Running tender first was unpopular in any location, but especially on this route which had tight curves and steep gradients through the Judean hills, so PR sought a tank locomotive powerful enough for the job.

In 1922 PR introduced the 2-8-4T K class tanks from Kitson & Company in England, which were powerful enough to haul 250 ton trains up the 2% (1 in 50) ruling gradient to Jerusalem but suffered derailments caused by their eight-coupled wheel arrangement.

[1] On the steep climb up to Jerusalem these could haul only trains of 200 tons compared with the K class's 250, but this was the best PR could achieve with its limited resources.

[12] In 1937–38, with the help of some parts supplied by Nasmyth, Wilson & Company of Salford, England,[12] the Qishon works converted numbers 881, 896, 897, 910 and 912 to tank locomotives.

[13] During World War II PR carried increasing amounts of British and Allied military traffic.

War Department ROD 2-8-0 and LMS Stanier Class 8F 2-8-0 locomotives hauled the heaviest trains but the Baldwins were also worked very hard and in 1942 six were lost to accidents.

[14] PR had fuelled its locomotives with Welsh coal[6] but in June 1940 Italy declared war on the Allies, making the Mediterranean extremely dangerous for British merchant shipping.

[citation needed] After the UK withdrew from Mandate Palestine in May 1948 all six H2, all five H3 and the 33 surviving H class passed into Israel Railways stock.

[11] By 1956 diesels had taken over the main line services and steam workings were largely confined to the central part of the country around Lod (formerly Lydda).