BookPDF Available

Geodesigning Our Future: Urban Development Dynamics in Israel

Authors:

Abstract

Due to mounting social and environmental pressures, the demand for efficient and secure urban and rural land uses has noticeably increased. Thus, planners and policymakers are called upon to work with diverse policy and management structures, as well as NGOs, private business actors, issue-oriented interest groups, locally based citizen groups and ordinary citizens. They must also confront shifting and sometimes conflicting territorial interests within the national, regional or local context. Many times, decision-makers tend to focus on specific issues, e.g. climate forecasts, overlooking the mutually entangled socio-economic and political effects. It is becoming clear that there are no “one-size-fits-all solutions” for regions and cities because of the very specific local conditions (location, population density, financial and human resources, and stakeholder interests). Moreover, scientists and decision-makers need to support the communities’ autonomy, since the effectiveness of the planning strategy depends on community participation. Therefore, regional and local communities must have the ability to understand the local impacts of candidate solutions and modify them as needed, while developing their own vision for their future. In terms of hierarchical planning systems and decision-making processes, these policy and management structures can be broadly classified into the “top-down” planning approach, whereas NGOs, private business actors, issue-oriented interest groups, locality-based citizens groups and ordinary citizens constitute the “bottom-up” approach, although these distinctions are often not absolute. In both instances, the stakeholders must negotiate since consensus is crucial to the long-term resiliency of the decision-making process. This book, therefore, brings together researchers across various fields to explore scenario-driven designs and resolve negotiations across different locations.
The Urban Book Series
ShlomitFlintAsheryEditor
Geodesigning
Our Future
Urban Development Dynamics in Israel
The Urban Book Series
Editorial Board
Margarita Angelidou, Aristotle University of Thessaloniki, Thessaloniki, Greece
Fatemeh Farnaz Arefian, The Bartlett Development Planning Unit, UCL, Silk
Cities, London, UK
Michael Batty, Centre for Advanced Spatial Analysis, UCL, London, UK
Simin Davoudi, Planning & Landscape Department GURU, Newcastle University,
Newcastle, UK
Geoffrey DeVerteuil, School of Planning and Geography, Cardiff University,
Cardiff, UK
Jesús M. González Pérez, Department of Geography, University of the Balearic
Islands, Palma (Mallorca), Spain
Daniel B. Hess , Department of Urban and Regional Planning, University at
Buffalo, State University, Buffalo, NY, USA
Paul Jones, School of Architecture, Planning and Policy Development, Institute of
Technology Bandung University (ITB), Bandung, Indonesia
Andrew Karvonen, Division of Urban and Regional Studies, KTH Royal Institute
of Technology, Stockholm, Stockholms Län, Sweden
Andrew Kirby, New College, Arizona State University, Phoenix, AZ, USA
Karl Kropf, Department of Planning, Headington Campus, Oxford Brookes
University, Oxford, UK
Karen Lucas, Institute for Transport Studies, University of Leeds, Leeds, UK
Marco Maretto, DICATeA, Department of Civil and Environmental Engineering,
University of Parma, Parma, Italy
Ali Modarres, Tacoma Urban Studies, University of Washington Tacoma, Tacoma,
WA , U S A
Fabian Neuhaus, Faculty of Environmental Design, University of Calgary, Calgary,
AB, Canada
Steffen Nijhuis, Architecture and the Built Environment, Delft University of
Technology, Delft, The Netherlands
Vitor Manuel Aráujo de Oliveira , Porto University, Porto, Portugal
Christopher Silver, College of Design, University of Florida, Gainesville, FL, USA
Giuseppe Strappa, Facoltà di Architettura, Sapienza University of Rome, Rome,
Roma, Italy
Igor Vojnovic, Department of Geography, Michigan State University, East Lansing,
MI, USA
Claudia van der Laag Yamu, Oslo, Norway
Qunshan Zhao, School of Social and Political Sciences, University of Glasgow,
Glasgow, UK
The Urban Book Series is a resource for urban studies and geography research
worldwide. It provides a unique and innovative resource for the latest developments
in the field, nurturing a comprehensive and encompassing publication venue for
urban studies, urban geography, planning and regional development.
The series publishes peer-reviewed volumes related to urbanization, sustainabil-
ity, urban environments, sustainable urbanism, governance, globalization, urban
and sustainable development, spatial and area studies, urban management, transport
systems, urban infrastructure, urban dynamics, green cities and urban landscapes. It
also invites research which documents urbanization processes and urban dynamics
on a national, regional and local level, welcoming case studies, as well as
comparative and applied research.
The series will appeal to urbanists, geographers, planners, engineers, architects,
policy makers, and to all of those interested in a wide-ranging overview of
contemporary urban studies and innovations in the field. It accepts monographs,
edited volumes and textbooks.
Indexed by Scopus.
Shlomit Flint Ashery
Editor
Geodesigning Our Future
Urban Development Dynamics in Israel
Editor
Shlomit Flint Ashery
Department of Environment,
Planning and Sustainability
Bar-Ilan University
Ramat Gan, Israel
ISSN 2365-757X ISSN 2365-7588 (electronic)
The Urban Book Series
ISBN 978-3-031-52234-5 ISBN 978-3-031-52235-2 (eBook)
https://doi.org/10.1007/978-3-031-52235-2
© The Editor(s) (if applicable) and The Author(s), under exclusive license to Springer Nature
Switzerland AG 2024
This work is subject to copyright. All rights are solely and exclusively licensed by the Publisher, whether
the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse
of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and
transmission or information storage and retrieval, electronic adaptation, computer software, or by similar
or dissimilar methodology now known or hereafter developed.
The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication
does not imply, even in the absence of a specific statement, that such names are exempt from the relevant
protective laws and regulations and therefore free for general use.
The publisher, the authors and the editors are safe to assume that the advice and information in this book
are believed to be true and accurate at the date of publication. Neither the publisher nor the authors or
the editors give a warranty, expressed or implied, with respect to the material contained herein or for any
errors or omissions that may have been made. The publisher remains neutral with regard to jurisdictional
claims in published maps and institutional affiliations.
This Springer imprint is published by the registered company Springer Nature Switzerland AG
The registered company address is: Gewerbestrasse 11, 6330 Cham, Switzerland
Paper in this product is recyclable.
Acknowledgements
This research was supported by the Israeli Ministry of Science grant, Environmental
Sciences, Agriculture and Water: Planning Resilient Cities using Digital Climate
services (PRCC) Project coordinator: Prof. Itamar Lensky (0004944).
v
Contents
1Introduction .................................................. 1
Shlomit Flint Ashery
Part I Planning Between Collective Action and Public
Engagement
2Collective Action in Urban Renewal Projects .................... 9
Ora Bloom
3Citizens’ Engagement and Well-Being: Home Is Where
the Heart Is ................................................... 31
Ayelet Sapir and Eyal Yaniv
Part II Geodesigning Holistic Planning
4Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting
to Climate Change Through Negotiation and Collaborative
Planning ..................................................... 51
Rinat Steinlauf Millo
5Digital Collaborative Planning as a Path Toward Holistic
Planning: A Case Study of Jerusalem’s Beit Safafa
Neighborhood ................................................ 69
Marianna Sigalov-Klein and Michael Sofer
Part III The Use and Impact of Geodesign in Applied Fields
6Smart Mobility and Geodesign in Urban Life .................... 89
Michelle Specktor
7Facilitating Walkability in Hilly Terrain: Using the Geodesign
Platform to Integrate Topographical Considerations
into the Planning Process ...................................... 109
Miri Jano Reiss and Anat Tchetchik
vii
viii Contents
8Geospatial Analyses of the Geological and Geographical
Impacts upon the Settlement and Evolution of Bet Safafa
from a Small Village to an Arab Suburb of Western Jerusalem .... 131
Joel Roskin and Rotem Elinson
9Life Cycle Assessment of a Regenerative Reuse Design ............ 143
Laura Riegle
Part IV Geodesign in the Social Sciences and Humanities
10 Complexity Theory as the Meeting Point Between Urban
Planning and Psychoanalysis: Joy in Beit Safafa ................. 163
Esti Dinur and Shlomit Flint Ashery
11 Urban Aesthetics in Jewish Religious Law: Thoughts
on the Role of Jewish Law in Urban Planning .................... 185
Shlomit Flint Ashery and Yossi Katz
Contributors
Ora Bloom Bar Ilan University, Ramat Gan, Israel
Esti Dinur Bar Ilan University, Ramat Gan, Israel
Rotem Elinson School of Environmental Sciences, University of Haifa, Haifa,
Israel
Shlomit Flint Ashery Bar Ilan University, Ramat Gan, Israel
Miri Jano Reiss Bar Ilan University, Municipality of Jerusalem, Israel
Yossi Katz Bar Ilan University, Ramat Gan, Israel
Laura Riegle Bar Ilan University, Alfa Sustainable Projects Ltd, Israel
Joel Roskin Department of Environment, Planning and Sustainability, Bar-Ilan
University, Ramat-Gan, Israel
Ayelet Sapir Bar Ilan University, Ramat Gan, Israel
Marianna Sigalov-Klein Bar Ilan University, Municipality of Jerusalem, Israel
Michael Sofer Bar Ilan University, Ramat Gan, Israel
Michelle Specktor Civil and Environmental Engineering, Technion, Israel Institute
of Technology; The Israeli Smart Transportation Research Center (ISTRC), Haifa,
Israel;
School of Sustainability, Reichman University, Herzliya, Israel;
Tel Aviv University for Youth, Tel Aviv, Israel;
IPgallery Urban Mobility, Ra’anana, Israel
Rinat Steinlauf Millo Bar Ilan University, Ramat Gan, Israel
Anat Tchetchik Bar Ilan University, Ramat Gan, Israel
Eyal Yaniv Bar Ilan University, Ramat Gan, Israel
ix
Chapter 1
Introduction
Shlomit Flint Ashery
Abstract Due to mounting social and environmental pressures, the demand for effi-
cient and secure urban and rural land uses has noticeably increased (Ewert et al. in
Sustainability 12:8098, 2020). Thus, planners and policymakers are called upon to
work with diverse policy and management structures, as well as NGOs, private busi-
ness actors, issue-oriented interest groups, locally based citizen groups and ordinary
citizens. They must also confront shifting and sometimes conflicting territorial inter-
ests within the national, regional or local context (Milanovic in Global inequality: a
new approach for the age of globalization. Harvard University Press, 2016). Many
times, decision-makers tend to focus on specific issues, e.g. climate forecasts, over-
looking the mutually entangled socio-economic and political effects (Tollefson in
Nature, 2022). It is becoming clear that there are no “one-size-fits-all solutions” for
regions and cities because of the very specific local conditions (location, population
density, financial and human resources, and stakeholder interests). Moreover, scien-
tists and decision-makers need to support the communities’ autonomy, since the
effectiveness of the planning strategy depends on community participation (Pisor
et al. in Nat Clim Change 12(3):213–215, 2022). Therefore, regional and local
communities must have the ability to understand the local impacts of candidate
solutions and modify them as needed (Flint Ashery and Steinlauf-Millo in Urban
informatics and future cities. Springer, 2021; Flint Ashery and Steinlauf-Millo in
Micro-segregated cities. An international comparison of segregation in dense cities.
Springer-Verlag Berlin Heidelberg, 2022), while developing their own vision for their
future. In terms of hierarchical planning systems and decision-making processes,
these policy and management structures can be broadly classified into the “top-down”
planning approach, whereas NGOs, private business actors, issue-oriented interest
groups, locality-based citizens groups and ordinary citizens constitute the “bottom-
up” approach, although these distinctions are often not absolute. In both instances,
the stakeholders must negotiate since consensus is crucial to the long-term resiliency
of the decision-making process. This book, therefore, brings together researchers
across various fields to explore scenario-driven designs and resolve negotiations
across different locations.
S. Flint Ashery (B)
Bar Ilan University, Ramat Gan, Israel
e-mail: shlomit.flint-ashery@biu.ac.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_1
1
2S. Flint Ashery
Keywords Social and environmental pressures ·Urban and rural land uses ·
Interest groups ·Communities autonomy ·Future planning ·Geodesign ·Spatial
negotiation
1.1 Introduction
In the last few decades, there has been exponential growth and interest in scenario-
driven geodesign, a sustainable planning approach rooted in the history of planning
practice (Steinitz 2012; Geertman 2017; Pettit et al. 2020). It provides a framework
and set of tools for exploring issues from a transdisciplinary perspective and for
resolving conflicts between differing points of view and has led to the development
of several commercial and open-source software tools, including GDH. GDH is
a digital web-based workflow based on a systems approach. It is designed to foster
collaboration and negotiation among professionals and their clients and among teams
of professionals. It has a simple user interface which uses ubiquitous web technology
and communication systems. It easily incorporates existing and diverse data struc-
tures for both its inputs and outputs, and it enables users to collaborate in person
and/or over the Internet in real time to produce designs and assess them. Since plan-
ning is inherently future-oriented in its application, the implementation and clout
of a coherent and cohesive digital planning process may be able to provide the
needed mitigation and adaptation measures. GDH can act as the basis for proactive
processes through the minimization of response time between crisis and reaction. It
provides interactive and engaging methods for wide categories of stakeholders and
can consume open-data standards (adopted by Open Geospatial Consortium (OGC)
and are consistent with the EU INSPIRE Directive). It requires territory assessment,
transparency of decision, generation of alternatives, consultations and participation,
among other requirements. The software enables teams to create and share their
activities and the unique method walks them through a process where a consensus
on the way forward is built. It is often used as a mediation tool to resolve difficult
differences between stakeholders. Generally, this type of work is done manually and
is extremely time-consuming and needs many meetings and deliberations along with
technical analysis work.
Studies have shown that integrating newer negotiation mechanisms into an
existing decision-making system (Asad and Le Dantec 2019) needs to be fluid and
engaging while at the same time fitting the slower pace of administrative mecha-
nisms used by decision-makers (Wilson et al. 2019). Despite the opportunities for
negotiation designed for planning, most digital platforms mirror traditional “one-way
provision of information” methods. Geodesign, however, uses modern digital tools
facilitating a bottom-up negotiation approach to help ensure the inclusiveness and
equality of stakeholders. The focus of the presented studies is on effective outreach
and uptake, providing data and comparing processes, and seeking possible solutions
1 Introduction 3
that can be implemented. The aim is to enhance the way digital technologies modu-
late local planning in a range of scales to improve transparency in decision-making
(Campagna 2020), and promote the equitable sharing of burdens and benefits.
Negotiation is one of the most important methods for breaking down barriers
between conflicting interests and can be crucial in cases where resources are limited
and political and social conflict is intense (Flint Ashery and Steinitz 2022). Resilient
solutions are defined as those for which there is the greatest compromise and agree-
ment among the parties (Smith et al. 2014). Negotiations are routinely utilized
in decision-making. However, negotiations and their outcomes tend to reflect the
existing power structures present in an area. The introduction of new digital tech-
nology and techniques to the negotiation process may help achieve more viable
outcomes and are particularly critical in the context of the intense social, environ-
mental and economic change facing our cities and regions. As funding for public
services comes under increased pressure, negotiations over spatial interests must be
done strategically to enable authorities to “do more with less.” Nevertheless, to make a
realistic judgement of planning effectiveness (Hopkins 2001; Alexander 2016), there
is also a need to assess potential areas of agreement or conflict among stakeholders
and to seek areas of possible collaboration. Many implementation experiments have
signalled that the weakest point of stakeholders’ involvement is their lack of interest
and representativeness (Sigalov-Klein et al. 2024). This is characteristic of top-down
planning approaches (Flint Ashery 2023). There is thus a need to develop the founda-
tional structures within a society for digital technology to be in a position to contribute
to the social processes of planning.
Digital negotiation in planning has the potential to build lasting trust between
residents and authorities over land uses in a process that reduces conflicts and irregu-
larities. Further, evidence and consensus-based policymaking lead to more efficient,
flexible, and tailored-made allocation of resources in municipalities to support the
residents. The overall aim of this book is to share knowledge on the use of digital
technology of GDH in land-use planning, policy, and implementation with a wide
range of concerned stakeholders. The work on these studies brought “the people of
the place” (e.g. residents, teachers, and parents incl. “unheard voices”), academics,
practitioners (e.g. planners, architects, appraisers), NGOs (e.g. environmentalists),
public representatives working in municipalities, policymakers and digital technolo-
gies’ experts together within our workshops to make decisions for a better future.
Although these academic and practical fields are highly interrelated, they have never
been brought together to explore scenario-driven designs for regional and local-scale
studies that address future global changes locally in the ever-changing landscape.
This book is based on geodesign workshops conducted for Jerusalem’s neigh-
bourhoods of Beit Tzafafa (the Israeli and the Jordanian parts), Talpiot, Talpaz, Ezrat
Torah, Ramat Shlomo and Neve Shaanan neighbourhoods in Tel Aviv. These neigh-
bourhoods represent different urban circumstances and house different populations:
In Jerusalem, Beit Tzafafa, Talpiot and Ezrat Torah are inner-city neighbourhoods
located within the 1948 border. While Beit Tzafafa is a Jerusalem enclave home
to a Muslim population representative of three tribes, Talpiot is home to a general
4S. Flint Ashery
population, and Ezrat Torah has a broad range of ultra-Orthodox communities. Alter-
natively, the Jordanian Beit Tzafafa, Talpaz and Ramat Shlomo are peripheral neigh-
bourhoods. While the Jordanian Beit Tzafafa is home to a rural Muslim population,
Talpaz is home to a relatively poor general population, and Ramat Shlomo was built
and populated by a strict ultra-orthodox population in one fell swoop during the
mid-1990s by the government. Tel Aviv’s Neve Shaanan neighbourhood, however,
serves as the “first port” for foreign workers. Accelerated gentrification processes
are creating severe tensions between the veterans of the neighbourhood, the foreign
workers, some of whom are undocumented, and the incoming young professionals.
As cross-learning and assessment are essential, the first part of the book deals
with the digital potential of collaborative planning. Ora Bloom uses a case study
of an urban renewal initiative that addressed safety concerns caused by structural
defects in their buildings as an example of the complexity involved in managing a
multiplayer system. Ayelet Sapir and Eyal Yaniv discuss how citizen engagement
contributes to a neighbourhood’s quality of life and well-being, and highlights how
mediation constructs may facilitate such engagement. The second part of the book
examines the role of geodesign in capturing and fostering comprehensive, inclu-
sive, efficient and responsible planning processes that consider the impact of climate
change on the urban fabric. Rinat Steinlauf-Millo presents the geodesign planning for
Neve-Sha’anan, a dense urban fabric which, due to institutional, planning and socio-
economic factors, has developed into a complex and neglected neighbourhood that
suffers air pollution and flooding. Mariana Sigalov-Klein and Michael Sofer examine
how citizen science can be used in planning future for Beit Tzafafa, to integrate knowl-
edge sources and increase minority participation in a directed, digital process that
leads to holistic planning. The third part proposes geodesign processes for addressing
the broader context of urban life and future planning. Michelle Specktor provides a
practical introduction to geodesign implications for leveraging urban developments
and supporting sustainable urban mobility plans. Miri Jano Reiss and Anat Tchetchik
examine whether and how digital planning practices can be implemented to promote
walkability in a hilly neighbourhood of Talpaz, despite the challenging physical
circumstances. Using geospatial analyses, Joel Roskin and Rotem Elinson analyse
the natural environment’s impact on Bet Safafa settlement and interpret how phys-
ical and archaeological factors played a role in the development of residential and
agricultural areas. Laura Riegle, however, focuses on the adaptive reuse of building
complexes to provide occupants with access to the outdoors, fresh food and social
interaction while reducing carbon emissions. The fourth part examines the reflec-
tion of ideal concepts in the geodesign planning process. Dinur and Flint explore
the relationship between joy and the peri-urban spatial structure and illustrate the
impact of relationships between the object and the subject—between the therapist
and the patient, planners and plans, as well as between individual users and the urban
fabric. Yossi Katz and Flint examine how the Levitical city beauty ideal has been
incorporated into the planning of the modern neighbourhood of Talpiot, Jerusalem,
based on two geodesign workshops regarding green infrastructure and agriculture.
I hope that this book will promote comparative testing of spatial negotiation
in different contexts considering inclusiveness, level of participation, number and
1 Introduction 5
quality of outcomes and long-term impact. In bringing these materials to print, I
have the great pleasure of thanking my dear colleague and friend, Dr. Hrishi Ballal,
the founder and lead developer of Geodesign Hub, as most of the illustrations were
created with GDH software. I would like to thank Prof. Mike Batty, my postdoc
supervisor at CASA UCL, as well as Prof. Carl Steinitz for introducing me to the
world of Geodesign, and the contributors to this book who shared the world of
geodesign with me.
References
Alexander E (2016) There is no planning—only planning practices: notes for spatial planning
theories. Plan Theory 15(1):91–103
Asad M, Le Dantec CA (2019) “This is shared work:” negotiating boundaries in a social service
intermediary organization. Media Commun 7(3):69–78
Campagna M (2020) Spatial planning and geodesign. In: Handbook of planning support science.
Edward Elgar Publishing
Ewert A, Brost M, Eisenmann C, Stieler S (2020) Small and light electric vehicles: an analysis
of feasible transport impacts and opportunities for improved urban land use. Sustainability
12(19):8098
Flint Ashery S (2023). The planning role in stretching the city: a tale of two london neighbourhoods.
Springer International Publishing, Cham
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustainability 14(15):9073
Flint Ashery S, Steinlauf-Millo R (2021) Geodesign between IGC and geodesignhub: theory and
practice. In: Geertman SCM, Pettit C, Goodspeed R, Staffans A (eds) Urban informatics and
future cities. The urban book series. Springer. https://doi.org/10.1007/978-3-030-76059-5
Flint Ashery S, Steinlauf-Millo R (2022) Planning vertical differentiation? Geodesign workshop in
the case study area of Neve-Sha’anan neighbourhood in Tel Aviv. In: Maloutas T, Karadimitrio
N (eds) Micro-segregated cities. An international comparison of segregation in dense cities.
Springer-Verlag Berlin Heidelberg
Geertman S (2017) PSS: beyond the implementation gap. Transp Res Part A Policy Pract 104:70–76
Hopkins LD (2001) Urban development: the logic of making plans, vol 166. Island Press
Milanovic B (2016) Global inequality: a new approach for the age of globalization. Harvard
University Press
Pettit CJ, Shi Y, Han H, Ritternbruch M, Foth M, Lieske S, van de Nouwelant R, Leao S, Christensen
B, Jamal M (2020) A new toolkit for land value analysis and scenario planning. Environ Plan B
Urban Anal City Sci
Pisor AC, Basurto X, Douglass KG, Mach KJ, Ready E, Tylianakis JM et al (2022) Effective climate
change adaptation means supporting community autonomy. Nat Clim Change 12(3):213–215
Sigalov-Klein M, Marmor R, Sagron R, Roiburt Y, Spigel, N, Flint Ashery S (2024) How can digital
collaborative planning integrate knowledge sources towards holistic planning? The test case of
Beit Tzafafa neighborhood in Jerusalem Tichnun, 20/2
Smith M, Sykes O, Fischer T (2014) Derailed: understanding the implementation failures of
Merseytram. Town Plan Rev 85(2):237–260
Steinitz C (2012) A framework for geodesign: changing geography by design. Esti Press, Redlands,
CA
Tollefson J (2022) Climate change is hitting the planet faster than scientists originally thought.
Nature
6S. Flint Ashery
Wilson A, Tewdwr-Jones M, Comber R (2019) Urban planning, public participation and digital
technology: app development as a method of generating citizen involvement in local planning
processes. Environ Plan B Urban Anal City Sci 46(2):286–302
Part I
Planning Between Collective Action
and Public Engagement
Chapter 2
Collective Action in Urban Renewal
Projects
Ora Bloom
Abstract Urban renewal initiatives require the involvement of various parties with
differing interests, and their success is dependent on the management processes of
the overall stakeholder system, as well as collaboration between the parties involved.
The stakeholder system is constantly evolving, and the objectives and roles of the
actors may change over time. To promote consent and decision-making, effective
action strategies require the dissemination of knowledge to homeowners and other
relevant stakeholders. The collective knowledge of all parties involved is crucial to
the success of the project. There are various methods of knowledge transfer avail-
able. Several companies in Israel and around the word have developed technolog-
ical platforms to facilitate urban renewal processes and promote knowledge sharing
among stakeholders. Their objective is to redefine the relationships between the
parties involved and enhance the flow of information. The chapter highlights the
complexity of managing the multiplayer system involved in urban renewal projects
and presents a case study of a large-scale urban renewal initiative in a disadvan-
taged neighborhood of Tel Aviv-Jaffa. The project was initiated by the Clinic for
Housing Rights and Urban Renewal at the Faculty of Law, Tel Aviv University—an
academic-professional body, with a social and pedagogical vision, that sought to give
legal assistance to residents in the neighborhood, addressing safety issues caused by
structural defects in their buildings.
Keywords Public participation ·Urban renewal ·Collective action ·Nonprofit
organizations ·For-profit corporations ·Internalization of social values ·Decision
making apparatus ·Development companies ·Vacate-and-build project ·
Knowledge sharing ·Multi-stakeholder system
O. Bloom (B)
Bar Ilan University, Ramat Gan, Israel
e-mail: ora@bloomzone.com
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_2
9
10 O. Bloom
2.1 Introduction
Urban renewal projects represent complex human processes, as their implementa-
tion is contingent on a series of decisions made jointly between many stakeholders
with varied interests, as well as broad consent among affected homeowners. In order
to motivate all players toward collective action that ultimately leads to construc-
tion, development companies that are usually spearhead urban renewal projects are
required to adopt work practices that differ from routine business conduct. While in
most cases planning and construction of new buildings and neighborhoods does not
require that developers interact with local property owners, urban renewal projects
require them to maintain close contact with the homeowners for significant timespans,
even several years.1 The relationship between the developers and the pre-existing
apartment owners is one of interdependency: On one hand, developers require broad
consent commitment to the project from affected owners. On the other hand, the
homeowners seek the best possible deal in terms of how the redevelopments will
improve their property to cater to their needs and interest (floorspace, amenities,
etc.). This delicate balance of interdependence requires the developers to establish
trust relations with the homeowners and to be attentive to the needs of the local popu-
lation. They must adopt practices that are usually foreign to their corporate identity,
and with which their personnel are unfamiliar and therefore generally lack the skills
for optimal management of these projects. Another challenge facing the developers
is consideration of the future owners of the housing units added through the project;
this new population often has a different profile from the pre-existing population,
with different needs and aspirations. The larger the urban renewal project, the more
complex the interaction among stakeholders becomes. As the population involved
becomes more diverse and the number of stakeholders grows, the decision-making
and agreement mechanisms become more cumbersome and fragile.
In this chapter, I will first discuss how development companies involved in urban
renewal projects are evolving their corporate identities, the challenges involved in
spurring stakeholders to collective action, and the various ways in which developers
gain the consent of property owners to allow the project to go ahead. In the second part,
I will present a unique case study: a large urban renewal project in a disadvantaged
neighborhood of Tel Aviv-Jaffa, which was initiated by an academic body within Tel
Aviv University. I will describe how it emerged and the special circumstances that
led to its progress. Although the project spanned many years, in this chapter I will
focus only on the first stage, which included assembling a stakeholder system in an
attempt to spur collective action.
1 Urban renewal usually involves renovation redevelopment of multiowner apartment buildings.
In this chapter, the terms owners, apartment owners, and homeowners all refer to the owners of
apartments in such buildings.
2 Collective Action in Urban Renewal Projects 11
2.2 Commercial Corporations as Social, Human,
and Public Bodies
Development companies that lead urban renewal processes communicate daily with
the owners of properties within the building or complex designated for renewal, first
and foremost to obtain their consent to proceed with the project. In order to avoid
objections from property owners, they must develop their competency in listening,
building trust, and understanding delicate emotional situations. In addition, they must
evolve a social perspective that identifies the needs and preferences of homeowners.
In other words, their involvement in these projects requires them to acquire new
skills and work patterns, and to embed social considerations into the corporation’s
decision-making apparatus. The need for corporations to commit to social values is
not enshrined in state laws or in contractual agreements; thus, this commitment is
not intuitively understood.
Rebecca De Winter asserts that corporations’ internalization of social values can
be explained by two parallel processes: In one process, the corporation attempts to
brand itself by creating imagery that portrays its operations as having human, social,
and moral traits. In this way, it creates a new identity that is disseminated in such a
way as to gradually permeate the public consciousness. The second process, which
takes place in parallel, is a gradual formation of a new internal corporate identity,
created by the internalization of the social image that has been presented outwardly.
When a corporation manages to brand its external identity through social and human
images, it becomes more exposed to public criticism of its conduct in relation to
the actual implementation of the social images it has adopted. Thus, the corporation
produces a kind of “rhetorical trap” that has an impact on its internal organizational
identity and decision-making apparatus.2
When a corporation is required to justify certain actions that it takes, its actions are
examined according to public standards; every action is judged as either legitimate
or illegitimate. The corporation’s involvement in these justifications challenges the
dichotomous division between the standards that are generally used in the private
market and those that are expected from parties who operate for and on behalf of
the public. When a corporation seeks to justify its actions in the language of social
values, it reframes itself as a “collective moral” player, which places it in a new
sphere in which the boundaries between the private and public spaces are blurred. The
corporate identity that results from this blurring of boundaries makes it impossible
to continue to define the corporation as an economic institution whose only purpose
is to maximize profits.3
Peter French contends that the moral features of a corporation should be exam-
ined through observing its decision-making structure. This structure has two compo-
nents: One is the organizational structure, which defines the power relations among
2 De Winter (2001, pp. 108, 111).
3 Ibid., at p. 110. This form of rhetoric aligns well with the increasing trend of State transfer of
its traditional powers and functions to commercial corporations, which are supposed to provide
market-based social welfare solutions, subject to State regulation. Ibid. on p. 112.
12 O. Bloom
the different individuals that make up the corporation; the second component is the
“corporation policy,” which reflects the agreed-upon tenets inherent to the decision-
making apparatus.4 When this apparatus is activated appropriately, the internal
decision-making structure results in a synthesis of the various intentions and actions
of the individuals that make up the corporation. This synthesis creates a rational and
coherent template and enables actions and events that could present as the actions
of individuals to be attributed to the corporation as an abstract entity.5 Thus, the
corporations themselves, and not only their individual employees, must account for
their actions, in their capacity as moral entities.6
The expectation that corporations serve social goals in urban renewal projects,
therefore, obliges them to reconstruct their decision-making apparatus. This appa-
ratus is influenced by external requirements that are publicly dictated and imposes
new modes of conduct on real estate corporations involved in such projects. In other
words, the “rhetorical trap” that is defined by a corporation’s external identity in the
public conception, requires it to gradually internalize new characteristics that are
likely to clash with the traditional purpose of maximizing profits.
2.3 Collective Action
Urban renewal projects require collective action among several players that are inter-
dependent. The conduct of each of the players may influence the success or failure
of the project. In theory, all players involved in these projects have a common goal,
but the interests of each are likely different. When the interests do not overlap, even
initiatives that are considered to be “win–win” may fail. Therefore, the success of
urban renewal projects depends on the management processes of the overall stake-
holder system, together with cooperation among the various players. An example of
this is the collective action in the ultra-Orthodox inner-city neighborhood of Ezrat
Torah. The neighborhood was initially structured for the general population, but the
settlement of ultra-Orthodox communities created group pressure to shape its space
to meet their needs (Fig. 2.1).7
The stakeholder system of a given project is dynamic, and any of its actors may
change their objectives or roles along the way. The coalescence of various players
writes Michel Callon, indicates a dynamic and volatile process, rather than one that
is complete and stable. Any entity that has been earmarked as a relevant player may
commit to its defined function and participate in the overarching plan, or alterna-
tively, may resist the plan—by defining its identity, goals, or interests differently
from those it was assigned. Therefore, the lead actor who drives the system has the
important task of maintaining the actors within their assigned roles. Callon maintains
4 French (1979,p. 207).
5 Ibid. at pp. 211, 213.
6 Ibid. at p. 215.
7 Flint Ashery (2020)
2 Collective Action in Urban Renewal Projects 13
Fig. 2.1 Agreed product in the geodesign workshop with the participation of planners and residents.
Cooperation among the various players led to consensus collective action despite the differences in
interests
that the definition of roles, objectives, and motivations are not processes that occur
independent of the actors’ environments, but rather occur as a result of interaction
with other actors. Therefore, in order to preserve stakeholders in a particular role, the
lead actor is required to guide the relationships they manage—to bring about “desir-
able” connections and oversee their management, and to ensure that undesirable
connections—which may divert the process from its path—are severed.8
2.3.1 The Actors
In addition to the developers and homeowners that are the lead actors, the stakeholder
system in urban renewal projects also includes public bodies such as planning insti-
tutions, local authorities, the urban renewal administration,9 and professionals such
as lawyers, architects, appraisers, engineers, and supervisors. Relatively new players
in the Israeli landscape are social consultants and community organizers. The role of
social consultants is to collect information about the local population and formulate
8 Callon (1986).
9 The Israeli urban renewal administrations were established in 2016 through the Governmental
Authority for Urban Renewal Law 2016. The administrations have been operating within the local
authorities since 2016. The duties of the administrations include making accessible and publishing
information and promotional materials to residents, developers, and professionals, including through
conferences; providing assistance to apartment owners in selecting a representative of their interests;
providing assistance to the owners in applying to developers and determining their parameters for
choosing a developer.
14 O. Bloom
recommendations to be submitted to the local planning committee, within a social
survey report, which presents vital information about the local population—their
needs and residential environment. The role of the community organizers is to attain
the apartment owners’ consent to carry out the project—initially, through the signing
of an in-principle agreement.
Some of these mentioned actors are in direct contact with the apartment owners
over the course of the project. As such, their conduct and methods will affect the
process of attaining the latter’s consent, and ultimately, the efficiency of the decision-
making process. For example, if the project architects present a plan that is out-
of-touch with the needs of the local population, the homeowners will likely have
reservations that will delay them giving consent, and these reservations might even
thwart the project. Similarly, attorneys who ignore the concerns of apartment owners,
and do not give a detailed explanation of the terms of the contract, will likely create
resistance among the owners and delay or prevent the project’s progression.
Thus, urban renewal projects create a delicate balance that requires actors from
different commercial fields to develop unique practices that are outside the realm of
their regular business activities. Each of these actors has an effect (to varying degrees)
on the implementation of the project, and each plays a role in a broad cooperative
system that is intended to lead to a common goal.
2.3.2 Nonprofit Organizations
Additional actors involved in urban renewal projects include nonprofit organizations
that take part when the project involves disadvantaged populations who do not have
the tools or resources to ensure that their interests in the project are represented. These
organizations can take different forms, including nonprofit associations, neighbor-
hood committees, social activists, and academic bodies. Given that the case study
presented in the following section deals with such an organization, I will briefly
address the perceived role of these bodies.
The accepted view is that nonprofit organizations best advance the interests of
homeowners, as their motives, unlike those of for profits actors, are not financial
but rather focused only on promoting important social goals. Their strategies for
action concentrate on building trust and knowledge transfer, ensuring that the apart-
ment owners are informed regarding each of the stages that are expected in the
process, including their significance and implications. The purpose of building an
infrastructure of trust is to make the apartment owners full of partners in decisions
making regarding the apartments they own, and to recruit them to commit and take
responsibility in the overall process.
On the basis of the information that apartment owners receive, they are able to
make an informed decision regarding the project’s progression. Thus, it is essen-
tial that homeowners receive information not only regarding how the project will
affect their lives during planning and construction, but also regarding its potential
implications for their future, post construction—such as high maintenance costs, or
2 Collective Action in Urban Renewal Projects 15
the dramatic changes anticipated to their living environments. Providing this type of
support to apartment owners requires a deep understanding of social processes as well
as experience working with disadvantaged populations—characteristics generally
associated with nonprofit organizations.
2.3.3 Comparing the Roles of Nonprofit Organizations
and For-Profit Corporations
While the primary goal of real estate companies in urban renewal projects is to
persuade the apartment owners to agree to sign up to the project, nonprofit organi-
zations are not orientated toward the goal of attaining the apartment owners’ agree-
ment. Rather, their main role, as stated, is to transmit the knowledge that is necessary
for apartment owners to make an informed decision regarding whether to agree to
the advancement of the project. The common perception is that the not-for-profit
approach may harm the economic efficiency required for the implementation of the
project, since nonprofit organizations lack the necessary economic incentive.
The question arises—is this perception, that sees the roles of for-profit corpora-
tions and nonprofit organizations as dichotomous, anchored in reality? Experience
shows that no, not necessarily. Real estate companies understand the need to build
trust and to transmit knowledge to apartment owners as effective strategies that will
eventually lead to the highest rates of enlistment to the project. It may be that those
representing the developers do not have the same skills and experience as nonprofit
staff in all that pertains to working with disadvantaged populations, but the reality
of urban renewal forces them to adopt these types of skills, even if to a lesser extent.
On the other hand, we can assume that nonprofit organizations are not constantly
working only to further social goals, and that their involvement in market ventures
requires them to acquire new action strategies that change the rules of the game that
affect their conduct.10
2.4 The Legal Procedure Regarding Obtaining Consent
The first phase in promoting an urban renewal project is to obtain broad consent for
the project from the apartment owners. The higher the rate of consent, the more likely
it is that the project will occur, and that the construction will end in a relatively short
timeframe. The legal arrangements in Israeli law regarding urban renewal projects
determine the threshold rate of consent. When this rate is achieved, apartment owners
who are interested in progressing the project may apply to the court in an attempt
10 For more on this topic see Kennedy (2002).
16 O. Bloom
to compel the remaining homeowners to consent.11 The threshold rate of consent
varies according to the type of project planned. In the past, the central principle
that guided the legislator was that the greater the project’s impact on the property
rights of homeowners, the higher the threshold rate of consent. The roots of this
principle are in the Basic Law: Human Dignity and Liberty (1992), which stipulates,
in Section 3, that “the property of a human being shall not be violated.” According
to this law, every person has the right to do as they wish with the property they own,
and to prevent other people from violate their rights, as long as their actions do not
harm other owners. Despite the elevated status of Israel’s Basic Laws, the legislator, in
considering the balance of the right to property against the public interest, determined
that the property right of an apartment owner in a condominium is not absolute, and
that the interest of the majority of homeowners justifies a proportional impingement
on the property rights of those who refuse to consent to an urban renewal project. In
the explanatory notes to the Vacate and Build Bill, the legislator noted that the law’s
purpose is to assist in filling the socioeconomic need for more efficient use of Israel’s
limited land resources, to address the decreasing quantity of open space, as well as to
assist in the rehabilitation of deteriorating urban complexes.12 In the spirit of the law,
the court ruled that apartment owners who oppose a vacate-and-build project do not
have the right to sacrifice the public interest nor the interest of the other homeowners
in favor of their personal interests, when the latter are not reasonable.13
In accordance with the key principle that guided the legislator whereby the greater
the violation to the property right, the higher the threshold rate of consent, the
Vacate and Build Law previously determined two different rates: In “vacate-and-
build” (demolition and reconstruction) projects, the threshold rate was 80%, while in
projects that involved refurbishment of existing buildings—including reinforcement
of the structure and the addition of a relatively small number of dwelling units—the
threshold consent rate was 66%. In 2021, the Israeli legislature approved an amend-
ment to the law that lowered the threshold rate of consent for the former—vacate-
and-build projects—to the same low rate that applies to the latter—refurbishment.
This change was justified on the basis of Israel’s housing shortage, which has intensi-
fied in recent years, as well as the many bureaucratic barriers to implementing urban
renewal projects, at the heart of which is the matter of owner consent.
11 According to the Vacate and Build Law, when the required rate of consent is reached, the developer
or apartment owners may apply to the relevant legal court against the holdouts, in order to force those
remaining apartment owners to agree to the project. An application of this type can be a tort claim
in which the holdouts are sued for the amount of damage caused to the other apartment owners as a
result of their refusal, or an application for an injunction, where the court may compel the holdouts
to give their consent for the project. The legal process includes hearing the holdouts’ arguments, and
examining whether or not their objection to the project is based on one of the grounds that justify
a refusal. If the holdouts’ objections do not fall within the scope of the grounds set out as justified
by law, the court will rule that their objection is not justified and oblige them to pay compensation
to the other owners or order the project to proceed against their objections.
12 See: Explanatory Notes to the Vacate and Build (Compensation) Bill, 2005, Knesset 88, 198
(hereafter: the Bill).
13 See Judge Danziger’s ruling in Civil Appeal 3511/13 Regina Schwarzberger v. Shalom Marin
et al. [Hebrew].
2 Collective Action in Urban Renewal Projects 17
The new legislation thus weakened the status of the right to property established
by the Basic Law: Human Dignity and Liberty, with the goal of removing barriers
and accelerating the pace of urban renewal projects. But the legislative change might
have the opposite-than-intended effect: When the law enables the project to proceed
in the face of a considerable rate of opposition, we can assume that the holdout
owners will do all in their power to obstruct the project, thus leading to delayed
implementation. For this reason, the developer has an interest in making every effort
to obtain the consent of the holdouts, without resorting to legal proceedings. As noted,
these efforts require interpersonal skills and good knowledge sharing and transfer
mechanism.
2.5 Knowledge-Sharing in Urban Renewal Projects
Action strategies that are effective in promoting the processes of obtaining consent
and decision-making in urban renewal projects require the flow of knowledge both
to homeowners and to other relevant stakeholders. Collective knowledge is the key
to the success of collective action. There are various means of knowledge-sharing in
urban renewal procedures, as I will detail later.
2.5.1 Public Participation
One of the accepted means of knowledge transfer related to planning procedures is
public participation. Local authorities use public participation to transmit information
to residents and involve them in planning decisions about their living environments.14
Public participation serves local governments in that it can increase the legitimacy,
equity, and effectiveness of its actions, and can be a tool to empower residents and
strengthen the democratic process.15 The predominant notion is that residents who
take part in urban processes taking place in their environments become involved,
active, and influential citizens. In addition to fulfilling democratic values of sharing
and participation, it is also accepted that residents’ involvement may significantly
contribute to identifying problems, contributing to planning solutions tailored to real
needs of the target populations, and recruiting residents as change agents who lead
and motivate planning processes in cooperation with the local government.16
14 In Israel, there is no formal requirement that local authorities involve the public in the decision-
making process, apart from in the Planning and Construction Law 1965, which contains a specific
procedure for public participation. The law requires the planning and construction authorities to
provide information to the public when they prepare a plan and provides the right to object to those
affected by the plan. See Carmon and Alterman (2011).
15 The literature written on the subject mainly deals with theories of public choice and collective
action and focuses on the relationship between local governments and residents.
16 For a discussion on this topic, see Nagid (2015, p. 18).
18 O. Bloom
While the local authority’s commitment to public participation processes is
common practice and the foundation of several theories, there is very little academic
or public discussion on corporate bodies’, particularly development companies’,
commitment to hold participation processes pertaining to their urban renewal
projects. In Israel, the practice of sharing information with apartment owners has
largely evolved from practice, and only since 2018 have developers been obligated
by law to hold an information session for owners before asking them to sign any
document. This session allows the developer to introduce themselves to all home-
owners affected by the project and to present them with the deal they propose to
offer.17
2.5.2 Community Forums, Representative Committees,
and Smaller-Scale Meetings
In urban renewal projects, knowledge transfer methods vary from project to project.
The most common is community forums, in which the developer and other profes-
sionals explain the project process to apartment owners. Another method is to select a
building committee whose role is to mediate between the developer and the apartment
owners, to assist in making collective decisions. Additional methods that developers
utilize to build trust with apartment owners include smaller-scale (one-on-one or
small group) meetings between developer representatives and owners, as well as
events and activities that contribute to strengthening the local community.
Community forums are known to create complexity. These events are steeped
in emotions, including anger, anxieties, and fears that are not necessarily assuaged
within the meeting time, often leading the forum to end with emotions running
high. Another major problem is that the information transmitted during the forum is
often unclear to participants: In forums with a large number of participants, many
homeowners find it difficult to follow the large quantity of complex information
conveyed, and they may not have knowledge of many of the concepts and language
used. These circumstances create a sense of helplessness and frustration.
The possibility of conveying knowledge within a large forum, despite the neces-
sity, is therefore limited and cannot come in place of smaller-scale meetings and
additional knowledge transfer methods. Selecting a representative committee is also
not an ideal solution for mediating knowledge, as often certain apartment owners do
not consider those selected as representative of them, and thus refuse to cooperate
with their decisions.
17 Section 1A, Amendment No. 6 to the Vacate and Build Law (Promoting Vacate and Build
Projects), 2006.
2 Collective Action in Urban Renewal Projects 19
2.5.3 Mailing
Another means of knowledge transfer in the framework of urban renewal projects
is by mail—whether electronic or physical. Providing written material that includes
information and updates is of great importance, however, such material is often not
presented in clear language, and in many cases is not translated into the various
languages understood by the apartment owners. Another problem that is often not
addressed is the need to cater to owners who are illiterate.
2.5.4 Invitations to Project Meetings
Lead stakeholders may encourage apartment owners to take an active part in urban
renewal projects by inviting them or their representatives to participate in regular
project meetings, attended by key actors including the planning institutions and
various professionals. The effectiveness of this approach is debated: Some believe
that where the homeowners are highly involved, this may interfere with the project’s
progress and delay its implementation. On the other hand, there are those who claim
that when fully involved in the project, the owners have a greater commitment to
the process, thus ensuring it is condensed. Regardless of which of these theories is
correct, very few developers take the step of inviting owners to project meetings,
though it would likely increase transparency and trust relations between the players.
2.5.5 Technological Means of Knowledge Sharing
Innovative information and communication measures that are being developed in
Israel and around the world allow for easy access to databases and serve as acces-
sible, affordable platforms for knowledge exchange and operationalization of multi-
participant consulting procedures. The ease of use and absence of time, distance, and
locational constraints, make it simpler for all participants to access information and
get involved.
In recent years, several technological initiatives have evolved in Israel, with the
goal of supporting urban renewal processes through knowledge sharing. Their aim
is to redefine the relationship between the various stakeholders and allow knowl-
edge flow. One such initiative is getStatus,18 which serves as a digital platform that
allows actors involved in urban renewal projects to build and manage a cooperative
knowledge base, and also provides apartment owners with key information using
various visual aids. For example, the owners can view a diagram online, at any time,
that allows them to understand the current statues of the project: Stages that are
complete are colored green, the current stage is colored blue, and future milestones
18 https://www.getstatus.online/.
20 O. Bloom
are colored gray. This color-coded snapshot provides clarity, increases transparency,
and minimizes the knowledge gaps that generally exist between the parties.
GetStatus’ technological platform allows the developer to share all general docu-
ments relevant to the project (e.g., legal agreements, renderings, plans) as well as to
share private files with individual homeowners. The owners can also upload docu-
ments to the system, such as their ID and other personal details. Thus, a two-way
information stream is created. The system also enables the developer and other actors
to send email and phone messages to owners, and to track the tasks they set for
themselves.
The system’s knowledge base is managed through smart dashboards based on
analytical data that includes statistics and trends, displayed visually. The informa-
tion displayed through each dashboard is derived from the various stakeholders’
data, which is managed by the source company, usually in an array of Excel spread-
sheets. The contribution of the smart dashboards to the project process is not only
in numerical data analysis: These dashboards are intended to provide the developer
and other stakeholders with tools that guide their conduct throughout the process,
including making improvements. These dashboards also assist to break up the process
of obtaining consent from apartment owners, either at the level of the entire project or
individual building. Thus, the getStatus platform is a technological tool for increasing
transparency, through bidirectional knowledge sharing. The goal of this transparency
is to build trust, and thus to gradually remove objections to the project.
The importance of this type of system is clear in light of the difficulties associated
with knowledge transfer by traditional means. The lack of certainty and of knowl-
edge flow that characterizes many urban renewal projects cause affected apartment
owners to suspect that significant information is being withheld from them. This
suspicion undermines the trust relationship, creating resistance to the project. And
yet, such technological platforms do not provide the required solution in all cases—
particularly when it comes to populations that are elderly, technology-challenged,
do not understand the language used, or are illiterate. There is no substitute for a
personal relationship between the developer’s personnel and the apartment owners,
especially when it comes to disadvantaged populations.
In the next section, I will describe a unique stakeholder system that was led by an
academic body that acted as a kind of knowledge mediator between the apartment
owners and the developer, in a large project involving a disadvantaged population.
2.6 Part Two—Case Study
The case study deals with a multistakeholder system in an urban renewal project in
the Jaffa C neighborhood, Tel Aviv-Jaffa. The project began as an initiative of the
Clinic for Housing Rights and Urban Development at the Faculty of Law, Tel Aviv
University—an academic-professional body, with a social and pedagogical purpose
that sought to assist residents of Kurt Tucholsky Street to deal with the ramifications
2 Collective Action in Urban Renewal Projects 21
of safety concerns in the form of structural defects identified in their apartment
buildings.
2.6.1 Chain of Events
In January 2007, Tel Aviv-Jaffa municipality pronounced four buildings on Kurt
Tucholsky Street as hazardous, and issued orders against the apartment owners,
requiring them to correct a long list of defects within a short timeframe of 90 days.
The apartment owners, most of whom are elderly and of low socioeconomic standing,
were unable to fund the necessary repairs, and as a result, a few months later, the
municipality filed indictments against them for failure to repair a hazardous structure
(a criminal offense with penalty of fine or imprisonment).19
Following the indictments, representatives from the neighborhood contacted the
Clinic for Housing Rights and Urban Renewal (henceforth, “the Clinic”) requesting
legal assistance. In the first phase, the Clinic approached the municipality in an
attempt to find a financing solution to repair the buildings. The proposal that the
Clinic submitted to the municipality included an arrangement whereby the home-
owners would receive a loan for which repayment would be spread over sixty monthly
payments without interest nor indexation. Following internal discussions with the
municipality’s legal advisor, the municipality expressed a willingness to help the
owners, given their economic position; however, the legal advisor expressed concern
that assisting by providing subsidized loans would set a precedent for owners within
other buildings pronounced as hazardous across the municipality. Thus, after further
consideration, the municipality decided not to adopt the Clinic’s proposal. But, appre-
ciating the difficulties faced by the apartment owners, the municipality contacted the
national Ministry of Construction and Housing with a proposal to establish a joint
fund to address the issue of hazardous buildings. The Ministry refused the proposal,
re-enforcing that the full responsibility for addressing such cases rests with local
governments.
The authorities’ inaction, in the face of ongoing criminal proceedings against the
Kurt Tucholsky apartment owners, led the Clinic to abandon accepted channels and
to look for alternative, market-based, solutions. In 2009, the Clinic conceived of a
planning solution that was based on the logic and benefits of NOP 38—regulation that
allows construction bonuses to be provided in refurbishment projects that reinforce
19 The orders issued (known as Order 3) are a legal tool utilized by Tel Aviv Municipality in order
to maintain the resident safety and the maintenance of old buildings. Their role is to encourage
apartment owners to act together to manage the hazard. The orders oblige the owners to repair the
buildings’ defects within a limited timeframe of 90 days, at the end of which indictments are filed
if the repairs are not made. The uniqueness of orders 3 is that they comprise a form of collective
punishment.
22 O. Bloom
existing buildings against earthquakes.20 The Clinic proposed that the reinforcement
works required would be undertaken by a developer, which would, in exchange for
footing the bill for those works, receive the buildings’ rooftop building rights. The
developer would use those rights to construct new apartments, which could be leased
to students studying at the nearby Academic College of Tel Aviv-Yaffo. The proposal,
the Clinic’s members hoped, would lead to repair of the buildings’ defects with
minimal cost to the apartment owners, while advancing a social initiative—injecting
a young population into an aging, disadvantaged neighborhood.
2.7 Collective Action
The Clinic was the initiator and driving force of the project in its early stages. Its
initial motivation was to find a solution to the problem of hazardous buildings, and
it was motivated only by social and pedagogical interests. In order to establish the
Clinic’s status as the lead actor that managed all stakeholders in the project, its
initial mission was to strengthen its relationship with the apartment owners, including
building trust and establishing its legitimacy in their eyes. To achieve this goal,
Clinic members visited the neighborhood twice a week and assisted the owners with
various legal issues. In addition, they held community meetings in each building,
where they presented key information to the homeowners. Once the relationship was
strengthened, the Clinic began to involve more stakeholders.
2.7.1 The Three-Way Cooperative Relationship Between
the Clinic, Developer, and Apartment Owners
The first player that the Clinic brought in to connect with the apartment owners was
the developer. For several months, this relationship was fully mediated by the Clinic:
The team organized all meetings between the parties, acting as the “matchmaker,”
inviting both sides to meet. In addition, the Clinic team prepared each of the parties
20 National Outline Plan (NOP/“TAMA”) 38 grants additional building rights to apartment owners
whose buildings undergo reinforcement. The owners transfer these rights to a real-estate devel-
oper in exchange for the reinforcement, renovation, and upgrades (sometimes expansion) of their
apartments. The State also foregoes the homeowners’ purchase tax and capital gain tax, and the
local municipality pitches in by foregoing the betterment levy it is entitled to charge when tenants
obtain additional building rights. The homeowners get a reinforced, improved building that is more
resistant to earthquakes, overall renovation including both the building’s interior and exterior, and
sometimes significant expansion of each apartment. An elevator is also added since the developer
constructs extra floors on the rooftop. It is common for storerooms to be built, as well as parking
solutions, all according to the physical and economic conditions of respective projects. Each project
is examined individually: its economic potential must be well explored in order to ensure, on the
one hand, that the developer stands to gain rather than lose from it, and, on the other hand, that
apartment owners receive maximum benefits.
2 Collective Action in Urban Renewal Projects 23
for the meetings and attended every meeting as an active participant. The meetings
themselves were mediated by the Clinic team, which included a group of third-
year law students in addition to Clinic staff. At each meeting, the Clinic team made
sure to introduce all participants, set and explain the agenda, and to intervene either
when tempers flared or when they identified a knowledge gap between the parties.
The most interesting aspect of these activities was how the Clinic prepared each
side for the meetings. This preparation aspect embodied the Clinic’s endeavor to
develop the foundation for the relationship between the owners and the developer,
even before the initial encounter between the parties took place. The message that
the Clinic conveyed to the apartment owners at the first preparatory session was that
they would meet a developer whose key motivation to join the project would be
financial, but that nevertheless, the developer could be a partner who would benefit
them by significantly improving their living condition. Given this paradigm, the
Clinic encouraged the homeowners to think and act as consumers, as a legitimate
partner in the transaction, and as lead negotiators who could also make demands:
“You need to understand that you hold a lot of power in your hands.”21
Another aspect of attempting to mold the relationship between the owners and
developer came to light when residents raised questions that were beyond the Clinic’s
role and responsibility. In directing these questions to the appropriate party, the Clinic
delineated the roles and responsibilities of each of the stakeholders. The Clinic
encouraged the apartment owners to form a direct communication channel with
the developer, through which they could ask their pressing questions. That encour-
agement took a form that was not only verbal, but also demonstrated in practice, as
evidenced by the following case: At the outset of the second stakeholder meeting, the
Clinic’s law students sat among the apartment owners, rather than sitting separately
as they did in other meetings. This arrangement was spontaneous, rather than a result
of a decision made by the Clinic staff. During the meeting, the students asked the
developer several tough questions about the project plans—the vast majority of which
were from the perspective of the apartment owners and about neighborhood inter-
ests. The students did not pretend to be apartment owners, but their placement among
them, along with the nature of the questions they asked, challenged the developer’s
representatives, leading them to supply complete answers to the apartment owners.22
The students later discussed the meeting among themselves. They noted that they
had made sure to ask the developer all the “tough” questions that the apartment
owners should have raised but did not do so. By voicing the concerns that indeed
needed to be heard, the students created a model for apartment owners to emulate,
presenting the latter with a mode of behavior that they may not have considered
possible.23
21 From Galia Rattner’s thesis, Attempting to find solutions to the problem of dangerous buildings:
sociology of ‘partnership’ at the Yaffo Gimmel project.” Rattner accompanied the clinic as part of
her practicum in the framework of her master’s degree and documented all the meetings that took
place over an entire year.
22 Rattner, Ibid.
23 Rattner, Ibid.
24 O. Bloom
As mentioned, the developer also participated in preparatory sessions organized by
the Clinic, prior to first meeting with the apartment owners. Part of the preparation
was informative in nature: The Clinic team handed over the minutes of meetings
it had held with the owners, as well as a list of questions and issues raised by
the apartment owners (moderated by the Clinic). Another part of the preparation
focused on presenting the Clinic’s vision and gradually building the developer’s
social awareness regarding the needs of the homeowners.
