1. HaHagana Train Station-
New Central Bus Station
Intermodal Interchange
A Sustainable Development Project in the Neve
Sha’anan Neighborhood of Tel Aviv-Yafo, Israel
8/30/2010
Technion - Israel Institute of Technology, Sustainable Community Development
Professor Dr. Yosef Jabareen
Daniel Louis Berkowitz

2. Introduction
Many people travel in, out and through the city of Tel Aviv-Yafo (TAY). TAY is home to the
second largest population in Israel and is host to over a million tourists annually1. Nearly half of
the city’s residents travel to work via private automobile, while approx. 40% get to work using
public transit, walking or bicycling2. The city’s population includes a variety of socio-economic
status (SES) groups and the city maintains infrastructure that supports transportation modes
which aim to meet the travel needs of the entire population.
While the city may build transportation infrastructure with the intent to equally assist
people of all socio-economic statuses, much of the city has been developed around the
automobile. Most people of low SES cannot afford a car. When infrastructure is developed
based only on the needs of the automobile, the travel needs of the economically weak get
neglected and injustice takes place. Automobile-based infrastructure doesn’t provide the means
necessary for transportation modes that people of low SES often use such as public buses,
bicycling and walking, and it is these modes that have far less negative impact on the
environment than the automobile.
The use of petroleum fuel in automobiles for personal transportation has become
problematic the world over. Automobile use has been found to be indirectly polluting much of
the world’s clean air supply as well as a major anthropogenic contributor to global climate
change (GCC) through the various greenhouse gases emitted from the combustion of
petroleum. The world’s nations are grappling with how to delay GCC and the decreasing of
automobile usage has been found to be a key solution. Transportation modes most used by
people of low SES, produce almost no greenhouse gases and significantly help this effort.
Therefore, the city of Tel Aviv-Yafo is not a sustainable city because it is helping further
global climate change and social inequity by insufficiently providing transportation
infrastructure for people of all socio-economic statuses.
Sustainable Development Concepts
Equity and the political global agenda of GCC are not the only things that define sustainable
development. According to Y. Jabareen, Sustainable Development (SD) is made up of a
theoretical framework with seven concepts: an ethical paradox, natural capital stock, equity,
1
Friedman, R. (2010, August 10). Summer Tourism Numbers Heat Up. Retrieved August
26, 2010, from The Jerusalem Post:
http://www.jpost.com/ArtsAndCulture/Entertainment/Article.aspx?id=184247
2
(Israel), C. B. (2008). 2008 Israel Integrated Census of Population and Housing.
Jerusalem, Israel.

3. eco-form, integrative management, utopianism, and a political global agenda3. Because equity
and a political global agenda are the most visible concepts of this project, their definitions will
be given further elaboration.
Equity means proportional fairness, justness, and impartiality. 4 Within SD, equity serves as a
more general concept than its narrow meaning and applies to the distribution of goods and
services in public policy and includes “environmental, social, and economic justice, quality of
life, freedom, democracy, participation and empowerment”. There is a division amongst
scholars about the ways in which resources can be distributed evenly. Resources can be
distributed amongst all existing generations of our current society, this is called intra-
generational equity, or they can to be managed for even distribution over time amongst the
current and future generations, known as inter-generational equity.3 Intra-generational equity
amongst all people with different socio-economic statuses is one of the goals in this paper. An
inequitable transportation system has developed in TAY that does not serve all current
population groups in the area.
Political Global Agenda (PGA) is the concept that gives scale to SD. It means that the
protection and conservation of the environment does not suffice on a local, regional, or national
level, but needs to be on a global level. This concept includes a holistic perspective on global
environmental and developmental problems as well as a focus on helping developing countries
confront these issues in their own territories. GCC is the leading global environmental issue.3
While the State of Israel and TAY may not contribute a significant percentage of the
anthropogenic impact on GCC, the same story of automobile-based infrastructure and
automobile-dependency exists for many other developed countries that contribute considerably
to GCC and lessons can be learned from proposed solutions for all nations. Achieving a neutral
effect on GCC will not only provide TAY and the entire country with cleaner breathing air but can
help the city become a global leader and model city as well as help to improve international
relations.
Now that the claim has been made that TAY’s transportation development policy is at
faulty, a number of questions are unresolved. On a physical level, how is the current
automobile-based transportation development not adequate for pedestrian and bicycle needs?
Where is improvement needed most for equity to be served? Do alternative transportation
modes exist for people of low SES aside from walking and bicycling?
Analysis of Transportation Problems in Tel Aviv-Yafo
3
Jabareen, Y. (2006, July 9). A New Conceptual Framework for Sustainable Development.
Environment, Development and Sustainability, pp. 179-192.
4
Difference Between Equity and Equality. (n.d.). Retrieved August 26, 2010, from
Difference Between: http://www.differencebetween.net/language/difference-between-
equity-and-equality/

