Metro

You can view the route of the Metro lines in relation to different properties in the Ministry of Transportation’s Hatzav System by clicking here
We’ll be happy to answer any question at the NTA call center - *4575

The Metro project is the largest transportation infrastructure project that is currently promoted in Israel. It is another stage in the transportation system that is currently planned for the Tel Aviv metropolitan area. The purpose of the project is to create an advanced infrastructure for a mass transit system that would integrate with other means of transportation in the Gush Dan area.

The Metro project includes underground tunnels and three lines, passing through 24 local authorities, along 150 kilometers and 109 station.

According to forecasts, the Metro will be used by about 2 million passengers, making about 450 million rides, every year.

The planning and statutory approval of the plans would allow all the lines to be developed in accordance with the Planning and Construction Law.

However, due to the complexity and scope of the project, it will be constructed in stages.

The stages of construction are currently being determined. It is likely that the highest demand sections will have priority in their construction and operation.

All three systems are mass transit systems, but they differ in the nature of the ride and service they provide. The train provides service on the national level, connecting areas that are further away with the towns of the center. The train is characterized by high-speed travel and a small number of stations.

The Metro provides service within the metropolitan area and connects satellite towns with the center of the metropolitan area. It is characterized by medium speeds (about 40 km/h on average) and many stations in relative proximity to each other (every 1 – 2 km).

The Light Rail (Dankal) provides service in the internal ring of the metropolitan area with relatively short rides. It characterized by low speeds (around 20 km/h on average) and many stations in relative proximity to each other (approximately every 500 meters).

The Metro stations are designed to allow passengers to transfer between various means of transportation to create a metropolitan public transportation network. As part of the planning process, the connections between the various public transportation systems were examined to make sure that transfer between the system is as efficient and convenient as possible. NTA is currently publishing a tender for the planning of ITCs – main central stations that would serve as connection hubs for the entire system.

The entire system was built based on a demand model examining the best route to serve passengers. The model considered all of the development along the route on the local, metropolitan and national levels, including employment hubs, development, commerce, medical centers, academic centers and more. In addition, an emphasize was placed on connection with other public transportation systems, in order to provide the best accessibility, mobility and connectivity for all visitors to the metropolitan area and provide the best services to passengers.

In general, the Metro route was planned as much as possible to go under approved roadways – roads and streets. However, due to engineering considerations and the desire to place stations where they could provide the best service, passage under other land uses (non-road) was sometimes necessary.

The Metro lines were planned by NTA, a government company that serves as the executive branch of the Ministry of Transport.

The planning process was led by local and international planning and project management teams.

As part of the planning process, many entities were consulted, included local authorities, planning bodies, government and private infrastructure bodies, entrepreneurs, government ministries and various other interested parties. Hundreds of meetings were held throughout the process with these entities.

The routes of the Metro lines were supervised and approved by the government of Israel to as to minimize the impact on private property. Land expropriation will only be conducted in accordance with the approved Metro plans that allow the expropriation of specified land.

Every holder of rights in an area that is intended for expropriation will receive a personal notification to the address of the expropriated property or to the address in the records of the Ministry of the Interior. This notification will provide information regarding the plan, the expropriation, the method of calculating compensation, and contact information for NTA personnel for assistance with the process. In addition, once the expropriation orders are approved, NTA will publish the drawings of expropriated properties on its website and on this website, will contact relevant entities and assist in providing any information required for the process.

During the planning of the project, building restrictions were determined to allow continued urban development along the route of the Metro.

The guidelines for planning and building permits depend on the location of properties along the route and change depending on proximity to stations or tunnels. For detailed information contact the NTA call center at *4575.

In accordance with decision of the National Infrastructures Committee at the Planning Administration, the period for submitting objections was set to 60 days from the date of publishing the plan.

Many objections to the four Metro plans were submitted by the public and various interested parties. The official period for submitting objections is over, and submitted objections are now under review by the committee and professional bodies.

In January 2021, the public objections stage ended, and the objections are now under review by the National Infrastructures Committee. With the completion of the statutory process, the detailed planning stage will begin, including infrastructure relocation and publishing execution tenders for the project.

The issue of financing the project is currently being examined by the Steering Committee, which includes representatives of the Ministry of Finance and the Ministry of Transportation.

A depot is a maintenance and operation center for Metro rolling stock, i.e., trains. Four depots are currently planned for the Metro network.

These depots will fulfill all the functions required for train maintenance, such as stabling sidings, maintenance buildings, offices, train washing facilities, train painting facilities, and various systems for train operation. Cars will start their daily operation from the depot.

