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HaRakevetSeries 19Issue No. 73 June 2006

A Quarterly Journal on the Railways of the Middle EastEdited and Published by Rabbi Walter RothschildPassauer Strasse 4, D - 10789 Berlin, Germany

Tel/Fax +49 30 214 73889e.mail: Rothschild-Berlin@t-online.de

73:1. At Gasim, between Dera’a and Neesib, 5km.south of Dera’a, Syrian Hartmann centenarian 2-8-0No. 91 built 1906 prepares to take special train alongthe Bosra branch in October 2005. (Photo: Robert Humm).

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73.02.

EDITORIAL.It can hardly be said that all news emanating from the Middle East is

positive and peaceful,. but once again this issue includes several items (thanksmainly to Aharon Gazit) showing how in Israel a large amount of investment incivil infrastructure is being made, for the long-term benefit of the entire country -new lines, new stations, new services, new stock. Politically there are as usual‘changes at the top’ but this does not affect the progress being made. However,we include two long reports on travels in Iran, and from Turkey through Iran toPakistan - modern odysseys through countries which most readers of ‘Harakevet’will be unable to emulate for themselves and which indicate the current state ofaffairs. Bill Alborough has also provided a brilliant view into the realities of or-ganising railtours in Jordan, Syria and Lebanon. So it can be said that we have avery good geographical spread in this issue! But thanks to Paul and others wehave some historical items as well.

The Editor’s life goes through yet further turmoils. It is never boring, that isthe best that can be said - but we hope to maintain ‘Harakevet’ and its continuityand its standard - even if, as currently appears, the address on the masthead myhave to change again...... In the meantime, Enjoy!

The Editor.

(ii). CARRIA(ii). CARRIA(ii). CARRIA(ii). CARRIA(ii). CARRIAGES FOR DISABLED TRAGES FOR DISABLED TRAGES FOR DISABLED TRAGES FOR DISABLED TRAGES FOR DISABLED TRAVVVVV-----ELLERSELLERSELLERSELLERSELLERS.....From a press release of 28.05.06 bythe Transport Ministry:

Mr. Mofaz told the press thattoday, i.e. 28.05.06, that the first dou-ble-deck carriages equipped with elec-trically-operated entry ramps andspecial toilets for the disabled enteredservice. Each carriage has 100 seats;the disabled area is spacious, and anemergency calling system is installednear the special toilets. 29 such car-riages have been ordered at a cost of$58 million,

The cars are built at Bombar-dier at Goerlitz in Germany and finalassembly is carried out at Ramta atBeer-Sheva; Delivery is to be completedby September 2006.

(iii). NEW SIEMENS CO(iii). NEW SIEMENS CO(iii). NEW SIEMENS CO(iii). NEW SIEMENS CO(iii). NEW SIEMENS COAAAAACHESCHESCHESCHESCHES.....

Noted in “Eisenbahn Revue” 5/2006 p. 246: Israel Railways has or-dered 86 passenger coaches from Sie-mens at a cost of 125M Euros. Shouldall the other options for up to 585coaches be taken up, the total valuewould come into the Billion range., Thisis Siemens’ second major order in thecurrent year. The coaches will be builtfor 160km/h opertaion in push-pullmode in Inter-City and local traffic.Each train will consist of nine centrecoaches and a Generator/Drivingcoach. Siemens offices in Vienna andGraz are responsible for the engineer-ing and project management, SiemensSKV in Prague will do the constructionwork. Deliveries are planned from theend of 2007 until mid-2009.”

(iv). G12 IN ACTION.In March 2006 G12 108, re-

splendent in a sparkling new coat ofpaint, was working the Haifa port traf-fic. It is presumed the regular “Yo-Yo”was undergoing maintenance. By the

73.3. (Photo). Iran: Second Hand Coaches from Denmark. Beforethe Cartoons and the Dairy Products Boycott Scandal - a photo ofone of the 52 former DSB coaches purchased by RAI andtransported through Germany Austria, Hungary, Serbia, Bulgariaand Turkey to Iran. (Photo by Thomas Meyer-Eppler, from ‘LokMagazin’ 12/2004.)

73.04.

NEWS FROM THE LINE.(i). NEW ROLLING ST(i). NEW ROLLING ST(i). NEW ROLLING ST(i). NEW ROLLING ST(i). NEW ROLLING STOCKOCKOCKOCKOCK..... (Notes from Evyatar Reiter).a).a).a).a).a). Two new Bo-Bos were landed from the ‘Severnaya-Dvina’ (formerly ‘Queen-See’) at Qishon Port on 26/03/06. Running numbers are 767 and 768. Theirbuilder’s plates show they were built by Vossloh, this German company havingtaken over Alstom. Builder’s numbers are 2295 and 2296, and both locos aredated 2006.b).b).b).b).b). Another pair, nos.769 and 770, were due to arrive in mid-April along witheight double-deck coaches. Two more Bo-Bos (771/772) were due in May. Acontract for a further six Bo-Bos (773-778) was due to be signed in early April.c).c).c).c).c). Also on 26/03/06 IC3 set no.21 was unloaded at Ashdod port having re-turned from repairs in Denmark.d).d).d).d).d). A previously unknown Israeli company called Millennium Railway ServicesLtd. is reported to have signed a contract in April to provide I.R. with 77 (second-hand?) bogie flat wagons from MFI in France at a price of 20 million Shekels.They are to be used for the transport of containers.

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end of the month, however, 261 wasback on the job.

(v). FL(v). FL(v). FL(v). FL(v). FLYYYYYOOOOOVERS ON THE AVERS ON THE AVERS ON THE AVERS ON THE AVERS ON THE AYYYYYALALALALALON LINEON LINEON LINEON LINEON LINE.The railways, through their

subcontractors have started buildingthree railway bridges over the 3-trackAyalon line as well as over road No. 1(to Jerusalem) in order to connectHahagana station of Tel-Aviv with theline to Rishon-Le-Zion West; the costof the project is $5.4 Million and it isactually the northern and first stage ofthe line; simultaneously, the AyalonHighways Company has published atender for realigning road No. 20 (toRishon-Le-Zion, Holon, and Bat-Yam)near Holon in order to clear the corri-dor in the median of the road for theline to Rishon-Le-Zion West.

(vi).(vi).(vi).(vi).(vi). NEW ANEW ANEW ANEW ANEW AGREEMENT WITH CON-GREEMENT WITH CON-GREEMENT WITH CON-GREEMENT WITH CON-GREEMENT WITH CON-TRATRATRATRATRACTCTCTCTCTORSORSORSORSORS.....

The Railways signed on02.04.06 on a common treaty and acomprehensive agreement with theAssociation of the Israeli Subcontrac-tors, which will be utilized in all futuretenders to be published by the railways;This is the first treaty to be signed be-tween any governmental company andthe association.

Within the treaty, the Railwaysrecognize the Association as the solerepresentative of the subcontractors,and particularly those involved in In-frastructures; the Association, in return,has taken a commitment to assist therailways in various processes generatedby the agreement.

Both sides further recognize theneed for and advantage of contractagreements, fair and balanced, as aprecondition to successful implemen-tation of projects.

The I.R.General Manager, Mr.Linchevsky, who signed the treaty, saidthat the railways are publishing 400tenders annually, worth $1 billion.

Six international groups havepassed the pre-qualification stage ofthe tender for boring the tunnels on theA1 fast rail link to Jerusalem at a totallength of almost 17 km. The cost ofthe whole project is estimated at $853million, of which $213 million havealready been spent.

(vii). PEDESTRIAN OVERBRIDGE ATNAHARIYYA.

From a press release of03.04.06 by Israel Railways Ltd.:

“Works on building a pedestrianoverhead bridge at a cost of $1.28Mill ion have started today atNahariyya. It will cross Road No. 4 andthe railway line, and will give pedestri-

ans a safe passage between the east-ern and western parts of the city. Therailway line is considered as the “bor-der” between the two sections. Workswill be completed towards the begin-ning of 2007.

Mr. Linchevsky said: “Safetravel, the safety of travellers, and ofpedestrians crossing the tracks, are ourtop priority, and we’re heavily invest-ing in it without neglecting the environ-ment.”

(viii). CLEAN-UP CAMP(viii). CLEAN-UP CAMP(viii). CLEAN-UP CAMP(viii). CLEAN-UP CAMP(viii). CLEAN-UP CAMPAIGNAIGNAIGNAIGNAIGN.....The railways will start on

03.04.2006 with the so called “Passo-ver Cleaning Operation” to removeheavy waste materials accumulatedalong the tracks; it is part of the rail-ways’ commitment for keeping natureand environment clean and giving thetracks an aesthetic image.

The operation, which will startat the station of Herzliya, will includethe stations of Tel-Aviv, Hadera West,Beer-Sheva, Dimona, Lod, Ashdod,Ashkelon, Haifa, Shefayim, and Atlit.The operation, which will cost$426,000, will be carried out by therailways’ Infrastructures Departmentwho will operate heavy engineeringequipment.

(ix). DEMOGRAPHIC P(ix). DEMOGRAPHIC P(ix). DEMOGRAPHIC P(ix). DEMOGRAPHIC P(ix). DEMOGRAPHIC PASSENGERASSENGERASSENGERASSENGERASSENGERSURVEYSURVEYSURVEYSURVEYSURVEY.....

The railways have started a newand interesting initiative: “If you wantto find a partner (male or female), goby train!” This is a slogan used in apress release of 05.04.2006:A special survey was made by the rail-ways, in which 2,213 passengers wereasked about their habits - varied alsoin terms of rush hours, low traffic times,lines, stations, and days of the month,and from this one can draw up thedemographic character of the passen-gers:

57% are bachelors (singles), ascompared with 20% in the generalpopulation; 46% are females and 54%males.

If parents are looking for a brideor bridegroom according to their edu-cation, 44% are academician, while52% have finished high school, college,or Yeshiva (a Jewish orthodox highschool.

Dividing the passengers fromthe religious point of view: 62% aresecular, 27% are conservatives, and12% are religious.

41% have been using rail con-stantly for more than 2 years; 18%started using rail constantly from a yearor two ago; more than 16% have

started to use rail constantly during thelast three months before the survey tookplace; this reflects the sharp rise inpassenger traffic during 2005.

The Railways General ManagerMr. Ofer Linchevsky said: “We arepleased at the trust the public is givenus, and are confident that passengertraffic will keep rising. We continue todo our best for the passengers’ wel-fare and service improvements,amongst other ways by mapping theneeds and characteristics of passen-gers”.

(x). PASSOVER 2006 EXTRA SERVICES.From a press release of 10.04.2006by Israel Railways Ltd.:

“During the Passover holidays(12 to 19.04.06) additional trains willbe in operation, based on accumu-lated experience from the past and theoperational possibilities.On 12.04.06; 14.04.06; and18.04.06, 4 additional trains are to beoperated:From Beer-Sheva Central to Kiryat-Motzkin departing at 09:13; 2 trainsfrom Tel-Aviv Hahagana to Kiryat-Motzkin departing at 11:40 and 12:40respectively; From Kiryat-Motzkin to Tel-Aviv Hahagana departing at 11:42.On 13.04.06; 15.04.06; and19.04.06, an additional train fromKiryat-Motzkin to Tel-Aviv Hahaganadeparting at 21:13.During 16.04.06 and 17.04.06 (regu-lar working days), the following addi-tional trains are operated:2 trains from Ashkelon to Haifa Cen-tral departing at 09:42 and 10:40 re-spectively.2 trains from Haifa Central to Tel-AvivHahagana departing at 12:28 and13:28 respectively.1 train between Rehovot and HaifaCentral (instead of Binyamina) depart-ing at 09:40.1 train between Ashkelon andBinyamina (instead of Tel-Aviv Central)departing at 09:21.1 train from Haifa Central (instead fromBinyamina) to Ashkelon departing at11:38.2 trains from Ben-Gurion airport de-parting at 16:23 and 17:23 respec-tively; these trains call ing atBeit-Yehoshua, Netanya, and HaderaWest in addition to their regular calls.On 16.04.06, the train between Kiryat-Motzkin and Rehovot departing at06:40 is extended to Askelon.On 17.04.06, the train betweenBinyamina and Rehovot, departing at08:56 is extended to Ashkelon.”

(xi). PESA(xi). PESA(xi). PESA(xi). PESA(xi). PESACH STCH STCH STCH STCH STAAAAATISTICSTISTICSTISTICSTISTICSTISTICS.....

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From a press release of20.04.2006 by Israel Railways Ltd.:“During Passover holidays (12 to19.04.06), 600,000 passengers werecarried; more than 50% higher com-pared with average traffic; on the Tel-Aviv - Jerusalem line, 30,000 werecarried; the record was on 17.04.06when 20,000 were carried.”

(xii). MOD’IN LINE PROGRESS.Good news from the line to

Modi’in: in early April the first of twobored tunnels, each about 100 m longintended to by-pass ancient gravesfound on the original alignment, hasbeen completed; the second is in anadvanced stage; these two tunnels havecaused the main delays in opening theline, and it is hoped that upon comple-tion of the second tunnel the work willbe expedited.

The District Council for Jerusa-lem and the center of Israel publishedin the last week of April announcementswhich mean handing over to the gov-ernment the national plan No. MD/34for the fast link A1, between the devia-tion from the line to Modi’in and Jeru-salem; the main issues are rights of way,including stations, land strips, changesof land uses, structures, etc. Objectionsare valid for 60 days from publishingthe plan. (Note: - this refers actuallyonly to the curve from Modi’in to Jeru-salem (1 km west of Modi’in Outskirtsstation) to enable trains from Modi’into join the A1 link; of course it does notrefer to the section to Jerusalem alreadyin construction.)

(xiii). NEW AIRPORT LINK.A short but essential rail link

between the line Ben-Gurion airport -Modi’in and Jerusalem and Lod, hasbeen recently completed, and will prob-ably be soon in operation, once theshort section from the airport to the turn-out is laid; this means that it may workone year before the line to Modi’in isopen.

The importance of this link(from km. 106.5 on the Lod - RoshHaAyin line to ca. km. 10.0 on the TelAviv - Modi’in line) is that it connecsthe airport not only with the central andnorth of Israel, but also with the southand east, enabling the people of Jeru-salem and Beit-Shemesh (using serviceson the rebuilt original line), Beer-Sheva,Dimona, Ashkelon, Ashdod, Yavne,Rehovot, Rishon-Le-Zion, Lod, andRamla to enjoy direct rail links to theairport.

The new 1.2 km link merges withthe Rosh-Ha-Ayin-Lod line (currentlyused for freight only) about 2 km north

of Lod station.

(xiv). AIRPORT SERVICES T(xiv). AIRPORT SERVICES T(xiv). AIRPORT SERVICES T(xiv). AIRPORT SERVICES T(xiv). AIRPORT SERVICES TO BE WIDO BE WIDO BE WIDO BE WIDO BE WID-----ENEDENEDENEDENEDENED.From a press release of 29.05.06 bythe Transport Ministry:

Mr. Mofaz told the press that to-wards the end of 2006, the people ofthe south (he forgot to mention thoseof Jerusalem using the rebuilt old line,but they are included too!), namelyBeer-Sheva, Dimona, and Ashkelon,will enjoy a direct rail link to Ben-Gurionairport as a result of completing theshort but vital rail link between the Ben-Gurion Airport - Modi’in (and later A1to Jerusalem) line, and Lod; Mr.Linchevsky said that the people ofSderot, Netivot, and Ofakim - to whoma 70 km double-track line connectingthem with Ashkelon on the north-westand Beer-Sheva on the south-east isiunder construction - will also enjoy thenew link.

Generally, a lot of time will besaved; currently, people arriving fromthe south, as well as from Jerusalem,Ashkelon, Ashdod, and other points onthe line to Lod, have to disembark atTel-Aviv-Hahagana station, wait herefor a train to the airport coming fromthe north, and then retrace part of theway back by this train.

(xv). LEVEL CROSSING INSPECT(xv). LEVEL CROSSING INSPECT(xv). LEVEL CROSSING INSPECT(xv). LEVEL CROSSING INSPECT(xv). LEVEL CROSSING INSPECTORSORSORSORSORS.....From a press release of

23.04.2006 by Israel Railways Ltd.:“The Railways have put traffic inspec-tors at the following 21 level crossingswhere drivers used to violate the law,crossing the tracks when red flashinglights and alarm bells are activated andeven breaking the barriers’ arms.

The sites are: Bnei-Brak, Kiryat-Motzkin, Air Force Technical SchoolHaifa (Kishon junction near the rail-ways’ workshops), road No. 4, ZikhronYaakov, Pardess-Hana, Hadera, KfarVitkin, Kfar-Neter, BeitYehoshua,Shefayim, Rishpon, Hertzliya-Kfar-Shmaryahu, Lod (near the station),Ramla, Tzrifin-Ramla, Beer-Yaakov-Ramla, Beer-Yaakov-Netzer-Sereni,Rehovot, Bnei-Darom, Ashdod-Ad-Halom, and Sorek.

