Studies related to the growth of the transportation networks from the second half of the 20th century have constantly been focused on the topological complexity of motorized&public transportation network (internal geometry&dynamics, occupied space, and geographical settings), or the structural properties (complexity of network structure). However, those studies have failed to incorporate the concept of an integrated public-soft transportation network, and the human-oriented transportation system, and its structural elements: soft transportation network, accessible nodes called Transit-Oriented Developments (TODs) (internal geometry&dynamics), healthy neighborhoods (accessible space occupied by transportation networks) and, most importantly, its topological attributes. Additionally, the relative location (urban geographical settings) haven't been adequately represented in their models to refine through the cumulative effects of internal&external constraints the final output model: humanoriented transportation system and to formulate a finalized concept of the organic approach for megalopolises. In this paper, the advanced phases of transportation network growth: integrated public-soft transportation network and human-oriented transportation system will be discussed. Secondly, the topological attributes of those networks will be determined by comparing to the our concept of human-oriented transportation system, integrated public-soft transportation network in Finland (Helsinki) with ordinary one in Italy (Rome) through the organic transportation approach perspective, taking into account an existing set of the topological attributes for each case study as well as technological considerations. Thirdly, the concept of human-oriented transportation system will be implemented in the relative location of Bozcaada to transform it to the Organic Island. Thus, a new conceptual model for the organic approach for megalopolises (accessible& sustainable society coexist &develop alongside the sustainable mobility) will be proposed.

1. 9/25/2017
1
Organic transportation networks: human-
oriented renewal of modern megapolises
Oleksandr Galychyn 1
1
Doctoral student in Department of Urban and Regional Planning, MSFAU
Kevser Üstündağ 2, Shqiprim Ahmeti3
2Associate Professor in Department of Urban and Regional Planning, MSFAU
3Master student in Department of Urban and Regional Planning, MSFAU

2. 9/25/2017
2
!
Green Urbanism
New Urbanism
Smart Growth
Organic Urbanism
?
?
?
?
Does urban system have a
multi-dimensional structure ?
?
Social
System
Physical system
Biological
system
Urban system
Does urban system have
organic and dynamic nature?
?
Does urban system
occupy a the same
space as a
transportation
system ?
?
?

3. 3
Transportation
network growth
streams
Physical
regulations
Economical
dimension of
sustainability
?
Physical
dimension
Cost savings
Where social&
environmental
dimensions ?

4. 4
Topology
Sustainability
Organic
transportation
Metabolism
?
? ?Geography of
transportation
networks
? Network evolves as
simple geometrical shape
under geographical
constraints….
GEOGRAPHY OF TRANSPORTATION NETWORKS (1962-69)

5. 5
Public participation
Local level
Social data
Demand
(DFM)
Supply
OPTIMIZATION AND DESIGN OF NETWORKS (1970-87)
?
Physical data absent in
the study….
?
Why the other
dimensions of organic
transportation absent?
?
Is it really fully
developed public
participation
mechanism?
Decision-makersSuppliers Users

6. 6
Local level
Social data
Demand
(DFM)
Supply
STATISTICAL ANALYSIS (1975-PRESENT)
?
Physical data absent in
the study….
?
Why the other attributes
of spatial dimension of
organic transportation
absent?
?
Environmental&p
hysical dimensions
are not taken into
consideration
Statistical analysis
Topology
Diversity
Time
Why during the 30 years
of stagnation topology
doesn’t changed?
?
?
?

7. !
!
!
Ownership
structure
!
!
!
s
Management&governance
(local level)
Spatial dimension
Supply
Economics
Network
effect
!
!
!
s
!
!
!
Cost
savings
!
!
!
!
!
User
prices
!
!
!
s
Governmental regulations
!
!
!
Diversity
!
!
!
s Path
dependance
ECONOMICS OF NETWORK GROWTH (2002-PRESENT)
Topology
Dynamic interactions
?
Sustainability?
Organic
transportation?
Multi-disciplinary
nature??
List of attributes is
complete?
Sustainable public
transportation system
is more than mix of
affordable electric
modes shared among
passengers?
?
Operational
definition?
?
?
What is the
function of this
system in a wider
context?
7

8. 8
8
Geographical
constraints&
path
dependance
!
!
!
s
Hierarchy of nodes
Cause-effect relationship
!
!
Closeness
!
!
!
s
!
Betweenness
!
!
!
s
Degree
!
!
!
s
Eigenvector
!
!
!
s
Spatial dimension
!
!
!
!
Centrality
!
!
!
Topology of node
Micro processes
NETWORK SCIENCE (2002-PRESENT)
?
Which attributes
can be applied
instead of this one
t o r e a l w o r l d
network (function
o u t s i d e o f
vacuum)?
Not applicable to
the underground
networks?
?
Hierarchy of
nodes?
Agglomeration?Density?
Hierarchy of links?
?
?
?
?
Transportation networks
converges in the similar
shape according to this
representation?
?