4. In order to begin work on making TAY more sustainable, a breakdown of the modes of
transportation available in relation to their impact on GCC is needed. The transportation modes
can be broken down in two ways: by service type and in relation to GCC. There are public and
private modes of transit and modes that encourage and help retard GCC. Eight different modes
of transit will be analyzed, four modes of private transit: walking, bicycling, private motor
vehicle and taxicab, and four modes of public transit: shared taxi, transit (city) bus, coach
(intercity) bus, and train. The following diagram helps to show the available modes of transit in
relation to GCC as well as which modes are private verses public transit.
Diagram 1
Relative Hierarchy of Transit Modes in relation to Global Climate Change and Service Type
Deter Climate Change----------------------------------|----------------------------Encourage Climate Change
Walking, Bicycling, Train, Transit Bus, Coach Bus, Shared Taxi, Taxicab, Private Motor Vehicle
Train, Transit Bus, Coach Bus, Shared Taxi, Taxicab, (Private Motor Vehicle, Bicycling, Walking)*
Public-------------------------------------------------------|----------------------------------------------------- Private
*Note: Private Motor Vehicle, Bicycling and Walking are equally private modes of transportation. The modes of
transportation underlined in green both deter GCC and can be used by all SES populations.
In order for TAY and other developed cities to decrease and end their contribution to GCC and
transportation injustice, it is in its best interest to encourage the use of transportation modes
that emit little or no greenhouse gases into the environment and that are affordable for all. A
key to encouraging the use of these transportation modes is to make them easier, more
economical, and more efficient for all members of society to use and to discourage modes that
are the big contributors of greenhouse gases. From a brief glance at the above diagram, it
appears that the mere encouragement of public transportation and discouragement of private
transportation isn’t a sound solution since high greenhouse-gas-emitting modes are both
somewhere between the private-public spectrum and are not all completely private. The
transportation modes that deter climate change the most: walking, bicycling, train, transit and
coach bus, happen to be divided on the extreme ends of the public-private spectrum.
Nonetheless, the use of these modes needs to be encouraged by TAY in order to contribute to
an end of the city’s impact on GCC and to improve local and regional air quality.
One way to encourage the use of transportation modes that both applies the concept of
equity, by serving the transportation needs of low SES populations, and has a political global
agenda, to help deter GCC, is to improve use of these modes and make the transfers between
them more efficient and more easily usable. In order to determine which intermodal transfers
are available and need improvement, further analysis of intermodal transportation transfers
between the preferred transportation modes in TAY is needed. Based on the author’s personal