The Clinic staff believed that by maintaining an ongoing relationship with the
developer, the latter would absorb some of its values and its worldview. Shortly after
the Clinic’s relationship with the developer began, the former’s staff proudly noted
that the developer called itself a “social developer.” This sense of pride emerged
from the Clinic’s goal to ascribe a specific role and identity to the developer; one
that appreciates the need to contribute positively to the lives of the apartment owners
and of the entire community.24 From the developer’s perspective, pronouncing itself
as a social developer was the first step toward adopting social values as part of the
company’s social identity.
The Clinic team’s experience in guiding the relationship among the stakeholders
and their different identities was at times defined by success, and at other times
defined by episodes of failure and loss of control over the stakeholder system, as
discussed below.
2.7.2 Moments of Success in Guiding the Stakeholder
Relationship
From the first drafts, the architectural plans included the installation of elevators as
an integral part of the refurbishment of the buildings. The introduction of elevators
is a fundamental aspect of plans prepared under NOP 38. But in the case of Kurt
Tucholsky Street, this feature was perhaps the most significant that the developers
could supply for the benefit of apartment owners, in particular the elderly and ailing
among them, to improve their mobility and quality of life. When the developer first
presented the plans, the owners were told that the architects had found that the
only way to install an elevator would be through pre-existing concealed laundry
hanging spaces located on external walls outside each apartment’s kitchen.25 When
the developer noted the intensity of the owners’ objections to this proposal, they
organized a meeting between themselves, the owners, and the architect. The latter
claimed that given the constraints of the buildings, there was no other option, to
which claim the owners responded in anger and opposition. The owners had two main
claims: (a) that it is not appropriate to have guests enter each apartment through the
24 Rattner, Ibid.
25 It is quite common in Israel, particularly in older buildings, to hang laundry from clothes-
lines suspended on external walls. Often these clotheslines are concealed with metal or concrete
latticework.
2 Collective Action in Urban Renewal Projects 25
kitchen and (b) that they require the laundry spaces, as most of them hang laundry
there rather than using an electric dryer. Thus, the owners’ opposition provided a
vivid illustration of a clash between cultural and social perceptions. The unequivocal
message the owners conveyed to the developer and the architect was that they should
be attentive to the former’s needs, because otherwise the project would not come to
fruition.
Although the developer and architect reiterated that there was no alternative and
that the solution that they were presenting was the best they could find, the subject
remained highly sensitive. In the two weeks following presentation of the plans,
students from the Clinic held small-scale meetings with each family individually, in
which the subject of the location of the elevators arose repeatedly as a significant
complication. Finally, after repeated objections, the developer set the architect the
task of finding another creative s olution that would better suit the homeowners’
demands. Such a solution was indeed found: The alternative architectural plan placed
the elevators at the front of the building, allowing entrance to the apartments directly
to their living rooms (and not their kitchens). This placement of the elevator would
lead to a slight reduction in the size of the living room window in each apartment,
but as a “compensation”, the plans add a sun terrace to each apartment.
The apartment owners responded enthusiastically to the new plans. The Clinic
saw the change to the plans as an achievement on the part of the owners, congrat-
ulating them on their great success. The change to the plans in response to the
demands of the owners was thus marked out among the Clinic staff as one of its
key successes. From the Clinic’s perspective, the achievement was twofold: First,
the communication between the owners and developer was conducted in the spirit
that the Clinic had worked to instill, and just as significant—the plan change took
place without threatening the stability of the project system. Second, the achievement
demonstrated one of the means by which the power relations between the developer
and homeowners are formed: Through the Clinic’s design and management of the
relationship between the developer and owners, and through its encouragement and
support, the owners acquired power vis-à-vis the developer. And yet, in the recog-
nition of that power, a disquieting question arose in the background: In the future,
would the owners be capable of bringing about a similar process themselves, without
the Clinic’s assistance?26 This question remains unanswered.
2.7.3 Moments of Failure in Steering the Stakeholder
Relationship
The Clinic managed to steer the relationships between the various stakeholders, as
long as the process was under its control. The issue of the elevators discussed above
demonstrates a case in which the communication between the developer and the resi-
dents was conducted in accordance with the Clinic’s design. And yet, the Clinic did
26 Rattner, Ibid.
26 O. Bloom
not have full control to manage the relationships among the stakeholders throughout
the process.27 For example, various market limitations dictated new conditions for the
project. When the architectural plans came before the District Planning Committee
for approval, its appraiser formed the opinion that the project was not economically
viable in its then-format and therefore, that additional floors should be permitted.
This decision conflicted with the Clinic’s standpoint, as it had aimed to control the
flow of new dwellers in the buildings, so that the pre-existing social and cultural
fabric would not be significantly impacted. The Clinic team also feared that the addi-
tion of a significant number of apartments would significantly increase the buildings’
maintenance costs, to the extent that the original owners would face financial harm
in the future.
Another example of the Clinic’s lack of control in steering the system was the
change of plans regarding the population that would live on the newly floors to be
added to the buildings. As mentioned, the original plan was that the new, upper
floors would be designated as rental housing for students from the nearby academic
college. The Clinic team’s vision was that the students who would live in the new
apartments would integrate into the community, even contributing their time to assist
local residents, under the College’s volunteer program. However, despite the fact
that in the early stages of the project, there was full cooperation between the Clinic,
the developer, and the College, the College eventually withdrew from the project.
The College’s withdrawal, together with other market constraints, led to the new
apartments being sold on the open market rather than rented to students. From that
moment on, the Clinic was no longer in control of the social elements of the project,
and thus was unable to direct the social enhancements that the team had envisioned.
2.7.4 The Dynamism of the Stakeholder System
The project began as a social initiative by the Clinic’s team, but branched out over
time, with more and more stakeholders coming on board, compounding the various
interests in, and expectations from, the project. The plan became more sophisticated,
more complex, and more detailed. To understand the dynamism of the stakeholder
system, one must recognize the many ways in which the project was constantly
evolving.
The project’s general action plan changed several times along the way. For
example, as described above, the Academic College, which was initially involved,
found alternative housing solutions for its students, leading to cancelation of the
plan to rent the new apartments to students. The project’s construction plan also
changed frequently, being often r edesigned according to both the bidding of various
stakeholders and market constraints. In addition, each of the stakeholders changed
their positions over time and changing circumstances: For example, at the outset, the
apartment owners simply sought a solution to their indictments and to their buildings’
27 Rattner, Ibid.
2 Collective Action in Urban Renewal Projects 27
safety defects; over time, their focus widened to the “grand plan” for urban renewal.
The Clinic also underwent a change: At first, it was highly involved in promoting
the project, but over time, the staff began to doubt their level of involvement in
the process. Understanding that the project would drastically change the apartment
owners’ lives led the team to feel an increased sense of responsibility and concern
for the owners’ future. When the project reached the stage in which the developer
and owners signed contractual agreements, the Clinic took a step back and the devel-
oper managed the signing process. At that point, the Clinic team limited its role to
explaining the contract and its terms to the owners. Over time, as the involvement
of the Clinic diminished, the developer became the dominant actor conducting the
project.
Individual stakeholders sometimes took on multiple standpoints simultaneously.
For example, the municipality filed indictments against the owners, but at the same
time was a partner in the attempt to find a solution to repair the hazardous buildings.
There was also significant dynamism in the relationships between the various players.
These relationships ranged from cooperation and even friendship, to mistrust and
even hostility. For example, the developer’s relationship with the apartment owners,
which was originally fully mediated at by the Clinic, became at times independent
and disconnected from the Clinic’s influence. The owners’ original hesitation and
suspicion of the developer were superseded by trust and direct communication. The
Clinic’s relationship with the developer was also variable: At times, there was full
cooperation between the two, but at other times the Clinic staff felt the need to
be cautious and to put limits on the developer’s power. All of the above portrays a
complex stakeholder system. Uncertainty, tension, suspicion, and competing interests
were present alongside the cooperative effort.28
Despite the attempts to supervise, and to direct relationships and communication,
the Clinic was unable to control the stakeholder system at will. The large number
of actors and constraints created a vibrant and changing system; relationships were
created and dissolved, and each of the actors had the power to undermine, as well as
to influence the project’s character.
2.8 Conclusions
From the outset, the urban renewal project for buildings on Kurt Tucholsky Street
involved the formation of a stakeholder system that was made up of multiple actors
that both influenced and were impacted by the project. In the early stages, the key
players were the apartment owners, the Clinic, and the municipality, who were then
joined by the developer followed by the Academic College, which was searching
for residential solutions for its students. Additional stakeholders, who joined later,
were lawyers and the project architect. But this list does not represent the entire
stakeholder system; rather, this system was fluid and transformed frequently, as over
28 Rattner, Ibid.
28 O. Bloom
time different players took on more or less central roles, or their association with the
project ended.
The collective action that the Clinic attempted to spur had both successes and
failures. In its undertaking, the Clinic was required to take a series of actions: Initially,
it had to define the problem and the solution in service of which the stakeholders
would come together, and also frame the story and vision that justified the initiative.
Next, it had to recruit the stakeholders through a variety of means. In order to ensure
that the stakeholder system operated as planned, the Clinic also worked to guide the
communication among the actors. Thus, the Clinic’s team brought about, shaped,
and encouraged the relationships it saw as desirable—those that would ensure that
the parties would adhere to the roles it had assigned them.29
The Clinic had a specific vision for the relationship between the stakeholders,
which s haped its expectations from each of them. Having a role within the system, as
well as the specific relationships that the team developed with both the developer and
apartment owners, allowed the Clinic to be broadly involved in their relationship and
to function as a knowledge mediator that sought to minimize differences between the
parties. But this role did not guarantee that the players fully adhered to their assigned
roles. As demonstrated, over time the relationship slipped out of the Clinic team’s
control and developed in new directions, often to the Clinic’s dismay.
As an active player in the market that has awareness of its forces from a critical
perspective, the key tools available to the Clinic were the use of the empowerment
mechanisms that it developed in its work with the apartment owners: Instilling them
with new skills for negotiation with the developer, regularly transferring knowledge
at all stages of the project, and knowledge mediation between the different stake-
holders. The Clinic also played an important role in shaping the developer’s corporate
identity by creating expectations among the apartment owners. Those expectations
became enshrined in the company’s decision-making apparatus, and even served the
developer in future projects that it obtained based on its new self-ascribed identity.
Looking back, it seems that these are the only means left for nonprofit bodies
such as the Clinic—those that seek to create social change within the confines of the
market and find themselves bound by power relations and market constraints that
do not necessarily align with their goals and values. The Clinic made every effort to
direct the project to the extent possible, but ultimately the system took on a life of its
own through the actions of the various stakeholders. A few years following the story
told in these pages, construction began on this significant project and at the time of
writing, it has reached its final stages.
29 Rattner, Ibid.
2 Collective Action in Urban Renewal Projects 29
References
Callon M (1986) Some elements of a sociology of translation: domestication of the scallops and
the fishermen of St Brieuc Bay. In: Law J (ed) Power, action and belief: a new sociology of
knowledge. Routledge & Kegan Paul, London, pp 196–233
Carmon D, Alterman R (2011) Will my voice be heard? Public participation and the right to be heard
in planning procedures in Israel. Center for Urban and Regional Studies, Technion [Hebrew]
De Winter R (2001) The anti-sweatshop movement: constructing corporate moral agency in the
global apparel industry. Ethics Int Aff 15(2):99–115
Flint Ashery S (2020) Spatial Behavior in Haredi Jewish Communities in Great Britain. Springer,
Cham. ISBN 978-3-030-25857-3; 978-3-030-25858-0
French P (1979) The corporation as a moral person. Am Philos Q 16(3):207–215
Kennedy D (2002) The limited equity coop as a vehicle for affordable housing in a race and class
divided society. Harv Law J 46:85–125
Nagid M (2015) Public participation in local government: practical experience and lessons learned.
Policy paper 110. The Israeli Institute for Democracy, pp 1–129 [Hebrew]
Chapter 3
Citizens’ Engagement and Well-Being:
Home Is Where the Heart Is
Ayelet Sapir and Eyal Yaniv
Abstract Cities are challenged by the growing need to improve their management
skills to maintain a high quality of life and well-being for their residents. In their
ambition to achieve this goal, they set to become smart cities and therefore implement
citizen engagement methods as part of smart governance as well as reach smart cities
3.0 evolvement (Flint Ashery in Scales of change, pp. 185–192, 2023). Implementa-
tion of citizen engagement takes different forms and capacities from consulting the
public to cocreation of solutions for the city by citizens, city managers and other stake-
holders. Neve Sha’anan neighborhood in Tel Aviv Yafo was chosen as a case study to
discuss aspects of citizen engagement and its relationship with well-being. Citizen
engagement in the neighborhood was implemented using Geodesign to develop a
plan for the central bus station (see Steinlauf-Millo’s chapter). The process is used
to analyse the mediation between citizen engagement and well-being through moti-
vational and cognitive factors. These factors include satisfaction, place attachment
and service quality. Conclusions indicate the importance of citizens in the decision-
making of the local habitat and the need to include the different communities that
reside in a place.
Keywords Citizen engagement ·Smart cities ·Well-being
3.1 Introduction
Populations in cities have boomed significantly over the past few decades (OECD
2020). Most of humanity is living in cities (Chourabi et al. 2012) with a forecast
approaching 70% by 2050 (United Nations 2018). Therefore, cities are challenged by
A. Sapir (B) · E. Yaniv
Bar Ilan University, Ramat Gan, Israel
e-mail: ayeletsapir10@gmail.com
E. Yaniv
e-mail: eyal.yaniv@biu.ac.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_3
31
32 A. Sapir and E. Yaniv
the growing need for municipal services that require them to improve their manage-
ment skills if they aim to maintain a high quality of life and well-being for their
residents.
The need to acquire new management skills was a catalyst for a new field in
research, namely smart cities. Smart cities is a term that describes cities whose goal
is to provide their citizens with better quality of life and well-being by investing in
technologies, communication, mobility governance and human resources (Caragliu
et al. 2011; Irungbam 2016; Kummitha 2019; Kummitha and Crutzen 2017). Indeed,
the six dimensions upon which smart cities performance is usually measured are:
smart economy, smart mobility, smart environment, smart people, smart living and
smart governance (Caragliu et al. 2011).
One of the methods employed within these dimensions is citizen engagement
as part of smart governance (Giffinger et al. 2007a). Citizen engagement, meaning
the active participation of citizens in the decision-making process of their city, was
found to have a positive effect on the well-being of citizens (De Guimarães et al.
2020). Furthermore, citizen engagement is part of the evolution of smart cities. Liter-
ature describes three generations for smart cities development. Smart cities 1.0 was
technology driven and led by technology companies. Smart cities 2.0, Technology
enabled, city led and finally smart cities 3.0 citizen cocreation, where citizens engage
with the city in creating services they need (Apanaviciene et al. 2020; Cohen 2015).
Cities implement citizen engagement at different levels, methods and fields of
interest. These levels refer to the involvement and power citizens have in the process
from passive information recipients to codevelopers of solutions for the city (Arnstein
1969). The methods used to gain citizens’ input are also versatile. Citizen engage-
ment can be facilitated using surveys, group consultations, brainstorming accelerator
programs and more. Lastly, the fields of interest that can benefit from citizen engage-
ment are as wide as the cities’ management issues, for example design of urban
spaces, a decision on utility for areas, creation of new services, usage of city data
and much more.
This chapter will discuss the case study of the Neve Sha’anan neighborhood in
Tel Aviv Yafo where citizen engagement was employed for urban planning using
Geodesign methods (Ashery and Steinlauf 2018). This discussion aims to contribute
to the development of the citizen engagement theory. First, it will discuss how citizen
engagement contributes to the quality of life and well-being in the neighborhood.
Subsequently, mediation constructs will be reviewed to illustrate the mechanisms that
may facilitate such a contribution. Moreover, the discussion raised in this chapter
aims to make a practical contribution to the understanding of municipal managers.
The goal is to provide them with an understanding of how urban planning using
citizen engagement can assist them to tune with the expectations of their citizens.
They will gain a better understanding of the motivation to join citizen engagement
initiatives as well as the contribution of the initiatives to the well-being of their
constituents.
This chapter begins with the definition of citizen engagement explaining its signif-
icance and the different formations that citizens can contribute to their city’s decision-
making process. Then, quality of life and well-being are discussed to address the
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 33
relationship between these two constructs. The next section is dedicated to the moti-
vational constructs (satisfaction and place attachment) and the cognitive construct
(service quality) that are suggested to mediate the relationship. Then, the Neve
Sha’anan case study is described along with the Geodesign method used for urban
planning in the neighborhood. The theoretical considerations are described through
the prism of the case study to demonstrate how Geodesign methodology aims to
improve citizen well-being and quality of life. Finally, the chapter is concluded by
thoughts and recommendations for future research.
3.2 Literature Review
3.2.1 Citizen Engagement
Engagement is an interaction or dialogue that takes place between citizens and
organizations concerning the decision-making of the organization. It is a widely
studied area in marketing targeting consumer engagement (Calder et al. 2009;de
Oliveira Santini et al. 2020; Surprenant and Solomon 1987). Citizen engagement
has been widely studied in the fields of political science and public administration,
with research showing that active participation in decision-making processes leads
to better outcomes for individuals and communities (Caragliu et al. 2011;Cortés-
Cediel et al. 2019; De Guimarães et al. 2020). In the context of cities, this term refers
to the citizens and the decision-making procedures where they live (Chen et al. 2020;
Hatuka and Zur 2020; Zarei and Nik-Bakht 2021).
In 1969, Arnstein published a paper that introduced a ladder for citizen partici-
pation in governmental initiatives which measures activities according to the power
citizens have in the decision-making process. At the lower end of the ladder, the
citizens are merely passive participators receiving input from the municipalities that
either manipulate their behavior or inform the citizens regarding the municipalities’
activities. At a higher level, actual interaction with the citizens can be found when
the government asks for citizens’ contributions as information providers or consults
with them regarding their preferences on different topics related to the city. Finally,
at the top of the ladder, citizens have the ability to influence decisions when they
gain power and control to affect the decisions made.
In this chapter, the term citizen engagement, will focus on the higher levels of
the citizen engagement ladder and refer to a bidirectional interaction or discussion
between the government and citizens as part of the collaborative urban planning
process (Ashery and Steinlauf 2018; Bonsón et al. 2012; Cegarra-Navarro et al. 2012;
Hatuka and Zur 2020;Powelletal.
2009; Powell and Colin 2008). Engaging citizens
aims to give people more of a voice in the discussion over governance (Alizadeh
et al. 2019) thereby enhancing citizen power (Sierbers and Torfing 2018).
Citizen engagement is an integral part of the development of smart cities. It
contributes to smart governance which is one of the six dimensions smart cities are
34 A. Sapir and E. Yaniv
measured by Giffinger et al. (2007b). Citizen engagement acknowledges the impor-
tance of citizens being the heart of any urban community (Kummitha and Crutzen
2019). Undeniably, citizens are the foremost recipients of cities’ services that have
a direct effect on their day-to-day lives. Therefore, the importance for inclusion of
citizens in discussions and decision-making regarding their living environment is
recognized by researchers and practitioners (Callahan 2007).
Much work has focused on the participation of citizens in collaboration with
government activities (Ianniello et al. 2019; Pina et al. 2017). However, this refer-
ences the behavioral aspects of such activities. Meaning that it measures the number
of individuals that responded or the number of responses to an initiative. Engagement
on the other hand goes beyond participation. It is the degree of bringing one’s self
into the situation (Kahn 1990). Engagement is defined as the emotional and cognitive
states individual people have concerning their participation (Calder et al. 2009; Paek
et al. 2013; Smith and Gallicano 2015).
Engagement is a bonding between participants and the organization. In the context
of cities, the organizations are local governments or municipalities that promote
advocacy by the end user who are the citizens. Moreover, engagement presents an
emotional connectedness that shows trust in the partner engaging with (Pansari and
Kumar 2017). This is the definition that the present study will use when studying
citizen engagement.
Promoting citizen engagement is a key factor for smart cities through smart gover-
nance (De Guimarães et al. 2020). Thus, making it an intriguing idea to study and
pursue. In General, engagement includes activities and communications that can be
taken by individual citizens to contribute to their local community (Cegarra-Navarro
et al. 2012) at different levels (Callahan 2007; Ianniello et al. 2019). These activities
allow for interactions between municipal governments and the citizens that reside in
the city (Zhu et al. 2022).
Citizen engagement encapsulates challenges and opportunities for both partic-
ipants, the city and the citizens. Initiation of citizen engagement activities has to
consider the complexity of the process along with the advantages and benefits the
process may yield.
Citizens have the potential to contribute to many municipal activities including
participatory budgeting, urban planning, development of services and more
(Campagna et al. 2016; Ruesch and Wagner 2014). Their ability to affect decision-
making of municipal affairs depends on the power they are entrusted with (Arnstein
1969).
Citizen engagement can be implemented through a variety of instruments and
tools such as surveys, discussions, competitive events, conferences, or cocreative
processes. Some initiatives are implemented online while others are offline face-
to-face processes (Yetano and Royo 2017). Each is designed to provide different
outputs.
One of the options that is gaining popularity to implement citizen engagement
initiatives is a cocreative process. Cocreation, a term coined in marketing, is defined
by having multistakeholder involvement at different stages of development (Alimamy
and Gnoth 2022; Buonincontri et al. 2017; Khan and Krishnan 2021; Vargo and Lusch
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 35
2004). The outcomes of cocreation procedures are the product that was developed by
the interaction among various actors (Sierbers and Torfing 2018) working together
(Ercsey 2017) to achieve a common goal.
Cocreation methods in urban planning involve actively engaging citizens, govern-
ment officials, professional planners and other stakeholders in the planning of urban
spaces and decision-making processes for these areas. These methods aim to foster
collaboration, inclusivity and collective intelligence to create more sustainable and
people-centric urban environments. Commonly used methods are Charrettes Partici-
patory Mapping (Kim et al. 2020; Roggema 2014), Geodesign (Ashery and Steinlauf
2018; Campagna et al. 2016; Kuniholm 2020; Steinitz 2012) and surveys. They aim
to bridge the gap between professional urban planners, municipal managers and the
community to foster a common understanding in creating a plan for an urban space.
Examples of the contribution and involvement of citizens to urban planning to create
an impact on the design of the space (Campagna et al. 2016) can be seen in cities
like Winnipeg,1 Calgary,2 Kelowna,3 Tel Aviv Yafo4 and others involving citizens in
the development of the concept of new and existing city areas.
Regardless of the method used, citizen engagement at the higher levels described
in the participatory ladder (Arnstein 1969) is a complex and costly process for the
local government to organize such an activity. Therefore, as such it should have a
significant benefit to the city and its citizens. Since it is expected to contribute to the
well-being and quality of life of the citizens, makes the process worthwhile pursuing.
3.3 Well-Being and Quality of Life
Well-being refers to the happiness or pleasure level a person feels (Kahneman and
Krueger 2006; Medvedev and Landhuis 2018) reflecting satisfaction either in short-
or long-term periods (Hooghe and Vanhoutte 2011).
Well-being is an interesting field of research for many disciplines like psychology,
medicine, economics and community (Cooke et al. 2016; Hooghe and Vanhoutte
2011; Kahneman 1999; Medvedev and Landhuis 2018). Economists find that under-
standing the motivation and decision-making of people is related to well-being
(Kahneman and Krueger 2006; Medvedev and Landhuis 2018) making it an inter-
esting construct also in the context of citizen engagement and inclusion of citizens
in city planning.
Quality of life is a multidimensional construct associated with different factors like
satisfaction, sense of community, health, employment, safety, environment, transport,
noise, pollution, crime, governance, available services and more (Appio et al. 2019;
Ballas 2013; Macke et al. 2018; Weziak-Białowolska 2016).
1 https://engage.winnipeg.ca/river-stradbrook-wellington-road-renewal-and-protected-bike-lanes.
2 https://engage.calgary.ca/heritage.
3 https://getinvolved.kelowna.ca/north-end?tool=map#tool_tab.
4 https://shituf.tel-aviv.gov.il/#/.
36 A. Sapir and E. Yaniv
Quality of life and well-being are considered by some researchers as interchange-
able terms while others suggest that quality of life refers to objective factors (Li
and Weng 2007) while well-being refers to subjective ones (Mouratidis 2020). Well-
being is considered at times as the outcome of positive situations that are referred to
by the quality of life for citizens (De Guimarães et al. 2020) while others consider
the terms interchangeable.
Smart city research recognizes that quality of life is essential for the development
of smart cities (Cortés-Cediel et al. 2019; De Guimarães et al. 2020; Gil-Garcia et al.
2015; Macke et al. 2018; Nam and Pardo 2011) and is in fact one of the goals for
smart cities in their race to become smarter (Appio et al. 2019; Yigitcanlar et al.
2018). Literature shows that participative projects have an impact on the citizens’
quality of life (Chourabi et al. 2012; Macke et al. 2019) recognizing the importance
of the citizens’ input to these projects (Cortés-Cediel et al. 2019).
Since smart city and participative projects affect citizens’ quality of life (Chourabi
et al. 2012; Macke et al. 2019) and urban planning was found to be connected with the
quality of life (Papachristou and Rosas-Casals 2019) it can be assumed that citizen
engagement in urban planning will have a positive impact on quality of life. The
theory presented here suggests that the relationship between citizen engagement and
well-being is mediated through motivational and cognitive aspects.
Several reasons could explain the connection between citizen engagement with
quality of life and well-being. For example, some explanations point to motiva-
tional factors while others suggest that the connection is facilitated through cogni-
tive factors. Motivational aspects include emotional and psychological factors. This
chapter explores the mediation role of motivational factors such as place attachment
and satisfaction from the design of the space as well as cognitive aspects like service
quality on the relationship between citizen engagement and well-being.
3.3.1 Satisfaction
Satisfaction is a sense of delight that reflects the level of expectations met. It demon-
strates a subjective evaluation by a person from the performance of a service or
product or the person’s assessment how much the performance met the expected
outcome (Corrado et al. 2013;Molm
1991; Nadeem et al. 2020; Sales-Vivo et al.
2020; Surprenant and Solomon 1987). Satisfied customers are content with the
offering they receive from the organization they are interacting with (Hollebeek
and Rather 2019).
The result of citizen engagement activities concerned with urban planning is a
design of the urban space by citizens collaborating with other stakeholders such as
governmental managers, urban planning professionals and other interested parties.
Satisfaction from the process reflects how delighted are the participants with the
process that has met their expectations. Although measurement of satisfaction in
such initiatives is challenging (Kuniholm 2020), it is interesting to learn the level
and origin of satisfaction of the citizens taking part in the process.
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 37
3.3.2 Place Attachment
Place attachment is a multifaceted construct that refers to a bond one has to a location
and its affection toward a place (Boley et al. 2021). Researchers have focused on
psychological aspects describing emotional connection and feelings that people have
with a place and how they identify with a specific geographical location (Boley et al.
2021; Corrado et al. 2013; Shin and Jin 2022; Williams and Vaske 2003; Woosnam
et al. 2018). A place is defined both by physical factors such as size structures and
shapes as well as psychological factors reflecting their experiences and memories of
a place. People’s relationship with a place and the meaning they attribute to the place
becomes part of the placeness of a certain location. Indeed, it has been suggested
that the regeneration of urban surroundings has to consider the emotional connection
of those living or visiting the place to keep its sense of place (Ujang and Zakariya
2015). Therefore, citizen engagement in creating a place would provide the planners’
insights into the makings of a place in order to continue dwellers’ attachment to the
venue. Connection with a place may be based on a social basis where one depends
on the assistance of fellow citizens in the community at times of need. It may also
stem from a physical basis that considers the quality of the place. Another possible
connection could be based on cognitive factors such as memories one has with the
place (Corrado et al. 2013;Kan 2007; Scannell and Gifford 2010). Measurements
for place attachment are mostly focused on place identity and place dependence.
Whereas the first implies the emotional connection and the latter the functional
connection (Boley et al. 2021; Williams and Vaske 2003; Woosnam et al. 2018).
Citizen engagement initiatives in urban planning can reveal the source of bonding
and build on it to enhance and strengthen attachment.
Place attachment is interesting for long-term citizens as well as those visiting
for shorter terms. Therefore, it is studied with regard to citizens living in a certain
location as well as tourists visiting a place (Shin and Jin 2022; Suntikul and Jachna
2016; Woosnam et al. 2018). Literature shows newcomers to a city are less satisfied
and more critical than citizens who have lived longer in a specific place (Weziak-
Białowolska 2016). Moreover, those living longer terms show more place attachment.
Figure 3.1 shows, for example, the proposed urban planning for the ultra-Orthodox
neighborhood of Ramat Shlomo, in which personal identities were integrated into
the planning design of the space.
Literature suggests that place attachment is related to civic participation in citizen
engagement initiatives (Shin and Jin 2022). Moreover, there is also evidence that a
lack of belonging may be could be related to less participation (Hatuka and Zur 2020).
Thus, making the relationship between citizen engagement and place attachment
interesting to explore.
Turning now to consider the cognitive aspect that could explain the relationship
between citizen engagement and quality of life, the next paragraph will review the
evaluation of the outcome of the citizen engagement initiative.
38 A. Sapir and E. Yaniv
Fig. 3.1 Final plan for Ramat Shlomo neighborhood as designed during the geodesign workshop.
The group identity is reflected in the division of the neighborhood into mini-complexes for each of
the ultra-Orthodox sect, including dedicated institutions (synagogues for each sect, separation of
schools between sects and genders) and facilities, extensive use of public transportation and bike
paths
3.4 Service Quality
Research suggests service quality mediates the relationship between citizen engage-
ment and well-being. At large, municipal outputs toward citizens are service-oriented
(Li and Shang 2020), making the quality of city services an important determinant
of well-being in urban areas. Such services can include for example online, social,
waste disposal, etc. Access to high-quality services such as public transportation,
affordable housing and healthcare are crucial for the health and well-being of citi-
zens. The utility and service expected from urban planning are shaping the public
space to address the needs of those using it. Service quality in the eyes of citizens in
this context is defined by the ability of the space designed to comply with their needs
and requirements of that space. In smart cities, high quality of service is expected
(Zhu et al. 2022).
Service quality can broadly be defined as an abstract concept for evaluating the
perceived performance of a service to the end user. According to Parasuraman et al.
(1985), the construct illustrates the gap between the expectations from a service to
the perceived performance.
Research has shown that citizens with consistent access to high-quality services
are more likely to be satisfied with their lives and report higher well-being. It is
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 39
generally expected that solutions that have a better fit for those using them will be
more satisfying.
Citizen engagement by nature and specifically participatory urban planning
involves more people developing city spaces. This has the potential to improve quality
of outcomes developed using the wisdom of the crowds (Hong et al. 2016, 2020).
Cocreation, the collaborative creation of solutions, is considered an antecedent
of satisfaction (Nadeem et al. 2020; Sales-Vivo et al. 2020). Such satisfaction could
have an impact on the gap evaluated when assessing service quality.
The impact of satisfaction on the city changes in accordance with an implementa-
tion of services. Citizens that are not happy with city services such as transportation,
amenities and environment will report dissatisfaction with the city. However, citi-
zens that are satisfied with security show an impact on satisfaction with the city in
comparison to other areas of service such as transportation, amenities and environ-
ment (Mouratidis 2021; Weziak-Białowolska 2016). These aspects are especially
important when developing a plan for urban space and considering the diverse issues
that the space should provide to the residents and visitors.
3.4.1 Citizen Engagement: Geodesigning the Neve Sha’anan
Neighborhood
Citizen engagement is both a concept and a set of methods used to attract citizens
to participate in the planning process as will be further described in relation to the
Neve Sha’anan neighborhood.
Neve Sha’anan is a neighborhood located at the southern part of Tel Aviv Yafo.
This neighborhood founded in 1921 has evolved into one of the most complex
neighborhoods in the city, characterized by overcrowding, neglect and crime. Neve
Sha’anan is populated by communities of low socioeconomic status. An estimated
15,000 people live there, of which 10K are undocumented residents, refugees, asylum
seekers and foreign workers.
The Neve Sha’anan project discussed in this chapter is an interesting case study
that uses Geodesign to engage citizens. Geodesign is an approach to urban planning
and design processes that combines geospatial analysis, design and collaborative
decision-making (Ashery and Steinlauf 2018; Haddad 2015; Steinitz 2012). These
include surveys, consultations and cocreation (Davis et al. 2021). The Geodesign
workshop as it was performed in Neve Sha’anan (see Chap. 5) is an interesting
case study for examining citizen engagement as it encapsulates all constructs of the
model. The following paragraphs will review the theory of citizen engagement as it
is manifested in this case study.
40 A. Sapir and E. Yaniv
3.4.1.1 Citizen Engagement
The engagement of citizens (as well as other stakeholders) can be examined and
assessed by their contribution and dedication to the workshops they participate in
and their involvement in articulating the priorities of the group that they represent. In
bringing these priorities and insisting on the ones important to them to the negotia-
tion discussions, they demonstrate their level of engagement. The Geodesign method-
ology allows citizens to engage in the planning process and create a planning solution
that is in line with their values and beliefs. Citizens in the process are equal part-
ners along with other stakeholder groups that contribute to the decision-making of
the final planning solution created. The voice and opinions of the citizens are kept
throughout the planning process and their impact on the planning process is signifi-
cant. The citizens’ work is in collaboration and communication with the government
officials participating in the design. The consensus map that the process leads to
shows the influence of the citizens. In initiating a collaborative process of design,
the local government commits to smart cities and smart governance methodologies.
In literature, citizen engagement has been associated with well-being and quality
of life. The next paragraph will review how the implementation of Geodesign as a
citizen engagement methodology contributes to well-being and quality of life.
3.4.1.2 Well-Being and Quality of Life
Assessing well-being and quality of life is a complex task as an outcome of the
Geodesign planning process. Indeed, this outcome is a plan that has been accepted
by all stakeholders participating in the planning. However, until its implementation,
it only illustrates the vision or wishes of those involved for the best option plan.
Although well-being may be affected by collaborative planning itself, it should be
considered that the ultimate goal of any planning process is the implementation of
the plan.
Research shows that the level of agreement for a plan is related to the likelihood
of its implementation (Steinlauf-Millo et al. 2021). Nevertheless, for the decision-
making process to be completed, might require the consequent acceptance of the
plan to implement and consequently the implementation itself. These are expected
to influence the quality of life of the citizens living in Neve Sha’anan or any other
area planned to use the Geodesign methodology.
3.4.1.3 Place Attachment
The place, its features and its functionalities are at the heart of the Geodesign process.
The concept encapsulates the idea that all stakeholders have a say in the development
of a plan for a specific location that would address their needs and wants to create a
better living environment. The function of a place is addressed in place attachment
by place dependence. While the identity of the place may be paramount for citizens
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 41
that look to impact their community and interact with others both within and other
stakeholders to introduce their wishes to the new plans.
Although most literature on place attachment discusses place identity and place
dependence (Boley et al. 2021; Woosnam et al. 2018), there is some evidence to
suggest that connection with the community increases place attachment (Lewicka
2011). Collaboration using the Geodesign methodology in GDH studios creates an
opportunity for citizens to connect with their communities and neighbors when plan-
ning an urban space that serves them. Moreover, the merging of groups that is done
during the different iterations of the process exposes them to other stakeholders in
the area such as business owners, government officials and others that enable them
to have an even greater interaction with peers and increase their social network that
revolves around the area.
3.4.1.4 Satisfaction
Satisfaction is a sense of delight that reflects the level of expectations met. In Geode-
sign, the methodology designs a process which is navigated toward developing a
plan that meets the expectations of the participants by negotiation between them on
the issues important to consider in the area as well as to the group that they belong
to. Each stage of the process results in a consensus map and prioritization of the
discussed issues that impact the area.
However, since the plan does change through negotiations, and the final result is
indeed a compromise that was reached by all parties involved in the process, it is
worth considering that there should be an assessment of the satisfaction level of the
participants after several rounds of planning and merging of groups. It is especially
intriguing to discover whether the changes in the results of each stage are reflected
in the satisfaction levels of the participants or, whether the fact that the changes
were made through a process of acceptance by participants has an impact on the
satisfaction that stays the same.
The Geodesign platform also allows separate evaluation of satisfaction for citizens
from the urban space. This feature allows the assessment of satisfaction during the
different stages of the process.
Place attachment and satisfaction are motivational constructs that are emotionally
oriented. The construct discussed in the following paragraph relates to the quality of
the plan being developed and is considered to illustrate the cognitive route.
3.4.1.5 Service Quality
The Geodesign process promotes a solution that is based on acceptance and agree-
ment by all participants involved. The expectations of all stakeholders are woven
throughout the process from the first draft created separately by each group to the final
unified urban plan. Beginning at the preliminary stage when the groups are formed,
participants are divided into groups according to their different identities, citizens,
42 A. Sapir and E. Yaniv
government officials, planners, etc. Such a division is aimed at creating closeness of
interests inside each group. In the next step, each of these groups performs an internal
discussion about their needs and requirements. The result is a consolidated vision
of the group’s priorities and maps regarding the designated area. In the following
stages, each group is teamed with another stakeholder group that is closest to it in its
prioritization. The new team negotiates a consolidated vision that considers all their
previous separate expectations and priorities and adapts them through discussions
and negotiation. The outcome of this stage, again, is aligned with the original expec-
tations of those participating in both groups. Using GDH enables tracing of changes
from each stage to the next. Although each iteration of the process and teaming of
new and bigger groups has an effect on the original plan, these changes are sewn
to the final plan by discussion and acceptance of participants of the changes. Thus,
leading to a result that meets the expectations of participants. The linkage created
in the Geodesign process between the original plan and the outcome should ensure
that the gap Parasuraman et al. (1985) assesses will be kept as minimal as possible
and increase service quality.
3.5 Conclusion
The growing increase in population in cities has motivated city managers to seek
new governance and management methodologies to enable effective functioning
that contributes to well-being and quality of life. One of these methods is citizen
engagement which promotes the citizens into bringing their voices into the decision-
making process in the city.
This chapter used the case study urban planning of Neve Sha’anan neighborhood
in Tel Aviv Yafo that implemented Geodesign methodology using GDH to engage
citizens and demonstrate the considerations for citizen engagement theory. It char-
acterized the elements of citizen engagement in urban planning and Geodesign and
proceeded to propose the theory for citizen engagement relation with well-being
using these elements.
This analysis shows the rationality of the three proposed mediators in explaining
the relationship between citizen engagement and well-being. These mediators include
satisfaction, place attachment and service quality. While the first two are motivational
constructs referring to the emotional connection with the process, the latter is a
cognitive construct that refers to the merit of the result. The chapter also indicates
why engagement should be assessed according to the emotional attributes rather than
the behavioral ones of participation.
However, this analysis sheds light on issues that require further investigation by
scholars. The main issue that requires attention involves the participants that choose
to take part in the citizen engagement initiatives. To gain the community’s point of
view on the matter of engagement, organizers ensure that a balanced representation
of residents will participate. Such a balance should consider gender, age, economic
status, homeowners and renters. In Neve Sha’anan, such considerations also include
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 43
the documented and undocumented residents as well as subcommunities and ethnic-
ities living in the area. Nonetheless, it raises the question of whether only those
residing in the neighborhood should be invited to the discussion. Indeed, urban space
has a major effect on those living in the neighborhood. Nonetheless, future research
should consider whether residents of adjacent neighborhoods using the area should
also take part in the process.
Another topic that requires elucidation that specifically arises from the case of
Neve Sha’anan is the differences in place attachment for different types of resi-
dents and how these differences impact the relationship between citizen engagement
and place attachment. Much work has been done on factors for place attachment
considering differences between tourists and residents (Aleshinloye et al. 2021;
Romão et al. 2018; Woosnam et al. 2018) as well as on citizen engagement with
tourists (Buonincontri et al. 2017; Mathis et al. 2016). Scholars have also consid-
ered differences between short-term and long-term residents in place attachment
(Weziak-Białowolska 2016). However, Neve Sha’anan residents have different types
of connections to the area since some of them are documented residents and citizens
while others have another legal standing (Flint Ashery and Steinlauf-Millo 2021,
2022). Nonetheless, undocumented individuals have community connections and a
vested interest in the area that may also impact their place attachment as well as their
citizen engagement considerations.
One thing that is clear is that different stakeholders have different considerations
when developing a plan, and it is worthwhile to collaborate with relevant stakeholders
to gain insights that benefit the result.
References
Aleshinloye KD, Woosnam KM, Erul E, Suess C, Kong I, Boley BB (2021) Which construct is
better at explaining residents’ involvement in tourism; emotional solidarity or empowerment?
Curr Issues Tour 24:3372–3386
Alimamy S, Gnoth J (2022) I want it my way! The effect of perceptions of personalization through
augmented reality and online shopping on customer intentions to co-create value. Comput Hum
Behav 128:107105
Alizadeh T, Sarkar S, Burgoyne S (2019) Capturing citizen voice online: enabling smart participatory
local government. Cities 95:102400
Apanaviciene R, Vanagas A, Fokaides PA (2020) Smart building integration into a smart city
(SBISC). Energies
Appio FP, Lima M, Paroutis S (2019) Understanding smart cities: innovation ecosystems,
technological advancements, and societal challenges. Technol Forecast Soc Change 142:1–14
Arnstein SR (1969) A ladder of citizen participation. J Am Plann Assoc 35:216–224
Ashery SF, Steinlauf R (2018) Planning vertical differentiation? Geodesign workshop in the case
study area of Neve-Sha’anan neighbourhood in Tel Aviv, pp 272–283
Ballas D (2013) What makes a “happy city”? Cities 32:S39–S50
Boley BB, Strzelecka M, Yeager EP, Ribeiro MA, Aleshinloye KD, Woosnam KM, Mimbs BP
(2021) Measuring place attachment with the Abbreviated Place Attachment Scale (APAS). J
Environ Psychol 74:101577
44 A. Sapir and E. Yaniv
Bonsón E, Torres L, Royo S, Flores F (2012) Local e-government 2.0: social media and corporate
transparency in municipalities. Gov Inf Q 29:123–132
Buonincontri P, Morvillo A, Okumus F, van Niekerk M (2017) Managing the experience co-creation
process in tourism destinations: empirical findings from Naples. Tour Manage 62:264–277
Calder BJ, Malthouse EC, Schaedel U (2009) An experimental study of the relationship between
online engagement and advertising effectiveness. J Interact Mark 23:321–331
Callahan K (2007) Citizen participation: models and methods. Int J Public Adm 30:1179–1196
Campagna M, Steinitz C, Di Cesare EA, Cocco C, Hrishikesh B, Canfield T (2016) Collaboration
in planning: the geodesign approach. Rozw Reg Polit Reg 35:55–72
Caragliu A, Del Bo C, Nijkamp P (2011) Smart cities in Europe. J Urban Technol 65–82
Cegarra-Navarro JG, Pachón JRC, Cegarra JLM (2012) E-government and citizen’s engagement
with local affairs through e-websites: the case of Spanish municipalities. Int J Inf Manage
32:469–478
Chen Q, Min C, Zhang W, Wang G, Ma X, Evans R (2020) Unpacking the black box: how to
promote citizen engagement through government social media during the COVID-19 crisis.
Comput Hum Behav 110:106380
Chourabi H, Nam T, Walker S, Gil-Garcia JR, Mellouli S, Nahon K et al (2012) Understanding smart
cities: an integrative framework. In: Proceedings of the annual Hawaii international conference
on system sciences, pp 2289–2297
Cohen B (2015) The 3 generations of smart cities: inside the development of the technology driven
city
Cooke PJ, Melchert TP, Connor K (2016) Measuring well-being: a review of instruments. Couns
Psychol 44:730–757
Corrado G, Corrado L, Santoro E (2013) On the individual and social determinants of neighbourhood
satisfaction and attachment. Reg Stud 47:544–562
Cortés-Cediel ME, Cantador I, Bolívar MPR (2019) Analyzing citizen participation and engagement
in European smart cities. Soc Sci Comput Rev. https://doi.org/10.1177/0894439319877478
Davis J, Pijawka KD, Wentz E, Hale M, King DA (2021) Evaluating geodesign for community-
based tribal planning: the role of planners in marginalized communities. J Am Plann Assoc
87:527–541
De Guimarães JCF, Severo EA, Felix Júnior LA, Da Costa WPLB, Salmoria FT (2020) Governance
and quality of life in smart cities: towards sustainable development goals. J Clean Prod 253.
https://doi.org/10.1016/j.jclepro.2019.119926
de Oliveira Santini F, Ladeira WJ, Pinto DC, Herter MM, Sampaio CH, Babin BJ (2020) Customer
engagement in social media: a framework and meta-analysis. J Acad Mark Sci 48:1211–1228
Ercsey I (2017) The role of customers’ involvement in value co-creation behaviour is value co-
creation the source of competitive advantage? J Compet 9:51–66
Flint Ashery S (2023) Using negotiation to reduce the gap between planning and implementation.
In: Bevk T, Mojca G (eds) Scales of change. ECLAS, pp 185–192
Flint Ashery S, Steinlauf-Millo R (2021) Geodesign between IGC and geodesignhub: theory and
practice. In: Geertman SCM, Pettit C, Goodspeed R, Staffans A (eds) Urban informatics and
future cities. The urban book series. Springer. https://doi.org/10.1007/978-3-030-76059-5
Flint Ashery S, Steinlauf-Millo R (2022) Planning vertical differentiation? Geodesign workshop
in the case study area of Neve-Sha’anan neighbourhood in Tel Aviv. In: Vertical cities. Edward
Elgar Publishing, pp 270–282
Giffinger R, Fertner C, Kalasek R, Milanovi´c NP (2007a) Smart cities: ranking of European mid-
sized cities. In: Digital agenda for Europe, p 28
Giffinger R, Fertner C, Kramar H, Meijers E (2007b) City-ranking of European medium-sized cities.
Cent Reg Sci 9:1–12
Gil-Garcia JR, Pardo TA, Nam T (2015) What makes a city smart? Identifying core components
and proposing an integrative and comprehensive conceptualization. Inf Polity 20:61–87
Haddad MA (2015) Review: a framework for geodesign: changing geography by design. J Plan
Educ Res 35:228–230
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 45
Hatuka T, Zur H (2020) Who is the ‘smart’ resident in the digital age? The varied profiles of users
and non-users in the contemporary city. Urban Stud 57:1260–1283
Hollebeek L, Rather RA (2019) Service innovativeness and tourism customer outcomes. Int J
Contemp Hosp Manag 31:4227–4246
Hong H, Wang AG, Du Q, Fan W, Xu D (2016) Crowd wisdom: the impact of opinion diversity and
participant independence on crowd performance. In: AMCIS 2016: surfing the IT innovation
wave—22nd Americas conference on information systems, pp 1–9
Hong H, Ye Q, Du Q, Wang GA, Fan W (2020) Crowd characteristics and crowd wisdom: evidence
from an online investment community. J Am Soc Inf Sci 71:423–435
Hooghe M, Vanhoutte B (2011) Subjective well-being and social capital in Belgian communities.
The impact of community characteristics on subjective well-being indicators in Belgium. Soc
Indic Res 100:17–36
Ianniello M, Iacuzzi S, Fedele P, Brusati L (2019) Obstacles and solutions on the ladder of citizen
participation: a systematic review. Public Manag Rev 21:21–46
Irungbam RS (2016) The model of smart cities in theory and in practice. J Stud Manag Plan
2:156–187
Kahn WA (1990) Psychological conditions of personal engagement at work. Acad Manag J 33:692–
724
Kahneman D (1999) Objective happiness. In: Well-being: the foundations of hedonic psychology,
pp 1–23
Kahneman D, Krueger AB (2006) Developments in the measurement of subjective well-being. J
Econ Perspect 20:3–24
Kan K (2007) Residential mobility and social capital. J Urban Econ 61:436–457
Khan A, Krishnan S (2021) Citizen engagement in co-creation of e-government services: a process
theory view from a meta-synthesis approach. Internet Res 31
Kim G, Newman G, Jiang B (2020) Urban regeneration: community engagement process for vacant
land in declining cities. Cities 102:102730
Kummitha RKR (2019) Smart cities and entrepreneurship: an agenda for future research. Technol
Forecast Soc Change 149:119763
Kummitha RKR, Crutzen N (2017) How do we understand smart cities? An evolutionary
perspective. Cities 67:43–52
Kummitha RKR, Crutzen N (2019) Smart cities and the citizen-driven internet of things: a qualitative
inquiry into an emerging smart city. Technol Forecast Soc Change 140:44–53
Kuniholm M (2020) Evaluating participatory and technological integration in geodesign practice.
J Digit Landsc Archit 2020:439–446
Lewicka M (2011) Place attachment: how far have we come in the last 40 years? J Environ Psychol
31:207–230
Li Y, Shang H (2020) Service quality, perceived value, and citizens’ continuous-use intention
regarding egovernment: Empirical evidence from China. Inf Manage 57:103197
Li G, Weng Q (2007) Measuring the quality of life in city of Indianapolis by integration of remote
sensing and census data. Int J Remote Sens 28:249–267
Macke J, Casagrande RM, Sarate JAR, Silva KA (2018) Smart city and quality of life: citizens’
perception in a Brazilian case study. J Clean Prod 182:717–726
Macke J, Rubim Sarate JA, de Atayde Moschen S (2019) Smart sustainable cities evaluation and
sense of community. J Clean Prod 239
Mathis EF, Lina H, Uysal M, Sirgy JM, Prebensen NK (2016) The effect of co-creation experience
on outcome variable. Ann Tour Res 57:62–75
Medvedev ON, Landhuis CE (2018) Exploring constructs of well-being, happiness and quality of
life. PeerJ e4903
Molm LD (1991) Affect and social exchange: satisfaction in power-dependence relations. Am
Sociol Rev 56:475–493
46 A. Sapir and E. Yaniv
Mouratidis K (2020) Commute satisfaction, neighborhood satisfaction, and housing satisfaction as
predictors of subjective well-being and indicators of urban livability. Travel Behav Soc 21:265–
278
Mouratidis K (2021) Urban planning and quality of life: a review of pathways linking the built
environment to subjective well-being. Cities 115:103229
Nadeem W, Juntunen M, Shirazi F, Hajli N (2020) Consumers’ value co-creation in sharing
economy: the role of social support, consumers’ ethical perceptions and relationship quality.
Technol Forecast Soc Change 151:119786
Nam T, Pardo TA (2011) Conceptualizing smart city with dimensions of technology, people, and
institutions. In: ACM international conference proceeding series, pp 282–291
OECD (2020) OECD regions and cities at a glance 2020. OECD
Paek HJ, Hove T, Jung Y, Cole RT (2013) Engagement across t hree social media platforms: an
exploratory study of a cause-related PR campaign. Public Relat Rev 39:526–533
Pansari A, Kumar V (2017) Customer engagement: the construct, antecedents, and consequences.
J Acad Mark Sci 45:294–311
Papachristou IA, Rosas-Casals M (2019) Cities and quality of life. Quantitative modeling of the
emergence of the happiness field in urban studies. Cities 88:191–208
Parasuraman A, Zeithaml VA, Berry LL (1985) A conceptual model of service quality and its
implications for future research. J Mark 49:41
Pina V, Torres L, Royo S (2017) Comparing online with offline citizen engagement for climate
change: findings from Austria, Germany and Spain. Gov Inf Q 34:26–36
Powell MC, Colin M (2008) Meaningful citizen engagement in science and technology: what would
it really take? Sci Commun 30:126–136
Powell MC, Colin M, Powel M (2009) Participatory paradoxes: facilitating citizen engagement in
science and technology from the top-down? Bull Sci Technol Soc 29:325–342
Roggema R (2014) The design charrette. In: The design charrette: ways to envision sustainable
futures
Romão J, Kourtit K, Neuts B, Nijkamp P (2018) The smart city as a common place for tourists and
residents: a structural analysis of the determinants of urban attractiveness. Cities 78:67–75
Ruesch M, Wagner M (2014) Participatory budgeting in Germany—citizens as consultants. In:
Hope for democracy—25 years of participatory budgeting worldwide, pp 287–298
Sales-Vivo V, Gil-Saura I, Gallarza M (2020) Modelling value co-creation in triadic B2B industrial
relationships. Mark Intell Plan 38:941–955
Scannell L, Gifford R (2010) Defining place attachment: a tripartite organizing framework. J Environ
Psychol 30:1–10
Shin J, Jin H (2022) Does residential stability lead to civic participation?: The mediating role of
place attachment. Cities 126:103700
Sierbers V, Torfing J (2018) Co-creation as a new form of citizen engagement: comparing Danish
and Dutch experiences at the local government level. Int Public Manag Rev 18:187–208
Smith BG, Gallicano TD (2015) Terms of engagement: analyzing public engagement with
organizations through social media. Comput Hum Behav 53:82–90
Steinitz C (2012) A framework for geodesign: changing geography by design
Steinlauf-Millo R, Flint Ashery S, Tchetchik A (2021) Reducing gaps between planning and imple-
mentation: planning the Neve Sha’anan neighborhood with geodesign. Tichnun 18(2):118–155
Suntikul W, Jachna T (2016) The co-creation/place attachment nexus. Tour Manage 52:276–286
Surprenant CF, Solomon MR (1987) Predictability and personalization in the service encounter. J
Mark 51:86–96
Ujang N, Zakariya K (2015) The notion of place, place meaning and identity in urban regeneration.
Procedia Soc Behav Sci 170:709–717
United Nations (2018) The world’s cities in 2018. In: The world’s cities in 2018—data booklet (ST/
ESA/SER.A/417), p 34
Vargo SL, Lusch RF (2004) Evolving to a new dominant logic for marketing. J Mark 68:1–17
3 Citizens’ Engagement and Well-Being: Home Is Where the Heart Is 47
Weziak-Białowolska D (2016) Quality of life in cities—empirical evidence in comparative European
perspective. Cities 58:87–96
Williams DR, Vaske JJ (2003) The measurement of place attachment: validity and generalizability
of a psychometric approach. For Sci 49:830–840
Woosnam KM, Aleshinloye KD, Ribeiro MA, Stylidis D, Jiang J, Erul E (2018) Social determinants
of place attachment at a world heritage site. Tour Manage 67:139–146
Yetano A, Royo S (2017) Keeping citizens engaged: a comparison between online and offline
participants. Adm Soc 49:394–422
Yigitcanlar T, Kamruzzaman M, Buys L, Ioppolo G, Sabatini-Marques J, da Costa EM, Yun JHJ
(2018) Understanding ‘smart cities’: intertwining development drivers with desired outcomes
in a multidimensional framework. Cities 81:145–160
Zarei F, Nik-Bakht M (2021) Citizen engagement body of knowledge—a fuzzy decision maker for
index-term selection in built environment projects. Cities 112:103137
Zhu W, Yan R, Song Y (2022) Analysing the impact of smart city service quality on citizen
engagement in a public emergency. Cities 120:103439
Part II
Geodesigning Holistic Planning
Chapter 4
Geodesigning Neve-Sha’anan, Tel
Aviv-Yafo: Adapting to Climate Change
Through Negotiation and Collaborative
Planning
Rinat Steinlauf Millo
Abstract This research examines the role of digital negotiation in capturing and
fostering comprehensive, inclusive, efficient and responsible planning processes
that consider climate change impacts on the urban fabric. The study focuses on
Geodesignhub (GDH), a digital interface for collaborative planning, as a method
for examining the challenges and opportunities inherent in the deep involvement
of the public in digital planning processes. Tel Aviv-Yafo’s Neve-Sha’anan neigh-
bourhood provides an example of a dense urban fabric which, due to institutional,
planning and socio-economic factors, has become a complex and neglected area
suffering from air pollution and rainfall flooding hazards. This study examines the
current situation and reveals how a transparent, continuous digital feedback process
enables deep stakeholder engagement, while pursuing agreements through digital
negotiation.
Keywords Geodesign ·Digital negotiation ·Climate change ·Adaptation ·Urban
planning
4.1 Introduction
Planning strives to link scientific and technical knowledge with human actions in
public space and guides future actions in space (Friedman 1987; Alexander 2016).
The planning process is determined by systemic structural factors, regulates and
organizes spatial competition (Cullingworth and Nadin 2006; Wilson et al. 2019)
and mediates between the conflicting interests of the various stakeholders (Kiernan
1983; Forester 2006;Ruming
2012; Baarveld et al. 2015). However, how negotiation
processes can facilitate climate-adapted urban planning is not yet fully understood.
R. Steinlauf Millo (B)
Bar Ilan University, Ramat Gan, Israel
e-mail: millori@biu.ac.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_4
51
52 R. Steinlauf Millo
This research aims to examine how negotiation and collaborative planning can
be promoted by planning support systems (PSS) to foster agreed-upon planning that
reduces the present and future climate change impacts on the built environment.
