Rail transport in Syria

Last updated
Rail system in 2007. Eisenbahnstrecken Syrien2.png
Rail system in 2007.

Syria's rail infrastructure has been severely compromised as a result of the ongoing conflict in the country.

Contents

History

The first railway in Syria opened when the country was part of the Ottoman Empire, with the 1,050 mm (3 ft 5+1132 in) gauge line from Damascus to the port city of Beirut in present-day Lebanon opened in 1895. The Hejaz railway opened in 1908 between Damascus and Medina in present-day Saudi Arabia also used 1,050 mm (3 ft 5+1132 in) gauge. Railways after this point were built to 1,435 mm (4 ft 8+12 in) standard gauge, including the Baghdad Railway. [1] The French wanted an extension of the standard gauge railway to connect with Palestine Railways and so agreed the building of a branch line to Tripoli, Lebanon, operated by Société Ottomane du Chemin de fer Damas-Hama et prolongements, also known as DHP. [2]

The Baghdad Railway had progressed as far as Aleppo by 1912, with the branch to Tripoli complete, by the start of World War I; and onwards to Nusaybin by October 1918. [3] The Turks, who sided with Germany and the Central Powers, decided to recover the infrastructure south of Aleppo to the Lebanon in 1917. The Baghdad Railway created opportunity and problems for both sides, being unfinished but running just south of the then-defined Syrian–Turkish border. [2] Post war, the border was redrawn, and the railway was now north of the border. DHP reinstated the Tripoli line by 1921. From 1922 the Baghdad Railway was worked in succession by two French companies, who were liquidated in 1933 when the border was again redrawn, placing the Baghdad Railway section again in Syrian control. Lignes Syriennes de Baghdad (LSB) took over operations, a subsidiary of DHP. [2]

The next big developments in Syrian railways were due to the political manoeuvering leading up to and during World War II. As Turkey had sided with Germany in World War I, the Allies were concerned with poor transport in the area, and their ability to bring force on the Turks. Having built railways extensions in both the Eastern and Western deserts of Egypt, they initially operated services via the Hejaz Railway, but were frustrated by the need to transload goods due to the gauge break. They surveyed a route from Haifa to Rayak in 1941, but decided there were too many construction difficulties. The standard gauge line from Beirut to Haifa was eventually built by Commonwealth military engineers from South Africa and Oceania during World War II, in part supplied by a 1,050 mm (3 ft 5+1132 in) gauge railway to access materials. [2] Ultimately, Turkey remained neutral and refused the Allies access to their jointly controlled sections of the Baghdad Railway, although by then the Allies had extended Palestine Railways' line from Beirut along the Lebanese coast, crossing into Syria near Al Akkari and from there to Homs, Hama and onward to connect with the Baghdad Railway at Aleppo. [2]

Locomotives servicing the Allied war effort included the British R.A. Riddles designed WD Austerity 2-10-0, four of which post war went into Syrian service, designed CFS Class 150.6. [4] [5]

In 1956 all railways in Syria were nationalised, and reorganised as CFS (Chemins de Fer Syriens) from 1 January 1965. Expanded with monetary and industrial assistance from the USSR, the agreement covered the joint industrial development of the country. Covering the development of the ports of Tartus and Latakia, they were initially connected by rail to Al Akkari and Aleppo in 1968 and 1975 respectively. An irrigation project on the Euphrates, resulting in the construction of the Tabqa Dam, drove the connection of Aleppo to Al-Thawrah (1968), Raqqa (1972) Deir ez Zor (1973), reaching the old Baghdad Railway at Al Qamishli in 1976. [2]

Tramway

LocationTraction
Type
Date (From)Date (To)Notes
Halab حلب /AleppoElectric19291967 .
Dimashq دمشق /DamascusElectric7 February 19071967 .

