Abstract Existing theories of sustainable development have failed to address three common structural elements of the human-oriented transportation system: healthy neighborhoods, Transit-Oriented Developments (TODs) connected by integrated public-soft transportation network. The newly emerged conceptual model for zero-emission and zerowaste urban design named Green Urbanism like the previous theories has failed to develop those three structural elements of organic city. In this paper approaches regarding the successful integration of soft transportation to the transit network will be discussed. Secondly, the best physical standard for TOD will be determined by comparing TODs in Japan, Denmark, Ukraine and Turkey by socio-economic indicators of each TOD type. Finally, the concept of healthy neighborhood will be developed based on the Lehmann’s healthy community&district definitions, concept of human oriented transportation, and the latest eco-mobility study from Barcelona. Thus, new conceptual model for sustainable city will be proposed.

1. Organic urbanism:human-oriented design for
metropolises
Oleksandr Galychyn 1
1Doctoral student in Department of Urban and Regional Planning, MSFAU
9/17/2016
1
Kevser Üstündağ 2
2Associate Professor in Department of Urban and Regional Planning, MSFAU

2. 2
Human-oriented transportation system
Healthy neighborhoods
Transit-oriented
developments (TODs)
Integrated public-soft
transportation network
Lehman’s
Green Urbanism
How to define&describe/
measure the structural
elements within the network ?
Topology of organic city
?

3. 3
Lehman’s
Green Urbanism
Challenges of Green Urbanism
Public transportation
Soft modes
Integrated public
transportation network
?
How the soft modes of
transport can be integrated in
the public transportation
system?
?
How the soft modes of
transport can be turned into
public transport modes?

4. 4
Challenges of Green Urbanism
Standard
(american)
TOD
Affordable
housing
Physical
arrangement of space
Social dimension Physical dimension
Lehman’s
Green TOD
?
Why standard&Green TODs
only defined in social
dimension? Why TODs always
have abstract entity?

5. 5
Challenges of Green Urbanism
Healthy
community (city)
Healthy districtHealthy district
Healthy
neighborhood
Healthy
neighborhood
How to define&describe/
m e a s u r e t h e h e a l t h y
neighborhood ?
Healthy
neighborhood
Healthy
neighborhood
?
?

6. 6
Criticism of Green Urbanism
Reviewers Affilation (country) Weak’ points mentioned
Frank Price Independent Consultant(UK) • Lehman’s Green Urban concept is only applicable to
the city of Newcastle in Australia and cannot be
replicated elsewhere
Samer G. Bagaeen Professor in School of
Environment and Technology
University of Brighton,
United Kingdom
• The book provide a description of principles without
concretization of application methods
• The most part of the book’s space is directed to
Newcastle. It could be fixed by adding other case
studies it would be a real guide to urban designers and
other professionals.
• The terms of ‘sustainable’ and ‘green urbanism’ aren't
David Wadley Senior Lecturer in School of
Geography, Planning and
Environmental Management,
The University of
Queensland, Australia
• A concept been qualitative instead of quantitative is a good
thing because natural scientists won’t be able to mentally
construct urban features in their head or implement
principles in real urban environment without qualitative
element.
Nick Taylor Buck Research Associate in the
Sheffield Urban Institute,
University of Sheffield,
United Kingdom
• Information is not relevant to the context and some
statements in principles have poorly linked with each
other to provide a consistent picture of each concept.
(for example relation between social setting & context
and climate-adapted envelope technologies is in
question).
• Transferability of Newcastle’s context is in question
because of specific geographical settings, climate
conditions and population.
!

7. 7
Integrated public-soft transportation network and human-oriented design
Integrated public-soft
transportation network
Promotion of
bicycle on district,
neighborhood levels
Redevelopment of
some districts to
allow dispersed
destinations in the
city
Organically consistent
framework that allow as
solve physical&social
issues associated with
bicycle.
Is it really possible to
combine physical and social
transformations in the
consistent framework?