The railways’ General ManagerMr. Ofer Linchevsky, said: “During 2005alone 950 barriers’ arms were brokenby impatient drivers; this is almost 4times more than the number of barri-ers, at 250; this phenomenon is uniqueto Israel, and putting the inspectors inplace is part of the plan to fight againstit”.”

(xvi). SAFETY - NEW ST(xvi). SAFETY - NEW ST(xvi). SAFETY - NEW ST(xvi). SAFETY - NEW ST(xvi). SAFETY - NEW STAFF APPOINTAFF APPOINTAFF APPOINTAFF APPOINTAFF APPOINT-----MENTSMENTSMENTSMENTSMENTS.....

From a press release of24.04.2006 by Israel Railways Ltd.:“The Directorate will promote the im-provement of the safety systems; Lastmonth the directorate approved theappointment of Mr. Amos Gelert asDeputy General Manager for safety,quality, and environment. Yesterday, thedirectorate approved the organizationalstructure of the Safety & Quality Depart-ment and instructed Mr. Gelert to ac-celerate the intensive activity, thuspreparing the railways towards qualifi-cation to ISO standards for safety, qual-ity, and environment.

Adopting the ISO standards is abreakthrough for the railways, regard-ing the improving and strengtheningtheir abilities and providing a compre-hensive and professional answer forsafety and quality.

The Chairman of Directorate Mr.Moshe Leon said: “The ISO qualifica-tion is a long and intensive procedure,however, it is one of the most signifi-cant changes that the railways are un-dergoing, while preparing themselvesfor growth according to the 5-year plan,putting safety at top priority; I have nodoubt that the appointment of a DeputyGeneral Manager for Safety will bringa significant advance and developmentof the railways’ safety and quality”.

The railways’ General ManagerMr. Ofer Linchevsky said: “The railwaysare intensively acting to promote safety,with the ambition of becoming one ofthe leading companies working accord-ing to ISO standards”.

The activity of improving thesafety system, as well as creating thesafety department, is led by the Britishfirm Touchstone Renard in cooperationwith the Israeli firm Kav-Project (ProjectLine).”

(xvii). DIRECT(xvii). DIRECT(xvii). DIRECT(xvii). DIRECT(xvii). DIRECTORAORAORAORAORATE VTE VTE VTE VTE VAAAAACANCYCANCYCANCYCANCYCANCY.....The Railways are functioning

from 01.05.06 without a Chairman ofDirectorate, due to the fact that the ap-pointment of Mr. Moshe Leon hasended after 3 years in his job; the Le-gal Council has decided not to approvenew appointments as long as the newgovernment has not yet been intro-duced (which will happen tomorrow04.05.06); Mr. Moshe Leon said: “I in-tend to run again; In my time the rail-ways grew significantly, and I hope thatthe transition time will be as short aspossible”.

Meanwhile, it has been decidedthat at every meeting during the transi-tion time, a temporary chairman will beappointed at that meeting.”(xviii). ENVIRONMENT(xviii). ENVIRONMENT(xviii). ENVIRONMENT(xviii). ENVIRONMENT(xviii). ENVIRONMENTAL IMPAL IMPAL IMPAL IMPAL IMPAAAAACT OFCT OFCT OFCT OFCT OFRAILRAILRAILRAILRAILWWWWWAAAAAYSYSYSYSYS, AND FUTURE PLANS, AND FUTURE PLANS, AND FUTURE PLANS, AND FUTURE PLANS, AND FUTURE PLANS.....

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From a press release of07.05.2006 by Israel Railways Ltd.:The railways’ General Manager Mr.Ofer Linchevsky, the General Managerof the Ministry for Environment Dr. MikiHaran, the General Manager of theNature Preservation Society Mr.Gershon Peleg, the General Managerof the Society of Nature and NationalParks (2 competing bodies!) Mr. EliAmitai, as well as activists for environ-ment, sat together about 10 days agoin a forum to discuss the bilateral rela-tions between the railways and the en-vironment. These efforts towardscooperation in preserving the environ-ment hand-in-hand with the accelerateddevelopment of the rail network, be-came a reality thanks to a one-day con-ference under the tit le “Bilateralrelations between railways and environ-ment” which took place a month ago.

During the conference partici-pants said that the main emphasis mustbe the coordination of the Railways’development programme with the en-vironmental factors as far as possible,before the discussions on the projectswill start at the Authority for NationalInfrastructures.

During the forum, discussionswere held on two rail projects, the align-ments of which pass through environ-mentally-sensitive areas:

- 1. A 4th. track on the Ayalonrailway line, while the alignment of theAyalon river will be diverted directly tothe Mediterranean Sea, thus enablingthe gorge to be totally dried out.

- 2. Revival of the so called East-ern Line (the historical Lod - Rosh-Ha-Ayin - Kfar-Sava - Hadera to Haifa) byrebuilding the abandoned section be-tween Kfar-Sava and Hadera East andconnecting it with Afula (on the oldHedjaz line currently being rebuilt), thusmaking it the backbone of the railways’freight traffic.

Mr. Linchevsky said: “The Rail-ways are devoting their efforts to na-ture preservation and environment,hand in hand with the developmentplans being implemented; cooperationand deepening of coordination in fu-ture will continue, and this is for us ofgreat importance”.

Dr. Miki Haran praised the rail-ways for changing the tendency in fa-vour of environment, while adding thatthe Ministry of Environment will closelyfollow up the railways to ensure thatenvironment standards are kept at theproject.

Mr. Amitai told the press that theAuthority for Nature and National Parkstogether with Israel Railways, have suc-ceeded in establishing working meth-

ods, the aim of which is to minimisethe damage to nature and landscapeduring the building of rail infrastruc-tures.

(xix). NEW TRANSPORT MINISTER.(xix). NEW TRANSPORT MINISTER.(xix). NEW TRANSPORT MINISTER.(xix). NEW TRANSPORT MINISTER.(xix). NEW TRANSPORT MINISTER.On 07.05.2006, the new Trans-

port Minister (for how long?...) Mr. ShaulMofaz entered his job, succeeding Mr.Meir Shitrit. Mr. Mofaz, who was for-merly the Minister of Defense, and be-fore that the Israeli Defense Army Chiefof General Staff, said that the top pri-ority is reducing the number of acci-dents on roads.

Mr. Shitrit, who has now becomethe Minister of Construction and Hous-ing, said that “Although the new PrimeMinister Mr. Olmert spoke privatelyabout reconsidering the continuation ofbuilding the A1 fast link to Jerusalemdue to the high costs, it is unthinkablethat Jerusalem will not be linked withTel-Aviv by a fast rail service covering itin 28 minutes”! Works, by the way arecontinuing at full tempo.

(xx). THE NEW TRANSPORT MINISTER.(xx). THE NEW TRANSPORT MINISTER.(xx). THE NEW TRANSPORT MINISTER.(xx). THE NEW TRANSPORT MINISTER.(xx). THE NEW TRANSPORT MINISTER.From a press release of 09.05.2006 bythe Transport Ministry:

The new Transport Minister Mr.Shaul Mofaz has told the press thatcompleting the Law of the NationalAuthority for Roads Safety and makingthe railways into the main mean oftransport are his top priorities; Headded that he wants also to build LRVnetworks in the big cities.

He further promised to make hisfirst visit as a Minister to Israel Railways,and he did so few days later, duringwhich he visited construction sites on theline to Jerusalem (A1) near Modi’in.Here he stated that, despite all the ru-mours, this line has reached the non-reversible point and will be completedas planned.

(xxi). SAFETY AND LEVEL CROSSING(xxi). SAFETY AND LEVEL CROSSING(xxi). SAFETY AND LEVEL CROSSING(xxi). SAFETY AND LEVEL CROSSING(xxi). SAFETY AND LEVEL CROSSINGISSUESISSUESISSUESISSUESISSUES.....From a press release of 21.05.06 bythe Transport Ministry:

Transport Minister Mr. ShaulMofaz has instructed Mr. Linchevsky tocrystallize within a month an overallprogramme for increasing safety levelon trains, along rail alignments, andreducing the vandalism of car driversat level crossings.

He further instructed Mr.Linchevsky to shorten the schedules forbuilding grade separations as well asaccelerating the removal of statutorybarriers delaying the implementation.

Mr. Mofaz added that the sharprise in rail traffic during last years hasincreased the probability of collisions,

which requires special treatment re-garding safety; He added that on eachnew line, the emphasize will be onsafety.

Here we come perhaps to themost interesting part: Mr. Mofaz hasinstructed Mr. Linchevsky to check thepossibility of replacing the current level-crossing barriers made of Aluminumwith barriers made of a harder mate-rial, in order to prevent their being bro-ken by violent car drivers; cynics havealready said that perhaps he’d like toimplement his military experience (Hewas the Chief of General Staff, and laterthe Minister of Defense!) by installinganti-tank barriers!

He also asked the railway ex-perts to check the possibility of increas-ing [sic. - he probably meansdecreasing] trains’ braking distance toavoid collisions - has Knorr anythingto offer?

(xxii). F(xxii). F(xxii). F(xxii). F(xxii). FARE REDUCTIONS TARE REDUCTIONS TARE REDUCTIONS TARE REDUCTIONS TARE REDUCTIONS TOOOOOJERUSALEM.JERUSALEM.JERUSALEM.JERUSALEM.JERUSALEM.From a press release of 10.05.06 byIsrael Railways Ltd.:

With the government policy andin cooperation with Israel Railways, ithas been decided to encourage trainusage on the Beit-Shemesh - Jerusalemline by reducing fares by 50% to $1.11only.

As a result of the decision, whichwas taken 4 months ago, passengertraffic has tripled; in order to furtherencourage passengers, the reductionhas been extended to the end of June2006.

According to the railways, traf-fic reached a monthly average of16,000 between January 2006 andApril 2006, compared with a monthlyaverage of 5,000 between October2005 and December 2005. The Gen-eral Manager Mr. Linchevsky said: “Af-ter checking the influence of a pricereduction on the traffic on this line,we’ve found it right - together with theFinance and Transport Ministries - tocontinue with the policy; it has proveditself by tripling the traffic; we do ourbest to make the railways accessible toall parts of the public, and with activi-ties like the fare reductions, which areincluded in the subsidies agreements,we’ll succeed in this important mission”.

(xxiii). F(xxiii). F(xxiii). F(xxiii). F(xxiii). FARE CONCESSIONS FOR THEARE CONCESSIONS FOR THEARE CONCESSIONS FOR THEARE CONCESSIONS FOR THEARE CONCESSIONS FOR THEDISABLEDDISABLEDDISABLEDDISABLEDDISABLED.

From a press release of24.05.06 by the Transport Ministry:Minister Mofaz announced that fromtoday, 24.05.06, all the disabled willenjoy fares reduction of 10% on theinterurban railway lines; Until now, only

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those disabled while in the army or dueto terrorist events have enjoyed this re-duction, while blind people travel free,and their escorts (probably not thedogs!) enjoy 50% reduction; Pressurefrom the Disabled organizationsbrought about this reduction for all cat-egories.Mr. Mofaz told the press that fares re-duction for the disabled are part of theefforts made by the Ministry to integratethese people in the society. Mr.Linchevsky told the press that the Rail-ways continue with their efforts to im-prove accessibility for the disabled,adding that soon special carriages withelectrically-operated ramps will enterservice to achieve these efforts.

Additionally, it has been decidedto add the lines: Binyamina - Haifa,Kiryat-Gat - Beer-Sheva, and Kiryat-Gat- Tel-Aviv, to the list of suburban lines,thus enabling their passengers to en-joy the use of seasonal tickets, like‘Weekly Free’ and ‘Monthly Free’.

(xxiv).TRANSPORT MINISTR(xxiv).TRANSPORT MINISTR(xxiv).TRANSPORT MINISTR(xxiv).TRANSPORT MINISTR(xxiv).TRANSPORT MINISTRY - NEWY - NEWY - NEWY - NEWY - NEWGENERAL MANAGENERAL MANAGENERAL MANAGENERAL MANAGENERAL MANAGER.GER.GER.GER.GER.

The Government approved on30.05.06 the appointment of Mr.Gideon Siterman for the General Man-ager of the Transport Ministry succeed-ing Mr. Arie Bar. Mr. Siterman, 52,married and with four children, is a sen-ior accountant, and has a rich experi-ence in finance, trade, business,management, stock exchange, andtransportation.

73:05. ISRAELRAILWAYS TENDERS:

Most important!(i). T(i). T(i). T(i). T(i). Tender No. HN/KB/08/06: Fender No. HN/KB/08/06: Fender No. HN/KB/08/06: Fender No. HN/KB/08/06: Fender No. HN/KB/08/06: Fast linkast linkast linkast linkast linkA1 to Jerusalem; Binyanei-HaA1 to Jerusalem; Binyanei-HaA1 to Jerusalem; Binyanei-HaA1 to Jerusalem; Binyanei-HaA1 to Jerusalem; Binyanei-Ha’Uma’Uma’Uma’Uma’Uma(new Jerusalem Central railway sta-(new Jerusalem Central railway sta-(new Jerusalem Central railway sta-(new Jerusalem Central railway sta-(new Jerusalem Central railway sta-tion) upper stationtion) upper stationtion) upper stationtion) upper stationtion) upper station; excavation andwalls works. Works include: earth works,demolishing and dismantling, wallworks and excavations, cast concrete,sealing, installing temporary lightingsystem and dismantling existing infra-structures, frameworks, pavements, andsewage. Implementation time: 7months. Latest bidding date:11.04.2006.

(ii). Tender No. SN/SR/0/06: Frame-work agreement for selling, promoting,and producing various events for therailways as per request.The contract is for 12 months with op-tional extension of up to additional 24months.Latest bidding date: 23.04.2006.

(iii). T(iii). T(iii). T(iii). T(iii). Tender No. HN/KB/05/06: Infra-ender No. HN/KB/05/06: Infra-ender No. HN/KB/05/06: Infra-ender No. HN/KB/05/06: Infra-ender No. HN/KB/05/06: Infra-structures works for doublestructures works for doublestructures works for doublestructures works for doublestructures works for double-tracking-tracking-tracking-tracking-trackingand upgradingand upgradingand upgradingand upgradingand upgrading Section-B km 21+000Section-B km 21+000Section-B km 21+000Section-B km 21+000Section-B km 21+000to km 31+125 of the Nato km 31+125 of the Nato km 31+125 of the Nato km 31+125 of the Nato km 31+125 of the Na’an - Beer’an - Beer’an - Beer’an - Beer’an - Beer-----Sheva lineSheva lineSheva lineSheva lineSheva line.Works include the following structures:Structure 01: infrastructures works.Structure 03: a railway bridge overGovrin river at km. 26+692.Structure 04: a railway bridge overLakhish river at km. 30+000.Structure 05: 2 security rooms.Structure 06: an option for layingmono-block type concrete sleepers anddifferent kinds of rails along the align-ment.Implementation time: 26 months instages. Latest bidding date:08.05.2006.

(iv). T(iv). T(iv). T(iv). T(iv). Tender No. HN/KB/06/07: Carender No. HN/KB/06/07: Carender No. HN/KB/06/07: Carender No. HN/KB/06/07: Carender No. HN/KB/06/07: Car-----rying out acoustic walls; landscaperying out acoustic walls; landscaperying out acoustic walls; landscaperying out acoustic walls; landscaperying out acoustic walls; landscaperebuildingrebuildingrebuildingrebuildingrebuilding, and various works along, and various works along, and various works along, and various works along, and various works alongAshdod - Ashkelon line. Ashdod - Ashkelon line. Ashdod - Ashkelon line. Ashdod - Ashkelon line. Ashdod - Ashkelon line. Works include:earthworks, landscape rebuilding,acoustic walls, gardening, and infra-structure. Implementation time: 10months. Latest bidding date:14.05.2006.

(v). FIBRE OPTICS. RFI - Request for in-formation:Israel Railways Ltd. wish to get infor-mation in purpose of preparing a ten-der for leasing/hiring relays and datatransmission services, by using the rail-ways’ communication and fibre opticinfrastructure, and would like to checkwith such services’ operators the needs,conditions, and business models suit-able for that purpose. Latest date forresponse: 18.05.2006

(vi). T(vi). T(vi). T(vi). T(vi). Tender No. HN/KB/10/06: Build-ender No. HN/KB/10/06: Build-ender No. HN/KB/10/06: Build-ender No. HN/KB/10/06: Build-ender No. HN/KB/10/06: Build-ing an acoustic wall at Kiryating an acoustic wall at Kiryating an acoustic wall at Kiryating an acoustic wall at Kiryating an acoustic wall at Kiryat-Haim-Haim-Haim-Haim-Haim(near the railway station and along the(near the railway station and along the(near the railway station and along the(near the railway station and along the(near the railway station and along theline).line).line).line).line). Works include: earthworks, castconcrete, pre-cast elements, sealing,painting, drilling and piles, water andsewage lines, etc. Implementation time:5 months. Latest bidding date:24.05.2006.

