The train station at Ben-Gurion airport is a meeting point for the Tel-Aviv, Modi’in/Jerusalem and Lod/Be’er Sheva routes. The airport’s area is a transportation focal point on one hand yet on the other hand is a bottleneck in Israel’s rail network. This problem can be solved by expanding the rail station and the airport’s rail network, while increasing the trains’ capacities and maintaining the operational flexibility and accessibility required for the national rail network. As a result, additional service lines to the airport will operate, the frequency of trains to and from Tel Aviv will be increased as well as to Israel’s northern and southern regions, including Eilat in the future.

Expanding the airport’s rail array in order to adjust it to the predicted passengers’ traffic, which will increase significantly by 2030. The project includes doubling the existing rail array, including the doubling of the station’s platforms. The station’s configuration is derived from its operational needs and predicted traffic for the upcoming years.

The station’s expansion requires the enlargement of the entrance hall so that it will be able to accommodate the predicted amount of passengers and at the same time enable quick and comfortable service for both passengers and cargo. Enlarging the existing structure is expected to increase its floor size – lengthening the structure towards the east and locating vertical movement shafts connecting the entrance hall to the platforms will create a large enough space that will be able to support its many, various functions. Moreover, the structure’s height will be tripled so that it could properly hold the planned fast elevators’ shafts, which will arrive directly at the departures’ hall.

The design of the structure as a public gateway to all regions of the State of Israel integrates well with the existing array of gates, which is the leading concept for the design of all of the airport’s buildings. The structure’s visuals are modern, progressive and decorous, as befitting the nation’s entrance gate for a multitude of passengers riding onboard the only active public transportation system, which is regularly and frequently active to and from the national airport. The hall’s transparent walls maximize natural lighting in all of the station, while minimizing direct sunlight due to their directionality.

Since the station’s ground floor facade is demarcated by the terminal’s entrance columns, passengers entering the station move from a relatively lower external space to an unexpectedly higher internal space, which may both surprise and impress them. This effect is emphasized by the use of natural diffracted lighting radiating from above.

A logistics complex with immediate access to Highway 6 and Highway 35, located near major companies within a rapidly developing industrial zone adjacent to a residential area—just 1.5 km from the train station.

A functional and modern complex designed for showrooms, light industry, and storage, strategically located within the Kiryat Gat industrial area.

The structure includes two floors designated for storage, display, and light industrial activity. Each of the 46 units spans approximately 250 sqm and includes a mezzanine (about 20% of the unit area), as well as infrastructure provisions for restrooms and a kitchenette.

Each unit is accessible to trucks for direct loading and unloading.

The upper floor includes dedicated parking spaces for storage units, offices, and visitors.

Each storage floor features a ceiling height of approximately 6 meters.

The design promotes a mix of uses—commercial, storage, and office—while creating an active street-facing commercial façade with rear access for loading operations.

Durable finishing materials were selected to ensure long-term visual quality.

The building includes a landscaped façade, meets all safety and accessibility regulations, and is constructed using prefabricated concrete elements.

The bridge is located in south Netanya, crossing over Ben Gurion Street.

Its role is to provide a linking axis for pedestrians and cyclists between the Winter Lake Reserve in the east and the Iris Reserve in west, in addition to connecting east and west neighborhoods to Ben Gurion Street.

Our vision was to provide a continuous connection to the existing and planned trails in the nature reserves with minimal intrusions to the reserves themselves.The Iris Reserve is part of the Israel National Trail and linking the Winter Lake to it can expand and enrich the trail. We also wanted to create a continuous path, which separates visitors from the bustle of the highway, and evokes a sense of continuity with the nature reserves; at the same time imparting ecological values to the population ​​passing on the bridge.

The bridge is envisioned as an icon located at the entrance to the city where it is visible, from different POVs, to those both passing on the bridge and crossing underneath it, in all four directions.

At the heart of our design was the idea to create a structure that relays perpetual motion from different POVs, using a complex system composed of interconnecting spine, vertebrae and ribs, much like a living organism.

We also wanted to utilize the local topography in order to gradually expose visitors to the landscape, where at its peak they can observe the whole outline of the bridge from the west, set against a backdrop of the sea and the Iris Reserve. Furthermore, we maintained favorable slopes for visitors, by making use of the highest point in the eastern wall of Ben Gurion Street for connecting the bridge.

When planning the bridge we took into consideration its appearance both during the day and at night.

The ground equipment facility is located in close proximity to the roundabout on the main road from Terminal 1 to the eastern support and logistics area.

As part of the project to expand runway 21-03 at Ben-Gurion Airport, existing infrastructures needed to be evacuated. These infrastructures include ground equipment facilities, the Israel Airports Authority (IAA) warehouse and the police sappers’ facility.

Creating a new and modern facility, which will best accommodate the needs of Ben-Gurion Airport’s ground equipment systems.