8. 8
Problems associated with the social dimension of bicycle
Affordability
Equality Security
Social
Issues
Unequal
security in
mixed parking
Bicycle-‘private’
sport equipment
Number of lots is
insufficient for
all
Diversity
of prices
in lots

9. 9
Social transformation of the bicycle
Affordability
Equality Security
Perception
of bicycle
Backyard or
lawn as
short term
parking
Remove
complexity from
the bicycle's
design
The only
difference between
bicycles is in the
Bicycles are
produced only
from the local
materials
Bicycle is a pubic
mode with monthly
pass (like subway)
Example: Public bicycle
system in Osaka (Japan)

10. 10
The studies showed that 3km-effective catchment zone,
and 5km -decaying effect boundary.The mixed traffic
scheme within 3 km from the station will include
shortened width of road from both sides, from one side
pedestrian path from another side-bicycle line.
Scheme will work in the following way: drivers
dissatisfied by congestion because of shortened road
width and reduced speed will seek other option
(walking or cycling)- following the the benefits of
economical public bicycle they will probably chose
bicycle if they commit for long distances , or walking
(subway commuters) in case of short commuter
distance.Those we have doubling of width of pedestrian
path (central zone) or bicycle line width (suburban
zone). After that road became less wide due to
diminishing of car’s amount to accommodate the bus
rapid transit (BRT) system.
In long term road will incorporate only the BRT line,
bicycle line will double in width, pedestrian path will
double in width due to release of the road from cars
completely. Finally, BRT line within 3 km from
subway/bus station will be removed along the bicycle
line, and remain only where bike rack service exists.
This way a proper integration, that ensure cheap and
good quality service, proper integration of modes
without significant capital costs, as well as improved
safety level can be reached.
Fig. 3.1. (a) Within the bus/transit station’s proximity; (b) Outside of the bus/transit station’s
proximity
Pedestrian-oriented design

11. 11
Minato HighwayOrganically consistent framework in Osaka
• The method of design was to divide sidewalk for pedestrian part (path) and
bicycle part ( line). In case of surplus of highway width, that width were
reduced along with establishment of bicycle line.
• For example, in the highway Minato pedestrian and bicycle path were
separated by planting zone.In other words, to avoid contact between
pedestrians and cyclists comfortable running space were established.

12. 12
Scientists research environment, planner social cohesion
but when they collaborate in environmental issues the
socially optimum decision could be reached. The citizen
by collaborating with government could transform
culture perception in accordance with economic
constraints. After that by collaborating with each other
social optimum narrowed by social constraints. That is
were safety will emerge. And, Osaka decision system is
going up down. What can be learned from Osaka is the
unique vision of spatial&physical solutions generated by
means of Kaleidoscopic method .
West plans look on comfort that is put
above those three dimensions and have
strong link with the social aspect only.
Japanese vision on other hand focused
on safety that is a parameter that is link
to all four dimensions of diamond.
Thus, changes in safety make those four
dimension change in the same manner.
With the aim to protect cyclists from
external influences not just road width
were shortened providing some space
for a bicycle traffic but also they were
protected from clashes with cars (safety
factor-social aspect), and air&noise
pollution (environmental aspect)
communing from the road. The
economical aspect is evident from
utilizing cheap and simplest public
bicycle as well as time savings from
following arrangement of streets. For
generating such decision special unit
can exist that combining design makers,
aspects and a result of combing this
forcing in in one term with is both
input .
Safety driven decision system in Osaka
1.Plan
2. Strategy
3. Action

13. 13
Safety driven decision network in Osaka

14. 14
Lehmann have defined ‘Green TODs’ in social dimension
by adding to standard american TOD the affordable
housing and leaving physical arrangement of space that
has been proven to be ineffective in standard american
TODs and TADs out of the picture. Thus, in this part
TODs throughout the world will declassified by four
different types in term of physical arrangement, and then,
will be compared by their spatial impacts .
Physical arrangement of TOD

15. 15
In USA widely utilized transit -oriented developments (TOD) . TOD is a compact, mixed-use community, centered
around the transit station that, by design, invites residents, workers, and shoppers to drive their cars less and ride mass
transit more . Benefits can be shortened to the :vibrant, walkable communities; increased density which saves
valuable agricultural land; increased transit ridership; reinforcement of the link between transportation and land use;
reduced need to drive, resulting in fewer automobile-related accidents; improved access for seniors and those with
disabilities; a reduction in greenhouse gas emissions with fewer cars on the road; a healthier population with more
residents walking and cycling; and shorter commute time. However, in practice those developments often they are not
complete communities that contain business an services, schools, retail sector and entertainment industry. Residents
of American TODs utilize it only commute by train, but use their cars for getting to and from the station. Outside of
working hours, frequency of transit service drops significantly, thus at that time vehicles is preferred . Suburban
TODs are usually don't have many passengers at pick hours. So, density might not be high as planned.
Transit-oriented development (TOD)
TODs in the Suburbs (Portland Region