(vii). T(vii). T(vii). T(vii). T(vii). Tender No.TM/SR/08/06: A con-ender No.TM/SR/08/06: A con-ender No.TM/SR/08/06: A con-ender No.TM/SR/08/06: A con-ender No.TM/SR/08/06: A con-tract for killing weeds along railwaytract for killing weeds along railwaytract for killing weeds along railwaytract for killing weeds along railwaytract for killing weeds along railwaylines, at stations, and at other railwaylines, at stations, and at other railwaylines, at stations, and at other railwaylines, at stations, and at other railwaylines, at stations, and at other railwaysitessitessitessitessites. The contract is for 12 months withoptional extension of up to additional48 months. Latest bidding date:28.05.2006.

(viii).(viii).(viii).(viii).(viii). TTTTTender No. MC/KB/04/06: Upender No. MC/KB/04/06: Upender No. MC/KB/04/06: Upender No. MC/KB/04/06: Upender No. MC/KB/04/06: Up-----grading works at Haifa East IC3 degrading works at Haifa East IC3 degrading works at Haifa East IC3 degrading works at Haifa East IC3 degrading works at Haifa East IC3 de-----pot.pot.pot.pot.pot.Works include: dismantling lighting el-ements, delivery, installation and/orreplacing lighting elements, additionsand repairs on control boards, andchecking by an authorized electrician.Implementation time: 3 months. Latestbidding date: 31.05.2006.

(ix). T(ix). T(ix). T(ix). T(ix). Tender No. MC/KB/05/06: Reender No. MC/KB/05/06: Reender No. MC/KB/05/06: Reender No. MC/KB/05/06: Reender No. MC/KB/05/06: Re-----building a concrete fuel tank at Haifabuilding a concrete fuel tank at Haifabuilding a concrete fuel tank at Haifabuilding a concrete fuel tank at Haifabuilding a concrete fuel tank at HaifaEast loco depotEast loco depotEast loco depotEast loco depotEast loco depot. Works include:earthworks, concrete, painting and plat-ing, framework, dismantling and pre-paratory, cables and development.Implementation time: 3 months. Latestbidding date: 30.05.2006.

(x). Tender No. MC/KB/06/06: Wallworks and drainage of fuel tanks atHaifa Kishon works.Works include: earthworks, cast con-crete, framework, demolishing and dis-mantling, water and sewage pipelines.Implementation time: 3 months. Latestbidding date: 30.05.06.

(xi). T(xi). T(xi). T(xi). T(xi). Tender No. MC/KB/03B/06: Build-ender No. MC/KB/03B/06: Build-ender No. MC/KB/03B/06: Build-ender No. MC/KB/03B/06: Build-ender No. MC/KB/03B/06: Build-ing a refuelling complex at Ashdod Ping a refuelling complex at Ashdod Ping a refuelling complex at Ashdod Ping a refuelling complex at Ashdod Ping a refuelling complex at Ashdod Portortortortortclassification yard.classification yard.classification yard.classification yard.classification yard. Works include:earthworks and area preparation,manufacturing and installation of a 50kilolitre capacity fuel tank as per APIstandard, concrete works for founda-tions and platforms, construction andsheet metal works for building and in-stallation of a pump house and a dis-charging amenity for road tankers, asystem for discharging fuel, a refuel-ling post for rolling stock, a control sys-tem for fuel stock management,installation of a mobile structure, elec-trification, communication, pipelineworks and equipment installation. Im-plementation time: 8 months. Latestbidding date: 12.06.06.

(xii). T(xii). T(xii). T(xii). T(xii). Tender No. NO/SR/07/06: Pender No. NO/SR/07/06: Pender No. NO/SR/07/06: Pender No. NO/SR/07/06: Pender No. NO/SR/07/06: Prororororo-----viding information services for passen-viding information services for passen-viding information services for passen-viding information services for passen-viding information services for passen-gers by phonegers by phonegers by phonegers by phonegers by phone. The contract is for 24months with optional extension by upto additional 12 months. Latest biddingdate: 15.06.06.

(xi i i ) . T(xi i i ) . T(xi i i ) . T(xi i i ) . T(xi i i ) . Tender No. MH/SR/13/06:ender No. MH/SR/13/06:ender No. MH/SR/13/06:ender No. MH/SR/13/06:ender No. MH/SR/13/06:FFFFFramework agreement for providingramework agreement for providingramework agreement for providingramework agreement for providingramework agreement for providinginstallation and repair services of datainstallation and repair services of datainstallation and repair services of datainstallation and repair services of datainstallation and repair services of datacommunication all over the networkcommunication all over the networkcommunication all over the networkcommunication all over the networkcommunication all over the network.The contract is for 24 months with op-tional extension by up to additional 12months.

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73:06.

LRV PROJECTS:(A). Jerusalem LRV P(A). Jerusalem LRV P(A). Jerusalem LRV P(A). Jerusalem LRV P(A). Jerusalem LRV Project:roject:roject:roject:roject:

(i). Last week the National Council for Planning and Construction, has finallyapproved the LRV bridge at the city’s western entrance designed by Calatrawa;all the appeals to court have been rejected; works, however, continued as usualeven in the time the matter was discussed at court.

(ii). A memorial statue which was near the central bus station has beenremoved in the last week of May to a new location to clear the space for excava-tion works for both the railway central station (of the A1 link), which is to be builtat 80m underground, as well as for the LRV surface station.

(B). T(B). T(B). T(B). T(B). Tel-Aviv LRV/Metro Pel-Aviv LRV/Metro Pel-Aviv LRV/Metro Pel-Aviv LRV/Metro Pel-Aviv LRV/Metro Project:roject:roject:roject:roject:

Mr. Mofaz visited on 24.05.06 the office of NTA (Tel-Aviv LRV project manage-ment), as well as the alignment of the Red Line between Petakh-Tikva and Bat-Yam.

In a statement to the press he said that, despite all rumours, the projecthad reached the non-reversible point, and he also instructed NTA’s ChairmanMr. Benny Waknin and the General Manager Mr. Yishay Dotan to complete within2 months the design of the Green Line (the 2nd LRV line), as well as selecting thewinner for the Red Line; he promised that the first line will be operational in2012, and that land problems will be solved.

(C). Commercial Developments.C). Commercial Developments.C). Commercial Developments.C). Commercial Developments.C). Commercial Developments.

The government intends to built 2 underground commercial areas, similar tothose in Toronto and Osaka, one near the Diamond Bourse at Ramat-Gan underthe alignment of the Red Line, and the second in Jerusalem at Har Hozvim (ahigh-tech area); the idea is to create a direct connection between public trans-port services and business centres free of weather troubles.

73:07.

NOTES AND COMMENTS.(a). THE MISHMAR HA(a). THE MISHMAR HA(a). THE MISHMAR HA(a). THE MISHMAR HA(a). THE MISHMAR HA’EMEK MANURE TROLLEY’EMEK MANURE TROLLEY’EMEK MANURE TROLLEY’EMEK MANURE TROLLEY’EMEK MANURE TROLLEY. by Chen Melling. by Chen Melling. by Chen Melling. by Chen Melling. by Chen Melling.....

“I believe Mishmar Haemek, a kibbutz in Jezreel Valley (Esdraelon Valley)never appeared in a direct railway-related context, despite being not so far fromthe route of the Hejaz Railway’s Haifa Branch. Therefore I was quite happy tofind a mention of a tiny railway which is said to have existed there.

This popped out while skimming through the pages of a book of memoirscalled “Hakibbutz Sheli”, meaning in Hebrew “My Kibbutz” and subtitled “MishmarHaemek 1922-1950”. It was written by Yesha’yahu Be’eri and published in 1992.On page 90 of this book, a single sentence mentions the fact that in 1938, atrack was installed between the kibbutz’s cattle-shed and the adjacent manureheap. According to the book, a trolley (‘KRONIT’) was used on this track to trans-port manure from shed to heap, replacing in that function the former wheel-barrow and thus easing the workload.

So far I have not been able to find any other evidence of this operation,not even in another book about this kibbutz which contains an extremely detailedevent-list, of which I checked the period 1936-39.”

[Ed. adds: Clearly a simple piece of Decauville equipment used for agri-cultural purposes - soemthing for which the material was designed. But never letit be said that ‘Harakevet’ does not delve into the deepest and smelliest recessesof industrial rail useage!]

(b). INDONESIAN W(b). INDONESIAN W(b). INDONESIAN W(b). INDONESIAN W(b). INDONESIAN WAAAAAGONS FOR EGGONS FOR EGGONS FOR EGGONS FOR EGGONS FOR EGYPT IN 1940.YPT IN 1940.YPT IN 1940.YPT IN 1940.YPT IN 1940.From Marc Stegeman came a reference to a website produced by Gerhard

Verhoeven, a former Dutch Colonial railway enthusiast now living in Australia,with his memoirs. From here we take just two items :-

“To assist the allied war effort inthe Middle East, some 80 broad gauge(i.e. standard gauge) wagons had beensold to Egypt during 1940. These wereseemingly no longer required becauseof the downturn in sugar exports afterthe depression of the early thirties. Be-fore the depression, there had beenlarge volumes of sugar exports to Brit-ish India until it started its own sugarindustry.”” “Then (1939) we sailedon past the island of Socotra, CapeGuardafui, the Strait of Perim, the RedSea, Suez and the Canal where we oc-casionally saw the white trains of theEgyptian Railways going past. In PortSaid we went to the shop of Simon Artz,which opened in the middle of the nightwhen the ship came in. The early morn-ing was oh, so cold there in our tropi-cal clothing.”

(c). MORE ON “S(c). MORE ON “S(c). MORE ON “S(c). MORE ON “S(c). MORE ON “S.S.S.S.S.S.....THISTLEGORM”.THISTLEGORM”.THISTLEGORM”.THISTLEGORM”.THISTLEGORM”.

We have made several past ref-erences to this sunken ship, whosecargo included some 8F 2-8-0’s andseveral wagons. (see 23:6:(d), 28:20,68:6:(h).) In the ‘British Legion’ maga-zine, 2/2006, p.8 is an article: “Under-water Action as Divers Replace StolenWreck Poppy.”

“Eleven service members of div-ing exercise ‘Engineers Down’ placeda ‘new’ plastic Remembrance poppy onthe wreck of SS ‘Thistlegorm’ in the RedSea on 1 March 2006.

The new poppy was provided bythe Legion to replace an earlier Poppythat had been stolen by previous visit-ing divers.

The SS ‘Thistlegorm’ was afreighter 126.5m in length and weighed4,898 tonnes. She was launched inJune 1940 and was sunk by a loneGerman Heinkel-111 bomber in thearea of Sha’ab Ali in the Red Sea on 6October 1941.

The ‘Thistlegorm’ was an oppor-tunity target, as the Heinkel was search-ing for the RMS ‘Queen Mary’. whichwas rumoured to be in the vicinity.

‘Engineers Down’ was an Ad-venturous Training Exercise (Sub-.Aqua)organised by the Royal Air ForceCranwell Sub-Aqua Club, with inviteddivers from the Royxal Air Force Sub-Aqua Federation, plus two others.

The purpose of the exercise wasto develop teamwork, leadership andpersonal qualities through the mediumof sub-aqua diving and to conduct divertraining and gather sub-aqua divingexperience for members of the club.

Team members were: Sqn. Ldr.P. Hamer PJHQ Northwood; Maj. T.Hamnet APA RAF Uxbridge, Flt. Lt. R.

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Saldanha, LATCC (Mil) West Drayton;Fg. Off. I. Hannaby, Fg. Off. N. Lane,Fg. Off. H. Reed and Fg. Off. AWoolven, all from RAF Cranwell; Fg.Off. R. May RAF St. Mawgan; Sgt. P.Griffiths RAF Innsworth; Cpl. N. Law RAFCosford; and Mrs. H. Middleton RAFScampton.”

(d). Re: 70:13 and 71:09. The T(d). Re: 70:13 and 71:09. The T(d). Re: 70:13 and 71:09. The T(d). Re: 70:13 and 71:09. The T(d). Re: 70:13 and 71:09. The TurkishurkishurkishurkishurkishStation at Akko (Acre).Station at Akko (Acre).Station at Akko (Acre).Station at Akko (Acre).Station at Akko (Acre).By PBy PBy PBy PBy Paul Cotterell.aul Cotterell.aul Cotterell.aul Cotterell.aul Cotterell.

Chen Melling has recently discov-ered some items of interest aboutthis station, though they do not shedany more light on its actual closure.They come from Preservation andReconstruction of Acre - Survey andReport 1944 by Percy H. Winter,Senior Architect of the Public WorksDepartment, Government of Pales-tine by whom it was published.There were schemes at the time forbeautifying the town. The followingare relevant passages from thatReport.

“…It is an unfortunate factthat the Palestine Railways has noarchitectural staff or retained archi-tect to design its buildings…

[If] when the new [HBT] station is in operation, the General Man-ager of the Railways would agree that the length of railway from thejunction of the new [HBT] military extension with the Hedjaz Railway line,north of the Na’amin river, up to the present [HR] Acre Station, also thepresent Station itself, would be put out of use and he would not opposeany suggestions for its removal, disposal or adaptation to other purposes.In this event it is recommended:1. That the redundant stretch of railway line be removed and the raisedembankment on which it is laid be leveled down to the general level of thesurrounding sand dunes. The primary reason for this is a matter ofamenities…It will improve the approaches to Acre and open up the viewfrom the road of the panorama of Acre as seen across the bay.2. The present Station buildings be reconstructed…They are a blot onthe landscape, mar the beauty of the scene…and should be architecturallytransformed. The most objectionable features such as the red tiled roof,the chimney pots, the gables and the ‘architectural’ hobbles and bobblesand ‘features’ should in any event be removed and flat roofs put over thebuildings so long as they are rendered inoffensive and unobtrusive in thisimportant view. The ugly structure near the Station carrying the watertanks…should be demolished as it also is a blot marring the view of Acrefrom the road”.

I have not come across this Percy Winter person before, but he obviouslytook a violent dislike to the old HR station and his recommendations wouldhave scalped the station building and rendered it void of ornamentation.“Blot on the landscape” indeed! I hate to think what Mr Winter wouldhave imposed upon us had he been allowed his way. It’s all academicnow, of course, but you can make up your own mind from the accompa-nying photo taken from that 1944 report. It remains the only one I haveseen which shows the whole Turkish station building in its setting. The tophalf of a water column can be seen in front of the building, the freightplatform is visible between the tree trunks at right of centre, the two circu-lar water tanks on their stone base can be made out above the treesfurther to the right, and the beach is in the foreground.

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73:08.

AAAAA..... IRANIRANIRANIRANIRAN..... (i). 2005 T (i). 2005 T (i). 2005 T (i). 2005 T (i). 2005 TOUR REPORTOUR REPORTOUR REPORTOUR REPORTOUR REPORT.....

(From ‘Continental Railway Journal’No. 145, Spring 2006, pp. 553-556.)

“These notes are based principallyon observations made during an October2005 tour organised by Tomas Meyer-Eppler... on behalf of the DGEG. The partywas made very welcome in Iran, and af-forded every facility to visit and to photo-graph locomotives, stations, depots andworkshops.

Currently, the locomotive stock of theIslamic Iranian Republic Railways (IIRR, orRAI based on the Iranian language title ofthe administration) is dominated on shunt-ing and light transfer work by General Mo-tors Bo-Bo DE locos of various types andvintages, and on passenger and heavyfreight by General Motors class GT26CWCo-Co DE, built mainly in the USA andCanada in 1971-74, although the last batchwas built by Hyundai in South Korea in 1984.But times are changing, and major serviceswill gradually be taken over by 100 AlstomCo-Co DE, the majority of which are beingbuilt under licence in Iran by Wagon Pars atArak. But also, on the lines emanating fromArak and Bafq, General Electric Class U30C,built in Canada from 1992 onwards, seemto have the major share of freight workings.There are also other types, which will bementioned later.... The ‘Railway Directory’quotes a total of 557 diesel and 8 electriclocomotives in 2003.