Current system

Network

Chemins de fer Syriens
BSicon lKRZu+F.svg
BSicon WASSER.svg
former Baghdad Railway
north to Ankara
BSicon exCONTg.svg
BSicon ex3STR+1.svg
BSicon ex3STRq-.svg
BSicon WASSER.svg
BSicon ex3STR+4.svg
east from Al-Rai to Nusaybin [6]
BSicon KSTRa.svg
BSicon lZOLL.svg
BSicon exKSTRe.svg
BSicon KSTRa.svg
BSicon lZOLL.svg
BSicon exKSTRe.svg
BSicon WASSER.svg
BSicon KSTRa.svg
BSicon lZOLL.svg
BSicon exKSTRe.svg
Flag of Turkey.svg Turkish border
Maydan Ikbis
BSicon STRc2.svg
BSicon HST.svg
BSicon STR3.svg
BSicon WASSER.svg
BSicon ABZgl+l.svg
BSicon kSTR2+r.svg
BSicon kSTRc3.svg
BSicon ABZg+1.svg
BSicon WSTRc2.svg
BSicon STRc4.svg
BSicon WASSER3.svg
BSicon BHF.svg
BSicon kSTR+4.svg
Al Qamishli
Aleppo-Ansari
BSicon BHF.svg
BSicon WASSER+1.svg
BSicon STRc2.svg
BSicon WSTRc4.svg
BSicon BHF.svg
BSicon ENDE3+lxa.svg
BSicon exSTR+r.svg
BSicon STR.svg
Deir ez-Zor
Raqqa
BSicon ABZgl+l.svg
BSicon hKRZWaeq.svg
BSicon HSTr+1.svg
BSicon KBSTe.svg
BSicon STRc4.svg
BSicon exLSTR.svg
BSicon exSTR.svg
BSicon STR.svg
Deir ez-Zor freight depot
BSicon STRc2.svg
BSicon ABZg3.svg
BSicon WASSER2.svg
BSicon WSTRc3.svg
BSicon exLSTR.svg
BSicon exSTR.svg
BSicon KHSTxe.svg
Hamah
BSicon STRc2.svg
BSicon STR3+1.svg
BSicon STRc4.svg
BSicon HST.svg
BSicon WSTRc1.svg
BSicon WASSER+4.svg
BSicon exLSTR.svg
BSicon exHST.svg
BSicon exSTR.svg
Abu Kemal
Ferry symbol.svg Latakia
BSicon KBHFaq.svg
BSicon STR+r.svg
BSicon ABZ1+rxf.svg
BSicon STRc4.svg
BSicon STR.svg
BSicon WASSER.svg
BSicon exLSTR.svg
BSicon exZOLL.svg
BSicon exZOLL.svg
Flag of Iraq.svg Iraqi border
Ferry symbol.svg Tartus
BSicon BHF.svg
BSicon STR.svg
BSicon WASSER.svg
BSicon exLSTR.svg
BSicon exCONTf.svg
BSicon exCONTf.svg
east to Mosul
BSicon exSTRc2.svg
BSicon STRl.svg
BSicon exABZ3+gl.svg
BSicon HSTq.svg
BSicon ABZ2+gr.svg
BSicon exSTRr.svg
BSicon STRc3.svg
BSicon WASSERl.svg
BSicon lMKRZo.svg
BSicon exLSTR.svg
BSicon WASSERq.svg
BSicon MASKr.svg
BSicon WASSERq.svg
BSicon exSTR+1.svg
BSicon exSTRc4.svg
BSicon STRc1.svg
BSicon STR+l.svg
BSicon ABZ4+fl.svg
BSicon KBHFeq.svg
BSicon exLSTR.svg
Homs
BSicon exSTR.svg
BSicon uexv-STR+lf.svg
BSicon exvSTR+lg-.svg
BSicon uex-STRq.svg
BSicon excdSTRq-.svg
BSicon uexv-STR+rf.svg
BSicon exSTRq-.svg
BSicon lvDST@G-.svg
BSicon dSTR.svg
BSicon exLSTR.svg
Homs freight depot
Flag of Lebanon.svg Lebanese border
BSicon exZOLL.svg
BSicon exZOLL.svg
BSicon exlZOLL.svg
BSicon uexSTR.svg
BSicon uexSTR~L.svg
BSicon ABZgl+xl.svg
BSicon uexSTR~R.svg
BSicon KDSTeq.svg
BSicon exLSTRq.svg
BSicon exLSTRr.svg
Palmyra
freight only
south
to Tripoli│to Beirut
BSicon exCONTf.svg
BSicon exdCONTf.svg
BSicon uexdCONTf.svg
BSicon uexSTR~L.svg
BSicon extABZl+l.svg
BSicon STR.svg
BSicon uexSTR~R.svg
BSicon extSTR+r.svg
Damascus Kadam
BSicon udKBHFa-L.svg
BSicon uexdSTR.svg
BSicon dKBHFxe-R.svg
BSicon extv-STR.svg
Damascus al-Hijaz
BSicon udBHF-L.svg
BSicon exdKBHFe-R.svg
BSicon extdSTR.svg
BSicon extv-STR.svg
BSicon uSTR~L.svg
BSicon extABZgl+l.svg
BSicon uSTR~R.svg
BSicon extSTRr.svg
Qatana
BSicon uexKHSTaq.svg
BSicon extSTR~L.svg
BSicon ueABZgr.svg
BSicon extSTR~R.svg
Sheikh Miskin
BSicon udHST-L.svg
BSicon exldHST-R.svg
BSicon extdHST.svg
Zayzun
BSicon uKHSTaq.svg
BSicon extSTR~L.svg
BSicon uABZgr+r.svg
BSicon extSTR~R.svg
Dera'a
BSicon udHST-L.svg
BSicon exldHST-R.svg
BSicon extdHST.svg
BSicon uvSTRlf-.svg
BSicon udSTR.svg
BSicon extdABZgl-.svg
BSicon u-KHSTeq.svg
BSicon extKHSTeq-.svg
Suwayda
Flag of Jordan.svg Jordanian border
BSicon uZOLL.svg
BSicon lZOLL.svg
BSicon extSTR.svg
south to Amman
BSicon udCONTf.svg
BSicon extdCONTf.svg
Key
BSicon STRq.svg
BSicon exSTRq.svg
BSicon extSTRq.svg
BSicon exLSTRq.svg
1,435 mm (4 ft 8+12 in) standard gauge
BSicon uSTRq.svg
BSicon uSTRq.svg
BSicon uexSTRq.svg
BSicon uexSTRq.svg
1,050 mm (3 ft 5+1132 in) narrow gauge
in use
BSicon STRq grey.svg
BSicon exSTRq grey.svg
out of use
under construction
BSicon extSTRq grey.svg
BSicon exLSTRq grey.svg
planned