5. travel experiences visiting TAY and travelling through it, the following chart of intermodal
transportation transfer necessities has developed. The chart covers walking, bicycling, transit
bus and coach bus, and train. Walking and bicycling are both modes of private transportation
and are thus highlighted in pink while transit bus, coach bus and train are highlighted in blue to
show their status as public transportation. The words in red font show that these necessary
transfer-enabling infrastructures are not sufficient in quantity and distribution throughout the
city.
Chart 1
Intermodal Integration Analysis of Infrastructure Needed for Transfers in TAY (based on personal
experience)
Walk
pedestrian friendly
Walk
streetscapes
safe locking &
Bicycle storage space for Bicycle
bikes
safe locking &
Transit walkable bus stops,
storage space Transit Bus
Bus CBS locations
adjacent to CBS
walkable CBS, bus carriage
Coach Bus bus stops, CBS Coach Bus
stops location compartment
safe locking & bus stops/CBS
walkable stations typically mutually
Train storage space adjacent to
and location exclusive
adjacent to station station
From the above chart, we can see that much of what is needed to improve intermodal transfers
is infrastructure for bicycles and pedestrians as well as improving transfers between train and
transit bus. Where in TAY are bicycle, pedestrian and train-transit bus transfer infrastructural
improvements most needed? The next step in answering this question is by locating a specific
space in the city that needs the most improvement for these transportation modes.
Location
There are four train stations in Tel Aviv, one central bus station and a number of bus stop
locations where there are many bus lines. Each train station is within a maximum of no more

6. than 420 meters from one of these cluster bus stops that can easily offer transfers for further
travel in TAY or nearby cities. Noticing the distance on the map in Image 1, between the red
rectangles that mark the train stations and the turquoise shapes marking the bus stops, one can
see that the furthest distance between a train station and a bus station is the most southern
couple of shapes, the HaHagana Train Station and the New Central Bus Station (New CBS).
The distance between the HaHagana Train Station and the New CBS is 420 meters.
Within this distance there are only a few bus stops. Based on this raw measurement, this
distance may seem easily walkable, however it is not designed to be clear or easy transfer from
one to the other as will be further discussed.
Looking more closely at this are, in Images 2 and 3, we begin to develop a visual
understand of the built development pattern with densely built buildings, the Ayalon
Highway/Highway 20 to the east, the Derech HaHagana Road covered by Levinski Street and the
largest central bus station in the world at 44 thousand sq. meters5.
Image 1
All Train Stations (in black) and Nearby Bus Stops or Central Bus Station (in white) in TAY
The New CBS and HaHagana Train Station
Source:
(Maps System of the Municipality of Tel Aviv-Yafo n.d.)
Images 2 and 3
Aerial and Street Maps of The HaHagana Train Station-New CBS Intermodal Interchange
(HaHagana at the right end and New CBS at the left)
5
Hananel, A. Welcome to the Hell of Tel Aviv. February 5, 2010. http://news.walla.co.il/?w=/104/1628331
(accessed August 28, 2010).

7. N
Sources:
(Maps System of the Municipality of Tel Aviv-Yafo n.d.)
The low SES of the neighborhood can be seen by a street person asking for money in Image 4 as
well as from statistical data of the area in Chart 2. The chart shows how the average monthly
household income decile groups for this area prove to have a greater percentage of the poorest
group and the smallest percentage of the richest group of the population, than the TAY average
and other major Israeli cities.
Image 4
A Street Person near the HaHagana Train Station
Sources:

8. All photographs taken by Daniel Lewis Berkowitz on July 5, 2010 with a Nikon Coolpix S4 6MP Digital Camera, Nikon
Corp. Japan, edited with the assistance of Microsoft PowerPoint 2010 (Beta).
Chart 2
Decile Groups for Monthly Household Income: Comparing Israel’s Biggest Cities and the
HaHagana Train Station-New CBS Neve Sha’anan Area of Tel Aviv-Yafo
Source: ((Israel) 2008)
A walking tour, given through photographs will help give a visually-based understanding of what
it is like to walk from
the HaHagana Train Station to the New CBS. Starting from the train station, the sidewalk space
starts off crowded with pedestrians competing with motorcycles, mopeds and bicycles for
walking space (Images 6a and 6b). As one travels away from the train station and towards the
New CBS, these obstacles clear up and a nice pedestrian space remains (Image 6c).
While much of the southern sidewalk space between The HaHagana Train Station and the New
CBS appears to have been designed for pedestrians, upon reaching the end of Derech HaHagana
and the start of Levinski Street, signified with the start of the bus overpass overhead, the
sidewalk widens greatly but parked motorcycles and mopeds (circled in red) return to take up
pedestrian space .Image 7a). This streetscape appears to be less planned for pedestrians
transferring between the train and bus stations than up until now.
Images 6a, 6b, 6c
Walking Eastward from the HaHagana Train Station

