Development opportunities and obstacles for transit-oriented in Tel Aviv
Section 1 – Introduction
Until recently, suburbanization, urban sprawl and automobile dependency were therefore matters of interest chiefly United States, Canada and Australia. These days, these issues have spread elsewhere, including Asia, the Middle East and even Europe. Although the problems associated these changes vary from one place to another, they mainly include environmental impacts such as emissions of greenhouse gas emissions and pollution, economic constraints such as increases in infrastructure costs and external costs of pollution and social injustices such as segregation racial and socio-economic and social inequalities.
In 2003, there was a car for 11.5 people in the world. However, it is a world average and it is not distributed proportionally between the countries. If in North America, Australia and Europe there were three people per car on average, Asia, there were 250-300 people per car on average. The relatively small number of cars by people in the developing world is not at all reassuring, knowing the enormous potential for growth. Especially when most of the financing of transport in the developing world is facing the road (60 percent), while only a small portion (17 percent) is directed to public transit (Pierce and Haq, 2003). Eastern European countries like Hungary and Romania have similar investment patterns and are also facing an increase in road infrastructure. (Pierce and Haq, 2003).
Middle Eastern countries are not immune from the global transport either. In a region with no shortage of oil supply, the motor serves as the main means of transport among those who can afford it. Similarly to other regions, most investment in infrastructure are related to transport routes, although in many areas of transportation infrastructure in the Middle East is not well maintained. In most cities in the Middle East, public investment in transport infrastructure are very low priority. (Pierce and Haq, 2003).
Currently, Egypt is the only country in the region with a subway system. Even Israel, which has the strongest economy in the Middle East and is highly westernized compared the rest of the region, has struggled to expand its transport network. Only in 2006, more than 40 years after they have been proposed, only the construction of light rail systems started in Tel Aviv and Jerusalem (Jacquot and Haq, 2003). Meanwhile, the city of Tel Aviv where most of the economic activity of Israel know most of the urban problems that result from dependence the car.
Air pollution, congestion and degradation of land in Tel Aviv are the results of car owners in relation high (about 400 cars per 1000 inhabitants), which is almost double the national average. Due to the fact that over 95 per cent of trips by public transport are carried out by diesel buses, the transit system in Tel Aviv contributed its share to urban problems (Shiftan et al., 2003).
Shiftan et al. (2003) identify major transport problems in the metropolitan area of Tel Aviv. The first is the high and increasing congestion, which is due to the increase motorization. According to Sofer (2004) the number of vehicles in Israel increased by 100 per cent every ten years, while the road is increased by 10 cent. The second problem is the lack of synchronization between the transit system and the spatial distribution of the evolution of the earth. New residential and commercial developments are built in areas with no or little access to public transportation, an issue that favors decentralization and higher car dependency. The third problem is a lack of coordination between the authorities and parties involved in the transport system, a problem which causes difficulties in maintaining the transportation system and the implementation of new projects. AddIn Shahar200527275Shahar EN.CITE, AriaBrin, EldadNachmias, DavidMenahem, Tel Aviv GilaMetropolitan: Defining boundaries and systems of cooperation between municipalities Metropolitan Social Processes and Public Policy at Tel-Aviv-Yafothree2005Tel AvivDepartment Public Policy, Faculty of Social Sciences Sceince, Tel Aviv UniversityHebrewShahar and Brin (2005) believe that this problem includes the municipalities of the metropolitan region who have difficulty in coordinating on the issue of light rail transit system new rail in particular.
Finally, the transit system provides a low level of service. There is no right of way reserved for buses, bus schedules are not reliable, and there is no coordination between different service providers. There are more than six bus companies that provide services in Tel Aviv, which are private or are being privatized. Some service providers overlap routes, while some areas are not well covered. The commuter rail system, on the other hand, is owned by the government. It is mainly used as intercity rail with some stations in each city. It has about 19 stations in the metropolitan area and four stations in the city of Tel Aviv. In 2005 25 million passengers used rail more than 50 percent used it for inter-metropolitan travel ( http://www.israrail.org.il/ ). If you need to use more than one service to reach its destination, it becomes cumbersome and costly. These issues affect the reputation and reliability of the transit system, reduced public satisfaction with the system, car use increases, and as a direct result, contribute to negative social, economic and environmental (Shiftan et al., 2003).
Many problems in Tel Aviv are similar to those found North America, and increasingly, in cities in the world of industrialization and Western Europe as well. Transit Oriented Development (TOD) is a planning approach that has been proposed to remedy these problems. SDT is an approach that was developed in the U.S. However, as mentioned in the first section of this review, car dependency and related problems are similar worldwide. Therefore, there no reason for such an approach does not work in other parts of the world with similar problems.
These days, a train system Light rail is under construction in Tel Aviv Metropolitan Area (TAMA). Whether or not this new system will reduce the problems of TAMA is a matter of time. However, policies and planning approaches that complement this system have the potential to significantly improve the quality living in TAMA. This thesis examines how a TOD planning approach could contribute to the success of light rail system under construction in Tel Aviv. It has the potential and obstacles to such an approach. Opinions of experts in the field of transport, urban planning and public policy are presented, in addition to a planning analysis and reports published by existing transport agencies involved in the development process light. The analysis is intended to contribute to a better understanding of planning procedures in Israel and offer behaviors by which it would be possible to overcome the obstacles that impede the State of Israel and the TAMA to create sustainable transportation and urban lifestyle.