Studies have shown that to reach agreements, a negotiation procedure can involve
several parties having a dispute trying to resolve it through communication (Lax and
Sebenius 1986; Claydon and Smith 1997; Fisher et al. 2020). With the development
of digital planning, a trend is developing in the western world that sees the planning
process as dynamic and continuous. As part of a comprehensive planning process,
development goals and objectives for the planning area are formulated through feed-
back process. Design alternatives are formulated via this process, offering efficient
solutions responsive to changing circumstances, aided by simulations predicting
future scenarios (Hall and Tewdwr-Jones 2010). Creating alternatives through nego-
tiation, comparing them, and evaluating future scenarios can produce an optimal
planning system responsive to future changes. To enable fair negotiations, this system
requires transparency and involvement of various stakeholders and decision-makers
who update the goals and objectives to address evolving needs and local dynamics.
Based on urban data and insights, this research examines using Geodesign to
reach agreements through negotiation around fundamental issues. A knowledge gap
persists between planning practice and using negotiation to promote planning, partly
due to the theory-practice gap in planning (Steinlauf-Millo et al. 2021). A number
of researchers who have examined the theory-practice gap in planning explain that
planning involves creating reality in the physical space, whereas theory deals with
abstract concepts that are difficult to translate into specific planning actions, there-
fore it progresses simultaneously and separately (Kiernan 1983; Alexander 1997;
Thompson 2000; Willson 2001; Kudva 2008;Watson 2008; Allmendinger 2017).
Incorporating Geodesign into a practical planning process that addresses the funda-
mental issue of climate change, we can strengthen the connection between theory
and practice. With regard to the chosen case study, the complex and neglected
Neve-Sha’anan neighbourhood in Tel Aviv-Yafo, the research examines the role
of digital negotiation in the planning processes. The study describes the theoret-
ical aspects and elements of the method. It also describes its potential for enabling
adoption of a comprehensive and critical digital process for the neighbourhood. The
research discusses how planning teams break down their experiences and prefer-
ences into agreed-upon ideas while considering broad and local contexts, especially
regarding climate change. This process aims to involve various stakeholders and
promote extensive public participation in generating sustainable development plan-
ning alternatives. Through negotiation and by creating, comparing, and evaluating
alternatives and future scenarios, an optimal planning system responsive to future
climate changes can be developed. Critically, this system is transparent and involves
various stakeholders and decision-makers who address evolving l ocal needs.
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 53
4.2 Theoretical Background: Negotiation in Planning
Development, Transportion, landscape, preservation of buildings, public policy,
economy, society, culture, environment and ecology are only some of the areas
integrated into the planning process. These are each represented by different stake-
holders, professionals, community members and politicians. With the multitude of
fields, opinions and actors involved, the decision-making process in planning has
become difficult (Shmueli et al. 2008; Samsura et al. 2010; Baarveld et al. 2015).
Consequently, the planners role has become very complex. In addition to planning,
they must also mediate and find compromise between diverse interests and profes-
sional, political and social opinions (Shmueli 2005). In fact, planning is a joint
decision-making process which progresses through negotiation (Shmueli et al. 2008).
Several urban planning researchers have recognized negotiation’s role and impor-
tance (Faludi 1985; Susskind and Cruikshank 1987; Forester and Stitzel 1989; Healy
1997; Claydon and Smith 1997; Verhage and Needham 1997). Many emphasize nego-
tiation’s importance for decision-making in a broad collaborative planning system
(Healey 1997; Hoch 2002; Shmueli et al. 2008;Ruming 2012). For example, in
“collaborative planning: shaping places in fragmented societies”, Healy proposes a
joint planning procedure to build agreements that strengthen the integrative nature
of planning. The goal is to enable planners to reconcile social forces ranging from
globalization to local public opinion (Thompson 2000). The theory of negotiation in
planning developed from communicative planning. Researchers realized “dialogue”
or “conversation” represent only part of the communication needed in the planning
process (Sager 2013), and that “discussion” and “negotiation” are required to enable
optimal planning and reflect planning in the real world (Baarveld et al. 2015).
Susskind and Cruikshank (1987) pioneered the study of negotiation in urban plan-
ning. The collaborative planning approach is a consequence of their work which drew
inspiration from Fischer and Ury’s (1981) definition of principle-based negotiation
and attitude-based bargaining. They recognized interdependent parties in all planning
decisions, highlighting that promoting joint decision-making processes like negoti-
ation ensures mutual gains (Shmueli 2005). Later, Gresch and Smith (1985) recog-
nized that negotiation contributes to the management of conflicts in legislation at
the national level, while Sheldon and Claydon (1990) engaged in a systematic study
of negotiation processes in local authorities (Claydon and Smith 1997). Over the
years, urban planning researchers have defined negotiation variously (Baarveld et al.
2015). Lax and Sebenius (1986) define negotiation as a process where conflicting
parties interact to cooperate and achieve better outcomes than non-cooperation. By
focusing on cooperation’s potential improvement, they emphasize its importance.
In other words, compromise’s whole exceeds the sum of its parts. According to
Fisher et al. (1991), negotiation is a basic means of getting what you want from
others through back-and-forth communication, the goal of which is to achieve an
agreement when the participants have both common and conflicting interests. They
emphasize both joint communication and individual results. Claydon and Smith
54 R. Steinlauf Millo
(1997) describe negotiation as a process were parties attempt agreements, distin-
guishing negotiation itself from bargaining or compromise which can be part of the
negotiation process but are not the negotiation itself. Ruming (2012) defines nego-
tiation as a process in which elements of plans and of development are traded in an
effort to ensure a result. All definitions involve adversarial parties requiring agree-
ment to ensure an outcome. However, only Ruming centers the planning process
itself in his definition.
Baarveld et al. (2015) identify several common elements across the above defi-
nitions: (1) At least two dependent actors are involved in the process; (2) They
have divergent interests; (3) There are conflicts between them; (4) They have several
common interests; (5) They communicate; (6) They strive to reach agreements. The
authors specify two negotiation approaches: integrative and distributive. They claim
real-world negotiation combine both approaches, examining negotiation processes
from two Dutch urban renewal projects (Baarveld et al. 2015). Within pathes towards
mutual agreement, forming shared aspirations and declaring intentions are both
essential.
When planning complex areas with difficult stakeholder conflicts, like within
existing neighbourhoods, dialogue or discussion are insufficient. Negotiation is
needed to yield binding agreements and compromises (Baarveld et al. 2015). There-
fore, Ruming’s (2012) definition is most relevant for examining how negotiation can
promote pre-agreed planning. His definition, situates negotiation within the planning
process itself, focused on ensuring outcomes or final design versions.
Public involvement in planning is just emerging in Israel, and planning nego-
tiations are still in their infancy (Eshkol and Eshkol 2017). Israeli planning law
does not require a process of public participation or collaborative planning, only
plan publication for approval. Public participation processes, if existing at all, are
promoted on a voluntary basis by planning institutions (Shmueli 2005). Over the
past 20 years researching the Israeli field of public participation in planning, Shmueli
concluded willingness exist, yet input minimally influences final decisions and plans.
In a 2005 article, she examined the Israeli planning system’s readiness for collab-
orative planning by analyzing different types of public participation processes of
three district plans. Despite willingness for public participation, opinions remained
insignificant affecting ultimate planning. Shmueli et al. (2008) claim that since plan-
ning entails joint decision-making, planners can benefit from using negotiation theory
to advance their goals. The authors advocate negotiation procedures in planning to
improve planning decisions and thereby increase implementation probability.
Tel Aviv-Yafo Municipality is a pioneer in the field of public participation and
collaborative planning in Israel. Since 2005, the city has operated a “municipal
program for public participation, with the goal of encouraging an organizational
culture that supports public participation and assisting municipal units in imple-
menting participation processes” (Tel Aviv-Yafo Municipality website). In the field
of urban planning, the municipality follows a “procedure for consultation with the
public in urban planning processes” designed to engage the public in the early plan-
ning stages. This public consultation procedure is mandatory and incorporated into
every upcoming urban plan, aligning with the recommendations of urban planners
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 55
and receiving approval from a special municipal committee. However, the proce-
dure does not explicitly address the existence of a negotiation process between
stakeholders as an integral part of public participation. Additionally, t here is no
established process for integrating the voices of undocumented populations (Flint
Ashery 2023). As the next step in researching planning negotiations, it is necessary
to examine how these processes can be optimized using planning support systems
(PSS). The next section introduces the GDH interface as a prototype for PSS systems.
This system, has been selected as a case study in this research to assess the capa-
bility of a planning support system in optimizing planning processes and promoting
pre-agreed planning through ongoing negotiations.
4.3 Geodesign and Planning Support Systems (PSS)
The Geodesign method enables negotiation and collaborative planning in urban plan-
ning. The origins of the term “Geodesign” date back to the beginning of human settle-
ment when people chose to live near water sources, attempted to control nature, and
create and sustain a rich and diverse world that includes social structures and political
dynamics. A significant impetus to the subject was given in Steinitz’s article from
1990 (Steinitz 1990), in studios and workshops, in which he defined a methodolog-
ical and theoretical framework situated at the intersection between planning practice,
geographical sciences, information technologies and the “inputs of local residents”,
to continue an organic process of growth (Steinitz 2023). After the 2000s, Geodesign
became one of the most popular approaches to sustainable digital planning (Wilson
2015). In collaboration with Prof. Michael Batty, Prof. Carl Steinitz supervised Dr.
Hrishi Ballal in his doctoral thesis, in which Ballal provided a practical framework
for collaborative design through a digital web-based workflow based on a systems
approach. From this work developed an interface called Geodesignhub.com (GDH),
a computerized support system for planning (PSS).
An early definition of planning support systems was provided by Harris
(1989), who described PSS as “spatially-enabled information systems inte-
grating Geographic Information Systems (GIS), models, and user-friendly geo-
visualization interfaces—including sketch planning functions and dynamic dash-
boards—supporting the planning process”. According to Harris, such a system will
support the planning process and will not be satisfied with one of the characteristics,
but will strive to answer all of the requirements. Harris’s article remains ground-
breaking even today, as it defines the need of the planning domain for a system
that provides a fully digital platform for planning. Since then, many PSS have been
created, mostly focusing on knowledge creation or impact assessment aspects of the
planning process (Flint Ashery and Steinlauf-Millo 2021, 2022; Flint Ashery and
Steinitz 2022).
The innovative GDH fully aligns with Harris’s definition. GDH was developed as
a digital internet interface for planning, aimed at fostering collaborations and negoti-
ations among professional teams and their clients, policy-makers and the general
56 R. Steinlauf Millo
public. The interface is utilized to generate design alternatives as a response to
changing circumstances, actively measuring and comparing their effects. Contin-
uous updating of the planning alternatives during negotiations results in a dynamic
circular planning process that is frequently updated as the planning area develops.
Simulations for real-time assessment and future forecasting enable decision-makers
at the relevant public level to actively participate, regularly and transparently update
goals and objectives to meet changing needs. The system is adaptable to various
scales, allowing the introduction of local knowledge from the public, combined with
insights and lessons derived from big data. Despite the extensive knowledge behind
the system, the user interface is simple, and using the system does not require prior
knowledge. This enables policy-makers, professionals from different fields, and the
general public to collaborate using a common planning language, promoting commu-
nication, objectivity, transparency and responsibility towards future generations, as
well as fostering the accumulation of local knowledge for “good planning”.
GDH is a practical framework for collaborative planning through an open digital
workflow based on a systems approach. The software offers flexibility and infrastruc-
ture that actively supports the drafting of plans and planning procedures, facilitating
collaborations between professional disciplines and the public (Goodchild 2010). As
demonstrated in the research, DGH enables the advancement of complex planning
procedures subject to dispute through negotiation.
Commonly employed for public policy and urban planning purposes, GDH
addresses areas such as infrastructure investments, environmental management and
climate change adaptation (Nyerges et al. 2016). This software serves as a medi-
ator and negotiator for socio-political issues related to location, allowing a focus
on results and proposing planning strategies that contribute to the establishment
of sustainable communities. GDH’s unique developments and tools enhance negoti-
ation and collaboration capabilities. The integration of project management interfaces
and collaboration tools within GDH ensures the implemention of negotiation results
and transparent coordination of associated activities.
4.4 Neve-Sha’anan Neighbourhood
Neve-Sha’anan was established in 1921 based on the principles of the garden city,
designed in the shape of “The Menorah” (temple lamp), being one of the initial
Hebrew neighbourhoods formed in the southern part of the expanding city of Tel
Avi v (F ig. 4.1). From its inception, Neve-Sha’anan has struggled with various orga-
nizational, spatial, social and economic challenges. In particular, the division between
two municipalities—Tel Aviv and Jaffa—until 1950, resulted in distinct development
trajectories for the north and south areas of Neve-Sha’anan (Fig. 4.2). These differ-
ences are reflected in master plans which contradict the ideals of the neighbourhood
as a “garden city” and in the absence of open and built public spaces. Over time, the
area has evolved into one of the city’s most complex regions.
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 57
Fig. 4.1 Neve-Sha’anan ‘Menorah’ layout, Tischler Josef, 1921
Neve-Sha’anan, characterized as a dense inner neighbourhood, stands as a “limit
case”, marked by marginalization and neglect. Covering a surface area of 760,000
m2, Neve-Sha’anan comprises 2% green public areas and 3% built public areas. With
a diverse population of approximately 15,000 residents, including various ethnici-
ties and financial backgrounds, the neighbourhood is home to many foreign workers,
refugees and asylum seekers. Official statistics from the Central Bureau of Statistics
(CBS) and Tel Aviv Socio-Economic Research Centre (SERC) indicates approxi-
mately 4,900 documented residents and an additional 9,000–10,000 undocumented
foreign residents, encompassing family members. According to the socio-economic
index used for population classification in Israel, considering factors like demog-
raphy, education, income, and employment, the socio-economic status of Neve-
Sha’anan rates at 3.6 out of 10, with an average monthly income of 3,124 shekels per
capita, excluding the undocumented foreign communities (SERC Statistics 2013).
In comparison, the socio-economic status of the entire city’s population is 8 out of
58 R. Steinlauf Millo
Fig. 4.2 Border between Tel Aviv and Jaffa dividing the “Menorah” layout, Tel Aviv map,
Sheinfeld, 1923
10. Moreover, the neighbourhood has relatively high levels of crime, prostitution
and drug use. Given the juxtaposition of high levels of neglect on the one hand, and
accelerated development on the other, the neighbourhood presents an interesting case
study for examining climate change effects and adaptation measures in a compact
area primarily driven by private development initiatives.
As examples of these private initiatives, there are two problematic central bus
stations. The “old central station”, constructed in the 1940s in the northern part
of the neighbourhood, was built on land donated to the municipality in exchange
for the right to develop a commercial centre. This resulted in the establishment of
a bustling and hectic commercial zone in the vicinity. The “new central station”,
located in the southern part of the neighbourhood, was constructed between 1967
and 1993, covering an area of 240,000 m2 dedicated to transportation and commerce
over seven floors. The construction of the new central station disrupted the delicate
urban layout of the “Menorah plan” due to its substantial size, and noisy and busy
nature, and the introduction of harmful pollutants into the neighbourhood (Fig. 4.3).
Presently, Neve-Sha’anan is undergoing significant transformation owing to urban
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 59
renewal plans, coupled with private initiatives, which could result in an additional
1,500,000 m2 of built area and approximately 7,000 residential units.
The combination of a complex and neglected urban area undergoing extensive
urban renewal positions this neighbourhood as an excellent case study. It provides
an ideal context for investigating the efficacy of Geodesign as a tool to promote the
initial planning process in a conflicted area.
Fig. 4.3 Outlines of the Menorah plan, the old and new central bus stations on a buildings heights
map of Neve-Sha’anan. Steinlauf-Millo, 2023
60 R. Steinlauf Millo
4.5 Methodology
The methodology employed in this research is rooted in Steinitz’s method as formu-
lated in his 1990 article and his 2012 book “A Framing for Geodesign: Changing
geography by design” (Steinitz 1990, 2023). Steinitz’s method establishes an infras-
tructure for planning based on a specific geographical location, enabling the active
participation of a large number of stakeholders in the planning process. As described
above, this methodology was digitally transformed by Ballal into the GDH interface.
The GDH system was utilized in two planning workshops that engaged 24 repre-
sentatives from various fields relevant to the planning area. During the workshops,
participants were organized into four interest groups, each proposing planning alter-
natives for the Neve-Sha’anan neighbourhood according to their initial interest. After
a process of presentation and selection of potential partners, the four interest groups
merged into two new groups. Through a negotiation process, these groups arrived at
a new collectively agreed-upon alternative. In the final stage, all source groups were
consolidated into one large group, collaboratively planning the final agreed design
alternative for the Neve-Sha’anan neighbourhood.
The workshops placed emphasis on realistic planning, aiming for a high level of
implementation feasibility. The overarching objective was to create a robust planning
and decision-making tool tailored to the complexities of the ongoing planning process
in the area. The primary goal of these workshops was to formulate a planning alter-
native geared towards doubling the population from the current 15,000 people to an
anticipated 30,000 people expected to reside in the Neve-Sha’anan neighbourhood
by the year 2035.
4.6 Research Findings
The technological leap over the last decade in the realms of communication and data
have enabled the integration of climate change research with the theoretical and prac-
tical domains of urban planning. The two Geodesign workshops focused on the future
planning of the Neve-Sha’anan neighbourhood, drawing the participation of 24 indi-
viduals from diverse disciplines. This interdisciplinary team included city planners,
architects, community representatives, and environment and sustainability experts,
representing t he four key stakeholder teams relevant to the Neve-Sha’anan neigh-
bourhood: government and municipality, business and entrepreneurship, community,
sustainability and the environment.
Following the Geodesign workflow, both workshops involved stakeholder teams
creating their initial design versions based on the defined priorities of each specific
team. The negotiation phases followed next. The first negotiation phase in workshop
1 led to the collaboration of the sustainability and environment team (ENV) and the
business and entrepreneurship team (BEOD), while the government and municipality
team (AGOV) partnered with the community team (COM). Conversely, in workshop
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 61
2 the negotiation phase resulted in collaboration between the BEOD and COM teams
versus the AGOV and ENV teams.
Following the final round of negotiations, all teams in both workshops collab-
orated to formulate the final design version. The final design alternative of work-
shop 1 preserved the neighbourhood’s initial “Menorah” layout. The building of the
new central station was preserved and repurposed as a centre for energy production
and public uses. Mixed uses towers were strategically placed along Har-Zion Ave.
Medium-density residential housing was placed in the western part of the Congress
area, while mixed-uses structures were placed in the eastern part. The design incor-
porated public buildings and open green spaces, including the transformation of the
new central station’s overpass system into a linear park. Policy documents promoting
green building, rainwater retention, green roofs and solar panels were integrated
throughout the neighbourhood. New bike lanes were established to connect the
neighbourhood to the city centre (Fig. 4.4).
The final design alternative of workshop 2 also preserved the neighbourhood’s
initial “Menorah” layout. Large-scale construction was allocated to the eastern part
of the neighbourhood along the Ayalon highway and Harakevet St. The character of
the neighbourhood was preserved while accommodating various small-scale initia-
tives. Agreements highlighting the importance of social justice led to the formulation
Fig. 4.4 Workshop 1, final design version, 2020
62 R. Steinlauf Millo
of a building retrofit fund designed to protect rental housing throughout the neigh-
bourhood. The building of the new central station was preserved and repurposed
for diverse uses, including public and commercial functions, as well as serving as
a green roof. High-density housing, combined with affordable housing and open
green public spaces, were strategically placed along Salame St. Preservation efforts
included listing buildings for preservation, notably the well-houses (farmsteads),
which would serve as cultural centers and water systems. Integration of bike lanes was
achieved by incorporating them into existing roads, some of which would be closed
to vehicle traffic. The final design also integrated policy documents promoting green
construction, green roofs and solar panels on the roofs and facades of south-facing
buildings, and a policy for retaining runoff water along Har-Zion Blvd. (Fig. 4.5).
In both workshops, participants successfully achieved the design goals and
demonstrated proficiency in utilizing most of the tools of the interface. In both work-
shops, discussion spanned both macro and microlevel considerations. The partic-
ipants created policy documents dealing with the existing urban fabric and chose
to preserve the neighbourhood’s original Menorah layout. In addition, they created
policy documents focused on environmental concerns, green construction, sustain-
ability, the preservation of the existing population in the neighbourhood, and strate-
gies for reducing housing prices. In both workshops, the teams addressed climate
change issues while incorporating policy documents and projects to address current
and future challenges. Green shaded areas were added throughout the neighbourhood
and on buildings roofs aimed to reduce the urban heat island affect, and optimize
runoff water management to mitigate flood risk. The inclusion of urban agriculture
Fig. 4.5 Workshop 2, final design version, 2020
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 63
areas was proposed to provide food for the community of low socio-economic status.
To reduce air pollution, a proposal was made to eliminate the use of the central station
building as a bus station, coupled with efforts to expand sidewalks and bike lanes to
encourage non-motorized travel. Policy documents were introduced to incentivize
the retrofitting and energy efficiency of existing buildings, aiming to prevent unnec-
essary demolitions which could contribute to environmental damage. Controlled
increases in construction volumes in defined areas were suggested to avoid damage
to sensitive areas. Furthermore, policy documents and renewable energy production
projects were allocated throughout the neighbourhood.
The final outcomes of the two workshops divide the neighbourhood into several
planning complexes, as indeed occurs in practice. The proposed addition of buildings
along both main and peripheral streets, coupled with substantial construction in the
eastern (Lavanda-Haharash) and the southern parts of the neighbourhood (along
Salame Road and the Congress complex), as well as in the northwest (the Shomron
complex) concur with the strategic plans for the neighbourhood. At the same time,
both workshops strived to re-unify the neighbourhood both socialy and cognitively
by preserving the original street layout of the Menorah plan (with the exception
of the new central station), preserving the original parceling in the north of the
neighbourhood, proposing economic solutions for the restoration and renovation of
existing buildings and preservation of heritage buildings.
In both workshops, participants chose to incorporate the approved master plans
into the final design alternative, even if they had reservations about them. In both
workshops the issue of the insufficient open and built public areas was central. In
both cases, participants chose to increase the inventory of open and built public
areas, benefiting both existing and new communities. Extensive open spaces, pocket
gardens, linear parks, bicycle lanes and public transportation routes were added to
enhance connectivity within the neighbourhood and promote mobility and acces-
sibility for all residents in the neighbourhood. Furthermore, in both workshops,
participants chose to transcend the boundaries of the neighbourhood, foregoing the
designated boundaries (“blue line”) of the plan and considering additional areas
to achieve the desired goals. This approach is impossible in traditional planning,
which is constrained by boundaries influenced by factors like source plots, costs,
and land designations, making it incompatible with the optimal planning procedure.
These collaborative planning processes that factor in climate change effects, as well
as social and economical aspects, are expected to mitigate potential hazards in the
future development of the neighbourhood.
64 R. Steinlauf Millo
4.7 Discussion
Serving as prototype for a planning support system (PSS), GDH proves to be suit-
able tool for promoting the initial planning process in conflicted areas, particularly
those requiring negotiations among numerous stakeholders to achieve comprehen-
sive agreements. The GDH interface enables the generation of multiple digital map-
based planning alternatives simultaneously by different stakeholders. It allows a
detailed comparison of these alternatives, emphasizing their advantages and disad-
vantages. Subsequently, the GDH interface supports collaborative planning through
discussions, and the formulation of a unified, agreed-upon design. This final planning
alternative forms the basis for a more advanced urban plan that takes into account
anticipated climate changes and proposes adaptation solutions.
Neve-Sha’anan, a complex neighbourhood in Tel Aviv-Yafo, is subject to an
ongoing conflict. Therefore, it serves as an excellent case study for examining the use
of Geodesign, as a tool to conduct the initial planning process in a conflicted area.
The conflict that the neighbourhood faces between rapid development and the desire
to preserve architectural and social values, was reflected in the negotiation process
facilitated by GDH. Through GDH, the participants achieved a consensus regarding
the necessity for extensive development in the neighbourhood, outlining specific
areas conductive to development while concurrently preserving the overall layout of
the neighbourhood. During the workshops, GDH enabled placing the design ideas
of the stakeholders in the relevant areas, creating a visually accessible representa-
tion. Moreover, the interface enabled a negotiation process during which decisions
were reached regarding the preferred design alternative, gaining agreement from the
majority of participants.
The two workshops focused on the Neve-Sha’anan neighbourhood, were attended
by city planners representing municipal interests, entrepreneurs, residents, and envi-
ronment representatives. These diverse stakeholders held opposing perspectives
regarding the future planning of Neve-Sha’anan. However, the workshops fostered
a constructive dialogue and negotiations that ultimately resulted in the develop-
ment of policy documents and projects addressing climate change. Importantly,
these initiatives garnered acceptance from all participants and were integrated into
the final planning alternatives. The fact that issues related to climate change were
central to the consensus, without dispute, significantly enhances the potential for
successful implementation of climate change adaptation strategies. This solidifies a
foundation for the approval of future planning initiatives, gaining support from all
stakeholders involved.
The workshops highlighted that the ability to visualize the entire neighbor-
hood area on the GDH interface and address all dilemmas and challenges facing
planners simultaneously and in real-time fosters collaborative and inclusive plan-
ning. This approach enables a comprehensive examination of the entire area and its
potential, contributing to a more holistic and informed decision-making process.
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 65
4.8 Conclusions
This research focuses on the ability of collaborative planning and negotiation to
facilitate agreed planning solutions in addressing the impacts of climate change.
The research employs a structured methodological procedure and a prototype for a
planning support interface to illustrate how future planning of a complex urban area,
undergoing accelerated development processes, can be promoted through a short and
focused procedure of multi-participant negotiation procedure.
The research explores the use of digital technologies to establish a method for
substantial collaborative planning, shifting the emphasis from the planning product to
the negotiation process as the critical step in the urban planning process. Geodesign,
a leading decision-making approach (Steinitz 2014, quoted in Gottwald et al. 2020),
is highlighted as an optimal digital means for decision-led planning processes and
negotiations, particularly DGH, which is based on Steinitz’s methodology.
Conducting a comprehensive and critical digital planning process through GDH
workshops resulted in a decision-making procedure that assists teams in breaking
down thoughts into practical ideas, forming a common language, and maximizing
planning potential while considering both broad and local contexts. This inclusive
process, involving various stakeholders, enables agreements on fundamental issues,
such as climate change, during negotiations and promotes agreed planning based on
empirical knowledge and information.
The case study presented demonstrates a relevant example of digital planning
that contributes to existing urban planning methods, emphasizing the practical and
negotiable aspects through technology. The Geodesign interface allows for imme-
diate placement and display of the planning product in its geographical context,
enabling the examination of short and long-term consequences, updating planning
alternatives, comparing options, and selecting the best alternative for diverse stake-
holders. Therefore, this interface provides a continuous feedback planning process
that enables ongoing examination, self-criticism, repetition, and correction of plan-
ning processes, optimizing the planning process and improving the final planning
products.
The future management of cities, infrastructures and residents will have a digital
component. To enable this digital transition successfully, it is imperative to under-
stand the organizational implications that come with it. The purpose of the workshops
is to encourage thinking with a spatial–temporal dimension, flexibly and efficiently,
about the future of the Neve-Sha’anan neighbourhood through planning alterna-
tives based on projects and policy documents. The workshops serve as an illustra-
tion of strategic thinking on complex issues like climate change, demanding nego-
tiation processes for resolution. The ability to foster consensus through a shared
process often acts as a mediating tool to address challenging differences among
stakeholders. Traditionally, this process is manual, requiring a substantial amount
of time, effort, and technical analysis. The introduction of a digital process in these
workshops has the potential to expedite the procedure, providing transparency and
critical understanding in preparation for decision-making.
66 R. Steinlauf Millo
The central question pertains to Geodesign’s potential contribution to Israeli plan-
ning and its seamless integration into the current system. While acknowledging the
necessity for additional research to tailor Geodesign to Israel’s planning system and
align Israeli planning with digital planning systems, this undertaking is deemed a
pivotal and indispensable step in the advancement of planning practices.
The future has arrived, and the digital component in the management of public
investments in cities, infrastructures and citizens is expected to become more and
more common. To bridge the technological gap effectively, there is a pressing need to
systematically comprehend the meaning and organizational implications of the digital
planning process. The central focus should be on understanding how the negotiation
process is embedded into planning, and identifying opportunities to incorporate tech-
nological methods into this process. This understanding becomes pivotal in shaping
the future landscape of planning activities and stands as a cornerstone of the planners’
skills in future.
References
Alexander ER (1997) A Mile or a millimeter? Measuring the ‘planning theory—practice gap’.
Environ Plan B: Plan Des 24(1):3–6
Alexander E (2016) There is no planning—only planning practices: notes for spatial planning
theories. Plan Theory 15(1):91–103
Allmendinger P (2017) Planning theory. Macmillan International Higher Education
Baarveld M, Smit M, Dewulf G (2015) Negotiation processes in urban redevelopment projects:
dealing with conflicts by balancing integrative and distributive approaches. Plan Theory Pract
16(3):363–384
Claydon J, Smith B (1997) Negotiating planning gains through the British development control
system. Urban Stud 34(12):2003–2022
Cullingworth JB, Nadin V (2006) Town & country planning in the UK, 14th edn. Routledge, London
Eshkol B, Eshkol A (2017) Participatory planning in Israel: from theory to practice. J Place Manag
Dev 10(3):213–239
Faludi A (1985) A discretion-centred view of environmental planning. Pergamon Press, Oxford
Fischer R, Ury W (1981) Getting to yes. Houghton Mifflin, Boston
Fisher R, Ury WL, Patton B (1991, 2011) Getting to yes: negotiating agreement without giving in.
Penguin.
Fisher T, Orland B, Steinitz C (2020) The international geodesign collaboration: changing geography
by design. Esri Press, Redlands
Flint Ashery S (2023) What is the planning role in stretching the city? A tale of two neighbourhoods.
Springer, Cham
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustainability 14(15):9073
Flint Ashery S, Steinlauf-Millo R (2021) Geodesign between IGC and geodesignhub: theory and
practice. In: Geertman SCM, Pettit C, Goodspeed R, Staffans A (eds) Urban informatics and
future cities. The urban book series. Springer. https://doi.org/10.1007/978-3-030-76059-5
Flint Ashery S, Steinlauf-Millo R (2022) Planning vertical differentiation? Geodesign workshop in
the case study area of Neve-Sha’anan neighbourhood in Tel Aviv. In: Maloutas T, Karadimitrio
N (eds) Micro-segregated cities. An international comparison of segregation in dense cities.
Springer-Verlag Berlin Heidelberg.
4 Geodesigning Neve-Sha’anan, Tel Aviv-Yafo: Adapting to Climate 67
Forester J (2006) Making participation work when interests conflict: moving from facilitating
dialogue and moderating debate to mediating negotiations. J Am Plann Assoc 72:447–456
Forester J, Stitzel D (1989) Beyond neutrality. Negot J 5(3):251–264
Friedmann J (1987) Planning in the public domain: from knowledge to action. Princeton University
Press.
Goodchild MF (2010) Towards geodesign: repurposing cartography and GIS? Cartogr Perspect
66:7–22
Gottwald S, Janssen R, Raymond C (2020) Can geodesign be used to facilitate boundary manage-
ment for planning and implementation of nature-based solutions? In: Modelling nature-based
solutions: integrating computational and participatory scenario modelling for environmental
management and planning, p 305
Gresch P, Smith B (1985) Managing spatial conflict: the planning system in Switzerland. Prog Plan
23:155–251
Hall P, Tewdwr-Jones M (2010) Urban and regional planning. Routledge
Harris B (1989) Beyond geographic information systems. J Am Plann Assoc 55(1):85–90
Healey P (1997) Collaborative planning: shaping places in fragmented societies. Macmillan
International Higher Education
Hoch CJ (2002) Evaluating plans pragmatically. Plan Theor 1(1):53–75
Kiernan M (1983) Ideology, politics, and planning: reflections on the theory and practice of urban
planning. Environ Plann B Plann Des 10:71–87
Kudva N (2008) Teaching planning, constructing theory. Plan Theory Pract 9(3):363–376
Lax DA, Sebenius JK (1986) The manager as negotiator: bargaining for cooperation and competitive
gain. The Free Press, New York, NY
Nyerges T, Ballal H, Steinitz C, Canfield T, Roderick M, Ritzman J, Thanatemaneerat W (2016)
Geodesign dynamics for sustainable urban watershed development. Sustain Cities Soc 25:13–24
Ruming K (2012) Negotiating within the context of planning reform: public and private reflections
from New South Wales, Australia. Int Plan Stud 17:397–418
Sager (2013) Reviving critical planning theory: dealing with pressure, neo-liberalism, and
responsibility in communicative planning. New York: Routledge
Samsura DAA, Van der Krabben E, Van Deemen AMA (2010) A game theory approach to the
analysis of land and property development processes. Land Use Policy 27:564–578
Sheldon H, Claydo NJ (1990) Local authority/developer negotiatio ns (Vol 1.): the research method
and literature. Working Paper No. 15, Department of Town and Country Planning, Bristol
Polytechn ic
Shmueli DF (2005) Is Israel ready for participatory planning? Expectations and obstacles. Plan
Theory Pract 6(4):485–514
Shmueli DF, Kaufman S, Ozawa C (2008) Mining negotiation theory for planning insights. J Plan
Educ Res 27(3):359–364
Steinitz C (1990) A framework for theory applicable to the education of landscape architects (and
other environmental design professionals). Landsc J 9(2):136–143
Steinitz C (2023) A framework for geodesign: changing geography by design. Bar Ilan University
(In Hebrew) ISBN: 978-965-226-639-2
Steinlauf-Millo R, Flint Ashery S, Tchetchik A (2021) Reducing gaps between planning and imple-
mentation: planning the Neve Sha’anan neighborhood with geodesign. Tichnun 18(2):118–155
(in Hebrew)
Susskind L, Cruikshank J (1987) Breaking the impasse. New York
Tel Aviv Socio-Economic Research Centre (2013) The socio-economic ranking of Tel-Aviv-Yafo,
based on the 2008 census data (published for the first time i n April 2013). The Center for
Social-Economic Research, Tel-Aviv-Yafo Municipality
Thompson R (2000) Re-defining planning: the roles of theory and practice. Plan Theory Pract
1(1):126–133
Verhage R, Needham B (1997) Negotiating about the residential environment: it is not only money
that matters. Urban Stud 34(12):2053–2068
68 R. Steinlauf Millo
Watson V (2008) Down to earth: linking planning theory and practice in the ‘metropole’ and beyond.
Int Plan Stud 13(3):223–223
Willson R (2001) Assessing communicative rationality as a transportation planning paradigm.
Transportation 28:1–31
Wilson MW (2015) On the criticality of mapping practices: geodesign as critical GIS? Landsc
Urban Plan 142:226–234
Wilson A, Tewdwr-Jones M, Comber R (2019) Urban planning, public participation and digital
technology: app development as a method of generating citizen involvement in local planning
processes. Environ Plan B: Urban Analytics City Sci 46(2):286–302
Chapter 5
Digital Collaborative Planning as a Path
Toward Holistic Planning: A Case Study
of Jerusalem’s Beit Safafa Neighborhood
Marianna Sigalov-Klein and Michael Sofer
Abstract This article examines the way citizen science can be harnessed to assimi-
late sources of knowledge and increase the involvement of local minority populations
in planning. The ability of a digital collaborative planning process to bring together
diverse sources of knowledge for holistic planning of minority neighborhoods has
so far received only partial research attention. This study seeks to add to previous
theoretical approaches by using local knowledge combined with “big data” to plan
an urban future for Beit Safafa, an enclave Muslim neighborhood in Jerusalem. Data
collection was based on a planning workshop with the participation of residents,
as well as discussions with representatives of the Jerusalem Municipality and the
Ministry of Environment and students in the Department of Geography and Environ-
ment at the Bar-Ilan University. Additional data was derived from real-time analysis
and simulations of interactive scenarios of evaluation, impact and decision-making
in neighborhood planning, using the Geodesignhub platform (GDH). The findings
indicate that mixing knowledge sources in a directed way, digital process supports
the creation of holistic planning that combines all urban systems. The ability of local
knowledge to mediate at the points of contact between the various systems creates a
uniform and seamless space. In this way, both the aspiration for democratization of
the planning process and an optimal planning product for the residents are achieved.
Keywords Urban planning ·Implementation policy ·Geodesign ·Digital
collaborative planning ·Jerusalem ·Beit Safafa ·Muslim population
M. Sigalov-Klein (B)
Bar Ilan University, Municipality of Jerusalem, Israel
e-mail: kleinfm@gmail.com
M. Sofer
Bar Ilan University, Ramat Gan, Israel
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_5
69
70 M. Sigalov-Klein and M. Sofer
5.1 Introduction
Public participation in planning processes is a duty and a civil right. Public partic-
ipation rests on two main goals: aspiration to democratize the planning process
(Bobbio 2019) and striving to achieve the optimal planning product for residents
(Gadot 2006). The public participation process constitutes an invitation to the public
to take an active part in decision-making processes relating to planning the space in
which the community lives. Indeed, planning the space together with the community,
using accumulated local knowledge, has been found to provide an optimal response
to the needs of those to whom planning relates (Abers 1998). The public partic-
ipation process benefits individuals, communities and authorities, formulation of
policies adapted to the field (Carmon and Alterman 2011), planning that is adapted
to different target audiences (OECD 2009), enlisting public support for planned
changes, speeding up and optimally implementing plans (Druckman and Alterman
2010), saving resources (Vraneski and Alterman 1994; Cohen 2017) and providing
efficient, transparent, reliable and up-to-date information (OECD 2009).
The research literature in this field focuses on the relationship between government
and citizens and the level of public involvement in planning (Auerbach 2008; Sagi
2013). Many studies deal with barriers to public participation as a whole, illuminating
how barriers of age, language (Aparajita et al. 2011), accessibility and awareness
(EIPP 2009) affect the level of public involvement in planning. The struggle for
public participation in planning at every l evel of decision-making raises the demand
for a wider range of stakeholders to find new ways of deeply engaging the public
(Flint Ashery 2017). As the Fourth Industrial Revolution (IR4) is driving rapid change
in technology, patterns and social processes due to increased connectivity and smart
automation, the potential impact of the combination of local knowledge and “big
data” in planning, and particularly the involvement of minority populations, has
received scant attention.
This study focuses on the Jerusalem neighborhood of Beit Safafa and aims to
examine how “digital collaborative planning” enables the integration of knowledge
sources for holistic planning. “Digital collaborative planning” is a model concept
of public participation in spatial planning using a GIS platform (Campagna et al.
2016; Sigalov-Klein et al. 2024). Beit Safafa is located in southern Jerusalem and
is populated by an Arab Muslim population. The neighborhood is surrounded by
Jewish neighborhoods and has a population of 13,000. Collaborative planning in
Beit Safafa i s challenging, because it is based on two opposing approaches: one
seeks to preserve the rural attributes of the neighborhood, and the other seeks to
develop it as an urban neighborhood. In particular, the tension between the desire
to promote policy and implement it in a “professional” manner, and the desire to
involve the general public, becomes sharper when planners and the public come
from different social, religious or ethnic backgrounds (Khamaisi 2007; Harari 2017;
Steinlauf-Millo et al. 2021). When it comes to communities that have been excluded
from decision-making processes for years, public participation processes may take
place against the background of a deep lack of trust on their part and a sense of
5 Digital Collaborative Planning as a Path Toward Holistic Planning 71
threat regarding future changes and development expected to follow the planning
process (Ben-Arieh 2008; Flint Ashery & Natapov 2020). Public representatives, on
the other hand, may be perceived as having narrow perspectives that examines policy
according to their private needs and in the immediate term.
The article begins with a theoretical framework with an emphasis on the impor-
tance of local knowledge and public participation in planning. It is followed by a
presentation of the world of Geodesign. The next section describes the workshop
for future planning for Beit Safafa 2040 and provides an assessment of the public’s
in-depth participation. The paper concludes with an analysis of the strength of the
method used in the workshop, which includes making compromises using structured
tools followed by a discussion and conclusions.
The planning process described involves the local population and residents of
Beit Safafa together with policymakers and planners from outside the local society
and culture, all of whom were involved in a controlled and coordinated planning
process. Neither the workshop facilitators nor the authors of the article belong to
the local community. The planning process was therefore an intercultural encounter
that included fundamental tensions between different values, which may also be
preserved in the planning product of the joint process.
5.2 Theoretical Background
The planning methods prevalent in the last century placed great weight on the role of
the planner, their professional knowledge and planning methods (Flint Ashery 2023;
Burby 2003). However, over the years, another approach has emerged that proposes
to give greater weight to the residents living within the specific area of the plan (Lane
2005) and to see local culture and society as having a body of knowledge that should
define the optimal planning product for the local population (Fenster 2012; Fischer
2000). The professional use of local knowledge assumes that knowledge derived from
the residents’ intimate acquaintance with their surroundings should be considered in
the planning process (Rowe and Frewer 2000). Local knowledge is private knowledge
based on personal experiences, expressing unique cases and having significance in
the specific context (Sigalov-Klein et al. 2024; Flint Ashery and Stadler 2021). Local
knowledge not only expresses specific needs, but also includes an understanding and
deep familiarity with the community, and with its culture, traditions and customs and
values (Ben-Arieh 2008).
Planning that is attentive to residents and invites them to take part enables plan-
ners to draw on residents’ local knowledge and positively influence the conduct of
communities (Raved 2019). When residents do not feel that their welfare is consid-
ered paramount, their degree of partnership or responsibility in municipal activity
decreases (Yiftahel 2006; Hasson 2014). The commitment to promoting planning
rights is expressed in supporting public participation processes and increasing trans-
parency and information flow in planning (Bobbio 2019). These strategies are an
72 M. Sigalov-Klein and M. Sofer
alternative planning concept to the undemocratic practice prevalent in the central-
ized governmental model that characterizes the Israeli planning system. Alfasi (2002)
argues that the statutory mechanisms for public participation tacitly accept the current
structure and act within it. They give the public the opportunity to express a posi-
tion but not to substantially change the decision-making processes. However, high
expectations on the part of public participants in the planning process, coupled with
a lack of reaching an agreed compromise on the final alternative, may arouse feelings
of anger and disappointment when community members’ positions are not accepted
or partially accepted (Goodes 2005).
In Israel, the absence of an obligation to involve the public at the beginning
of the planning process (Planning and Building Law of 1965) has been found to
cause low levels of participation. Public participation is often seen as “going out of
the way” in situations where the planning is almost complete (Benvenisti and Sagi
2005; Goldman-Shaiman and Nofar 2008). In these situations, public involvement is
reduced to marginal influence, a phenomenon that further disadvantages marginalized
groups (Totry-Jubran 2005; Cohen-Blankstein and Greenspan 2015). This illustrates
the potential importance of integrating citizen science into the planning process.
Citizen science is defined as the practice of science by people without a profes-
sional and academic background using a wide range of means (Eitzel et al. 2017),
including using the local population as a source of information. This science is
gaining increasing popularity among researchers from diverse fields. Its importance
lies in its ability to attract large numbers of research volunteers to create observa-
tions at scales or resolutions unattainable by individual researchers (Kobori et al.
2016). The research process typical of most citizen science projects is achieved
through team building, defining a research question, collecting and managing data,
analyzing and interpreting data, disseminating results and evaluating program success
and participant outcomes (Newman et al. 2012). For our purposes, citizen science
amplifies the benefits of public participation in planning. Citizen science makes it
possible to integrate emerging technology and expand the boundaries of research
and public involvement in urban planning for the population for which the planning
is intended. Such public participation is likely to increase community involvement
in the decision-making process, help reduce public objections and involve the public
at the very beginning of the process (Ramirez-Andreotta et al. 2015).
Recently, the development of technological and online platforms has made plan-
ning information more accessible to citizens, creating the potential to increase public
involvement in planning (Caglioni and Campagna 2021). Electronic communication
systems serve as readily available and inexpensive platforms for exchanging knowl-
edge and running multi-participant consultation and litigation procedures (Nagid
2015; Afzalan et al. 2017). Hill (2013) explains that residents are not only consumers
of city services, they want to be active players. Hence the demand arises to under-
stand how and why decisions are made, to participate in these processes and to be
involved in formulating municipal policy.
This article contributes to the bodies of knowledge that integrate citizen science
into urban planning through public participation tools, based on the assumption that
digital public participation that integrates local knowledge may fill in knowledge that
5 Digital Collaborative Planning as a Path Toward Holistic Planning 73
is missing from “big data” and help guide planners in creating plans that address the
real needs of the community. The article sheds light on how maximizing the potential
inherent in integrating information sources through digital technologies can increase
citizens’ sense of belonging to their communities and their involvement in spatial
decision-making processes.
5.3 Geodesign and GDH for Design Support
As a concept, the term Geodesign expresses the potential for more efficient and
symbiotic collaboration between geosciences, data, planning and local residents.
Geodesign helps teams break down their ideas into practical applications, formu-
late a common language and maximize the potential for implementation, while
outlining the broad contexts with reference to local conditions. The digital platform
that supports Geodesign is known as Geodesignhub (GDH) and aims to develop
collaborations and negotiations among professional teams and their clients, policy-
makers and the general public. GDH combines a spatial planning and design process
based on contextual environmental impact assessment, which includes evaluation
of the project, analysis, creation of alternatives and identification of their impact,
as well as simulations relating to their impact. Given the complexity of the issues,
this process involves multidisciplinary teams, including professionals in planning,
geosciences and information and communication technology, as well as members
of the local community who can provide local knowledge and values. The process
involves the diverse (Flint Ashery and Steinitz 2022) in a digital design process that
creates agreements in principle toward collaborative decision-making (Campagna
et al. 2016).
The platform makes it possible to express planning ideas in 2D and 3D, including
changes to the existing land configuration. In a collaborative process, participants can
copy and adapt diagrams contributed by other participants, synthesize the different
alternatives and conduct digitally supported human negotiation of the alternatives.
Alternatives can also be created in response to changing circumstances by measuring
and comparing their effects. The system also supports cost calculation, comparison
of options and assessment of the effects of each alternative.
Haklay et al. (2018) described the clear benefits of using GDH as part of a public
participation process that includes mediating between diverse values and priorities.
Among the advantages mentioned are the possibility of involving a large number
of participants in collaborative planning, achieving optimal, rapid understanding
among participants regarding complex development challenges, conflict manage-
ment and reaching agreements on the course of action. The public participation
process described later in this article will reveal how local knowledge from residents
of different ages can be harnessed to create optimal planning of their neighborhood.
The case study before us, the Beit Safafa neighborhood in Jerusalem, sheds light on
74 M. Sigalov-Klein and M. Sofer
how citizen science—from collecting data through creating planning alternatives—
contributes to a process of public participation that includes negotiation processes
and the creation of an agreed solution.
5.4 Beit Safafa—Planning Background
Beit Safafa is a neighborhood in southern Jerusalem (Fig. 5.1) populated by an Arab
Muslim population. The residents of Beit Safafa originated from the Abu Khattab,
Alian and Darwish clans from southern Jordan, the Gaza Strip and Egypt. At the end
of the 1948 war, the village of Beit Safafa was controlled by the Jordanian Legion.
Since the railway connecting Tel Aviv and Jerusalem passed through its center, it was
decided to divide the village in such a way that the northern part would be under Israeli
control, while the rest of the village would remain under Jordanian control, allowing
the railway to continue functioning. In 1951, Beit Safafa was transformed from an
independent agricultural village into a neighborhood within Jerusalem’s municipal
boundaries, but its rural character was preserved: construction in the neighborhood is
relatively low and between the houses there are cultivated agricultural areas. After the
1967 war, the two parts of Beit Safafa were united under Israeli control. Starting in the
1980s, the neighborhood became especially attractive to the Arab–Israeli population
who wanted to settle in Jerusalem. Today, the neighborhood is bordered to the north
by Talpiot’s industrial zone, to the east by Hebron Road, to the southwest by the Gilo
neighborhood and to the west by the Begin highway and nearby Sharafat.
Beit Safafa’s internal planning policy contradicts the overall urban construction
policy, especially the Light Rail Planning Policy, which threatens to change the rural
characteristics of the neighborhood (Policy Documents 2019). This policy allows
high-rise construction and provision for public use in areas bordering the light rail.
Lack of trust in the planning system following extensive expropriations made in
the past (Bimkom 2014) has delayed the implementation of planning procedures and
sharpened the conflict between the desire to develop and increase the stock of housing
units versus the aspiration to preserve the traditional character of the neighborhood.
The neighborhood has no additional land reserves for development. Land owner-
ship is private, and there is a clear lack of agreement regarding consolidation and
division procedures. The neighborhood is surrounded by main roads that create high
accessibility to the surrounding area. On the other hand, the traffic system isolates the
neighborhood and turns it into a kind of series of islands in the heart of transportation
arteries. The internal roads have been only partially developed: most of them lack
sidewalks, are not part of a continuous road network, and their level of maintenance
is low. The central street of the historic neighborhood has no street lighting. The
background materials for the planning workshop included population preferences
as captured through dedicated applications, large open access data relating to the
surface system, topography and satellite data and urban plans to be detailed below.
The master plan for Beit Safafa allows for the development of the neighborhood
in accordance with its traditional attributes, considering the residents’ vision on the
5 Digital Collaborative Planning as a Path Toward Holistic Planning 75
Fig. 5.1 The location of Beit Safafa neighborhood
one hand and future needs in light of the projected population growth and carrying
capacity of the area on the other. Plan 2317, the general master plan for the Beit
Safafa neighborhood, is still in force at the edges of the neighborhood, where no
detailed plans have been advanced. Several complex master plans apply within the
neighborhood: plan 3801 in the village core; in the east, plans 3855 and 3488; in the
south, plan 5834B; and in the west, plan 3365. The Begin highway passes between the
neighborhoods of Beit Safafa and Sharafat. In the Sharafat area, plan 4552 applies to
76 M. Sigalov-Klein and M. Sofer
the core of Sharafat, and in the east, plan 3802. In addition to these detailed plans, the
Jerusalem Municipality applies Master Plan 2000 for Jerusalem (2009), the master
plan for the Beit Safafa neighborhood (2015) and the Light Rail Planning Policy
(2019).
The 2000 Master Plan for Jerusalem has served as a general policy document for the
city since 2009. The plan outlines general planning principles for the neighborhood,
including land designations in built-up areas, new urban residential areas, building
regulations, building rights and defining the area of the historic city and areas desig-
nated for preservation. The plan establishes four new development areas adjacent
to Beit Safafa: a new Givat HaMatos neighborhood; a hotel complex on the side of
Hebron Road east of the Givat HaMatos neighborhood; a residential and employment
complex on the side of Tabalia street east of Beit Safafa; and a western compound
adjacent to Sharafat. Currently, in a complex designated for hotels, a master plan is
being advanced for mixing residential, employment and hotel uses with about 2000
housing units. The residents of Beit Safafa are concerned about the construction of
a compound intended for the Jewish population. Beyond the fear of conflict with the
new residents over various cultural features, the community administration is also
concerned about harming the traditional attributes of Beit Safafa.
The Light Rail Planning Policy was approved by the district committee in 2019
and relates to the volume of construction, the number of floors and provision for
public uses in the areas adjacent to the light rail. This plan was approved four years
after approval of the master plan for Beit Safafa and allows an increase in building
volumes from 3–4 actual built floors and 6 approved floors in the master plan, to 10
floors on Dov Yosef Boulevard along the light rail. The realization of rights according
to the Light Rail Volumetric Policy in Beit Safafa and Sharafat will lead to a profound
change in construction patterns from rural construction to high-density construction
along the side of the light rail’s Green Line.
5.5 Future Planning for Beit Safafa 2040
The main goal of the workshop was to achieve a chosen planning alternative for Beit
Safafa in 2040. Yearbook data for 2020 indicates a total of 3520 built housing units
in the neighborhood. The master plan for the neighborhood sets a total of 10,670
housing units for 2040. The database for evaluating the planning area was based on
data from the Jerusalem Municipality and includes the master plan for Beit Safafa,
other approved master plans and those in the preparatory stages. Policy documents
were also included. The social characteristics layer was based on the master plan
approved by the local committee in 2015. The digital information about the Beit
Safafa neighborhood is taken from the municipality’s GIS website. Among other
things, it includes the layers of buildings, roads, land designations and future light
rail lines.
5 Digital Collaborative Planning as a Path Toward Holistic Planning 77
After a preliminary analysis of the study area, ten spatial planning systems were
selected to match the future development needs and the targets for expected popu-
lation of the neighborhood in 2040: low-density housing (LDH) up to 3 floors—
171,425 m2; medium-density housing (MDH) 4–6 floors—1,296,368 m2; institutions
(INSM)—270,068 m2; agriculture (AG)—140,000 m2; green infrastructure (GI)—
381,997 m2; industry and commerce (COMIND)—17,972 m2; energy infrastructure
(EI); transportation (TRANS); culture and heritage (CUL); and tourism (TOUR).
An innovative issue was adjusted for each of the planning systems according to the
Sustainable Development Goals (SDGs). These were adjusted in line with the features
of the place, the principles of the master plan for Beit Safafa (2015) and the planning
concepts of the municipality. For example, in the energy infrastructure system (EI),
we addressed the use of energy storage and conservation measures, such as the instal-
lation of photovoltaic cells and buried transformer rooms. In the field of agriculture
(AG), we addressed the development of urban agriculture through green roofs on
educational institutions and in public parks, to ensure sustainable food security. In
the field of transportation (TRANS), based on analysis of the data, a diverse mass
transit system was proposed in the rural fabric, offering a combination of walking,
bicycle paths, development of passageways, expansion of existing rights of way and
creation of new roads, including integration of the light rail line. In the industrial
and commercial system (COMIND), we addressed increasing uses for commerce,
agriculture and arts and crafts on a commercial level. The green infrastructure system
(GI) group made a proposal to connect green spaces in the neighborhood as well as
conservation of endangered natural sites and species. For institutions (INSM), we
proposed a variety of mixed-use public buildings open around the clock to meet
educational, community and social needs. Low-density residential (LDH) will be
limited to construction up to 3 floors, while preserving the existing built fabric.
Medium-density residential (MDH) is limited to the construction of 4–7 floors to
enable the preservation of the existing fabric and allow limited urban renewal in this
area. In the field of culture and heritage (CUL), we proposed to preserve historical
and archeological cultural sites and terraces. These systems were used to prepare a
map of land designations for Beit Safafa based on the colors of the IGC method.
The planning workshop was held during May 2022. It was attended by representa-
tives of the Beit Safafa Community Administration, planners and architects from the
Jerusalem Municipality who live in Beit Safafa and members of the master plan team
for the neighborhood, representatives of the Ministry of Environmental Protection
and urban planning students from Bar-Ilan University. Although most of the partici-
pants have backgrounds in urban planning or geographic information systems, their
age range was large, and they possessed different degrees of digital literacy. The first
days of the workshop were devoted to in-depth familiarization with Beit Safafa and
its unique characteristics, a presentation of the theoretical background of Geodesign
and an introduction to the basic operations of the GDH system.
78 M. Sigalov-Klein and M. Sofer
5.6 “Deep” Public Participation in Planning
To develop an effective knowledge management strategy and smart decisions while
creating several planning alternatives, the workshop participants were divided into
four interest groups: (GOV) Government and Authorities; (DEV) Development;
(COM) Community; and (ENV) Environment. Each of the four groups included
participants from a variety of ages, levels of digital literacy and professional experi-
ences. Each group defined the main interests for its activity and accordingly ranked
the importance of the ten abovementioned systems. Thus, while the Developers
(DEV) sought to maximize profits and ranked mixed-use construction as their main
system, the Environmentalists (ENV) ranked green systems as the main system
followed by energy, agriculture and transportation. Subsequently, each group located
development areas according to its interests and the specific characteristics of the
neighborhood, prepared new polygonal and linear diagrams1 or prepared existing
project and policy diagrams for each of the ten planning systems to create the first
planning alternative for Beit Safafa for 2040. Muhammad Lafi (52), coordinator of
the community administration and resident of Beit Safafa, participated as a team
member in the COM group and shared his impressions of his level of involvement
in deep planning:
The design process is interesting and new (…). It’s a program that shares planning with
the public from the beginning and creates precise public participation (…). I was pleasantly
surprised by the planning of every little detail of where everything would be.
During this phase of the workshop, each group created design alternatives that
combined project and policy diagrams according to group priorities and interests.