9. Images 7a, 7b, 7c
After Walking onto Levinski Street and Crossing Intersection with Levanda
After crossing the intersection with Levanda Street, pedestrians begin to encounter a decrease
in sidewalk space with retail offering sidewalk seating, bicyclists locking to trees (Image 7c), and
thigh-high poles serving as health risk danger if a pedestrian forgets to look down (Image 8a).
Looking ahead, pedestrians begin to brace themselves as they see a gigantic rock mass taking
over the sidewalk with a staircase leading to a small built structure above it. This rock mass, at
the address of Levinski 130, is a gigantic rock wall that one might walk into if you weren’t
looking where you were going. It is about 4.5 to 5 meters tall, takes up more than 70% of the
brick pavement, and forces pedestrians to a narrow meter-wide pass next to the street. This
rock mass poses as the biggest and most dangerous barrier to the interchange as only one
person can walk alongside it and other pedestrians are forced to walk by it by entering the busy
Levinski street (Images 8a-d).

10. Image 8a Images 8b and 8c
The Rock Mass (in white box) on Levinski Staircase Leading to Built Structure
With Built Structure on top (in black box) (highlight by red glowing lines)
Image 8d
The Rock Mass (in red glowing box) and the Remaining Passage Space for One Person
Looking at Image 8d, we can see that while sidewalk space is relinquished to this rock mass, the
road space for automobiles (to the right), remains consistent at two lanes, a clear example of
automobile-centered planning policy.
Images 9a, 9b, 9c
Immediately After the Rock Mass Pass

11. After this dangerous pass, the sidewalk returns to its previous width but is marked by other
potential dangers such as tree soil depressions (Image 9a), a bus stop shelter, a parking lot
entrance (Image 9c), the previously mentioned thigh-high metal poles and aluminum
construction walls (Image 10a).
Images 10a, 10b, 10c
Approaching the New CBS
Upon passing the parking lot and the construction walls, the sidewalk space shrinks with
intended street-enhancing trees serving as potential ankle-twisting depressions that take up half
of the sidewalk, building walls serving as an unaesthetic wall space on one side and the thigh-
high steel poles on the street-side in Images 10a through 10c.
Images 11a, 11b, 11c
Arrival at the New CBS

12. Arriving at the New CBS in Image 11a through 11c, there is no visible safe space for bicycle
locking and bicyclists are left to fend for themselves in a city with a known high bicycle theft
rate.
In summary, the particular problems that prevent this area from being equitable, anti-GCC
and sustainable are:
1.A lack of land use allocation and design for the safe parking and locking of
motorcycles, mopeds and bicycles so they don’t take up pedestrian spaces.
2.A lack of prioritization in streetscape design for an intermodal interchange via walking
and bicycling, due to a lack of sidewalk quality consistency.
Case Studies and Potential Solutions
There are two main problems involved in improving the sustainability of this interchange. The
first problem involves the need for infrastructure for the parking and locking of motorcycles,
mopeds and bicycles in or nearby the train and bus stations. The second problem consists of a
change in prioritization for land uses along the southern side of Derech HaHagana and Levinski
streets.
The first of these problems to be addressed will be clearing pedestrian space of motorcycles,
mopeds and bicycles.
Solving Problem 1: Freeing Up Pedestrian Space
In order to get motorcycles, mopeds and bicycles out of the pedestrian space, safe and
convenient parking facilities are needed. Since there is little space to build a new parking lot or
add on new spaces to an existing lot, built space needs to be created, and the airspace over the
highway and next to the HaHagana Train Station is the best location to do so. Examples of
parking lots built over highways abound throughout the world. One particular example is in
Arlington, USA where an open air parking lot and basketball courts were built over Interstate 66
Highway as seen in Image 12.
Image 12
Parking Deck over I-66, Arlington, USA