The second chapter of this thesis provides a review of the literature, so a better understanding of TOD, and transportation infrastructure. The third chapter presents the methodology used for analysis, and how this research was designed. Chapter Four describes the research context and results. Finally, chapter five provides the results in context and present a conclusion.
Section 2 – Literature Review
2.1 – Transit Oriented development
SDT is an approach that aims to diversify the opportunities for the inhabitants of the city and suburbs, and present them with a lifestyle alternative. What is interesting is that even if TOD was introduced in the 1990s as a new concept, much of the growth Cities in the early 20th century depends on public transport, especially trams. Before the private motor vehicle, built environments were accessible mode of transit available at this time. due to the fact that the trams and trains were the means of transport available, cities divided into Based on these means, and thus more compact and more accessible. Thus, with TOD, it seeks to restore urban forms that have been historically common. Unfortunately today, the urban form is more organic, and people tend to choose other forms that are supposed to promote a mode high quality of life (and Ohland Dittmar, 2004).
Ohland and Dittmar (2004) define Transit Oriented Development as one who has "a combination uses at different densities within a radius of half a mile around each transit stop "(p. 21). Specifically, by Dittmar and Ohland (2004) for development to be called SDT, it should follow several criteria. First, they show the importance Efficiency location. This refers to the importance of proximity to transit. Even if the costs of owning a car are quite large, the proximity of the increased transit of adequate opportunities for those who can not afford a car. In communities inadequate or no public transit, car-less families are disadvantaged and limited. According to Dittmar and Ohland (2004), the three factors that influence on the effectiveness of positioning include the density (in order for transit systems to be economically efficient, there is a need for a large number of users), availability of transport (bus stops should be suitably located in Community and transit services should be sufficient to different destinations), and pedestrian friendliness (human scale, interconnection pedestrian networks).
A rich blend of choice is a second measure of SDT. A well Structured offers its residents a variety of choices. By increasing the range of activities in a community, we increase the accessibility of community that is defined by geographers as the amount of transportation opportunities offered by a certain distance or travel time (Hanson, 2004). This feature is also related to walkability, because it is important that these activities will be accessible to people with low mobility. In this environment, it should also be variety of housing types and prices. By expanding the range of housing options, it is not only diversification in terms of socioeconomic status in the community, but also a diversification of housing styles for those who want an alternative to houses dwellings.
Value capture is a third measure for the success of TOD. In addition to the transit authority benefits from Runners-up vessel and joint development, there are also the owners and developers who benefit from the value of the land, and enjoy more approval. It is the government collects more taxes from paying more tax properties, including commercial enterprises in the same area. And there is the public who benefits from affordable housing, the lower transport costs and better quality of life in terms of opportunities local. When you look at the long-term benefits, governments also have less negative externalities of car use, which means fewer external costs.
The notion of place do with the quality of urban design is important when creating TOD. Dittmar and Ohland (2004), argue that the quality of urban development is measured by several characteristics. First, a well designed is one that is human scale and is oriented man. The environment must be safe, attractive, comfortable, dynamic and fun. Secondly, the new environment should complement and enrich the existing. In addition, the environment should have a variety of transportation choices are accessible and interconnected. In terms of landscape, there should be a balance between humans and the natural environment. In addition, a draft TOD should provide a variety of activities that meet the requirements of a variety of users, in addition to meeting market demands and be economically viable investments. Finally, projects should take into account future needs and changes.
A final evaluation criterion SDT is the ability of a proposed development to balance the role of a transit node by making it a destination local and regional (through the introduction of different activities in the area of the station) and take advantage of the fact that it generates movement and activity.
Ohland and Dittmar (2004) add that the above characteristics of TOD should not be considered as "etched in stone" and there are different scales of SDT. Most of these aspects are interconnected, but different urban forms are not appropriate for some of these characteristics. The various transportation agencies in the U.S. (some who are involved in projects SDT) presents the objectives they hope to achieve. Figure 1 presents the objectives according to their importance as a percentage.
Bae (2002) takes a more critical approach, arguing that TOD is more difficult to implement in American cities that are dependent on the automobile and extremely broad. She adds that the successful development around transit, found for example in many Asian cities, it will be difficult in highly motorized countries. She gives the example of the Orenco Station Portland, which is something of a model SDT has been designed by Peter Calthorpe who invented the term. She explained that because the concept of SDT is fairly new, it is rather difficult to evaluate its success. For those who have the right, in its view, the private car is still a favorite choice for the mode travel (Bae, 2002). On the other hand, a report Program Transit Cooperative Research (AddIn EN.CITE Cervero20047727Cervero, RobertMurpfy, StevenFerrell, Christopheret, elAnonymous, Transit-Oriented Development in the United States: Experiences, Challenges and Prospects2004WASHINGTON, search DCTransportation Board10226ReportCervero et al, 2004) presents various examples of U.S. Tod's, which have been applied successfully. According to the report, in residential areas located near LRT stations there is a use of transit by 30 per cent higher. In addition, commercial activities in TOD transit use increase weekends and off-peak periods. This report presents case studies of TOD in Portland, Washington DC, San Francisco, New Jersey, Miami, Colorado and California South. It presents the main impacts resulting from implementation of SDT. One of the most important benefits of TOD mentioned in this report is the increase goodwill. By increasing the density and distance from transit alone would substantially increase transit use. In Orenco SDT, located at Hillsboro, Oregon, 80 percent of residents use public transport (Cervero et al, 2004). This number is much higher than average in the region. Benefits Additional features include the revitalization of underutilized areas, joint development opportunities, attracting new investment, the value of higher land, etc.