16. 16
!
Transit-Proximate Developments (TPDs) in Ukraine and Turkey are walkable developments, that
comprise of only from housing in the proximity of station and/or with retail sector and enormous
parking spaces adjacent with it. Those developments don't have jobs, schools, services, entertainment,
and recreation facilities in the proximity of station. Car used to get to the station in the morning and
from the stations in the evening with a little commuting on subway as economy on gasoline and time
due to congestion created along the highways above those stations. Frequency of service in the time of
trips for working purposes together with large portion of time for parking purposes make this car-
subway relationship not very productive in those time of communities. The reason is the separate land-
uses usually poorly connected with each other that makes walking time from station -car, shop-car
walkability lower than in traditional type of community.
Such type of developments are usually characterized as low-density because housing located behind
the shopping zone, which can spread around station separated by lawns and parking lots as well as
roads, and housing. TPD isn’t compact development because of separation of land uses and ownerships
creates leapfrog developments inside TPD without functional open spaces.
Transit-Proximate Development (TPD)

17. 17
Levent and Şişli stations (Istanbul Metro)
Serpnia and Botanichnyi Sad stations (Kharkov Metro)
Examples of Transit-Proximate Developments (TPDs)

18. 18
Transit-Centered Development (TCD) in Denmark-is a compact, mixed-use community, centered around
the transit station, that served by frequent all-day train service aimed to promote bicycle along with
restriction of car parking space and rising tariffs. Car parking space usually very limited and very expensive
(revenue is collected from parking charges) in such time of community.Unlike TAD ( Transit- Adjacent
Development) found in North America and TPDs in Ukraine and Turkey TCD are complete communities
that contain business an services, schools, retail sector and entertainment industry. Car park usually multi-
stored unlike traditional TODs .
Thus, more bicycle parking space and restricted multi-stored parking with high tariffs and all-day frequent
train service is what make this community regarded as the TOD in Portland. This fact also makes those
communities more close to Japanese RICs. However, there exist problems like residents using their cars for
getting to and from the station, low frequency of transit service outside working hours, thus at that time
vehicles is preferred, low density during rush hours, and undeveloped green spaces of the separate uses, and
creates lawn areas. In addition, it should be noted that price of public housing in proximity of station is
higher than in Portland, but lower than in Japan.
Transit-Centered Development (TCD)

19. 19
Nørreport and Flintholm Stations (Copenhagen Metro)
Lergravsparken and Vestamager Stations (Copenhagen Metro)
Examples of Transit-Centered Developments (TCDs)

20. 20
In Major Metropolitan areas of Japan (Tokyo, Kyoto or Osaka) automobile ownership doesn't have much
importance like in USA or Turkey, because people each day using train, bus, bicycle, or walking. Station form cluster
with employment, entertainment, shopping, and government services around them, therefore lowering needless in the
automobile. Density in the station proximity are high, property values increase within the area near the station, mix
of land uses observed, access the station is usually possible by walking or by bicycle. Automobile parking area is
very limited. However for bicycle parking it is suitable, transit system incorporated high frequent service during
every working day. RICs characterized as the high density, safe, mixed-use, pedestrian-friendly developments around
railway stations that act as community hubs, served by frequent, all-day, rail rapid transit and accessed primarily on
foot, by bicycle, or by public transit. They were created due to successful diversification strategy of private railway
companies by diversifying in the real estate, construction and retailing.
Rail-Integrated Community (RIC)
Tama Plaza and Jiyugaoka stations (Tokyo Metro)

21. 21
Jiyugaoka Station (RIC’s fragment)
Comparison between four types of TOD
RICs can be alternative to the Lehmann’s self-proclaimed ‘Green TODs’. Later this point will be proved by
quantitative data from four examples from USA, Japan, Turkey, Denmark to support view that RICs are much
better physically arranged than ‘Green TODs’, and therefore, can be included in the 6th principle of Green
Urbanism concept instead of ‘Green TOD’.