All 1,435 mm (4 ft 8+12 in) network and trains were operated by CFS. Using all diesel-electric powered traction, the main routes prior to the Syrian Civil War were: [7] [8]

Current proposals

IR Railways.JPG

Prior to the war there was a proposal for a connection with Iraq between Deir ez-Zor and Al Qa’im. [9] The abutments of bridges were built for double track but only the western trackbed was completed. The major Euphrates bridge, a steel girder construction, was completed to the southern border of Syria by 2015, just 3 km from Al Qa'im but Iraqi Railways did not complete the link. Three spans of the Euphrates bridge were destroyed as well as two sections of the approach viaducts during the last decade of warfare. The trackbed near the bridge shows bomb craters since Google Earth imagery dated 2017. Tracklaying never reached the Euphrates bridge. However, all international routes operated by Syrian Railways were already non-operational due to severe negligence by the Syrian government. It was then officially suspended due to the outbreak of the Syrian revolution.

The restoration of the rail link with Iraq (IRR) and the proposal to extend the railway from Al-Qaim in Iraq through Al-Bukamal in Syria to Homs for a total distance of 270 kilometers and thence to Tartus are as of 2022 under discussion. [10] [11]

Trackage

These were the figures prior to the ongoing Syrian conflict:

  • total:2,750 km (1,710 mi)
  • standard gauge:2,423 km (1,506 mi)1,435 mm (4 ft 8+12 in) gauge
  • narrow gauge:327 km (203 mi)1,050 mm (3 ft 5+1132 in) gauge (2000) Chemin de Fer de Hedjaz Syrie

Operations

The headquarters of CFS, Aleppo CFS-Hauptverwaltung Aleppo.jpg
The headquarters of CFS, Aleppo

The network is designed wholly around diesel-electric traction. For operational purposes CFS is divided into three regions: Central, Eastern and Northern. At the end of 2004 CFS employed around 12,400 staff.

The system has a low level capacity, with top speed usually limited. A 30 km (19 mi) section of the Damascus–Aleppo line was designed for speeds reaching 120 km/h (75 mph), but most of the track has a limit of 110 km/h (68 mph). Most tracks of the CFS are limited to 80 km/h (50 mph). Operational train speed is also limited by a lack of interlocked signalling, with most of the system operating by informal signalling. The Damascus al-Hijaz railway station, which lies in the city centre, is no longer operational, and the railway connections with other cities depart from the suburban station of Qadam.

