Securing climatic accessibility to public transport including highlighting secondary activity centers that did not receive prominence in the statistical zones analysis. On the other hand, each of the two indices led to the conclusion that, in each area we analysed, shading operations should be focused on areas bordering almost all the urban train stations. In this respect, it is also possible to rely on the Shade Priority Index in statistical zones to define areas of top urban priority for shading. The calculation of shading prioritisation indices in the four urban areas we examined in the study revealed significant differences between them, both in passenger quantities from different transportation stops and in the shading conditions in the routes leading to them, and helped to identify key weaknesses of climatic accessibility to transportation stops in each city or town. These differences emphasise the importance of individual mapping of shade conditions and passenger quantities in each city before deciding on shading actions in urban spaces. The mapping produced during the study makes it possible to determine that the method presented here can be implemented relatively easily and on a relatively large scale in all cities in Israel for clear prioritisation of streets and areas where the addition of shade is required. A comparison of the level of climatic accessibility to public transportation between different cities could then be conducted III
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