Since the Metro network is electrical, depot operations are not expected to produce excessive environmental pollution.

Yes, as part of the environmental effect review conducted for the Metro plans, surveys and models of depot activity and effects on surrounding residents were conducted.

The work involved in the construction of a depot is no different than the work involved in the construction of any similar size structure in an urban environment.

The different elements that make up a depot, including maintenance areas and car stabling areas, are closed structures, and the regular activity within the depot is not expected to have significant effects on the surrounding.

Vibration or noise hazards as a result of tunneling work are not expected. The TBM machine was selected because it is cable of working without producing vibration and noise. The tunneling work does not include any blasting. Based on our experience with the Red Line of the Light Rail (Dankal), the level of vibration and noise is far below the standard and will not be felt above.

Excessive vibration or noise is not expected during the operation of the lines. Inside the tunnels, where such potential hazards have been identified, means of vibration reduction will be installed between the tracks and the tunnel walls, in accordance with international standards.

To make sure that structures above the lines can withstand the works, engineering evaluations are conducted in accordance with the strictest standards, including detailed structural surveys of each structure above the lines. To minimize the effect on structures, the alignment planning and tunneling method are selected based on the conditions of structures and the effects of tunneling on them. Special monitoring devices will be installed in some structures to make sure that they are not damaged during the tunneling work.

An environmental effects review was conducted for all Metro plans, examining the environmental aspects of constructing of the Metro. As part of this review, the effects of construction noise were examined, and solutions for shielding and noise reduction were suggested. These solutions include similar means to the ones used for the red and green lines of the Light Rail (Dankal), such as protection for apartments in the vicinity of noisy sites. In addition, strict guidelines were prescribed for preventing dust generation, such as regular wetting, monitoring and identification processes, speed limits, limitation on soil unloading during windy conditions and more.

Tunneling work is conducted underground using Tunnel Boring Machines (TBMs) and is not felt above ground.

Some work will be visible above ground at TBM deployment sites and where the construction of underground stations takes place, but temporary traffic arrangements will allow normal traffic to continue with minimum interruption.

Tunnel boring is done using Tunnel Boring Machines (TBMs) launched underground from a launching shaft. These machines are mobile undergrounds factories fed from the launching shaft and designed to handle various soil conditions. They dig the tunnel and line its walls at the same time to stabilize it against various underground loads.

Stations are constructed using the cut and cover method. First, an external box of concrete walls is constructed in the area of the station above ground. Then, the ground is excavated to the depth of the underground station, and then an internal box is constructed from the bottom up. After constructing the station’s ceiling, the street above is returned to its previous state before the start of the work.

Most Metro stations will be underground stations, and each station will have several entry points from the street level leading to the platforms below.

The entry structures of each station will be integrated into the urban surrounding and will include access to the station by stairs, escalators and elevators. The design of the interface between the station building and the street will be determined later in the planning process, with an emphasize on the design and integration of the station to its immediate urban surrounding.

In light of the forecasted population and employment growth in the Tel Aviv metropolitan area, the Metro project is a necessary part of the metropolitan area’s mass transit system.

The Metro system is characterized as a large passenger capacity transportation system that is fast and efficient in traveling between the main hubs of the metropolitan area. The Metro system will be a convenient alternative to private vehicles and will reduce traffic loads and waiting times in traffic jams. Furthermore, the Metro will allow people to quickly and comfortably travel to major employment centers, entertainment venues, higher education institutions and more, that currently take a long time to reach, and usually requires a private vehicle.

The Metro will allow greater mobilization to passengers who are unable to drive and are currently limited in their access to various locations such as vital services and entertainment venues.

In addition, being and underground electrical system, the Metro network will contribute significantly to the reduction of pollutants and noise at street level. From an urban perspective, and based on experience from around the world, the Metro stations will serve as engines of urban development around them and contribute to processes of urban renewal and rejuvenation of public spaces and their use.

To read more, download the full benefits study conducted in 2020 here.

The Metro plans do not include any considerations regarding property values. However, studies conducted around the world and along the red line of the light rail in Jerusalem found an increase in the value of properties near light rail and underground stations, and, without making any promises, it would not be unreasonable to expect the same along the Metro lines.

The operating schedule of public transportation, including the Metro, is determined by the laws of the State of Israel.

The Metro travel rates will be determined in accordance with the laws of the State of Israel and the decisions of the regulator.

The average travel speed of the Metro, including stops at stations, will be around 35 – 40 km/h. this is a higher average speed compared to the Light Rail (Dankal).