TEHRAN. Iran‘s capital city lies to-wards the north of the country, about 140km.south of the Caspian Sea. It is the hub of theIIRR system, with virtually all lines in the coun-try radiating from it. Route length of the sys-tem in 2003 was 6152 km., of which 94km.were 1,676 gauge (adjoining the Pakistanfrontier) and the rest standard gauge. Pas-senger trains are operated by Raja Passen-ger Trains Co., which is a subsidiary of IIRR,formed in 1996 to focus on developing pas-senger services including international trains,upgrading rolling stock and passenger fa-cilities, and purchasing new rolling stock.

TEHRAN STATION. This is an impos-ing building with free-standing neon lightsteam locomotive and passenger coachdecoration in the forecourt, and impressivemurals in the concourse. In nearby sidingswere an unidentified Vulcan Foundry, New-ton-le-Willows, 2-10-2 (52.11 - 52.74 se-ries, built 1951-3) and a Cowans crane.

TEHRAN CARRIAGE WORKS. This isoperated by the Raja Passenger Trains Co.The party were shown the preserved and lit-tle-used Royal/Presidential Train, and therefurbishment of the Turbotrains purchasedfrom France about 1975 and out of servicefor many years. Some redundant units wererecently obtained from SNCF to aid this

project, and on the party’s last morning inTehran one of the refurbished units was seenin service. The class 141 railbuses obtainedsome years ago from Great Britain were alsoundergoing refurbishment. Many were stillin crimson and cream Metro livery, but oth-ers were being painted in a pleasant two-tone green and cream livery. It is planned touse these on ‘local’ services including oneto Qom (167km., but given the size of Iran,this must appear local.) Among other itemsof interest in the surrounding yards was GMClass G12 Bo-Bo 42.091, painted lightgreen with the legend ‘HYBRID’, as it couldalso work on battery power. GM Class G8Bo-Bo 40.414, rebuilt with what looked likea ‘crew car’ cover around the engine andrunning plate; and a couple of road busesor coaches converted to run on rail.

TEHRAN LOCOMOTIVE WORKSAND SHED. The party were treated to anexhaustive - and exhausting - visit. Seen andphotographed were the various classes ofGB Bo-Bo - G8, G12 and G22, includingsome G22’s built under licence in Jugosla-via in 1975 - as well as Hitachi locos withthe same wheel arrangement. The HT26CWCo-Co’s were much in evidence, includingone, 62.946, with a strikingly modified frontend, not too dissimilar to that seen on60.306, probably the last representative ofthe GM Class G16 Co-Co’s, built in 1959-62. Henchel 0-6-0DH 30.01, dating fromthe 1950’s was also present. Sought out andphotographed was the only Roumanian‘hire’ loco seen on the trip, 60.709. This wasone of the Craiova-built Co-Co’s dating fromthe 1970’s....

TEHRAN URBAN AND SUBURBANRAILWAY CO. Currently there are two urbanlines in operation. Line 1 (Red Line) runsnorth-south from Mirdamad to Haram-e-Motahar. Line 2 (Blue Line) runs east-westfrom Dardasht, where the depot is located,to Sadeghieh Square, and crosses Line 1 atImam Khomeini Square. Both lines are 750Vdc third-rail and the first section opened inFebruary 2000, since when there has beensteady progress in expending the system.Rolling stock has been obtained from China,the first two series having angular bodies,although some new streamlined units wereseen. Stations have been designed to be at-tractive as well as functional and new worksof art have been commissioned for them.Yellow Bo-Bos of Chinese origin are usedon Permanent Way work.

Line 5 is an express suburban rail-way, electrified at 25kV, which runs some 40km. from Sadeghieh, western terminus ofLine 2, through the town of Karaj toGolshahr. It is worked by Chinese-built dou-ble-deck stock with a locomotive at each end.The first of these Bo-Bo’s is again of ratherangular profile, but more recent streamlinedunits were also noted in operation.

TEHRAN TROLLEYBUS SYSTEM.Opened in 1991, this is the only trolleybussystem in Iran. It consists of five routes, twoof which are classed as express routes andrun for much of their length on segregatedbusways. Vehicles seen were articulated, builtby Skoda in the early 1990’s.

TABRIZ. Overnight journeys weremade in both directions between Tehran andTabriz, which by rail is 736km. north-westof the capital in Azerbaijan province, adja-cent to the independent state of the samename. There, G12 and G22 Bo-Bo’s wereemployed on shunting and local freights,with most major workings, including thethrough portion of the Damascus - Tehrantrain, covered by GT26CW Co-Co’s. How-ever, the prime reason for visiting Tabriz wasto see the 25kV-50Hz electric locomotiveswhch worked the electrified line to Jolfa.These are quoted as being similar to SJ Rc4Bo-Bo’s, but are obviously not identical, asthe latter are 15kV 16 2/3Hz machines. Ithad been intended to travel on at least partof the electrified line, but it was said to beout of use and the locos, 40.651-8, were allpresent on shed. Also found there was oneGM Class G8 Bo-Bo DE. Close to the verylarge and imposing station was a Russian-built 5ft.-gauge 0-6-0T, which shortage oftime prevented being identified with certainty.This loco did not appear in the list of 5ft.-gauge locomotives seen at Tabriz in the late1960’s.... But it could have come from theTabriz - Jolfa line, as this was opened tobroad gauge in 1916 and converted in1958, or from some industrial undertakingconnected to it.

MASHHAD. This is Iran’s second city,situated in the north-east of the country, closeto the borders with Turkmenistan and Af-ghanistan, and 926 km. from Tehran by rail.Again the DGEG party made an overnightjourney from the capital to reach it. Princi-pal interest in Mashhad was the 19km.standard gauge tramway or light railway,which has no less than 10.5km. in tunnel. Itis expected to open in 2008, using 99 newtrams purchased from China, although thereare already some former Düsseldorf tramsin store at Mashhad which may be used dur-ing the start-up process. At the IIRR loco de-pot there were the usual Bo-Bo’s andCo-Co’s in a variety of liveries, but note-worthy among them was a Hyundai-builtGT26CW. There was also a Hitachi-built Bo-Bo, together with a couple of angular dieselrailcars built at Maribor under licence fromSiemens. Some more units may be built inIran, at Wagon Pars in Arak.

SHAHRUD. An afternoon train,hauled by a GM Co-Co, was used to travelfrom Mashhad back to Shahrud, which liesabout half-way between Mashhad andTehran. A blue Köf 4wD was seen at a fac-

OTHER MIDDLE EASTRAILWAYS.

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tory, about half an hour out of Mashhad.The main reason for visiting the small depotand works at Shahrud had been to see the2M62 twin Co-Co DE locos on hire fromthe Ukraine, but these had returned homesome time earlier. There was just one loco -a G22 Bo-Bo - on shed, but a couple ofGT26CW-hauled freights were seen, andthere was the first sighting of an Alstom Co-Co DE on a passenger train. The return jour-ney to Tehran was made by road, with apause en route at Semnan to photographsome more GM Co-Co’s on freight trains.

QOM. An afternoon train wascaught from Tehran for the 167 km. journeysouth to Qom. Motive power was aGT26CW, and more of this class of locoswere seen en route. At Qom, where the trainreversed to continue its journey to Arak, G12Bo-Bo’s were in evidence.

ARAK. The reason for travelling toArak was to visit the works of Wagon Pars,where a surprise find was the metre gauge0-6-0T built by Tubize in 1887 for the ReyRailway, just south of Tehran. It had beenexpected that this loco would be seen inTehran. Another surprise at the works wasone of the former Düsseldorf trams, whichwas to be refurbished not for use but for pres-ervation. Wagon Pars build and refurbisheswagons and coaches, and there were someformer Syrian Railways coaches present forrefurbishment. Industrial diesel locos alsoform part of the Wagon Pars portfolio, andone of these was seen, built under licencefor the Mobarakeh Steel Company. But theseactivities were overshadowed by the con-struction/refurbishment of Tehran Metro setswith Chinese technical assistance, and theCo-Co DE’s and train sets being built underlicence from Alstom.

ESFAHAN. From Arak the journeywas made by road to the beautiful city ofEsfahan, where cultural visits were the mainobjective. The station is another imposingbuilding on the edge of the city. At the smallloco depot, two of the earlier series ofGT26CW locos were in residence. A similarloco powered the train used by the party totravel to Yazd.

BAFQ. From Yazd, early-rising mem-bers of the party travelled by train to Bafq,716 km. by rail from Tehran. Others, whowent by road, had their first sight of a differ-ent class of locomotive - the General Elec-tric U30 Co-Co DE, which had been suppliedby Canada from 1992 onwards. These arepainted in a pleasant grey and deep pinklivery, and one was photographed at worknear a quarry, and then hauling its trainthrough the desert landscape. The objectiveat Bafq was the the locomotive works, wherethe wall of one building has a large andcolourful mural of a U30 class locomotive,and there were many members of this classin various stages of decay around thepremises. Also standing forlornly in the hotsun were the ten Co-Co DE’s bought newfrom Roumania in 1986, an updated ver-sion of the locos which were later hired fromCFR. These were in an orange or blue-grey

livery with yellow lining. An abandoned yellow-painted Bo-Bo defied identification, but wassaid by the experts in the party to be of French origin. Alstom Co-Co’s were also to befound at Bafq, and on the road journey back to Yazd there was the rewarding sight of oneof these in a trio of locos hauling a freight across a short viaduct in the desert. Return fromYazd to Tehran was by overnight train, which reached its destination about an hour early.”

(ii). THE SHAH’S RO(ii). THE SHAH’S RO(ii). THE SHAH’S RO(ii). THE SHAH’S RO(ii). THE SHAH’S ROYYYYYAL TRAINAL TRAINAL TRAINAL TRAINAL TRAIN.....In ‘Bahn-Jahrbuch’ 2006 p.81 is a small photo of two of the coaches of the royal

train stock in blue and cream livery. “The rakes are kept, almost perfectly intact, in Tehran.Four of the eight coaches date from the beginning phase of the Persian Railways, and wereused by Shah Mohammed Resa Pahlawi on 25th. May 1938 for the opening of the firstthrough main line in the country. Four others, including the observation saloon, were deliv-ered in 1959 by Wegmann of Kassel.

With the revolution of 1979 and the return of Ayatollah Khomeini the luxuriouscoaches were placed under lock and key in a hall at the Tehran repair workshops. Theywere maintianed in good condition by railwaymen, but not made available for visits. Withthe current situation in the country there is no thought at present of running tourist services.”

(iii). NEW YEAR SERVICES(iii). NEW YEAR SERVICES(iii). NEW YEAR SERVICES(iii). NEW YEAR SERVICES(iii). NEW YEAR SERVICES.....From ‘Fahrplancenter News’ No. 40 p.21.

Over the Persian New Year holiday period from 15th. March to 4th. April 2006trains worked for the first time over the new North-South line from Mashhad to Kerman.The train pair, operating once per week, requires 17hours 30 minutes for the journey. Tothis are added three return trains per week between Mashhad and Yazd, whereby this linehas proved its capability of taking passenger services.

The Tehran - Mashhad line was served over this period by 24 trains in each direc-tion, in addition to five longer-distance trains. For a line of over 900km. this counts as avery good service. Normally there are ‘only’ 12 daily train-pairs over this line.

(iv). NEW ST(iv). NEW ST(iv). NEW ST(iv). NEW ST(iv). NEW STAAAAATISTICSTISTICSTISTICSTISTICSTISTICS..... (Also from ‘Fahrplancenter News’).Statistics for the Iranian Railways for 2004 have just been made available. They

demonstrate some interesting developments

VVVVVehicles.ehicles.ehicles.ehicles.ehicles. 2003.2003.2003.2003.2003. 2004.2004.2004.2004.2004. Notes.Notes.Notes.Notes.Notes.Locomotives. In stock. 560 578 8 Electric.

In service. 320 335 5 Electric.Diesel Fuel. per loco 794,000 770,000 litres per year.Passenger coaches. In stock 1,261 1,119

In service 1,015 738Goods wagons. In stock 16,435 17,373

In service ? 16,328

InfrastructureInfrastructureInfrastructureInfrastructureInfrastructureLines in use 6405km.Stations 367.Personnel Total. 14,305 13,748,

of which permanent employees 9,476 8,780.

TTTTTraffic & Operations.raffic & Operations.raffic & Operations.raffic & Operations.raffic & Operations. (in Millions)Passengers. 16,112,000 17,390,000.Passenger/Km. 9,314M. 10,012M.Freight. Tons. 28,798,000 29,400,000.

Tons/Km.. 18,048M. 18,182M.Goods in Transit. 1,172,000. 1,418,000.

In 2004 the international traffic (import and export) amounted to 31,261 wagonsdespatched, of which 1,234 in traffic with the Aseri province of Nachitsevan (the border atDjulfa); 1,694 wagons crossed the border to Turkey at Razi; 99 wagons were registered atthe border to Pakistan at Mirjaweh. 9,921 wagons were used for transport of import andexport traffic from the harbours. The rest traversed the border at Sarakhs, which illustratesthat traffic with the FSU states and Iran and the Gulf States is gaining major importance.

BBBBB. JORD. JORD. JORD. JORD. JORDANANANANAN..... From ’C.R.J.’ No. 145 Spring 2006 p. 556.“For a Railway Touring Company visit in October 2005, steam specials were run as

follows: RSH 2-8-2 23, Amman to Qatrana; Nippon Sharyo Pacific 82, Amman to Dera’a;HStP 2-8-2 17, Amman to Qasir um el Heeran (summit of the southbound climb; it alsohas other names but that is what appears on the station building: other steam locos seenwere Jung 2-8-2 51, operational at Amman but not used on the tour; Nippon Sharyo 4-6-2 85 still under restoration at Amman; RSH 2-8-2 22, HStP 2-6-2T’s 61/63 (the latter withthe plates from 61), and HStP 2-8-2 71, dumped at Amman; Jung 2-8-2 50 or 52 andNippon Sharyo 4-6-2 81 dumped at Libban (26 km. south of Amman); GE UM10A1A typeA1A-A1A DE locos 40210/2/3 were in use at Amman.”

C. SYRIAC. SYRIAC. SYRIAC. SYRIAC. SYRIA.....(i). HEDJAZ NO(i). HEDJAZ NO(i). HEDJAZ NO(i). HEDJAZ NO(i). HEDJAZ NOTESTESTESTESTES. Also from ‘C.R.J.’ No. 145 p.556.

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“The following notes are based onthe report of the Railway Touring Companytour in October 2005.STEAM SPECIALS: Hartmann 2-8-0 91 wasused on a special from Dera’a towardsBosra, but failed mid-way. Jung 2-6-0T+Tperformed some shunting in Dera’a yard.Hartmann 2-8-2 260 worked a special fromBosra to Dera’a, and made two trips fromDera’a to Zeizoun in the Yarmuk Gorge onconsecutive days, the first being very suc-cessful, the second less so. Hartmann 2-8-2262 worked a special northwards fromDera’a to Izra, where it failed, the tour partybeing collected by coach. A diesel loco laterhauled 91, 260 and 262 to Cadem, wherearrival was at 00.30 - with three brave soulsstill on board! Hartmann 2-8-0 90 workeda special from Hame, where SLM 2-6-0T’s751/754/755 were also still marooned, toFijeh on the Serghaya line. After a days’sattention at Cadem, 262 headed south tonear Izra where the party boarded thecoaches to travel to Dera’a. For much of theway, the Mikado double-headed withHartmann 0-4-4-2T 962, with the latter per-forming solo on one section of the journey.

CADEM WORKS. Steam locos seen were asfollows: Borsig 2-8-0 160 was under repair,lifted off its wheels, in the main works build-ing. All others were dumped: Hohenzollern0-6-0T’s 33-34, 35, 37; Jung 2-6-0T 61;Hartmann 2-8-0’s 93 and 106, Borsig 2-8-0 163 (identity confirmed by staff); Hartmann2-8-2 259; SLM 2-6-0T’s 752, 753; SLM 0-6-2T’s 803, 804, 805; Hartmann 0-4-4-2T961. Of diesel motive power, Roumanian-built locos A-301 ad AV-400 (23rd. AugustWorks, 23438/1977) were both derelict, aswas Ganz railcar R-501. Operational wereSchöma shunter 2247, running withoutbodywork, with sister 2246 under repair.Ganz railcars R-10, R-11 and R-502, R-503and De Dion Bouton railcar ACM3, whichperformed in the works yard, where its trailerwas also present.

DERA’A. Borsig 2-8-0 161, its identity con-firmed by staff, was dumped here in greyprimer. The southbound international trainwas observed at Dera’a. It arrived with Rou-manian-built diesel AV-402 hauling onecoach and an open wagon for baggage.Transfer to the Jordanian train then tookplace, and it departed composed of two ofthe GE diesels, two coaches and two bag-gage vans. Diesel loco AV-401 was also seenat work between Cadem and Dera’a.