After completing the alternatives, each group presented its specific alternative.
This round highlighted the differences between the diverse interests that led to
different decision-making. Thus, a Community group (COM) focused on preserving
traditional farmland and terraced areas that are a cultural component for neighbor-
hood residents. The Environmentalists (ENV) focused on energy policies and green
infrastructure, and the Government and Authorities’ group (GOV) tried to balance the
different systems. The alternatives were evaluated by all workshop participants with
the assistance of the GDH platform, which provides information on each alternative’s
compliance with the goals set in advance for each of the design systems.
The possibility of information-oriented planning and data derived from both plan-
ning authorities and local residents has been found to be effective in presenting
reasonable planning alternatives that reflect a variety of positions. Lafi emphasized
that the simple interface for learning and presentation contributed to his ability to
examine and share his local knowledge: I always say (to the planning authorities in
the municipality), “go down to the field and get to know the area (…)”. Here I felt
a full partner being involved in the planning within the framework of the workshop
1 The schemas are arranged according to the following layers of information marked with a markup
that corresponds to an international planning language. Sealed polygons are detailed projects, while
dashed polygons are general policies.
5 Digital Collaborative Planning as a Path Toward Holistic Planning 79
that took place. The final alternative that was accepted represented my desires but
also considered the interests of others.
Lafi’s remarks illustrate the importance of deep and active involvement of the
public in the planning process and the close ties between professional planning
knowledge brought by the professionals involved in the process and local knowledge
relevant to the planning, which comes from local participants. A unique feature of
GDH is that it enables inserting local knowledge together with insights and lessons
derived from big data, in order to consider both types of knowledge in the planning
process.
In particular, the use of a defined and uniform graphic language served as a basis
for discussion between various parties about the future of Beit Safafa’s space. Partic-
ipants of different ages, with diverse sources of knowledge and experience, were
assisted by the GDH user interface. The combination of the simple user interface
and the use of the system that does not require prior knowledge increased the partic-
ipants’ involvement in decision-making and encouraged them to contribute their
local knowledge. Lafi explains how these factors increased his sense of involvement
in planning:
The software has a particularly large impact on the public that does not come from the field
and without the appropriate background (…). This is my first time using software and it was
very easy to learn, although I don’t come from the field of planning, and I haven’t had any
experience using the software before.
Technical and visual facilitation of public participation, including “translation”
of types of knowledge, has been found to contribute to increased public involvement
in planning. The platform under consideration (GDH) supports collaborations and
negotiations between teams of professionals, policymakers and the general public in
drawing up plans and planning procedures. When planning is done in communities
where social and spatial patterns of organization are perceived as different from
the supposed patterns of the general public, effort and commitment are required to
understand local patterns and to be able to provide them expression and meaning in
planning.
5.7 The Power of Planning Compromise
The Beit Safafa workshop revealed how structured digital dialogue between partic-
ipants with different interests, based on a rich variety of data sources, can advance
the decision-making process toward reaching a consensus. At the beginning of the
second day of the workshop, each group presented its planning alternative, detailing
how the values it aspired to promote in the planning process of the space were
expressed. Subsequently, a process of negotiations began between the groups as they
worked on moving from four alternatives to two planning alternatives. As part of
the process, an analysis was conducted using a sociogram that examined possibil-
ities for cooperation between groups based on similar ideas. The possibilities of
80 M. Sigalov-Klein and M. Sofer
cooperation between the groups generated two larger new groups: “Community”
+ “Government and Authorities” (GOV + COM); and “Development” and “Envi-
ronment” (DEV + ENV). The participants reached a basic agreement to prioritize
the common good, putting residents first and providing a comprehensive response to
public spaces while addressing a wide range of uses for the benefit of the community.
Thus, both of the new groups agreed to prioritize construction of medium-density
housing on the main roads. Despite the difference in values between the Developers
and the Environmentalists, both emphasized the need to preserve the historical core,
preferred construction alongside green areas rather than in their place and avoided
construction on the periphery and center of the neighborhood.
The Environmentalists advocated medium-density residential construction and
ignored commerce and employment, due to the proximity to the existing employment
area in the north of Beit Safafa, while the Developers gave priority to commerce
and employment. Another gap between these two groups concerned the degree of
preservation of open spaces and residential construction initiated by the authorities,
as opposed to the wide residential distribution and scarcity of open spaces proposed
by the Community. A joint evaluation process combined with digital negotiations
helped to bring about agreements and compromises regarding the location and scope
of green spaces and public buildings, creating a transportation network, increasing
spatial accessibility, preserving the historic core and creating green energy policies
through the installation of solar panels.
After combining the teams, each of the new unified groups used a digital evaluation
model within the Geodesignhub (GDH) in an effort to build an agreed alternative.
Each group updated its priorities in light of the priorities chosen by the unified
stakeholder group and put together a planning alternative in accordance with the new
agreements. Mohammed Lafi expands on his place in the process of constructing an
alternative scenario:
In the workshop, I felt equal. In real life, a municipal employee or planner doesn’t know the
territory… (and) the interactions between neighborhoods, projects, and people… I felt like
a full partner and involved in the planning within the framework of the workshop that took
place. The platform was very easy to learn even for those who do not come from the field of
planning… I felt that my opinion was considered in the final planning that was made while
considering the interests of all.
This model allowed groups to analyze the effects of different policies and projects
integrated into the scenarios examined. Since the modus operandi was collaborative
and all materials were shared digitally, each group could see the other group’s solu-
tions and choose whether to adopt or reject them. The comparison between the
different scenarios led to similar solutions and the creation of common ground, such
as establishing a connection between Beit Safafa and Sharafat by creating an overpass
over the Begin highway and increasing building rights at the meeting point between
the light rail Green Line on Dov Yosef Street and the Begin highway.
After presenting the two groups’ planning alternative, the groups were merged
into one group to create an agreed-upon planning alternative (Fig. 5.2). Muhammad
(a 52-year-old resident of Beit Safafa) explains how the final planning alternative
combined the best ideas of all the groups and omitted the less successful ones.
5 Digital Collaborative Planning as a Path Toward Holistic Planning 81
Fig. 5.2 Transition from four to two scenarios to one alternative. Source GDH
82 M. Sigalov-Klein and M. Sofer
The final alternative that was accepted represented my desires and expectations
and took them into account as well as the interests of others. The software makes it
possible to see issues from different perspectives. This allowed each side to concede
a little and reach a common interest. This made it possible to understand the other
side as well… In discussions, there are often large gaps and quarrels, and we fail to
reach solutions. In the workshop, I felt that there were common things between the
sides, there were negotiations, and a solution was reached together.
Thus, in the joint alternative, all the groups chose a green overpass over the Begin
highway in order to allow easy and safe passage between Beit Safafa and Sharafat,
which are currently separated by the highway; increasing building rights and mixing
residential, commercial and employment uses at the intersection of the light rail
and the highway; preservation of the historic core; preservation of the green areas
and densifying the neighborhoods inward instead of establishing a proposed urban
residential area west of Sharafat; proposing new areas for public institutions; and
street shading policy and solar roofs.
5.8 Conclusions
This study focuses on Beit Safafa, an Arab neighborhood in south Jerusalem, and
examines how citizen science can be harnessed to increase the involvement of the
local population in planning. The research literature asserts that citizen science can
contribute to public participation from the initial stage of planning. This study shows
how it is possible to integrate emerging technologies into expanding community
involvement in planning its space and help reduce public objections. In our view, this
is especially important for the Muslim population living in Beit Safafa, who greatly
value the characteristics of their community and also have a high level of suspicion
regarding the municipality’s planning interests. The method chosen enables us to
assist in achieving the optimal planning product in a comprehensive, participatory
and democratic planning process. The article contributes to the planning literature
by presenting GDH as providing a process for successful planning negotiations,
thereby enabling a reexamination of public participation in a technological medium.
The workshop revealed the potential to increase deep public participation by adopting
a digital process that leads to transparency and comprehensive critical understanding
to facilitate decision-making. In other words, the combination of local knowledge
and “big data” in a deep planning process involving minority populations makes it
possible to maximize residents’ involvement in spatial decision-making processes
and hence citizens’ sense of belonging to the community space.
Beit Safafa is an interesting case study for examining the involvement of the
local population in a digital planning process. Planning in Arab neighborhoods in
Israel raises, quite often, opposition to planning principles such as density, high-
rise construction and expropriation of private land for public purposes. In planning
the future of the neighborhood, a central idea was implemented according to which
sustainable future planning for the neighborhood will address issues related to the
5 Digital Collaborative Planning as a Path Toward Holistic Planning 83
challenges of the SDGs. We call this process “Micro SDGs”, and we have included
it in the design ensuring the availability and sustainable management of water and
sanitation for all, food security, ensuring access to affordable, reliable, sustainable
and modern energy, building resilient infrastructure, making the residential area
inclusive, safe and flexible and implementing solutions to meet climate goals and
mitigate the impacts of climate change in the neighborhood.
Public participation in the workshop was aided by digital tools that combined
residents’ local knowledge with big data and illustrated the impact of the residents’
planning vision on the neighborhood. Local reference raises the question of the
necessity for big data where global principles and regional information are replaced
by location-specific data. After all, instead of considering extensive cultural areas or
the entire city, we became acquainted with the local people of Beit Safafa, private
individuals working in a particular place. Instead of global individuality or local
typology, we identified diversity at the local level and the opportunities that diversity
offers: means of expression, the unique attributes and components of the place of
Beit Safafa, how the place looks, feels and functions. Instead of investigating stability
or broad patterns of change, we learned about the interactions that take place in the
neighborhood. Geodesign at this level is not abstract, but the everyday reality for
the local people. This article supports Steinitz’s (2023) claim, “Think locally, act
globally”. Unfortunately, most people, including planners, think locally and also act
locally.
Many times, the residents’ desire to be active and involved players in the decision-
making process regarding the space in which they live does not match the level
at which their opinions are considered by professional bodies. Organizers were
concerned that the process described above would strengthen the sense of belonging
and involvement of neighborhood residents who participated in the workshop only
temporarily, and that planning officials in the municipal authority would refrain
from sharing with the public in a broad and comprehensive manner over time. By
conducting the workshop, the municipal authority exceeded its obligation to share,
and however, if the municipality does not continue to include residents, this can
be harmful and may further deepen the inherent suspicion in the relations between
the community and the municipal authority. To reduce these effects, as noted, the
division of participants into different interest groups included all participants, in
such a way that each group incorporated representatives of residents, planners and
policymakers from different fields, of different ages. All knowledge, including the
polygons of all groups representing projects and policies, was shared and revealed
to everyone throughout the workshop. The discussions and presentations were held
publicly. All participants enjoyed full equality in the decision-making process in a
way that empowered the participants, increased the involvement of the residents and
enabled them to make their voices heard, share and translate local knowledge into
planning systems and thus increased the connections between the various groups. The
negotiation process was not biased in favor of a particular party but rather motivated
toward obtaining a planning alternative that was agreed upon by all participants. This
practice makes it possible to plan the space through a feedback process between the
values represented in the plan and their adaptation to the area of the local population.
84 M. Sigalov-Klein and M. Sofer
This process makes it easier for the municipal authority to adopt some of the proposals
in an informed manner and allows participating residents to take knowledge back to
their communities.
In conclusion, the Beit Safafa workshop raises further questions about the way
digital collaborative planning can foster the involvement of minority populations
in holistic planning during periods of polarization and radicalization. Can citizen
science assimilate and integrate sources of knowledge in a way that reduces conflicts
in community space planning and increases citizens’ sense of belonging to their
communities? We have seen that deep involvement in decision-making processes
while sharing local knowledge increases the responsibility and public involvement
of local residents and encourages them to consider diverse needs and desires. In
this way, the aspiration to democratize the planning process supports achieving the
optimal planning result for the residents. Understanding how the negotiation process
is embedded in planning and the opportunities for introducing technological methods
into this process are central to planning activity and should be a cornerstone of future
planners’ skills.
Acknowledgements The researchers would like to express their genuine appreciation for research
assistance to the following M.A. students at Bar-Ilan University: Ran Marmor, Reut Sagron, Yuval
Royburt and Noy Spiegel.
This article was made possible thanks to the generous support of Keren Kayemet Leyisrael.
Jewish National Fund (KKL JNF).
Appendix Links About Using the Tool
https://www.youtube.com/watch?v=Jf_R4rB7MIQ.
https://youtu.be/QERJbL9J1Xw.
References
Abers R (1998) From clientelism to cooperation: local government participatory policy, and civic
organizing in Porto Alegre, Brazil. Polit Soc 26:511–537
Afzalan N, Sanchez TW, Evans-Cowley J (2017) Creating smarter cities: considerations for selecting
online participatory tools. Cities 67:21–30
Alfasi N (2002) Public participation and democratization of planning systems/between “public
participation in planning” and planning democracy. Horiz Geogr 60–78 (In Hebrew)
Aparajita R, Zayed MA, Casey K, Dayal R, Lee JT (2011) Development and implementation of an
introductory endovascular training course for medical students. Ann Vasc Surg 25(8):1104–1112
Auerbach C (2008) Foundations of local government: urban planning in local government (Unit
11). The Open University, Ra’anana. (In Hebrew)
Ben-Arieh R (2008) Public participation in planning with the Bedouin population in the Negev.
Bimkom (In Hebrew)
5 Digital Collaborative Planning as a Path Toward Holistic Planning 85
Benvenisti A, Sagi G (2005) Public participation in the administrative process. In: Isaac Z (ed) On
law government and society, vol 1–2, p 119 (In Hebrew)
Bimkom, Association for Planning Rights (2014) Neighborhood Card (In Hebrew). www.chr
ome-extension. http://www.efaidnbmnnnibpcajpcglclefindmkaj/. https://www.bimkom.org/wp-
content/uploads/brochure-beit-safaffa-w1.pdf (In Hebrew)
Bobbio L (2019) Designing effective public participation. Policy Soc 38(1):41–57
Burby RJ (2003) Making plans that matter: citizen involvement and government action. J Am Plann
Assoc 69(1):33–49
Caglioni M, Campagna M (2021) Geodesign for collaborative spatial planning: three case studies
at different scales. In: Ecosystem and territorial resilience. Elsevier, pp 323–345
Campagna M, Steinitz C, Di Cesare EA, Cocco C, Ballal H, Canfield T (2016) Collaboration in
planning: the geodesign approach. Rozwój Regionalny i Polityka Regionalna 35:55–72
Carmon D, Alterman R (2011) Did my voice sound? The right to object before planning institutions
in law and practice, a series of studies by the Center for the Study of the City and Region. Faculty
of Architecture and Town Planning, Technion, Haifa (In Hebrew)
Cohen H (2017) “Serial participants” in processes of public participation: from changing a plan to
changing the rules of the game. Master’s thesis in public policy, Jerusalem (In Hebrew)
Cohen-Blankstein G, Greenspan A (2015) Public involvement in advancing environmental issues:
a review and insights from an international perspective. The Hebrew University of Jerusalem,
Academic Research (In Hebrew)
Druckman D, Alterman R (2010) From conflict to sharing—identifying the ComplexityCenter for
the study of the city and region, Technion-Haifa (In Hebrew)
EIPP (2009) Public participation in Europe: an international perspective. https://www.partizipation.
at/fileadmin/media_data/Downloads/Zukunftsdiskurse-Studien/pp_in_e_report_03_06.pdf
Eitzel MV, Cappadonna JL, Santos-Lang C, Duerr RE, Virapongse A, West SE et al (2017) Citizen
science terminology matters: exploring key terms. Citizen Sci Theory Pract 2(1).
Fenster T (2012) Whose city is this? Knowledge planning and everyday life. Hakibbutz Hameuchad,
Bnei Brak
Fischer F (2000) Citizens, experts and the environment: the politics of local knowledge. Duke
University Press, Durham and London
Flint Ashery S (2017) A decision not to decide: a new challenge for planning. Eur Plann Stud
25(6):1076–1098. https://doi.org/10.1080/09654313.2017.1302411
Flint Ashery S (2023) The planning role in stretching the city: a tale of two London neighbourhoods.
Springer International Publishing, Cham
Flint Ashery S, Natapov A (2020) A democratisation of urban space: Gender and Ethnicity in the
Whitechapel market. J Urban Aff. https://doi.org/10.1080/07352166.2020.1749006
Flint Ashery S, Stadler N (2021) Palimpsests and urban pasts: The janus-faced nature of whitechapel.
Plos one 16(9):e0251064
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustainability 14(15):9073
Gadot (Perez) A (2006) When the profession meets ideology: non-institutional planners and the
process of public participation in planning-sharing or planning? Master’s thesis in public policy
(In Hebrew)
Goldman-Shaiman A, Nofar R (2008) End of action in cooperation first: participatory democracy
in practice. Society of Community Centers, Jerusalem (In Hebrew)
Goodes A (2005) Public participation in planning through an online website—part of the require-
ments for obtaining the degree of Master of Humanities and Social Sciences (M.A.). Beersheba,
South, Israel (In Hebrew)
Haklay M, Jankowski P, Zwoli´nski Z (2018) Selected modern methods and tools for public
participation in urban planning—a review. Quaestiones Geographicae 37(3)
Harari KZ (2017) Prof. Rachel Alterman: “The bad residential neighborhoods planned by the state
are like pregnancy outside the womb.”. Retrieved from Calcalist: https://www.calcalist.co.il/
local/articles/0,7340,L-3722253,00.html (In Hebrew)
86 M. Sigalov-Klein and M. Sofer
Hasson S (2014) Who controls the city? The politics of urban partnerships. In: Fenster T, Shlomo
A (eds) Cities of tomorrow: planning, justice and sustainability today? HaKibbutz Hameuchad
(In Hebrew)
Hill D (2013) Smart citizens make smart cities. Smart Citizens 87–90
Khamaisi R (2007) From public resistance to public participation: Participatory outline planning in
Arab localities in Israel/from an opposing public to a participatory public—a model for outline
planning culturally adapted to the Arab communities in Israel. Horiz Geogr 68(69):116–140 (In
Hebrew)
Kobori H, Dickinson JL, Washitani I, Sakurai R, Amano T, Komatsu N, Miller-Rushing AJ (2016)
Citizen science: a new approach to advance ecology, education, and conservation. Ecol Res
31(1):1–19
Lane MB (2005) Public participation in planning: an intellectual history. Aust Geogr 36(3):283–299
Nagid M (2015) Public participation in local government: practical experience and lessons learned.
Israel Democracy Institute, Jerusalem (In Hebrew)
Newman G, Wiggins A, Crall A, Graham E, Newman S, Crowston K (2012) The future of citizen
science: emerging technologies and shifting paradigms. Front Ecol Environ 10(6):298–304
OECD (2009) Focus on citizens: public engagement for better policy and services
Planning and Building Law (1965 (In Hebrew)
Policy documents: The Light Rail Planning Policy: Map of construction policy along the Light Rail
and summary of the District Committee’s decision on updating the construction policy, 2019
(updated 09.01.2023) (In Hebrew)
Ramirez-Andreotta MD, Brusseau ML, Artiola J, Maier RM, Gandolfi AJ (2015) Building a co-
created citizen science program with gardeners neighboring a Superfund site: The Gardenroots
case study. Int Public Health J 7(1)
Raved N (2019) The impact of public culture policy on urban identity: a comparative study of
middle cities in Israel. Research for partial fulfillment of the requirements for obtaining the
degree of “Doctor of Philosophy”. Ben-Gurion University of the Negev, South, Beersheba,
Israel (In Hebrew)
Rowe G, Frewer LJ (2000) Public participation methods: a framework for evaluation. Sci Technol
Human Values 25(1):3–29
Sagi J (2013) The perceptions of the public official in local government regarding public participation
as a result of his civic and bureaucratic image. Essay for the degree of “Doctor of Philosophy”,
Hebrew University of Jerusalem (In Hebrew)
Sigalov-Klein M, Marmor R, Sagron R, Roiburt Y, Spigel N, Flint Ashery S (2024) How can digital
collaborative planning integrate knowledge sources towards holistic planning? The test case of
Beit Tzafafa neighborhood in Jerusalem Tichnun, 20/2 (in Hebrew)
Steinitz C (2023) A framework for geodesign: changing geography by design. Bar Ilan University
(In Hebrew) ISBN: 978-965-226-639-2
Steinlauf-Millo R, Flint Ashery S, Tchetchik A (2021) Reducing gaps between planning and
implementation: planning the Neve Sha’anan neighborhood with Geodesign, Tichnun, 18/2,
118–155
Totry-Jubran M (2005) Public participation in the Israeli planning law: Wadi Nisnas as a test case
(In Hebrew)
Vraneski A, Alterman R (1994) Who (isn’t) afraid of public participation? Ir Ve’ezor (city & Region)
23:123–150 (In Hebrew)
Yiftahel A (2006) Cracks in utopia: on the “dark side” of planning. Block 3:78–91 (In Hebrew)
In-depth interviews
Muhammad Lafi (52, male), resident of Beit Safafa (Interviewer: R. Marmour on December 20,
2022)
Part III
The Use and Impact of Geodesign
in Applied Fields
Chapter 6
Smart Mobility and Geodesign in Urban
Life
Michelle Specktor
Abstract In recent years, the expansion of digital technology and forecasts for a
significant increase in both urbanization and global mobility demand have created an
important challenge for planners and designers all over the world as they attempt to
design and plan cities that are more livable, safe, accessible, and sustainable. There
is a growing trend toward smart mobility in cities, as they strive to become smarter.
Smart mobility is essential to urban planners, urban designers, city stakeholders,
policymakers, and communities for leveraging urban developments and supporting
sustainable urban mobility plans, as well as for achieving the vision of transportation
with zero externalities: no fatalities, no delays, and no negative impact to the envi-
ronment. In terms of smart mobility and Geodesign implications for urban mobility,
there is much to explore. In the interest of keeping this article short, only a brief
yet practical introduction to smart mobility and Geodesign implications for urban
mobility is provided. It is recognized that smart mobility in urban design requires
an integrated holistic approach. This can best be achieved through Geodesign to
improve urban mobility and address multidomain and cross-implications of urban
mobility in a broader context of urban life and futuristic planning.
Keywords Urban mobility ·Transportation ·Digital transformation ·Smart city ·
Well-being ·Accessibility ·Urban design ·Transport planning ·Policymaking
M. Specktor (B)
Civil and Environmental Engineering, Technion, Israel Institute of Technology; The Israeli Smart
Transportation Research Center (ISTRC), Haifa, Israel
e-mail: michelle.specktor@ipgallery.com
URL: https://www.ipgallery.com
School of Sustainability, Reichman University, Herzliya, Israel
Tel Aviv University for Youth, Tel Aviv, Israel
IPgallery Urban Mobility, Ra’anana, Israel
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_6
89
90 M. Specktor
6.1 Introduction
Mobility is a fundamental aspect of life, particularly urban life, since mobility implies
a degree of integration into society that affects every aspect of daily life and the
quality of life (Medina-Molina et al. 2022). Throughout urban environments, mobility
occurs in a variety of ways that include transportation options, accessibility, inclu-
sivity, diversity, new technology, shared and new economic models, transport justice,
regulation, and policymaking.
We are currently experiencing a massive shift in the way we commute and travel in
cities. Keeping up with global changes requires our urban planning and development
to incorporate new modes of transportation, digital technologies, renewable energies,
and infrastructure improvements (e.g., Martens 2016; Nieuwenhuijsen 2020; Moura-
tidis 2021). The cities play a key role in helping to achieve the UN’s Sustainable
Development Goals (SDGs). Goal 11 specifically focuses on creating safe, inclu-
sive, sustainable, and resilient cities ensuring high living standards and community
growth, while taking advantage of the benefits for society, the environment, and
mobility.
This paper has two purposes: first, to provide a practical introduction to smart
mobility with a particular focus on Geodesign and its implications for urban mobility;
second, to encourage readers to participate actively in the development and growth
of this emerging field.
To understand urban development and mobility, we must first understand how
transportation plays a role and is important. The concept of smart mobility will be
explained along with the enabling technologies, fundamental concepts, and the core
values of digitalization. Additionally, opportunities and challenges associated with
smart mobility in urban environments will be discussed. Lastly, Geodesign will be
discussed to improve urban mobility and resolve transportation issues.
This article is written with the understanding that readers may draw on a wide
variety of backgrounds and disciplines. To ensure mutual understanding, it is
therefore important to define a few key terms and concepts (Table 6.1).
Now that we have defined some key terms and concepts, we can move forward.
In today’s rapidly urbanizing world, transportation in general and smart mobility, in
particular, are significant challenges. Considering that transportation permeates every
aspect of urban life and vice versa, it is essential to address the issue of transportation
from a multidisciplinary perspective. There is an ongoing discussion about urban-
icity, i.e., living in cities and using smart mobility in urban environments, implying
an interdisciplinary approach across fields (e.g., Petts et al. 2008). The relation-
ships among urbanicity, walkability, smart mobility, urban developments, and urban
planning are at the core of the Geodesign methodology (Steinitz 2012).
6 Smart Mobility and Geodesign in Urban Life 91
Table 6.1 Glossary of key terms and concept
Ter m Explanation
Transport It means ‘across-carry’ in Latin. The movement of people or goods from
place to place is called transportation or transportation (in US English and
UK English, respectively)
Mobility Having the ability to move or be moved from one place to another.
Mobility is one of the key features of a smart city
Cyber-physical
systems (CPSs)
Comprised computational software, physical components, and
human–machine interfaces (HMI) connected via the Internet. Regardless
of the process, physical devices, or infrastructure used, the goal of such a
system is to be operated in a seamless and integrated manner through the
use of sensing devices, connectivity, software algorithms, and
human–machine interaction. Smart cities can be thought of as large-scale
implementations of CPS
Smart city Smart cities can be viewed as large-scale implementations
of cyber-physical systems. The development of interconnected
communities and regions that utilize advanced technologies for the benefit
of individuals and businesses, as well as for economic growth and
environmental sustainability
Smart mobility Smart cities are characterized by smart mobility. Smart mobility offers
digital mobility services for seamless multimodal commutes. They are
based on advanced, digital technologies, and digital mobility applications
as well as shared economic concepts
Multimodality The capability to use a combination of multiple modes of transportation,
such as walking, scootering, biking, public transportation, automated
vehicles, vehicle-sharing, ridesharing, and on-demand mobility to
complete a trip from origin to destination
Walking In simple terms, walking is the physical activity of moving about on foot,
or pedestrian mobility
Walkability The degree to which a built environment is friendly to the presence of
people in an area, including things like accessibility, walking conditions,
safety, comfort, landmarks, and conveniences
Micromobility It is a relatively new and emerging mode of transportation for
single-person transportation such as electric bicycles (e-bikes) and electric
scooters (e-scooters). Shared micromobility services are common in smart
cities
Mobility as a
service (MaaS)
The use of a unified digital application and mobility hubs for smooth
commutes, combining public and private service providers. Users can
plan, book, and pay for seamless trips from origin to destination using
multiple modes of transportation
New mobility As part of a paradigm shift towards sustainable, inclusive and accessible
transportation, it combines connected, automated, shared, and electric
(CASE) vehicles with new business models and digital platforms to
address evolving urban mobility requirements.
92 M. Specktor
6.2 Globalization and Urbanization
Globalization, which allows people and goods to move easily across borders, as
well as urbanization, which increases cities’ growth potential and encourages more
people to move there, has accelerated in recent years. Sustainable Development
Goals (SDGs) also raise issues related to greenhouse gas (GHG) mitigation, climate
change, and renewable energy. Consequently, urban mobility and travel patterns are
increasingly being examined for their health and environmental impacts (Medina-
Molina et al. 2022).
Worldwide, over two-thirds of the population will live in urban areas by 2050—
double what it is today. Urban populations are expected to reach 7 billion in 2050
(UN 2014). A weekly average of 1.5 million people migrates to urban areas. New
infrastructures are needed, including roads, buildings, and transportation systems,
to accommodate this population migration. Most of the infrastructure that will be
required by 2050 does not exist today. With the exponential growth of the global
population, transportation logistics and mobility are becoming increasingly impor-
tant in cities around the world. The integration of smart mobility with smart cities
has become a growing focus of stakeholders wanting to develop sustainable urban
mobility plans (SUMPs) and innovative urban planning that is holistic (Wefering
et al. 2013). The holistic perspective of Geodesign plays a key role in this process.
6.3 Urban Morphology and Road Users
Urban street networks in cities are complex not just because of their hierarchical and
geometrical structures, which are usually determined by geography and history (Flint
Ashery and Natapov 2020), but also due to the variety of functions, vehicles, and
mobility needs they serve, and the variety of users who use them (Flint Ashery and
Stadler 2021a). As a result, multiple stakeholders from diverse fields such as land-
scape architecture, urban engineering, history, economics, sociology, environmental
engineering, geo-informatics, and transportation engineering should be involved in
the urban science process. The use of integrated techniques and combined data will
enable a deeper understanding of urban development and the seamless implementa-
tion of holistic solutions to urban mobility challenges and urban challenges in general
(Kitchin 2016).
A wide range of new factors impacted urban planning and urban design in the
early-twentieth century as a result of the mass-produced automobile, r eshaping urban
environments. It has historically been the case that sidewalks were built alongside
roadways to provide a safe path for pedestrians, minimizing interactions between
pedestrians and vehicles. However, with cities becoming increasingly dense and
micromobility increasing, pedestrians and vehicles cannot be completely separated.
New regulations and planning obligations are being developed to reduce anxiety
among pedestrians in an environment they perceive as unsafe because they have no
easy means of escaping micromobility vehicles on sidewalks.
6 Smart Mobility and Geodesign in Urban Life 93
6.3.1 Typical Urban Street Networks
Urban networks typically include arterials, distributors, main thoroughfares, access
roads, and local streets (Jiang and Claramunt 2004). Different types of road users
rely on them, and they require complex navigation through various junctions, infras-
tructure, and regulations (e.g., speed, parking, and loading). A variety of vehicle
types and road users participate in the road network, including cars, buses, delivery
vehicles, and taxis, as well as vulnerable road users (VRU) such as pedestrians
and micromobility users. Participants interact with each other and with the roads’
infrastructure, including roundabouts, priority junctions, dedicated pathways (e.g.,
sidewalks, micromobility lanes, and roads), crosswalks, traffic signals, and digital
signs.
6.3.2 Shared Spaces
In contrast to a typical urban street network, the approach of the shared spaces
considers all users of this network to interact with each other on an equal basis without
any defined priorities and must navigate in an environment, such as on parking lots
and pedestrian streets, that are less well-defined and regulated than a typical urban
network (Hamilton-Baillie 2008). Futuristic urban shared spaces will incorporate
residential homes, offices, and public spaces into one human-friendly environment
(Varma 2017). In shared spaces, there is an emphasis on mixing land uses and on
minimizing the separation between different types of users including pedestrians and
micromobility users. As an example, different types of surface colors, textures, and
roadside features are used to reduce motor traffic speeds, while curbs, r oad surface
markings, traffic signs, and traffic lights are removed. Increasing skill and knowledge
about the nature of properly designed shared spaces is increasing as more projects
are implemented.
More than half of the land in an average American city is used for streets, drive-
ways, parking, traffic signals, and signs, as well as auto-related businesses, such as gas
stations, car repair shops, garages, and car dealerships (Manville and Shoup 2005).
As the automobile gained popularity, it became associated with sprawl. Urbanization
will inevitably lead to the development of a metropolis, which will further take on
challenges of urban mobility as it progresses toward the development of a megapolis.
6.4 Embracing Digital Transformation
Throughout the past few years, we have seen a digital transformation revolu-
tionize our lives. Through digital transformation, new services and user experi-
ences are developed or revised throughout the entire life cycle of business processes,
94 M. Specktor
responding to rapidly changing market conditions. We are witnessing one of the
most significant paradigmatic shifts in the history of cities. Due to the growth of
connectivity and digital technology, new digital mobility applications and services
are emerging (Lyons 2018), which are transforming urban planning and urban design.
In the twenty-first century, Cyber-Physical Systems (CPSs) are progressively
embedded into physical objects and infrastructures, allowing them to sense, analyze,
act, and connect to their environment via the Internet. Because they integrate phys-
ical and computational components, Cyber-Physical Systems are also referred to as
‘Smart Systems’. As a result, these systems provide the foundation for the devel-
opment of many of the future smart devices and smart services that will have a
significant impact on many aspects of our lives (Baheti and Gill 2011).
Early in 1993, anyone could access the World Wide Web (www) information
dimension over the Internet for free. About 59.5% of the world’s population were
active Internet users via hardware interconnections as of January 2021. There were
4.32 billion mobile users who accessed the Internet by using mobile devices, repre-
senting 92.6 percent of the total. In any aspect of our lives today, the Internet of
Things (IoT) plays a key role in driving the digital transformation we are experi-
encing taking these connectivity and digitalization concepts one step further. In this
way, sensors, software algorithms, and other technologies work together in real-time,
with data and actuators being exchanged between the physical and cyber components
of a digitally transformed system.
There were 1.7 megabytes of data produced by every person on the planet every
second in 2020. Data produced by humans every day amounts to 2.5 quintillion
bytes. Approximately 90% of the world’s data has been generated in the past two
years, 2020–2022. We are living in an age where data is considered the ‘new oil’.
Oil and retail companies are losing market share to data-driven companies, such
as Microsoft and Meta (formerly Facebook). The cyber-physical components are
enabled to interact with each other thanks to the expansion of open data sources.
Further, the data-rich environment of today makes it possible to leverage Big Data
and apply Artificial Intelligence (AI) for advanced digital transportation and smart
mobility services (Lee et al. 2023).
5G mobile networks are being rapidly deployed worldwide due to the astonishing
amount of data exchange and interconnection they enable. With a 5G network, virtu-
ally everyone and everything will be connected at the same time with the least
amount of latency. In communications, latency represents the time between trans-
mitting information and receiving a response. Often, this is referred to as the end-
to-end communication delay. For mobility services, the reduction of latency from
hundreds of seconds to a few milliseconds is a game changer. All smart mobility
services, including connected, automated, shared, and electric vehicles (sometimes
called CASEs), require low latency. To optimize IoT, 5G aims at providing extremely
low latency, and increased bandwidth, as well as high availability, unmatched reli-
ability, and unbreached security, which will result in a tactile Internet. The Tactile
Internet is considered the next evolution of the Internet of Things, which integrates
machine-to-machine (M2M) and human-to-machine (HMI) interactions seamlessly.
6 Smart Mobility and Geodesign in Urban Life 95
Consequently, real-time interactive systems offer many benefits for industrial appli-
cations, societal needs, and emerging services, such as smart mobility (Gohar and
Nencioni 2021).
As part of the fourth industrial revolution, Digital Twin technology is considered
to be the next big thing. In a Digital Twin, physical objects along with their various
elements and dynamics are visually represented. This technology can be applied
to optimizing value chains across many different sectors, including urban living
and smart mobility (Wang et al. 2022). There are three categories of Digital Twins:
Product Digital Twins ensuring reliability in product development and improvement,
Production Digital Twins improving production planning and manufacturing, and
Performance Digital Twins capturing, analyzing, and acting on data while a visual
representation of physical objects is in operation.
Digital transformation is what fundamentally alters transportation networks and
systems in urban settings, thus creating new and enhanced mobility options for people
and goods.
6.5 S.M.A.R.T Cities
We are living in a digital age that is revolutionizing our urban lives in a way we
never dreamed possible, which is the reason why the ability of a city to seamlessly
integrate multiple technologies, cross-domains, and processes defines its smartness.
S.M.A.R.T cities can be seen as living organisms, just like the human body. It is
composed of a System of functions comprising multiple subsystems with central-
ized Monitoring and constant cross-implication Analysis in real-time. Having an
exceptional capacity for Resilience—the ability to rapidly recover and prepare for
future shocks—whether economic, environmental, social, institutional, or of any
other kind—the city will flourish. And a vast Transportation system flows through
it.
To make our cities smarter, no isolated system can operate alone. To make
better decisions, distribute resources more efficiently, identify problems and correct
them quickly, and prevent and fix malfunctions effectively, urban stakeholders, the
entire urban ecosystem, and its infrastructure must share their data in real-time as
well as share history data. Data sharing, among other data-driven decisions, can
streamline traffic, enhance mobility, add efficiencies, save energy, reduce emis-
sions, and improve air quality. In the digital age, smart cities and urban mobility
are becoming increasingly data-driven and dependent on connectivity, the Internet
of Things (IoT), automation, electrification, and Artificial Intelligence (AI). There-
fore, there is an increase in digital literacy and the creation of smart mobility services
is revolutionizing our urban transportation systems (Reddy et al. 2020).
In the wake of technological developments, cities around the world will have
to undergo radical changes in their transportation infrastructures, networks, and
systems, and city officials, mobility providers, as well as individuals will have to
adapt to this new reality.
96 M. Specktor
Urban living attracts people for many reasons, including a mix of cultures, job
opportunities, easy access to amenities, and better mobility. The implementation of
smart mobility solutions must therefore consider not only isolated concerns such
as environmental, spatial, and economic factors, but also community requirements,
personal preferences, and well-being.
6.6 Well-Being and Transportation
Many cities are publicly committed to improving citizens’ well-being at the policy
level, yet most people find city life stressful despite the overall goal of urban policies
to improve social welfare. It has been found that urban living and urban mobility, in
particular, affect mental health in significant ways. Understanding urban well-being
requires a more detailed understanding of space, time, and context, and integrating
objective and subjective data can present significant challenges (Schwanen and Wang
2014).
Traditionally, welfare in the transportation sector has been measured based on
objective indicators such as travel time and costs, crashes, injuries, and environmental
impacts using cost–benefit analysis (CBA). In current policy-assessment methods,
willingness-to-pay/accept data is used to quantify well-being impacts, whereas a
newly proposed social welfare function (SWF) data model uses an interpersonally
comparable well-being measure (Adler, 2019).
It was recognized that taking a multidisciplinary approach to urban planning,
urban design, and policymaking is important for the success of urban mobility
initiatives. Several transportation agendas have gained traction around the world
in recent years, including walkability (Litman 2017), transportation justice (Martens
2016), accessibility, and social inclusion (Keseru and Randhahn, 2023). A growing
amount of attention has also been paid to how subjective experiences of transport
contribute to overall well-being as well as travel enjoyment. Thus, in addition t o
urban mobility accessibility, inclusivity, equity and just, and other environmental
considerations, planning for a healthier travel environment that reduces urban stress
and thus improves well-being is essential.
However, it is important to note that cultural preferences, gender differences, and
local policies all result in different conditions and implementations.
6.7 Transportation Meets Mobility
First and foremost, humans are walkers. Over the course of history, humans have
continuously developed new modes of transportation on land, at sea, in the air, and
space. From the Latin word meaning ‘across-carry’, transportation refers to the move-
ment of people and goods. It covers modality options for both passenger and freight
transportation. Mobility, however, can be defined as the ability to freely move and
6 Smart Mobility and Geodesign in Urban Life 97
be moved. Mobility is something you have, whereas transportation is something you
do.
The introduction of mass-production automobiles in the early 1900s created a
need for new social norms, new infrastructure, and new vehicle designs to reduce
their negative impacts on society. As we move into the global urbanization era and
urban environments become denser and more complex, it is more important than
ever to develop more accessible, inclusive, efficient, just, and eco-friendly ways to
move people and goods.
Urban mobility and transportation planning for future smart mobility including
urban travel subjective well-being (SWB); robots, drones, and connected, auto-
mated, shared, and electric (CASE) vehicles; as well as human–machine interaction
(HMI) considerations are currently being worked on. Planning budgets, social pref-
erences, ownership levels, and the like may impact approaches to addressing existing
challenges and conceptualizing urban smart mobility of the future.
6.8 Smarter Mobility
According to recent forecasts, global mobility demand is likely to continue to grow
for the foreseeable future. The global smart mobility market is expected to reach
$70.45 billion by 2027, growing at a CAGR of 20.2% (2020–2027). Transportation
accounts for the largest share of greenhouse gas (GHG) emissions and the largest
percentage of energy consumption in the world (Smart Mobility Market 2020).
Urban environments are experiencing several trends when it comes to smart
mobility through the use of digital technology and data. As cities aim to become
smarter, city stakeholders and policymakers recognize the importance of smart
mobility in making cities more livable, safer, and more sustainable.
Global trends and local initiatives that are driving today’s urban smart mobility
revolution.
6.8.1 Walkability
A preferred mode of transportation for urban mobility is walking. In the digital age,
walkers use their smartphones for navigation, music, and communication, making
their walks smarter.
Walkability agendas (the quality of walking conditions, including safety, comfort,
and convenience) and walking (the activity) in general are being promoted due to
the potential for multiple health benefits, an increase in well-being, and mobility
fulfillment in urban environments.
Living in a city offers greater access to mobility and higher living standards,
but it also poses greater risks of chronic stress. Walking, the physical activity the
motile mobility of pedestrian is known to impact emotion, reduce stress levels,
98 M. Specktor
and improve health in general. Local governments promote walkability and aim
to increase walking rates to reduce congestion and air pollution, mitigate greenhouse
gas emissions (GHG), and thus improve public health.
Cities around the world are (re)designing streets using Geodesign methods,
tactical urbanism, and urban renewable development projects to create a greener,
healthier, and more livable neighborhoods with a focus on walkability (Ashery and
Steinlauf, 2022).
6.8.2 Micromobility
In urban mobility, micromobility is a new trend, a diversification of urban trans-
portation for individual users and short distances, that is growing exponentially since
2018.
Micromobility is defined as vehicles weighing less than 350 kg and going no
faster than 45 km per hour. Bicycles, e-bikes, kick scooters, e-scooters, scooters,
skateboards, one-wheeled balancing boards, and four-wheeled electric microvehi-
cles are all covered by this definition. In a broader sense, micromobility can be
considered a component of sharing economy. The term sharing economy refers to an
economic model using Internet-based applications to facilitate the sharing of goods
and services.
Commonly micromobility can be docked or dockless, meaning having designated
parking and/or charging stations, or they can be picked up and dropped off at any
location within the service zone. It is praised for its flexibility, affordability, ease
of use, freedom from parking hassles in dense urban areas, and solving the first-
last-mile problem easier. It also offers an extended commute range. As a result,
people can live, work, and play in more places and can get to parts of the city that
are otherwise inaccessible via foot. Thus, mobility patterns and travel behaviors are
changing because of micromobility, making cities more environmentally friendly.
Despite this, a growing number of cities, such as West Hollywood, CA, USA,
London UK, and Singapore, have banned micromobility electric scooters (e-scooters)
due to safety concerns, and some cities have actively blocked e-scooter introduction
to their cities (e.g., Columbia, SC, USA). Renting e-scooters has been banned in
Paris by its citizens, as of April 2023, whereas in Tel Aviv, Israel the municipality
is investigating ways to improve the safety of micromobility vehicles while working
with the Israeli National Road Safety Authority.
While the impact of micromobility is being studied to better understand the role
it plays in shaping smart cities, its integration with public transportation, and its
infrastructure planning implications, it was recognized that it promotes new urbanism
with post-car roadmaps and 15-min city plans. These aim at enhancing seamless
multimodalities travel and address the first-mile-last-mile (FMLM) access problem
by improving the accessibility to established public transportation.
6 Smart Mobility and Geodesign in Urban Life 99
6.8.3 The 15-Min City
The 15-min city plans are well aligned with walkability agendas. These are based
on integrated approaches to sustainable urban living to ensure that amenities and
services can be reached within 15 min of walking or cycling within an 800-radius
perimeter (Moreno et al. 2021).
The concept of a 15-min city, which is based on creating neighborhood areas where
people can easily reach all of their needs within 15 min by walking, riding a bike,
e-scooter, or sharing private or public transportation, ultimately leads to improved
quality of life for its inhabitants.
Creating such shared mixed-use spaces fosters feelings of community, improves
sustainability, enhances livability, and reduces unnecessary transportation. As a result
of reducing unnecessary traveling, the community can achieve its full potential, and
public transportation becomes more feasible.
This strategy is implemented in both new neighborhoods and urban renewable
development projects worldwide.
6.8.4 Transit-Oriented Development (TOD)
TOD is recognized via effective land use and transportation integration where rapid
and frequent transit service is available. The term TOD describes a type of urban
development where the majority of residential, commercial, and leisure uses are
located within walking distance of public transportation stations and mobility hubs
(Knowles et al. 2020). It seeks to increase the use of public transportation by reducing
the dependency on private cars and promoting sustainable urban growth. Local
governments, however, are challenged by the first-mile and last-mile problem, in
other words, how to make sure that people can easily get from their homes to public
transportation stations and from the station closest to their final destination with ease,
comfort, and safety.
High-speed rail (aka bullet train), Hyperloop transport, and Maglev (magnetic
levitation) high-speed rails are disrupting traditional public transportation made up
of buses, underground, light trains, and railways. Also, the introduction of robotic,
automated, and electric vertical takeoff and landing (eVTOL) taxis will contribute
to the future evolution of transportation.
6.8.5 Mobility as a Service (MaaS) or Mobility on Demand
With mobility as a service, car ownership is replaced by accessibility to multiple
modes of mobility on demand. Cities throughout the world are experimenting with
100 M. Specktor
various features to promote mobility as a service (MaaS) and increase public trans-
portation trips via incentives on the one hand and various restrictions on the use of
private cars, parking, and congestion toll on t he other (Jittrapirom et al. 2017).
Mobility hubs and unified digital applications can help provide peer-to-peer
smooth commutes using a combination of public and private mobility options. Via
access to a wide range of digitally integrated mobility options, including bus, shuttle,
taxi, high-speed rail, tram, subway, carpooling, shared cars and shared micromobility,
airplanes, and ferries, MaaS lets commuters map, book, and pay for seamless trips
between their origin to destination using different modes of transportation.
6.8.6 Shared Mobility
With shared mobility, such as Zipcars, e-bikes, e-scooters, or ridesharing trips, urban
space could be more efficiently utilized, traffic congestion could be reduced, and
more walking and micromobility trips could occur (Machado et al. 2018). This will
reduce parking demand, energy consumption, and emissions, as well as enhance
livability and environmental sustainability in urban areas.
Digital mobility applications such as Waze and Moovit and on-demand mobility
services such as Uber allow cities to work toward offering smarter inter-modality
mobility user experiences that leverage the digital revolution and are part of the newly
introduced shared economy. Shared mobility which has become more common in
dense urban areas is disrupting traditional vehicle ownership. Furthermore, it creates
new jobs and e-commerce business models focused on optimizing shared mobility
usage, and distribution of these vehicles based on the travel patterns during different
hours and days of the week.
While it is being promoted in many cities worldwide through innovative strategies
and policies, some commuters are hesitant to use shared mobility because it usually
requires multimodal transportation modes for an origin-to-destination single trip.
Also, due to the problem of the first and last miles, it is a less preferred travel choice.
6.8.7 Mobility Hubs
For switching between modes of transportation safely and conveniently, newly
designed mobility hubs are aiming to improve traveler experiences, enhance their
quality of life, and connect multimodalities seamlessly. Mobility hubs are there-
fore becoming crucial urban facilities for the smooth convergence of multimodality
point-to-point transportation.
Typically, a network of mobility hubs should offer access via a digital applica-
tion to various mobility options having coordinated schedules and with connections
within walking distance. As well as facilitating mobility, mobility hubs can also
promote development in the built environment.
6 Smart Mobility and Geodesign in Urban Life 101
However, for mobility hubs to be strategically situated, traditional traffic models
are no longer enough. An effective mobility hub is not just determined by its location,
but by its design as well. For a mobility hub to serve its purpose better, it must not only
serve as a multimodality inbound and outbound switch but also provide commuters
with a pleasant travel experience, which creates new challenges in their design and
implementation (Arnold et al. 2023).
6.8.8 Electrification
It might surprise some to learn that the first automobile was electric. Therefore,
vehicle electrification is only reemerging in urban transportation with the introduction
of the latest battery technologies, new car manufacturers (OEMs), and new business
models.
Even though this technology may lead to substantial benefits such as reduced
energy use and CO2 emissions, for it to fully reap the benefits it may bring, its
electric power production must be strongly shifted away from fossil fuels in favor
of renewable energies. Furthermore, electric vehicles (EVs) pose new challenges to
the grid, to the safety and sustainability of batteries, to the creation of new charging
technologies, as well as to optimization of parking land use in public charging stations
(Yong et al. 2015).
Aside from creating new business models, the electrification revolution calls for
urban planning considering the location and optimization of charging station imple-
mentations and the adoption of new social norms, adapted to these vehicles as they
are quiet on urban roads.
6.8.9 Automation
As automated vehicles (AVs) become ubiquitous and integrated into urban envi-
ronments, the urban mobility ecosystem faces disruption (Alessandrini et al. 2015).
Ultimately, fully automated self-driving vehicles powered by Artificial Intelligence
(AI) promise to eliminate human error and make roads safer. In the era of advance-
ments in AI, integrating driverless vehicles in a mixed urban transport network has
proved to be harder than anticipated. Although much money, time, and effort have
been invested in AI, it has not been able to solve the problem of reliably navigating
our most unpredictable urban transportation networks.
Traveling by AV may be more affordable and allow commuters to make the most
of their time. However, AVs will more importantly provide mobility opportunities
to groups who have been excluded from participating in public life due to mobility
restrictions (e.g., people with disabilities, children, the elderly, or t hose without a
driver’s license). Nevertheless, they have implications for pedestrians that require
further study (Specktor et al. 2023).
102 M. Specktor
In addition to technical drawbacks, lack of new policy, and ethical considerations,
it has been argued that AVs will be widely spread only after major reforms are made
to urban infrastructure allowing smart cities to communicate with these vehicles in
a timely and automated manner.
6.8.10 Intelligent Transportation System (ITS)
In today’s interconnected data-rich environment, intelligent transportation systems
(ITSs) process and share information to ease congestion, enhance traffic manage-
ment, and increase transportation benefits to commercial users and the public in
general (Gohar and Nencioni 2021). ITS leverages digital devices, sensors, and
cameras, as well as analysis, control, and communication technologies to improve
mobility, safety, and efficiency.
By using mobility ITS, the shortest route between origin and destination is deter-
mined by considering factors such as distance, time, and energy consumption. Moni-
toring and managing transport system performance through traffic signals, transit
operations, and emergency maintenance are possible with these apps. Apps that
provide advisories and warnings reduce crashes. When congestion data is avail-
able in real-time, it can assist in making more informed decisions regarding alter-
native routes, alternative modes, and rescheduling trips, which can result in more
environmentally friendly travel.
ITS data sharing is generally beneficial to transportation and mobility networks
and systems. Yet, it can also be used as a tool for making city-wide data-driven
decisions, welfare improvements, and financial transactions within multiple cross-
implications applications.
6.9 Together, the Elements Form a Whole
It is through Geodesign that the above-described technologies and concepts can be
brought together. Utilizing Geodesign allows interdisciplinary cross-implications to
be addressed in the context of smart mobility in any urban environment. Geodesign
and smart mobility planning could achieve incredible results since both are geared
toward creating a better world, one that adapts to changing processes more effec-
tively. Among their many similarities is their use of design thinking, their reliance on
geographical science and information technology, and their consideration of people
and human factors as well as sustainability. Smarter urban mobility systems can be
successfully implemented by embracing a fundamentally holistic approach.
In the era of exponential urbanization, transportation smart mobility planning and
urban design are crucial, but there is no single value proposition that can work for all
cities. In the age of today’s technology, urban mobility projects are delivered more
6 Smart Mobility and Geodesign in Urban Life 103
efficiently through better data and social media, simulation and forecasting tools,
and the inclusion of innovation, design, and policymaking planning processes.
There is however a disconnect between those who benefit from transportation
and urban mobility investments and those who suffer as a result. Often, projects are
stopped simply because a convincing case cannot be made about their benefits and
individuals lack a clear answer to the ‘What’s in it for us?’ question.
Urban planning involves designing and coordinating all the components that make
up an urban environment, such as the built and landscape environment, public spaces,
pathways, transportation, and mobility options. Historically, limited transportation
options or poor roads hindered urban growth; today it is a lack of good mobility
options and poor smart mobility services.
Analyzing the urban fabric of any city can give us insights into organic urban devel-
opment and mobility’s effect on the city. Urban growth is largely driven by mobility
around major roads (and rivers), which impacts urban design. Besides a variety
of urban design elements, including landmarks, paths, edges, districts, and nodes,
connectivity, accessibility, and centrality are essential concepts for understanding
urban morphology and street networks, both of which impact urban transportation
and set the stage for smart mobility.
A city’s layout is characterized by its collection of blocks of different sizes and
shapes, which together define its connectivity of infrastructures. When it comes to
connecting urban areas, T-junctions provide a lower level of connectivity than X-
junctions do. Also, there is less connectivity between junctions when there is a long
distance between them.
Four measures of centrality can be taken into consideration when understanding
street networks. Nodes are ranked according to their edges. Each node’s number of
edges defines its centrality or importance. Geodesic distance determines a node’s
closeness and centrality to other nodes. Higher importance is associated with nodes
that are close to each other. The number of paths connecting one node to another
is referred to as the betweenness centrality. A node that can connect to another
node, is of greater importance. The Eigenvector centrality measure assigns scores to
nodes. It is possible to create a transportation system index by balancing the network
accessibility (node score) with the land use at each mobility hub (place value).
The creation of mobility hubs will take advantage of existing infrastructure
such as station platforms, airports, and bus stop to improve the smoothness of
mobility and provide more options for active transportation. Smart cities’ intelligent,
adaptive, and efficient infrastructure will enable real-time traffic flow monitoring,
management, and optimization. Contextual urban design requires the development of
interconnected mobility hub networks for the integration of smart mobility services.
In the given context (Flint Ashery and Stadler 2021b; Flint Ashery 2022), Fig. 6.1
shows the proposed Geodesign plan for 2045, and Fig. 6.2 depicts the shadow anal-
ysis for June 21, 2023. The analysis of shadows can provide implications not only
for urban design, but also for urban mobility planning in these neighborhoods. For
example, shaded areas can encourage interaction and collaboration in public places,
offering thermal comfort, and making walking more pleasant in warmer weather.
104 M. Specktor
Fig. 6.1 Geodesign workshop for Ezrat Torah and Ramat Shlomo neighborhoods: (1) The proposed
plan for 2045
Due to the complexity of urban planning and the multifaceted implementation
of new mobility, instrumental interventions that use Geodesign methodologies and
tools can be effective in facilitating negotiation in planning (Flint Ashery and Steinitz
2022). Furthermore, our understanding of spatial networks of streets can be enhanced
through social network analysis utilizing Geodesign. In Geodesign, all the elements
mentioned above can be integrated both bottom-up and top-down, holistically consid-
ering the entire urban smart mobility system creating a new mobility landscape to
enhance mobility, equity, and sustainability.
6 Smart Mobility and Geodesign in Urban Life 105
Fig. 6.2 Geodesign workshop for Ezrat Torah and Ramat Shlomo neighborhoods: (2) Shadow
analysis for June 21, 2023
6.10 Conclusion
The new mobility landscape including smart mobility services, future mobility hubs,
and other urban design elements contributes greatly to the attractiveness, livability,
and functionality of urban areas and, hence, societal well-being.
The planning and design of urban smart mobility systems can be facilitated and
presented well through Geodesign elements and layered visualization explorations.
A holistic approach to smart mobility includes:
.Mixed-use development with easy access to public facilities and services.
.Self-sustaining communities where residents can work, live, and play.
.Economic support for local communities.
106 M. Specktor
.A wide range of mobility options, including public transportation, mobility as a
service (MaaS), active commuting, and walkability.
.Mobility hubs at nodes and places of high value.
.Smart mobility applications that are user-friendly.
.A decline in ownership and use of private vehicles.
.Infrastructural improvements.
.Keeping the impact on the environment to a minimum.
.Implementing transportation justice and overcoming poverty in transportation.
.Vision Zero is a driving force for achieving zero causalities.
.Enhancement of well-being and quality of life.
With the practical introduction to smart mobility presented in this article, urban
and transportation planners are encouraged to utilize Geodesign methodologies and
actively consider ways to meet the UN’s Sustainable Development Goals (SDGs) for
increased convenience, affordability, and comfort while simultaneously promoting
accessibility and digital mobility inclusion in urban smart mobility implementations
with a holistic perspective.
Because smart mobility is multidisciplinary, it requires collaboration between
stakeholders from a range of disciplines and constant dialogue between users,
industry experts, decision-makers, and policymakers. As part of smart mobility’s
integration into urban environments, users’ goals, needs, and preferences as well
as business opportunities, constraints, and limitations toward digital mobility
services must be better understood. Thus, an integrated Geodesign approach is
highly recommended. A Geodesign approach can make urban planning and design
cross-disciplinary and inter-sectoral, advancing smarter mobility and furthering the
advancement of urban living.