The design was created in accordance with the height restrictions of runway 21-03’s future control tower and takes into account the particular construction requirements of the airport’s support and logistics areas.

The facility is divided into three parallel structures, with a north-south orientation:

• Building A (north) – includes management offices, the IAA’s warehouse and the ground equipment mechanics’ spare parts warehouse.
• Building B (central) – includes the inspection department and the coloring and welding workshops. The height of the structure changes according to the tools used and construction constraints, and is terraced from east to west.
• Building C (south) – includes the electrical, lubrication and mechanical workshops, as well as the parking area for the facility’s high-loaders. The height of the structure changes according to the workshops’ needs and in accordance with construction constraints.

All workstations in the facility are oriented north in order to assure the quality of working conditions throughout the year and seasons, while fully utilizing the northern areas for outdoor work, which receives northern lighting and airing on all sides. The lower external storage areas were concentrated in the east of the site, where the POV slopes.

The buildings themselves were designed in accordance with other support structures – curved aluminum covered roofs combined with orthogonal areas composed of exposed concrete. A clear area, south of the site, was left undeveloped for the sake of the future construction of a service road.

The bus terminal is intended for organized groups of tourists that arrive at Ben-Gurion Airport. It is located west of Terminal 3 and connected directly to the Terminal’s western exit. The design of the terminal answers the need for facilitating considerable traffic in a short amount of time, and integrating with the structure of Terminal 3 both visually and functionally.

The terminal will be a convenient and pleasant location, including protection elements against the changing weather, for gathering passengers in one place while they await their boarding. Furthermore, the design ensures the separate and safe movement of passengers and vehicles, with minimum conflicts.

The design answers the need for protecting passengers against the weather by creating an exit hall separating the exterior from the interior using double sliding doors. In this way, the air conditioning will not “run away”, and at the same time visitors will be protected against stronger western winds. Moreover, we planned roofing fixtures that will shelter passengers from the sun and rain while they are waiting to board the buses.

Additional concepts that were implemented in the design are: creating a space where passengers can easily gather together and conveniently exit to where the buses are parked; maintaining a strict separation between the movement of vehicles and that of pedestrians; and planning an appropriate and convenient route for the movement of passengers with their luggage. In order to ensure the smooth movement of both vehicles and passengers we decided to integrate minimal vertical disruptions (such as roofing pillars).

The design of the terminal incorporates images from the world of aviation, while employing a clear and clean architectural language, which makes use of common materials found in Terminal 3 such as glass, aluminium, etc.

Lack of adequate rail transportation options for residents of Mazkeret Batya, Qiryat Ekron, Rehovot (south) and other towns in the area.

Forging an important link as part of the vision to create a fast and efficient countrywide transportation system, connecting different towns and regions, and thus contributing to the development of the area and its commercial centers in particular.

The design will give the impression of being planted in the ground and will echo the unique style characteristics of the old town, while at the same time displaying its functionality by the combination of elements that communicate movement and dynamism.

The station is composed of three areas: a passengers’ hall, embarkment platforms and a tunnel that runs between them, located underground below the tracks.

The materials selected for the station’s design are stone on the one hand, selected for its stylistic correspondence with the stone buildings of Rotschild’s early town  (“Moshavot”) design, and metal and glass on the other hand, which communicate with the typical design of railway stations and the trains themselves.

The station was designed in the shape of a forward-moving wave, which creates a sense of dynamic movement, contributing to its apparent characterization as a transportation structure.

Development of a new train station and office complex to serve the entire western region of the city.

A vibrant and active district that will catalyze the renewal of Rehovot’s old industrial zone and transform it into a vital urban area serving the city’s residents.

A key objective is also to reconnect urban areas currently divided by a major roadway (Derech HaYam) and a railway line.

At the heart of the development stands a new train station integrated with a major transportation terminal and surrounded by office and commercial buildings.

Connectivity within and beyond the site is achieved through a system of pedestrian bridges and bike paths, woven into the new construction and taking advantage of the site’s existing topographical and typological features.

The layout of buildings and placement of bus terminals are carefully designed to maintain the continuity of the Railway Park, which extends from east to west, while also establishing a strong urban edge and gateway to the city from both the north and south.

The Ashalim site was selected by the national council in 2004, following the recommendations of a professional team for the examination of locations for solar power stations in Israel’s south region.

Three stations are located on the site – two solar thermal stations each with a 121 megawatt capacity, and a photovoltaics plant with a 30 megawatt capacity.

The Ashalim Power Plant was built using the BSE technology based on the solar tower method. In line with this method, a heliostats field was installed which is composed of computerized mirrors following the sun’s movement. The light reflected from the mirrors is directed towards a receptor at the top of the solar tower, which heats the water to more than 550 degrees celsius, and a pressure of more than 150 Atmospheres, generating electricity through steam.

