Gush Dan Metro Construction Underway Years Before Opening
Translated & summarized from Globes by baba
Extensive construction for the Gush Dan metro system, which is not slated to open until 2037, is already underway with 30 active work sites across the region. NTA is prioritizing infrastructure relocation before tunneling begins to avoid delays, with current works costing over a billion shekels. The project involves three lines and aims for full automation to handle high passenger volumes. Major tunneling is expected to start around 2030, with the system planned to open in 2037.
The story in 6 lines · by baba
- Gush Dan metro construction is actively underway, years before its 2037 opening date.
- Over 30 work sites are currently active, with 70 expected next year across three metro lines.
- NTA is prioritizing infrastructure relocation to prevent delays, costing hundreds of millions.
- The metro system is planned for full automation to run trains every 90 seconds.
- Major tunneling is anticipated to commence around 2030.
- Construction is also upgrading municipal infrastructure alongside metro works.
Despite the Gush Dan metro system not being scheduled to open until 2037, and major tunneling work not expected to commence until around 2030, extensive construction is already in full swing. Yifat Erez, Chairwoman of NTA (the Metropolitan Mass Transit System), stated that over a billion shekels are currently being invested in ongoing works, emphasizing that the project is very much a present reality. Currently, 30 work sites are active across Gush Dan, a number projected to increase to 70 next year. All three planned metro lines are seeing initial construction, with Line M1 having ten sites, M2 eight, and M3 twelve.
NTA is prioritizing "availability advancement", relocating existing infrastructure, before the main tunneling phase, a strategy learned from the light rail project. Kobi Ben Atar, Line M1 Manager, explained that large contractors previously lost significant time waiting for utility companies. By proactively moving infrastructure like power lines and drainage systems, NTA aims to prevent such delays. These initial works, though seemingly small, can cost hundreds of millions of shekels, such as relocating a major drainage line or preparing depot sites. For instance, work at the Ramat Efal depot involves excavating 40 million cubic meters of earth and is estimated at 250-300 million shekels.
Ben Atar noted that infrastructure relocation might extend beyond metro boundaries into adjacent streets, leading to visible construction signs without immediate underground tunneling. The policy is to maintain continuity, meaning areas where work begins may remain occupied for the next decade. Traffic arrangements are being made, initially with limited lane closures, but full street closures are expected when major contractors arrive. NTA is also using the construction opportunity to upgrade municipal infrastructure, installing new systems like fiber optics and ensuring that any replaced pipes meet current standards, with municipalities potentially funding upgrades beyond basic requirements.
NTA anticipates completing infrastructure relocation and major tender processes by the end of 2028, transitioning to heavy engineering works, including tunneling, by 2030. Early selection for the second phase, covering trains, signaling, and operations, began last month. The system is planned to be fully automated (GOA4) to enable trains every 90 seconds, serving up to 2 million passengers daily.