References
Adler MD (2019) Measuring social welfare: An introduction. Oxford University Press, 2019, Duke
Law School Public Law & Legal Theory Series No. 2020-8
Alessandrini A, Campagna A, Delle Site P, Filippi F, Persia L (2015) Automated vehicles and the
rethinking of mobility and cities. Transp Res Procedia 5:145–160
Arnold T, Frost M, Timmis A, Dale S, Ison S (2023) Mobility hubs: review and future research
direction. Transp Res Rec 2677(2):858–868
Baheti R, Gill H (2011) Cyber-physical systems. Impact Control Technol 12(1):161–166
Flint Ashery S (2022) Group consumption and ecological footprint: the effect of habits and lifestyle.
Sustain 14(20):13270
Flint Ashery S, Natapov A (2020) A democratisation of urban space: gender and ethnicity in the
Whitechapel market. J Urban Aff. https://doi.org/10.1080/07352166.2020.1749006
Flint Ashery S, Stadler N (2021a) Palimpsests and urban pasts: the janus-faced nature of whitechapel.
PLoS ONE 16(9):e0251064
Flint Ashery S, Stadler N (2021b) Dynamics of transcendence and urbanism: the latent mechanisms
of everyday religious life and city spaces. Hous Theory and Soc 1–24
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
Geodesign linking planning and implementation. Sustainability 14(15):9073
6 Smart Mobility and Geodesign in Urban Life 107
Flint Ashery S, Steinlauf-Millo R (2022) Planning vertical differentiation? Geodesign workshop in
the case study area of Neve-Sha’anan neighbourhood in Tel Aviv. In: Maloutas T, Karadimitrio
N (eds) Micro-segregated cities. An international comparison of segregation in dense cities.
Springer-Verlag Berlin Heidelberg. Submitted February 2022
Gohar A, Nencioni G (2021) The role of 5G technologies in a smart city: the case for intelligent
transportation system. Sustainability 13(9):5188
Hamilton-Baillie B (2008) Shared space: reconciling people, places and traffic. Built Environ
34(2):161–181
Jiang B, Claramunt C (2004) Topological analysis of urban street networks. Environ Plann B Plann
Des 31(1):151–162
Jittrapirom P, Caiati V, Feneri AM, Ebrahimigharehbaghi S, Alonso-González MJ, Narayan J (2017)
Mobility as a service: a critical review of definitions, assessments of schemes, and key challenges.
Urban Plann 2(2):13–25
Keseru I, Randhahn A (2023) Towards user-centric transport in Europe 3: Making digital mobility
inclusive and accessible (p. 292). Springer Nature.
Kitchin R (2016) The ethics of smart cities and urban science. Phil Trans Royal Soc Math Phys Eng
Sci 374(2083):20160115
Knowles RD, Ferbrache F, Nikitas A (2020) Transport’s historical, contemporary and future role
in shaping urban development: re-evaluating transit oriented development. Cities 99:102607
Lee D, Camacho D, Jung JJ (2023) Smart mobility with big data: approaches, applications, and
challenges. Appl Sci 13(12):7244. MDPI AG. Retrieved from https://doi.org/10.3390/app131
27244
Litman TA (2017) Economic value of walkability. Victoria Transport Policy Institute, Canada
Lyons G (2018) Getting smart about urban mobility–aligning the paradigms of smart and sustainable.
Transp Res Part a Policy Pract 115:4–14
Machado CAS, de Salles Hue NPM, Berssaneti FT, Quintanilha JA (2018) An overview of shared
mobility. Sustainability 10(12):4342
Manville M, Shoup D (2005) Parking, people, and cities. J Urban Plann Develop 131(4):233–245
Martens K (2016) Transport justice: designing fair transportation systems. Routledge
Medina-Molina C, de la Sierra Rey-Tienda M (2022) The transition towards the implementation of
sustainable mobility. Looking for generalization of sustainable mobility in different territories
by the application of QCA. Sustain Technol Entrep 1(2):100015.
Mokhtarian PL (2019) Subjective wellbeing and travel: Retrospect and prospect. Transportation
46(2):493–513.
Moreno C, Allam Z, Chabaud D, Gall C, Pratlong F (2021) Introducing the “15-Minute City”:
Sustainability, resilience and place identity in future post-pandemic cities. Smart Cities 4(1):93–
111
Mouratidis K (2021) Urban planning and quality of life: a review of pathways linking the built
environment to subjective well-being. Cities 115:103229
Nieuwenhuijsen MJ (2020) Urban and transport planning pathways to carbon neutral, liveable and
healthy cities; a review of the current evidence. Environ Int 140:105661
Petts J, Owens S, Bulkeley H (2008) Crossing boundaries: interdisciplinarity in the context of urban
environments. Geoforum 39(2):593–601
Reddy P, Sharma B, Chaudhary K (2020) Digital literacy: a review of literature. Int J Technoethics
(IJT) 11(2):65–94
Schwanen T, Wang D (2014) Well-being, context, and everyday activities in space and time. Ann
Assoc Am Geogr 2014(104):833–851
Scorza F (2020) Training decision-makers: GEODESIGN workshop paving the way for new urban
agenda
Singleton PA (2019) Walking (and cycling) to well-being: Modal and other determinants of
subjective well-being during the commute. Travel Behav Soc 16:249–261.
Smart Mobility Market (2020) Global opportunity analysis and industry forecast, 2020–2027.
https://www.alliedmarketresearch.com/smart-mobility-market-A06658
108 M. Specktor
Specktor M, Parush A, Shiftan Y (2023) Perceptions of stress among pedestrians in fully automated
vehicle transportation systems. Transp Res Rec 03611981231164384
Steinitz C (2012) A framework for geodesign: changing geography by design. ESRI Press, Redlands,
CA
United Nations (2014) World urbanization prospects. The 2014 revision, Highlights. http://esa.un.
org/unpd/wup/Highlights/WUP2014-Highlights.pdf
Varma GR (2017) A study on new urbanism and compact city and their influence on urban mobility.
In: 2017 2nd IEEE international conference on intelligent transportation engineering (ICITE)
Wang Z, Gupta R, Han K, Wang H, Ganlath A, Ammar N, Tiwari P (2022) Mobility digital twin:
concept, architecture, case study, and future challenges. IEEE Internet Things J 9(18):17452–
17467
Wefering F, Rupprecht S, Bührmann S, Böhler-Baedeker S (2013) Guidelines. Developing and
implementing a sustainable urban mobility plan. In: Workshop, p 117
Yong JY, Ramachandaramurthy VK, Tan KM, Mithulananthan N (2015) A review on the state-of-
the-art technologies of electric vehicle, its impacts and prospects. Renew Sustain Energy Rev
49:365–385
Chapter 7
Facilitating Walkability in Hilly Terrain:
Using the Geodesign Platform
to Integrate Topographical
Considerations into the Planning Process
Miri Jano Reiss and Anat Tchetchik
Abstract Walking is the healthiest, most natural, environmentally friendly, and egal-
itarian way of moving in space, and it plays an important role in urban life. Since walk-
ability has become a key factor in New Urbanism, research on this issue has empha-
sized walkability analysis, examining the many global examples of urban spaces that
reflect planning for walkability. However, t he literature does not adequately cover the
issue of walkability in hilly terrain. Previous studies have shown that walking on an
incline may require more effort but can shorten the walking distance. When planning
for hilly terrain, winding roads are used to reduce the incline. But winding routes
lengthen the distance between junctions, reducing connectivity and walkability. A
short distance between junctions creates connectivity in space, which is a key factor
in walkability. The goal of this study is to examine whether and how digital plan-
ning practices can be implemented to promote walkability in a hilly neighborhood,
despite the challenging physical circumstances. For this study, we invited students
and professionals from various fields of urban design to participate in three planning
workshops using the Geodesign platform. The findings indicate that walkability prin-
ciples can be integrated into planning for hilly terrain, thus creating a walkable space
in hilly areas. The study also found that Geodesign’s structured, methodical process
of discussion and negotiation supported inclusion of topographical considerations
for promoting walkability in the planning process.
Keywords Walkability ·Hilly terrain ·Healthy urban planning\design ·Public
space and well-being ·Topographical incline ·Neo Urbanism
M. Jano Reiss (B)
Bar Ilan University, Municipality of Jerusalem, Israel
e-mail: reiss215@gmail.com
A. Tchetchik
Bar Ilan University, Ramat Gan, Israel
e-mail: anat.tchetchik@biu.ac.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_7
109
110 M. Jano Reiss and A. Tchetchik
7.1 Introduction
Planning for walkability is one of the principles of Neo Urbanism and a key factor
in modern urban renewal. In The Death and Life of Great American Cities, Jane
Jacobs (1961) asserted that the increased use of private vehicles and planning that
prioritizes them has eroded the urban fabric, reducing opportunities for pedestrians
to walk in the city and use the urban space in a manner appropriate for people
instead of cars. Her observation is supported by studies that were conducted in the
major US metropolises (Leinberger et al. 2014), as well as government programs
for improving neighborhood walkability, which aim to meet environmental, health,
and transportation goals (Talen and Koschinsky 2013). Cities that have set a goal
of creating high walkability indices have witnessed increasing property values for
apartments, offices, and commercial spaces (Pivo and Fisher 2011).
The “health map for the local human habitat” lists high accessibility on the walk-
able network to these services and creation of social and community interactions as
key factors in human health (Barton and Grant 2006), emphasizing the connection
between health, well-being, and the individual’s physical living space.
Walkability and connectivity are both fundamental concepts in Neo Urbanism.
The relationship between these concepts and health stems from the use of physical
activity for movement instead of mechanized means, as well as the reduced use of
vehicles, which lowers pollution (Iravani and Rao 2020). Any improvement in the
individual’s ability to access and implement these systems improves health and well-
being. As a result, over the past two decades, walkability has become a top item on
the urban planning agenda (Newman 2020).
Several objective factors of the walking environment influence walkability. The
literature suggests several elements from the field of planning and design that influ-
ence walkability, including distance, shade, design, safety, and security. Another
such element is the topographical incline, relevant in hilly cities, as it adds effort
to walking. Further, the pedestrian’s perception of distance depends on the effort
involved in walking. Perceived effort depends more on the incline of the path than on
the walking speed (Zadra and Proffitt 2016). The relative incline of a neighborhood
influences the individual’s decision to conduct physical activity in the urban space,
including walking (Sun et al. 2015).
Much research in this field has documented the contribution of the built environ-
ment and the public space to the individual’s health and well-being, both directly and
indirectly, through designing social, economic, and environmental conditions (PHE
2017). Although many studies have addressed the contribution of urban planning to
walkable space, the literature reveals a gap regarding the influence of the topograph-
ical component on walkability in urban space. This research gap exists even though
topographical incline has a fundamental influence on walking effort and thus repre-
sents a major consideration for the pedestrian in deciding on the mode of movement
through space. Deeper research on this issue can broaden knowledge on policy and
planning for walkability for hilly cities, to encourage residents to choose walking as
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 111
a transportation method (Sun et al. 2015). In addition, there is no methodical exami-
nation in the literature of the connection between an inclined path and the perception
of distance and effort involved in walking for various types of land use designations.
The literature also lacks a methodical examination of implementation of planning
practices that ensure walkability in hilly terrain through land use designations.
Shields et al. (2021) differentiated between two measures in the literature on
walkability. The first measure addresses the micro-level and focuses on design and
physical characteristics of the built environment. The second measure addresses
the macro-level and focuses on the urban space including crowding, mixed-use,
and connectivity of the walking infrastructure (Clifton et al. 2007;Park 2008;
Cubukcu 2013). In the literature on the effect of characteristics of the built envi-
ronment on movement (Park et al. 2018), topography is not addressed. Similarly,
micro-approaches, including factors such as topography, micro-climate, safety, and
aesthetics, are not thoroughly addressed (Dovey and Pafka 2020). Surprisingly,
the literature does not examine the effect of topography on walkability, although
topographical incline is a factor that magnifies walking effort.
Sun et al. (2015) is one of the few who have examined the relationship between
incline and active movements. In a study conducted at the campus of Hong Kong
University, they found that the incline is a significant factor in the attractiveness of
non-mechanized movement. They support another study showing that people tend
to prefer walking that requires a minimal investment of effort (Hunter et al. 2010). If
we wish to encourage active movement and walkability when planning new spaces
and urban renewal in hilly cities, we must relate to the topographical dimension.
Aside from the research on walkability in general, studies that examine the rela-
tionship between topographical incline and walking have shown that as the percent
incline increases, walking distance is shortened. A study conducted in Vienna showed
that for an increase of one percent in incline, walking was ten percent less attractive
(Meeder et al. 2017).
Employing former research findings in an urban plan can contribute to the liter-
ature by embedding research insights regarding walkability in hilly cities into the
planning processes. The aim of this study is to integrate these findings and to bridge
the knowledge gaps related to planning and design for walkability in hilly areas. To
do so, the current study will examine how to implement digital planning and design
tools to promote active transport on inclined routes, with an emphasis on walking.
I will do so by reexamining land use designations during the planning process to
include incline and distance as factors in walking access and through design that
improves the walking experience and reduces effort in walking on t he inclined route.
112 M. Jano Reiss and A. Tchetchik
7.2 Literature Review
7.2.1 Definition of Walkability
The many definitions of walkability share two common features:
1. The extent to which the design of a space encourages people to remain there
and enjoy various activities. This understanding of walkability focuses on the
intangible qualities of aesthetics and pleasure (Bradshaw 1993;Lo 2009).
2. The extent to which walking in the space is possible, focusing on physical char-
acteristics such as security, comfort, and accessibility (Krambeck 2006;Abley
et al. 2011).
Despite the numerous definitions of “walkability” in the literature, there is no
unanimous agreed-upon definition of this term among scholars and practitioners.
Walkability is generally defined in terms of two aspects: (1) “The degree to which
space is built in ways that encourage people to be outdoors and enjoy themselves, to
dine, shop, etc. within a given area. This represents a qualitative perspective, which
regards walkability as a ‘quality’” (Bradshaw 1993;Lo 2009); and (2) security,
economy, convenience, and other factors determining the degree to which the public
space is accessible and receptive to walking (Abley et al. 2011; Krambeck 2006).
Our s tudy adopts the following definition of walkability: “The extent to which
characteristics of the built environment and land use may or may not be conducive
to residents in the area walking for either leisure, exercise or recreation, to access
services, or to travel to work” (Leslie et al. 2007, p. 114).
7.3 Factors Contributing to Walkability
In addition to the multitude of definitions, the literature offers a variety of indices and
criteria for a walkable space. Shields et al. (2021) identified over eighty-five variables
used in studies to define walkability indices. Common indices in the literature are the
number of public transportation stations and the distance between them (PHE 2017),
density of residential buildings, mixed-use, sidewalk width, accessibility, distance
to commercial centers and services, distance between junctions, aesthetics, security,
personal safety, economic feasibility, and comfort (e.g., Leslie et al. 2007; Krambeck
2006; Frank et al. 2010; Blecic et al. 2015; Singh 2016; Wang and Yang 2019). These
criteria influence the measure of walkability of the space. The literature provides
extensive discussion of walkability’s influence on urbanism that is social, economi-
cally feasible, sustainable, and healthy. Studies examining the impact of urban plan-
ning on walkability have identified the environmental factors that contribute to a
higher walkability level (Ewing and Cervero 2010; Handy et al. 2005; Pikora et al.
2003). These include connectivity as well as the location of parks near residences,
forming part of the urban physical space and contributing to increased walking rates.
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 113
We conclude that when the urban physical space supports walking based on these
parameters, walking rates will increase.
Today, walkability is considered part of the urban transportation system (Mam
et al. 2019).
Several studies have addressed the relationship between walkability and active
transport. Active transport relates to physical activity as a means of transport and
includes travel by foot, bicycle, and other non-motorized vehicles. Active transport
also includes the use of public transport, as it involves walking or biking to reach
public transport stations.
.Public transport—Taking public transport involves walking to and from public
transport stations, and thus, its use also increases walkability. As the number of
locations accessible by public transport increases, its efficiency grows, and with
it, the likelihood that residents will use it. Access to public transport has been
identified as one of the environmental characteristics that influences walkability
(Koohsari et al. 2018).
.Biking—Biking is a type of active transport that involves physical effort. It also
reduces greenhouse gas emissions, as it is an alternative to motorized transport.
It is relatively low cost, which means that it is accessible to a broad range of
socioeconomic levels. Creating a safe and convenient biking infrastructure also
meets the goal of creating a walkable space. In addition, a positive correlation has
been found between walkability indices and biking as a transport method (Grasser
et al. 2017).
Despite the thriving discourse in the field of walkability, these studies have not
sufficiently investigated topographical incline as a factor influencing walkability.
Empirical knowledge on the relationship between walking and incline is sparse,
and the existing planning tools based on this knowledge are limited in number.
Other issues in the field of walkability, such as safety, aesthetics, connectivity, and
shade, are well-documented in the literature and addressed by practical planning
tools. For example, planning of intersection density, which enables connectivity and
is implemented through grid-based routes, is a central component in planning for
walkability (Fonseca et al. 2021). But grid outlines are a challenge for planners of
hilly cities. While gridlines enable maximum connectivity (Moran 2009), hilly terrain
offers less possibility for this type of route, because roads curve along altitude lines
to minimize incline.
In planning for walkability, planners of hilly cities must also consider the reverse
relationship between percent incline and walking distance. Studies have shown that
an increase of one percent in incline reduces walking distance by 12.97%. Research
in Vienna indicated that an increase of one percent in incline reduces the distance
walked by 10%.
The current study aims to demonstrate whether and how we may implement
planning practices that will increase walkability in areas of inclined terrain. Given the
conclusion of previous studies that greater inclines mean shorter walking distances,
city planners with appropriate tools should be able to plan walkable spaces for hilly
cities. On the macro-level, for example, services, institutions, parks, public transport
114 M. Jano Reiss and A. Tchetchik
stations, and other elements can be positioned based on the relationship between
distance and incline, to enable pedestrian accessibility. Methods and practices that
improve the walkability index may also be integrated, such as connectivity, increased
density, and mixed usage.
On the micro-level, this study will suggest use of vertical mechanical means
to maximize the walking experience. Vertical mechanical means are elements that
enable movement between various heights in a mechanical manner, such as escala-
tors, wheelchair lifts, elevators, and inclined elevators. Such methods may be used
where the incline is particularly steep and leads to frequently visited destinations.
This will enable the general population to walk without taxing physical effort. In addi-
tion, we will show how design can improve the pedestrian experience—for example,
by creating and developing interest points, including benches for rest, and adding
shade for relief from the heat in the summer months.
7.4 Study Framework and Hypothesis
This study aims at offering critical insights to help bridge the gap between concepts
used in the Geodesignhub planning platform (www.geodesignhub.com), the spatial
planning process (Steinlauf-Millo et al., 2021), and facilitating walkability in hilly
terrain, based on three case studies of the Talpaz neighborhood in Jerusalem. Our
research is based on three virtual workshops conducted in 2021 for students of
geography and urban planning, and urban planning professionals. The participants
used the Geodesignhub platform to create proposed revisions for the Talpaz policy
plan of the Israel Ministry of Housing and Jerusalem municipality (2021 revision).
In examining the Talpaz policy plan, we found that the many entities involved
in the planning process—including urban planners, policymakers, infrastructure and
transport authorities, residents, and architects—faced difficulties in proper imple-
mentation of design principles. In operational terms, these entities encountered chal-
lenges in developing informed decision-making processes and in leveraging the new
digital sources of information that are increasingly available to support a variety of
planning considerations, including walkability.
To explore an alternative planning method designed to help the planning entities
overcome these challenges, we decided to have the workshop participants use the
Geodesignhub platform to make their proposed revisions to the policy plan. Geode-
signhub is a map-based collaboration software that facilitates negotiations between
planning teams. The software enables teams to create and share their planning activi-
ties and leads them through a process of consensus forming. It is often used as a medi-
ation tool to resolve different approaches and conflicts between stakeholders. Gener-
ally, this type of work is done manually and is extremely time-consuming, involving
many meetings and deliberations along with technical analysis work. Geodesignhub
offers a digital alternative to improve the efficiency of this process (Flint Ashery and
Steinitz 2022).
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 115
In designing the workshop process, we relied on conclusions from previous studies
of the relationship between walking distance and topography slope. We also consid-
ered the distance–slope relationship in land use programs and design factors. We inte-
grated these elements into the workshop process through use of the Geodesignhub
planning tool (Flint Ashery and Steinlauf-Millo 2021). Then, using the three work-
shops as our data, we examined how planning practices can facilitate walkability in
hilly terrain.
Research question: Can explicit links between planning principles and walkable
conditions in hilly terrain foster practices that promote creation of walkable public
spaces?
Methodology: In this study, we conducted three planning workshops using the
Geodesignhub digital platform, to examine ways of incorporating topography
considerations into the planning and design process.
7.5 The Research Field
For the location of our study, we selected the Talpaz neighborhood (Talpiyot Mizrach)
in Jerusalem (Fig. 7.1) due to a combination of circumstances. First, the municipality
of Jerusalem is currently developing a new, large-scale policy plan for employment,
tourism, transport, and urban renewal for this neighborhood. Second, Talpaz is char-
acterized by hilly topography and a high slope percentage (7%–29% at some of the
roads we checked).
The Talpaz policy plan objectives include formulating a regeneration policy for
the neighborhood, designating high-density areas, defining building characteristics,
Fig. 7.1 Jerusalem Municipal GIS, satellite image of the neighborhood
116 M. Jano Reiss and A. Tchetchik
empowering low-income communities, and increasing walkability. The policy plan
aims to add 8000 housing units by 2030, based on projected demographic growth. To
reach these objectives, the plan specifies several land uses: high-density mixed-use
spaces, public open spaces, green spaces, public institutions, commercial areas, and
housing. Other land uses, such as employment, water infrastructure, agriculture, and
tourism, were not specified for the purposes of this study.
7.6 Workshop Participants
For this study, we organized three virtual planning workshops, with twelve partic-
ipants each. In the first workshop, the participants were urban planning students.
Participants in the second and third workshops were professionals in the fields of
urban planning, sustainable development, planning policy, urban design, and archi-
tects. These professionals are responsible for preparing recommendation reports to
the Jerusalem planning approval authorities (local planning committee and district
planning committee). To integrate public engagement practices and represent resi-
dents’ interests and needs, the twelve participants in each workshop included one
neighborhood urban planner and one local community representative from the neigh-
borhood. The participants thus represented diverse considerations and fields, such as
public institutions, environment, economy, transportation, services, and leisure.
7.7 Using Geodesignhub
As described above, Geodesign is a map-based collaboration software that facilitates
negotiations. Following Geodesign methodology, the participants were divided into
four interest groups: community, environment, policy, and economic development.
Each group aimed to meet the policy plan goals regarding walkability promotion and
the participants’ individual fields of interest. The workshop began with an overview
of the policy plan and the objectives that the participants were expected to achieve
by the end of the workshop. We presented research findings and practical principles
of planning and designing for walkability in hilly cities to each group. To test the
hypothesis, the participants were expected to incorporate these principles during the
workshop. The Geodesignhub platform enabled multi-disciplinary deliberation for
increasing walkability, according to the policy plan goal.
The example below (Fig. 7.2) shows how Geodesignhub enables planning for land
use by defining color-coded polygons, while tracking progress toward the policy plan
goals.
The workshop workflow followed Carl Steinitz’s framework for Geodesign
(2023). The workshops began with a pre-workshop planning phase to understand
and describe the territorial processes which characterize the geographical context.
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 117
Fig. 7.2 Land use polygons as depicted in Geodesignhub
As preparation for the workshops, we prepared maps that reflected various geograph-
ical infrastructures. Digital evaluation models were used to analyze the impact of the
policy plan requirements, aiming to achieve an agreed solution by negotiation within
several design cycles.
Each workshop began by defining the goals of their proposed plan, including
walkability. The workshops proceeded according to the following work phases:
.Phase I—Participants were divided into four interest groups (community, envi-
ronment, policy, and economic development) of three participants each. Each
sub-group proposed a plan that met the goals.
.Phase II—Two sub-groups were combined into one, to form two groups of six
participants. Each new group incorporated the two Phase I plans into one new
plan. This was conducted by negotiation.
.Phase III—The two groups from Phase II were combined into one group. The
united group incorporated the two plans from Phase II into one final plan, based
on negotiation and the plan goals.
In all, three workshops were held with twelve participants each.
Below is the final plan (Fig. 7.3) that was agreed on by the unite community and
government groups at the second workshop (professionals):
Following completion of the three workshops, we documented the process and
compared the results, to learn how hilly topography can be considered in planning for
walkability. As walkability findings from former research were integrated into the
plan through the Geodesignhub platform, the results of the workshop plans indicate
the feasibility of realizing walkability criteria in a policy plan for hilly terrain.
118 M. Jano Reiss and A. Tchetchik
Fig. 7.3 Proposed plan by unite community and government groups as shown on Geodesignhub
7.8 Research Methods and Data Sources
7.8.1 Research Field
Jerusalem is a hilly city in a mountainous landscape. In terms of average slopes per
space unit, it ranks 158 out of 197 municipalities in Israel, with the lowest average
slope in the first ranked city (Central Bureau of Statistics 2017). Jerusalem suffers
from a segregated neighborhood development that encourages automobile use instead
of walking, a phenomenon known in the literature as transit-adjacent development
(TAD). The growth rate of private car ownership in Jerusalem between 2004 and
2016 was 6.5%, while the rate of population growth was only 2%1 (Jerusalem Insti-
tute for Israel Studies 2019). An increase in car use increases traffic congestion and
polluting emissions as well as sedentary behavior. The mountainous landscape and
automobile-oriented urban development make walkability promotion a great chal-
lenge in Jerusalem. Thus, this city makes an interesting case study for examining the
effect of topographical slope on walkability. Moreover, Jerusalem is Israel’s largest
city by both area and population, with 10% of Israel’s total population.
1 Also, travel in Israel in 2016 rose by 4.4% compared to 2015 (Central Bureau for Statistics 2017).
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 119
0
5
10
15
20
25
district 1district 2 district 3district 4 district 5 district 6district 7
11.2
3.3
12.4
22.3
6.2
7.6
6.1
Fig. 7.4 Percentage of residents who use walking paths, by district. Source Health profile of
Jerusalem, Municipality of Jerusalem (2015)
According to a neighborhoods’ survey (Jerusalem Municipality, Division of
Strategic Planning and Research 2016), 60% of the respondents enjoy physical
activity in public spaces, with the majority choosing running or walking. Jerusalem’s
health profile (2015) also shows a connection between the residential environment
and the active lifestyle of its residents. Based on the city’s seven operational districts,
Fig. 7.4 below shows the percentage of residents who use walking paths. District 4
has the greatest number of residents who use walking paths. The main characteristic
of District 4 in relation to residential environment is that most of the Railway Park
(an axial park about 7 km long, inaugurated in 2013) passes through it.
The city of Jerusalem originated at the historical core of the Old City. Following
the 1967 war, satellite residential neighborhoods developed around this center, and
these are mostly cut off from the urban fabric. Talpaz is one of those satellite neigh-
borhoods, located northeast of the city’s main urban fabric. This zoning policy, along
with other planning modes, became the prime cause of subsequent fragmentation of
neighborhoods in Jerusalem.
In December 1917, the British military occupied Jerusalem, ending four centuries
of Ottoman rule. With the intention of preserving Jerusalem as the holy city of
the three monotheistic religions and transforming it into a modern city, the British
began to implement urban planning methods. The first publication of such plans is
McLean’s 1918 planning map for the western side of the city, showing a grid of
streets connecting monuments and governmental institutions.
During the British Mandate (1918–1947), western architectural and town plan-
ning guidelines were implemented in Jerusalem. Emphasis was placed on preserving
the historical sites and planning the northwest and southwest axes for future urban
120 M. Jano Reiss and A. Tchetchik
development. British planners such as Patrick Geddes (1919), Charles Robert Ashbee
(1922) who suggested a zoning system to the city, Clifford Holliday (1930), and
Henry Kendall (1944)—all had a significant impact on planning in the city. The
1968 policy plan for Greater Jerusalem also incorporated these principles, despite
the city’s many political changes since the British plans (Efrat 1993).
McLean’s plan was not adapted to the hilly topography (McLean 1918). Therefore,
in 1919, Patrick Geddes was commissioned to prepare a new plan for the city. While
both plans preserved the Old City and its surrounding green belts on the eastern
side, they differed on the western, modern side. Geddes’ scheme follows a fluid and
concentric pattern, adapting to the existing urban fabric and hilly topography.
Henry Kendall’s land use map (1944) for Jerusalem reflected both modern and
pre-Mandate urban planning practices. Kendall’s 1944 scheme has endured over the
years as the only planning guidelines used to form the current shape of the fragmented
city.
Today, the following factors sustain enclavism in Jerusalem:
1. Zoning.
2. Retention of the neighborhood unit as a primary planning organizer.
3. Lack of integration of the interstitial space between neighborhoods.
4. Lack of urban design and planning directives from local and district planning
councils.
Historical planning principles prohibited construction in valleys and developed
primary transportation routes there, greatly contributing to Jerusalem’s fragmented
urbanism. Neighborhoods that developed in the early-twentieth century are charac-
terized by continuous urban fabric. But neighborhoods built after the mid-twentieth
century are disconnected from the historic core. This fragmented urbanism as an
outcome of the hilly terrain conflicts with the ideal of connectivity, which is vital f or
encouraging walkability (Ellis et al. 2016).
Creating a regeneration plan for a fragmented urban area such as Talpaz provides
an opportunity to embed connectivity and encourage walkability. Talpaz is situated
in the outer regions of Jerusalem and is not part of the built urban fabric of the
city. Further, it is characterized by hilly terrain. By choosing this location for the
study, we examine the incorporation of planning and design practices that encourage
walkability and connectivity in a hilly area that is disconnected from the urban fabric.
7.9 Findings
Below I will present the workflow of the three workshops and describe the planning
practices suggested by the participants to encourage walkable space in hilly terrain.
As noted above, the participants in Workshop 1 were urban design students who repre-
sented various interests. The participants in Workshops 2 and 3 were professionals
from the fields of urban planning, architecture, environmental planning, planning
policy, and local neighborhood representatives. This created an encounter between
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 121
local and professional interests. The final plans that were authorized by each group
represent the various interests of the relevant stakeholders, according to the plan
goals as defined in the policy plan. These goals defined an addition of 8000 housing
units and accordingly, additional areas for uses such as green spaces, commerce,
employment, and public institutions. The final plans that were agreed upon by each
of the three groups resembled each other, with a particularly high degree of simi-
larity between the final plans of Workshops 2 and 3. To give a sample of the specific
findings, we will focus below on the final plan of Workshop 3.
By displaying the spatial analysis of the planning area, the Geodesignhub platform
also enables presentation of topographical data on the terrain. This permitted the
workshop participants to analyze their plan three-dimensionally during the planning
process. This way, they were able to integrate the topographical route conditions into
their planning considerations and propose planning that facilitates walkability in the
space. During the three workshops, the participants used various planning practices
to encourage walking movement in relation to the topographical route of the planning
space. The practices they used addressed the relationship between incline distance
and height to land uses, improvement of connectivity, and implementation of design
elements for encouraging walkability. Participants also implemented design practices
for integrating complementary active transport, such as adding biking routes and
improving public transport.
Despite the hilly nature of the neighborhood terrain, a micro–macro treatment of
the space enabled the groups to suggest a comprehensive neighborhood plan that
reached the goal of 8000 additional housing units. As mentioned above, macro-level
planning focuses on the urban space, including crowding, mixed-use, and connec-
tivity of the walking infrastructure. Micro-approaches focus on design, addressing
factors such as aesthetics.
On the macro-level, the proposed plans included solutions for the various types
of land use specified in the policy plan, including increasing the inventory of public
institutions and creating walkable space. The groups also integrated the percent
incline into their plans for the land use sites and walkable spaces, as well as for
the main neighborhood arteries. As the terrain incline between residential areas
and public institutions increased, they gave greater preference to locating public
institutions near housing sites.
On the micro-level, three-dimensional spatial analysis enabled exact positioning
of urban elements, such as mechanical vertical means, to improve accessibility
in locations with a very steep incline. Using the Geodesignhub platform method
for defining polygons, workshop participants integrated design features to improve
walkability—for example, by adding benches and shade.
The three workshops created plans for facilitating walkability in the neighborhood
that accounted for the steep incline, while focusing on both macro (urban planning)
and micro (design) aspects, as described below.
122 M. Jano Reiss and A. Tchetchik
7.10 Urban Planning
In this macro field, participants focused on addressing the challenging topography by
considering land use planning, reducing walking distances, and enhancing connec-
tivity to destinations. When analyzing the land use locations and the distances
between them, planning included the relationship between distance and incline
percentage. As the incline increased, planning attempted to shorten the walking
distance between destinations, such as between living areas and destinations such as
schools, commercial centers, and playgrounds. An additional practice was mixed-
uses in high-density construction. This practice concentrates land uses and users
in a limited area, so that the distance between the various uses (public institu-
tions, services, commerce, etc.) is short, thus serving a high number of users and
encouraging walking to these destinations.
In each of the three workshops, the participants emphasized their preference for
the practice of high-density mixed-uses. As shown in Diagram 1, the quantity of
terrain allocated for high-density mixed-uses in all three workshops was very high
in comparison to the area allocated for textured construction of lower density. Work-
shop 1 planned 116,045 m3 of high-density construction as compared to 13,966 m3
of perimeter block residences. Workshop 2 planned 307,396 m3 high density as
compared to 39,355 m3 of perimeter block, while Workshop 3 planned 222,601 m3
high density as compared to 3783 m3 of perimeter block.
Workshop 3 participants implemented the following planning practices to create
space that encourages walking: designing high-density and mixed-use areas, locating
land uses to shorten the walking distance between residential buildings as the incline
116045
13966
307396
39355
222601
3783
MixedResidenalMixedResidenalMixedResidenal
Worksop 1Workshop 2Workshop 3
Total Area (M²): Resident & Mix use
Diagram 1 Comparison of mixed-use and high-density areas with residential zones
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 123
increases, and planning a green walking framework that increases connectivity to
destinations inside and outside the neighborhood.
The Workshop 3 final design (Fig. 7.5) appears below:
Below is a description of how these planning practices were implemented in
high-density areas of the site:
Northeast site—This site is characterized by a very high incline percentage on the
north–south axis. The design integrates high-density and mixed-use construction. In
addition, the design includes green routes and walking paths that traverse the site,
and vertical mechanical means from east to west, in the direction of the incline. These
increase walkability to destinations outside the site, public institutions, and public
Fig. 7.5 Final plan as designed by Workshop 3 (professionals)
124 M. Jano Reiss and A. Tchetchik
open spaces in the neighborhood center. A bicycle path was planned as an additional
connective means to other areas in the neighborhood.
Southeast site—This site is far from the public, communal, and commercial services
in the neighborhood center. It is also separated from the neighborhood topographi-
cally because it is located on the slope of the hill. Due to the difficulty of walking up
the steep incline that connects this site to the neighborhood center (in some sections
the incline reaches 29%), the site is inaccessible by foot from the rest of the neigh-
borhood. To overcome this obstacle, the planners integrated two polygons for public
institution uses, in addition to the public uses already integrated in the high-density/
mixed-use construction. One of these polygons is relatively small. The other is larger
and is located in the northern part of the site. It connects to the northeast site and
thus serves both.
The tools that the planners used to encourage walkability in the neighborhood
are: locating local functions near residential buildings through mixed-use, adding
public uses and connecting to the northeast site, adding public open spaces, and
placement of vertical mechanical means that ease the transition between different
heights. We will focus on these tools below when we examine design. To increase
connectivity through sustainable transportation, the participants added the above-
mentioned bicycle path that connects the site to the northern part of the neighborhood,
where additional services are located. They also planned a new public transportation
line that connects the site with destinations inside and outside the neighborhood.
The participants planned a system of longitudinal green spaces as part of the
transportation framework. To encourage walking to destinations inside and outside
the neighborhood, they planned an infrastructure of public open spaces that connects
residential areas, institutions, and commerce, as well as leading outside the neigh-
borhood. In the neighborhood center, they planned a significant green space to serve
as a central route, with pedestrian paths branching off it in all directions and vertical
means where topographical differences create a non-traversable obstacle. The green
space is located in the valley between two hills and connects to all the surrounding
areas: spaces on southeast and east of the neighborhood, the cluster of public insti-
tutions and commercial spaces on the north, and longitudinal green spaces on the
south and north, the landscaped promenade, neighborhoods to the west, and the
central public transportation route outside the neighborhood to the west. Making the
transportation route accessible is important in the context of active transport, since a
future light rail line is planned along this route as a unique mass transport service in
the city. As mentioned, walking is an important means of accessing public transport,
as part of the complex of efficient active transport.
Four small high-density/mixed-use spaces—In addition to the two large sites,
the planners defined four smaller sites near existing public institution centers,
green areas, bicycle paths, and walking routes, including vertical means and green
routes that connect destinations inside the neighborhood. The participants added
high-density/mixed-use construction in these locations to ensure that neighborhood
services were within walking distance.
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 125
7.11 Design
On the micro-level, Workshop 3 participants integrated several physical elements
into the space to create better connectivity and improve the walking experience.
These included vertical transport modes, green spaces, heritage and landscape sites,
shade and benches, and a green border. Below we will describe these elements in
detail:
Integrating vertical mechanical transport modes in the public space—By
including transport modes such escalators (mechanical) and staircases, two goals
were achieved. The first of these was overcoming differences in topographical
inclines to enable efficient continuity of movement. The participants integrated these
means primarily where the need arose to create a new connecting route between desti-
nations—for example, between residential areas and commerce and service areas,
where t he incline is over 7%. The second goal achieved was creating new routes,
including mechanical, which leads to additional intersections in the planned space.
As found in the literature review, one of the factors that creates connectivity is high
frequency of intersections in space. Hilly terrain requires planning roads that curve
along the natural altitude lines, which increases distance between intersections and
reduces connectivity. To overcome topographical disparities, new intersections and
meeting points were created, which improved connectivity and the ability to move
efficiently between origin and destination point. In Workshop 3, three such means
were integrated, resulting in the creation of six new intersections in the public space.
Adding green spaces to improving the walking experience—To improve the
walking experience, the workshop participants included polygons of green spaces and
longitudinal green routes. Workshop 3 planned a green infrastructure that included
longitudinal green space in the neighborhood center, two community parks, and three
polygons for leisure and sports activities to serve as a neighborhood focal point.
Promoting heritage and landscape sites to increasing interest in the public
space—The participants planned for development of important heritage and land-
scape sites: the western slope overlooking the Judean Desert, the lower Herodian
water source, and the promenade overlooking the sacred sites of the Old City. In
Workshop 3, five heritage and landscape sites were planned for preservation and
development.
Applying a policy of shade and benches—The Geodesignhub platform supports
applying policy to polygons that the participants create. The participants agreed to
apply a policy to the entire neighborhood terrain of placing benches to serve as
stopping and resting points. This relieves the effort involved in walking in general,
and in particular, the additional effort required to walk on an incline. In addition, the
participants applied a policy of planting trees as a natural shade element to reduce the
heat released into space, reduce solar radiation, and beautify the space. These factors
improve the walking experience in terms of climate, health, effort, and aesthetics.
126 M. Jano Reiss and A. Tchetchik
Adding a green border—The designs included plans for a green border along both
sides of the existing main road south of the neighborhood, to adapt this route for
walking. This will create an additional route to serve residents of the southern part
of the neighborhood when they exit toward the west.
7.12 Active Transport
In the training session at the beginning of the workshops, we presented walkability
as one of the three types of active transport and asked the participants to promote
this option as part of the workshop. We explained the benefits of encouraging active
transport, while emphasizing walkability as a means of movement between origin
and destination points and as a means of reaching public transport stations to support
the use of this mode. Accordingly, analysis of the workshop outcomes is related to
active transport, including walking, biking, and public transport.
The Workshop 3 final design implemented the following elements:
The general approach to active transport included adding tactical biking trails
(created by widening existing vehicle routes), bus lines, and light rail lines. Some
of the biking trails were planned along altitude lines to enable comfortable riding
in topographical terms. Some biking trails were positioned along inclined routes,
connecting parts of the neighborhood that are separated by sloping topography. Use
of inclined routes for biking was implemented due to the expanded use of electric
bicycles, which enables comfortable biking on high inclines. For walking, the green
infrastructure was planned as part of the neighborhood transportation infrastructure.
As part of this, the participants planned walking paths that connect destinations inside
the neighborhood with points outside, toward a main transportation route on the west.
To enable more efficient public transportation, Workshop 2 participants added more
public transport lines and a light rail in the neighborhood.
In total, Workshop 3 participants planned seven bike paths and nine walking
routes, including routes that lead to distant destinations and are thus appropriate for
leisure and sports purposes. The participants also added a new bus line and a new light
rail line. As mentioned, a green border was planned along two main roads leading
outside the neighborhood.
Connectivity—To promote use of active transport, particularly walkability, Work-
shop 3 participants gave preference to improving connectivity between destina-
tions and between entrance routes to destinations in the planned space. Improving
connectivity was accomplished through a range of actions in the following fields.
Planning—Expanding the available destinations such as commerce, services, and
public institutions, that are located near residential and high-density areas.
Active transport—Creating walking and biking paths, improving accessibility of
public transport, and adding lines.
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 127
Design—Adding vertical means to create new routes and junctions—some mechan-
ical, to ease the effort involved in ascent and descent of large variations in height;
and increasing the number of required destinations, such as commerce, services, and
public institutions.
7.13 Discussion and Conclusions
In examining whether and how we can plan for enhanced walkability in hilly terrain,
we must relate to three-dimensional space. On the one hand, we must analyze incline
as a factor that influences transportation routes, while on the other, as a factor that
increases the effort required for walking. Previous studies in the field of walkability
in hilly terrain have shown that as the incline percentage increases, walking distance
is shortened. Other studies have indicated that hilly terrain requires roads that curve
along altitude lines. Curved roads lengthen the distance between intersections, which
reduces the level of connectivity in space. In turn, the level of walkability is also
reduced.
To recall our research question, we asked whether planning principles that
encourage walkability can be implemented in hilly terrain to improve walkability
in a hilly city. The findings of our three planning workshops indicated that plan-
ning for walkability can be implemented in hilly terrain, when relating to space
three-dimensionally. By integrating the relationship between inclines and distances
in planning and design of the space, we must address macro- and micro-aspects.
In planning on the macro-level, the participants suggested several practices for
implementation. The first was implementation of intensive high density, including
mixed-use, which are two common measures of walkability. Another planning prac-
tice is locating land uses to shorten distances between residential areas and destina-
tions in the neighborhood (public institutions, parks, commerce, etc.), while empha-
sizing shortening distances for streets and routes where the incline is greater than
7%. These practices are intended to encourage walking as the mode of reaching
destinations. Another practice has focused on planning and creating a range of possi-
bilities for sustainable transport: biking paths, new public transport lines, walking
paths within the neighborhood, and paths that connect the neighborhood to popular
destinations outside it. In addition, the participants invested in making public trans-
portation accessible, which also increases walkability, since use of public transport
requires walking between the origin point to the public transport station and back. To
overcome the topographical variations and thus reduce the effort involved in walking
on steeply inclined routes, the planners incorporated vertical mechanical means such
as wheelchair lifts, escalators, and inclined elevators. These means create move-
ment axes that connect between streets and destinations inside the neighborhood.
As mentioned, this reduces the effort involved in walking on inclines and improves
connectivity in space by increasing the number of junctions. Improving connectivity
improves the ability to maneuver in space, which increases the level of walkability.
128 M. Jano Reiss and A. Tchetchik
In the micro-level field of design, the participants suggested policies for creating
shade throughout the neighborhood, to reduce the temperature in hot weather and
reduce the solar radiation to which pedestrians are exposed. Another policy applied
to the neighborhood was positioning benches to create resting points. This moderates
the walking effort required and maximizes the number of individuals of a broad range
of ages and health conditions who walk through the neighborhood. In addition to
general design principles for the neighborhood, the participants designated specific
areas with design elements for shade and rest. These make walking easier and more
pleasant. Implementing this practice included enriching the neighborhood’s green
infrastructure, through community parks, pocket parks, public parks, sports fields,
and landscape, nature, and heritage sites. These were planned to serve as focal points
for leisure and sports activities in the neighborhood. Further, the workshop partici-
pants have related to the incline percentage in decisions relating to the positioning
of land uses and design elements. Implementing the design elements considered the
location of the steepest inclines, to improve the aesthetic aspect of walking on an
incline (creating parks), to moderate the effort required in walking on an incline
(adding benches), and to moderate the climate (adding shade, mainly trees).
We asked how the use of the Geodesignhub platform enabled integration of topo-
graphical considerations in planning for walkability. We found that the structured
process of Geodesignhub workshops enabled relation to topographic variations in
the planning process, due to the graphic digital platform that simulates the proposed
planning status at each stage. In addition, the platform gave quantitative information
at each stage against the policy plan goals as defined at the outset. In this manner,
the participants were able to begin the general planning of spaces in relation to the
existing inclines in the neighborhood and the desired land uses. They were also able
to integrate the distance–incline relationship in planning the distances between the
different land uses. Similarly, they calculated the distances between the residential
areas and destinations such as public institutions, public spaces, commerce, and other
uses, through planning a new green infrastructure, bicycle paths, and efficient public
transportation, in addition to the existing transport routes in the neighborhood. On the
micro-level, the platform permitted focusing on design elements that can overcome
topographical variations through implementation of vertical mechanical means, and
on making walking more pleasant through green routes, shade, and benches.
In the first stage of each Geodesignhub workshop, each interest group suggested its
own plan for the neighborhood. In subsequent stages, interest groups used structured
negotiation to reach agreement on a final plan. This structure enables the interest
groups to express their particular values, along with the quantitative goals of the
plan, such as number of housing units, employment areas, and public institutions.
In the introductory stage of the workshops, we presented to the participants the
research findings that connect incline and walking distance and the advantages of
planning for walkability. We proposed means to improve walkability that could be
integrated into the plans. We also informed the participants of the quantitative goals
of the plan and the added value of planning for walkability that we aimed to test,
seeking to create a connection among each interest group to the subject of our study.
Eventually, creation of this connection was translated into integrating topographical
7 Facilitating Walkability in Hilly Terrain: Using the Geodesign Platform 129
considerations in planning for walkability, along with the other interests that the
participants were instructed to promote in the proposed plan. In the later stages,
when the groups worked together and negotiated the issues promoted in the plan
and of each interest group, walkability became a consensus. The discussion focused
on the desired methods of implementing walkability and not on whether it was
needed. Use of the system that defined clear goals for the plan and a structured
framework of negotiation created consensus on the planning approach that reached
beyond each group’s particular interest. In each of the three workshops, the final
plan reflected adoption of planning and design practices that aimed to encourage
walking and active transport both inside and outside the neighborhood, despite its
almost complete disconnection from the built texture of Jerusalem and location on
hilly, sloped terrain.
References
Abley S, Turner S, Singh R (2011), Predicting walkability: IPENZ transportation. In: Group
conference, March
Barton H, Grant M (2006) A health map for the local human habitat. J Royal Soc Promot Health
126(6).
Blecic I, Cecchini A, Trunfio GA (2015) Towards a design support system for urban walkability.
Procedia Comput Sci 51:2157–2167
Bradshaw C (1993) Creating and using a rating system for neighborhood walkability: Towards an
agenda for “local heroes.”. In: 14th international pedestrian conference, vol 1, No 14, Boulder,
Colorado, pp 1–10
Clifton KJ, Smith ADL, Rodriguez D (2007) The development and testing of an audit for the
pedestrian environment. Landsc Urban Plan 80(1–2):95–110
Dovey K, Pafka E (2020) What is walkability? The urban DMA. Urban Stud 57(1):93–108
Efrat E (1993) British town planning perspectives of Jerusalem in transition. Plann Perspect
8(4):377–393
Ellis G, Hunter R, Tully MA, Donnelly M, Kelleher L, Kee F (2016) Connectivity and physical
activity: using footpath networks to measure the walkability of built environments. Environ
Plann B Plann Des 43(1):130–151
Ewing R, Cervero R (2010) Travel and the built environment: a meta-analysis. J Am Plann Assoc
76(3):265–294
Flint Ashery S, Steinlauf-Millo R (2021) Geodesign between IGC and geodesignhub: theory 82
and practice. In: Geertman SCM, Pettit C, Goodspeed R, Staffans A (eds) Urban informatics
and future cities. Springer, The Urban Book Series. https://doi.org/10.1007/978-3-030-76059-5
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustainability 14(15):9073
Fonseca F, Ribeiro PJ, Conticelli E, Jabbari M, Papageorgiou G, Tondelli S, Ramos RA (2021)
Built environment attributes and their influence on walkability. Int J Sustain Transp 1–40
Frank LD, Sallis JF, Saelens BE, Leary L, Cain K, Conway TL, Hess PM (2010) The development
of a walkability index: application to the neighborhood quality of life study. Br J Sports Med
44(13):924–933
Handy S, Cao X, Mokhtarian P (2005) Correlation or causality between the built environment
and travel behavior? Evidence from Northern California. Transp Res Part d Transp Environ
10(6):427–444
130 M. Jano Reiss and A. Tchetchik
https://commons.wikimedia.org/wiki/File:Jerusalem_zoning_system_-_Charles_Robert_Ashbee_
1922.png
https://jerusaleminstitute.org.il/en/yearbook/#/265
https://www.frontiersin.org/articles/10.3389/fpubh.2020.580057/full
https://www.kings.cam.ac.uk/archive-centre/online-resources/online-exhibitions/cr-ashbee-arts-
and-crafts-in-jerusalem
https://www.neweurope.eu/article/milan-announces-plan-to-permanently-reduce-car-use-after-loc
kdown/
Hunter LC, Hendrix EC, Dean JC (2010) The cost of walking downhill: is the preferred gait
energetically optimal? J Biomech 43(10):1910–1915
Iravani H, Rao V (2020) The effects of New Urbanism on public health. J Urban Des 25(2):218–235
Leslie E, Coffee N, Frank L, Owen N, Bauman A, Hugo G (2007) Walkability of local communities:
using geographic information systems to objectively assess relevant environmental attributes.
Health Place 13(1):111–122
Lo RH (2009) Walkability: what is it? J Urban 2(2):145–166
Koohsari MJ, Sugiyama T, Hanibuchi T, Shibata A, Ishii K, Liao Y, Oka K (2018) Validity of Walk
Score® as a measure of neighborhood walkability in Japan. Prev Med Rep 9:114–117
Krambeck HV (2006) The global walkability index, Doctoral dissertation, Massachusetts Institute
of Technology
Meeder M, Aebi T, Weidmann U (2017) The influence of slope on walking activity and the pedestrian
modal share. Transp Res Procedia 27:141–147
Mika Moran (2009) Planning for an active lifestyle for renewed urban health, Chapter 13
Newman P (2020) Cool planning: how urban planning can mainstream responses to climate change.
Cities 103:102651
Park S (2008) Defining, measuring, and evaluating path walkability, and testing its impacts on transit
users’ mode choice and walking distance to the station. University of California, Berkeley
Pivo G, Fisher JD (2011) The walkability premium in commercial real estate investments. Real
Estate Econ 39(2):185–219
Pikora T, Giles-Corti B, Bull F, Jamrozik K, Donovan R (2003) Developing a framework for
assessment of the environmental determinants of walking and cycling. Soc Sci Med 56(8):1693–
1703
Public health England (2017) Spatial Planning for health: An evidence resource for planning and
designing healthier places. PHE publications, June 2017
Shields R, Gomes da Silva EJ, Lima e Lima T, Osorio N (2021) Walkability: a review of trends. J
Urbanism: Int Res Placemaking Urban Sustain 1–23
Singh R (2016) Factors affecting walkability of neighborhoods. Procedia Soc Behav Sci 216:643–
654
Steinitz C (2023) A framework for geodesign: changing geography by design. Bar Ilan University
(In Hebrew) ISBN: 978-965-226-639-2
Steinlauf-Millo R, Flint Ashery S, Tchetchik A (2021) Reducing gaps between planning and imple-
mentation: planning the Neve Sha’anan neighborhood with Geodesign. Tichnun 18(2):118–155
Sun G, Haining R, Lin H, Oreskovic NM, He J (2015) Comparing the perception with the reality
of walking in a hilly environment: an accessibility method applied to a University campus in
Hong Kong. Geospatial health
Talen E, Koschinsky J (2013) The walkable neighborhood: a literature review. Int J Sustain Land
Use Urban Plann 1(1)
Wang H, Yang Y (2019) Neighbourhood walkability: a review and bibliometric analysis. Cities
93:43–61
Zadra JR, Proffitt DR (2016) Optic flow is calibrated to walking effort. Psychon Bull Rev
23(5):1491–1496
Chapter 8
Geospatial Analyses of the Geological
and Geographical Impacts
upon the Settlement and Evolution of Bet
Safafa from a Small Village to an Arab
Suburb of Western Jerusalem
Joel Roskin and Rotem Elinson
Abstract Using geospatial analyses complemented by ground-truthing, we inves-
tigate several factors that possibly influenced the evolution of the residential, agri-
cultural and open areas of the village of Bet Safafa. We suggest that the geological
conditions that were unresourceful with regard to flowing water and mediocre for
agriculture were not factors that led to the establishment of the village. The loca-
tion of the village by the periphery of western Jerusalem, slightly above the Refaim
valley that since 1892, hosted the Ottoman railway to Jerusalem, and beneath the
ancient-to-modern north–south route of the Judean Highlands is suggested to have
been an important factor governing settlement sustainability and development until
today. Since 1948 and 1967, the poor agriculture merit of the lands straddling the
village has matured into attractive zones for the development of housing in the form
of a unique Arab suburb of western Jerusalem.
Keywords Geological and geomorphic impacts ·Geospatial analysis ·Ottoman
village initiation ·Israel ·Judean Highlands ·Modern Jerusalem
J. Roskin (B)
Department of Environment, Planning and Sustainability, Bar-Ilan University, 5290002
Ramat-Gan, Israel
e-mail: joel.roskin@biu.ac.il
R. Elinson
School of Environmental Sciences, University of Haifa, Haifa, Israel
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_8
131
132 J. Roskin and R. Elinson
8.1 Introduction
8.1.1 Geographical–Historical Background and Research
Goals
The village core and now town of Bet Safafa lay in the southeastern Jerusalem
Hills, which is part of the Judean Highlands. It is only ~ 4 km south on ancient
Jerusalem (Fig. 8.1a) and at the western edge of modern Jerusalem. Bet Safafa is
straddled between two major axes—the east–west late Ottoman railway founded
in 1892 along Nahal (Nahal means ephemeral stream) Refaim and the north–south
‘Way of the Patriarchs’ along the National Watershed of Israel (Fig. 8.1b). This axis,
now known as Road 60 (Fig. 8.2a, b), comprised the transportation artery of Biblical
times until today.
The establishment time and motivations of the village are not clear, and may they
be geographical, environmental or socially driven. It may have been established in
450 AD by Arabs from the Gaza Strip and Transjordan (Othman 2006). However,
narratives suggest an earlier nucleation.
Fig. 8.1 Geospatial analyses’ maps. a British parcellation of the village of Bet Safafa in 1945
noting land ownership, crops and water cisterns. b Topographic map, national divide (white line)
and Nahal Refaim. The gray is the village area along the Bet Safafa ridge. c Slope map of Bet Safafa
ridge. d Aspect map
8 Geospatial Analyses of the Geological and Geographical Impacts 133
Fig. 8.2 Oblique Google Earth images of Bet Safafa today—in yellow polygon. a Eastward view
demonstrating the modern sprawl of buildings along the Bet Safafa ridge between the Refaim valley
and the national watershed. b Southern looking view with main roads and their number marked in
yellow. Note deepening of the valley on right side of the image
In 333 BC, the Jewish residents of Jerusalem, then a small town, are understood
to have met Alexander the Great coming from Gaza in the environs of Bet Safafa.
Led by Shimon Hazadik (Rabbi Simeon the righteous) wearing white clothes and
requesting peace, Alexander accepted and pardoned them from paying tribute. The
name of the village has been attribute to this founding story and not environmental or
134 J. Roskin and R. Elinson
social factors. The term Sufi emphasizes the direct personal experience of God and
may reflect the Godly, white appearance of Shimon. The clarity and purity—‘safa’,
may possibly led to the name Beit Al Safa or ‘house of purity’. Eventually the name
Bet Safafa was embedded.