The result is that most passenger traffic has moved to air-conditioned coaches, and freight traffic dominates the operational trackage. The 2005 introduction of South Korean-built DMUs, where drivers were trained using a simulator, [12] on the Damascus–Aleppo route, and the high traffic Aleppo–Latakia route where intermediate stations are bypassed, resulted in higher usage and occupancy levels.

The only remaining section of narrow-gauge line, running from a point on the outskirts of Damascus into Jordan, is operated by Hedjaz Jordan Railway.

International connections

The only international connection was with Turkey, but that link was halted due to the Syrian Civil War. [13] The link with Iraq, severed in the war of 2003, was restored for a time but closed again; there was a plan to reopen it in June 2009. [14] In 2008 it was proposed to open a joint rolling stock factory with Turkish State Railways at Aleppo.

Background on trains from Istanbul to Syria: A brief history of the Taurus Express:

Agatha Christie wrote the first part of her novel Murder on the Orient Express during her stay in room 203 in Baron Hotel in Aleppo. [15] The novel doesn't start in Istanbul, or on the Orient Express. It opens on the platform at Aleppo, next to the two blue-and-gold Wagons-Lits sleeping cars of the Taurus Express bound for Istanbul. The Taurus Express was inaugurated in February 1930 by the Compagnie Internationale des Wagons-Lits, the same company that operated the Orient Express and Simplon Orient Express, as a means of extending their services beyond Istanbul to the East. It ran several times a week from Istanbul Haydarpaşa station to Aleppo and Baghdad, with a weekly through sleeper to Tripoli in Lebanon. After the second world war, the Wagons-Lits company gradually withdrew and operation of the Taurus Express was taken over by the Turkish, Syrian and Iraqi state railways. Up until the late 1980s, a twice-weekly Istanbul-Baghdad service was maintained, with weekly through seating cars from Istanbul to Aleppo. For political reasons, the through service to Baghdad was suspended and the main train curtailed at Gaziantep, but the weekly through seat cars Istanbul-Aleppo were maintained. In 2001, the Aleppo portion of the Toros Express was speeded-up and given a proper Syrian sleeping-car instead of the two very basic Turkish seat cars. You could once again travel in the security and comfort of a proper sleeper from Istanbul to Syria, and it was a great way to go. [16]

Rolling stock

Current

Motive power

The motive power in 2009 was noted as: [17] [18]

ClassImageAxle FormulaNumberYear in ServicePower
[kW]
Max.Speed [km/h]Traction Type*Notes
unknown SHR Bosra-Dar'a2.jpg Steam locomotive in Bosra
LDE-650 LDE 650-104 in Aleppo train station.jpg Bo-Bo 91968478DEShunting locomotives built in France
LDE-1200 LDE 1200-007 in Damaskus Kadam.jpg Co-Co 111973883100DETEM2 Shunting locomotives built in USSR, 346 kN tractive effort
LDE-1500 LDE 1500-524 in Tartus.jpg Co-Co2519821102DE Czechoslovakia, similar to ČSD (ČKD) ČSD Class T 669.0 [19]
LDE-1800 LDE 1800-363.jpg Co-Co2619761323DEAmerican built General Electric U17C export model. 30 originally built in 2 batches
LDE-2800 CFS Lok LDE 2800.jpg Co-Co7719822058100DERussian TE114, 110 originally built. Partly modernised by General Electric in 2000 by fitting 12cyclinder GE FDL of 3000 hp [20]
LDE-3200 CFS Alstom-Lokomotive Prima DE 32 C AC.jpg Co-Co3019992400120DEFrench Prima DE 32C AC diesel locomotives, engines by Ruston 3,200 hp (2,400 kW). [21] [22]
DMU-5 Rotem-Triebzug.jpg 1020061680120/160DHMultiple unit from Hyundai Rotem, Korea for Aleppo-Damascus/Latakia long-distance services. 222 second class, 61 first class
* DH = Diesel-hydraulic, Delaware = Diesel-electric
Passenger vehicles

The railway possessed: [17]

