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Société des chemins de fer ottomans économiques de Beyrouth-Damas-Hauran n° 1 (SLM n° 841/1893). This company built 1,055 m gauge Beyrouth-Damas line and was later incorporated to DHP. This loco was withdrawn by 1925. Collection Jean-Pierre Vergez-Larrouy (jean-pierre.vergez@tele2.fr)

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HEDJAZ JORDAN RAILWAY Regular train to Amman waiting in Deraa on the syrian border October 2001 Photo and scan by Olivier MARCHETTI (marcoliv@wanadoo.fr)

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A DHP (Damas-Hamas et prolongements) 040 serie 21 to 35 (Cail 2735 to 2749/1906) in the 20's. These locomotives were later transferred to Chemin de fer de l'Etat libanais with the same numbers. Collection Jean-Pierre Vergez-Larrouy (jean-pierre.vergez@tele2.fr)

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Hijaz railway n° 11 (Krauss n° 4905/1903), part of serie 11-18, later renumbered as 70-77. Krauss official picture. Collection Jean-Pierre Vergez-Larrouy (jean-pierre.vergez@tele2.fr)

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JR 82 and 40210. Jiza. Photo Richard A. Bowen (Richard.Bowen@t-online.de)

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JR n° 82. Suaka. Photo Richard A. Bowen (Richard.Bowen@t-online.de)