Bet Safafa is one of several small Arab villages that in the early-twentieth century,
existed in the basin of Nahal Refaim. Agricultural terrace construction in hinter-
lands of many of these villages was commonplace during the Early Ottoman period
(sixteenth–seventeenth centuries A.D.) (Ron 1966; Gadot et al. 2012; Kisilevitz and
Turgeman-Yaffe 2018;Walker 2022). Wheat, groats, varied agricultural produce,
olive and fruit trees, vines, goats and beehives have been reported to be the subsis-
tence of nearby Manahat in Early Ottoman times (1596 AD) (Hütteroth and Abd
al-Fattah 1977; Kisilevitz and Turgeman-Yaffe 2018). Historical maps show that this
region was devoid of natural Mediterranean maquis, probably due to overgrazing
of open areas between agricultural fields. Near Bet Safafa there is not evidence of
abundant agricultural terraces that could have supported the inception or growth of
Bet Safafa, in contrast to some neighboring villages.
Applying GIS-based geospatial analysis along with a study of the villages’
geology and geomorphic properties, this study analyzes the relations between the
Ottoman core village of Bet Safafa with its natural and agricultural environment (see
Elinson 2016). The analyses also may serve as a substrate for attempting to under-
stand the responses of the village to modern geopolitical changes, namely the split
in 1948 between the newly established State of Israel and the Jordanian occupation
of the West Bank and eastern Jerusalem in the central highlands of the Land of Israel
(Judea and Samaria). The past/natural layout of Bet Safafa is also hypothesized to
have partly influenced the spatial developments of the village into a small town.
8.2 Methods
Geospatial analyses and map production were performed in Qgis software applying
several vector and raster analysis tools, following observation and interpretation of
time series of aerial photographs. Historical 1:20,000 scale maps from 1943 and
1944 (Talpiyot 17–12 from 1943, Bethlehem 16–12 from 1944) download from
https://palopenmaps.org/en were georeferenced in Qgis. The village boundary layer
was digitized based on the historical maps. Statistics were calculated for the village
boundary from 1943 and 1944, using zonal statistics tools.
Contours, slope, aspect and hillshade layers of the village lands were created from
the SRTM DEM layer of NASA (NASA JP 2013). The geological formation GIS
layer (Fig. 8.3) at a 1:50,000 scale (Sneh and Avni 2011) was downloaded from the
Geological Survey of Israel website. The data and results was partially ground-truthed
by two field excursions by foot.
8 Geospatial Analyses of the Geological and Geographical Impacts 135
Fig. 8.3 Map of geological formations and in inset—percentage of each geological formation in
the full village area of Bet Safafa
8.3 Study Area
8.3.1 Geography and Historical Geography
Bet Safafa is situated in the upper reaches of Nahal Refaim that comprises a tributary
of Nahal Soreq that is the main drainage system in the Judean Hills (Katz et al. 2011;
Roskin et al. 2022). Beneath Bet Safafa, the Refaim forms a broad and very moderate
valley that was utilized for the route of the railway founded in 1892, to Jerusalem.
Here the wadi has very low erosive and fluvial power. Further downstream, the wadi
is more canyon-like with higher fluvial energies that can transport coarse bedload
making this part of the Refaim valley, possibly less suitable for agriculture (Fig. 8.2b).
The historical and core part of the village at 730 m asl is nestled in a topographic
saddle of a ridge (Bet Safafa ridge) that moderately slopes northwesterly from the
national watershed at 810 m to the Refaim valley at 680 m (Figs. 8.1a–c and 8.2a,
b). While most Ottoman villages are along slopes, the physical setting of the village
is slightly different and may reflect distinct reasons.
136 J. Roskin and R. Elinson
The village lands of Bet Safafa are quite limited as they are fully surrounded by
lands owned by adjacent villages—Jerusalem to the northeast, Tsur Bahar in the
southeast, Bet Jala and Sharafat in the southwest and El-Malha in the northwest.
Bet Safafa i s one of several Ottoman villages that straddled the upper Refaim valley
and underwent a unique and significant modification due to the 1949 Israel–Jordan
armistice line that ran above Nahal Refaim in order to keep the railroad in Israeli
territory (Fig. 8.2b). Bet Safafa was divided with its urban margins and fields in the
Refaim valley, becoming part of the newly established State of Israel.
In 1949, nearby villages had different fates than Bet Safafa. The village of Walaje,
centered around a layer spring on the northern slope of the Refaim, was uprooted
and the residents were relocated to the southern slope (Braverman 2021; Yechezkel
et al. 2022). The village of Manahat was captured by the Israel Defense Forces and
the villagers did not return. The Arab villagers of Batir—the ancient Jewish town
of Betar, ~ 10 km downstream the Refaim became under Jordanian control, but the
villagers were allowed access to their fields in the Refaim valley, despite being on
the armistice line (Murray 2021).
8.3.2 Geological Setting
The regional relief of the environs of Bet Safafa is initially dictated by the Syrian-
Arc tectonic system (Wdowinski and Zilberman 1997) followed by the uplift of the
Judean Highlands in several pulses throughout the Neogene and Early Pleistocene
(~ 2 million years ago) in response to the Dead Sea rifting. This uplift in turn formed
the national watershed between the Dead Sea and Mediterranean basins (Begin and
Zilberman 1997; Bar et al. 2016). The last pulse of uplift was about ~ 100–350 m
(Ryb et al. 2013; Bar et al. 2016). Tectonic quiescence and base-level stability have
existed from the middle Pleistocene to the present (Ryb et al. 2013). The stability has
enabled a wide range of geomorphic, pedological and prehistoric-driven processes to
operate on the study area. In the last thousands of years, these processes are often in
conjunction with ancient human settlement (Crouvi et al. 2018; Barzilai et al. 2020;
Roskin et al. 2022).
The tectonic uplift of the Judean Hills dictated the development and change of
many drainage systems originating in Transjordan that were disconnected by the
Dead Sea rift. The westerly draining wadis of the Soreq drainage basin from the
national watershed crossing Jerusalem toward the Mediterranean Sea such as Nahal
Refaim are at first in a moderate relief (Crouvi et al. 2018) and then deepen to the
west (Roskin et al. 2022). Bet Safafa is situated near this transition along Nahal
Refaim (Wadi el-Werd) (Fig. 8.2b).
8 Geospatial Analyses of the Geological and Geographical Impacts 137
8.3.3 Climate
Bet Safafa is within the semiarid Mediterranean climate zone. The winter
(November– March) is characterized by a s eries of storms originating over the
Mediterranean Sea, generating an annual average of precipitation of ~ 550 mm.
Snow may occur once a winter. Precipitation amounts significantly decrease east of
the village toward the margins of the Judean Desert. Winter is preceded and followed
by short transitional seasons, autumn (September–October) and spring (April–May).
Then occasional rains occur, as well as very hot episodes. Summer is hot and dry,
with daily maximum temperatures averaging 29 °C in July and August (Goldreich
2012).
8.3.4 Soils
The spatial distribution of soils in the area of Bet Safafa closely follows its lithology
and topography (Singer 2007). Two main soil types are present. Dominant reddish
silty loam Terra Rossa (luvisol in the FAO classification) soils overlie the area’s hard
limestone and dolomite bedrocks such as where the village is located. These soils are
rich in clay minerals (> 50–60%) and are carbonate-poor that have enhanced water
retention and are ideal for Mediterranean agriculture (Yaalon and Ganor 1973).
Gray Rendzina soils (pale rendzinas) are rich in carbonate and are formed on
the dominating soft limestone, chalk and marl outcrops, mainly where calcrete is
devoid. The carbonate-rich Rendzinas and their soft underlying chalk strata have
been successfully terraced into agricultural productive fields in ancient times and
even today (Zgaier and Inbar 2005).
8.4 Results
8.4.1 Village Core, Slope and Relief
The GIS mapping shows that the lands of the village of Bet Safafa in 1944 covered
3.32 km2 (Fig. 8.1a, b). The rest of the owned lands were for crops and grazing. About
10% of the village’s lands had Jewish ownership. The 1944 British village statistics
reports that the built-up part comprised only 71 Dunams (a Dunam = 1000 m2)
(Table 8.1) which appears similar to the mapped area on Fig. 8.1a. The built-up area
is small-medium in relation to the other villages along the Refaim valley.
The slopes of the Bet Safafa ridge are well-distributed and have an average incli-
nation of ~ 7.32° (Fig. 8.1c, d) making pedestrian and even wheeled transportation
feasible and agriculture on large parts of the ridge. The village core is at the flattest
part of the ridge slope (Fig. 8.1c).
138 J. Roskin and R. Elinson
Table 8.1 Land use and ownership data from village statistics of 1945: a classification of land and
area ownership in Palestine
1945 Bet Safafa land usage Arab area (Dunam) Jewish area (Dunam)
Irrigated and plantation 1004 26
Olive groves 400 0
Planted W/cereal 950 199
Built up 71 0
Arable 1954 225
Non-arable 898
Tot al a re a 2814 391
8.4.2 Spatial Distribution of Geological Formations Along
Bet Safafa Ridge
The agricultural, open and built-up lands of the Bet Safafa ridge run along the full
southern slope of the Nahal Refaim valley. The lands are upon a wide range of marine
carbonate rocks of the upper half of the Late Cretaceous Judea Group, and the lower
part of the overlying Mt. Scopus Group (Fig. 8.3). Nine geological formations have
been mapped along the Bet Safafa ridge (Sneh et al. 1998). The formations appear
as strips generally running parallel to contour orientations along of the ridge.
Upslope and downslope the village core of the Bet Safafa ridge, soft and
light carbonate rocks dominate. Bedded chalky limestone of the Kefar Shaul Fm.
comprises the basal part of the ridge and covers 13% of the area of the 1944 village.
Bedded limestone and massive chalk of the Nezer (%20%) and Menuha (%23.5%)
Fms. respectively, build the upper parts of the ridge (Fig. 8.3).
The soft carbonate lithologies host thick, impermeable calcrete coatings, locally
termed ‘Nari’. Though not mapped, calcrete is common mainly along ridge back-
bones in semiarid Mediterranean climates (Ackermann et al. 2008). Calcrete surfaces
are not suitable for agriculture but generate copious runoff from rain that drains into
local soil pockets and adjacent soils and there enhances vegetation growth (Acker-
mann et al. 2008). The edge of calcrete deposits usually at the edge of concave
slope tops gives way to break-off of calcrete blocks. But let alone this, the strata and
moderate slopes make the Safafa environs, safe from significant rock fall compared
to further downstream the Soreq basin (Katz et al. 2011).
A hard and massive chert layer forms the surface by the national watershed at the
eastern part of the village area (Fig. 8.3). The village core structures are distinctly
upon hard dolomites and limestones of the Weradim Formation (Mizi Yehdi) that
roughly comprises 20% of the total administered village area (Fig. 8.3).
The massive strata of the Weradim Formation lead to the development of Lapies’
morphologies. Lapies are weathered carbonates consisting of etched, fluted and pitted
rock pinnacles separated by deep grooves. This rugged surface is formed by the
karst solution of rock by water containing carbonic and humic acids. The Lapies’
8 Geospatial Analyses of the Geological and Geographical Impacts 139
morphologies are separated by open areas of Terra Rossa soil pockets allowing
spatially limited and disconnected rainfall-based agriculture. Recent studies have
suggested that these pockets may have sustained ancient ‘patch’ agricultural practices
prior to the development of agricultural terraces (Davidovich et al. 2006; Gibson and
Lewis 2017).
The positioning of the buildings of the village upon the Weradim formation along
with the most spatially dense and continuous agricultural plots suggests that the
rationale of the settlement of Bet Safafa was a small village with small and adjacent
agricultural plots. In this formation, adjacent to the historical village core, existed
agricultural plots with widths of ~ 100 m. These may have mainly served for house-
hold sustenance. These plots are smaller than those up- and downslope the ridge
that are usually several hundreds of meters wide. However, these, in many cases,
remained unattended, until modern times (Table 8.1).
No springs exist in the environs of Bet Safafa. Rainwater was therefore collected
in plastered cisterns (Fig. 8.1a). Altogether, agriculture was limited to classic rainfall-
fed crops (Table 8.1). The moderate slopes and their rock and soil cover curbed the
development of significant runoff in the village lands.
The Refaim valley hosts a thick sequence of fine-grained sediments (Crouvi et al.
2018). Along this segment of the Refaim, a 50–200 m wide valley infilled with a
mixture of fine fluvial gravels and slope wash combines to form arable soils. However,
the village possessed only several plots in the valley, probably due to land ownership
reasons.
8.5 Discussion and Conclusions
8.5.1 Relation Between the Geology and the Village Pattern
The geology of the lands of Bet Safafa was inferior concerning water availability and
water storage in relation to villages downstream the Refaim upon other geological
formations that sometimes possessed several small layer springs. The location of
Ottoman villages upon the Weradim Fm is not common in the Highlands of Israel.
Villages are usually upon hard and bedded limestone formations that yielded springs
(Elinson 2021).
Terracing is also common on hard carbonate strata that allowed for quarrying
durable stones to construct terrace walls. Agriculture in Terra Rossa soils that have
less carbonate than those on soft carbonate rocks may also explain the focus of the
village upon the Weradim formation. This may explain why a large proportion (~1/3)
of the lands of the village were not utilized for agriculture (Table 8.1) and may have
served for grazing.
Thus, the location of Bet Safafa in relation to the geological traits of other villages
in the region (Elinson 2016) appears to be unique and requires an explanation. The
140 J. Roskin and R. Elinson
purity associated with the possible source term of the village ‘safa’ is speculated to
have originated by the noticeable abundance of light-colored lithologies around the
village.
8.5.2 Relation Between Geographical Factors and the Village
We propose that the pre-1948 village of Bet Safafa possessed several anthrogeomor-
phic attributes that helped complement a limited agricultural economy and livelihood
not based on a perennial water source (though the British laid a pipe to the village).
The location of the village straddled between two major axes—the east–west late
Ottoman railway and north–south ancient to modern Way of the Patriarchs along the
National Watershed (Figs. 8.1 and 8.2). During the British Mandate, the villagers
(probably) have engaged with nearby urban centers of Bethlehem and Jerusalem for
complimentary jobs. The railway path also exposed the villagers to modernization.
The poor natural resources also made the village extremely sensitive to geopolitical,
economic or climate change, while in contrast, the peripheral location between two
cities and the railroad provided avenues for socioeconomic mobility.
Since 1948 the lower part of the village and its main utilities including the railway,
a town center and prime agricultural fields/gardens in Nahal Refaim became part of
Israel. The moderate slope beneath the village core was easily built-up in affiliation
with the construction of new neighborhoods of the expanding western Jerusalem.
The proximity of village to western Jerusalem influenced the development of the
village.
The upslope (upper) part of the village that became part of the Jordanian occupa-
tion found itself at a spatial dead-end of the area of the Jordanian Kingdom, stripped
of its strong links to the nearby cities. This polar situation probably bred a growing
rift between the Jordanian and Israeli town subsectors.
After 1967, the reopening of the north–south Patriarch axis in the form of Road 60
dictated upslope expansion of the village toward this artery. This modern expansion
of the village was not dictated by geotechnical constraints and the moderate slopes
eased road construction. Today homes and buildings cover the previous open and
agricultural expanses of the village (Fig. 8.2a, b). The linear spatial nature of the
moderate sloping ridge of the villages lands has made Bet Safafa an attractive location
for detour roads and eventually main roads and transporting arteries that in turn have
centralized the town.
To summarize, a small village with limited resources and confined between many
other towns and village lands has overcome geopolitical change due to its comfort-
able morphology, location between urban centers and proximity to main roads and
developed into a modern and unique Arab suburb of Jerusalem.
Acknowledgements Prof. Oren Ackermann (University of Ariel) is thanked for helpful discussion
and comments.
8 Geospatial Analyses of the Geological and Geographical Impacts 141
References
Ackermann O, Svoray T, Haiman M (2008) Nari (calcrete) outcrop contribution to ancient agri-
cultural terraces in the Southern Shephelah, Israel: insights from digital terrain analysis and a
geoarchaeological field survey. J Archaeol Sci 35(4):930–941
Bar O, Zilberman E, Feinstein S, Calvo R, Gvirtzman Z, 2016 The uplift history of the Arabian
Plateau as inferred from geomorphologic analysis of its northwestern edge. Tectonophysics,
671:9–23
Barzilai O, Goldsmith Y, Shemer M, Porat N, Crouvi O (2020) Evidence for a Middle Paleolithic
Flint Workshop in Arnona, South Jerusalem. Mitekufat Haeven: Journal of the Israel Prehistoric
Society/מתקופת האבן, pp 15–43
Begin ZB, & Zilberman E 1997 Main stages and rate of the relief development in Israel. Geological
Survey of Israel Report. GSI/24/97, 63pp (In Hebrew, with an English Abstract).
Braverman I (2021) Nof kdumim: remaking the ancient landscape in East Jerusalem’s national
parks. Environ Plann e: Nature Space 4(1):109–134
Crouvi O, Barzilai O, Goldsmith Y, Amit R, Matskevich Z, Porat N, Enzel Y (2018) Middle to late
Pleistocene shift in eolian silts contribution into Mediterranean soils at the fringe of the Negev
loess, Israel. Quatern Sci Rev 191:101–117
Davidovich U, Farhi Y, Kol-Ya’akove S, Har-Peled M, Weinblatt-Krauz D, Alon Y (2006) Salvage
excavations at Ramot forest and Ramat Bet-Hakerem: new data regarding Jerusalem’s periphery
during the First and Second Temple periods. New Stud Jerusalem 11:35–112 (Hebrew)
Elinson R (2016) The physical potential and the subsistence economy in the Jerusalem Hills. M.A.
thesis. Tel-Aviv University, 79 pp. in Hebrew with English abstract
Elinson R (2021) Man and rock geo-location relationship—the role of rock formations in deter-
mining the location of historic settlements in Israel. Abstract for the Israel Geographical
Association annual meeting, Tel-Hai College
Gadot Y, Avni Y, Lipschits O (2012) Archaeological investigations and OSL dating of terraces at
Ramat Rahel, Israel. J Field Archaeol 37(3):192–208
Gibson S, Lewis RY (2017) The origins of terracing in the southern Levant and patch cultivation/
Box fields. J Landscape Ecol 10(3):256–265
Goldreich Y (2012) The climate of Israel: observation, research and application
Hütteroth W-D, Abdulfattah K (1977) Historical geography of Palestine, Transjordan and Southern
Syria in the Late 16th century (Erlanger Geographische Arbeiten, Sonderband 5), Erlangen
https://www.palestineremembered.com/GeoPoints/Bayt_Safafa_883/index.html
Katz O, Reichenbach P, Guzzetti F (2011) Rock fall hazard along the railway corridor to Jerusalem,
Israel, in the Soreq and Refaim valleys. Nat Hazards 56(3):649–665
Kisilevitz S, Turgeman-Yaffe Z (2018) Jerusalem, Manahat. Hadashot Arkheologiyot: Excavations
and Surveys in Israel/חדשות ארכיאולוגיות: חפירות וסקרים בישראל.
Map of Bethlehem, 1:20,000, Sheet 16–12, Survey of Palestine, 1944. https://palopenmaps.org/en
Map of Talpiyot, 1:20,000, Sheet 17–12, Survey of Palestine, 1943. https://palopenmaps.org/en
Murray H (2021) Landscape as resistance in the West Bank. Places J
NASA JPL (2013) NASA Shuttle Radar topography mission global 1 arc second. NASA EOSDIS
land processes DAAC. Accessed 2023–07–05. https://doi.org/10.5067/MEaSUREs/SRTM/SRT
MGL1.003
Othman, Mustafa, Beit 2006 Safafa Good descent & the purity of hearts. 1st ed. 287. Ramallah:
Top Design.
Ron Z (1966) Agricultural terraces in the Judean Mountains. Israel Explor J 33–49
Roskin J, Asscher Y, Khalaily H, Ackermann O, Vardi J (2022) The palaeoenvironment and the envi-
ronmental impact of the pre-pottery Neolithic Motza megasite and its surrounding Mediterranean
landscape in the central Judean Highlands (Israel). Mediterr Geosci Rev 4(2):215–245
Ryb U, Matmon A, Porat N, Katz O 2013 From mass-wasting to slope stabilization–putting
constrains on a tectonically induced transition in slope erosion mode: a case study in the Judea
Hills, Israel. Earth Surf Process Landf 38(6):551–560
142 J. Roskin and R. Elinson
Singer A (2007) The soils of Israel. Springer Science & Business Media. Xx pp
Sneh A, Avni Y (2011) The geological map of Israel, 1:50,000. Sheet 11-II, Jerusalem. In: Vectorial
format of the 1:50,000 geological map of Israel by M. Rosensaft. Isr. Geol. Surv., Jerusalem
(Partly revised, 2016)
Sneh A, Bartov Y, Weissbrodt T, Rosensaft M 1998 Geology map of Israel, 1: 200000, 4 sheets.
Israeli Geological Survey.
Walker BJ (2022) The changing face of agricultural ‘estates’ in fifteenth and sixteenth-century
Palestine: the commercialization of Khirbet Beit Mazmıl. The Mamluk-Ottoman Transition:
Continuity and Change in Egypt Bil ¯ad Al-Sh¯am in the Sixteenth Century 2:325
Wdowinski S, Zilberman E 1997 Systematic analyses of the large-scale topography and structure
across the Dead Sea Rift. Tectonics 16(3):409–424.
Yaalon DH, Ganor E (1973) The influence of dust on soils during the Quaternary. Soil Sci
116(3):146–155
Yechezkel A, Frumkin A, Tzionit S (2022) Ancient spring tunnels of Jerusalem, Israel: physical,
spatial, and human aspects. Environ Archaeol 27(3):323–341
Zgaier A, Inbar M (2005) The influence of soil saturation on the stability of abandoned agricul-
tural hillslope terraces under Mediterranean climatic conditions. Developments in earth surface
processes, vol 7. Elsevier, pp 69–86
Chapter 9
Life Cycle Assessment of a Regenerative
Reuse Design
Laura Riegle
Abstract As population in Israel exponentially increases and urban development
adapts to meet housing needs, new building construction in Israel continues to prolif-
erate. With ambitious goals and a binding commitment to the UN to reduce carbon
dioxide emissions, it is i mperative that Israel implement innovative techniques to
follow through on the country’s responsibilities. One of the most promising methods
to do so is regenerative building design and adaptive reuse. Current research in the
field predominantly focuses on adaptive reuse of heritage buildings and proves a
method of choosing appropriate uses for historical buildings. This chapter proposes
a regenerative building design for mixed-use, residential, and commercial buildings
that result in (1) a holistic building complex providing all occupants with access to
outdoors, fresh food, medical needs, and social interaction, (2) CO2 emissions reduc-
tion figures in Israel’s construction sector. Using a Life Cycle Assessment (LCA), it
is established that the proposed design emits 30% less carbon dioxide than Israel’s
current building practices.
Keywords Building reuse ·Life cycle assessment ·Life cycle analysis ·LCA ·
Adaptable reuse ·Sustainable construction ·Green construction ·Green building
construction ·Urban reuse
9.1 Introduction
In the past decade awareness to the urgency of the climate change crisis has been
widely recognized in the international arena. Greenhouse gas emission targets have
been established for 194 countries in order to ensure a sustainable future (United
Nations, 2023). Cities worldwide are expected to play a central role in the national
climate goals, Israeli cities are subject to increasing social and environmental pres-
sures and need assistance to meet these ambitions. One of the pertaining problems of
Israeli cities stems from the characteristics of Israeli buildings; Within 20 years there
L. Riegle (B)
Bar Ilan University, Alfa Sustainable Projects Ltd, Israel
e-mail: laura@alfaprojects.co.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_9
143
144 L. Riegle
will be more than one million apartments in Israel that were constructed 60 or more
years ago. Existing urban renewal cannot address the need for safe housing while
reducing construction emissions at the rates necessary to support growth in current
times. The result is thousands of individual apartments being destroyed every year
as part of eviction for construction and TMA 38. In addition, the recent epidemic
raises concerns about crowding, loneliness and food security, which highlights the
urgent need for efficient and deep urban planning reuse for mixed use buildings.
Current research surrounding building reuse predominantly pertains to the reuse
and repurposing of heritage buildings. Many articles outline t he best practices for
frameworks that have been developed to preserve heritage features while choosing
an appropriate new building use. Research providing carbon emission savings using
a reuse method, however, pertains to the reuse of residential buildings. This research
demonstrates that reuse of residential buildings saves approximately 30% of carbon
emissions compared to typical building practices in Israel. Economic savings will be
established using the carbon savings figures by expressing the social cost of carbon
savings in each scenario.
The overarching goal of the project is to introduce the potential for carbon emission
reduction using the proposed building reuse method. The proposed model integrates
existing buildings rehabilitation into the urban renewal method and transforms them
into public buildings while integrating analytical tools. According to the proposed
model, existing residential buildings in a grid urban planning layout will be repur-
posed and integrated into a new construction complex. Incorporating community
services within the building complex reduces the need for driving and guarantees
access to necessary services for elderly and disabled occupants. Community spaces
and access to outdoors enhances quality of life, and the green roofs help to reduce
the urban heat island effect. The model promotes equity while reducing carbon and
promoting the social, economic, and environmental well-being of generations to
come. These initial figures help to estimate the impact of reuse and legitimize its
necessity in the industry. Governmental and municipal policies can be established
with carbon reduction targets based on adaptable reuse of existing buildings. The
model is flexible in that it is adaptable to any country with similar base buildings
such as the U.S. and Germany.
9.2 Theoretical Background
Carbon emissions constitute a major global health challenge, hampering economic
growth and sustainable development. The 2030 Agenda for Sustainable Develop-
ment recognizes carbon emissions as a major challenge for sustainable develop-
ment, which includes a target of reducing environmental risks, related to climate
factors, air pollution, radiation, noise and light pollution, housing, and design quality
factors or quality factors related to the work environment. These influences have a
substantial impact on health and well-being and may trigger the occurrence of non-
communicable diseases (NCDs) through a variety of direct and indirect pathways.
9 Life Cycle Assessment of a Regenerative Reuse Design 145
It is thus increasingly important to quantify correlations and causalities between the
escalated environmental risk factors and the growing incidence of carbon emissions
(Stocker 2014).
Current estimates of carbon emissions’ burden due to environmental risks are
extremely likely to be underestimated due to long lag times, their multifactorial
nature (they present numerous interacting toxic exposures), and complex pathways
or difficulties in assessing exposures. It is thus of utmost importance to quantify
correlations and causalities between carbon emissions and escalated environmental
risk factors. However, the detailed implications of the carbon savings potential of
building reuse and its socioeconomic impacts are yet to be fully investigated or
explicitly and adequately explained.
Available evidence indicates that carbon emissions could be tackled by focusing
on prevention planning strategies. In doing so, the main challenge lies in the fact that
environmental risks are driven by policies in sectors outside of health care, such as
urban planning and design, transport planning, energy sector, thus bringing a consid-
erable need for a cross-disciplinarity perspective across the aforementioned sectors.
However, in the last decades, national focus has been largely on economic growth
through technology, production, and consumption. From the years of 2000–2019,
global gross domestic product (GDP) has increased by 60% (World Bank 2023),
coupled with a roughly 27% increase in global population. As long as economic
growth continues to be driven by fossil fuels both factors will foreseeably continue
to increase and have a direct correlation with carbon dioxide emissions. As the effects
of climate change worsen, national and international focus has broadened to include
reducing local and global carbon emissions. The International Energy Agency (IEA)
urges a decrease of carbon emissions by 60% by the year of 2050. With the current
rate of annual carbon reduction at about 1.1%, major changes in current practice are
needed to reach carbon reduction goals (Mohmmed et al. 2019).
Approaching the climate crisis requires action in the most polluting sectors. The
building sector accounts for approximately 39% of global CO2 emissions on an
annual basis (Ahmed Ali et al. 2020), and in the fourth assessment of the Intergov-
ernmental Panel on Climate Change (IPCC), it was reported that by 2030, building
related emissions will increase by 26% (Sizirici et al. 2021). In Israel alone, fuel
consumption increased by 15% from 2010 to 2015 in the manufacturing and construc-
tion industries predominantly due to cement production. This chapter uses Life Cycle
Analysis (LCA) to model building reuse as a means to reduce carbon emissions in
the building sector, a technique that is highly applicable to Israel’s fast-growing
construction sector (EPA 2023).
146 L. Riegle
9.3 Conclusions from International Research
Currently, the countries with the highest emissions related to construction and demo-
lition are China, India, USA, Japan, and Canada. Between these countries, it has been
concluded that 45–80% of emissions originate from scope 3 activities which include
materials used in construction and transportation (Onat and Kucukvar 2020).
It is widely estimated that capital investments in the construction sector are
expected to increase by 40–70% between 2020 and 2040 due to population growth
and the rapid urbanization processes (Oxford Economics 2017). As a result, by 2050
global cement consumption is expected to increase by 12–23% (IEA 2018a), while
global steel production is expected to increase by 30% (ETC 2018). Despite this, all
economic sectors must reduce emissions to meet the Paris Agreement goals. The need
to avoid lasting negative consequences (de Coninck et al. 2018) has stimulated many
studies in the field of calculating carbon emissions and the potential for reducing
greenhouse gas emissions (Ma et al. 2019; Huo et al. 2021). The literature identifies
that the construction and operation of buildings are responsible for 36% of global
energy consumption and 39% of greenhouse gas (GHG) emissions (IEA 2018b).
While most of this data refers to the operation of the building, the construction phase
also has a significant impact on reducing the use of carbon and reducing emissions
(mitigation). According to the UK Green Building Council (UK-GBC 2018), the
construction industry uses more than 400 million tons of construction materials per
year, most of which have a negative impact on the environment. Of these, 60 million
tons go directly to the landfill just because of over-ordering, incorrect ordering, or
poor handling and breakages (Corner 2023).
Of the various means of reducing carbon emissions, reuse is considered to be a
preferable approach as it does not require additional industrial processes like recy-
cling, which also contribute to emissions. Recycling activities include collection,
sorting, transportation, recycling, and disposal (Onat and Kucukvar 2020). Current
research is largely focused on incorporating alternative materials in building design.
Replacing concrete with timber as the primary structural component of buildings,
for example, has the potential to reduce carbon emissions by 68% (Minunno et al.
2021). This approach should be considered in building design, but must also be
analyzed with considerations for deforestation and transportation across regions or
countries. Reuse, when possible, should be used as a primary development tactic in
green building design.
Various countries have developed and extensively studied green building rating
tools (GBRTs) to promote sustainable development of the construction industry,
pointing out that the challenge in promoting the economic and physical viability
of such an integrated design lies in the combination between the research arena
and the policy arena. Such a combination has already been expressed in building
standards, the best known being the American LEED (Leadership in Energy and
Environmental Design) standard, which created a principled series of rating systems
in the areas of planning, construction, operation, and maintenance of green build-
ings. The LEED-NC V4 standard contains requirements for significant reduction of
9 Life Cycle Assessment of a Regenerative Reuse Design 147
directly and indirectly measured Carbon Footprint. Despite criticisms about the lack
of flexibility in adapting it to different places, this standard is at the forefront of
the discussion on ways to improve energy efficiency. It proves that the implementa-
tion of energy renovation in statutory programs and the formulation of an incentive
plan for the restoration of buildings may be economic despite the high economic
costs and low investment returns of the restoration of existing buildings compared
to demolition and rebuilding (USGBC 2023).
9.4 Israel’s Carbon Commitments and Targets
In September of 2015, Israel committed the country’s Nationally Determined Contri-
butions (NDC) under the Paris Climate Change Agreement and the binding treaty
was ratified in November of 2016. The carbon reduction goals were updated in July of
2021 to include a 27% reduction in carbon emissions between the years of 2015 and
2030 and net zero carbon emissions by 2050. The major target sectors outlined in the
plan include transport, waste, electricity generation, energy intensity, industry, and
climate impacts of goods and services (FAOLEX 2021). The construction industry
largely contributes to waste in Israel. In the year of 2020, 6.3 million tons of construc-
tion waste were produced in Israel and projections estimate that figure to reach to
reach 7.5 million tons by 2030 (MOEP 2022). The Israeli government has recognized
the importance of green building with the requirement that all new buildings meet
the Israeli environmental construction regulation, 5281, or receive a more stringent
certifications such as Leadership in Energy and Environmental Design (LEED) by
USGBC. Developers have also recognized the environmental and financial benefits
of green building design with 101 projects having current LEED certifications in
Israel at this time. The relevance of material reuse and waste prevention has grown
exponentially in previous years and is expected to continue (USGBC 2023).
However, the cities of Gush Dan and the center of the country suffer from housing
pressures and increasing infrastructure loads. Most of the country’s population is
concentrated in these areas. They are characterized by old buildings created as ad
hoc housing solutions with pressure for quick completion. According to CBS data,
400,000 apartments in Israel were built prior to 1960 and they make up about 15%
of the apartments in Israel. Another 730,000 apartments are 40–60 years old. Apart-
ments are mostly located in 3–4 story buildings on stilts. In the buildings, concrete
is used as the skeleton, and concrete blocks or Silkat are used as the walls. The
latest State Comptroller’s report (2021) identified 4,840 buildings in Israel in urgent
need of immediate repair. Residential buildings can survive for decades, but without
proper regulation and maintenance the life of the building is significantly short-
ened. The housing committees invest most of the tenants’ money in cleaning the
building and not in maintaining its systems or foundational integrity. The older the
buildings and the less affluent the population that lives in them, the more neglected
the issue of maintenance. This matter is particularly relevant to Tel Aviv-Yafo. As
148 L. Riegle
areas are gentrified, elderly people or those with limited mobility remain in expen-
sive areas in old buildings. When the municipality issues notice to tenants regarding
discovered construction defects, the majority of the responsibility for repair is left in
the hands of the tenant. Costs of renovation can be hundreds of thousands of shekels
or more. These renovations, which are done at the expense of the tenants, refer only
to the deficiencies that the municipality has identified, and it is likely that more defi-
ciencies exist. This problem is expected to worsen in the event of an earthquake. In
addition, the population density in the central areas makes these buildings a target
of rocket fire and tenants lack access to shelters to use as a protected space.
Despite the low quality of the buildings, the growing demand and rising housing
prices indicate that living in these locations is considered desirable. Furthermore, the
expected demographic growth in Israel is expected to exacerbate the already high
housing demand and infrastructure pressures. The Authority for Urban Renewal is
well aware of these problems, and since the existing residential density is relatively
low (about 15–20 units per dunam), it offers a variety of avenues of intervention in
urban areas, including TMA 38 and urban renewal, which includes building clear-
ance, upgrading and rehabilitation of residential complexes, commerce or existing
infrastructures within the existing urban tissue, as well as a densification-building
plan. According to the data of the Authority for Urban Renewal, by 2020 building
permits were granted in Israel for a cumulative total of approximately 31,000 units
according to TAMA 38 and approximately 18,000 units as part of urban renewal.
These programs contribute to the fact that the construction sector is responsible for
approximately 50% of all greenhouse gasses emitted in the state (State Comptroller
Special Report 2021).
9.5 Adaptive Reuse of Heritage Buildings
Adaptive reuse of buildings is becoming increasingly relevant in the Global North,
predominantly for heritage buildings. Choosing an appropriate building for the
intended use can be challenging as it involves a multitude of factors such as phys-
ical, economic, social, cultural, and environmental aspects (Bottero et al. 2019).
Assessing the viability of preserving unique heritage elements in such buildings
along with the structural needs of the use type and current building codes also poses
challenges. The Multi-Criteria Decision Making Method (MCDM) has been used
in the process of adaptive reuse of heritage buildings to overcome these challenges.
The first application of the MCDM method was in 2006 in the journal “Building and
Environment” by Ipekoglu B. and has been refined in the following years to become
a commonly used method in the field (Nadkarni and Puthuvayi 2020). The MCDM
method is composed of the following steps: (1) determine the objective, (2) determine
the decision-making criteria and alternatives to those criteria, (3) develop a system
for weighing the importance of each criteria and rank their importance, (4) use the
criteria to develop building alternatives, (5) assess the performance of the alternative
and rank the alternatives, (6) choose the best alternative (Nadkarni and Puthuvayi
9 Life Cycle Assessment of a Regenerative Reuse Design 149
2020). Some criteria used in the method include: the building’s physical condition,
location, financial possibilities, building lifetime, social value, artistic value, and
feasibility of future change. These criteria are relevant to most heritage projects and
are analyzed based on the proposed use of the project to form the groundwork of
the proposed alternatives. Alternatives are then proposed such as in the case study of
Sapieha Palace in Vilnus, where the historical site was proposed to be repurposed as
one of the following: (A1) a tourist information center and museum, (A2) a research
center exploring historical heritage, (A3) a hotel and conference center. In this project,
the criteria were separated into groups: (G1) economic benefits/expenses of change,
(G2) influence to social environment, (G3) impact on natural environment, (G4)
historical–cultural value of preservation, (G5) technological–architectural possibil-
ities. Experts were then provided with a survey to weigh the importance of each
group so the alternatives could be properly analyzed (Pavlovskis et al. 2019). The
versatility of this systematic approach allows it to be used in various fields such as
energy, sustainability, tourism, and conservation.
Despite the accumulated information, many municipal authorities still lack the
knowledge that would enable the formulation of policies to deal with dangerous build-
ings while meeting carbon emission targets (Wang et al. 2019). Thus, the munici-
pality of Tel Aviv-Jaffa, which leads diverse renewal moves, incorporated a statement
regarding carbon goals into the outline plan. Despite the intention to start with calcu-
lations of greenhouse gas emissions, the distinction between Life Cycle Analysis
(LCA) targets and carbon targets embodied in construction is lacking.
9.6 Social Cost of Carbon
The impacts of anthropogenic carbon release are not limited to the environmental
sector, and they also impact social and economic spheres. In 2020 alone, 389 signifi-
cant natural disasters occurred resulting in $171.3 billion of economic loss. Approx-
imately 90% of those natural disasters were a result of climate change (Wang et al.
2022). In the academic and political spheres, a social cost of carbon (SCC) has been
developed to be imposed on policy change as an addition to policy change budgets.
Damage models of the USA estimate SCC to be $51 per ton of CO2, while academic
integrated assessment models (IAM) continue to develop regionally and per country
(Longden et al. 2022). Some sources claim that IAMs are an inappropriate method
of estimating SCC per country and posit a survey method based on SCCs shared
socioeconomic pathways (SPPs) and representative concentration pathways (RCPs)
(Wang et al. 2022). Various models account for a range of projected economic losses
in agriculture, human health, impacts on biodiversity, and infrastructural repair (Tol
2019; Pindyck 2019; Wang et al. 2019).
150 L. Riegle
Fig. 9.1 Bloch superblock test case: The project will support the existing infrastructure and add
to it with the aim of (a) meeting housing needs; (b) increasing mixed uses; and ensuring; (c)
food security; (d) greening urban areas; and (e) reducing emissions from the construction sector.
Four scenarios will be presented to provide a comparison between the carbon emissions of various
building practices
9.7 Methods
The project will focus on a cluster of buildings between streets (building blocks,
Fig. 9.1), integrate a new building into the existing fabric, and provide an assessment
regarding the reduction of emissions from the construction sector.
Scenario 1: The Carbon Footprint of Existing Buildings represents the carbon
emissions released in the construction of four-story base buildings. These buildings
are representative of the buildings that are to be reused in the proposed building
design. The carbon emissions in Scenario 1 are subtracted from the total sum of
carbon emissions in the construction of the proposed design, as the need to construct
the base buildings is not necessary due to reuse.
Scenario 2: The Carbon Footprint of Business as Usual represents the carbon
emissions of both base buildings and high-rise buildings using the standard materials
in the Israeli market.
Scenario 3: The Carbon Footprint of Buildings Using Green Building Principles
represents the emissions produced by constructing the base buildings and high-rise
buildings using recycled and local materials.
Scenario 4: The Carbon Footprint of Construction Using the Proposed Design
represents the emissions produced by constructing the high-rise buildings using recy-
cled and local materials. The carbon emissions of the base buildings are not included
in this scenario as they are reused.
9.8 Reused Base Buildings
A group of 20 base buildings (Fig. 9.2) will be renovated and used as exterior build-
ings for the new construction residential high-rise buildings. Each base building is
four stories high. Buildings with similar heights organized in a grid urban plan are
the ideal buildings to use as the base buildings for this complex. These buildings
will be structurally reinforced and renovated for service-oriented applications such
9 Life Cycle Assessment of a Regenerative Reuse Design 151
Fig. 9.2 Group of 20 base buildings will be exterior to the new construction residential high-rise
buildings. Each base building is four stories high. Buildings with similar heights organized in a grid
urban plan are the ideal buildings to use as the base buildings for this complex. These buildings
will be structurally reinforced and renovated for service-oriented applications such as community
centers, grocery stores, pharmacies, kindergartens. The roofs of the buildings will provide green
spaces to occupants
as community centers, grocery stores, pharmacies, kindergartens. The roofs of the
buildings will provide green spaces to occupants.
Building reinforcement is particularly important to ensure that the iron in the
foundation of the building is sufficiently strong to support the entire building. This is
especially true in coastal cities and countries where humidity and airborne salt parti-
cles erode materials at faster rates. We will use the existing municipal construction
data to examine the possibility of reinforcing specific old residential buildings to
allow for them to carry an additional 10% of loads (Fig. 9.3). Each roof of the rein-
forced buildings will house a green roof. These buildings will be used as public areas,
services, commerce, and employment. In order to allow access to the green roofs,
we will examine models that will allow maintaining a system of slopes (ramps for
wheelchairs) for accessibility around the buildings through commerce. According to
the assessment of the Ministry of Infrastructure, retrofitting processes that include
renovation and energy efficiency in existing buildings constitute 94% of the total
reduction potential. Extending the life of existing buildings has signification carbon
savings potential.
152 L. Riegle
Fig. 9.3 Right—demonstration of the connections between the green and constructive systems
between the existing buildings that will be converted into public buildings and their surroundings.
Left—a system of slopes to increase human interaction and accessibility to public areas and green
walls
9.9 New Construction Buildings
The six new construction residential buildings (Fig. 9.4) will be positioned at the
center of the building design. The materials used in construction will be locally
sourced and incorporate recycled content as outlined in Sect. 9.4: Methodology.
Balconies will be available to occupants on each of the 20 floors and occupants will
have access to the base buildings through the residential buildings.
The project will be based on construction data (historical ETA and detailed maps, a
GIS layer that includes data about the year of construction of buildings from property
tax data as well as existing information about at risk buildings) that exist in the PA’s
databases. Analyzing the data with advanced tools will make it possible to estimate
the carbon cost of the existing buildings, help policymakers to plan solutions that suit
Fig. 9.4 Six new
construction residential
buildings will be positioned
at the center of the building
design. The materials used in
construction will be locally
sourced and incorporate
recycled content as outlined
in Sect. 9.4: Methodology.
Balconies will be available to
occupants on each of the 20
floors and occupants will
have access to the base
buildings through the
residential buildings
9 Life Cycle Assessment of a Regenerative Reuse Design 153
the specific needs of the local communities, and contribute to a more livable urban
environment in the future while reducing greenhouse gas emissions.
A Life Cycle Assessment (LCA) was conducted to measure the embodied carbon
that would be released during the construction of each scenario. One Click LCA was
used to quantify the environmental impacts of materials throughout their lifecycle
including extraction, manufacturing, transportation, use, and final disposal or recy-
cling. Preliminary research has been conducted measuring the embodied carbon of
four scenarios. The research aspires to include the carbon emissions released if the
base buildings were to be demolished in Scenario 2 as well as the carbon emitted by
reinforcing the base buildings in Scenario 4.
9.10 Scenario 1: Carbon Footprint of Existing Buildings
Scenario 1 represents the current four-story base buildings. The materials used to
establish the base buildings are as follows: the quantities below account for 20
buildings with four levels each, as this is the proposed design project scale.
Material Description Location Quantities
Concrete Ready-mix 0% recycled content Israel 2340 m3
Aluminum Aluminum profiles, 50% recycled content UK 29 tons
Glass Float glass 0% recycled content Israel 5.8 tons
Steel Reinforced steel 80% recycled content Egypt 400 tons
9.11 Scenario 2: Carbon Footprint of Construction
in Accordance with Israel’s Typical Building Practices
Scenario 2 considers the materials needed for the full scope of the project including
the 20 base buildings described in Scenario 1 and the six high-rise buildings. The
materials in this scenario are modeled with standard Israeli building materials exhib-
ited in Scenario 1, with additional quantities to account for the newly constructed
high-rise portion of the design.
Material Description Location Quantities
Concrete Ready-mix 0% recycled content Israel 18,740 m3
Aluminum Aluminum profiles, 50% recycled content UK 155.8 tons
Glass Float glass 0% recycled content Israel 165.2 tons
Steel Reinforced steel 80% recycled content Egypt 645 tons
154 L. Riegle
9.12 Scenario 3: Carbon Footprint of Construction Using
Green Building Principles
Scenario 3 considers the materials needed for the full scope of the project including
the 20 base buildings described in Scenario 1 and six high-rise buildings. The green
building standard of recycled content is derived from research conducted by Alfa
Sustainable Projects, a green building consulting company based in Israel.
Material Description Location Quantity
Concrete Ready-mix 10% recycled content Israel 18,740 m3
Aluminum Aluminum profiles, 50% recycled content Israel 155.8 tons
Glass Float glass 0% recycled content Israel 165.2 tons
Steel Reinforced steel 100% recycled content Israel 645 tons
9.13 Scenario 4: Carbon Footprint of Construction Using
the Proposed Design
Scenario 4 considers the materials needed for six high-rise buildings. The four-story
base buildings described in Scenario 1 are not included in the quantities as they will
be reused. The green building standard of recycled content is derived from research
conducted by Alfa Sustainable Projects.
Material Description Location Amount
Concrete Ready-mix 10% recycled content Israel 16,833 m3
Aluminum Aluminum profiles, 50% recycled content Israel 142.8 tons
Glass Float glass 0% recycled content Israel 159.4 tons
Steel Reinforced steel 100% recycled content Israel 311 tons
9.14 Carbon Emissions During Demolition
Carbon emission values will be modeled for Scenarios 2 and 3 to include the CO2
emitted during demolition of the base buildings. Emissions related to demolition will
include transportation of site waste (predominantly soil) and demolition equipment
(type of equipment and hours operated). Demolition waste of the building materials
will not be modeled as the full life cycle of the materials is accounted for in the
embodied carbon LCA.
9 Life Cycle Assessment of a Regenerative Reuse Design 155
Fig. 9.5 Life cycle assessment results of the materials used to construct the base buildings
9.15 Reinforcement and Renovations
Carbon emissions will be calculated for the additional materials used for reinforce-
ment and renovations of the base buildings using One Click LCA.
9.16 Findings
The business-as-usual approach of construction for 20 residential buildings resulted
in 1,746 tons of carbon emissions and a social carbon cost of $89,025 (Fig. 9.5).
Because Scenario 1 uses the least amount of material, the emissions and social cost
of carbon are the lowest of all four scenarios, that does not, however, imply that
Scenario 1 is an environmentally friendly building solution. Residential buildings
in urban areas with only 3–4 stories use valuable land and house fewer people than
the average urban residential accommodations. The existing buildings in and of
themselves are not damaging, however; the ratio of housing area to land use area is
quite low, leaving a large unused potential. If the carbon emissions of the building
were to be divided into emission per tenant the results would be similar for Scenarios
1 and 2. The existing buildings in Scenario 1 are considered to be the worst-case
scenario as the carbon emissions per capita are high, and the housing area to land
use are is low.
9.17 Scenario 2: Carbon Footprint of Construction
in Accordance with Israel’s Typical Building Practices
The Israeli standard approach in the scope of the proposed building design produces
11,404 tons of carbon emissions and a social carbon cost of $581,617 (Fig. 9.6). This
building practice is the most common in Israel at this time. With continuous waves
of immigration and a rapidly increasing population, new buildings are rapidly being
erect in urban areas. If building design remains to emit at the rate of 11,404 tons per
20 buildings, the emission targets Israel has set will be in jeopardy.
156 L. Riegle
Fig. 9.6 Life cycle assessment results of Scenario 2: carbon footprint of construction in accordance
with Israel’s typical building practices
Fig. 9.7 Life cycle assessment results of Scenario 3: carbon footprint of construction using green
building principles
9.18 Scenario 3: Carbon Footprint of Construction Using
Green Building Principles
The green building approach (Fig. 9.7) in the scope of the proposed building design
produces 9314 tons of carbon emissions and has a social carbon cost of $475,022.
Between Scenarios 1 and 2, there is an 18% reduction in carbon emissions. This
difference is significant and will only become increasingly so as innovations of
more environmentally conscious materials are produced. Using materials with recy-
cled content and innovative design is a key accompanying factor in the proposed
building design and should be constituently re-examined as innovative products and
techniques enter the market.
9.19 Scenario 4: Carbon Footprint of Construction Using
the Proposed Design
The green building approach in the scope of the proposed building design produces
8,026 tons of carbon emissions and has a social carbon cost of $409,331 (Fig. 9.8).
Using the strategies of reuse and recycled and local materials for construction,
Scenario 4 has the lowest carbon emissions of the three scenarios (Scenarios 2,
3, and 4). The high-rise mixed-use approach ensures low emissions per capita while
providing tenants with everything they need inside of the complex, reducing the need
for driving. Demolition emissions are also saved as the base buildings are reused in
this scenario.
9 Life Cycle Assessment of a Regenerative Reuse Design 157
Fig. 9.8 Life Cycle Assessment results of Scenario 4: carbon footprint of construction using the
proposed design
9.20 Scenario Comparison
Figure 9.9 depicts the CO2 emissions released during the construction of Scenarios
2, 3, and 4. The highest emissions depicted below are in Scenario 2, Israel’s typical
building practices. By using local and recycled materials, such as in Scenario 3, Israel
can reduce the carbon emitted during building construction by 18%, and using green
building materials in combination with adaptive reuse (Scenario 4) yields a reduction
of 30% from the current state of building to the proposed design.
Scenario 2
Scenario 3
Scenario 4
0
2E+11
4E+11
6E+11
8E+11
1E+12
1.2E+12
CO2
18% 30%
14%
Fig. 9.9 Comparison of the CO2 emissions involved in the construction of Scenarios 2, 3, and 4
158 L. Riegle
9.21 Conclusion
Rapidly reducing CO2 emissions in Israel will not be achieved by taking action in any
one sector. All of the highly emitting sectors, including the construction sector, must
incorporate innovative technologies and techniques. The proposed design presents a
plethora of opportunities to work collaboratively with multiple fields such as gover-
nance, city planning, and private investors. The most advantageous approach is to
advance environmental, economic, and social horizons in a holistic and simultaneous
manner (Flint Ashery, 2023).
The research provided in this chapter will also be adapted to an online interface,
allowing planners to model the carbon emitted in various potential building designs.
The interactive Geodesign Tool will enable planners to make smarter climate deci-
sions in real time (Flint Ashery and Steinitz 2022; Flint Ashery 2022). By inputting
material origins (i.e., recycled content and material extraction and transport flows),
governments, municipalities, and private developers will have the opportunity to
compare carbon figures during the design stage. Governments will have the ability
to model and form achievable and specific regulations for municipalities and devel-
opers to follow or provide subsidies on favorable materials and building techniques.
Municipalities can use the tool to understand the required origins of each major mate-
rial type that goes into development projects such as concrete, steel, and glass and
how reuse can help to achieve carbon reduction goals. Developers will have specific
figures as to how much carbon is reduced in projects for social responsibility and
marketing.
The tool will allow users to input building designs and compare the carbon emis-
sions between (1) a business as usual approach, (2) a building with recycled and
local materials, (3) building reuse techniques. By entering the estimated volume and
model of concrete, steel, and glass of a building, along with material origins, users
will have real-time carbon emission figures that they can compare per square meter.
They will also be able to understand per project how many carbon emissions will be
saved by using adaptive reuse techniques.
The challenges of climate change are forcing all countries to re-evaluate their
practices. This research has the potential to be implemented in any country with
similar grid-shaped design and low-rise base building such as the USA and Germany.
Such countries have great potential for carbon reductions due to a multitude of local
green building materials. The proposed design and the Geodesign Tool will provide
measurable results before construction takes place.
Acknowledgements The proposal for Scenario 4 was developed in collaboration with Flint-Ashery,
S., and Yaniv, H. (2023).
9 Life Cycle Assessment of a Regenerative Reuse Design 159
References
Ahmed Ali K, Ahmad MI, Yusup Y (2020) Issues, impacts, and mitigations of carbon dioxide
emissions in the building sector. Sustainability 12(18):7427. https://doi.org/10.3390/su1218
7427
Bottero M, D’Alpaos C, Oppio A (2019) Ranking of adaptive reuse strategies for abandoned indus-
trial heritage in vulnerable contexts: a multiple criteria decision aiding approach. Sustainability
11(3):785. https://doi.org/10.3390/su11030785
CBD (2021) Physical assets of households - characteristics of residential apartments: findings from
a long-term survey 2018–2019
CBD (2022) Apartments and buildings in Israel
Corner (2023) A waste-free future for construction? Croner. https://app.croneri.co.uk/feature-art
icles/waste-free-future-construction#:~:text=Research%20from%20the%20Wates%20Grou
p,landfill%20because%20of%20over%2Dordering
de Coninck H, Revi A, Babiker M, Bertoldi P, Buckeridge M, Cartwright A et al (2018) Strengthening
and implementing the global response. In: Global warming of 1.5 °C: summary for policy makers.
IPCC-The Intergovernmental Panel on Climate Change, pp 313–443
Environmental Protection Agency (2023) Israel’s second biennial update report. United Nations
framework convention. https://unfccc.int/sites/default/files/resource/2nd%20Biennial%20U
pdate%20Report%202021%20final.pdf
ETC Energy Transitions Commission (2018) Reaching zero carbon emissions from steel. Consul-
tation paper
FAOLEX (2021) Update of Israel’s nationally determined contribution under the Paris agreement,
1–20
Flint Ashery S (2022) Group consumption and ecological footprint: the effect of habits and lifestyle.
Sustainability 14(20):13270
Flint Ashery S (2023) The planning role in stretching the city: a tale of two London neighbourhoods.
Cham: Springer International Publishing
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustainability 14(15):9073
Huo T, Ma Y, Cai W, Liu B, Mu L (2021) Will the urbanization process influence the peak of
carbon emissions in the building sector? A dynamic scenario simulation. Energy and Buildings
232:110590
IEA (2018a) Cement technology roadmap plots path to cutting CO2 emissions 24% by 2050—
news. IEA. https://www.iea.org/news/cement-technology-roadmap-plots-path-to-cutting-co2-
emissions-24-by-2050
IEA International Enregy Agency (2018b) Global status report: towards a zero-emission, efficient
and resilient buildings and construction sector. International Energy Agency
LEAP (2021) Update of Israel’s nationally determined contribution under the Paris agreement.
Update of Israel’s nationally determined contribution under the Paris agreement. UNEP law and
environment a ssistance platform. https://leap.unep.org/countries/il/national-legislation/update-
israels-nationally-determined-contribution-under-paris
Longden T, Kompas T, Norman R, Vardoulakis S (2022) Considering health damages and co-
benefits in climate change policy assessment. The Lancet Planetary Health 6(9). https://doi.org/
10.1016/s2542-5196(22)00196-6
Ma M, Ma X, Cai W, Cai W (2019) Carbon-dioxide mitigation in the residential building sector: a
household scale-based assessment. Energy Convers Manage 198:111915
Ministry of Environmental Protection (2021) Green building standards in Israel
Ministry of Environmental Protection (2022) The ministry of environmental protection presented the
state of building waste treatment in Israel to the Knesset Interior and Environmental Protection
Committee
160 L. Riegle
Minunno R, O’Grady T, Morrison GM, Gruner RL (2021) Investigating the embodied energy and
carbon of buildings: a systematic literature review and meta-analysis of life cycle assessments.
Renew Sustain Energy Rev 143:110935. https://doi.org/10.1016/j.rser.2021.110935
Mohmmed A, Li Z, Olushola Arowolo A, Su H, Deng X, Najmuddin O, Zhang Y (2019) Driving
factors of CO2 emissions and Nexus with economic growth, development and human health in
the top ten emitting countries. Resour Conserv Recycl 148:157–169. https://doi.org/10.1016/j.
resconrec.2019.03.048
Nadkarni RR, Puthuvayi B (2020) A comprehensive literature review of multi-criteria decision
making methods in heritage buildings. Journal of Building Engineering 32:101814. https://doi.
org/10.1016/j.jobe.2020.101814
Onat NC, Kucukvar M (2020) Carbon footprint of construction industry: a global review and
supply chain analysis. Renew Sustain Energy Rev 124:109783. https://doi.org/10.1016/j.rser.
