 2010-07-24.
- ^ Travis (2009), p. 39
- ^ Travis (2009), p. 46
- ^ a b Travis (2009), p. 42
- ^ Travis (2009), p. 48
- ^ Travis (2009), p. 43
- ^ Travis (2009), p. 51
- ^ a b c Travis (2009), p. 61
- ^ A. Vale (1902): The Railway Magazine, Vol. 10, pp. 321–332; cited in Travis, Anthony S. (2009), p. 131
- ^ Merrill (1893), p. 300. Retrieved on 2010-07-24.
- ^ Travis (2009), pp. 65–66
- ^ Travis (2009), p. 96
- ^ Cotterell (1984), p. 9
- ^ Travis (2009), p. 107
- ^ Travis (2009), p. 108
- ^ Travis (2009), p. 111
- ^ Travis (2009), p. 120
- ^ Travis (2009), p. 125
- ^ Travis (2009), p. 133
- ^ Travis (2009), pp. 144–145
- ^ a b Travis (2009), pp. 148–150
- ^ Travis (2009), p. 152
- ^ a b Biger (1994), p. 34
- ^ Travis (2009), p. 157
- ^ Travis (2009), pp. 160–161
- ^ a b Travis (2009), p. 171
- ^ Cotterell (1984), p. 20
- ^ Kark (2001), p. 138
- ^ a b Biger (1994), p. 118
- ^ a b Cotterell (1984), p. 24
- ^ Biger (1994), p. 119
- ^ a b c Travis (2009), p. 183
- ^ Travis (2009), p. 184
- ^ Cotterell (1984), p. 21
- ^ Cotterell (1984), p. 23
- ^ Cotterell (1984), p. 31
- ^ Travis (2009), pp. 173–176
- ^ Biger (1994), p. 120
- ^ Biger (1994), p. 121
- ^ a b Biger (1994), p. 122
- ^ a b Cotterell (1984), pp. 32–33
- ^ Cotterell (1984), pp. 16 (map), 26
- ^ Ronen Shamir (2013) Current Flow: The Electrification of Palestine. Stanford: Stanford University Press
- ^ Cotterell (1984), p. 45
- Ministry of Foreign Affairs. 2002-03-24. Retrieved 2008-01-05.
- ^ "Pasim.org – Jerusalem Line(s) Back on Track". Archived from the original on 2002-10-17. Retrieved 2017-04-17.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link) - ^ "Alternatives for Tel Aviv–Jerusalem Rail Line (map)". Archived from the original on 2002-03-23. Retrieved 2017-04-17.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link) - Ministry of Transportation. 2001-06-12. Archived from the original(DOC) on 2007-09-28. Retrieved 2008-01-05.
- ^ "Opening of the Stations Beit Shemesh and HaRishonim" (in Hebrew). Israel Railway News. Archived from the original on 2007-11-23. Retrieved 2010-08-28.
- ^ Reiter, Evyatar (April 18, 2005). "Official Opening Ceremonies of the Passenger Services to Jerusalem and Ashkelon" (in Hebrew). Israel Railway News. Archived from the original on 2008-04-22. Retrieved 2010-08-28.
- ^ Kadmi, Sharon (January 9, 2007). "Israel Railways CEO: The Current Line from Tel Aviv to Jerusalem is a Failure" (in Hebrew). Haaretz. Archived from the original on June 5, 2011. Retrieved 2009-04-15.
- ^ Melling, Chen; Bukhman, Daniel; Berger, Itay (January 4, 2007). "Split of the Service to Jerusalem" (in Hebrew). Israel Railway News. Archived from the original on 2008-04-22. Retrieved 2010-08-28.
- ^ Shwiki, Itzik. "Repair of the Railway Line to Jerusalem" (in Hebrew). Archived from the original on 2007-09-27. Retrieved 2009-04-19.
- ISSN 0964-8763. Retrieved 2009-04-16.
- ^ Pausner, Shay (May 19, 2011). "Entertainment Center to Be Builtin Old Jerusalem Train Station". Calcalist (in Hebrew). Retrieved 2011-05-22.
- ^ "Jerusalem's New Park Turns Old Train Tracks into an Urban Oasis". Haaretz.
- ^ "Ottoman-era Railway Becomes Tel Aviv's Newest Park. See for Yourself". Haaretz.
- ^ Gamish, Rafi (2023-05-08). "פארק המסילה - גרסת עוטף ירושלים: שבילי אופניים והליכה על מסילת הרכבת מירושלים | כל העיר". כל העיר ירושלים (in Hebrew). Retrieved 2024-01-18.
- ^ Travis (2009), Summary
- ^ Merrill (1893), p. 290. Retrieved on 2010-07-24.
- ^ Kark (2001), p. 87
- ^ Travis (2009), p. 112
- ^ a b Travis (2009), p. 123
- ^ a b Travis (2009), p. 140
- ^ Cotterell (1984), p. 6
- ^ Travis (2009), p. 121
- ^ Travis (2009), p. 132
- ^ Travis (2009), p. 94
- ^ Cotterell, Paul (December 1989). "A Tramway Project in Jaffa". HaRakevet (6): 11.
Bibliography
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city king jerusalem barclay.
- Biger, Gideon (1994). An Empire in the Holy Land: Historical Geography of the British Administration in Palestine, 1917–1929. St. Martin's Press and Magnes Press. ISBN 0-312-12269-1.
- Cotterell, Paul (1984). The Railways of Palestine and Israel. Abingdon, UK: Tourret Publishing. ISBN 0-905878-04-3.
- Fridman, Menahem; Ben Zion, Yehoshua; Tuvi, Yosef, eds. (1976). Chapters in the History of the Yishuv in Jerusalem (in Hebrew). Yad Ben Zvi Publishers.
- Gruenwald, Curt. Beginning of the Railway from Jaffa to Jerusalem.
- ISBN 965-217-065-8.
- ISBN 978-0-8143-2909-2. Retrieved 2009-05-08.
- Merrill, Selah (March 1893). "The Jaffa and Jerusalem Railway" (PDF). Scribner's Magazine. New York: Charles Scribner's Sons. pp. 289–300. Retrieved 2010-07-24.
- Shamir, Ronen (2013). Current Flow: The Electrification of Palestine. Stanford: Stanford University Press. ISBN 978-0-8047-8706-2.
- Travis, Anthony S. (2009). On Chariots with Horses of Fire and Iron. ISBN 978-965-91147-0-2.
- Vilnai, Ze'ev (1976). "Jerusalem – Jaffa–Jerusalem railway". Ariel Encyclopedia (in Hebrew). Vol. 4. Tel Aviv, Israel: Am Oved.
External links
- Renovated Jaffa station entertainment center (in Hebrew)
- Renovated Jerusalem station entertainment center (in Hebrew)
- Israel Railways Official Website
- Report on the railway's opening by HaTzvi(September 30, 1892)
- Report on the railway's opening by Yisrael Dov Frumkin in Havatzelet (September 29, 1892)
- Rail Ticket from Original Jaffa-Jerusalem Line Shapell Manuscript Foundation