DMU's. The introduction of IC3-trains in the early 1990s marked the beginning of a political recommitment to major improvements in the services of Israel Railways. 42-50 purchased from SJ in 2005. 31 was scrapped after an incident near Revadim on august 10th, 2006. 19, 21, 25 possible out of service.
Ordered in 2012 and delivered from the end of March 2014. Instead of already delivered double deck stock capable of higher speeds and advanced safety measures. First rolling stock capable for the 25 kV 50 HzA1 fast line Jeruzalem - Tel Aviv
5 captured during 1956 Israeli invasion of Sinai on the former Palestine Railways main line between El Kantara East and Gaza: numbers 546, 550 and 557 (NBL) and numbers 607 and 613 (Borsig). 4 taken into stock and used them around Lod in central Israel for 1–2 years. Withdrawn and scrapped in 1959.
Similar to German VT08. 3-car sets (powered coaches 1-12, intermediate coaches 1-12, driving coaches 1-12), some later extended to 4-unit sets (with intermediate coaches 13-22). In the early sixties converted to non-powered coaches in push-pull service because of high maintenance costs. Withdrawn in 1979. Some carriages continued in regular services from 1992 until nineties as 111-117. One trailer should be preserved by the Country Museum in Tel Aviv
Until 1980 the head office was located at the Haifa Central Station. Tzvi Tzafriri, the general manager of Israel Railways, decided to move the head office to Tel Aviv Savidor. In May 2009 Yediot Aharonot said that Israel Railways was planning to move the head office to Lod. In response the Railway company said this was necessary to centralize the various offices around Israel, to use a more central location in the country and to have more inexpensive land. The company said this was also central to a major railway station.
On December 26, 1963 two passenger trains on the then single-track main line linking Tel Aviv and Haifa collided head-on at Bet Yehoshua just south of Netanya. The northbound train had passed a red signal and its locomotive rode over and crushed the locomotive of the southbound train. None of the coaches was derailed but a coupler broke in the northbound train detaching the rear three coaches. The continuous train brake should have then automatically stopped the detached coaches but it had not been connected properly so they started to roll back southwards. 55 people were injured but only three seriously enough to be detained in hospital. The two head-end crews survived but their locomotives, EMD G12s 105 and 118, were destroyed.
On June 21, 2005 an IC3 train crashed into a freight truck near kibbutzRevadim, killing 8 and injuring 198.
July 8, 2005, a train collided with a truck between Kiryat Gat and Ahuzam, resulting the death of the train driver and 38 injuries. Oמ February 2012 a plea bargain had been set for the Revadim crash.
On June 12, 2006 a train crashed into a truck near Beit Yehoshua, killing 5 and injuring from 77 to over 80.
On December 27, 2009 a train crashed into a car near Kiryat Gat. The driver proceeded without regard to the train checkpoint on the road. The train struck his car and he was killed.
On August 5, 2010 a train crashed into a minibus near Kiryat Gat, killing 7 and injuring 6. The minibus was hit at 19:05 GMT+3 on Route 353, apparently as it tried to pass over a level crossing.
On December 28, 2010 a fire started in a train near kibbutz Yakum, probably because of a short circuit, injuring 116.
On April 7, 2011 two trains collided frontally near Netanya, injuring 59.
On October 4, 2013, two men walking along railroad tracks in the Emek Hefer valley industrial zone were killed by a train.
On December 18, 2013, a Beersheba-bound train collided with a group of camels walking along railroad tracks at the Segev Shalom Junction in the Negev, killing 14 camels. The incident caused massive delays in train traffic.
On December 29, 2013, an Israel Railways worker was run down and killed by a train near Lod.