13. Source:
(OnPoint Map Viewer n.d.)
The two parking lots here have a total of 152 parking spots. Each lot is approx. 2,700 sq. m
making a total of approx. 5,400 sq. m of parking space and a total of 35.5 sq. m per parking spot.
The paved space of the highway is approximately 38 meters wide and the total distance
including the greenery on both of its sides brings the distance to approx. 66 m. The total area of
the entire facility including road ramps, sidewalk ramps and basketball courts is approx. 11,500
sq. m.6
The size of the Arlington facility does not match with the HaHagana Train Station since
HaHagana station is in the middle of Highway 20 and the width of the highway is approx. 130 m,
more than 3 times the width that the Arlington facility was built over. But since the parking lot
will not need to have a basketball court or parking for four-wheeled automobiles, there will be
no need for it to be the same size as the facility in Arlington. Furthermore, based on the
MotorcycleGuidelines.org.uk, motorcycle and moped parking need to be no larger than approx.
2.07 sq. m, more than 17 times smaller than the space needed for a car parking spot7.
Considering that today there are usually no more than 10 motorcycles/mopeds parked on the
Derech HaHagana southern sidewalk at one time and that demand would increase for
motorcycle/moped parking once a formal parking lot would be made available, a future lot
would need no more than an estimated maximum of 50 parking spaces. The lot will be 9.2 m by
27 m, a total of 248.4 sq. m. Within the 9.2 m space there will be 2.3 m depth per parking spot
and two sides for parking, 4.6 m of entrance and exist space and 27 m for the length of lot to fit
6
OnPoint Map Viewer. n.d.
http://gis.arlingtonva.us/acmap/WebPages/Map/FundyViewer.aspx (accessed August
18, 2010).
7
5.7.5 Parking Standards & Dimensions: Motorcycles - indicative dimensions. November
7, 2007. http://www.motorcycleguidelines.org.uk/text_05_1.htm#7 (accessed August
18, 2010).

14. 25 parking spaces per side. The general design is based on a motorcycle lot found in Austria in
Image 13.
Image 13
Outdoor Motorcycle Parking Lot in the Alps Mountain Range, Austria
Source: (Pasterze Glacier Motorcycle Parking Lot 2007)
Putting these measurements and design together, while considering an efficient entrance space
minimizing sidewalk usage, the following parking lot size and location is proposed to be a
rectangle adjacent to the HaHagana Train Station and standing over the left southbound lane of
Highway 20 in Image 14.
Image 14
Proposed Motorcycle and Moped Parking Lot Next to the HaHagana Train Station.

15. Source: (Tel Aviv, Israel n.d.)
With motor vehicles taken care of, attention is needed in supplying bicyclists a safe and close
locking facility that won’t use pedestrian space. In looking for examples from elsewhere in the
world, we find that there are multiple different types of bicycle storage units that have been
used in many places in Europe, the USA and Japan. Some examples are bike trees, adopted in
Geneva, Switzerland (Image 15), cyclepods, used in numerous cities in the UK and Ireland (Image
16), Huntco’s bikepods found in Chicago, USA (Image 17), or an underground bicycle parking
facility such as is available in Tokyo, Japan and in multiple cities in Spain (Images 18 and 19).
Image 15 Image 16
Bike Tree in Geneva, Switzerland Cyclepod with Solar-Lit Canopy Shelter in Waterford,
Ireland
Source: Source:
(Bike Tree 2004) (Album 7 << Gallery 37 << Town Centres n.d.)
Image 17
Huntco’s Bike Pods implemented in Chicago, USA

16. Source:
(Infinite mpg 2009)
Image 18 Image 19
Eco Cycle Underground Bicycle Storage Facility Biceberg Underground Bicycle Storage in
implemented in Tokyo, Japan Zaragoza, Spain
Source:
(Japan Bike Storage 2008) Source:
(Re*Move: If Lincoln Cathedral is architecture, what is bicycle shed? 2007)
While the Japanese “Eco Cycle” would not be appropriate for the approximate 10 to 20 bicycles
parking near the train station, the Biceberg unit may not be viable due to its many
infrastructural requirements such as “a watertight underground space, cylindrical in shape with
an interior diameter of 7.5 m”. The Huntco’s Bike Pods is individual bike storage units and it is
unclear just how many bicyclists park near the train station and where they can be safely placed
off of the sidewalk since they are usually placed on it. The Bike Tree and the Cyclepod, as found
in Images 18 and 19, are quite similar, however, The Bike Tree is only currently available in
North America. This leaves us with the Cyclepod as the ideal bicycle storage solution. The