POSTSCRIPT. All 1.05m gauge rolling stock,except for the diesels, dates from before1920 and is in totally run-down condition.There were few passengers, and they seemedto be outnumbered by railwaymen, policeand sundry officials by around two to one.The economics of this defy belief, and it is amiracle how the railway survives, especiallyas the RTC tour was, according to the staff,the only enthusiast trip of 2005.” [There issome doubt as to this last statement! Ed.]

(ii). ST(ii). ST(ii). ST(ii). ST(ii). STANDANDANDANDANDARD GAARD GAARD GAARD GAARD GAUGE SCHEMESUGE SCHEMESUGE SCHEMESUGE SCHEMESUGE SCHEMES.....In ‘Fern Express’ 1/2006 p. 42 is a

news item - “The government has an-

nounced the beginning of construction forthe standard gauge line from Damascus toDeraa, which will largely follow the historicHedjaz line. The 110km. long line to theJordanian border will be built for speeds of250 km/h and should be the first section ofa projected network that will link Syria withEgypt, Saudi Arabia and the Gulf States.”One wonders how Egypt is to be reached.....unless some international political changestake place first!

DDDDD. HEDJAZ. HEDJAZ. HEDJAZ. HEDJAZ. HEDJAZ.....Although there is of course much

overlap with Jordan and Syria, we have de-cided to include “Hedjaz” as a separate itemfor the following report, since it covers asusual several countries.

‘HEDJAZ T‘HEDJAZ T‘HEDJAZ T‘HEDJAZ T‘HEDJAZ TOUR ORGANISAOUR ORGANISAOUR ORGANISAOUR ORGANISAOUR ORGANISATIONTIONTIONTIONTION.’

The long-running saga of organis-ing Enthusiasts’ Tours to the Hedjaz contin-ues. Bill Alborough of Loughborough, apioneer in this field and one who is officiallyretired now from ‘TEFS’ but seems unableto let go (and long may it stay so!) has kindlysent details of a ‘Dummy Run’ tour he made11th.-16th. March 2006, to establish detailsand arrangements for his next, and maybelast tour of the system. Here they are, in hisown inimitable style - quoted almost in full,as who knows how this will all sound in an-other ten years or so? These are the modernequivalent of those Traveller’s Tales by MarkTwain and others a century and more ago.

“Saturday 11th. March: Midland Main Linesuggest 5 minutes alighting from their (hope-fully punctual) arrrival at St. Pancras Stationuntil boarding a Piccadilly Line train! In yourdreams! I takle 18 minutes of frantic activitywith hand-baggage only. Do they have anOlympic Sprinter on their (computer-gener-ated) Staff?

Royal Jordanian (RJ) check-in is AirCanada. The Staff fear the RJ ‘Dragon Lady’.I have 6kg. hand baggage (5kg. limit).“Please see the RJ Rep” - but she is accept-ing 12 Huge FRAGILE boxes belonging to aJordanian Princess having spoken at Wom-en’s Day Celebrations hosted by Mrs. CherieBlair. These are obviously sacrosanct andaccepted without query. My bag is weighedFOUR TIMES, then accepted ‘subject to crewrejection’. At the aircraft, no-one cares a toss.

The In-flight magazine trumpets newaircraft coming on-line imminently. I hopeso. RJ112 is an ancient Airbus without in-flight entertainment as TV screens cannot belowered. My (Ukrainian) Hostess wonderswhere they found this wreck “as it has notflown in recent weeks”. Seats recline at theirown volition; toilet doors give a wonderfulview to the Princess’s lady attendants sittingnearby in Tourist Class as they cannot close.In-flight food is truly excellent, the CabinCrew delightful, and the wretched cratemakes it safely to Amman, landing smoothlytoo.

Wonder of wonders, I land at 23.30,meet my contact, obtain local currency, buya Visa and travel 35 km. to the Regency Pal-ace Hotel - to be IN BED at 00.15!!!

Sunday 12th. March: Regency Palace Hotelhas glorious, over-heated hotel rooms. Ileave windows open. BAD MOVE. 04.15 callto first-prayer, the nearby Mosque is keenfor all to know this, including me. I shut thewindow and sweat,. Breakfast is fine, but thetoaster is not; it browns only one side. I re-port this. Will they have a new one in May?Don’t hold your breath. My local contact,colleague and driver take me to the HedjaziJordan Railways Station. For the first of manytimes over the following days, “Mr. Bill” iswelcomed as an old friend, much missed.Locos are scattered about the premises. Ilearn No. 23 cannot go South but will runNorth, whereas No. 82 is OK to Jiza. Stockis identified for our train, ignoring the newly-painted ‘weirdoes’. In the shed and area areNos. 71 (HSP 2-8-2), 81 (Jung 2-8-2), 82(Nippon 4-6-2), and 23 (RSH 2-8-2). No.71 (HSP 2-8-2), 2 x HSP 2-6-2T and 2 xRSH 2-8-2 are displayed around the site. No.85 is at Aqaba - well, in the desert towardsWadi Rum, having been pushed off the trackby the assisting diesel. Ho Hum.

Jordanian Border formalities areswift, but a JD8 Departure Tax must be paidby all-comers for the land-crossing - pleasenote. The Syrians look hopeful for a tip, butI am uncomprehending. “Fy-lz” (phoneticspelling) will be our Guide in May, and hasno idea of railways. “Such pollution” hegrumbles at Dera’a; Hartmann 2-8-2 No.260 has arrived on a freight and is beingre-fuelled on shed before returning in a (Syr-ian) half-hour to Damascus - it leaves at06.30 next day. Hartmann 2-8-0 No. 91 isin steam, receiving minor repairs inside theDepot (also under repair prior to becominga Museum) and will take a freight to Da-mascus when needed. No. 66 Jung 2-6-0T+T is in store, while a Borsig 2-8-0 ishaving a major overhaul. Active steam inscheduled service in March 2006 - cannotbe bad. The Station has been completelyrebuilt, as has the footbridge. At 16.15, asshadows lengthen, I am taken to the ChamPalace Hotel, Bosra for the night.

Bosra Cham Palace Hotel is hushed- how is business? “This is not yet Peak-Sea-son.” As a stupid Tour Operator, I get Room222 - easy to remember (last night in Am-man I had 1717 similarly). There is a won-derful aroma of polish; during check-in withOmar, my shoes become glued to the floor!I order 2 beers from Room Service. Omar(now Barman) brings me a box of 24, tosave coming back again. Dinner; as the onlyGuest in the Hotel, Omar (now Waiter, andChef too) gives me his undivided attention.Rosé Lebanese wine comes only in full bot-tles; Omar brings what is left to my room,turning off Restaurant and Reception lightsas we leave. What time is Breakfast? “It isup to you”.

Monday 13th. March: A gentle guided strollthrough the ancient City of Bosra is a fasci-nating start to the day. Syrians drive fast;we’re at Cadem Works in Damascus beforenoon. All the bushes in which ‘stored’ steamlocomotives lurked have been removed; theTransporter is re-painted grey today. Borsig2-8-0 No. 160 is in the Works for majoroverhaul. Four wonderful SiFang (China) air-

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conditioned carriages (built 07/2005) standforlornly amid dumped Ganz railcars andold original brown Hedjaz carriages; theydemand diesel power. Of the four Roma-nian-built diesels, one stands on blocks hav-ing visited the woods; two await spares (since1998), and the fourth went to Romania forrepair two years ago - no date known for itsreturn. Mallet No. 962 is in the ‘active’ Yard.Hartmann 2-8-2 No. 262 is split from itstender. Everyone says they really look for-ward to seeing the Mallet run into the YarmukGorge, but a water gin is essential if it is toreturn to Dera’a. The line to Beirut Kanawatis torn up beyond the end of the Works, andonly the occasional rails set in tarmac at roadcrossings remain.

“No Photography” signs decoratethe road outside the Carlton Hotel. Soldierswith big guns lounge everyhere. “Oppositeis the Secret Army HQ” I learn. Room 401has a wonderful view into that complex....which is maybe why Reception always giveme a key to 419 at the rear of the hotel.

Nice rooms, check the Mini-Bar fortime-expired cans (mine showed 11/2005).A quality Restaurant where I enjoy the bestmushroom omelette I think I’ve ever had -for US$ 5. We will now stay here TWO nights,as the Regency Park Hotel in the mountainsis definitely NOT Five-Star; Pizza smell domi-nates in Reception, dark rooms, little Eng-lish spoken, not a very place at all I find.

The planned all-day excursion forour Group on the full length of the line fromDamascus Hedjazi Station to the LebaneseBorder at Serghaya is no longer possible.Just 14 km. remain open., for a Fridays-Onlytrain: El Hamé 09.00 to A’in Fidjé 10.00,returning at 16.00. This section rises gentlyfrom 760m to 830m only, through woodsbeside the river, and between the houses.On previous trips I’ve eagerly awaited thespectacular Barada Gorge (980 - 1100m,26% gradient!)....... All track is covered byrubbish, scrap cars, subsided hillsides. “Therest of the line will reopen very soon”: Thenew plan : 1894 Swiss-built 2-6-0T No. 755and three original carriages; depart El Hamé08.30 to A’in Fidjé 10.00 with photo-runpasts non-stop return to El Hamé; differ-ent photo-runpasts on the second ascent.The train waits at A’in Fidjé; coach to Lunchin the mountains, return by the road permit-ting views of the Barada Gorge. Express toEl Hamé, coach to the Hotel, Dinner. I warnthe Guide we must walk the 12km. track toselect reasonable photo-spots tomorrow. Helaughs, disbelievingly - “You are 64 yearsold, I am 33”.

Tuesday 14th. March 2006. The Guide learnsI am serious, so buys several litres of waterand packets of biscuits for our 12 kms. walk.A sunny day, shaded by trees. “This is a goodspot,”, I am advised. The line is on a curve,the river burbles on one side and houses onthe other, plus mountain backdrop.... butwhere to put the photographers? “Ah” - welater agree six reasonable spots, Three hourslater we are in El Hamé, and find ice-coldCarlsberg nearby. Heaven!

Damascus Hedjazi Kanawat Stationfacade is pristine; 2-6-0T No. 62 remainsposed. The interior is a bookshop. Beyond

is a deep crater in which a Supermarket willeventually emerge — currently the moneyhas run out, so there is a hole.... Tracks frombeyond the bridge to the fountain rounda-bout are missing, but in the tarmac at thispoint can be seen the junction of the lines toSerghaya and Cadem. Gone forever?

Tourism time! The covered souk isclean, tidy and noisy. We visit the World-fa-mous ice-cream parlour for a refresher.Tombs, mosques, coffee shop and hubble-bubble pipes (all smokers are ladies!), nar-row streets with touching upper-levels -fascinating old Damascus. Dinner at a tra-ditional restaurant with whirling-dervishdancer rounds off a day of contrasts which Iheartily recommend to anyone visiting Da-mascus.

Wednesday 15th. March. In bright dawnsunshine I am driven towards clouds cover-ing the Anti-Lebanon mountains. Light rainbecomes sleet. The Syrian Border Guardslook cold; the Lebanese variety are frozen,but still enjoy cigarettes in front of huge NOSMOKING signs. My Lebanese Guide is 30minutes late, due to heavy snow and fog.Over the Lebanon mountains to a wonder-fully sunlit Beka’a Valley from rainy Beirut.Haytham Fawaz is President of the LebaneseTour Guides Syndicate; a fountain of knowl-edge about all things Lebanese..... exceptrailways. My Syrian driver is relieved he willnot take me to Beirut. Kurban Tours holdsthe Avis Agency and spares me one of their1,400 cars. Driver Francois Papas lives ad-jacent to Beirut Hedjazi Station - lucky!

A short drive to Rayak Repair Work-shops. On the only occasion access was al-lowed, buildings were pristine and dry, andall steam locomotives complete with cab fit-tings etc., unless already on jacks being over-hauled. The Syrian Army occupied the site(refusing entry on every other visit). They’regone. Friendly Lebanese Transport Ministrystaff welcome me to the deserted compound.However, the Syrian Army shot-up the tiledroofs, so floors are now covered in brokenpieces, with pools of water everywhere. Any-thing it was possible to remove from the lo-comotives has been taken away, or melteddown and sold locally. Our visitors must takeExtreme Care when we visit, as it is now veryuneven underfoot. Otherwise, locos stand aspositioned previously.

I enjoy a wonderful visit, seeing theGerman G8 and French-built standard-gauge 0-8-0 locos and three classes of10.05m Hedjaz-gauge steam power. Assnow falls. the final G8 in the yard is notvisited - something to look forward to nexttime! A further 1.05m loco and red/whitecarriage (another bookshop!) and tankwagon are posed at the Beirut road nearby.The Police block the road across the Leba-non Mountains to Beirut - they say only ve-hicles with snow-chains can proceed. MyGuide knows a back-road round the bar-rier, and we climb through falling snow anddense cloud at high-speed - if you think theSyrians drive fast..... Happily, no problemsoccur. The descent into Beirut is sunny,though occasional showers occur during ourtravels.

“Next Stop Beirut”. Oh dear, that old

chestnut, I explain it was NEVER in our Pro-gramme. So, we visit Beirut Hedjazi Station,in the trees and beside the old shed lurk fivesteam locomotives with bullet holes evident.Sides nearest to the old French-style Stationhave been repainted for a recent film. Theoriginal colours on the far side need gar-dening to be able to get a photograph. TheStation clock keeps exact time, on a railwaythe World has forgotten.

The Junieh Cable-Car is in full swing(awful pun, but it is windy today...) My Guideloves Dunkin’ Donuts and I watch as crumbsblow everywhere. With obvious spare timein our Beirut programme, we discuss a re-hash. I must eye-ball his suggestions beforeagreeing to shuffle the day. Byblos is a treas-ure: cruasader castle, church, charming portwith waves breaking over the jetty, smallhigh-class souk, fossilised fish held in quar-ried limestone - this is obviously a real addi-tional must-see. Nearby in a deep valley isJeita grotto. Two caverns festooned with il-luminated stalagmites and stalactites. Onecavern is accesses on an electric boat - anadditional delight now in our Tour.

After a series of excellent hotels, thePlaza is a dismal morgue. No need to detailwhat it lacks: I am negotiating to change itto somewhere better.

Thursday 16th. March. Avis Ali is prompt at06.20. Endless road tunnels under a rebuiltcity to the Airport. RJ is “RESCHEDULED”without more detail. Check-in says, yes, it isnow 08.00, not 07.45. Visions of a missed90-minutes connection in Amman evapo-rate. A brand-new Airbus, back-of-seat en-tertainment, cheese roll & cake breakfast,Amman Security cannot read the NO SMOK-ING signs and a blue fug permeates every-where. Another ancient Airbus onwards toLondon, delayed while those who crossedfrom the West bank when the Border openedat 10.00 arrive after a 90-minutes drive forthe 11.00 departure. In-flight films on hugedrop-down screens littering the cabin, all veryprimitive by Thai International standards.

Heathrow only a little late, but is it2km. to Immigration from the Pier? Picca-dilly Line in rush hour is a delight I’d forgot-ten, Burger King is better than Jolibee, theFilipino chain now covering Jordan. MidlandMain Line is its usual efficient self.

ConclusionConclusionConclusionConclusionConclusion:-:-:-:-:-Visiting Jordan/Syria ahead of this

Tour was so worthwhile. Since my 26th. Tourin 1999, many things have changed for thebetter: more steam in service in Jordan andSyria, an improved Tourism infrastructureoverall. SO nice to be recognised by friendsfrom earlier trips, or hear from new facesthat “Mr. Bill” was sorely missed. Hilariousstories were told, of our experiences togetherover the 20-years 1979-1999, and especiallyfaux-pas of later Operators who, having re-fused experienced railway staff advice, andinsisting only their way was right, enjoyeddisastrous results. Arabs love to please, butreally enjoy it when stupid Westerners comedrastically unstuck by their own hand. Sadly,great anger is evident at Dera’a as RailwayTouring Company’s website claims “In 2000

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our party was the first group to travel (be-yond Mezerib to Zeizoun) for over 40 years!Rick Tourret’s book (the bible for the area)and Nick Lera’s videos and old TEFS reportsevidence this is a lie. Many of us have pointedthis out to the Company; As of 18/03/2006:they still claim this untruth.”

Locomotive History Notes.In response to the question raised

in 72:08 C (iii), Bill has also kindly sent usan overview of some post-war history. “Jor-dan was approached by the Americans, of-fering a grant to enable HJR to modernisethe loco fleet. There is no doubt they expectedin return to benefit by orders being placedfor American diesels. No British money oraid was involved.

Imagine the Americans’ horror whenHJR went looking for steam locomotives! Forthe International service, HJR discovered thatThailand did not take all the 4-6-2 Nipponfleet ordered by them in 1953, and that fiveremained in Nippon stock. These were im-mediately available, after conversion to HJR1.05m gauge. Nos. 81-85. Built in 1953,they thus carry 1959 builders’ plates.