The station has three main areas:

1. The heliostats field – a solar field composed of 50,000 computerized mirrors spanning an area of 260 hectares; the largest component of the station.
2. The solar tower – at the height of 250 m, the solar tower is composed of concrete constructions coated with a stainless-steel mesh of interchanging density, which is supported by a system of thin steel rods and cables; thus, an interesting interaction between light and shadow is created. The casing was designed by the architects  Eran Ziv and Yizhar Kedmi, who won an international design competition.
3. The power block area – a complex of maintenance and operations building intended for electricity generation, as is customary for steam-based facilities. After flowing through the turbine, the steam returns to the solar tower and condenses back into water for reuse. This area is located in the center of the site and spans an area of 3.5 hectares.

From a visual perspective, we emphasized the appearance of the station from both its near and far environments, taking into account the proportions of the station’s different components.

The heliostats field and Power Block, which are essentially horizontal elements and take up most of the station’s land, are observed against the ground, while the vertical element of the solar tower is observed against the sky and stands out as an icon amongst the desert surroundings.

The finishing materials we used purposefully interact with and reflect the environment’s hues – the horizontal elements reflect the different shades of the nearby hills and the yellow-brown ground layers are reflected in the Power Block’s coloration, while the solar tower is designed to reflect the sky’s hues as they appear in real-time.

As part of the Israeli government’s decision to increase its nationwide electricity generation, several plans were set in motion for the construction of privately owned and operated power stations across the country.

Establishing Israel’s largest privately owned power station, which will employ state-of-the-art electricity generation technology based on natural gas from the reserves recently discovered off the coast of the state.

Dalia Power Energies Power Station is built on the basis of National Infrastructure Plan No. 29a.

It is the largest private power station in Israel. It produces 870MW, operates on natural gas and in accordance with regulation includes diesel fuel backup. The production units operate in natural gas fired technology that are fed to advanced gas turbines, where exhaust gas is used to produce 50% more electricity without additional burning of fuel. As a result, the efficiency rate reaches close to 60%.

The entrepreneurs behind Tzafit are the Israeli company Dalia Power Energies and the international corporation Alstom Power. Dalia Power Energies is the license holder of the approximately 1 billion dollar scope project.

The station is located in Tzafit North site, in the southern coast of Israel, in close proximity to Israel Electrics’ power and switching station. In addition to the heart of the project – two gas turbine operated production units – Dalia Station includes offices and welfare areas, various technological sites, workshops, and control and supervision buildings.
The site was selected after an in-depth examination by the Ministry of National Infrastructures, Energy and Water Resources, of four alternative sites: Hagit, Mavo Carmel, Tzafit and Gat.

The examination took into account many environmental criteria, including proximity to nature values, possible damage to archeological sites, surrounding scenery and views, noise and air pollution and seismic risks. Additional design criteria included the use of land, compliance with statutory plans, accessibility and connection to infrastructures.
Since July 2015, the power station has been supplying 7% of the total demand for electricity in Israel.

The first civil air traffic control simulator in Israel is located in Ben Gurion Airport and provides all-inclusive training and instruction facilities to the local ground-based controllers. Before its establishment, training sessions were carried out abroad.

Following the decision of the IAA, the simulator was to be located in a pre-existing structure at Ben-Gurion airport, adjacent to another facility with which it is meant to cooperate. As part of the construction project, the building was reinforced against earthquakes.

Constructing a local, domestic training and instruction center, set to the highest standards, for all air control professions of the IAA.

The facility includes a simulator hall (virtual canopy) with working stations in its center, which are surrounded by LCD screens providing a 360⁰ horizontal field of vision. Air controllers in training can view the virtual airport projected on the screens from their working stations, which changes according to the training scenario.

The simulator hall is located in the inner area of the structure, since it is the quietest area and its windows could be sealed off.

The floor of the hall was raised by constructing a floating floor where the different systems and wiring could be concealed on one hand and easily accessed for maintenance on the other hand. The walls and ceiling were covered with acoustic elements in order to isolate the hall from any outside noises, and were painted in dark colors.

All infrastructural elements and systems were planned to meet the technical requirements of the facility – electricity and communications equipment were concentrated in a separate room, adjacent to the simulator itself; different systems were routed accordingly in the hall, underneath the flooring.

In addition to the main simulator hall, the facility includes offices, staff rooms, service areas, and different training spaces. Training spaces can be easily expanded in the future should there be a need. Each space was treated with specific materials to fit its function and accessibility regulations were addressed as well.

When preparing the space for the simulator’s installation we had to address various construction constraints, in order to meet the technical supplier’s demands, such as columns located in the middle of the space, low beams, height issues, seams between buildings constructed in different years, inconsistent flooring, etc. The simulator is an imported one-piece construct assessed at hundreds of thousands of Euros, so there was no room for errors or deviations.

We worked under a tight deadline, which directed our interactions with all the different consultants and disciplines of the project, and the various approval processes. All that in order to prepare the structure for the simulator’s arrival on schedule.