2020.109783
Oxford Economics (2017) Global infrastructure outlook
Pavlovskis M, Migilinskas D, Antucheviciene J, Kutut V (2019) Ranking of heritage building
conversion alternatives by applying BIM and MCDM: a case of Sapieha palace in Vilnius.
Symmetry 11(8):973. https://doi.org/10.3390/sym11080973
Pindyck RS (2019) The social cost of carbon revisited. J Environ Econ Manag 94:140–160. https://
doi.org/10.1016/j.jeem.2019.02.003
Sizirici B, Fseha Y, Cho C-S, Yildiz I, Byon Y-J (2021) A review of carbon footprint reduction in
construction industry, from design to operation. Materials 14(20):6094. https://doi.org/10.3390/
ma14206094
State Comptroller Special Report (2021) The actions of the Israeli government and its preparation
for the 2018 climate crisis mitigation actions to reduce greenhouse gases
Stocker T (ed) (2014) Climate change 2013: the physical science basis: Working Group I contribu-
tion to the fifth assessment report of the intergovernmental panel on climate change. Cambridge
University Press
Tol RSJ (2019) A social cost of carbon for (almost) every country. Energy Economics 83:555–566.
https://doi.org/10.1016/j.eneco.2019.07.006
UK-GBC (UK Green Building Council) (2018) Leading the way—sustainability insights from
leading built environment businesses. UK-GBC, London, UK. https://www.ukgbc.org/wpcont
ent/uploads/2018/03/UK-GBC-Leading-the-way.pdf. Accessed Nov 2022
USGBC (2023) Country market brief. U.S. Green Building Council. https://www.usgbc.org/resour
ces/country-market-brief
Wang P, Deng X, Zhou H, Yu S (2019) Estimates of the social cost of carbon: a review based on
meta-analysis. J Clean Prod 209:1494–1507. https://doi.org/10.1016/j.jclepro.2018.11.058
Wang Y, Ma Y, Wang T (2022) Measurement of China’s provincial social cost of carbon under the
integrated socioeconomic-climate framework. J Environ Manage 321:115993. https://doi.org/
10.1016/j.jenvman.2022.115993
World Bank (2023) GDP growth (annual %). World Bank Open Data. https://data.worldbank.org/
indicator/NY.GDP.MKTP.KD.ZG
Part IV
Geodesign in the Social Sciences
and Humanities
Chapter 10
Complexity Theory as the Meeting Point
Between Urban Planning
and Psychoanalysis: Joy in Beit Safafa
Esti Dinur and Shlomit Flint Ashery
Abstract Similarities between the human being and the city, which is the result of
human activity, seem natural: the city is a man-made creation, it can be seen as an
extension of one’s private self, and as such, it has a self, resilient or vulnerable, sick or
healthy. Planning is the glue that binds our expertise together to create a better future
for the public’s joy. In this article, we discovered new aspects of the relationship
between joy and the spatial structure of a peri-urban area. Beit Safafa is a relevant
example of the impact of development pressure, both as a social practice and as a
response to trends in modern urban society, on the neighbourhood’s structure. The
research highlighted the accumulated impact of the relationships between the object
and the subject–between the therapist and the patient, the planner and the plan as
well as between the individual users and the urban fabric as a whole. Using a digital
planning support system of Geodesignhub and consistent with complexity theory,
this study focuses on four planning strategies, their characteristics and composition
and explains the motivation and reasoning for multi-system comprehensive planning.
Keywords Joy ·Complexity theory ·Psychoanalysis ·Urban planning ·Kohut ·
Beit Safafa
10.1 Introduction
The ideal pole in the psychology of the self raises our eyes to the ideal and enables us
to build the self of the individual. The ideal is related to being connected to the other,
to the past, to what is beyond oneself, and to the cosmos (Izard 1977). The ideal start
with the vision of a whole that wants to do good with itself and to be good for its
inhabitants rather than with the shortcomings, the vulnerability and the defects that
E. Dinur (B) · S. Flint Ashery
Bar Ilan University, Ramat Gan, Israel
e-mail: estidinur@gmail.com
S. Flint Ashery
e-mail: shlomit.flint-ashery@biu.ac.il
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_10
163
164 E. Dinur and S. Flint Ashery
need to be corrected. Joy is the vision, a utopian expression of the healthy structure
of the self. As an ideal of wholeness, it is not connected to a lack but to a holistic
being. Unity is crucial to development, holistic functioning, and flow (Danner et al.
2001). Our self is healthy if there is enough empathy towards us or when the person
and his environment connect with the ideal. Joy can be supported if we do not focus
on where we come from, but rather on where we strive to go. Kohut (1977) describes
the importance of empathy as oneness with the world. Kohut refers to a search
‘imbued with joy’ implies a search that is not just directed to the object, but also
open physically and mentally to the space (1985, p. 247). Joy, according to Kohut,
stems from an environment which allows us to flourish, fosters creative directions
and is happy in our development. Aside from the immediate human environment,
what is the role of physical urban space in building and supporting joy?
A growing body of research explores the relationship between sustainability and
happiness relating to the concept of sustainable happiness, which holds significant
potential for individual and community well-being (O’Brien 2008; Flint Ashery
2014, 2017). Social happiness, as the type of behaviour that leads to desirable quality
of life, plays a significant role in the life of individuals and urban planning (Bokharaei
et al. 2018). In particular, subjective well-being is regularly used as a policy measure
for social progress, with proponents promoting the idea of the ‘happy city’ (Kent
et al. 2017). While previous studies have considered the impact of specific aspects of
the built environment on components of subjective well-being, the literature on joy
as an essential component of subjective well-being is lacking. The joy that comes
from holistic planning is based on the protections, compromises, and sublimations
of man in relation to his passions, friends, and culture. It is planning that addresses
the urban systems together and improves the quality of life of an individual within
his environment. It is planning that begins with the destination we aspire to and
examines how using the land uses creates an environmental experience of well-being
and contentment for individuals.
According to various studies on the effects of joy on the human being, joy
contributes significantly to creativity, productivity, fruitful collaboration, flexibility,
extending our range of attention and acceptance, integrity, and a sense of security for
health and longevity. However, despite its potential impact on residents, the emer-
gence of joy in the psychoanalytic as well as in the planning literature, and its effect
on the neighbourhood as a whole, has received little attention. How come these
professions disengaged with joy when they assist people’s existential experiences?
How can we explain the hidden but sweeping disappearance of joy from psychoan-
alytic and planning discourses in which it takes place? We can explain this absence
from the psychoanalytic literature by the fact that psychoanalysis originated as a
response to a pathological problem, as a way to alleviate, facilitate, or understand it.
Presumably, most of the investment goes to these areas because patients seek treat-
ment as they are distressed, thus the obvious and understandable response would be
to dig into the pain. Despite its potential impact on the total population and the whole
urban space, the effects of joy have received little attention in the planning theory
and practice and generally have been attributed to happiness, which is closely asso-
ciated with human-nature relations, community relations, and sustainability. This
10 Complexity Theory as the Meeting Point Between Urban Planning 165
work aims to address the conspicuous lack of high-resolution studies that identify
the role of physical urban space in the building and supporting joy, contending that
in order to examine these processes, one must refer to the social system that drives
the local process and the set of values from which it is draws its strength.
This study sheds light on the role of neighbourhood planning in building and
supporting joy. The study focuses on Beit Safafa, a well-established Arab Muslim
village in the metropole of Jerusalem. The main conflict is the gap between the plan-
ning policy f or Beit Safafa itself, that has been approved in 2015 and a comprehensive
building policy alongside the light rail train for the entire city, which might change
the rural attributes of Beit Tsafafa and Sharfat. While the entrepreneurs seek a higher
number of new dwellings and rise above six floors, the residents are worried about
losing their way of life. We use Geodesign, an iterative design method, to use stake-
holder input (residents, municipal planners, NGOs), geospatial modelling, impact
simulations, and real-time feedback to facilitate holistic decisions, resolve conflicts
between different points of view and build a ‘joyful’ future for Beit Safafa 2040.
Drawing on the complexity theory allows reference to mega-complex systems, which
emphasizes an all-encompassing context, the ‘texture of the whole’ (Sella 2014).
This concept, located both in the psychoanalytic discourse of self-psychology and
contemporary intersubjective psychology and in urban discourse, represents progress
in the advanced analysis of joy in urban planning with far-reaching implications for
planning policy.
Our first objective is to remove barriers through comprehensive design, which
refers to integrating the planning systems as a means to unite the built fabric. Our
second objective is to recognize Beit Safafa as part of the entire city and promote
connections between its various parts, as well as between the neighbourhood and its
surrounding areas, which will allow Beit Safafa to grow by connecting and matching.
Our third objective is to propose a plan for strengthening local identity through
reliance on existing social-spatial components and maintaining the village’s unique
identity within the entire matrix. Our fourth and final objective is to plan Beit Safafa’s
inspiration for economic development and social welfare, as well as environmental
preservation, so its uniqueness and character will contribute to the entire city. As
this paper offers the only data on comprehensive planning of joy, the findings add to
the literature on the effects of specific aspects of the built environment on joy, as an
important component of subjective well-being.
The rest of the paper has the following structure: Sect. 10.2 presents a theoretical
background, followed by Sect. 10.3 describing the case study and the methods.
Section 10.4 describes the results, including Mudita Connective planning; plan-
ning for strengthening existing power sources; the residents’ perspective, and how
‘inspiring joy’ planning for Beit Safafa’s unique character will benefit the entire city
in terms of economic development, social welfare, and environmental protection.
The paper concludes with a discussion and summary.
166 E. Dinur and S. Flint Ashery
10.2 Theoretical Background
10.2.1 Joy in Psychoanalysis Discourse
Classical psychoanalysis has a paradigm of depth: The mind is perceived as layered,
from the conscious to the pre-conscious and then the unconscious. Acknowledged
models convey the perception that the mind is constructed by layered structures that
have accumulated over time (Bion 1962;Vermote 2015). This perception is searching
for the palimpsest that lies beneath, bringing the unconscious to consciousness.
Within the psychoanalysis value position, depth, truthfulness, pain, and suffering are
entwined. Simplicity can easily be perceived as superficial, meagre, one-dimensional,
and associated with naivety and frivolity (Greenson 1962; Buechler 2002, 2010). But
it can also be used to express complete, holistic, unbroken innocence (Canarelli 2010;
Newcombe 2010; Weizbard 2010). Erel (2020) describes ‘the life energy that drives
the process of development of the self-nucleus’, includes, in addition to satisfying
impulses, elements of vitality, playfulness, and creativity, which become central to
Winnicottian thinking (see Winnicott 1971; Eigen 2013). “The simplicity of the
spirit”, says Ricard (2005), “is accompanied by clarity of intuitive knowing”... “con-
sciousness goes deeper and deeper into the experience, behind mental constructs
and behind the veil of your emerging tendencies”.
Freud (1890) motivation theory posits that unconscious psychological forces,
such as hidden desires and motives, shape an individual’s behaviour. The source of
the individual’s motivation is his passionate impulsive satisfaction or sublimation.
The realization of this motivation brings pleasure. Kohut, however, argues that the
source of human motivation is an expression of the self (Kohut 1974b; Kohut and
Wolf 1978) and of a potential nuclear programme: “Joy relates to experiences of
the total self” (1977, p. 60), resulting from the sense of cohesion (1974a, L8. 116).
Kohut used to call the psychology of the self ‘psychology of the depths’ (Kohut
and Elson 1987; Kohut 2009a, 2009b, 2009c, 2013). He speaks of a life of “passion
and joy” (1985, p. 147), of a “deep sense of joy” (1977, p. 69). The appearance of
expressions of joy in therapy can be indicative of other, archaic, deep experiences that
undergo resuscitation in the empathic matrix, not necessarily through understanding
and awareness, and connect to an initial fusion as it was (p. 250, 263). Heisterkamp
(2001) describes Kohut as the founder of psychoanalysis of joy, who defines human
development as self-construction through joy, while anxiety is associated with disin-
tegration. Tamir (2012) sees joy as one of the three cores of human essence, along
with hope and responsibility, which form the substrate for narcissistic self-nuclearity.
The different manifestations of the selfobject are deeply embedded within the
complexity theory, which have gained increasing prominence in the psychoanalytic
discourse of self-psychology and contemporary intersubjectivity. This concept deals
with mega-complex systems and emphasizes the totality of an all-encompassing
context, the ‘texture of the whole’ (Heisenberg 1959, p. 96) that becomes ‘Lived
complexity, at its deepest level undivided wholeness akin to Zen states’ (Sucharov
2013).
10 Complexity Theory as the Meeting Point Between Urban Planning 167
Joy accompanies the process of moving forward to the next desirable and natural
development. In Buddhist thought, meditative practice expands our ability to serve in
the four virtues, demonstrating that it is possible and essential to cultivate joy (Ricard
2011). Kulka (2005, 2010) distils the meaning of joy: “Kohut” he describes, was “on
the verge of placing the concept of joy as a conceptualization, as a kind of watershed
between process development and complex development, which were separated by
the magnifying empathic matrix”. The tragic person Kohut describes is the one who
fails to live his or her ideal nucleus, or whose environment prevents it. Kulka (2012)
continues to develop Kohut’s idealized concept, calling it the ‘Psychology of space’
and describing a grandiose world, as a distinctly structured world that transcends
boundaries towards wholeness. We are in constant motion between these, open closed
open (Haber Mosheiov 2013), finite and infinite (Green 2008). Is it possible to say
that a happy person is one who lives in accordance with his/her potential nucleus
in an environment that allows such living? Bacal (1985) explains how appropriately
tailored empathy can deeply enhance development. A special virtue of empathy is
the intention to be for the other not as an object, but for her or him as a selfobject
(Stern 2010, 2018). Bollas, in his article on ‘The psychonalyst’s celebration of the
analysand’ (1991), explains that treating the negative strongly is the therapist’s ‘safe
ground’. Leaving this safe ground is crucial to therapy. Therefore, it can sometimes
be necessary to venture away from the known, the structured, and the expected, to
express effort and creativity.
10.2.2 Joy in Urban Discourse
Most urban writings used the term happiness, rather than joy, to describe how social
relationships, community amenities, and environmental conditions contribute to the
lives of residents (Layard and Layard 2011; Leyden et al. 2011). A community’s
socioeconomic characteristics may also affect its social cohesion (Flint Ashery 2020).
More educated, wealthier, and older people tend to be more socially connected than
less educated, younger people (Wilson 2012; Rohe and Lindblad 2013). Connectivity
and social capital among residents may help communities resist threats such as crime
and recover from disasters (Seidman 2013; Flint Ashery 2019). Overcoming t hreats
and crises can play an important role in bolstering residents’ sense of agency, social
ties, and happiness (Cloutier and Pfeiffer 2015). The ability to connect with others
may greatly influence our overall health and well-being, as well as our long-term
well-being (Hawton et al. 2011). Relationships that connect individuals with their
communities can also build social capital, where we can use our relationships to gain
knowledge and obtain resources (Coleman 1988; Flint-Ashery and Hatna 2021).
Community characteristics shape social and capital relationships (Flint Ashery
2023a). Among these are the physical conditions of the built environment, including
housing design, density, street connectivity, mix of land uses, and public spaces
(Duany et al. 2001; Freeman 2001; Mason 2010). Residents’ subjective well-being
may be directly affected by neighbourhood amenities like green space and transit
168 E. Dinur and S. Flint Ashery
access. There is evidence that green and natural environments promote well-being
(Akers et al. 2012). Having access to green spaces or wide open spaces that allow for
exercise may boost happiness. Campbell and Wiesen (2011) describe open spaces that
make people happier as ‘restorative commons’. Among them are parks, community
gardens, botanical gardens, building exteriors, and rights of way (Wells and Laquatra
2009). Seeing green may drive some of these effects, as seeing green makes people
feel at peace (Akers et al. 2012). Green environments may also indicate fertility and
food availability, which may be deeply engrained in us to seek out in order to survive.
Complexity theories of cities (CTC) is a domain of research that applies to cities
the various theories of complexity that originated in the sciences. Alexander (2021)
shows that properties such as value and wholeness that throughout most of the twen-
tieth century were treated as subjective and thus ‘non-scientific’, should form the
theoretical core not only of architecture but of the current sciences of complexity—
in general and in connection with cities, urban planning, and design. Additionally,
the complexity and malleability of these spaces may promote wonder and explo-
ration, which may contribute to well-being and joy (Campbell and Wiesen 2011). In
spite of the potential link between community characteristics and happiness, Joy is
generally not seen as a goal of community development or achieving social justice
or economic growth (Vidal 1996). Sustainability sciences are enhancing community
development by applying new principles. The ‘three pillars’ of sustainability are the
environment, the economy, and social equity. It has now become clear to commu-
nity development practitioners that achieving these goals involves negotiating among
competing desires and outcomes (Campbell and Wiesen 2011). Additionally, they are
increasingly mindful of the importance of being culturally competent and engaging
residents in their practices (Sue 2006).
More recent investigations concern logical expressibility in other areas of
complexity theory such as optimization and counting. Geodesign (Steinitz 2012),
a cutting-edge planning approach that is rooted in the history of planning practice,
has become one of the most popular approaches for sustainable planning and design
activities after 2000s. Planners tend to think of design at a site scale, but Geode-
sign covers a variety of scales, bridging the gap between the regional and the local
contexts (Flint Ashery and Steinitz 2022). This is important because to be practically
effective and politically prudent, Smart Growth plans need to make sense across a
spectrum of scales and disciplines. This ranges from design, urban design, commu-
nity planning, town and city planning, and regional planning, up to planning for
mega-regions. From a digitalization context, as the projects get more complex with
more stakeholders, communication, and coordination become critical (Sigalov-Klein
et al. 2024).
We use here the Geodesignhub platform, a digital web-based workflow based
on a systems approach. Enabled by rapid advances in digital technology Geode-
sign is an iterative design method that uses stakeholder input, geospatial modelling,
impact simulations, and real-time feedback to facilitate holistic decisions and smart
decisions. It provides a framework and set of tools for exploring issues from a trans-
disciplinary perspective and for resolving conflicts between different points of view.
10 Complexity Theory as the Meeting Point Between Urban Planning 169
It is designed to foster collaboration and negotiation among professionals and their
clients, and among teams of professionals.
10.3 Geodesigning the Future for Beit Safafa
Beit Safafa is a well-established Arab Muslim village in the metropole of Jerusalem.
The village was divided after the 1948 war between Israel and Jordan, splitting
families and households. After the Six-Day War, both sides were spatially reunited,
but the scars remain. Today Beit Safafa is included in Jerusalem and is known as a
well-established neighbourhood, where most of its’ residents are Arab Muslims.
The planning policy for Beit Safafa, which was approved in 2015, adds 5400 new
planned dwellings, 13,310 dwellings and approximately 60,000 residents by 2030,
allowing buildings between 3 and 6 floors. The main conflict is the gap between
the planning policy for Beit Safafa itself, that has been approved in 2015 and a
comprehensive building policy alongside the light rail train for the entire city, which
might change the rural attributes of Beit Safafa and Sharfat. While the entrepreneurs
seek a higher number of new dwellings and rise above six floors, the residents are
worried about losing their way of life. A deep public engagement is critical to moving
forward.
Building the future for Beit Safafa 2040 (Fig. 10.1), residents, municipal planners,
NGOs, and students talked about how social hierarchies are translated into socio-
spatial patterns, related to specific urbanization paths, property allocation mecha-
nisms, the creation of the built environment, and planning regulations, and how they
affect the reproduction of social inequality. We use Geodesign, an iterative design
method, to use stakeholder input, geospatial modelling, impact simulations, and real-
time feedback to facilitate holistic decisions and resolve conflicts between different
points of view (Steinlauf-Millo et al. 2021; Flint Ashery 2023b). It should be noted
that although there are polygons in other systems that may fit more than one invest-
ment direction, to simplify the idea we have almost completely separated the systems
in the printed maps shown here (unlike the digital version). Therefore, if there are
overlaps between the polygons on the map, i.e. adjacent or overlapping areas (such
as a conservation site within a green area), the representation in the printed maps
avoids confusion and overlap and presents the most relevant system.
10.4 Results
Joy represents the psychology of wholeness, of simplicity in its highest essence and
the removal of pain does not necessarily lead to joy (Emde 1991; Seligman 2002).
Nevertheless, we wanted to confirm this ‘common knowledge’ for Beit Safafa. Here
are some additional investment planning options that certainly give rise to many
more.
170 E. Dinur and S. Flint Ashery
Fig. 10.1 A comprehensive planning to Beit Zafafa
10.4.1 Mudita Connective Planning
The ability to have pure joy at the success and good fortune of others. Mudita is a pure
joy unadulterated by self-interest and is significant as one of the four Buddhist virtues
(Immeasurables or brahmavih¯ar¯as, Kornfield 2007). According to this concept, you
don’t need to be the “master of the joy” in order to enjoy it. Actually, it can sometimes
10 Complexity Theory as the Meeting Point Between Urban Planning 171
be difficult even for therapists, to recognize and celebrate others’ happiness and
achievements when we are facing tragedy ourselves. Particularly when the patient’s
source of joy brings us face to face with a painful wound of our own, or situations
that can lead to narcissistic harm, such as a patient who is happy to end treatment,
for example (Tamir 2012). We will relate the concept of Mudita to the notion of
connective planning. The high level of transformational ability of therapists may be
found in the world of planning when conflicting interests are met, with the planner
taking part in the conflict as a mediator. In the case at hand, Beit Safafa is located
between the neighbourhoods of Katamonim, Pat, Gilo, and Talpiot. For years, the
neighbourhood was an ethnic and cultural enclave whose development was hampered
by conflicting land uses, such as the industrial area of Talpiot and the development
of the ultra-Orthodox space at its age.
Despite being the only Arab neighbourhood located within the 1967 borderline,
considering the neighbourhood as an integral part of the entire city and promoting
connections between its parts, as well as between it and its surrounding neighbour-
hoods and the city as a whole, will allow Beit Safafa to develop by linking and
matching (Fig. 10.2). Such a constructive manner may contribute to the cultural-
spatial prosperity of the neighbourhood and address broader spatial issues. The
construction of mixed-use buildings near major arteries and railways as well as in
employment centres and parks, future development will provide housing improve-
ments as well as future housing for the next generation. The proposed energy policy
includes a partnership in the supply and distribution of energy, and the development
of energy independence through the establishment of solar, and photovoltaic systems.
Selling energy out may create a basis for socioeconomic cooperation towards future
energy challenges. In the proposed planning, public transportation and shuttles will
be prioritized in the centre of the village, electric buses will be used and inner and
surrounding neighbourhood bike paths will be built as well as new roads will be
upgraded. The proposed projects and policies will allow residents to actively engage
in inter and intra-neighbourhood activities such as cycling to Gilo’s music centre.
Green roofs will cover the arterial road that separates the parts of the village so that
it can be traversed safely by pedestrians.
10.4.2 Planning for Strengthening Existing Power Sources
Being able to see the patient’s visible and hidden sources of joy. It is based on the
principle that joy is the hidden, pure original innocence, the true essence of human
experience. If so, what should we pay attention to? What should be our flashlight’s
focus? In order to promote free associations, a wider and more comprehensive beam
of light is needed, which does not leave the light in the dark. Since the influence
of the subject’s attitude in perception has become a cornerstone in understanding
the therapeutic process, a tendency towards one direction while being blind to the
other can create an actual bias. Focusing exclusively on the difficulty will fill the
psychic world with it. Also, seeing the denial element of joy, if it exists, does not
172 E. Dinur and S. Flint Ashery
Fig. 10.2 Mudita connective planning for Beit Safafa 2040
need to obscure the possibility of connecting to these forces, the vitality, and the
merit inherent in their necessity to hold the self (Kohut and Seitz 1963).
In planning Beit Safafa’s future for 2040, we focused on the task of strength-
ening existing power sources considering identity issues (Fig. 10.3). Despite the
importance of comprehensive planning that encompasses Beit Safafa as being part
of the urban complex of Jerusalem, maintaining its unique identity within the entire
matrix is equally important. Interviews with key figures in the neighbourhood suggest
that the struggle for forming and preserving local identity and pride in the face of
the surrounding Jewish population, the dissolution of traditional values in the face
of modernization, and the selective assimilation of Western values in the face of
disintegration are constant challenges.
10 Complexity Theory as the Meeting Point Between Urban Planning 173
Fig. 10.3 Planning for strengthening existing power sources
The desire to strengthen local identity through reliance on existing spatial social
components has led to a diverse range of planning proposals concerning the mobi-
lization of hidden forces that could serve as agents of renewal. The proposed conser-
vation policy takes into account the need to strengthen the existing centre and define a
village core. Preservation of the village core and the nearby archaeological sites will
serve as anchors while the village museum and a natural nature area for southwest
conservation will serve to strengthen local identity.
The expansion of approved public buildings was accompanied by proposing
of additional local cultural, sports, and community institutions. In addition to the
building structures, green complexes were also proposed, which will accompany
the basin project, which includes orchards and cooperative agriculture, and Tantor
Park in the south of the neighbourhood. In order to meet market demands, addi-
tional low-density construction was proposed in the sensitive internal areas. The
proposed agricultural policy, which aims to preserve the agricultural landscape near
the village core, aims to strengthen existing power sources for the future. Maintaining
174 E. Dinur and S. Flint Ashery
food security in order to alleviate future challenges is achieved through a coopera-
tive agriculture project, which entails the construction of terraces and agricultural
gardens within existing olive groves. The village’s transportation policy provides an
area without vehicles in the village core.
10.4.3 Removing Barriers by Planning for Beit Safafa 2040
The removal of barriers can be accomplished by identifying and working with the
dynamics of the patient and his or her environment that disables joy, as well as
working with a position that views happiness as an ethical violation. It can be seen, for
example, in post-traumatic families where there are heavy losses or great suffering,
in which joy is felt and considered as betrayal and abandonment of the sufferers or
their memory. Taking this psychoanalytical approach to planning Beit Safafa, we
refer to the neighbourhood as a whole, without functional or municipal boundaries
between its various sub-areas (Fig. 10.4). We are working to remove barriers of a
painful memory of years of disconnection, of scars that have not merged between
the sub-communities within this environment. The proposed comprehensive design
(Fig. 10.1) refers to the ten systems together as a means of unifying the built fabric
through shared uses. Therefore, the planning proposes covering main arterial roads
in the neighbourhood so that people can meet in the central areas and walk safely,
taking advantage of the moderate slopes in the area. Examples include the archae-
ological garden project which connects the past to public functions in the present
and Sharafat Park which mediates the spatial functions that take place in different
parts of the neighbourhood (the green polygons). Commercial and employment areas
offered along the Jerusalem Light Rail, within Dov Yosef Street, are accompanied
by a commercial front with the intention of removing socioeconomic barriers and
encouraging employment among residents of Beit Safafa in these areas, which are
connected by public transportation to the entire city (the purple polygons). Especially
when disconnection and repression are the barriers to connecting past and present,
the preservation of archaeological sites can open up those channels and bring the
past into the present in a meaningful way.
10.4.4 Inspiring Joy
Kast (1991), emphasizing the importance of joy to our everyday lives, asks: Can joy
be induced? Could joy be abundant? Inspiration is related to inducements. Thinking
of joy as a state of contentless consciousness, one does not necessarily have to speak
it but be in it. Permission for joy is required, so that joy may also be allowed to
clearly appear in therapy. Related to this is the need to remove the dynamic and
moral barriers regarding patients, and professional judgement. Removing guilt, and
shame, and removing the experience of responsibility as a burden. Is it possible to
10 Complexity Theory as the Meeting Point Between Urban Planning 175
Fig. 10.4 Removing barriers by planning for Beit Safafa 2040
release the connection between responsibility and burden, as the default connection?
Can it be possible to connect responsibility and lightness? Shall two walk together?
Winnicott distinguishes speech about a parent’s capacity to be in a state of pleasure
and joy: “The mother’s joy she can count on”, as Abram (1996) defines it. The
mother’s pleasure in her infant is a crucial aspect of her ability to hold. Winnicott
brings a full basket of recommendations and encouragement: “Enjoy being thought
important. Enjoy letting other people look after the world while you are producing
a new one of its members. Enjoy being turned in and almost in love with yourself,
the baby is so nearly part of you”. Take care of your infant, enjoy their discoveries,
and enjoy the long list of other joys and excitement Winnicott (1949) recommends
to the mother. He argues that this pleasure, Joy, is vital to the baby, and it cannot
be taken for granted, unlike physical activities such as feeding and washing clothes:
“… enjoy yourself! If you are there enjoying it all, it is like the sun coming out, for
the baby. The mother’s pleasure has to be there or else the whole procedure is dead,
176 E. Dinur and S. Flint Ashery
useless, and mechanical”. It is imperative that mothers be able to enjoy contexts
independent of their babies in order to experience motherly joy. There are so many
parallels between parental care and therapy care. Can this parallel also be applied to
the planning of human living spaces?
A movement can be directed to the patient (mirroring selfobject) or exists within
itself (idealized selfobject). Both are not self-evident: An empathic attitude usually
identifies with being reactive to the patient’s mindset. Sometimes, however, it may be
necessary to also be in an empathic state that initiates and establishes consciousness—
a mental dynamic activity that blows wind and creates a new experience. In Jewish
Kabbalah, it was found that admiration is intrinsically linked to emotional action.
Also, with the focus on unconscious communication, Winnicott considers that the
ability to communicate does not rely, initially, on language acquisition, but on a
preverbal interaction through ‘mutuality’. Inspiration is also conditional upon the
ability to be in it, to return to it, that the movement of the air—visible or hidden—will
allow the presence of joy.
Through the opening of a food and ornamental market, we hoped to expose city
residents to the local culture that had developed over generations in Beit Safafa
(Fig. 10.5). On the conservation front, there is currently a protected archaeological
site that is not used by the locals for fear that tourism would harm their identity
if it were opened up. In order to increase empathy for the other and balance the
desire to preserve local culture and connect with neighbours, it was proposed to
preserve the Burj archaeological site for the local population and to preserve an
ancient winepress archaeological site adjacent to the main road for a wider audience.
It was proposed, with the input of community members, to build a number of small
hotels near the archaeological site conservation project and the small conservation site
in the centre of the village so that the number of visitors could be monitored. Likewise,
bilingual school is expected to attract students from nearby neighbourhoods. Thus,
the uniqueness and character of Beit Safafa will benefit the entire city in terms of
economic development, social welfare, and environmental protection.
10.5 Discussion and Conclusion
In this article, we discovered new aspects of the relationship between joy and the
spatial structure of a peri-urban area. Based on the study to date, it is clear that the liter-
ature on user-space relationship still has some important gaps. Addressing the theory
of complexity while bridging the gaps inherent in it between joy and planning makes
it possible to fill the theoretical gap. Complexity must include all those elements—
connectivity, strengthening existing power sources, removing barriers, inspiration—
that will enable us to understand the social system in question from outside the system
itself, which does not necessarily lead to joy, to reveal its gaps and complete them. In
particular, symmetry-breaking that deteriorates systemic homogeneity is caused by
missing or incorrect connections whose origin cannot be explained solely in terms
of joy.
10 Complexity Theory as the Meeting Point Between Urban Planning 177
Fig. 10.5 Inspiring joy
Joy has a strengthening and preventive function (Seligman 2002) and is like a
‘universal vaccine’, helping us bear our negative emotions as they arise (Buechler
2010). Kohut describes how joy characterizes the child’s own experience while he
develops. The child who enters the developmental stage, the child who steps forward,
the child who succeeds in the developmental task (1985, p. 133), and the one who
reaches self-fulfilment of the three components of the narcissistic sector in his person-
ality (1977, p. 57). A parent’s proud smile can instil a person with confidence and a
sense of self-worth, sustaining the person throughout his lifetime (Alvarez 2012).
The look that sees us up close and inside, the mirroring, allows us to experience
uniqueness from the otherness. (See Levinas 1989). We are not ‘other’ to each other,
but each of us is special in our own way. We are a unique show within the fabric
of life. Moving between realization, ‘breaking forth’ in Kulka’s words, and back to
the infinite potential. The vital importance of the presence of the ‘other’, a presence
whose characteristics arise from the context, is the foundation of human, personal,
and collective experience. A conception that does not see primary narcissism as a
separate narcissistic bubble, a closed energetic system with the ‘other’ being outside
of it, but a holistic, all-encompassing being, in which the initial experience is a
oneness connection with the world, and between the world and the individual.
178 E. Dinur and S. Flint Ashery
The Kohutian ‘other’ is not the one outside the bubble, separate and distinct, nor
does it adhere to the phenomenological definition of the other: everything that is not
me. It is an otherness which is not experienced as outside. This ‘other’ is outside
of me, yet it is experienced as if it were me. Both ‘other’ and ‘myself’ at the same
time- this is the self-object. The experience of ‘otherness’ can take many forms:
person, object, party, idea, culture, or occurrence. It is crucial to our psychological
development; we are born into it and our identity grows and is shaped by it.
The ‘other’ is an unfixed context. As a perpetual urban dynamic, it is always in
affinity. Its qualities can be characterized through the perspective of its movement:
movement towards, which constitutes the one-time self, and movement beyond,
which transcends beyond the self. Empathy and these two selfobject formations,
mirroring and the connection to an ideal figure, are the channels of preservation of
the initial connected experience. When a person feels internally and deeply under-
stood by the other and is able to blend in with the other’s power and direction, the
experiences of connection necessary for his growth are constantly present, at evolving
levels of maturity.
Since the 1970s, complex systems and connectivity theories have emphasized the
broad context and dynamics within systems. Effective insights were derived from
sociology, economics, law, and public policy, distinguishing between the system—
identifying its components—and the processes—the forces shaping those compo-
nents. In the field of planning, there is an increasing critique that planning is subjec-
tive, does not reflect pluralism, and sanctifies the mechanism at the expense of the
essence and is therefore blind to its complexity. In the same way as network theory,
complex systems theory has not evolved from vision to tool. Complex research has
vague implications at best, and there are issues with the production and distribution of
space. In this study, the concept of Modita is related to the concept of comprehensive
planning while maintaining urban context. In Beit Safafa, architects design buildings,
planners focus on procedures, and the urban design fall between the chairs instead
of being the connecting link. Knowledge gaps are created in the neighbourhood that
are not filled by complementary knowledge bodies.
Kohut devoted his life to the search for the way in which psychoanalysis can bring
a person back from his otherness, from a place where they are neither of themselves
nor of anyone else. That the world is not yours, nor are you a part of it. This can
be a horrifying crisis. When the movement towards us does not occur, or when we
are unable to move beyond ourselves, we abandon the other, and then the experience
of otherness appears, and when it increases, the experience of alienation is added.
The experience of alienation is a consequence of the loss of context attachment.
It may even produce otherness that seeks its removal. Thus, identifying the native
Arab population as a foreign and undesirable minority, thereby creating a substrate
of mutual existential threat, greatly challenges the movement towards the other.
The other’s disregard for us causes us outwardly alienated, causing us to be other-
ness to ourselves. This is an initial state of mind in which there is threatening dualism
within the individual. It can be experienced from within as an otherness of secret,
10 Complexity Theory as the Meeting Point Between Urban Planning 179
criticism, or perversion. It can manifest itself in different degrees of isolation, discon-
nection, rejection, or dissociation. These experiences can be very difficult and debil-
itating. Kohut argues that in the absence of joy the impulses become isolated, the
self becomes depressed, and it seeks to sustain itself through a ‘search for hopeless
pleasure’ (1985, p. 278).
The experience of the otherness in the world of planning may be experienced
by the public when the municipal authority pays lip service to public participation
procedure. The public is alienated from planners who use professional jargon and are
inaccessible to them, and as a result, do not share with them the vernacular knowledge
that is at their disposal, nor are they involved in the decision-making process. The
decision-makers, on the other hand, have little real knowledge of the population, and
their decisions are not technology-based on real data. The weak lose out as there is
almost no local knowledge involved in planning. They are usually the disorganized
individuals who are outwardly alienated from their home city. As a result, the planning
system is incapable of recognizing and responding, missing insights that are only
possible at the micro-level. The inability to reach planning agreements slows and
cumbersome planning, and land usage competition determines spatial reality.
According to Kohut, joy characterizes the experience of the self, reaching a
psychological balance between being an initiation-focal and the ability to devote to
expanding oneself (1977, p. 42). Joy is the result of an empathic matrix, and it plays
a significant role in the formation of this matrix. Expressions of joy in therapy can
suggest liberation from the injured areas; they can signify the beginnings of struc-
tural change—the emergence of compensatory structures (1985, p. 263)—which
strengthen existing power sources. In Beit Safafa, the desire for strengthening local
identity through using existing spatial social components has led to a variety of plan-
ning proposals related to the recruitment of covert forces that can facilitate renewal.
Based on the idea that joy, through identity, is the hidden, pure, original innocence, the
true essence of human experience, the proposed preservation policy was developed.
Seeing the visible and hidden sources of joy of the ‘patient’ takes into consideration
the need to strengthen the existing centre and define the village nucleus.
Joy, according to Kohut, characterizes the reaction of the selfobject that matches
the development of the child, often corresponding to his appropriate developmental
stages.
Joy is a key component of being a selfobject that sees both the grandiose and the
transformative, including motherly joy in her son’s future development, that is, in
the construction of his virtual self (1977, p. 48).
Enlightenment is the appearance of mental health. It forbids, restraints, regulates
and refines, and thus also allows for a complex existence, based on the defences,
compromises and sublimations of man in relation to his passions, friends, and culture.
Rationality sends us to maturity, judgement, seriousness, conflict resolution, and
self-observation.
The workshop presents a collaborative and transparent method for planning
that relies on management and negotiation frameworks. Compromise lies in under-
standing the full scope of the complexity and positively impacting the negotiations.
Only the better alternatives are left after negotiations. The feedback process can be
180 E. Dinur and S. Flint Ashery
used to update the planning scenarios and management of the existing situation: If
excessive bureaucracy exacerbates gaps, then the demonstrated planning tool can be
used to curb them. A digital process makes it possible to strike a balance between
competing interests, satisfying needs, and interests within a holistically managed
system.
The proposed planning development promotes urban renewal and real estate devel-
opment while balancing professional knowledge with local knowledge. Decisions
will be taken at the lowest possible level through local management. In order to
avoid stagnation and opposition, powers will be transferred to residents. Providing
residents with knowledge, power, ability, and authority through a clause that allows
residents to determine what they are interested in will allow them to offer a develop-
ment plan. Planning should avoid freezing the existing situation to remove barriers to
the painful memory of years of disconnection and of scars that didn’t merge between
the sub-communities. This plan, therefore, will define development with planning
referring to the entire neighbourhood.
As Kohut points out, joy is essential to the essence of a parent, to the atmosphere in
which the parent lives and inspires. Therefore, it is a key element to being the parent,
the caregiver, and an idealized self (1985, pp. 190, 194). Thus, the experience of
the otherness is presented to us—the therapists, the planners—as a prayer, request,
or demand to approach it. This is the call of the patient’s otherness, that we will
not abandon him to his alienness. Liability is related to resuming an interrupted
flow. Towards the restoration of dynamics or the starter for the return of self. For
the constant renewal of movement beyond the self and toward the otherness. The
uniqueness he needs is a continuation of this dynamic. As original as they may be
required, finding and inventing ways to constitute something of the presence essential
to her or him is to dare step outside the lines and into the spaces.
Similar to the concept of otherness, the multilayered idea of the selfobject is not
fully understood. Patients are immensely motivated to find, create, and sometimes
invent such selfobjects otherness for themselves. Selfobject is a presence in motion,
a presence that seeks. As the patient succeeds in teaching the therapist about the
path that leads to him and leads the therapist to be a selfobject to him, his otherness
diminishes. That is the movement toward, which constitutes the self in its one-time
uniqueness, which is always arising and constitutes our movement as therapists,
beyond ourselves. A movement can be directed to the patient (mirroring selfobject)
or exists within itself (idealized selfobject). Both are not self-evident: An empathic
attitude usually identifies with being reactive to the patient’s mindset. Sometimes,
however, it may be necessary to also be in an empathic state that initiates and estab-
lishes consciousness—a mental dynamic activity that blows wind and creates a new
experience. The search for the presence of others’ self is a fundamental life force.
If we persist, we will find it hidden from view. There are those who seem to have
given up hope and movement while others are not willing to give up on the hesitant
movement of approximation. There are those who protest and there are movements,
individual or collective, that arise spontaneously when it becomes impossible to
tolerate the non-motion towards and from us.
10 Complexity Theory as the Meeting Point Between Urban Planning 181
Kast (1991), emphasizing the importance of joy to our everyday lives, asks:
Can joy be induced? Could joy be abundant? Joy is an experience of contentless
consciousness, not something one speaks about, but rather, experiences. There is a
need to remove dynamic barriers and increase professional judgement in regard to
the subject. Is it possible to release the default connection between responsibility
and burden? In a therapist and patient relationship, or as a mother and baby, or as a
planner and city, can we bring the vitality and joy rooted within us and our relation-
ship with the world into our roles? The answer to this question has to do with our
decision to undertake these roles and our intention to influence life to be worthwhile
and enjoyable. Consistent with complexity theory and towards the “tool phase”, this
study focuses on four planning strategies, their characteristics and composition and
explains the motivation and reasoning for multi-system comprehensive planning.
However, while the descriptive complexity theory assumed that certain fixed rela-
tions, e.g. an ordering, are present, we do not consider such built-in relations. The
research highlighted the accumulated impact of the relationships between the object
and the subject–between the therapist and the patient, the planner and the plan as
well as between the individual users and the urban fabric as a whole. In order to
increase empathy, as part of balancing the desire to preserve local culture with the
proposed development, exposing the entire city to the local culture that has developed
over generations at Beit Safafa may be economically, socially, and environmentally
beneficial. As a consequence of the present study, various interdisciplinary issues,
such as sustainability, require new solutions that combine economics, sociology, and
building engineering as a basis.
References
Abram J (1996) The language of winnicott, a dictionary of winnicott’s use of wards. Karnac
Akers A, Barton J, Cossey R, Gainsford P, Griffin M, Micklewright D (2012) Visual color percep-
tion in green exercise: positive effects on mood and perceived exertion. Environ Sci Technol
46(16):8661–8666
Alexander C (2021) New concepts in complexity theory arising from studies in the field of archi-
tecture: an overview of the four books of the nature of order with emphasis on the scientific
problems which are raised. In: Handbook on cities and complexity
Alvarez A (2012) Live company: psychoanalytic psychotherapy with autistic, borderline, deprived
and abused children. Routledge
Bacal HA (1985) Optimal responsiveness and the therapeutic process. Progress in Self Psychology
1:202–227
Bion WR (1962) A theory of thinking. Parent-Infant Psychodynamics: Wild Things, Mirrors and
Ghosts 43:74–82
Bokharaei A, Sanati Sharghi N, Rostami S, Sharbatiyan M (2018) Spatial analysis of social
happiness in Mashhad. Physical Sacial Planning 5(3):134–153
Bollas C (1991) The psychonalyst’s celebration of the analysand. In: Forces of destiny. Free
Association Books, London
Buechler S (2002) Joy in the analytic encounter: a response to biancoli. Contemp Psychoanal
38:613–622
182 E. Dinur and S. Flint Ashery
Buechler S (2010) The healing power of joy: a discussion of chapters 24, 25, 26. In: Petrucelli JK (ed)
Knowing, not knowing and sort-of-knowing, psychoanalysis and the experience of uncertainty
Campbell L, Wiesen A (eds) (2011) Restorative commons: creating health and well-being through
urban landscapes, vol 39. Government Printing Office
Canarelli J (2010) Instances of joy in psychoanalysis: Some reflections. In: Petrucelli JK (ed)
Knowing, not knowing and sort-of-knowing, psychoanalysis and the experience of uncertainty
Cloutier S, Pfeiffer D (2015) Sustainability through happiness: a framework for sustainable
development. Sustain Dev 23(5):317–327
Coleman JS (1988) Social capital in the creation of human capital. Am J Sociol 94:S95–S120
Danner D, Snowdon D, Frieson W (2001) Positive emotions in early life and long evity: findings
from the nun study. Journal of Personality and Social Psychology 80:804–813
Duany A, Plater-Zyberk E, Speck J (2001) Suburban nation: the rise of sprawl and the decline of
the American dream. Macmillan
Eigen M (2013) The area of faith in Winnicott, Lacan and Bion. In: Relational psychoanalysis,
volume 14, the emergence of a tradition, 11
Emde RN (1991) Positive emotions for psychoanalytic theory: surprises from infancy research and
new directions. J Amer Psychoanal Assn 39S:5–44
Erel O (2020) Vicissitudes in Winnicottian theory on the origins of aggression: between dualism
and monism and from back to front. Psychoanal Q 89(2):259–279
Flint Ashery S (2014) Counting the invisible in LONDON: the information capital: 100 maps and
graphics that will change how you view the city, Cheshire J, Uberti O (eds) Particular Books
Flint Ashery S (2017) Residential choices as a driving force to vertical segregation. In: Bregt A,
Sarjakoski T, Lammeren RV (eds) Societal Geoinnovation, Springer. https://doi.org/10.1007/
978-3-319-56759-4
Flint Ashery S (2019) Micro-residential Dynamics. A case study whitechapel. London, Springer.
ISBN 978-3-030-00601-3
Flint Ashery S (2020) Spatial behavior in haredi jewish communities in great Britain. Springer,
Cham. ISBN 978-3-030-25857-3; 978-3-030-25858-0
Flint-Ashery S, Hatna E (2021) Coresidency of immigrant groups in a diverse inner-city
neighborhood of Whitechapel, London. Hous Policy Debate pp 1–16
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustain 14(15):9073
Flint Ashery S (2023a) The planning role in stretching the city: a tale of two london neighbourhoods.
Cham: Springer International Publishing
Flint Ashery S (2023b) Using negotiation to reduce the gap between planning and implementation,
ECLAS 2022 Scales of Change: Conference Proceedings
Freeman L (2001) The effects of sprawl on neighborhood social ties: an explanatory analysis. J Am
Plann Assoc 67(1):69–77
Freud S (1890, 2014). Psychical (or mental) treatment. Read Books Ltd. The standard edition on
the complete work of Sigmond Freud 7:281–302
Green A (2008) The infinite dimension of the analytic space—transference as a supra-position.
Lecture on society day, the Israel psychoanalytic society, 2008
Greenson RR (1962) On enthusiasm. J Amer Psychoanal Assn 10:3–21
Haber Mosheiov S (2013) Open closed open. “That’s all we are” lecture on society day, the Israel
psychoanalytic society, 2009
Hawton A, Green C, Dickens AP, Richards SH, Taylor RS, Edwards R et al (2011) The impact of
social isolation on the health status and health-related quality of life of older people. Qual Life
Res 20(1):57–67
Heisenberg W (1959) Physics and philosophy: the revolution in modern science. Harper & Row,
New York
Heisterkamp G (2001) Is psychoanalysis a cheerless (Freud-less) profession? Toward a psycho-
analysis of joy. Psychoanal Q 70(4):839–870
Izard CE (1977) Human emotions. Harper & Row, New York
10 Complexity Theory as the Meeting Point Between Urban Planning 183
Kast V (1991) Joy, inspiration, and hope. Texas A&M University Press College Station
Kent JL, Ma L, Mulley C (2017) The objective and perceived built environment: what matters for
happiness? Cities & Health 1(1):59–71
Kohut H (1974a) Lecture 8: narcissistic disorders, oedipal disorders. In: Tplpin P, Tolpin M (eds)
The Chicago institute lectures. Hilsdale, London, 1996
Kohut H (1974b) Lecture 12: libido theory and the psychology of the self. In: Tplpin P, Tolpin M
(eds) The Chicago institute lectures. Hilsdale, London, 1996
Kohut H (1977) Self-analysis: the psychoanalytic treatment of narcissistic personality disorders.
In: Analysis of the self: the psychoanalytic treatment of narcissistic personality disorders, pp
327–327
Kohut H (1985) On leadership (1969–70). In: Self psychology and the humanities: reflections on a
new psychoanalytic approach, pp 51–73
Kohut H (2009a) The restoration of the self. University of Chicago Press
Kohut H (2009b) How does analysis cure? University of Chicago Press
Kohut H (2009c) The self-object transferences and interpretation. In: How does analysis cure?
University of Chicago Press, pp 192–211
Kohut H (2013) The analysis of the self: a systematic approach to the psychoanalytic treatment of
narcissistic personality disorders. University of Chicago Press
Kohut H, Elson ME (1987) The Kohut seminars on self psychology and psychotherapy with
adolescents and young adults. WW Norton & Company
Kohut H, Seitz FD (1963) Concepts and theories of psychoanalysis. The Search of the Self 1:337–
374
Kohut H, Wolf ES (1978) The disorders of the self and their treatment: an Outline. Int J Psychoanal
59:413–425
Kornfield J (2007) Modern Buddhist masters: (living Buddhist masters). Buddhist Publication
Society
Kulka R (2005) Between tragic and compassion. In: Introductory essay for the Hebrew translation
of Kohut’s how does analysis cure
Kulka R (2010) The contribution of self-psychology to the spiritual dimension in psychoanalysis:
reflections on ‘self-psychology and the humanities’ by Heinz Kohut. Maarag A 263–280 (In
Hebrew)
Kulka R (2012) Between emergence and dissolving: contemporary reflections on greatness and
ideals in Kohut’s legacy. International Journal of Psychoanalytic Self Psychology 7(2):264–285
Layard PRG, Layard R (2011) Happiness: lessons from a new science. Penguin, UK
Leyden KM, Goldberg A, Michelbach P (2011) Understanding the pursuit of happiness in ten major
cities. Urban Affairs Review 47(6):861–888
Levinas E (1989) The Levinas reader
Mason SG (2010) Can community design build trust? A comparative study of design factors in
Boise Idaho neighborhoods. Cities 27(6):456–465
Newcombe R (2010) The underbelly of joy. In: Knowing not knowing and sort-of-knowing. In:
Petrucelli JK (ed) Psychoanalysis and the experience of uncertainty, 2010
O’Brien C (2008) Sustainable happiness: how happiness studies can contribute to a more sustainable
future. Can Psychol 49(4):289
Ricard M (2005) A conversation with Matthieu Ricard: Matthieu Ricard, Caroline Pfohl-Ho, David
Ulrich, and Christian Rhomberg, at the Rhomberg home in Hong Kong on September 15, 2005.
https://creativeguide.com/a-patch-of-blue-sky/
Ricard M (2011) Plea for happiness. Nile
Rohe WM, Lindblad M (2013) Reexamining the social benefits of homeownership after the housing
crisis. Joint Center for Housing Studies of Harvard University, Boston
Seidman KF (2013) Coming home to New Orleans: neighborhood rebuilding after Katrina. Oxford
University Press
184 E. Dinur and S. Flint Ashery
Sella Y (2014) Almost beyond empathy: the movement of water as it interacts with rocks. Lecture
on the experiential seminar. The Israeli Association for Self-Psychology and the Study of
Subjectivity
Seligman ME (2002) Authentic happiness: using the new positive psychology to realize your
potential for lasting fulfillment. Simon and Schuster
Sigalov-Klein M, Marmor R, Sagron R, Roiburt Y, Spigel N, Flint Ashery S (2024) How can digital
collaborative planning integrate knowledge sources towards holistic planning? The test case of
Beit Tzafafa neighborhood in Jerusalem Tichnun, 20/2
Steinitz C (2012) A framework for geodesign: changing geography by design
Steinlauf-Millo R, Flint Ashery S, Tchetchik A (2021) Reducing gaps between planning and
implementation: Planning the Neve Sha’anan neighborhood with Geodesign, Tichnun, 18/
2:118–155
Stern DN (2010) Forms of vitality. Oxford University Press
Stern DN (2018) The interpersonal world of the infant: a view from psychoanalysis and
developmental psychology. Routledge
Sucharov MS (2013) Thoughts on wholeness, connection, and healing: moving toward complexity
in the analytic space. Int J Psychoanal Self Psychol 8:379–439
Sue S (2006) Cultural competency: from philosophy to research and practice. J Community Psychol
34(2):237–245
Tamir J (2012) The contribution of self-psychology to the contemporary identity of psychoanalysis.
Lecture on society day, the Israel psychoanalytic society, 2009
Vermote R (2015) Standing on bion’s shoulders. A trial to apply late bion’s ideas in a clinical way
to our classic psychoanalytic concepts. Lecture in seminar, the psychoanalytic society
Vidal A (1996) CDCs as agents of neighborhood change: the state of the art. Revitalizing Urban
Neighbourhoods 145
Weizbard K (2010) The intersubjectivity of joy. In: Petrucelli JK (ed) Knowing, not knowing and
sort-of-knowing, psychoanalysis and the experience of uncertainty
Wells N, Laquatra J (2009) Why green housing and green neighborhoods are important to the health
and well-being of older adults. Generations 33(4):50–57
Wilson WJ (2012) The truly disadvantaged: the inner city, the underclass, and public policy.
University of Chicago Press
Winnicott DW (1949) The baby as a going concern, pp 26–27
Winnicott DW (1971) The use of an object and relating through identifications. Playing and Reality
Chapter 11
Urban Aesthetics in Jewish Religious
Law: Thoughts on the Role of Jewish
Law in Urban Planning
Shlomit Flint Ashery and Yossi Katz
Abstract The purpose of this article is to examine the halakhic view of maintaining a
physically attractive urban environment, and to explore how the Levitical city beauty
ideal has been incorporated into the planning of the modern neighbourhood of Talpiot,
Jerusalem. Based on two Geodesign workshops for Talpiot, this paper examines
the negotiation process for the future of Talpiot regarding green infrastructure and
agriculture. Balancing the various interdependent land uses of the city as reflected in
the Levite’s utopia, through Kaufman Plan up until the current Jerusalem’s planning,
have been embedded in the proposed planning scenarios of Talpiot.
Keywords Jewish religious law ·Future strategic alternatives ·Green
infrastructure ·Agriculture
11.1 Introduction
Modern scholarship on Jewish law and associated disciplines reveals that many
Jewish religious laws deal with physical space and the environment. Much has been
written about the possibility of applying these laws in our own day. The establish-
ment of the State of Israel and the potential for incorporating Jewish law in state
law expanded the discourse. In the early 1950s, a number of articles appeared in
The Torah and the State touching on spatial issues from a Jewish perspective.1 From
the 1970s, Nahum Rakover began to research the approach to environmental protec-
tion in Jewish religious texts. All these publications, it should be noted, were part
1 These studies were republished in Shaviv (1991) [Hebrew]. Also see Rabbi B. Yashar, “Urban
planning according to Torah law, vol. 3, p. 187 (henceforth: Yashar), originally published in The
Torah and the State (Hatorah vehamedina), vol. 3, pp. 59–64, 1949 [Hebrew].
S. Flint Ashery (B) · Y. Katz
Bar Ilan University, Ramat Gan, Israel
e-mail: shlomit.flint-ashery@biu.ac.il
Y. K a t z
e-mail: katzyo1@013.net
© The Author(s), under exclusive license to Springer Nature Switzerland AG 2024
S. Flint Ashery (ed.), Geodesigning Our Future, The Urban Book Series,
https://doi.org/10.1007/978-3-031-52235-2_11
185
186 S. Flint Ashery and Y. Katz
of a broader effort to bring Jewish law into the legal and public eye on the part of
Professors Nahum Rakover and Menachem Elon, and Rabbi Ratzon Arusi.2 In 1980,
Zomet Institute launched Tehumin, a Hebrew-language journal that features articles
on Jewish legal issues, some related to the environment. In 1990, Bar Ilan University’s
published Quality of the Environment: Philosophical and Legal Aspects in the Jewish
Sources in the framework of its Responsa Project.3 Since then, entire bibliographies
have been compiled on the subject, among them Esther Dvorzhetski’s Ecology and
Values in Jewish sources (Ecologia ve’arakim: Eykhut hasviva (ecologia) bemekorot
hayahadut (2001)4 and Protection of Nature and the Environment in Jewish Sources
(Shmirat teva u-svivia bamekorot hayehudi’im) an annotated bibliography by Yossi
Shpanir and Yisrael Rosenson (2005).5
Studies on the environment in religious thought published in 2003–2008 included
many that discussed how halakha can be employed to protect the environment today.6
Some years ago, Yossi Katz explored the link between Jewish law and urban space
in a study of environmental clauses in the charters of Jerusalem’s early Jewish neigh-
bourhoods.7 Thus Jewish law, from the Torah itself to the responsa literature of our
day and age, has taken an interest in aesthetics and has made it a duty to care for
our urban surroundings. It is a subject that has not gone unnoticed: In 1962, Rabbi
Zvi Neria published “Beauty in the city and the needs of the city”8 ; in 1991, Rabbi
Yehuda Shaviv published “Beauty and eternity—A chapter in Jewish ecology”9 ; and
Rakover included a chapter on aesthetics in his above-mentioned work.10
In this article, we examine the halakhic view on maintaining a physically attractive
urban environment. It seems that laws connected to the building have always featured
prominently in halakha, and as we study the halakhic attitude on the environmental
conservation of cities, it becomes impossible to ignore the fundamental role that
aesthetics and beauty play in Judaism. Backing up this argument are generations of
halakhic literature and rabbinic Torah lore, as well as relevant modern scholarship.11
We focus on the Levite city beauty ideal and ask how it affected the planning of the
modern neighbourhood of Talpiot in Jerusalem.