For freight, the proven RSH 2-8-2dsign was an obvious choice, and construc-tion of this type was still on-going for vari-ous places - Maynmar (then-Burma) forexample. It is the Indian standard design YD,amended only to HJR gauge - Nos. 21 - 23.

Belgian manufacturer Haine St.Pierre was very keen to enter the exportmarket, and saw this as a great opportunityto perhaps gain many orders in the MiddleEast. Two designs specific to HJR were cre-ated, but only HJR bought them, thereforethey remain unique to HJR: a 2-8-2 for lightfreight work (Nos. 71 to 73) and 2-6-2T forsuburban passenger trains (Nos. 61 - 63.)

Finally, German builder Jung madeHJR an offer they could hardly refuse, againfor an HJR-gauge adapted design they hadwanted to build for some time Nos. 51 - 53as such are also believed to be unique (un-less someone knows of examples in othercountries.)

It was some years before HJR even-tually bought a few American GE diesels,and of course the new potash line hadAmerican as well as other diesels from con-struction days.

As for Syria, after French influencedeclined Syria entered (and is still nominallyin) the Soviet bloc. No offer to them fromthe Americans, therefore, and no new steamtypes for SJR to buy. As such, HJR releasedback to the Syrians some old HR types dat-ing back to 1918 as their new steam fleetarrived, they having helped out on serviceson HJR for some decades.”

E. LEBANON.Also from Bill Alborough; his news-

letter includes a sketch map which we shallnot reproduce here, but from which we learn:

At Beirut Hedjazi Station here are tworoads leading to the derelict loco shed op-posite the elegant French-style station build-ing, then the platforms, then some offices.On the track closer to the platforms stand‘A’ No. 36 by the shed, ‘B’ No. 8 towardsthe point; on the line further from the plat-

form stand ‘B’ No. 10 near the shed and ‘S’No. 303 nearer the point. Beyond the pointstands ‘A’ No. 37. Nearer the station areseveral carriages.

At Rayak there is a two-road Run-ning Shed, one track standard-gauge andone narrow-gauge.

On the s.g. track in the shed were,from the buffers, ‘G8’ No. 105, ‘G8’ No.109, ‘G’ No. 27 (French type). Outside nearthe offices were ‘G’ No. 34 and ‘G8’ No.106, these for or under repair. Inside theRepair Workshops stood ‘G8’ No. 104, withits tender in another bay on the other side ofthe central traverser.

On the n.g. track in the shed are,from the buffers, ‘S’ No. 302, ‘S’ No. 307,‘A’ No. 33, ‘B’ No. 6, and outside the shed‘A’ No. 31. On a parallel track outside theshed stand - from the buffers - ‘A’ No. 35,‘S’ No. 308, ‘S’ No. 306, ‘B’ No. 12 and ‘A’No. 34. By the offices stands ‘B’ No. 7. In-side the Repair Workshops are ‘S’ No. 304,dismantled, an unidentified ‘B’ class totallydismantled, ‘S’ No. 301 standing on jacks.In summary: Locos here comprise A-Class31, 33-37; B -Class 6-8, 10, 12 plus one;S-Class 301-304, 306-308.

FFFFF. TURKEY. TURKEY. TURKEY. TURKEY. TURKEY..... ‘C.R.J. 145 p. 557.ISTISTISTISTISTANBUL RAILANBUL RAILANBUL RAILANBUL RAILANBUL RAILWWWWWAAAAAY MUSEUMY MUSEUMY MUSEUMY MUSEUMY MUSEUM. “On

23rd. September 2005 a new railway mu-seum opened at Sirkeci station in Istanbul.The museum occupies a space of 140 sq.m. and has 300 small exhibits on display.These include original plans of the stationfrom 1884 to 1894 (it opened in 1890),other plans and photos, silver cutlery fromthe ‘Orient Express’, items from railwayschhools and hospitals, an early Hornbymodel, the driving cab from EMU 8027, andvarious locomotive and rolling stock plates.The museum was opened by Mrs. RuhanCelebi, and prior to the opening a film show-ing the building of the Sivas - Erzurum rail-way in 1940 was projected. The museum isopen every day except Sundays, Mondaysand public holidays, and admission is free.”

GGGGG. ERITREA. ERITREA. ERITREA. ERITREA. ERITREA..... From ‘C.R.J.’ 145 p.544.“A group who visited Eritrea in No-

vember 2005 found few significant changesfrom the 2004 situation. Mallet 0-4-40T’s442.54 and 442.59 were used on the line,and 0-4-0T 202.004 performed in theAsmara shed area. Two Italian 1912-builtcoaches, painted green, with grey roofs,were in use, and considered a great visualimprovement on the coaching stock liveriespreviously employed. The only detrimentalchange is that at Massawa the track leadinginto the old town and port area has beenblocked for about the last 200 yards, thusmaking it impossible to photograph the de-parting train from the roof of the hotel withthe old town and ships in the background.

One of the two small Drewry 0-6-0diesels (DC 2075/1936) has been rehabili-tated with an ‘Ural’ engine from a formerRussian military lorry. It was briefly demon-strated running up and down Asmara yard,sporting on the back of its cab a largenumber 97 and a metal star. According to

the General Manager, Mr. AmanuwelGebreselasie, this revival is linked to plansto restart the commuter service at Massawa,which ran (using one or more fo the Drewrys)during the 1990’s. The semi-derelict remainsof the second Drewry 0-6-0 (DC 2079/1937)survived behind the diesel shed at Asmara,and the frames and cab of the 0-4-0D (DC2083/1937) were balanced on a flat-bedtrolley in the station yard. All three Drewrysstarted their working lives in 1937 with theSudan Public Works Department, on a 60cm.gauge temporary line used to clear a largesand dune at Tokar. At the time of the Alliedinvasion of Eritrea in 1941, they wereregauged to 95 cm. at the Atbara Works ofSudan Railways and despatched to Eritrea.As the Drewrys were originally fitted withGardner engines (6L2 of 74bhp in the 0-6-0’s and 4L2 of 50bhp in the 0-4-0) they arequoted as Gardners in some Eritrean loco-motive lists.

Also present at Asmara were smallinspection saloon No. 2, and the body of‘Littorina’ railcar No. 7 jacked up at the backof the shed. Nearby was Krupp Bo-Bo DH25D, whilst another Krupp, 27D, was nearthe front of the shed. Both carried Kruppplates attached to the right-hand sides of thecab, 25D with works number 3601 and 27Dwith 3602, both of 1957. Out on the line,‘Littorina’ No. 2 operated between Asmaraand Nefasit, and two rail-mounted conver-sions of Russian lorries, using Fiat runninggear were seen - one in a station loop atOtumlo and the other at Nefasit.

Earlier in the year, 202.004 hadbeen taken to an exhibition site in Asmaranear the Intercontinental Hotel, to be a mo-bile exhbit in an ‘Expo’ during part of 2005.The loco, with two open-sided four-wheelcoaches ran up and down a piece of trackabout 1 km. long. Visitors on 3rd. Novem-ber found it still there, and it performed afew runs in somewhat depressing surround-ings. The site was not much more than wasteground with a few trees, a concrete road andsome abandoned and seriously-damagedaircraft lying about, and said to be old crash-landed planes brought from the airport!”

HHHHH. QA. QA. QA. QA. QATTTTTAR.AR.AR.AR.AR.From ‘Lok Magazin’ 05/2206 p.16:

ThyssenKrupp AG and Quipco haveformed a joint venture in order to make afeasibility study for a ‘Transrapid’ magneticmonorail line for the 60km. between theQatar Airport and Manama. The Chairmanof ThyssenKrupp, Olaf Berlin, has an-nounced that he expects this study to be fin-ished by the end of 2006 but that it is as yettoo early to discuss whether the line will bebuilt.

I. IRAI. IRAI. IRAI. IRAI. IRAQQQQQ.(i). OLD NEWS. In “Rail Power” -

journal of the Rail Industry Association ofGreat Britain - 1981, No. 40, p.12 is anarticle on ‘Trackwork for Iraq’:-

“A new design of switch and cross-ing developed by Thos. W. Ward (RailwayEngineers) to compete in overseas marketswith continental equipment has proved animmediate success with an initial contractfrom Iraq Republic Railways worth GBP 5

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Million. The new design is called the thickweb versatile. Unlike Continental switch andcrossing designs, which are based on theconversion of a customer’s existing stock railsections to UIC standard, the Ward designprovides thick web switches which matchexisting stock rails. This enables the customerrailway to introduce advanced switch designswithout having to change its choice of mainline rail section. There are also significanttechnical advantages with the new design.Thick web section rails promise morestrength and stability in the switch rail andalso make it easier to clamp the foot of thestock rail on both sides throughout thelength. In addition, asymmetric switch-railsections require less machining to achievethe required point section which both reducesmachining costs and eliminates unnecessaryweakening of the rail section.

The thick web system was designedin close collaboration with the Iraq RailwayAuthorities and is also being developed else-where with British Rail. Other European plusJapanese firms were in competition for theIraq order, which covers 500 switches plusspares. While the ability to match the cus-tomer’s existing rails, rather than requiringthe user to adapt his rails to the switch sys-tem, provided an important advantage forThos. W. Ward, it still took nine months ofnegotiations to break into a market whichup to now had been dominated by conti-nental trackwork companies. But havingachieved the breakthrough, Thos. W. Wardis now confident that with the thick web ver-satile design other hitherto-closed marketscan be opened up to the British trackworkindustry.” (Thanks to Marc Stegemann).

JJJJJ. TURKEY / IRAN / P. TURKEY / IRAN / P. TURKEY / IRAN / P. TURKEY / IRAN / P. TURKEY / IRAN / PAKISTAKISTAKISTAKISTAKISTANANANANAN: “: “: “: “: “TTTTTO INDIAO INDIAO INDIAO INDIAO INDIAIN THIRTY DIN THIRTY DIN THIRTY DIN THIRTY DIN THIRTY DAAAAAYSYSYSYSYS.”.”.”.”.”

This is the title of an article byHermann Neidhart in ‘Fern Express’ 1/2006pp. 4-12. It is a modern equivalent of ear-lier accounts of travels to the East. Transla-tion from the German by the Editor.

“FFFFFirst Stage - to Istanbulirst Stage - to Istanbulirst Stage - to Istanbulirst Stage - to Istanbulirst Stage - to Istanbul.For the two-day journey from

München to the Bosphorus the route viaWien, Budapest and Bucharest is the mostadvantageous, since one can book the wholetrip, including couchette places, through theDeutsche Bahn. The relatively short connec-tions can usually be made with no trouble.Departure is from München Hbf. at the endof October on a Saturday afternoon at15.26; the EC ‘Mozart’ reaches WienWestbahnhof punctually, so that one cancontinue soon after 20.00 with the D347‘Dacia’ via Budapest towards Bucharest. Thecontrols at the EU outer border betweenHungary and Rumania are indeed at an in-conveniently early point in the morning, butunproblematic. Following a tranit of theCarpathians the ‘Dacia’ arrives, only tenminutes late, at Bucharest North.

Punctually at 14.10 the ‘BosphorEkspresi’ leaves the Romanian capital, des-tination Istanbul. The 1st.-Class Sleeping Caris worth the money, especially when no-oneelse enters the compartment. The ‘BosporusExpress’ in other respects is hardly worthy of

the name and turns out to be a regular stop-per of a train. Entering Turkey is not very apleasant experience; here all the passengersare invited to detrain into the cold darkness,since the Turkish official who has the stampallowing entry is not in the mood to comethrough the train to issue these stamps inthe passports (since he would then have toleave his warm office.) A good four hourspass before the Express Train is finally readyto continue its journey. It has exactly the sameamount of delay on arrival at Istanbul Sirkecistation. It has now been 44 hours sinceMünchen.

Travel onwards with the ‘Trans-AsiaExpress’ in the direction of Tehran is onlypossible once a week, that is on Wednes-days at 22.55 from Haidarpasha. SinceRamadan is reaching its end at the begin-ning of November this year, it is advisableto book ahead. Acquaintances in Istanbularranged the ticket for me, so that all I haveto do is collect it from the north of the city.On the return a short visit to the Café Bar atthe heavily-nostalgic Pera Palace Hotel iscalled for, where Agatha Christie (‘Murderin the Orient Express’) and the Shah of Per-sia have also been. Twenty taxi-minutes fur-ther on, one stands before the doors of theTechnical Museum Rahmi M. Koc, which hasa small but good Railway section, includingsuch rarities as the 1866-built Saloon of theSultan Abdulaziz.

Via Ankara to LVia Ankara to LVia Ankara to LVia Ankara to LVia Ankara to Lake Vake Vake Vake Vake Van.an.an.an.an.At last the evening of the journey

further into the Orient has come! With theferry from Eminönü we cross to the Asianside at the station of Haydarpasa. This hasbeen the departure point for theBaghdadbahn for over a hundred years al-ready, since the days of the game played bySultan Abdul Hamid and Kaiser Wilhelm II.It still stands as a mighty symbol, next to theharbour. Immediately left of the entrance isthe International Counter No. 8. In an adja-cent wing is a small Station Buffet where onecan drink another Efes beer and get a shishkebab to strengthen one for the journey. The‘Trans Asya Ekspresi’ for Tatvan stands withits restaurant car, luggage van and sixcoaches at Platform 6; one may board anhour and a half before departure.

Next morning around 7am theTCDD Express train has an hour’s halt inAnkara. Whilst one takes the opportunity tolook a little around the station, the mightydiesel loco DE 22021 awaits the continua-tion of the journey. In the Restaurant Car afine breakfast is served, but apart from halfa dozen tourists (including Hans from Salz-burg, as well as two Frenchmen and twoIrishman) and the Turkish personnel, no-oneis there. In the afternoon Kayseri comes intoview, where one can obtain supplies andprovisions from a kiosk. When the man asksin German “Beer in bottles or cans?” one isat first astounded by the amazing similari-ties in language with distant Anatolia. Fourhours later Sivas, the next major city, isreached.

In the following days there are againalmost as many cooks and waiters as diners

at the Breakfast. However there are somemore uniformed men now present, who arethere to guard the train through Kurdistan.The Police Station at Van was attacked onlya couple of weeks ago. The police here areequipped with guns and bullet-proof vests.However, they prefer to pass the time play-ing cards with the waiters. The only incident- a fellow traveller who is filming out of thewindow has his camera ripped from his handby a passing branch, and it vanishes for ever- unfortunately this is no call for the Emer-gency Brake. But one must say that the jour-ney through the valley of the Murat Nehriwith its bizarre mountains in this wonderfulweather is indeed worthy of filming.

The last station before Lake Van isMus, and then the train comes at 14.00 tothe harbour of Tatvan. In view of the delayof 2 hours already accumulated, the ferry -which takes, apart from about 60 passen-gers, only the Luggage Van and a couple ofcars - sets off a quarter of an hour later.Until sunset there is wonderful weather, thatinvites one to stay on deck and observe themountains which surround the lake, someof them decked in snow. Below decks thelast beer, still from Kayseri, is drunk - forsoon we will reach Iran, where consumptionof alcohol is strictly forbidden.

Through KThrough KThrough KThrough KThrough Kurdistan to Turdistan to Turdistan to Turdistan to Turdistan to Teheran.eheran.eheran.eheran.eheran.The ferry arrives in Van, on the east-

ern shore of the Lake of the same name af-ter some four and a half hours. Soonthereafter the train from Teheran arrives. Onboarding there is some fighting for places,it seems that reservations made earlier don’tcount any more. In the Restaurant Car thereis already Iranian food available at 20.00.In contrast to the earlier train, the cook andwaiter now have their hands full. Rice withChicken - Avian ‘flu is not yet a matter ofconcern - and pita bread, cucumbers andtea are served. Already before midnight theTurkish border at Kapiköy is reached. Andonce again all passengers, locals as well asforeigners, have to get out, go into the of-fice and get their departure stamp.

Before the border is reached thereis some uncertainty amongst the female tour-ists - all dig into their packs for some long,white cloths and headscarves, since from thispoint onwards women must wear clothingacceptable to Muslims. As for the men, apartfrom shorts almost everything is allowed. Atthe passport control at Razi is is learned togeneral amazement that the photos for thevisas for the women are only acceptable ifthey are wearing a headscarf!! The clocks inIran are moved ahead by one and a halfhours. At a very unpleasant time, that is tosay, 5am., the train halts at Tabriz, wheresome tourists disembark into the empty, darkand taxi-free station.

