High-speed railway to Jerusalem

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 This article or section contains information about a planned or expected public transportation infrastructure.
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The bridge over the Valley of Ajalon, possibly the most recognizable landmark of the project
The bridge over the Valley of Ajalon, possibly the most recognizable landmark of the project

The high-speed railway to Jerusalem (also Plan A1 and Railway 29) is a railroad from Tel Aviv to Jerusalem, Israel, under construction since 2001. It is set to be completed in 2012 and will be the first high-speed rail in Israel by definition, although it will employ regular locomotives. It is set to replace the old Jaffa–Jerusalem railway as the main rail link from Tel Aviv to Jerusalem. The railway will span about 60 km. It was initially determined that the railroad will be electrified, but this option is currently (spring 2008) under consideration and the railroad may be operable by diesel locomotives only instead.

Contents

[edit] Planning

Map of the planned routes
Map of the planned routes

After the termination of service from Tel Aviv to Jerusalem on the old Jaffa–Jerusalem line in 1998, an urgent need arose to create a rail link from Tel Aviv to Jerusalem. Between 2000 and 2001, several alternatives were proposed:[1]

  • Plans S and S1 - minor repairs of the old route (S), or one that also includes a few short tunnels and curve straightening (S1).
  • Plans G and G1 - a massive repair of the old route, straightening all the curves by excavating numerous long tunnels along the route.
  • Plans B, B1, B2, M and M1 - construction of a new line from Tel Aviv to Jerusalem via Modi'in-Maccabim-Re'ut within or near Road 443.
  • Plans A and A1 - construction of a new line between the cities nearby Highway 1, with a branch to Modi'in. These plans were recommended by the bodies that originally published them (A in 1994 and A1 in 1997 and 2000).[2]

Plans to build a line adjacent to Road 443 were discarded immediately, due to its being inside the Judea and Samaria. The Municipality of Jerusalem supported Plan G1, while Israel Railways supported Plan S as a quick deployment plan, followed by A1. On June 13, 2001, Transportation Minister Ephraim Sneh and Prime Minister Ariel Sharon choose to proceed with Israel Railways' plan.[3] One of the reasons was environmentalists' opposition to G1, due to the route passing in the middle of a nature reserve. Plan B2 was used for the branch to Modi'in, which is part of a longer future line which will eventaully extend from Modi'in to Rishon LeZion.

It is not clear whether the new A1 railway to Jerusalem will be electrified, as Parsons Brinckerhoff (PB), the company currently advising Israel Railways, thought it unnecessary after checking the option. A Dutch company has been appointed to re-evaluate this option.[4]

[edit] Construction

Construction began in 2001 and was divided into 3 stages:

  • Tel Aviv–Ben Gurion Airport (western part of Railway 27) - the line branches off from the Tel Aviv-Lod section between the Ganot and Shafirim interchanges, and connects to Ben Gurion's Terminal 3. Construction was completed in 2004 and regular service started in October of that year.
  • Ben Gurion Airport–Kfar Daniel (eastern part of Railway 27) - the line connects to the Eastern Coastal Railway near the Lod interchange. It then continues south on a 550 m bridge over Highway 1 to the Anava Interchange and branches off into Modi'in. Construction started in 2004 and ended in 2007.
  • Kfar Daniel–Jerusalem - by far the most complicated part of the project, construction on this section started in 2005. It involves building a 1.2 km bridge, the longest in Israel, and excavating several tunnels, one of which will also be the longest in Israel. This tunnel will be composed of a pair of parallel tunnels, 11 km in length each, and bored using TBMs. The section is expected to be completed in 2012.