In addition to the key benefits mentioned above, this report provides secondary benefits that should not be overlooked. According to the Institute of Transportation texes costs of traffic congestion to reach 68 billion dollars (Cervero et al, 2004). TOD communities demonstrated reduce vehicle miles traveled (VMT) and congestion, probably as a direct result of the increase in ridership. Other costs Secondary benefits include increased revenues from property and sales tax, and reduced expenditures on roads and infrastructure. In terms of lifestyle and health, communities SDT showed a reduction of crime and increase public participation, better access to labor pools, and increasing physical activity. Finally, with regard to the former environmental benefits helps reduce urban sprawl and preservation of open space (Cervero et al, 2004).
The report by Cervero et al. (2004) concludes that initiatives not only TOD promote more sustainable lifestyles, but also managed to increase transit use and urban revitalization areas. Although America has TOD not yet passed the test of time, there is no doubt that it provides greater opportunities in terms of choice of transport and local amenities. With rising fuel prices, it seems that this alternative will gain popularity in the future (Cervero, 2004).
2.2 – Transportation Systems
At this stage it is not necessary to emphasize the importance of adequate transport systems in the context of sustainable development. However, we must understand that transit services provide answers to different needs and different forms, and there are key differences between services. Cervero (1998) emphasizes the role of each department of transportation (bus, train, subway, taxi, etc.) in the regional transport system. This review will focus mainly on light rail and its connection to the SDT.
The density of the area is a key factor in determining the transit system to use. As the density decreases, the fact of the effectiveness of the transit system. If a region is very dense and relatively large, it is higher to justify the construction of railways. If a region is relatively small and sparse, there is no justification for the construction of railway infrastructure, and in this case the bus is a more practical solution. Light rail can carry more people, faster and with fewer emissions per passenger than buses, although the implementation of bus with reserved rights of way have had some success. In highly urbanized areas a mixture of several transport systems interdependent offers the best solution. Light rail (or subway) provides services in key locations around the city and its limits while the buses or trams to provide services by railway stations to the rest of the city. The commuter train offers solutions to regional and intercity AddIn EN.CITE Leck2001292932Leck, EranApplying the transit-oriented development Transit Concepts and Communities in the Greater Region Beer Sheba: An expert opinion Regional and SurveyUrban PlanningMaster Science2001HaifaTechnion – Israel Institute of Technology (Leck, 2001).
Light Rail Transit (LRT) is fast, reliable, Comfortable, clean, safe, and often an affordable mode of transportation. It is frequently used as a means of connection between the CBD, activity centers, decentralized corridors. Although in some cities it shares a right of way (when he's shaping tramway or streetcar), in most places a right of way separated. One of the most attractive features of the LRT is that it can be well integrated into the pedestrian environments. The number of systems Light rail in the world continues to increase because of relatively low cost of construction, and adaptability of existing streets, the ability develop gradually, and the fact that they are considered more environmentally friendly than buses. While subway systems have certain advantages over LRA, many cities prefer LRT because it is cheaper and quicker to build (Cervero, 1998; Ferdman et al., 2005).
2.3 Transit System in Tel Aviv
For similar reasons, the city of Tel Aviv decided to build a light rail system. Construction the first line of this system began in late 2006 and is expected to be completed in 2010. The construction is undertaken by a private contractor, and is funded based on build-operate-transfer (BOT) to finance transportation. The company will operate the system during construction 32 years before returning to government. Introducing this system raises the possibility of suggesting approaches to planning that go with it and help to support and maximize its use. At the same time it constitutes an economic stimulus for new investment as well as its presentation. In addition, the City Tel Aviv is relatively dense and has a lower utilization than other cars in cities where planning approaches such as SDT were performed. By Therefore, these approaches have a higher potential in Tel Aviv. This paper examines the applicability of concepts SDT city of Tel Aviv.
For the transportation infrastructure in the last two decades, Israel has been unable to provide a solution to traffic congestion and increasing the growing need for mobility resulting from population growth. Congestion is increasing every day and demand for new roads is more important than the demand for better transport infrastructure. Given that the existing transport systems are not being evaluated constantly, there is no funding adequacy of investment or improvement, and more importantly there is not enough policies to ensure that these systems of "good growth. By Paaswell and Berechman (2001), when considering the new light rail system built in Tel Aviv, it is important to recognize that "the transport sector must undergo major reforms before the implementation of these major initiatives "(p. 254). Such a project should not stand on its own, and should become collaboration with all reforms in the transport system. A single project provides transportation solutions at the micro and does not provide answers to the regional level (& Paaswell Berechman 2001).
Buses are the most widely used mode of transit is Israel. However, it is not by choice but because the only bus transportation intra-city public available. In most cases, bus lanes do not. Indeed, over 5800 km of track in the metropolitan area only 43 kilometers of track are reserved for buses (and only during peak hours). Although there are rail infrastructure in Israel, it serves only certain intercity and commuter routes. According Shiftan et al. (2003), these modes of transport used above 30 per cent of the population in Israel, while 70 percent use cars (2003 data).