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Jordan 20.9.2008: Our tour of the 1.05m gauge, former Hedjaz Railway, in Jordan and Syria, commenced at Jordan, Amman’s Al Mahata station, seen here little changed from the day it opened in the 1903. The coaching stock of the tour group’s train stands ready, two coaches each, built in the 1900s by the old firms of Roeulx and Baume & Marpent. In front of them is a bogie water tank (Nippon, Japan 1959), carrying an extra supply for the locomotive. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: Silhouttes as 2-8-2 No. 23 (RSH 7433/1952) takes water at Jiza. Ahead lies 41.5 miles (66.5kms), of desert before reaching Qatrana, where the tour group will transfer to a road coach for their onward journey. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: The Hedjaz Railway is of course, most famous for its desert sections, but to be honest, there is a paucity of photo opportunities in what is largely a featureless landscape. Here though are some accompaniments to 2-8-2 No. 23 (RSH 7433/1952), gently descending a long grade over a small culvert, while some sparse scrub and a Bedouin’s tent and livestock add distant focus. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: Eventually the train reached the classic Hedjaz Railway station in the desert at Deba’a, seemingly miles from anywhere. Er, no! Within a few minutes of our arrival this small boy and his donkey appeared literally as if from nowhere! Some Jordanian Dinars changed hands, so that we could capture a cliché, but nonetheless, charming picture. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: In a land devoid of all life except a few scrub bushes, frequent evidence that it does rain in the desert – and when it does, IT DOES! Hence the regular piercing of the railway’s embankments by flood-relief culverts, as here, near Deba’a, with 2-8-2 No. 23 (RSH 7433/1952) trundling across. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: A final picture of 2-8-2 No. 23 (RSH 7433/1952) as she climbs a low escarpment approaching Qatrana. Note evidence in the foreground of an attempt at cultivating the desert. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: The locomotive for the group’s train is seen outside Amman engine shed. Oil-fired 2-8-2 No.23, was built by the British firm of Robert Stephenson & Hawthorn (7433/1952), one of three provided to Jordan and strongly based upon the pre-Independence Indian Railways’ metre gauge Class YD. Inside the shed were 2-8-2s Nos. 51 and 71, Jung 12081/1955 and Haine St. Pierre [HSP] 2144/1956 respectively; both were in working order. Also in the shed were three, 1976-built General Electric Class U10B, A-1-A – A-1-A diesel electrics, all in working order and in the small annexe building was 2-6-2T No. 61 (HSP 2147/1956), not in working order. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: The bi-lingual cabside number plate of 2-8-2 No. 23 (RSH 7433/1952). Notice to the lower right of the number plate where a crack in the cab side sheet has been stitch welded. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: A view across Amman shed’s turntable, upon which sits Wickham “trolley” No. 301 and beyond that a Land Rover, converted for rail use. Beside the Land Rover can be seen the depot’s lifting jacks; all maintenance for the remaining steam locomotives is carried out at this small shed, a tribute to the skill of the men working there. Pacific No. 85 carries builder’s plate Nippon/1959, but in fact the loco and four sisters were built in 1953, as a subsequently cancelled order for Thai Railways, being provided to Jordan Railways in 1959. Other steam locomotives present at Amman were Nippon-built Pacific No. 82, seemingly in working order; 2-8-2 No. 72 (HSP 2145/1956) not in use and another RSH 2-8-2, also out of use, but it was not possible to determine if it was No. 21 or 22. Lastly, 2-6-2T No. 62 (HSP 2148/1956) is mounted on a plinth, surrounded by bushes and not in good condition. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: The Hedjaz Railway makes an uninterrupted climb of 7.25 miles(11.6kms), through the crowded southern suburbs of Amman, from Amman station to Qasir, on an average gradient of 1 in 57 (1.75%). The line is hardly ever straight, with numerous, often sharp, un-compensated curves, crossing many roads, including busy dual-carriageways, only one of which is gated, so the locomotive’s two whistles are sounding almost continuously. Therefore, the locomotive has to work very hard, even with such a lightweight train, before reaching a small respite, 10kms from Amman station – the straight and almost level, transit of Amman Viaduct. That classic location is seen here with 2-8-2 No. 23 (RSH 7433/1952), laying a smokescreen which nearly obscures the new “Mega Mall” in the distance. Amman Viaduct comprises ten 25 foot (7.6m) wide, masonry arches, with central supporting arches; the railway line is carried 65 feet (19.7m) above the roadway below. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: Shortly after crossing Amman Viaduct the line does a 180 degree turn at the end of a valley, passing through a 460 foot (140m) long, curved tunnel. Immediately after the tunnel exit the line crosses a dual carriageway road on the level and it was here that the tour group saw the only road barriers in the entire climb to Qasir. They were hand-operated by a member of staff from Amman station, who had made a special journey out, in a car, to operate the gates. With whistle shrieking and wheels squealing on the tight curve, 2-8-2 No. 23 (RSH 7433/1952), blasts out of the tunnel. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: Making cautious progress because of the many children invading the line to see the novelty of a train, 2-8-2 No. 23 (RSH 7433/1952) emerges from a deep and sharply curved rock cutting on the final approaches to Qasir. Looking into the right distance, a footbridge can be seen, crossing the dual-carriageway road. Just beyond that footbridge the railway crosses the road from left to right, to shortly after, enter Qasir station. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: Street running near Qasir! 2-8-2 No. 23 (RSH 7433/1952) blasts along, with whistle shrieking a warning to motorists – “you had better stop, because I WILL NOT!” as the train approaches an un-gated level crossing of a major dual-carriageway road. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 20.9.2008: From the summit at Qasir, the Hedjaz Railway soon enters semi-desert and descends over many miles. We passed non-stop through the station at Libban, where among many stored, steel-bodied vans were the remains of two steam locomotives. Pacific No. 81 (Nippon/1953) looked to be largely intact but in poor condition, while the other engine, a 2-8-2, could not be identified. However, an assumption was that because one each of the other two classes of 2-8-2 - Robert Stephenson & Hawthorn, and Haine St. Pierre - had been kept back, presumably for spares, then the heavily cannibalised 2-8-2 at Libban was Jung No. 53 (Jung No. 52 having been scrapped). Anyway, after Libban we came to the delightful station at Jiza, pictured here. The station is manned full-time, with the railwayman and his family living in the upper floor, just for the handful of trains that pass through each year. Accordingly, they live a quiet existence, so the tour group was made very welcome as the family was keen to show everything about their meticulously maintained home and workplace. Such friendliness was encountered everywhere. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: After three days of visiting tourist sites like Petra and Wadi Rum, the tour group returned to Amman station for the journey north to Dera’a, in Syria. The group’s train was hauled by Pacific No. 85 (Nippon 1953, but builders’ plates say 1959, the year of delivery to Jordan). The train consisted of a bogie van for the group’s luggage, an old Hedjaz coach and two air-conditioned coaches, built new on former bogie wagon frames for the short-lived Aqaba – Wadi Rum steam service. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: The next stop after Samra was Mafraq, where a lengthy stop ensued while arrangements were completed for the crossing from Jordan into Syria. Shortly after Mafraq station came the last chance for a run-past on a very steep and curving section of track, before all cameras had to be put away for the journey through the sensitive border areas of Jordan and Syria. Here 4-6-2 No. 85 (Nippon/1953) makes her assault on the sharp gradient. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: Pacific No. 85 (Nippon/1953), triumphantly tops the gradient and leans into the sharp curve – next stop: Dera’a, Syria! Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: The cabside plates carried by 4-6-2 No. 85 (Nippon 1953), specially made for the Aqaba – Wadi Rum service. Sadly that train ran – very rarely – for only a couple of years, for two reasons. (1) Visitors to Aqaba primarily want sun, sea and sand, and not a steam train ride to Wadi Rum that took hours, compared to the much shorter time by air-conditioned road vehicles. (2) The Aqaba – Wadi Rum line was built in 1975 to move huge quantities of potash to Aqaba docks. As such it is heavily trafficked and because it is CTC-signalled, any steam specials ran for enthusiasts could not do what enthusiasts want – frequent stops, reverses and run-bys on what is a very dramatic and hilly railway. The result was little patronage and an operational headache for the potash railway’s management – hence the steam service’s withdrawal. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: Pacific No. 85 (Nippon 1953) makes a smoky northbound departure from Amman, passing a well-preserved hand crane of 1903 vintage. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: Shortly after leaving Amman station, the Hedjaz Railway passes through a curving valley that has, on one side, so far escaped from the city’s urban sprawl. With many birds of prey circling in the distance, Pacific No. 85 (Nippon/1953) brings its train past some ramshackle-looking livestock pens. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: After transiting the amazingly little developed valley, the train re-entered Amman’s built-up area, with the line twisting and turning continuously, twice crossing sharply curved viaducts, as seen here. We are 7.5 miles (12kms) from Amman station, but still well within the city boundary. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: A first servicing stop at Zerka, where Jordan Railways’ only driver qualified to drive steam locomotives – Mr Gassan S’aed - oils round, while his fireman deals with the watering of Pacific No. 85 (Nippon/1953) Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: Great urgency among the railway staff at Zerka, as they log-in and log-out what we were told was the fourth train to pass through their station – IN A YEAR! That super train-calling bell does not see much use therefore! Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: Leaving Zerka the train was escorted by several 4-wheel drive vehicles full of very senior police officers. Their purpose was to successfully halt traffic at a large roundabout, where four, major dual-carriageway roads intersected. Why? Because the railway literally cuts through the centre of the roundabout! Sadly, but quite understandably, we were not allowed to arrange a run-past there! Not long after that the built-up are disappeared to be replaced by many square kilometres of well-tended land where much produce was being grown. In the centre of that area was this 10-arch viaduct, being crossed by 4-6-2 No. 85 (Nippon/1953); note the many irrigation pipes scattered about. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 24.9.2008: A further water stop was made at Samra, this being the only occasion that a road tanker had to be employed. The stop provided a necessary path on the single line ahead for the little petrol-engined “scooter” seen at right, to return from making a reconnaissance of the route through to the Jordan/Syria border, just to ensure that the track was in fact, still there! Though appearing derelict, Samra station was in use still, with the ground floor housing the office controlling the block-sections in each direction. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: Returning from Syria to Jordan, for a last steam trip, the tour group found themselves once again at Amman station, with the prospect of another twisting, turning and climbing ride through Amman’s southern suburbs, to Qasir. A third Jordanian Railways’ steam locomotive was turned out for the train, a Belgian-built, oil-fired 2-8-2 No. 71 (HSP 2144/1956). Here No. 71 takes water before making her assault on the grades; note the classic Hedjaz Railway water tank and supporting stone building – still fully functional. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: Another shot of 2-8-2 No. 71 (HSP 2144/1956) crossing the dual-carriageway at Qasir, in what was certainly the most spectacular runpast of the entire trip to Jordan and Syria! Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: Steam journey’s end at Qasir station, with 2-8-2 No. 71 (HSP 2144/1956) resting from her uphill labours. The ladies and gentlemen of the tour group chat happily as they make their way to a road coach and visits to a few more historical sites. Tomorrow we will return to our homes in such diverse places as England, Scotland, Wales, France, Spain and Cyprus – all with very pleasant memories of a great holiday among the incredibly friendly people of Jordan and Syria. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: The driver of No. 71 and train guard, pose for the tour group at Qasir station. The picture is intended as a tribute to the magnificent railwaymen of Jordan and Syria who broke their backs - and a few rules! – to ensure that the tour group’s steam journey went as smoothly and completely as possible. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: The plates and raised numerals on the cabside of 2-8-2 no. 81. It is conjectured that because of its fine condition, the builders’ plate at least, is a replica of the original. Note that it bears the locomotive’s building year as 1955, whereas all published histories of Hedjaz railway locomotives, quote 1956. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: 2-8-2 No. 71 (HSP 2144/1956) brings the empty coaching stock into Amman station. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: A sharp curve and steep climb through a rock cutting start just off the end of Amman station, with 2-8-2 No.71 (HSP 2144/1956) struggling to “keep her feet”, as she drags her train past a long out of use and very British-looking semaphore signal. There are stories told of how a certain Amman driver would always stop his train before that signal, walk to it and manually drop the arm, giving a clear road ahead. He would then drive his train past the signal, stop, walk back and reset the signal to danger! Believe it – or not… Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: With wheel flanges squealing a protest on the dusty, rubbish-strewn track, 2-8-2 No. 71 (HSP 2144/1956) shrieks a warning to one of the many small boys that always attended – good-naturedly - the tour group’s photo run-pasts. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: What a fine bunch of fellows – and lady! Part of the tour group forms a photo line in an Amman suburb, with ever-present myriad of small boys, carefully shepherded by a plain-clothes policeman! Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: 2-8-2 No. 71 (HSP 2144/1956) “wakes up the neighbours” with another noisy and spectacular run-past, between the blocks of flats that crowd the Hedjaz Railway’s route through south Amman. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: Five Jordanian young ladies pause to take photos on their mobile telephones, as 2-8-2 No. 71 (HSP 2144/1956) crosses Amman Viaduct. A small breeze pushes the loco’s smoke towards the cameras, obscuring the train’s side detail in shadow, but at the same time, creating a pleasing silhouette effect. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan 29.9.2008: Approaching the summit station at Qasir, the railway crosses one of Amman’s main dual-carriageway roads on a curving, un-gated level crossing. It took the determined efforts of several policeman and railway staff to convince the impatient motorists that they must stop! The train’s guard waves the all-clear as 2-8-2 No. 71 (HSP 2144/1956) blasts across the road. Roger Griffiths; roger.griffiths@hotmail.com

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Jordan diesel engines with a heavy duty train somewhere in desert of Jordan. Photo by Ferenc Pasko. For web: Laszlo Szita (szita@yahoo.com)

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Jordan diesel engines with a heavy duty train somewhere in desert of Jordan. Photo by Ferenc Pasko. For web: Laszlo Szita (szita@yahoo.com)