CFS dining car (2007) CFS WR.jpg
CFS dining car (2007)
  • The stock of 483 carriages includes: 19 restaurant, 45 sleepers and 33 baggage vans. In 2001, Iranian company Wagon Pars refurbished some stock which is still in use, while the remaining unused stock lie rotting in sidings.
ClassImageNumberYear in ServiceNotes
Type Y [23] CFS B alt.jpg 3581982–'83Original built for DamascusHoms-line by VEB Bautzen. Delivered in orange-cream Städteexpress livery
Cars for DMU-5 CFS Neubautriebwagen2.jpg N/A2006Built for AleppoLatakia line by Hyundai Rotem
Freight wagons
CFS phosphate mineral wagon (2007) CFS Phosphatwagen.jpg
CFS phosphate mineral wagon (2007)
  • Goods wagons: freight trains are organised into block workings, covering shipments of: oil, natural gas, phosphates, grain, cement, containers, construction materials and other transports. Most of 4319 vehicles were built between 1960 and 1975, with the most modern stock the grain wagons imported from Iran in the early 1990s. Approximate figures for stock:
    • 1294 Heavy Flat wagons
    • 846 Open wagons
    • 818 Oil tankers
    • 762 Covered wagons
    • 597 Grain wagons
    • 323 Phosphate wagons
    • 178 Sliding wall wagons
    • 146 Self unloading wagons
    • 53 Flat wagons
    • 50 Natural gas tankers
    • 45 Cement wagons
    • 20 Water tankers
    • 19 Tippers

Retired

ClassImageAxle FormulaNumberYear in ServicePower
[kW]
Max.Speed [km/h]Notes
De Dion Bouton railcar 1930Built for Hejaz Railway
Ganz/MAVAG R12 railcar
SGP AB49000 [24] [25] B'B' Railcar 71966470100Length: 26 meters. 20 seats 1st class; 58 seats 2nd class.

See also

References

  1. "Railways in Syria".
  2. 1 2 3 4 5 6 Hugh Hughes. "Middle East Railways". almashriq.hiof.no. Retrieved 2009-05-05.
  3. Glyn Williams (15 December 2020). "Railways in Syria". sinfin.net. Retrieved 30 December 2022.
  4. Rowledge, J.W.P. (1987). Austerity 2-8-0s & 2-10-0s. London: Ian Allan.{{cite book}}: CS1 maint: publisher location (link)
  5. "CFS Motive Power" . Retrieved 2009-05-04.
  6. The old Baghdad Railway from Al-Rai to Nusaybin forms the border line between Syria and Turkey, with stations accessible from Syria.
  7. "Chemins de fer Syriens". Ferenc Valoczy. Retrieved 2009-05-03.
  8. "Chemins de fer Syriens". Jaynes. Archived from the original on 2013-01-27. Retrieved 2009-05-03.
  9. "Syrian National Railways plans". Railways in Africa. 25 March 2014.
  10. Majda Muhsen, Anoop Menon (9 June 2022). "Iraq and Syria discuss railway link". Zawya project. Retrieved 8 September 2022.
  11. "Iran and Iraq again agree to connect their railway networks". www.al-monitor.com. Retrieved 2022-09-11.
  12. "Syrian train simulator". YouTube. 15 April 2008. Retrieved 7 May 2009.[ dead YouTube link ]
  13. Tom Brosnahan, Travel Info Exchange. "Trains Turkey <—> Syria". www.turkeytravelplanner.com. Retrieved 2017-01-29.
  14. "June launch scheduled for Iraq-Syria railway". arabiansupplychain.com. 29 April 2009. Archived from the original on 28 June 2009. Retrieved 3 May 2009.
  15. Alan Cowell (24 February 1990). "Aleppo Journal; A Small Hotel, Its Memories Fading". The New York Times. ISSN   0362-4331 . Retrieved 2017-05-20.
  16. "How to travel by train from London to Syria | Train travel in Syria".
  17. 1 2 "CFS". railfaneurope.net. 25 June 2008. Retrieved 2008-05-03.
  18. "GE Locomotives in Asia & Middle East". Locopage. Retrieved 2009-05-04.
  19. "Řada 770 (T669.0), 770.5,6 (T 669.05), 770.8 (T 669.5), "Čmelák"–Motorové lokomotivy–Atlas lokomotiv". www.zelpage.cz (in Czech). Archived from the original on 2013-10-07. Retrieved 23 June 2012.
  20. "GE Locomotives in Asia & Middle East". locopage.net. Retrieved 2009-05-04.
  21. "PRIMA DE 32 C AC diesel locomotives, Syria". www.transport.alstom.com. Alstom. Archived from the original on 17 October 2005.
  22. Railfaneurope.net : Syrian diesels
  23. HaRakevet: Rothschild PhD, Rabbi Walter (December 2004), Modelling notes–Syrian coaches. Series 17:4 issue 67
  24. Flickr.com
  25. Source