A recent report published by the Israeli Ministry of Transport has planned investments in transport infrastructure in Tel Aviv (Haviv, 2004). Considering that most resources are invested in the construction of roads, development of transit is underway and includes the development of a light rail and the extension of the existing intercity rail. With these investments the Department of Transportation hopes to improve access to district Tel Aviv's central business and main employment and shopping centers, improving access to satellite centers; recover connection to the regional road network, reduce congestion in city centers and improve the quality of service provided by public transit (Haviv, 2004).
This thesis will propose how to create and evaluate action SDT can be undertaken on the system of light rail new in Tel Aviv. Some of these actions have already been taken and should be enhanced, or coordinated. To present these questions, needs to present a policy analysis of transportation planning and Israel, the structure and responsibilities of authorities involved in planning and approaches and opinions of enlightened persons. Anything that presents a clear picture of the potential and obstacles for the creation of SDT.
Section 3 – Methodology
Although the nature of this research, and data necessary for its implementation, is primarily qualitative, some quantitative data were used. The qualitative data were extracted from the expert opinion and official documents by semi-structured interviews and analysis content. Quantitative data were in the form of statistics and facts of secondary sources.
3.1 – Qualitative
3.1.1 – Interviews Semi-structured:
Semi-structured interviews allow the researcher to guide the interview, but at the same time allow sufficient flexibility for respondents and their opinions. This method is also appropriate when there are several interviews in the research and the researcher wishes to compare the different opinions. In this research, seven forms of semi-structured interviews were emailed to key informants. Interviewees been selected by strategic sampling procedure. Meaning, they have been selected for their expertise and involvement in the subject. Of the seven requests for interviews, four have responded. Respondents first received a request to participate in research, and explanation of the nature of research. Those who responded positively received an 8 to 10 questions. Most questions were the same in all interviews, whereas two to three questions were unique to each interview are in the field of expertise of the interviewee. The first interview was with Professor Joseph Berechman, former head of public policy department at the University of Tel Aviv, a professor of Community and Regional Planning the University if British Columbia and an expert in transportation planning and economics and public policy.
Second interview was with Prof. Yoram Shiftan, professor of urban planning and transportation engineering at the Israel Institute of Technology. The third interview was with a former graduate student of urban planning at the Israel Institute of Technology, currently working as a transportation planner, Avigail Ferdman. Ms. Ferdman is also an activist in a sustainable transportation organization. His master's thesis focused on the use of Land and LRT. last interview with the teacher was Blenkstien Galit Cohen, a professor of geography and public policy at the Hebrew University. Professor Cohen has published reports for Blenkstien Metropolitan Mass Transit System Company (NTA).
The purpose of the interviews was semi-structured gain a better understanding of the overall planning procedures, and ongoing problems in the current government program. In Furthermore, the interviews help to guide the analysis of the document, and focus on the specific analysis questions.
3.1.2 – Qualitative analysis Content
Several types of documents were analyzed with the aim of this research, such as Internet sources, magazines and newspapers. However, the emphasis was placed primarily on official government documents. According to Bryman (2004), the qualitative content analysis requires several steps. All First, the researcher must present the research questions or objectives. Secondly, it needs to select several documents and examine them. Thirdly, the researcher must create categories that will lead the analysis. The researcher must approach the document to the knowledge of what he seeks. Otherwise, it can extract relevant topics. Document analysis is a useful method that provides abundant data. However, it requires the researcher to be selective and focused.
In this research, official government documents such as policy documents, master plans and planning guidelines have been analyzed to understand the planning procedures, bureaucracy, and approaches that could affect the outlook for Transit Oriented in Tel Aviv. The objective of the analysis of the document has been on developing guidelines, policies of sustainable planning, planning and transport and policies. The data have been eliminated to help highlight the opportunities and barriers to TOD.
3.2 – Quantitative Data
3.2.1 – A secondary analysis of statistics
A secondary analysis of statistics from government and private sources has been used to present quantitative data such as the density of car use, and transit use. These data were not the focus of this research, it has been used to complete the analysis, and to safeguard certain concepts. Use Analysis of secondary education has several advantages. First, it saves costs and time, and gives the researcher more time to analyze the data. Second, it allows researchers to validate the data from the Cross (it collects some data on its own). Thirdly, in the case of official statistics, data often are of high quality, and better than what the researcher is able to collect himself. Finally, it allows the researcher present his own interpretation. Some of the limitations of secondary analysis are as follows. First, the researcher has no control over the quality of data and no way of knowing how reliable it is. Second, some variables that the researcher wants to analyze it are absent, and he has to compromise on existing data.
Section 4 – Analysis and Conclusions
4.1-Background:
4.1: Tel Aviv metropolitan area is,
The city of Tel Aviv is the financial and cultural capital of Israel. Founded In 1909, he was one of the first cities in Israel, and one of the largest too. The metropolitan area of Tel Aviv has 42 local governments and more than three million people. Currently, the metropolitan area is home to 44% of the population of Israel, and is the career center for half the working population in Israel. The center of the metropolitan area, which is called "Gush Dan", is the area most densely populated Israel. The Tel Aviv metropolitan area (TAMA) is composed of three rings and a core (Figure 4.1). It includes about 40 towns and small municipalities, that increase in size and number of years.