For the Persian breakfast there is amassive pita bread, almost as big as a car-pet tile, sheeps’ cheese, jam, butter and tea- following which one is at least very full.The landscape passing before the windows,with its river valley and mountains, gorgesand oases is in places spectacularly beauti-ful. The closer we get to Tehran the darker

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and rainer it becomes. Arrival at the mod-ern station is during the evening. A taxi, forwhich an acceptable fare is bargained forby an Iranian who is travelling with me,brings me to an hotel in the centre. The roomon the 7th. floor is large, friendly and peace-ful. This is important, for there have nowbeen 500 kilometres and almost a weeksince München.

A Metropolis of 12 Million Inhabitants.A Metropolis of 12 Million Inhabitants.A Metropolis of 12 Million Inhabitants.A Metropolis of 12 Million Inhabitants.A Metropolis of 12 Million Inhabitants.Teheran on a late morning - on the

streets there is chaos. The driving style ofthe average Iranian is dreadful - in order toget forward as fast as possible they oftenlike to take the other carriageway, untilshortly before a frontal collision - normallyone gives way. It is not for nothing that thecountry has the highest rate of traffic fatali-ties in the world - 72 killed per day!

In north Teheran, the better residen-tial and business district, it is a little morecivilised. A staff member of an organisationbased there is in contact with the State Rail-ways, RAI, and is able to organise photo-graphic permits. Without such a permit thephotographing of strategic objects - underwhich stations are also classified - is strictlyforbidden. Applicants must provide the ex-act dates of their station visits and railwayjourneys, especially departure and arrivaltimes. When there is nothing known againstthe applicant, and the application can be‘facilitated’ through someone who is not to-tally without influence, then it can be OK.

However, in view of the need to pro-vide the railway connection times - some-thing which is not easy to find out - it isnecessary to involve a Teheran Travel Agentas well, which is then able to arrange someof the tickets through a different office.Whereas trains to Isfahan travel daily, it isnot easy to get from there to Yazd, as a traintraverses this line only twice a week (on theway to Bandar Abbas). It is similar with thelink from Yazd to Kerman, concerning whichinformation as to the travel times is onlyobtained after some very determined andstubborn asking! Eventually the personaltimetable is at last relatively clear, so that itcan be submitted with the photographic per-mit application - and the permit is issued atalmost the last minute. It looks like a Bookwith Seven Seals, as it is totally in Farsi, thelocal language. With the Metro one gets fromthe north of Teheran to the Imam-Khomeini-Square and to the Bazaar - at least a smallPersian carpet ought to be acquired, eventhough it will bring not only joy on the ensu-ing rail journey.

In the Night TIn the Night TIn the Night TIn the Night TIn the Night Train to Isfahan.rain to Isfahan.rain to Isfahan.rain to Isfahan.rain to Isfahan.According to the timetable the night

train to Isfahan should start at 22.45. Be-fore this, the newly-acquired photographicpermit has to be put to its first practical test.The Tehran Main Station is totally over-crowded today, like the Munich Airport onthe first day of the summer holidays. Firstone goes to the Chief of the Railway Police,who inspects the document carefully andafter a quarter of an hour gives his O.K. Nowone may take photos, both in the giant wait-

ing hall and on the empty platforms. Accessto these is, however, allowed only shortlybefore train departure, and by this time allthe passengers are squashed together by theaccess gate. Today hundreds of pilgrims arewaiitng to go to Meshed. At each carriagedoor a controller stands, who has to chan-nel the masses. Those who have what istermed a ‘Private Couch’ are fortunate - theyhave sole access to an eight-seat compart-ment, and have as many tickets. Pure luxury,but on further sections of the journey it willbecome more spartan.

The last hours before Isfahan allowfor a free view over the dusty desert whichsurrounds the oasis town. After arrival in theearly morning the first step is to take thephoto permit to the office of the StationMaster, where things go a bit quicker - itwould appear that they have already beeninformed by telephone from Teheran aboutthe impending visit, since my name andaddress have already been noted. Tea is of-fered and a little gift is also handed over - anew CD about Raja Passenger Trains. It iseven possible to leave my luggage in theChief’s room.

A taxi driver, who speaks good Eng-lish, not only drives me to Isfahan some 8km.away buit also offers a city tour. This is astroke of luck, for the connecting train to Yazddeparts already by late afternoon. (The nextone will be in four days!) So one has to visitthis enormously beautiful, green place withits extensive culture and history within onlyhalf a day. But Ali knows what to do anddrives fast to the main sights of the formercapital. A half hour before departure the taxihurtles back to the distant station, where mytravelling bag has in the meantime beenmoved to a different room and a leatherarmchair stands available for use until de-parture time - which will be delayed as theloco is ‘being serviced’. At around 16.00everyone runs simultaneously for their coach.Only those in wheelchairs, especial guestsand a few other privileged persons may taketheir places beforehand.

PPPPProvincial Stations - Zazd - Krovincial Stations - Zazd - Krovincial Stations - Zazd - Krovincial Stations - Zazd - Krovincial Stations - Zazd - Kerman.erman.erman.erman.erman.The train’s destination is Bandar

Abbas on the Persian Gulf. Yazd is simply astation on this line and should be reachedaround 20.00. The young fellow passengersset about converting the seats in the com-partment into beds - why not? We are in anycase all tired. Later on they go repeatedlyand get tea for the passengers, and providesome entertainmment, although they speakvery little English.

The Old City of Yazd belongs to theUNESCO list of World Heritage sites and isa centre for the Zoroastrians. At the stationit doesn’t seem very lively. Train movementsoccur only infrequently. To photograph thestation the next morning, a police escort isrequested, but he makes no problems aboutany of the views and angles chosen. On theother hand, apart from a few wagons stand-ing around there is nothing especially fasci-nating to photograph; the station buildingitself is the standard half-modern box, as canbe found in many places. Since no four-wheeled taxi is available for the trip to the

city, a motor cyclist offers to take two pas-sengers - a quite normal means of transportin Iran; not infrequently up to five (!) per-sons will be transported on two wheels.

The night is short; at 04.30 the alarmrings, soon thereafter the taxi brings me tothe station, where the train to Kerman is dueto depart at 06.10. The ticket office opens ahalf hour beforehand. In the half-filled com-partment there is then enough space andtime to catch up on the missed night’s sleep!Outside is pure desert, just flat sand withmountains in the distance, which sometimescome forward to within a few kilometres ofthe railway. Sand drives its way into the coachand into the compartment, despite the closedwindows. A railway official makes tea andsells breakfast pastries.

It is five hours to Kerman. The Chiefof Police at the station there looks at thephoto permit and again commands a uni-formed officer to escort me, in order thatnothing wrong might be photographed.Apart from the train that has just arrived thereis not a lot happening. The old station wasbuilt in a very simple style. The new “Rail-way Station of Kerman”, not yet in use, hasa lot more going for it, at least externally.The owner of the Hotel Akhavan is alreadyprepared for the situation in Bam, where twoyears ago an earthquake flattened a half ofthe city including its Citadel.

At the Information counter at the oldstation of Kerman there is no-one - at 7am.- who speaks English - and a loudspeakerannouncement is amde for anyone who canhelp with translation. One is found, whoexplains that there are no tickets availablefor purchase here, but only in the train toBam itself. Exactly when that should depart,no-one seems to know - some time after07.30. By about 9 there are some 50 po-tential passengers gathered in the cold wait-ing hall, and then the doors to the platformare opened.

The EarthquakeThe EarthquakeThe EarthquakeThe EarthquakeThe Earthquake-P-P-P-P-Proof Station of Bam.roof Station of Bam.roof Station of Bam.roof Station of Bam.roof Station of Bam.The train conductor sells no tickets

as such, but does take 10,000 Rials, whichis about one Euro (for 220 kims.) In thecircumstances one is quite prepared to man-age without a receipt. The desert landscapewith its isolated stations, with nothing around,mountain ranges with often snow-coveredpeaks, and occasional oases and settle-ments, is uniquely attractive. In the compart-ment there sits opposite me a student ofarchitecture, Ali Reza from Bam, who canspeak a little English and offers his servicesas guide.

Shortly after midday today’s desti-nation is reached, or at least the station ofBam which, once again, lies well outside thecity itself. It is built so soldidly that it will withcertainty survive the next earthquake. To-gether with Ali Reza we search out the Sta-tion Police, who makes a tour round thebuilding. The train from Kerman goes rounda turning circle and is ready for the returnjourney. For there is no way onward - therailway line on to Zahedan is not yet com-plete. Some of the earthworks have beencompleted, and completion in 2006 is stillexpected.

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The taxi driver wants absolutely andonly to drive to the Azadi Hotel, there is noother. There is indeed another, albeit only arather provisional one - the Akhabar GuestHouse. It has certainly seen better days, nev-ertheless the outer walls still stand. Ali Rezaaccompanies me to the Arg-e Bam, the heav-ily-damaged castle which stands above thetotally-flattened Old City. It is already de-pressing enough, to see what was once oneof the most important sights of the manycultural sites in Iran lying in rubble.

Getting on further from Bam is notsimple. Next morning one learns at last thatthere are buses that sometimes stop at a fill-ing station outside the town on the way toZahedan and might take passengers - so,there is nothing for it but to go and find out.A Volvo bus still has some space for us.

From Bam to Zahedan is the onlysection, in fact relatively short, where thetracks are still missing between Europe andIndia. Here there are also a variety of uni-formed Police and Military controls that needto be passed, for we are in Baluchistan, inthe area where Iran, Pakistan and Afghani-stan meet, an area notorious since the Mid-dle Ages as the most violent part of CentralAsia, where attacks, weapon- and drug-smuggling are the order of the day.

Zahedan: A Bottleneck on the Way.The taxi driver in the picturesque,

broad Baluchi clothing takes us as requestedfrom the bus station in Zahedan to the HotelKavir - not an especially welcoming place,but near to the station. Zahedan is the main‘eye of the needle’ through which all rail trav-ellers on their way to India here must pass.For it is from here that - now every two weeks- a Pakistani train goes to Quetta, 700km.away, and even this fails to run a good half-dozen times a year. Whoever manages tocatch it, however, and survives the journeyparallel to the Afghanistan border, will thenfind India within easy reach.

First we must inspect the station area- the layout appears far too big for the veryfew train movements. Before even this, how-ever, we have to show our photographicpermit to the very strongly-manned guardpost at the entrance and convince them ofits validity. The Asst. Station Master assuresus that there will probably be several freeplaces in the train, however, tickets can onlybe purchased shortly before departure, andin any case only as far as the border stationat Mirjaveh. For these roughly 100km. it isnecessary to pay 1200 Rials, much less thana Dollar. For ths, though, no comfort is tobe expected. There is no First Class or Cou-chette - and also not for the further 600km.and the total of between 30 and 40-hourjourney on to Quetta.

Zahedan has about 600,000 inhab-itants, but, apart from the small Archaeo-logical Musuem, no cultural institutions tooffer. The welcome at this museum is there-fore even more warm and welcoming. Oneis immediately brought to meet the Director,who is also the Director of the Cultural Her-itage and Tourism Institute, and his assistantAhmad takes great care of the visitor fromGermany, with extensive tour of the Museum

and a presentation of its archaological treas-ures.

In the Hotel that night there is anunpleasant encounter with the Police whoraid the hotel very late and want to forcetheir way into the rooms of several tourists.When they don’t succeed they withdraw, butnot before taking their passports from Re-ception. Only after lengthy negotiations overseveral hours, and especially with the helpof Ahmad from the Tourism Institute, do wemanage by morning to get these given back.After this unhappy affair it is necessary toretreat from the Hotel and accept hospitalitywth Ahmad and his family, who are veryhospitable to the guest from the West.

13 Hours Delay.On 17th. November at 08.30 the

train from Zahedan should depart in the di-rection of Pakistan. Since it had not arrivedby the evening before, however, this sched-uled departure time is clearly irrelevant. Atthe station one is told that its arrival is ex-pected some time during the morning, andthat, due to a local festival at the bordercrossing it could not be despatched punctu-ally. Only as the evening is drawing in can adistant horn be heard. A freight train rollsin, onto which a couple of passengercoaches have been coupled. It spends thenext two hours shunting around the station,until it stands facing in the correct direction.

The passengers - five (!) people havenow gathered; a Pakistani trader with his wifeand a lot of luggage and goods for sale,also Heiner and Michael from Germany, whoarrived today. At around 20.00 it is possibleto board the train, but it looks pretty awful.The seats and benches of the coaches arecovered with a thick layer of sand and dustand the floor full of litter and filth. The sta-tion master lends us brushes, buckets andrags, and after some hefty wiping and lots

of water the coach interior gradually acquiresa more habitable aspect. It is, however, veryspartan. The doors and windows only closepoorly, and it is very draughty. However, atlast the engine driver sounds the horn tomake us get in, and at 21.30, with a 13-hour delay, 24 goods wagons and four pas-senger coaches depart the Zahedan stationbehind a diesel loco of Pakistan Railways(PR). These are grounds for a celebratiom,but unfortunately there is no beer availablein Iran, so hostile to alcohol.....

Stonethrowers and Policemen who ShootBack.

Despite the heavy delay the trainrattles along at a maximimum of 40 km/htowards Mirjaveh. Suddenly - there is a loudnoise in the next compartment. A stone thesize of a fist has been thrown through thewindow, between the horizontal metal bars.Someone could have been severely injured!Concern spreads amongst the passengers.The Pakistani trader says that such thingshave happened before; so long as no-onehas been hit, one can be fairly calm. Fromthe Pakistani part of Pakistan there are con-stant reports of attacks on trains and lorries,the last such incidents were not long ago.Since the train comes to a stop for a lengthyperiod around midnight somewhere beforeMirjaveh, for security the door locks arechecked once again and the lights in thecompartments switched off, so that one can-not be seen so easily from outside.

The night is brutally cold, and oneis not prepared for this. Any available cloth-ing - rain jacket, caps etc. - are donned, butmorning just will not come. With the first raysof sunlight the train sets off once again andrattles towards the Iranian station. This doesnot however open until 9am and an hour isrequired for Passport and Customs checks.

73:09.

RAILWAYS OF ADEN.With thanks to Brian Baxter for sending some copies from old issuesWith thanks to Brian Baxter for sending some copies from old issuesWith thanks to Brian Baxter for sending some copies from old issuesWith thanks to Brian Baxter for sending some copies from old issuesWith thanks to Brian Baxter for sending some copies from old issues

of the ‘Railway Magazine’of the ‘Railway Magazine’of the ‘Railway Magazine’of the ‘Railway Magazine’of the ‘Railway Magazine’.1. Original Article. “Indian Outpost in Arabia”. By Robert Mumford. ‘RailwayMagazine’ February 1976 pp. 73 - 75.

“Few people are aware of the fact that Aden, a one-time dependency ofBombay, British Colony and Protectorate, in the south-west corner of SouthernArabia, possessed a 29-mile long metre-gauge railway which operated between1916 and 1929.

The idea of constructing a railway to serve Aden Colony and the hinter-land of the West Aden Protectorate was originally considered in 1905, but it wasnot until 1916 that it became a reality, first as far as Sheikh ‘Othman, a townnear the border with the West Aden Protectorate, and initially it was used forsupplying the British forces fighting against the Turks, who had penetrated towithin a few miles of Sheikh ‘Othman. Aden was then part of the Indian Empireand the permanent way and stock were in the main drawn from the Bombay,Baroda & Central India Railway. The Aden Railway was worked by the NorthWestern Railway of India under one of its officers who was designated ‘Engineer-in-charge’.

To work the section between Ma’alla (Aden) and Sheikh ‘Othman when itwas opened in 1916, two 4-4-0 engines were transferred from the Eastern Ben-

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The train then at last sets off for Pakistan, to spend the next hours waiting at thestation of Taftan. Here the remaining Rials can be exchanged for Rupees, and in additionone can purchase the ticket on to Quetta. The Station Master is currently busy washing hisfeet and naturally does not wish to be disturbed. Only after this ritual is complete does hesell us a ticket for 525 Rupees (around 10 Euro). In the Bazaar of Taftan a blanket can bepurchased, in order not to freeze again in the coming night.

It is hard to believe, but only at 15.00 does the train finally depart the Pakistaniborder station and heads off into the mountains. Another 20 to 25 passengers have boarded,together with half a dozen armed Policemen. One introduces himself as responsible for thecoach with the foreigners. He takes his duties very seriously, both inside the train andoutside, where he marches up and down with his colleagues at each stop and secures thecoach. It is also necessary to change our watches again to Pakistan time, another hour anda half forwards.

600km. Alongside Afghanistan.A kilometre post near the track shows us: it is 605km. to Quetta, the capital of the

Pakistani province of Baluchistan. The stations look like old forts, and the train often waitsfor lengthy periods, although nobody gets in or out. Perhaps the engine driver needs a teabreak? So it is also in Nok Kundi, the first large place since Taftan, where the station isbarely lit and looks rather sinister. Here also the guard makes his rounds with his rifle on hisshoulder.