17. Cyclepod covers a 2 meter diameter, offers two points to lock a bike at each wheel, can secure 8
bikes per unit and can come with solar-powered lighting and an umbrella to protect bicycles
from rusting. In order to sufficiently supply storage to all bicyclists wishing to park near the
HaHagana Train Station, this report suggests starting off with two Cyclepods and depending on
how consumer demand shows itself, adding more units.
There are three options for location placement of these storage units and none of which
take up a significant amount of space on street level, as seen in Image 20:
1.Directly next to the planned motorcycle/moped parking lot on its own raised platform
space above the highway
2.Inside of the planned motorcycle/moped parking lot
3.On the Eastern side of the HaHagana Train Station on its own raised platform space
above the highway
Image 20
The 3 Potential Bicycle Storage Unit Locations (blue boxes)
1
2
3
Source: (Tel Aviv, Israel n.d.)
Once all non-pedestrian transit modes are removed from the pedestrian space in the area
around the HaHagana Train Station, further bicycle parking space needs to be made available at
the New CBS in order for the entire interchange to accommodate for bicyclists. While space
surrounding the station is hard to find, there are a number of empty store spaces in the lower
levels of the station that could be purchased by the government and used as public bicycle
storage and rental using Cyclepods’ Spacepod that can store many bicycles in a small space8. A
storage place such as seen in Image 21b would need to be a paid storage for a small fee for
8
Hananel, A. Welcome to the Hell of Tel Aviv. February 5, 2010. http://news.walla.co.il/?
w=/104/1628331 (accessed August 28, 2010).

18. lighting and maintenance and either manned with someone at a table and a security camera or
unmanned with a pay machine, bicycle turnstile and security camera.
Image 21a Image 21b
Empty Store Spaces in the New CBS Cyclepods’ Spacepods as seen in Canary Wharf
Potential Home to Future Bike Storage Shopping Development, London, UK
Source: (Hananel 2010) Source: (Spacepods at various locations 2010)
Now attention can turn to reprioritization the streetscape to that of a high quality and
consistent design for walking and bicycling between the train and bus stations.
Solving Problem 2: Improving Walkability
As discussed after Images 9a-c, there are many obstacles that infringe on the walkability of this
intermodal interchange aside from parked motorcycles, mopeds and bicycles such as
commercial outdoor seating, thigh-high street-side metal poles, tree soil depressions, and
aluminum construction walls. But no item is a bigger obstacle than the rock mass at Levinski 130
in Images 8a-d.
Obstacle 1: Rock Mass
This begs the question, why hasn’t the municipality of TAY removed this rock mass?
Could it be that the government does not know the extent to which this item is an impediment
and safety hazard to pedestrians? Until answers are given from the planning department of TAY,
any assumption made is based on conjecture, so let us work based on what is known about this
location.
From a visual analysis, one can see that the rock is sedimentary and that a structure that
is not shown on the municipality’s GIS website has been built above it. Information given via the
GIS website of the Municipality of Tel Aviv-Yafo tells us that the mass is in a commercially zoned
567 sq. m plot of land with a 136 sq. m 5-vehicle open private parking lot. Considering the area
is commercial and has a private parking lot, it seems that unless it is being leased from the Israel
Lands Authority, total change cannot be made on this plot. However, eminent domain could be
claimed by the municipality on the specific area of where the rock mass takes over the sidewalk
and the mass could be chipped away to allow for a 2.5 m high rock-covered walkway, with
supporting columns if needed. If this is not possible, then additional pedestrian space must