In 1952, the first Prime Minister of Israel, David Ben Gurion was the first propose a system of transit in Tel Aviv. Golda Mayer, the eighth Prime Minister of Israel, began to promote the creation of a light rail and metro systems in April 1973. Nevertheless, in 1997 the Treasury has established "NTA" which is a Crown corporation responsible for the development of a transport system in metropolitan public and is under the Ministry of Transport. After many debates and disagreements, the end of 2006 construction began on the first row (red) light rail system on track. This line will connect the city of Bat-Yam and the city of Petah Tikva (Figure 4.2), and will be partly underground (a question of the city of Tel Aviv underlined). Construction of the first line should be completed in 2010.
problems Tel Aviv, already mentioned in this document raises the question of whether the LRT system plan to solve them, or whether further action is required to promote long-term solutions. In many cities around the world, especially in North America, a type of intervention is recent Transit Oriented Development (TOD).
SDT approach would be appropriate urban development along the LRT Tel Aviv for a number of important reasons. First it would regulate developments in the field of light rail and transit use increases. On the other hand, it would encourage more attention to urban design in Tel Aviv and the place to do together, two issues that seem to be absent from the agenda yet. Thirdly, although the overall population density in Tel Aviv is relatively high, TOD promote higher-density construction and create opportunities for most accessible to residential areas that are in demand in the city. Fourth, if such an approach has been well integrated, it would help to manage growth of the metropolitan region by leading and guiding developments along transport infrastructure, including intercity rail, which is also extended. It should be noted that the areas surrounding the interurban railroad are extremely underdeveloped, probably because of the lack of policies. Finally as seen in several North American cities, TOD could create more opportunities for households to use cars less, which could to more households to avoid congestion
To incorporate TOD principles in the built environment around the new LRT Tel Aviv it is necessary to recognize and respond to its opportunities and obstacles. These opportunities and barriers will highlight the missing features existing benefits and to create a better world, more sustainable cities. The opportunities and barriers include policies, perceptions, planning guidelines, and approaches of government officials, educators, policy makers and urban planners and transportation. These opportunities and barriers were identified through interviews with informants with academics and professionals, and analysis of official government reports, planning guidelines, and media outlets. It should be noted that although there are many official and unofficial documents that support TOD (and others who are skeptical about it), but little influence on management plans and public policies, and this issue will also receive attention in this section.
4.2 – Opportunities and obstacles to TOD
4.2.1 – density and diversity
the central density of Tel Aviv residential population is generally considered to be high, and the increase in recent years. A high density of activity commercial and residential is a fundamental component of SDT because of the strong correlation between density and transit use. When creating highly dense areas, diversification of land uses is very important to provide basic necessities and employment opportunities for residents. Ohland and Dittmar (2004) argue that the density in TOD is necessary to allow "sufficient number of customers within walking distance or Bike the transit stops to allow the transit [] system to operate effectively "(p. 24). Figure 4.3 shows the urban density in cities Selected in the world. With an average of 72 persons per hectare, the density of Tel Aviv is higher than in many cities in the developed world.
According Avigail Ferdman (personal communication, February 12, 2007), and Professor Yoram Shiftan (personal communication, February 3, 2007), the density and land use diversity in the areas surrounding the proposed Red-Line are already high. The fact that its density is relatively high Tel Aviv can act as a lever for the red line and organically create TOD. This means that there is a minimum threshold of activity that can be strengthened. Yet Both Shiftan Ferdman and think for the moment, other developments around light rail are not available the first concern of the transit.
Although there is little doubt about the benefits of density, how it is managed and linked to staff is very important in determining its influence in the urban context. According to Professor Joseph Berechman (personal communication, January 19, 2007), there is a need for an effort several joint agencies and municipalities. In an interview he stated that "the region is already fairly well developed and will require large efforts by various agencies and municipalities, as well as funding to achieve TOD.
A report issued by NTA (Cohen et al. 2005), which is the body responsible for light rail, discusses the relationship between density and transit use. Among other issues, this report emphasizes the importance of measuring density at the micro level. Existing measures of density in Tel Aviv mentioned in the literature, do not understand or do not concentrate on other local municipalities included in the path of light rail. The report also highlights the fact that the effect of density on behavior may vary Trip to levels of accessibility, which, according to Hanson (2004, p. 4) refers to "the number of possibilities, also called "activity sites" available in certain distance or travel time. This density must be closely linked diversity. On the other hand, the report said, the correlation between density and travel behavior is not strong enough to create density related policies. The report also discussed the influence of diverse activities in travel behavior. While recognizing the benefits of soil mixed used and the diversification of activities on the use of transit, it indicates that most, they influence the use of non-motorized transport. The report concludes that diversity should receive high consideration, and that accessibility and density and have a strong influence on the use transport (Cohen et al. 2005). Although published by NTA, its influence on planning and policy development is still to be seen.