Starting with a Halachic framework that outlines the importance of beauty in
Judaism the next section discusses urban beauty in Jewish law. In the following
2 Rakover (1973). See also Rakover (1993) (henceforth: Rakover) [Hebrew].
3 Zichel (1990) (henceforth: Responsa project).
4 Haifa University, 2000.
5 Mayim medalyo, Lifshitz College of Education, Jerusalem 2005, pp. 203–219.
6 Society in Jewish law and philosophy (Hakhevra behalakha u-bemakhshava), vol. 1, Jerusalem
2004 [Hebrew]; Hakhevra behalakha u-bemakhshava, vol. 2, Jerusalem 2005; Hakhevra behalakha
u-bemakhshava, vol. 3, Jerusalem 2006; Hakhevra behalakha u-bemakhshava, vol. 4, Jerusalem
2008.
7 Al Ha’atar, 8–9, 2001, pp. 37–44 [Hebrew].
8 Shvilin, 1, pp. 57–59.
9 Tehumin, 12, pp. 472–479 (henceforth: Shaviv).
10 Rakover, pp. 85–93.
11 Flint Ashery (2015, 2018, 2020, 2022).
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 187
section, we discuss how the Levite city’s beauty ideal influenced the planning of
modern neighbourhood developments in Jerusalem. In the next section, we present
Kaufman’s plan (1921) for Talpiot and Talpiot’s official plans since then. Based on
the results of two workshops, the following section examines the negotiation process
for the future of Talpiot in regard to green infrastructure and agriculture. Our paper
concludes with a discussion of how the capabilities of the past can improve our
Geodesigned future.
11.2 The Importance of Beauty in Judaism
That beauty occupies an important place in Judaism is evident from a whole range of
quotations and sayings in Jewish sources. First of all, we can cite the Torah, which
extols beauty and even associates it with love: “Now Israel loved Joseph best of all
his sons… and he had made him an ornamented tunic” (Genesis 37: 3).
Secondly, great weight is given to beauty and aesthetics in the construction of the
Tabernacle and the Temple: “As for the Tabernacle, make it of ten strips of cloth;
make these of fine twisted linen, of blue, purple, and crimson yarns, with a design of
cherubim worked into them” (Exodus 26:1); “Make the bowls of acacia wood, and
overlay them with gold; by these the table shall be carried…its bowls, ladles, jars,
and jugs with which to offer libations; make them of pure gold” (Exodus 25:28–29);
“and the pails, the scrapers and the sprinkling bowls…were of burnished bronze” (I
Kings 7:45); “For the cherubim had their wings spread out over the place of the Ark,
so that the cherubim shielded the Ark and its poles from above” (I Kings,8:8). In
connection with the building of the Tabernacle, Yalkut Shimoni (quoted by Rashi)
comments that Exodus 26:13—“while the extra cubit at either end of each length of
the tent cloth shall hang down to the bottom of the two sides of the Tabernacle and
cover it”—teaches us to “be cognizant of beauty.”12
Thirdly, both Psalms and Song of Songs are laden with the imagery of nature and
adornment: “He makes me lie down in green pastures” (Psalms 23:2); “Rightly do I
love Your commandments more than gold, even fine gold” (Psalms 119:127); “How
is your beloved better than another, O fairest of women?” (Song of Songs 5: 9);”His
cheeks are like beds of spices, banks of perfume, His lips are like lilies” (Song of
Songs 5:13).
The importance of beauty is further illustrated by the way Jews are commanded
not only to follow the commandments, but to do so with hiddur,” i.e. in a beautiful
way. The concept of hiddur mitzvah derives from a commentary on the verse “This
is my God and I will glorify Him” (Exodus 15: 2). Examples of hiddur mitzvah in
the Talmud are “a fine lulav, a beautiful sukkah, handsome tzitzit, and melodious
prayers.”13
12 Yalkut Shimoni on Parshat Teruma, Exodus 26:13, 247–422. Also see Rakover, p. 93, who cites
the Yalkut Shimoni midrash.
13 Tractate Shabbat, 133b.
188 S. Flint Ashery and Y. Katz
The Sages also voiced appreciation for human beauty. Such was the case of Rabban
Shimon Gamliel, who upon seeing a beautiful Gentile woman while visiting the
Temple Mount, was moved to recite the verse: “How many are the things You have
made, O Lord” (Psalms 104:24). The Talmud goes on to comment in this regard
that upon seeing a beautiful or outstanding creature, one should say: “Blessed be He
who has created this in His world.”14 Likewise, the Sages lavishly praised the beauty
of places like Jerusalem and Tiberias. Of Jerusalem, for example, they said: “One
who did not see Jerusalem in its glory, never saw a beautiful city. One who did not
see the Temple in its constructed state, never saw a magnificent structure”15 ;“Ten
measures of beauty descended to the world: nine were taken by Jerusalem, while the
world received one.”16 On the verse “From Zion perfect in beauty” (Psalms 50:2),
the Sages said: “The world was created from Zion.”17 The Talmud says of Tiberias:
“Why is it called Tiveria, for her sight is goodly” (i.e. a play on the Hebrew word
“tov,” meaning “good”).18 The Tosefta explains that the city was beautiful to behold
because of its gardens and orchards.
Why is beauty so important in Judaism? The answer seems to lie in the way beauty
touches the innermost soul and appeals to the human spirit. At its core, Judaism also
speaks to the spirit, to the divine spark in man. Beauty (like art in general) allows
those who derive pleasure from it to connect to divinity. In this respect, it constitutes
a supreme religious value.19 The Gaon of Vilna taught that the enjoyment of beauty
elevates the human spirit. The Talmud says there are three things that bring a person
peace of mind: A beautiful home, a beautiful wife, and beautiful vessels.20 The
Maharal held that beauty represented the godliness in human beings and beauty was
not a corporeal matter at all.21 Commentingonaversefrom Genesis—“And from
the ground the Lord God caused to grow every tree that was pleasing to the sight and
good for food” (2:9)—Rabbi Samson Raphael Hirsch writes that the Garden of Eden
supplied all man’s physical needs. However, he notes, the Bible puts “pleasing to
the sight” before “good for food.” Aesthetics thus comes before taste and satisfying
one’s appetite. Beauty is thereby justified and sanctified, and the Bible reveals that
man is endowed with an extra sense. Beauty comes in many forms in this world, but
only man, as far as we know, is capable of enjoying it. The verse also proves the
importance of beauty i n man’s moral mission: Man’s ability to take pleasure in the
aesthetics of the created world keeps him from sliding into bestiality. Through joy in
the beauty of nature and the botanical world we come to embrace moral beauty. In a
14 Tractate Avodah Zarah, 20a.
15 Tractate Sukkah, 51b.
16 Tractate Kiddushin, 49b.
17 Tractate Yoma, 54b.
18 Tractate Megilla 6a.
19 Also see Recanati (2021) (henceforth: Recanati), p. 175 [Hebrew].
20 Tractate Brahot, 57b. Also see Stauber (2004) (henceforth: Stauber), p. 78.
21 The Maharal is quoted in Shaviv, p. 479, footnote 22. Shaviv’s understanding of the Maharal is
that people should act in a manner that befits the place. The holier a place is, and the more it is
infused with divinity, the more attention should be paid to enhancing and preserving its beauty.
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 189
society that cares nothing for beauty, human beings, too, will grow wild. In Hirsch’s
view, delight in aesthetic harmony and moral harmony are closely aligned.22
In a recent article that explores Rabbi Kook’s thoughts on art, the rabbi’s words
are worthy of being quoted verbatim: “Literature, painting, and sculpting bring out
all the spiritual concepts so deeply etched in the human spirit.”23 “They are not a
‘lesser evil’… a decorative element or a matter of taste, but a positive and laudable
facet of human nature with the power to elevate a person spiritually and give meaning
to his life…”24 “The vast arena of art, ornamentation, and painting is permitted to
Jews…”25 “Even if a single brushstroke remains hidden in the depths of the pondering
and sentient spirit, we must bring it out into the world.”26 Elsewhere, Rabbi Kook
writes: “God created the human soul upright and honest, exalting in life and at ease
with its feelings. As long as people live their lives in harmony with nature, they will
find joy and happiness. Amid the turmoil of human society, however, man has moved
away from the pure feelings of nature and his thinking has been corrupted. Restoring
natural reason will therefore depend on finding a shared sense of pleasure in nature,
in God’s grace that fills the entire universe: the birds of the sky singing among the
foliage; the splendour of the Carmel and the Sharon with their splendid flowers, the
scent of roses and all the luscious fruits in God’s Garden, the earth He has given
to mankind—these will bring his mind back to its natural state, after having been
distanced from it by culture and society. Returning to his God-given natural origin
will restore to him all the natural delights of the soul, the feelings of awe and spiritual
elation towards the God of gods and all the virtues of an upstanding human being who
has not ruined his prospects by veering from the straight and trodden path.”27 “To
win the battle against corruptive lawlessness, we must raise Torah scholars who are
healthy in body and the very depths of their soul. We must teach them good taste and
the emotional sensitivity that comes from appreciating the sublime beauty of poetry
and fine rhetoric, but also the grandeur of nature and the beauty that radiates from all
works of fine art. A beautiful home, a beautiful wife and beautiful utensils broaden
a man’s spirit.”28 Beauty is the most accurate order of things and best evidence of
deliberate intent. The code of beauty is a collection of individual laws consolidated
into one organized system. Therefore, observing the work of God begins with the
22 Hirsch quoted in Rakover, p. 101 and Stauber, p. 81. Also see Rabbi Kadosh, “Beauty and eternity
forever, Yesha Yamenu, 36, Nisan 1993 (henceforth: Kadosh), p. 48. Kadosh points out that the
Bible highlights the physical attractiveness of the Patriarchs and Matriarchs. Rebecca is described
as a very beautiful maiden (Genesis 24:16); Joseph is well-built and handsome (Genesis 39:6); and
David is “ruddy cheeked, bright-eyed and handsome” (I Samuel 16:12).
23 Recanati, p. 167, quoting Rabbi Kook’s introduction to the Song of Songs, Siddur olat re’aya,
Jerusalem 1963.
24 Recanati, p. 167.
25 Recanati, p. 167, quoted from Letters of Rabbi Kook (Iggrot hare’aya) no. 158, 1908, p. 206
[Hebrew].
26 Recanati, p. 167, quoting Rabbi Kook’s introduction to the Song of Songs, Siddur olat re’aya,
Jerusalem 1963.
27 Kook (1990).
28 Kook (2004) [Hebrew]; ibid., vol. 1, teaching 804, p. 222; ibid., vol. 8, teaching 55, p. 416.
190 S. Flint Ashery and Y. Katz
laws of beauty which govern all spiritual and physical reality, our own or that beyond
us.29
The Malbim writes about the sacred garments that the priests were commanded to
wear: “The vestments they were instructed to make seem to apply to outer clothing,
and we are told how the craftsmen made them. But in truth the instructions are for
inner garments with which God’s priests would cloth their souls and minds”. Positive
thoughts, virtues, and good deeds are the garments of the soul, and they are not the
work of craftsmen. God commanded Moses to make these holy garments but it was to
teach them to repair their souls and become more virtuous human beings, in this way
clothing their inner spirit in splendour. On the meaning of “and you shall make sacral
vestments…for honor,” we have found that wherever the word “kavod” (“honor”)
appears in the Scriptures, the reference is to the soul: “Make vestments for honor
means ‘for the soul’…”.30
11.3 Urban Beauty in Jewish Law
A reference to urban aesthetics already appears in the Torah and the Mishna. The
Torah states that 48 cities must set be aside for the benefit of the Tribe of Levi
because the Levites, unlike the rest of the tribes of Israel, inherited no land of their
own. Numbers 35: 1–7 tells us: The Lord spoke to Moses in the steppes of Moab
at the Jordan near Jericho, saying: Instruct the Israelite people to assign, out of the
holdings apportioned to them, towns for the Levites to dwell in; you shall also assign
to the Levites a migrash around their towns. The towns shall be theirs to dwell in,
and the migrash shall be for the cattle they own and all their other beasts. The town
migrash that you are to assign to the Levites shall extend a thousand cubits outside
the town wall all around. You shall measure off two thousand cubits outside the town
on the east side, two thousand on the south side, two thousand on the west side, and
two thousand on the north side, with the town in the centre. That shall be the pasture
for their towns. The towns that you assign to the Levites shall comprise the six cities
of refuge which you are to set aside for a manslayer to flee to, to which you shall add
forty-town towns. Thus the total of the towns that you assign to the Levites shall be
forty-eight towns, with their migrashim.”
While we know what a city is, the term migrash (pl. migrashim) is not so clear.
At the end of Tractate Arakhin, Rashi offers a commentary on the Mishna which
states that the zoning of the Levite cities, fields and migrashim cannot be altered.31
Rashi (followed by other commentators) explains that two separate strips of vacant
29 Ein Ayah, footnote 26, Tractate Berakhot, 43, section…, p. 190, also cited in Kadosh, p. 140.
30 Commentary of the Malbim on the verse “Make sacral vestments for your brother Aaron…for
honor and adornment (Exodus, 28:2), cited by Nechama Leibowitz in her book New Insights on the
Book of Exodus (Iyunim khadashim besefer shmot), Jerusalem, 14th e dition, pp. 385–386 [Hebrew].
Also see the Malbim’s commentary on Exodus 28:3, and the Ramban’s commentary on the phrase
“for honor and adornment.”.
31 Rashi’s commentary on sadeh” and “migrash,” Tractate Arakhin, 33b.
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 191
land measuring 1000 cubits each (approximately 500 m) must be left around Levite
cities. One strip was an open expanse adjoining the city. This was a migrash, on
which building and farming were prohibited. Beyond that was a strip of 1000 cubits
designated for cultivation. This was a sadeh.32
Why the prohibition on building or planting on land designated as a migrash?
Rashi cites a design principle that answers this question: “An open tract free of
homes and fields to add beauty to the city.”33 In Tractate Sotah, he defines the term
migrash”: “a space, clear of planted fields, houses and trees, to beautify the city, to
give it air.”34 In other words, the beauty of the city is preserved by leaving an open
space at its entrance. This principle appears again in Tractate Bava Batra, where the
text says: A tree may not be grown within a distance of twenty-five cubits from the
town, or fifty cubits if it is a carob tree or a sycamore tree”. Abba Shaul says: “Any
tree that bears no fruit may not be grown within a distance of fifty cubits.”35 Rashi
explains that the reason for prohibiting the planting of trees near the city entrance
is aesthetic, because trees block the view.36 The distance is doubled for carob and
sycamore trees because they have numerous branches,37 whereas non-fruit bearing
trees “detract from the city’s beauty” if planted too close by.38 According to Rashi,
the Sages passed a special law to ensure the beauty of cities in Eretz Yisrael.39 A
modern commentator on the Mishna adds the following: “Trees should not be planted
close to the city limits because the appearance of the city is marred by having its
walls hidden by trees. In the case of carob or sycamore trees which grow thickly, the
distance should be doubled—fifty cubits because they obscure the walls even more
with their dense growth…” Abba Shaul says all non-fruit bearing trees should be
32 Ibid. Also see Rabbi Y.H. Amichai, “Planting trees and sowing seeds in Levite migrashim,”
Planting in the Land of Israel (Netiyot ha’aretz) (ed. Rabbi Y. Zoldan), Torah Ve’haaretz Institute,
Kfar Darom, pp. 329–339 [Hebrew]. Other approaches cited here conflict with Rashi’s interpretation,
among them the contention that a migrash is 1000 cubits but a sadeh is 2000 cubits. Also see Al
seder hadaf Lo yakhfor, Tractate Bava Batra, Kollel Avreichim of Bobov, Betar Illit (henceforth:
Otzar hamefarshim), 2006, pp. 194–196.
33 See note 30, above; Yalkut Shimoni on Parshat Masei, 35:9. Also see note 27, above; and Rabbi
Ovadia of Bartenura’s commentary on the term migrash.”.
34 Tractate Sotah, 27b. The Rambam interprets the term differently in his commentary on Tractate
Arakhin:“Migrash—neighborhoods on the city outskirts…where shepherds and farmers live, and
the sadeh on the edge of the migrash.” Also see Mishna with the Commentary of Rabbi Moshe
ben Maimon (Mishna im perush rabeynu moshe ben maimon) Mosad Harav Kook, Jerusalem 1967,
Seder Kodashim, Tractate Arakhin, Chap. 9, Mishna 8[Hebrew].
35 Tractate Bava Batra, Chap.2, 24b.
36 Ibid.
37 Ibid.
38 Ibid.
39 Stefansky (1986) (henceforth: Stefansky) [Hebrew]. Also see Stefansky (2008) [Hebrew].
192 S. Flint Ashery and Y. Katz
kept fifty cubits away, i.e. it does not befit a city to be surrounded by plain, ordinary-
looking trees.40 The Jerusalem Talmud also attributes the law to the fact that leafy
trees will overshadow and obscure the city.41
It should be emphasized that the rabbis ruled against the townspeople giving in
to a tree owner, i.e. they did not accept the consent of the residents to allow someone
to plant a tree in this area. The rabbis held that the laws in question were given by
the Torah to protect the beauty of cities and the glory of the Land of Israel, which
meant they were relevant to the inhabitants of Eretz Israel as a whole. Therefore, the
consent of the townspeople made no difference.42
Sefer Hahinukh brings a more philosophical explanation for the laws governing
the beauty of Levite cities.
The Torah commanded that those cities should have a migrash of 1000 cubits to serve as an
open space for fresh air and beauty, and 2000 cubits set aside for fields and vineyards, that,
too to preserve the aesthetics of the city…The root of the mitzvah is as follows: Because the
Levite cities were designated for use by all the tribes, the Levites being the tribe chosen to
serve the Lord Blessed Be He with a mission focusing wholly on wisdom, in order for them
not to be burdened with agricultural labour like the rest of the Tribes, as it is said of them:
‘They shall teach Jacob Thine ordinances, and Israel Thy law…’ therefore it is fitting that
those cities, which are open and accepting of all, should be the epitome of loveliness and
beauty, bringing delight to all the people of Israel.43
While the commandment to preserve the beauty of cities was in the context of
Levite cities, the rabbis ruled that it applied to all cities in the Land of Israel.44
Likewise, most ruled that the laws on beauty did not apply outside of Israel, even in
towns that were mostly Jewish.45 They were only applicable in the Land of Israel
and only under Jewish sovereignty. By ruling that Jews “beautify the cities of Eretz
Yisrael but disregard neglected foreign towns, even those inhabited mainly by Jews,
they hoped to kindle in us the desire to settle in the Land of Israel, whose cities we
were obligated to beautify, for if they were rundown, we might leave and return to
the Diaspora, to cities restored by the Gentiles.”46
40 Cohen-Freue (2014)[Hebrew].
41 Jerusalem Talmud, Bava Batra, Chap. 2, halakha 7. Also see Rabbi Y. Reischer, Jacob’s Return
(Shvut ya’akov)PartI, siman 159, Lemberg 1896–1898, 44a [Hebrew].
42 In the words of the Rashba, “Since the matter at stake is beauty, the townspeople cannot be
lenient.” See Rashba’s Glosses on Tractate Bava Batra (Khidushei harashba al masekhet bava
batra), 24b [Hebrew]. Also see Shaviv, pp. 475–477.
43 Book of Education (Sefer Hakhinukh), Mosad Harav Kook, Jerusalem, 1956, Mitzvah 343, p. 431
[Hebrew].
44 Rabbi I. Schepansky, “Commentary on the settlement of Eretz Yisrael,” Or Hamizrakh: Quarterly
Dedicated to the Torah, the Jewish People and the State of Israel, vol. 35, 2 (henceforth: Schepansky),
pp. 117–118., citing the Rambam’s ruling on the laws of shmitta and yovel, Chap. 13, halakha 4–5.
Also see Schepansky, pp. 134–136; and Amichai (2000)[Hebrew].
45 Schepansky, p. 115; Responsa project, p. 93. Also see The Maggid’s Teachings on the Rambam,
Laws concerning Neighbors (Hamaggid Mishna al harambam, Hilkhot shkhenim, Chap. 10, halakha
1 [Hebrew]; Herman (1990) The Problems of Eretz Yisrael as Illuminated by Our Sages (Eretz yisrael
uba’ayoteha be’oram shel khakhameynu z”l) Bnei Brak, pp. 242–24 [Hebrew].
46 Responsa project, p. 93; Schepansky, p. 116. Also see Amichai, p. 245. In Tractate Bava Batra,
the Ramban writes: It is clear to me that there is no such regulation except in the Land of Israel,
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 193
Promoting the attractiveness of cities in the Land of Israel while overlooking
the decline of foreign locales was designed to achieve more than beautifying Eretz
Yisrael. Behind it lay the lofty goal of settlement in the Holy Land.
Halakhic scholars in recent generations have been divided over the relevance for
our day of keeping the entrance to cities free of trees. Some ruled that if there was no
longer any aesthetic significance to leaving an open area, doing so was not mandatory.
On the contrary, it was better to plant trees or greenery, in keeping with the current
custom. Others ruled that even today, although the definition of urban beauty may
have changed, an expanse of land without trees or plants should be left around the
city. This was so because it was a Torah-given commandment and no modification
should be made in the distances cited, either with respect to the 25 cubits for trees
or the 1000 cubits of open land at the approach to cities in Eretz Yisrael.47
11.4 Methodology
The case study of the Talpiot neighbourhood was chosen to answer the question of
the role played by the beauty ideal of the Levite city in planning modern neigh-
bourhood developments in Jerusalem. This selected neighbourhood is representative
of a mixed-population central urban neighbourhood. The unique circumstances of
its establishment as an independent and planned garden city and its annexation to
Jerusalem as a central urban neighbourhood make it an interesting test case and an
appropriate choice for this research question.
The methodology proposed in this study is based on Steinitz’s Geodesign method,
which he introduced in his many papers and his book A Framing for Geode-
sign: Changing geography by design” published in 2012. Steinitz’s method lays
the groundwork for planning based on a specific geographic location and allows a
large number of participants to take part in the process.48 A digital version of this
methodology was developed by Dr Hrishi Ballal into Geodesignhub.
Geodesignhub provides a practical framework for a collaborative design using an
open digital workflow.49 With the software, the preparation of plans and planning
procedures can be actively supported between professional disciplines and with the
public. Geodesignhub enables the advancement of complex and controversial plan-
ning procedures through negotiation. The Geodesignhub is typically used for public
whereas outside of the Land of Israel, there is no obligation to repair anything. If only it would fall
apart under its inhabitants.” Cited by Shviv, pp. 476–477. Also see Anthology of Commentators
(Otzar hamefarshim), 194 [Hebrew]. According to the Rama and the Tur, the law is also valid
outside the Land of Israel. On this matter, see Rabbi Y.G. Edelshtin, Mimeged geresh yerakhim,
study pamphlet on Tractate Bava Batra, pp. 401–402.
47 Yashar, pp. 187–190; Amichai, pp. 245–251.
48 Flint Ashery and Steinitz (2022).
49 Geertman and Stillwell (2020).
194 S. Flint Ashery and Y. Katz
policy and urban planning purposes, including infrastructure investment, environ-
mental management, and climate change adaptation.50 A software programme is
used to mediate and negotiate socio-political issues that arise about issues of the
location while offering planning that promotes a sustainable community.51 Through
a Geodesign workshops examination, we can examine how environmental values
influenced the choices made by Jerusalem planners today.
To examine the characteristics of scenic nature and open spaces in the future
planning of this neighbourhood and under conditions of increasing land-use pres-
sures, we will analyse the products of the Geodesign workshops held during February
2021 in collaboration with community administration, residents, and planning profes-
sionals. Four interest groups were involved: authorities, community, environmental,
and entrepreneurship, with the participation of representatives of these groups. It is
the purpose of the workshops to allow representatives of interest groups to collaborate
in real-time to develop future alternatives and assess their chances of implementation,
including evaluating the implementation of the neighbourhood master plan.
According to their initial reference group, participants in the workshops suggested
planning alternatives to Talpiot. By assigning people to different interest groups, they
can express their views individually and prepare a design suited to their interests,
which helps them focus on the solution. Following the process of presenting potential
partners and selecting them, both groups came together and negotiated a solution.
The final process involved combining all source groups into one large group, which
together created the agreed-upon final design alternative. In the process of comparing
quantitatively and qualitatively the alternative planning options, it is possible to
understand the process the participants went through and draw conclusions about
the likelihood of the proposed plan being implemented. Plan alternatives, prepared
by different groups, consist of diagrams that can be revised, edited, deleted, and
recreated, providing a variety of choices before making a final decision, and reaching
a single planning goal within a clear planning system provides the objective standard.
11.5 How Has the Levite City Beauty Ideal Affected
the Planning of Modern Neighbourhoods
in Jerusalem?
11.5.1 Urban Beauty: The Case Study of Talpiot
In 1912, Anglo Palestine Co. director Dr Levontin asked the director of the Jerusalem
branch to “search the area of Jerusalem and see if any beautiful land could be
purchased nearby for the construction of houses for the bank’s officials.”52 A suitable
50 Goodchild (2010).
51 Nyerges et al. (2016).
52 C.R. Ashbee, Jerusalem 1920–1922, London 1922, p. 151.
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 195
spot was found on the way to Bethlehem. The area was larger than needed, but the
landowners did not want to sell anything but everything. Israeli Land Development
Company hired German-Jewish architect Richard Kaufman to design the settlement
(Fig. 11.1). Talpiot was the first settlement Kaufman designed in Israel.
Talpiot’s master plan was completed in March 1921 on an area of about
800,000 m2, of which Jews only own about 540,000 m2. The settlement was designed
as a modern independent city outside the municipal area of Jerusalem for about 800
families, and many public buildings were erected there. In the early planning stages
of the neighbourhood and even before the official approval and signature of the High
Commissioner, the Israeli Land Development Company made announcements to the
public inviting the public to buy land for the construction of houses in accordance
with the neighbourhood’s master plan. While the Israeli Land Development Company
was responsible for the purchase of the land and the planning of the neighbourhood,
the actual construction of the neighbourhood was to be done by the settlers, after
they purchased land for private property. In order to establish a neighbourhood and
maintain a uniform character, the buyers established a cooperative association that
will concentrate its affairs within the neighbourhood committee.
Fig. 11.1 Plan for Talpiot by Kaufman, 1921. The marked area is the area actually built. Wikipedia
Feb. 2023
196 S. Flint Ashery and Y. Katz
Fig. 11.2 Talpiot
construction development.
Talpiot-Arnona-Plan,
Architect Nili Renana Harag,
Arctic Architects, Jerusalem
In July 1924, two years after construction began, only 40 houses stood in the
neighbourhood and four were under construction. Within five years, only about 7%
of the planned area of 800 homes was built.53 Along with the high construction costs,
the lack of security uncertainty contributed to population difficulties, which resulted
in a big gap between the completion of planning and implementation. Talpiot served
as a checkpoint against Talbiyeh, Katamon, Abu-Tor, Baka, and the Allenby camp,
which was under the control of the British government. As a result of this security
situation, plots were sold that were not in accordance with the original parcel and
damage was done to the original plan for the neighbourhood as a garden city.54
Figure 11.2 indicates Talpiot construction development.
During the 1936 Arab revolt in Palestine, the neighbourhood was abandoned by
most of its residents, who gave their property over t o the administration on orders.
The construction and settlement movements in Talpiot indicate modest construction
movements up until 1947, despite the neighbourhood’s prominent advantages, such
as proximity to the main traffic axis and to Arab elite neighbourhoods. In 1947, some
53 Daily mail 15.7.1924.
54 Accounting of the Annual General Meeting.
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 197
of these advantages disappeared, and new disadvantages were added, such as prox-
imity to the border and neighbourhoods of evacuated and immigrant neighbourhoods,
which led to a freeze on construction in the area. In the period 1948–1956, there has
been a settlement movement caused by the construction of an intensive neighbour-
hood, and there was a relative stagnation in the construction movement between 1956
and 1967. Up until 1947, Talpiot was considered an upper-class neighbourhood: the
housing unit is higher than the urban average, the family is relatively small, and the
housing density is low. The 1967 war resulted in a rise in land values, which in turn
increased the density and heterogeneity of the population.
11.5.2 Talpiot’s Official Planning
Talpiot’s first outline plan is “City Planning Plan No. 1721, Change No. 64 to
Jerusalem Outline Plan No. 62” from 1955. Flexibility in the plan led to an increase
in land values and many requests for changes in use. In recent years, it has become
apparent that Plan 1721 does not meet development needs, and spot development
plans have negatively affected the character of the neighbourhood. The enactment of
Plan 1721A in January 1986 sought to regulate these uses and close loopholes but
faced opposition from developers who wanted to delay implementation of the plan
to create facts on the ground.
Talpiot’s population has changed significantly between 1968 and 2021. Changes
in housing density, heterogeneity in population composition, and significant rejuve-
nation are the main trends. Due to these trends, the high level of construction in the
neighbourhood, the unlicensed construction and its retroactive approval, as well as
the lack of adequate enforcement, significant gaps exist between master plans and
reality. The willingness of decision-makers to surf institutionalized from the neigh-
bourhood’s boundaries and its transformation into a “great Talpiot”55 coupled with
the increase in land values in the neighbourhood resulted in a dissolution concerning
building additions. According to officials in Jerusalem’s municipality, the previous
plan did not address the needs of the area, and market forces have had filling this
void. The situation, in which market laws drive reality, encourages illegal building
additions that are expected to be approved retroactively in the formal plan for this
area. In this case, plans on a path of deviation confirm anomalies according to which
future urban and detailed plans will be created.
An outline plan intended to address these issues in advance of the approval of the
Jerusalem master plan was recently introduced and approved for the specific area
of Talpiot.56 An immediate response to existing construction anomalies combined
with an effective enforcement mechanism to prevent recurrence proposed in the
recent outline plan will allow for controlled densification of the neighbourhood,
taking into account conservation, landscape, and environmental issues that may be
55 https://www.jerusalem.muni.il/media/19583/2-statori.pdf.
56 https://www.jerusalem.muni.il/media/19584/3-suggested-situation.pdf.
198 S. Flint Ashery and Y. Katz
avoided in uncontrolled actions. This development process, which is not part of a
comprehensive vision plan, calls for neighbourhood-specific regulations. In order to
balance the interests of conservation versus development, as well as to meet changing
needs, a feedback procedure is required that ensures the adjustment of results to be
in compliance with regulations.
11.6 What Role Does the Urban Beauty Ideal of Levite
Cities Play in the Planning of Talpiot?
We turned to a digital planning process, in which the values and preferences of
those involved in the process are revealed, in order to examine whether the Levite
city beauty ideal is reflected in the planning of the Talpiot neighbourhood. In this
section, we examine which elements of Levite’s utopia have been adopted without
knowledge and embedded during the workshops, as values embedded in the local
planning heritage, in order to propose an alternative future to the neighbourhood.
The workshops preparations began in January 2020. The Geodesign workshops’
management team handled the database construction. The digital information about
the neighbourhood of Talpiot is collected from the OpenStreetMap website and from
the spatial knowledge database of the Jerusalem municipality, derived from a GIS
map with all layers of urban planning (buildings, roads, land designations, etc.). Plan-
ning data collected from the Jerusalem Municipality’s Planning Division: approved
master plans and master plans in preparation; policy documents; City Vision Docu-
ment and Strategic Plan, etc. In conjunction with social data obtained from the Centre
for Socio-Economic Research of the City, such as census data and socio-economic
ranking data, conclusions could be drawn in collaboration between the workshops’
management team regarding local values used when creating assessment maps of the
evaluation model. Using the information from the research centre, population targets
were also set for 2035 and 2050.
As a result of an initial analysis of the study area, ten spatial planning systems
were selected, each with an innovative issue suitable for promotion at the micro-level
according to the Sustainable Development Goals, the SDGs. A carefully selected set
of spatial planning systems and innovative issues was chosen by the workshops’ team
so as to fit the Israeli planning system, the vision document, and the strategic plan for
Talpiot, as well as the unique urban situation of the area. A dedicated workspace for
Talpiot was prepared using the ten selected systems based on the colours of the IGC
method (Fig. 11.3). Following the knowledge acquisition, analysis, and illustration
phases, the PSS can create a real-time impact and simulation to assist in formulating
an effective management strategy and making smart decisions.
During February 2021, two Geodesign workshops addressed the future planning
of the Talpiot neighbourhood.
A total of 24 guests attended both workshops, including city officials and
members of the public. Planning and strategic planning personnel, environmental
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 199
Fig. 11.3 According to the IGC method, local plans and policies are represented by polygons with
colours that correspond to the ten systems
planning and sustainability representatives, community manager representatives and
neighbourhood committee representatives, surveyors, geographic information, and
computing personnel were among those represented. The workshops’ participants
were familiar with the Talpiot neighbourhood and their backgrounds included urban
planning, architecture, computerized geographic systems, science and technology,
and a combination of skills appropriate for the Geodesign workshop.
The emphasis was on realistic and highly programmable planning for imple-
mentation as a tool for planning and decision-making for the complex area that
is currently being planned according to this list of selected planning systems and
updated innovation issues:
1. Tourism (TOUR);
2. Green Infrastructure (GI); green walls and green roofs; integrated vegetation
into building design, biodiversity, and conservation;
3. Water Infrastructure (WI); runoff management and retention, supply, storage,
and recycling;
4. Energy Infrastructure (EI), local production of energy through renewable
sources, energy efficiency i n buildings, green construction;
5. Transport Infrastructure (TRANS), combining transportation infrastructure
and renewable energy infrastructure, promoting cycling and walking, public
transportation;
200 S. Flint Ashery and Y. Katz
6. Agriculture (AG), Urban agriculture, incl. green roofs and vertical fields;
7. Mixed use of residential and commercial uses, up to 7 storey buildings (MIX),
development of innovative mixed-use models;
8. Institutions and Public Buildings (INST); development of education systems,
civic, smart facilities;
9. Residential (LDH), low density housing;
10. Cultural Heritage (CULT), protection of buildings and sites of cultural signifi-
cance;
Ten evaluation maps generated by the s ystem depicted the current situation in the
neighbourhood, with the purpose of assessing and simulating the potential future
impacts of various planning alternatives. The traffic light method of the assessment
maps (red: existing-working infrastructure; yellow: areas not suitable for a partic-
ular infrastructure, it is possible to determine whether or not a change is required;
green: new infrastructure can be developed), helped to understand the different situ-
ations and develop solutions tailored to each location. Using a defined and uniform
graphic language to describe the future development of space contributed to facil-
itating the understanding and communication between participants and assisted in
making science-based decisions.
The Planning Support System (PSS) provided participants with the flexibility to
choose goals and advance in the planning process using Change Models. By using
the Change Models, a framework for creating and developing design scenarios is
provided that is based on scientific and value information, which is then presented
in Representation Models, evaluated and compared with the same information in
Impact Models. The diagrams were organized in a matrix and made available to all
participants regardless of their groups. According to the priorities they set, each group
created different planning alternatives by combining project and policy diagrams
differently. After the first round of planning, each group’s alternative 1 was presented
to the other participants and workshops’ management team, and evaluated on the
basis of the effects of the alternative on the design space and compliance with pre-set
objectives for each of the design systems.
The Geodesignhub interface also provides a unique interactive interface that is
able to analyse and compare the effects of alternative solutions so that the solutions
proposed by different groups can be compared. An analysis of design alternatives
using negotiation and performance comparison tools enabled group members to
synthesize a self-assessment matrix of the alternative, compare the decision model,
and create a sociogram. As a result of the analysis based on the similarity between
alternatives or the integration potential, and on the preferences of the groups filled in
the sociogram, the desired consensus was formed, and from four groups to two large
groups chose to work together. In each unified group, priorities were redefined, and
planning alternatives were created. Geodesignhub’s simple and fluent graphics as
well as converting every schema into a number facilitate a compromise and waiver
towards the formulation of a common alternative.
Geodesignhub’s digital evaluation models helped groups develop a coordinated
and agreed-upon alternative during a continuous planning process that included
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 201
several planning cycles. Through these models, groups were able to analyse the
effects of different policies and projects incorporated into the scenarios examined.
Both groups could see the other’s solutions side by side and choose whether to accept
or reject them. The interface allows the presentation of the two design alternatives
on top of each other while allowing to isolate the agreements as a basis for the
initial alternative only. In this case, the disagreements need to be discussed while
switching between the comparison grid and negotiation alternative. As a result of
several planning-feedback-planning cycles, each unified group presented its final
planning alternative. Finally, all the groups were merged into one to create the
final and agreed-upon planning alternative for the neighbourhood. Figure 11.4a, b
represent the final future alternatives relating to green infrastructure and agriculture
presented by the planning teams at the two workshops.
The first prohibition refers to the land uses of the Levite cities, and in particular
to “turn the city field into a plot and vice versa, and also not to turn part of the
city itself into a city plot, and vice versa”. Because the first construction in the area
was according to the Kaufman plan, we will compare Kaufman’s land uses to the
existing situation and to the proposed scenarios regarding the workshops. Talpiot
used to be designated as a residential neighbourhood, but its designations have been
altered slightly since the Kaufman plan. In Kaufman’s plan, the public uses include:
(1) Immigration hall; (2) Hotel; (3) Bath; (4) Hospital; (5) Playground; (6) Post
office; (7) Municipality; (8) Cooperative store; (9) Market; (10) Sport ground; (11)
Fig. 11.4 a, b Scenario A and B as proposed at the end of Workshop 1 (respectively)
202 S. Flint Ashery and Y. Katz
Restaurant; (12) Kindergarten; (13) School; (14) Synagogue; (15) Townhall; (16)
Academy art; (17) Café and tea room; (18) Sport gallery; and (20) Theatre. The
neighbourhood was annexed to the city and no longer required autonomous public
services. In addition, transportation improvements have made these services more
accessible. Comparing the land uses at Kaufman to the existing situation shows
that the areas defined as built or open public remained so in the developed area as
described below.
The joint planning policy of the two workshops creates a green connection between
the neighbourhoods, as well as their surrounding area, while taking topography into
consideration. The neighbourhood will be adorned with benches, trees, and shade
arrays as part of this renovation. Figure 11.4b shows the joint environmental devel-
opment projects for the two workshops, link Talpiot Arnona to Talpiot East. The
project includes creating a connection between the mound of rocks (the Mechvar)
and Talpiot Arnona. The proposals support the Kaufman Plan, which defined these
areas as open spaces, and even today, these areas remain undeveloped.
Ein Tzurim Street, for example, is a pedestrian path that stretches over the topog-
raphy of the neighbourhood and separates two areas with different density charac-
teristics. In Kaufman’s plan it appears to be a monumental main green axis that
connects the main north–south transportation route to the main public area of the
neighbourhood, where among other public services, the synagogue is planned. In the
two scenarios that were presented in the workshops, which included strengthening
the Ein Tzurim promenade that connects Ein Tzurim to the Talpiot industrial area to
the west, as well as connecting the rocky mound (the Mechvar) to Talpiot East and
Mordot Arnona.
In relation to the green infrastructure, the difference between the two work-
shops is shown in Fig. 11.4a, where the cultivation and enlargement of the existing
garden project (“Gan Hachursha”) is proposed, in addition to the proposals shown in
Fig. 11.4b. Additionally, the proposed projects include a pocket garden (located near
Dostrovsky Street and west of Shalom Yehuda Street), a linkage between the north
and south promenades, and an open space along the aqueduct in Mordot Arnona.
Gan Hachursha appears in the Kaufman Plan, and the proposed green infrastructure
corresponds with the street parcellation.
A change in street parcelling led to a change in land use in areas not developed
under the Kaufman Plan. As an example, the northern part of the Kaufman Plan (north
of Yanovski Street), which appears in white as an under construction for residential
construction in the vicinity of the U.S. Embassy complex and significant brown areas
for public use. Additionally, a difference in construction and street layout between
the Kaufman Plan and the current situation in the southern part of the plan led to
the proposal that the aqueduct will be developed on areas defined in the Kaufman
Plan as residential. In terms of agriculture, both workshops offered a community
agricultural garden near Israel Eldad Street and an existing open space.
In conclusion, the Torah lays out the structure of the city in relative detail. The
Levite cities are each surrounded by four winds, which are known as Migrash—a
plot of land. Despite the disputes about the Migrash’s width, its function is described
as םָתָּיַחלֹכְלּוםָׁשֻכְרִלְוםָּתְמֶהְבִל.” Sages interpret that םתייח is for the service needs
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 203
of life, and in the planning language, public spaces and everything that adjacent the
residential areas. Open spaces around dense urban neighbourhoods are seen as a
benefit to the city that results from the open spaces surrounding them, in a way that
complements them. Mixed uses combine different rationales, such as accessibility
to leisure activities in open space, ecological, and environmental rationales since
open space facilitates air circulation and aesthetic rationales that promote growth
(ב"עדכארמגהו ,ז ,בארתבאבב הנשמהישרפמ-תעדה תבחרהו יונ). Balancing the various
interdependent land uses of the city as reflected in the Levite’s utopia, through
Kaufman Plan up until the current Jerusalem’s planning, have been embedded in the
proposed planning scenarios of Talpiot. Even as the neighbourhood’s population has
grown considerably, Talpiot has managed to maintain its local planning heritage.
11.7 Concluding Discussion
The future management of our investments in our cities and regions, infrastructure,
and the citizens will have a digital component to it. To enable this digital transition,
we need to understand the trade-offs and organizational implications systematically,
and in relation to the heritage of the place and its planners. Although geography and
design have accompanied our being since human permanent settlement, it has only
in the past decade taken on its present character and form. Steinitz57 lays out the
framework which is based on tight integration of iterative design—getting it right
by trial and error—with stakeholder priorities, insights, and intuitions. This is the
core of any modern design process and his model is state of the art with respect to
informing decision processes involved in the physical location of various land uses,
activities, facilities, and related objects and peoples within the urban and regional
vernacular landscape culture.
Since Geodesign is a process, it does not fit neatly into a box, and there is no
two Geodesign projects are similar. The context for Geodesign is dependent upon
the place and participants. As different places will have different Geodesign needs,
and the people within these locations will express their preferences differently, we
focus here on two workshops for Talpiot. The objective of the workshops was to think
through strategic alternatives for a set of interdependent policies and projects within a
heritage-embedded inner-city neighbourhood for 2035. This paper examines the way
in which the Levite city beauty ideal is reflected in the proposed planning values and
preferences. We examined how GIS technology and its informational and analytical
capacity can be used to inform and enhance green infrastructure and agriculture.
The purpose of the Talpiot workshops was to think through strategic alternatives in
a future-oriented spatial–temporal manner and to do this with considerable openness,
flexibility, and efficiency. This activity considers the contents of methods within the
contexts of the Jewish religious law, which has included guidelines for planning
residential environments over the generations. One was intended to preserve the
57 Steinitz (2012).
204 S. Flint Ashery and Y. Katz
aesthetic beauty of cities for the future generations. It was a guideline that evolved as
a r esult of the importance attributed to beauty in the Jewish sources. In the opinion of
most Jewish legalists, it was not relevant to the reality of Jewish life in the Diaspora.
Nor was it binding as long the Land of Israel was under foreign dominion. Hence
some Jewish scholars deemed the commandment to protect the beauty of cities in
the Land of Israel a “halakha dimeshikha, a halakha for the Messianic era. This is
one of the explanations for the fact that Rabbi Yosef Caro did not include it in the
Jewish code of law, the Shulkhan Arukh.
However, in our day, when the Jewish people are living in their own land and in
a sovereign state, there is no dispute that the law governing urban beauty is binding.
It also serves the glory of the Land of Israel, with a purpose that goes beyond beauty
itself. There may be different opinions on the practical aspects of observing the
law in modern times.58 Some may argue that it is precisely the planting of trees at
the city entrance that lends an aura of beauty, whereas others will say that the law
must be kept to the letter and the frontage should be left open. However, it seems
everyone will agree that a “halakhic city” must abide by the spirit of the halakha,
which requires the city patrons to enhance the beauty of their city and put a stop to
anything that could deface it. Perhaps this is an opportunity to tell those who work
for the municipal authorities in Israel that in the same way they are performing a
mitzvah in observing the laws of shmitta in public parks, they are also performing
the mitzvah of beautifying Israel’s cities.
Understanding how planning is negotiated and the opportunities for introducing
technological methods to negotiation processes becomes central to the activity of
planning and at the core of planners’ skills. Also, there is a need to develop an under-
standing of the background and the organizational implications of these policies.
The risk is that without systematic analysis that takes into account the values of
multiple stakeholders, including the citizens, the conflicts in our environment would
get worse. Geodesign is a bridge-builder between old and new, between theory and
practice. In urban planning theory, it is very important to consider the role of heritage,
culture, and beliefs in the context of digital planning methods. With the increasing
number of Geodesign case studies and implications, there is a good likelihood that
the next generation of city planners and designers will be able to construct strategies
for creating sustainable urban futures that take into account their past. We must now
allow for a critical reflection that can lead to a critically and inclusively formulated
planning policy.
Acknowledgements I wish to express my thanks to Rabbi Yehuda Zoldan and Rabbi Avigdor
Burstein for their help in writing this article
58 Flint-Ashery and Stadler (2021).
11 Urban Aesthetics in Jewish Religious Law: Thoughts on the Role 205
References
Amichai RYH (2000) Uprooting ornamental trees. Torah and the Land (Hatorah veha’aretz), Torah
Veha’aretz Institute, Tevet, pp 245–251
Cohen-Freue RE (2014) Cohen’s offering on Bava Batra (Minhat cohen al masekhet bava batra),
Part. 1, Pardes Hannah, pp 150–151
Flint Ashery S (2015) Public welfare or sectarianism: a new challenge for planning. Plan Theory
Pract 16(3):299–318. https://doi.org/10.1080/14649357.2015.1047401
Flint Ashery S (2018) Schelling-type micro-segregation in a hassidic enclave of stamford-hill. Hous
Stud. https://doi.org/10.1080/02673037.2017.1414160
Flint Ashery S (2020) Spatial behavior in haredi jewish communities in great britain. Springer,
Cham. ISBN 978-3-030-25857-3; 978-3-030-25858-0
Flint Ashery S (2022) Group consumption and ecological footprint: the effect of habits and lifestyle.
Sustain 14(20):13270
Flint-Ashery S, Stadler N (2021) Dynamics of transcendence and urbanism: the latent mechanisms
of everyday religious life and city spaces. Hous Theory Soc 1–24
Flint Ashery S, Steinitz C (2022) Issue-based complexity: digitally supported negotiation in
geodesign linking planning and implementation. Sustain 14(15):9073
Geertman S, Stillwell J (2020) Planning support science: developments and challenges. Environment
and Planning b: Urban Analytics and City Science 47(8):1326–1342
Goodchild M (2010) Twenty years of progress: GIScience in 2010. Journal of Spatial Information
Science 1:3–20
Herman RSZ (1990) The problems of Eretz Yisrael as illuminated by our sages (Eretz yisrael
uba’ayoteha be’oram shel khakhameynu z”l) Bnei Brak, pp 242–24
Kook R (1990) Ein Ayah, commentary on Tractate Berakhot, vol 2, 111, pp 296–297
Kook R (2004) Eight essays (Shmona kvatzim), Jerusalem, vol 1, teaching 583, p 159
Nyerges Á, Csörg˝o B, Nagy I, Bálint B, Bihari P, Lázár V, Pál C (2016) A highly precise and
portable genome engineering method allows comparison of mutational effects across bacterial
species. Proc Natl Acad Sci 113(9):2502–2507
Rakover N (1973) Environmental protection in the Jewish sources. Jewish Law (dinei Yisrael)
4:5–27
Rakover N (1993) Quality of the environment: philosophical and legal aspects in the Jewish sources
(Eykhut hasviva: Hebetim ra’ayoni’im umishpati’im bemekorot hayehudi’im. Jerusalem
Recanati S (2021) The musical beat: religious Jews and the arts in Israel—the third wave. Religious
Zionism: History, Idea, Society (Tzionut datit: Historia, ra’ayon, khevra), vol 5, Ramat Gan
Shaviv RY (ed) (1991) At the junction of Torah a nd State (Betzomet hatorah vehamedina), vols
1–3, Jerusalem
Stauber RG (2004) A beautiful neighborhood—for the sake of God. Hasviva behalakha
uvemakhshava, vol 1
Stefansky RN (1986) The law for distancing trees from the city. Buds of the land: responsa collection
(Nitzanei aretz: Kovetz khidushim) Mercaz Harav, Jerusalem, no. 4, pp 132–138
Stefansky RN (2008) The obligation to keep the land of Israel beautiful. The Environment in Jewish
Law and Thought (hasviva Bahalakha Uvamakhshava) 4:170–175
Steinitz C (2012) A framework for geodesign: changing geography by design
Zichel RM (ed) (1990) Responsa project. Bar Ilan University, Ramat Gan
ResearchGate has not been able to resolve any citations for this publication.
Article
Full-text available
Many vehicles are connected to the Internet, and big data are continually created. Various studies have been conducted involving the development of artificial intelligence, machine learning technology, and big data frameworks. The analysis of smart mobility big data is essential and helps to address problems that arise as society faces increased future mobility. In this paper, we analyze application issues such as personal information leakage and data visualization due to increased data exchange in detail, as well as approaches focusing on analyses exploiting machine learning and architecture research exploiting big data frameworks, such as Apache Hadoop, Apache Spark, and Apache Kafka. Finally, future research directions and open challenges are discussed.
Article
Full-text available
Different religious communities seem to tell different tales about the influence of consumption on the ecological footprint, and the boundaries created between consumption and places. Our case study, Ramat Shlomo neighbourhood in Jerusalem, is highly segregated and provides us with a unique opportunity to examine the consumption habits of essential products and disposable utensils, as well as the circumstances, barriers, and facilitators that contribute to the production and maintenance of ecological footprints. Using a door-to-door survey, our findings hint at a link between multi-generational consumption habits of certain essential products, including unhealthy food and disposable utensils and low family income, health, and environmental impacts. Aside from affecting an individual’s health, these choices also have a greater footprint. As the Haredi demographic becomes more prominent in Israeli society, its influence on the environment grows. lifestyle characteristics and habits are not merely a product of limited resources and residents may prefer to consume low-quality foods or spend money on plastic even when they can afford other alternatives. Such preferences at the household level affect the larger components of the neighbourhood and affect the entire urban matrix as a whole.
Article
Full-text available
Globally, cities face a range of transport-related environmental, social, and economic challenges, not least congestion, air pollution, and promotion of sustainable modes of public transport. Mobility hubs (MHs) have been identified as a mechanism to aid the move toward a sustainable transport network and are at various stages of implementation in cities throughout the world. The growing prevalence of MH schemes highlights the requirement for a holistic overview of MH networks to ascertain their characteristics and inform policy direction. Consequently, this study presents a review of current MH deployment and literature, with the aim of examining this global phenomenon and identifying a future research agenda. The study combines a comprehensive review of web searches with gray literature and a limited number of articles from academic journals. Twenty locations, at different stages of development and implementation, were identified as examples to be reviewed and analyzed, thereby providing a context for the review. Subsequently, four themes have emerged: objectives of MHs, format, location, and operational factors. Key findings include the importance of stakeholder engagement in design and location choices, the significance of branding, and connection with existing travel infrastructure including public transport and active travel. Additionally, the provision of amenities is common to MH schemes because it promotes usage and integration into the local landscape. From this detailed review of the state of MHs, a future research agenda has been identified, including further defining MHs, understanding the origin and applicability of MH objectives, considering day-to-day operations, policy transfer implications, and further evaluations of single and network MHs.
Article
Full-text available
Research regarding the complex issues in planning negotiation is sparse. This article aims to shed light on the characteristics of “the negotiation issue” in planning and how to deal with negotiation-related complexity towards planning implementation. It conceptualizes processes of negotiation that are represented/implemented via graphic and geographic elements, where the topology is a crucial factor. Our case study of the CAMKOX corridor at UCL’s geodesign workshop provides new insights into the potential of digital negotiations for assessing the characteristics of planning negotiation issues and their associated complexity drivers to enhance the quality of spatiality. The findings provide a detailed description of issue-based planning complexity. A shift of focus away from the products of planning to the negotiation process—as the most important consideration in planning—opens the possibility of implementing “shared” interventions on which there is consensus.
Article
Full-text available
One of the largest prehistoric settlements in Israel and Jordan was uncovered by the Motza salvage excavation in the largest and deepest drainage basin of the Judean highlands in central Israel. On a fan-shaped piedmont-like slope probably developed from Neolithic waste and materials and covering more than 0.5 km, the Motza “megasite” comprises more than 1,200 excavation squares, each measuring 25 sq.m. Plastered structures, a rich artefactual assemblage and a distinct unit of angular clasts containing artefacts dating mainly to the final stage of the Pre-Pottery Neolithic B (PPNB) period suggest a significant engagement with surrounding resources. A geospatial analysis of the Motza region is presented with preliminary artefactual, geoarchaeological and analytical results from the excavation and a review of regional palaeoclimate, palaeoenvironment and geoscientific studies. The present and past geomorphic processes, and the hydrology of the site’s environs are assessed and their influence on-site selection and sustainability are discussed. The Early Holocene palaeoclimatic and palaeoenvironmental conditions during a geomorphic time-window help to explain the Neolithic climax that apparently generated a reasonable ecogeomorphic impact, probably for the first time in the region. However, this review cannot offer deterministic explanations, especially regarding the abandonment of the megasite. The limitations of palaeo-reconstruction and the impact of recycled landscapes and intensive early modern-to-modern land use are discussed, along with the contribution of the occupiers of the megasite to shaping the regional Mediterranean landscape to the present day.
Article
The social cost of carbon is a tool for assessing the appropriateness of emission reduction measures and climate policy, and is affected by socioeconomic and climatic factors. This study aimed to explore the impact of socioeconomic factors and climate on the social cost of carbon; to this end, this study considered Chinese provinces as the focus of research. This study constructed an integrated framework for carbon emissions considering socioeconomic and climatic factors, which consisted of shared socioeconomic pathways (SSPs) and representative concentration pathways (RCPs). Subsequently, social cost of the carbon estimation model was used to calculate the social cost of carbon for China's provinces from 2022 to 2100 under different carbon emission scenarios. The results show that: under most carbon emission scenarios, provinces with a high social cost of carbon are located in the eastern developed region. For instance, Jiangsu and Guangdong had the highest values of 6.31 $/tC. Second, SSPs that are highly dependent on fossil fuels have a high social cost of carbon, which is higher than 60 $/tC in 2022 in China. The social cost of carbon under other SSPs is at a fluctuating value of 40 $/tC. Third, in terms of RCPs, the social cost of carbon for the middle baseline emission scenario (RCP6.0) is considerably lower than that for the high baseline emission scenario (RCP8.0), and the difference between them is 3.7 times that of two medium emission scenarios (RCP6.0 and RCP4.5). Fourth, there is a substantial difference between the dynamic and fixed discount rates in the social cost of carbon in the same scenario. Studying the impact of socioeconomic and climatic factors on the social cost of carbon will help in its regulation and provide a scientific basis for Chinese provinces to optimize climate policies and emission reduction measures.
Article
Residential stability is the cornerstone of healthy community living, as it creates the context for social interaction and active community participation. In the Republic of Korea, urban projects have recently been requiring civic participation in the process of community development, raising the need for residents' active participation. In response to this trend, this study aims to substantiate the relationships between residential stability and civic participation, focusing on the mediating role of place attachment. This study explores residential stability in two measurements – residential length and homeownership status. Applying a structural equation model, this study first empirically verifies that residents with longer residential lengths tend to be more attached to their environment and community, which leads to greater civic participation. Furthermore, the mediating role of place attachment in linking residential length to civic participation is more prominent for homeowners than renters. Based on the empirical results, this study concludes that housing policies that secure residential stability can effectively reinforce residents' active involvement in community planning and development.