19. come at the expense of the paved street space and the currently 2-lane east-going side of
Levinski St. would need to turn into a 1-lane street, at least in the area adjacent to the rock
mass.
Obstacles 2 and 3: Commercial Outdoor Seating, Aluminum Construction Walls and Unaesthetic
Wall Space
Of the smaller problems listed above, some are solvable and others will have to be
tolerated. Commercial outdoor seating needs to be tolerated. Although it takes up pedestrian
space, commercial outdoor seating positively adds to the streetscape by giving pedestrians an
option to be served food and beverage outside. In this case, the public benefit outweighs the
public loss of pedestrian space. Regarding the aluminum construction walls and unaesthetic wall
space, while little can be done to physically remove them, there is no reason why they cannot
become temporary and permanent exhibits of public art through an effort to invite local artists
to paint murals for public enjoyment such as was done in Los Angeles, USA, as seen in Image 22.
Image 22
Temporary Construction Site Mural at the Los Angeles Times Building, Los Angeles, USA
Source: (Construction site mural, Los Angeles Times Building, Los Angeles 1999)
Obstacle 4: Thigh-High Metal Poles
The thigh-high street-side metal poles are there to replace police enforcement of
parking violations along curbs where parking is illegal as well as serve as physical reminders to

20. pedestrians that they are coming close to the street (although the latter is not an explicit
purpose).
The placement of these poles is questionable considering that their distance from the
curb still gives motorists space to partially park on the sidewalk and puts pedestrians at risk of
injury when walking nearby them. If these poles are to properly protect pedestrian space from
illegal car parking this protection must not come at the risk of pedestrian injury. These poles
need to be moved 43 cm over toward the sidewalk curb. This way, pedestrians would see that
there is no space to walk between the poles and curb and their chance of injury would lessen, as
seen in Image 23.
Image 23
Metal Pole Locational Adjustment to Limit Risk of Injury to Pedestrians
Obstacle 5: Tree Soil Depressions
While sidewalk trees may add greenery to the streetscape, the depressions in the
sidewalk caused by below pavement planters and uncovered soil puts pedestrians at risk of

21. injury, as seen in Image 24a. Based on the presentation, “Urban Design to Accommodate Trees:
Sidewalk Solutions” by Dr. E. F. Gilman of the University of Florida’s Department of
Environmental Horticulture, the placement of a tree grate on top of the soil would not only give
pedestrians a level surface to walk on and protect them from injury, but would also help the
trees grow healthily, live longer and save the municipality money. Tree grates not only improve
sidewalk aesthetics and safety but also help prevent soil compaction and keep the soil in place
even though they are meant to be replaced every 15 to 20 years. Images 24a and 24b show how
tree grates could improve the walking space if implemented along the interchange sidewalk.
Image 24a Image 24b
Before Instillation of Tree Grating After Instillation of Tree Grating (in blue)
Source: (Urban Design to Accommodate Trees 2010)
Conclusion

22. In order for Tel Aviv-Yafo to become a sustainable city, municipal transportation policy needs to
approach walking and bicycling with the same level of importance as it gives private
automobiles. Adequate provision of infrastructure, infrastructure care and streetscape design
needs to be given to pedestrian and bicycle transportation just as it is for automobiles.
While the city aims to supply sufficient transportation to all members of society, its automobile
focus results in a lack of equity which in-turn, promotes global climate change and harms
healthy urban lifestyles. Even though driving a car can be personally efficient, until electric or
solar powered cars go mainstream, the world has to free itself of its car addiction because of the
car’s negative impact on society.
Further Research
Research involved in furthering this project includes advanced work on understanding what is
on and around the giant rock mass at Levinski 130 and contacting the planning department of
Tel Aviv-Yafo to learn why it was not cleared when the city constructed the sidewalk next to it.
More work can be done to find out how the pedestrian pass around it could be made more
easily maneuverable. In order to make the solutions suggested in this report possible, an
analysis of moneys necessary to finance them would be necessary. Additionally, with the city
planning a bicycle route along Levinski St. and Derech HaHagana, pedestrian, bicycle and motor
vehicle traffic patterns will change and analysis of how this will impact the intermodal
interchange will be needed. Finally, so that this project can be implemented, the management
of the New CBS needs to be contacted to learn about the viability of a future bicycle storage
facility in a currently abandoned store space.
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