4.2.2-Policy
In 2003, the Israeli Ministry of Transport has issued an official report presented guidelines for the planning of the LRT. This report determines policy planning transit systems, and their incorporation into the urban structure. The report highlights the potential of light rail rail in urban planning, and its positive influence on urban revitalization. The fact that this report presents the planning policies LRT that indirectly promote transportation-oriented planning can act as a lever for the creation of SDT. The problem however, is that most of the attention is directed towards the physical structure of the LRA itself, and its merger into the transport system. In this report, it appears that the Department of Transportation recognizes the influence positive transit system on the urban structure, but do not take initiative to assist in planning (Ratovitch, Linder & Harari, 2003).
In 1999, the Israeli plan for land transport has been published by the Israel Institute for Transportation Planning. This document presents a vision for the year 2020, and transport policies that encourage existing and future vision. As part of Vision 2020, this document stresses the importance a system of transit-oriented property. Under the plan, while a large part of the transport investment will always be oriented private transport infrastructure, investment in transportation will increase substantially. However, this plan focuses primarily on the influence the transportation plan on the roads and road infrastructure, and gives little attention to the influence on the urban lifestyle. Table 4.1 presents the budget of the Ministry of Transportation for transportation projects in Israel (2005 data). These data represent a five-year plan (2005-2010) forecast expenditure 80 percent higher than the previous five years. While between 2000 and 2005, most of the budget was spent on the renewal Airport, this time, there is a strong emphasis on transportation and road improvements (Kadmi, 2004).
Project
Budget
The light rail in Tel Aviv, Jerusalem and Haifa
NIS 12.5 billion
Rail Line suburb of Tel Aviv to Jerusalem
NIS 4 billion
Upgrading of commuter trains in electricity
1.6 NIS billion
Improvement and modernization of road infrastructure
NIS 17.7 billion
Other projects (air and sea)
NIS 5.7 billion
A more recent, published in November 2005, called "Blueprint 35 ', provides insights more positive about the potential for TOD in Tama. This plan is one of many published official national master plans every few years. It is approved by the Ministry of the Interior, and the greatest influence on policy and planning guidelines directly related to urban development and urban lifestyle. The objectives of this plan is to improve urban centers while reducing suburban growth management, concentrating development around metropolitan areas, preserving land for future generations, promoting public transit, promoting intergovernmental cooperation, reduction of pollution and congestion and other urban problems. Section 12.1.1 in TAMA 35 obliges planners or developers to submit an analysis of transit in their plans. Section 12.1.2 requires developers to create a minimum of public space and public institutions in the region. The plan also includes the density restrictions (Minimum and maximum) and promotes the diversification of land use. Typically, Master Plan 35 limits the development of outdoor areas Metropolitan, and concentrated developments in the inland areas, while promoting the use of transport for new developments. Thus, this plan has the potential for TOD.
The Department of Environmental Protection has issued its own report in 1998 on transport policies for the preservation of the environment. This report highlights the contradictions between environmental objectives and transport, and presents a strategy policy that will reduce the negative effects of transport on the environment. The report highlights the fact that the use of private vehicles causes most negative effects on the environment (among all transport modes in Israel), where it is necessary for the car restraint policies to improve the attractiveness of public transport. The publication of this report reinforces the concepts of sustainable transport means to reduce dependence to the car and its negative externalities in Israel (AddIn EN.CITE Phaitelson1998363646Phaitelson, E. Solomon, I. Cohen, G. Binstock, Mr. Nevot, D. The Department Environmental Policy Division for ProtectionTransportation Preservation1271998Publishing Environmental – State of the Ministry for Environmental IsraelThe ProtectionPhaitelson et al. 1998). The need for a ban on car policies, which many politicians fear mentioning, begin to sink into the consciousness people. These policies are necessary to increase the impact on systems of transit and TOD. These days Department of Transportation increased its stake in local and regional planning, and has a clear agenda on sustainable development. The department also recently published a guide for developing sustainable development in local communities. The formality of this document is not very clear, and test of time will show how this recognition of the sustainability will be reflected in influencing policy.
Professor Shiftan of the Israel Institute of Technology (personal communication, February 3, 2007), said that one can see a shift towards more sustainable policies in Israel (as shown in the Master Plan 35, and the reports of Ministry Protection environment). According to Professor Shiftan, the Department of Transport has recently proposed to restrict car and policies. Perhaps one of the potential the DOT is more important for recognition by people more and more the need for sustainable development, and this recognition is influenced little by little policies. The concept of TOD is not as familiar to planners in Israel. For specific policies to create TOD there is a need for better education on the subject.
4.2.3 – The demand for real estate
For TOD to be constructed, developers, potential residents and business people, must show interest in the areas surrounding the light rail. However, in order to create effective SDT, investments must be well managed. As presented by Dittmar and Ohland (2004), "[the developers] are not mandated to promote the public good. Their mandate is to meet the requirements Financial investors and lenders … "Accordingly, local authorities should be selective, and may affect the use land for investors.
Indeed, developers and investors in Israel have already expressed their interest in the lands surrounding the proposed light rail. Indeed, the company invested in the construction of light rail, "MTS", belongs in part to greater real estate development company in Israel (Africa-Israel). Presumably, this connection is not coincidental, and that the company provides increased land values and thus ensure "Right of Passage" for its investment. Other commercial developers have expressed interest well. However, it should be noted that most commercial developers base their predictions on sales high-traffic, rather than sales local residents.