9. 9
Bicycle&pedestrian
path
Distance
!
!
!
Dimension
!
Hierarchy
Centrality
!
!
!
!
!
Compactness
!
!
!
s
Pedestrian-oriented
design
!
!
Pattern
!
!
!
!
Sustainable
design
Transformation
Sustainability?
Organic
transportation?
Multi-disciplinary
nature??
List of attributes is
complete?
?
What is the
function of this
system in a wider
context?
?
How many stages?
?
How can a simple
transformation
evolve into
metabolism?
?
SUSTAINABLE TRANSFORMATION OF NETWORK

10. 10
ORGANIC TRANSPORTATION METABOLISM
Global
participation
Governmental
regulations
!
Management
&governance
! Cultural
dimension
!
Societal system
Societal
metabolism
Spatial
dimension
Built
Environment
!
Physical
dimension
!
Urban system
Ecosystem Ecosystem
Human-oriented
transportation system
Organic
transportation
metabolism

11. 11
Integrated public-soft transportation network in Finland (Helsinki)
Social dimension
Physical di
Perception of
bicycle
!
!
!
Affordability
!
!
!
Equality
Security
Public
?
Physical data
present….
?
Bicycle traffic
Pedestrian
-oriented
design
!
!
Pattern
!
!
!
!
Street design
Built
Environment
!
Built
Environment
Standard
decision
Management&Governance
Optimization
Preferential
Attachm
ent
Pedestrian
accessibility
absent
Safety Driven Decision
System is Absent….
Social Integration Physical Integration
Social constraints ( standard of living,
education and training , community and
equal opportunity) cannot limit alternatives
?
?
?
?
Kaleidoscopic
method
Public Participation
Spatial Integration
?
Hierarchy
Topography ,
hydrography and
geology are ignored
Orientation and extent is unpredictable due to
street design poorly linked to the pedestrian-
oriented design, hierarchy to pattern
?
Ownership
Structure
Sprawl
?
Diversity
?

12. 12
Motorized transportation network in Italy (Rome)
Physical
Infrastructure
for cycling
Traffic
Calming
Measures
Standard
decision
Demand
(Needs)
Pedestrian
traffic (Human
behavior)
!
!
Pattern
!
!
!
Ownership
Structure
Built
Environment
Public ParticipationVulnerability
Delays
!
Streetdesign
Physical dimension
Social dimension
Social Integration hasn’t been archived due to the lack of the
modified perception of bicycle in accordance with
affordability (time, congestion and maintenance costs),
equality (number of bicycle lots is insufficient for all due to
the presence of car-sharing service stations&parkings near
boundaries of ZTL), security (health&safety issues).Thus, the
social transformations in Rome unlike Helsinki has failed to
attain the social recognition of bicycle as the short-distance
mode and also to change of perception of bicycle from
individual to the public mode.
?

13. 13
Rudimentary network in Bozcaada (Tenedos) Island
13
Physical
Infrastructure
Standard
decision
Gated
Enclaves&
Rentals
Relaxation
!
!
Pattern
!
!
!
Ownership
Structure
Built
Environment
Public ParticipationSafety
Time savings
Physical dimension
Social dimension
The same negative effects as in Rome hasn't been produced
due to low population and early stage of motorized
transportation network employed across the island; therefore,
physical structure is utilized instead of pedestrian-oriented
design. Those effects emerged due to the difficult procedures
to get permission for reconstruction within protection areas,
and a limited of space for the network growth.
?
!
!
!
Premium
!
!
!
Security
Segregation
Traffic
Data
Geographical
constraints
Social
constraints

14. 14
1.By analyzing five streams related to the transportation network growth: geography of transportation
networks (1962-1969), optimization and design of networks (1970-1987), statistical analysis of the network
growth (1975-present), to the economics of network growth (1996-present), network science (2002-present)
have been found that environmental and social dimension were never assessed to predict a growth of
transportation networks except of social data, or human behavior and needs, to generate demand forecasting
models during optimization stream.
2.The four groups of the topological attributes across spatial dimension were extracted from those studies:
network attributes, space occupied by transportation networks, built environment and geographical
constraints with 22 attributes generalized to be included into the advanced phases of transportation network
growth. Those attributes have been linked to the physical transformations (pedestrian-oriented design) and
social transformation (modified perception of a bicycle in accordance with affordability, equality, security
and social design of neighborhood) across the spatial dimensions to finalize an integrated public-soft
transportation network concept.
3.The rule of social optimum were introduced and case studies from Helsinki and Rome helped to confirm that
rule regarding socially optimum decision essential in producing physical transformations for integration of
public and soft transportation networks.
4.By adding the concept of healthy neighborhood, organic hub and rail-integrated community (RIC) as well as
underground, education &training, global participation and cultural dimensions to public-soft transportation
network a human-oriented transportation system concept was developed.
Results

15. 15
!
1.The case studies of Helsinki were helpful in understanding that integration of public and soft transportation
networks cannot be successfully completed without safety driven decision system simultaneously
implemented with the optimization of pattern of bicycle & pedestrian paths .
2.The case study of Rome has showed that utilization of traffic-calming measures with the physical
infrastructure for cycling instead of pedestrian-oriented design to bicycle and social design of neighborhood)
will result in motorized sprawled pattern of urban transportation network.
3.The last case study identified limitations of the human-oriented transportation system framework due to low
population, tourism-oriented industry and absolute barrier for development (sea). Therefore, in this case only
by reinforcing a spatial transformation with technopolis concept and adding an internal&external interactive
knowledge networks the transportation network was modified to be suitable for transformation into the
human-oriented transportation system.
4.This concept can still be used as both policy framework and implementation guidelines, and this is a
framework that defined in both social&physical dimensions. Therefore, any local government or/and private
developer will benefit from utilization of this concept in practice for sustainable renewal of megalopolises.
Consequently, the network represents a mind map to generate new narrow or comprehensive ideas about
phenomenon in question by combining/splitting or changing location of elements without harm to the
dynamic equilibrium.
Results

16. 16
Thank you for attention!