In the morning light the train traverses a mostly desert mountain landscape, occa-sionally one sees scattered small villages or isolated huts and houses which have been builtwhere it appears there is an oasis. There is another pause of some hours in the station ofAhmed Wal. Children and youths come to the tracks, at first shy and curious, then so bravethat they try out their school English. Afghanistan is only 20km. away, right behind themountains, but they have never been there. The Police get them to stand in neat rows for aphotograph. The engine driver also comes along and, when asked when the journey willcontinue, replies “No Problem!” But? When strolling around the loco one cannot overlookthe fact that someone is working hard on the roof of the engine with big spanners. Thetown of Nushki is eventually reached with a replacement loco. This is also urgently re-quired, for the line from now on is curvaceous and has to manage the climb into themountains.

It is more lively in Shaik Wasil than in other stations. Here also a train in the otherdirection is standing, and a lot of luggage and materials are transported around. It hasalready taken more than 40 hours to get here from the departure in Zahedan, but it hasnever been boring; quite the opposite. Shortly afterwards there are more bangs on the sideof the coach, also some near the policeman’s seat. He jumps up, brings his gun to firingposition and shoots repeatedly out of the open carriage door at the stone-throwers - butdoesn’t hit any. It won’t get boring in the future either....

Quetta: The Provincial Capital.As evening begins to fall we reach Spezand Junction, the point where the lines to

Quetta and the Indus Valley branch off. Thereis another loco change. A mighty Diesel en-gine is coupled on at the front, which shouldbe able to manage the steep climb with 30vehicles to the provincial capital, some1,800m. high. By the time it roars off dark-ness has fallen, and we get to Quetta at19.00. On leaving, it is acceptable to offerthe policeman some baksheesh, which hegratefully accepts.”

(The account continues with the journey onto Delhi, but this is less relevant to‘Harakevet’).

To this exciting report must be added:-From ‘Fahrplancenter News’ No. 40 p.24.

“““““QUETTQUETTQUETTQUETTQUETTA - ZAHEDA - ZAHEDA - ZAHEDA - ZAHEDA - ZAHEDAN LINE TROUBLESAN LINE TROUBLESAN LINE TROUBLESAN LINE TROUBLESAN LINE TROUBLES.....The international line from Quetta

(Pakistan) to Zahedan in Iran was closed orsuspended at the end of 2005. This followedtwo attacks on the line within a few weeks. Itis unclear which group is responsible forthese attacks, but it is not Al-Qaida, moregroups from Beluchistan who are becomingmore and more conspicuous through theiractions. At the same time there were attackson the Chaman - Quetta - Rohri and Sibi -Khost lines. As a result the Quetta - Chamanline was suspended for 2 months, also - ac-cording to newspaper reports - because ofvery slow repair works.”

JJJJJ. DUBAI.. DUBAI.. DUBAI.. DUBAI.. DUBAI. From ‘Fahrplancenter News’ No.40 p.27:

“On 21.03.2006 construction worksbegan on the first 52km.-long Metro linefrom Rashidiya to Jebel Ali. It is due to openin 2009. At the end of this year work shouldbegin on the second line, which will be18km. long from the Free Trade Zone of theAirport to the Medical Centre.”

gal Railway (Nos. 561 and 563) andthree of the same type from the Bom-bay, Baroda & Central India Railway(Nos. 228, 349 and 727) as well as anumber of first and second-class com-posite bogie and third-class four-wheelcarriages with sunshades from theBBCIR. A Simplex rail motor coach withDorman four-cylinder petrol enginebuilt for the South Indian Railway wasalso put into service, making six tripsdaily to Sheikh ‘Othman with seatingfor 70 passengers.

In 1922, after the railway hadbeen extended to Lahej and Al Khudad,a 4-6-0 locomotive built by Nasmyth,Wilson & Co. Ltd. was sent out to Aden.It was of the India State Railways stand-ard design for metre-gauge. The en-gine was equipped with the Holdensystem of oil fuel burning and the mainparticulars were:- cylinders 16 in. di-ameter x 22 in. stroke, placed at aninclination of 1 in 16 with Walschaertsvalve gear and piston valves. Coupled

wheels 4 ft. dia. and leading bogiewheels 2ft. 4 1/2in. dia. The boiler,which was capable of a working pres-sure of 160lb. per sq. in., had a heat-ing surface as follows: 90 small tubesof 1 3/4 in. dia. and 12 larger tubes 51/4 in. dia., 679sq. ft. Belpaire firebox108 sq. ft. MLS superheater, surfaceinside 125 sq. ft., total 912 sq.ft.: gratearea was 15 sq. ft. The boiler barrelwas 11 ft. 5 1/2 in. long and 3ft. 7 1/(2 in. diameter, while the outside fire-box measured 8ft. 3 in. long. The com-bined capacity of the two cylindrical oiltanks on the six-wheel tender was 514gal. or about 2 1/2 tons,. while thewater tank carried 2,000 gal. Maximumweight of engine and tender in work-ing order was 61.67 tons of which thecoupled wheels of the engine carried27.9 tons.

In its heyday the railway ex-tended to Al Khudad, a village sevenmiles north of Lahej, the chief town ofthe Abdali State, and at one time it was

proposed to extend the railway to theYemen border some 40 miles away, andthere was even a grandiose idea of ex-tending it right up to Mecca, which as-sumed that the proposal to extend theDamascus - Medina (Hedjaz) Railwaywould come to fruition. The railway car-ried passengers in first- and third-classcompartments, and was also used forthe transport of grass, charcoal, greenvegetables, potatoes and skins from theYemen to Aden via Lahej, and also largequantities of water from the other sideof Lahej for the army at Sheikh ‘Othmanwhich included a mobile force of cav-alry and a camel corps. This was be-fore a number of artesian wells weresunk at Sheikh ‘Othman.

Political considerations, both in-ternal and external, delayed the con-struction of the railway and at one timethe Abdali State Emir tried to come to aprivate arrangement with Indian com-mercial concerns who were interested.

At the same time as negotiationswere proceeding for the Aden Railway

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project, the Ottoman Turkish Govern-ment, which had extensive interests inthe neighbouring Yemen, was negoti-ating for the construction of a railwayfrom Hodeidah on the Red Sea to Sanawith a branch line to Taiz. As a matterof fact, General Izzat Pasha, Chief ofthe General Staff in Turkey and com-mander of the Ottoman forces in theYemen, removed the first sod on March21 1911, on the site of the railway sta-tion just outside the port of Hodeidah,the terminus of the proposed YemenRailway. It is not clear as to how muchof this railway was actually constructed.The Turks also had dreams of a con-nection with the Hedjaz Railway atMecca.

When it was decided to extendthe Aden Railway beyond Lahej, the civilengineer in charge of the works was aMr. MacLean who had been in chargeof the first section of the railway toSheikh ‘Othman. He was recalled fromMesopotamia (Iraq) and given ordersto collect the necessary material andpersonnel from Bombay and supervisethe construction of the extension line.

In a letter dated July 8, 1919,the Government of India Railway De-partment formally advised the BritishResident in Aden that the railway hadbeen extended to Lahej and was openfor public transport and that whereasthe railway from Aden Town to Sheikh‘Othman was built out of the IndianRailway programme funds, the exten-sion was built for military reasons andat the cost of military funds. The wholerailway was however operated by theestablishment sent to Aden by the In-dia Railway Board.

The ‘Imperial Gazette Atlas ofIndia’ for 1928 showed stations at thefollowing places: Al Khudad (terminus),Zaida, Ath Tha Luba (Lahej), Flijah,Danal Amin, Bir Musa Ben (Sheikh‘Othman), Khormaksar and Ma’alla(Aden terminus.) The railway had a to-tal length of 28 3/4 miles. The sectionfrom Ma’alla (Inner Harbour, Aden) toSheikh ‘Othman, a distance of sevenmiles, was opened on January 1, 1916;the section from Sheikh ‘Othman toLahej, 15 1/2 miles, was opened onFebruary 11, 1919; and that from Lahejto Al Khudad, 6 1/4 miles, on January7, 1920. On May 7, 1920, the Gov-ernment of India transferred the wholeof the Aden State Railway from militarycontrol to that of the Railway Boardunder the control of a Mr. Affleck whowas designated ‘Engineer-in-Charge’.

The railway is estimated to havecost 37,500 Pounds of which 60 percent was borne by the Imperial Gov-ernment War Office and 40 per cent

by the India Railway Board. In themonths of April, May and June 1920the expenditure averaged approx. P2,000 a month and the traffic receiptsP 1,350 a month. In his report to theFirst Assistant to the British Resident,Aden, in July 1920, Mr. Affleck consid-ered the immediate future expenditurewas likely to be P 2,700 a month, andthe traffic receipts P 2,000. He statedhe could not give an estimate for themore distant future for the followingreasons: The railway had not yet beenproperly equipped with large locomo-tives and rolling stock, although thematter was being considered by theRailway Board; Public traffic had neverhad a chance to show its potential, hav-ing been started, stopped, and startedagain whereby the public had lost con-fidence in the railway and preferred tosend their merchandise by camels andcarts even though it cost more.

In Mr. Affleck’s opinion the pub-lic traffic would have to be operated forsome time before any worthwhile fig-ures could be produced. In 1910 it hadbeen proposed to construct a 2ft. 6in.gauge steam tramway from Tawahi, asuburb of Aden close to Steamer Pointwhere the ocean liners used to call, toCrater, the old capital, with a branch toKhormaksar and Sheikh ‘Othman. Inhis opinion the railway would pay but itwould always be an expensive line torun. He thought that if the Tawahi(Khormaksar -Sheikh ‘Othman) - Cra-ter tramway were built, Sheikh ‘Othmanshould develop into a large town andthe combined railway and tramwayshould be a sound commercial propo-sition. However, this tramway nevermaterialised.

In the early twenties the railwaywas bedevilled by both labour andsabotage problems, the first being pos-sibly due to the fact that it was admin-istered by mainly Indian personnel,whereas the operational manual taskswere carried out by mainly Adenis,Yemenis and Somalis. Sabotage andpilfering reached such proportions thatin August 1920 the Chief Police Com-missioner wrote to the First Assistant inthe British Resident’s HQ that Mr. Affleckhad requested a much-increased secu-rity staff. At Ma’alla Depot one Inspec-tor or Sub-Inspector, one Hawalder(head constable) and three Constables;and at Sheikh ‘Othman Depot oneHawalder and three Constables. Theirduties were to be to detect, arrest orprosecute thieves, persons travellingwithout tickets and vagrants and totravel by train to a certain extent withthe object of ensuring that this wasachieved; to maintain order at the sta-

tions and to assist staff in dealing withcrowds of passengers; to safeguardrailway property and staff quarters,particularly at night, and generally tocarry out the functions of railway policeas laid down in the police manual.

In August 1928 the Political Resi-dent, Aden, advised the Railway Boardat Simla that the conclusion had beenreached that the railway could not be-come a paying concern and should beclosed down but not immediately, thepresent service to be reduced by Octo-ber 1 to one train each way daily be-tween Ma’alla, Lahej and Al Khudad,and maintained till March 31, 1929.About the same time the Colonial of-fice advised the Ministry of Defence thatthe section from Ma’alla to Khormaksarwas of military importance, and shouldremain; the section from Khormaksarto Sheikh ‘Othman had a potential mili-tary value only for the protection ofwater borehole supplies at Sheikh‘Othman; and the section beyondSheikh ‘Othman had no military impor-tance and should closed as from April1, 1929, but it would not be disman-tled immediately.

At the height of its existencethere were two mixed trains a day whichleft Ma’alla at 07.00 and 14.00, arriv-ing at the terminus beyond Lahej at09.00 and 16.00. These two trainseach returned an hour later. The pas-senger section of each train was com-posed usually of eight carriages. Thefares were Ma’alla to Sheikh ‘Othman,first class eight annas, third class threeannas; Sheikh ‘Othman to Lahej, firstclass one rupee four annas, and thirdclass five annas.

From April 1, 1929 the railway’sdays were numbered and finally in the‘Aden Gazette’ of June 29, 1929 anannouncement appeared giving onemonth’s notice of closure. Thus endeda railway which, had it proven an eco-nomical proposition, could haveopened up commercial possibilities inthat part of South Arabia especially if ithad been extended to Mecca and Me-dina.

As an anti-climax to the accountof this fascinating railway, it is interest-ing to note that although it was disman-tled in 1930, this fact did not preventthe Italians making a broadcast in 1940that Aden’s railways had been de-stroyed in an air-raid, not realising ithad been dismantled ten years before.”

Mumford notes that his articlewas based on files in the India OfficeLibrary - specifically R/20; A2A series,files 2/2, 2/3 Pt. 111 2/4 and 2/5; andL/P&S series files 3083/1917 Parts 16,

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18 and 26. On p.75 appears a photo of metre-gauge 0-6-0 684 “believed to be of Indian origin” at Ma’alla - intriguinglythis loco is not mentioned in the article. There were clearly repetitions and contradictions, so for completeness’ sake, andas an illustration of the problems in believing what one reads of ancient systems, here is:-

2. Response.In ‘Railway Magazine’ April 1976 p.206 appears a Reader’s Letter from Hugh Hughes, then of Croydon. Typically,

it points out major discrepancies in a polite manner and adds some very different details.“May I point out that the reference to 4-4-0 engines being used there is incorrect. Mr. Mumford may well have been

misled by an error in an article in the ‘Locomotive Magazine’ for February 1928.For working the line, the Bombay, Baroda & Central India Railway supplied in 1915 three of its class ‘F1’ 0-6-0

locomotives, with 3ft. 71/2in. coupled wheels and 14 in. x 20 in. cylinders; they were numbered 288 (built by Neilson &Company in 1879), 349 (Neilson 1880) and 727 (Dübs, 1894). The same railway also provided two first/second compos-ite and four third-class carriages (all these being listed as bogie vehicles), three brake vans, 12 high-sided and 56 low-sided wagons, and one oil tank wagon. In the following year the South Indian Railway railmotor (No. 3 of 1916) wasadded.

Three similar 0-6-0 locomotives, but emanating from the Eastern Bengal Railway, put in an appearance later on.Two of them, numbered 561 and 563, had been used by the military authorities in East Africa from 1916 onwards; no. 563(Vulcan Foundry 1900) was transferred direct from Africa to Aden, probably in 1919, but 561 (Neilson 1898) was first of allreturned to India and reached Aden in 1920. The third EBR engine was numbered 584 (not 684 as given by Mumford); itwas also built by Neilson in 1898 and was transferred to Aden about 1926.

As far as I can trace, none of these 0-6-0 engines worked again after the closure of the railway at the end of July1929. The 4-6-0 locomotive, however, which was built by Nasmyth, Wilson Company in 1922 and carried the number ‘1’on the smokebox door as well as on the cab sides, eventually got to India and became Eastern Bengal Railway No. 325 in1931; moreover it was still running on Bangladesah Railways in 1973 and is probably still active there.”

STOP PRESS- ANOTHER MAJOR ACCIDENT.

On Monday 12th. June 2006 at Beit Yehoshua a north-bound Ben Gurion - Haifa express headed by 741and travelling at 140 km/h hit a vehicle or vehicles ona level crossing. This was after this issue went to pressand so fuller reports and analyses will appear in issue74. Initially it appeared that five passengers had beenkilled and 80 injured. The loco driver was unhurt andat least one car driver was unhurt, but the loco andfirst two coaches derailed and tipped to one side andthe majority of casualties were in these carriages

The Tel Aviv-Haifa train struck a vehicle onthe track shortly after 12 P.M., some 30 min-utes after setting off. Three carriages and thelocomotive overturned, killing five people andinjuring dozens of others. All five of the deadhad been trapped inside a derailed car thatbecame wedged between the locomotive anda third, upended car.

Kiryat Bialik resident Moni Moshe Paz, 54,and Acre resident Lilach Suzin, 27, were iden-tified as among the fatalities. MordechaiShefler, a 68-year-old Kiryat Haim resident,was lightly injured in the crash, but vowed tocontinue traveling by train.”I was sitting witha friend on the train, with my back to thedirection of travel, and we were chatting,”

(from local newspapers via the web.)

73:10 Across the border and in into the sunset..... At “Old Gesher” several former HR wagons havebeen semi-restored and placed on the remains of the former bridge across the Jordan. The bridgeis 246.5 metres below sea level - the rusted kilometre post on the right might be km. 76.3 fromHaifa. The rusted telegraph pole takes no further messages across to Jordan - which country formsalmost all the landscape visible. On the left is an explanatory table in Hebrew set up by the Kibbutzwhich operates this historic border crossing site. (Photo: The Editor. Dec. 2005.)