With regard to residential developments and residential demand, the case is somewhat different. These days there are between six and eight prosecutions in objection to the introduction of light rail. Many people fear that not only the land value rail down, but it will hurt the urban fabric and create noise pollution and crime. This problem may intimidate some developers of residential projects the targeted areas around the light rail. TOD Case Studies show the opposite response, by increasing land values and reduces crime. In addition, the diesel bus engines create more noise and pollution than electric light rail. Therefore, the arguments advanced by most complainants are not valid, and show that people are misinformed.
4.2.4 – Connectivity:
The advantages of the LRA over the other systems in an urban environment have been discussed in the second section of this thesis. However, in most cases LRT may cover only certain parts of a metropolitan area, and the rest of the region would be better served by other public transport modes such as regular buses, express buses and transport Rapid bus (BRT). For TOD to be more effective in the vicinity of light rail stations must have the highest relative density and the most diverse land uses (with an emphasis on business), and the distance from the power density decreases. BRT could be used to connect areas away from the LRT (Figure 4.4). Each bus will serve specific area (below the size of the LRT station is). Most of the population needs a bus 250 bus 400 meters from their home district AddIn EN.CITE Ben-Shaul Shaul2003373727Ben, P. Today, transportation and TomorrowThe We would like to live In: Handbook of transportation for residents in the neighborhood sustainable Transport2003Tel-AvivTransport Today and tomorrow (Ben-Shaul, 2003).
To create this situation, and extract the best performance of the LRA, it is necessary to streamline the existing system. Professor Berechman argues that "for the new line red, the system bus must be streamlined first, regarding the construction of networks, the level of service, fares (Distance and time of day), Grant (formula), coordination with other systems, and monitoring performance. The issues competitive bidding and must also be addressed, as well as private car policy (tolls, parking …) to ensure production Optimal red line "(personal communication, January 19, 2007). In its current state, the bus system will not be efficient enough and the transit system in whole does not reach its full potential.
Ben-Shaul (2003) presents the main issues should be addressed to improve the bus system. First, he says, for many, walking distance to bus stops is too long. Second, many Commuters should take two or three buses to reach its destination so travel time increases. Third, the bus frequency and distribution is not rational, and there is no specific timetable (for example, the riders do not know that the bus arrives at the station every 30 to 40 minutes). Other problems are not mentioned by Ben-Shaul including the fact that there are very few bus lanes. Some bus routes are longer than they should be. Finally, there are several private bus companies with routes that overlap.
As mentioned Berechman, these issues must be resolved before the light rail operates. The bus companies need to cooperate with the LRA and the commuter train to create a coordinated metropolitan transport system that is efficient for users in terms of time and cost, and will be sufficiently attractive not only people of higher socio-economic use will be lower. In addition, commuters currently have to pay for each journey by bus and train. If must combine two bus rides, or bus and rail, to reach his destination, he must pay twice. In rational systems there is a ticket to the destination a price function of distance and travel time. A rational system bus will serve well coordinated platform TOD.
The Department of Transport has taken a step in this direction. He proposed a system of high capacity buses (Figure 4.5) which will serve as an extension of light rail. In total, the ministry hopes the system will be able to serve 1.4 million passengers per day (Kadmi, 2007). However, to fully realize this vision all service providers must cooperate. The fact that there are several private bus companies, public rail and light rail companies, and dozens of local municipalities served by all of which makes the necessary coordination that much difficult to achieve.
4.2.5 – Coordination:
Lack of coordination transportation discussed above is one of the obstacles to the creation of SDT. Another major obstacle is the lack of coordination and cooperation between different authorities involved in physical planning and transport, and there are many authorities. Inter-and inter-jurisdictional cooperation is important for several reasons. Firstly, the transport system operating at the metropolitan level, and serves several authorities local. Second, growth of the metropolitan area should be managed, and the fact that each territory has its own plans and policies, it is more difficult to manage. The metropolitan area should be considered as a unit with a basic knowledge of population growth and movement. Third, financial, commercial and residential developments must be balanced at the metropolitan level, to manage the movement within the metropolitan area, and to create a continuous urban fabric. Fourthly, Tel-Aviv metropolitan density, and local authorities are very close each other. Therefore, they should cooperate to create a balance between large institutions, attractions, regional infrastructure, etc. Finally, approaches to planning should be considered for the metropolitan areas of Tel Aviv that many local authorities, which serves 50 percent the country's population (Shahar and Brin, 2005).
The reason there is little or no coordination is due to the fact that the concept of planning at the metropolitan level is relatively new (introduced in 31 regional master plan), and planning regulations are directed towards the local, regional and national levels. Therefore, national planning authorities or local communities and their influence is minor at the metropolitan level. In addition, there are four government offices that are directly or indirectly involved in physical planning, which makes coordination even more difficult to achieve.
Figure 4.6 shows a diagram of all authorities involved in physical planning and transport in the region near the red line light rail proposal. At the top of the diagram it is the government that makes decisions when it comes to major projects like the tram. The Department of Transport is responsible for planning and coordinating all transportation plans. The LRT, however, is managed by NTA, which is a public company which was established by the Treasury Department, which decides on the budget plans of major transport. NTA responsibilities are very narrow, and although it may make recommendations for physical planning, it is not part of his duties.