[edit] Bridges and tunnels

Below is a breakdown of the tunnels, bridges and underpasses found along the route

Name Location Intersection Type Length Status
Shafirim Interchange Under Road 412 Underpass Completed
Between Hemed and Tzfarya Under Road 4404 Underpass Completed
Ben Gurion Interchange Above Highway 1 Bridge 550 m Completed
Between Lod Interchange and Lod Bridge Junction Over Eastern Coastal Railway and Highway 40 Bridge Completed
East of Ginaton Junction Over Road 443 Bridge Completed
Daniel Interchange Over Highway 6 Bridge Completed
Bridge 6 Valley of Ajalon Over Highway 3 and the valley Bridge 1.2 km
Tunnel 1 Canada Park and Mevo Horon Under the park Tunnel
Bridge 7 West of Netef Over Yitla Stream Bridge
Tunnel 2 Near Netef Tunnel
Bridge 8 West of Netef Over Yitla Stream Bridge
Tunnel 3 Bab al-Wad, Abu Ghosh Under Mount HaRu'ah, Mount HaHagana, Abu Ghosh Tunnel 11 km
Tunnel 3a Mevaseret Zion Tunnel
Tunnel 4 Jerusalem - from near Ginot Saharov to Binyanei HaUma[5] Under Givat Shaul and Lifta Tunnel 2.4 km
This list is incomplete; you can help by expanding it.

[edit] Difficulties

Due to the extremely high cost of the project, it faced financial difficulties from the start, despite being Israel Railways's flagship project. The initial cost was estimated at NIS 2.8 bln., although after a re-evaluation in 2008, it rose to about NIS 6 bln, and required NIS 2 bln. more to be invested by the Israeli government.[6]

Aside from the legal and financial difficulties of the project, several difficulties during the actual construction arose, partly due to insufficient planning. A notable stumbling block, still unresolved as of April 2008, is the issue of where to put the excess dirt dug up in the tunnels. Temporary mounds have been created, but this method, aside from hurting the environment, will be insufficient for the main tunnel (Tunnel 3).[7]

[edit] Stations

The following stations will be found on the line:

After the completion of the project, there are plans to connect the second station with the Jerusalem Malha station through a continuation of the tunnel from Mevaseret Zion.

[edit] Modi'in branch

The Modi'in branch was completely opened on April 1, 2008 and includes two stations: Pa'atei Modi'in and Modi'in Center. The latter is underground, like the future Jerusalem Binyanei HaUma station, therefore making it possible to continue the line further into the city and beyond. In the past, various government panels have expressed the desire to continue this line, but until a permanent agreement with the Palestinian Authority is reached, this is not possible, as any efficient railway from the Modi'in branch northwards or eastwards will pass through the West Bank.

[edit] References

  1. ^ Alternatives for Tel Aviv - Jerusalem Rail Line (map) at Internet Archive Wayback Machine Internet Archive Wayback Machine
  2. ^ A1, Really? (PDF). Transport Today & Tomorrow. Retrieved on 2008-05-29.
  3. ^ Minister Sneh Decided - A Fast Railway in Tel Aviv-Ben Gurion Airport-Modi'in-Jerusalem Line - Best Alternative (DOC) (Hebrew). Ministry of Transportation (2001-06-12). Retrieved on 2008-01-05.
  4. ^ Bar Eli, Avi. "CEO of Israel Railways: Travel Prices are High; Examines Discounts for Students and Suburban Lines", Haaretz. Retrieved on 2008-02-06. (Hebrew) 
  5. ^ A1 - Railway to Jerusalem - Bridge, Tunnel, Station. Moriah. (Hebrew)
  6. ^ Bar Eli, Avi. "Finance Ministry Threatens to Cut Off Funding to Israel Railways Due to Financial Deviations", TheMarker, 2008-04-09. Retrieved on 2008-04-20. 
  7. ^ Shaked, Avraham. The Railway to Jerusalem - Deeds of Israel Railways. American Society for the Protection of Nature in Israel. Retrieved on 2008-05-03. (Hebrew)

[edit] See also

[edit] External links

  • Project page on Moriah - the company for Jerusalem's development (Hebrew)
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