The Ministry of the Interior, wrote and published management plans national and regional, which includes physical planning and transport. Finally, the Department of Environmental Protection publishes guidelines for the management Planning and transport an environmental standpoint. All government offices dictate policies and guidelines based on the responsibility of each Office. Yet, policy and response planning does not stop at this level. There are 40 local authorities in metropolitan area, each with its own guidelines, procedures and planning agencies. The proposed Red Line light rail will pass through Five of these authorities. The fact that the different municipalities, service providers and policy makers and are not well coordinated increases the difficulty to promote development and specific policies of transport. Professor Shiftan (personal communication, February 3, 2007) indicates that the lack of coordination, it is difficult to assess the quality of the transit system: "… the problem is that there is no coordinated plan, and there many agencies responsible for transportation planning in metropolitan area. In this situation it is difficult to assess whether the system proposed is the best solution or not .. ". In terms of SDT, Avigail Ferdman (personal communication, February 12, 2007) adds that" the lack of coordination between Municipal prevents the introduction of comprehensive policies, which could oversee both the macro and micro aspects of TOD.
The different aspects that influence physical and transportation planning in this section may directly or indirectly the impact of development opportunities focused on transportation. Looking at various policies, planning guidelines, decision-making procedures, etc., can be recognized obstacles and the possibility of such an approach to planning, and thus helps identify how it can be promoted.
Section 5 – Conclusion and discussion
The incorporation of Transit Oriented changing urban fabric of TAMA will not necessarily reduce the number of cars in the region, but this trend will slow increase of the overwhelming number of cars that occurs every few years. In addition, such developments provide and preferred access to mobility. Planning of these developments to be integrated with the transit system proposed to promote increased use of public transport and offers more opportunities for those disadvantaged by the lack of mobility. However, it should be noted that the presentation of new planning approach TAMA is not simple. The bureaucracy which accompanies the planning process theory to practice is long, complex and often discouraging. Not to mention the multidimensional and hierarchical structure of the national and local governance, a problem that makes coordination and cooperation between those involved in planning almost impossible.
According to all respondents who took part in this Research to integrate SDT (or for that matter, any approach to planning other) in Tama, it is necessary to create an agency or agency that will coordinate between the various authorities in Tama, and will manage projects and urban transport in the metropolitan area. As developed by Professor Shiftan it is necessary to create a "Metropolitan Planning Organization, including a team of Transportation Master Plan" (Personal communication February 3rd, 2007). Such an organization will accelerate the planning procedures, will be responsible for regulating the transport system existing and coordinate it with the proposed system. In addition, he will enforce the quality and nature of new developments, and will ensure that such developments will be balanced in a way that will better serve the public today and for future generations. The Government shall take initiatives to promote sustainable policies. However, these policies are often not enforced, and are regarded as mere recommendations. Organization metropolitan planning, including a team of TMP could contribute to the implementation of these policies and guidelines.
In presenting the opportunities and obstacles to implementing TOD, we can recognize the steps taken to overcome obstacles, which integration of transit-oriented development policies in the future master plans and planning guidelines. Other issues that should be addressed are the political conflict with the documents submitted by different administrations, and public misperceptions of LRT. Encourage greater public participation in planning will help reduce these misconceptions.
"Sustainability" is a rather vague term, which it is convenient for policy makers to use it because of the fact that it would be difficult to measure their success. Therefore, it is necessary to take a more goal-oriented approach on the policy document. Meaning, present objectives to be specific and measurable, such as the density increases by 20 percent by 2020, or improve transportation / ration car use from 70/30-60/40 in 2014. In the implementation of sustainable these and control will be possible, and policies will not be stunning when they are taken today.
5.1 – Limitations and a future action:
The LRT new built in Tel Aviv is an opportunity to assess the planning process in Israel. There are many issues and planning approaches that could be taken into consideration is such an analysis. However, the fact that sustainability is generally a vague term leaves some room for subjective interpretation. This personal interpretation has been observed in the opinion of the expert as well. Each interviewee had a unique view of SDT, sustainability and planning procedures in Israel.
The analysis of submissions In this research, has also been somewhat limited in the sense that it is quite specific, and only on matters Selective was extracted from the analysis. However, this method is appropriate in the analysis of qualitative data. Given all the issues into consideration would have been a lot of time, and rather ambiguous. Finally, some argue that the approach of "one size fits all" has been taken in respect TOD and Tel Aviv. However, we must understand that by comparison with other approaches to planning SDT has received much attention in America North, and over the years a specific guideline has been developed for this approach. Ultimately, the goal was to assess policies and prospects for sustainability in Israel. Doing this analysis in terms of SDT has been easier, more structured, and with less ambiguity.
Additional research is needed, particularly to examine public perceptions of TOD. At present, it appears that the public is discouraged such developments, but this may be due to a lack of basic knowledge. Civic groups have already delayed construction of a railway in the city of Rishon Le-Zion, and there are several objections to the provision of LRT. It is necessary to discover the roots of this opposition, and find ways to promote Tod sustainable development as the public.
DOT is not an approach that tries to put the new over the old, but an approach that attempts to integrate benefits of the ancient and modern. It will ensure effective use of transit, and promote a more sustainable lifestyle.
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About the Author
The Author is a graduate of the Urban Planning program in Concordia University, and holds a masters degree in Public Policy from the university of Tel-Aviv.
Pioneer VI – Colorado