22. 22
Healthy Neighborhood and Green Urbanism concept
!
Lehmann has been ignoring healthy neighborhood as independent concept as his focus of his study was
bounded the healthy community (city) and healthy district. Lehmann defined the neighborhood as a mix
of affordable housing that shared among residents where local materials are recycled and clear water
utilized.
Thus, it pose the question: ‘ If neighborhood affordable, shared, waste-eliminating, clear water-oriented
is enough to be considered healthy neighborhood?’ Let’s look on this problem from organic transport
approach perspective. Where are spatial regulations& physical regulations? They are out of ‘Green
Urbanism focus’.

23. 23
There exist two types of neighborhoods in world: traditional neighborhood and soviet union neighborhood called
microraion ( micro-district). Traditional neighborhood defined as bound of people concentrated spatially in one
place without scale requirements. On the other hand, micro-district-is a well-spatially defined area bounded by
construction rules and regulations which calculated as average value based on area of utilization (center,
suburbia, industry zone, zone of regional transport, etc where all dimensions and distances are based on
economic, environment and social considerations. It doesn't means that micro-district is a healthy consistent
development that is organized by means of human-oriented design and Ahwahnee principles. However, it could
add scale factor to the abstract concept of neighborhood as well as consistent physical organization and
boundary for its development (highways) for densification.
If we add to this formula hosing types arranged in accordance of residents income as well as capturing the
potential energy in organic waster streams ( food, sludge and green waste) as this a pilot project have succeeded
only in case studies on some Sweden and Denmark cities.In every city micro-district is restricted by highways
from all sides because the harmful levels of noise and air pollutions are coming from highways. Usually
neighborhoods are protected by planting trees along the road even in two-three lines, digging canals to remove
noise. Thus, we have a protection area that take a significant space and remains outside of people use. And, this
space ( two or three lines of trees) along with part of road can be utilized as citizens (pedestrian spaces). Thus,
streets became ‘citizens spaces’ for them to communicate, learn, exchange,participate and spent time in their
leisure. In other words, secondary streets will be taken back from cars to citizens.
Healthy Neighborhood Concept

24. 24
The populistic invention her is Cerdà’s idea of octagonal blocks chamfered in the corners that not only
increased of safety of the drivers on the road but also neighborhoods with equal population and there
areas where doesn't exists any difference between rich and poor. And, inner spaces could be developed
acceding to the micro-district role model. If we combine micro-district with Lehmann’s eco-districts&
mixed-use neighborhoods, danish method of capturing energy in organic waster streams as well as
Cerdà’s idea of octagonal blocks chamfered in the corners & promoting bicycle with restring other types
of transport in the secondary road the healthy consistent neighborhood concept could be developed.
Design of Healthy Neighborhood

25. 25
Barcelona’s Superblocks Plan Major Innovations
Superblock- mini version of micro-districts that are made up rectangular networks, some 400 by
400 meters . The inner part is restricted for automobile traffic& above ground parking. Though the
inner streets are generally reserved for pedestrians, they can be used by residential vehicles, services
(water, waste, electricity, etc.), and free passage of bicycles is also allowed. In the external part of
superblock a car, bus &lorry traffic is concentrated.
The pacification of the inner areas of superblocks will reduce walking time , because of linear
pedestrian paths along highways and lesser waiting time on the crossings of surrounding highways.
It would be possible for the average time savings in 3x3 structure to reach even 15% . It also allow
multiplied uses for citizens in the of the neighborhoods in proximity and to make public uses ( like
talk sitting the bench) make people don't forget they live in the city and stay in touch with city life.

26. 26
Superblocks model
Multiple uses
On crossroads of secondary streets could be created space
of multiplied uses. What is interesting that car remains on
both models. That means if it a resident’s car it allowed?
Even if the speed is restricted to 10 km/hour utilizing car.
Moreover, the speed control couldn't be monitored 24
hours per day. That means not only resident’s health
leaving inside would be in harm but also maintenance cost
cloth of road will be growing with the time. Barcelona
have significant amount of districts that would be
destroying because of these factors. And ‘urban slums’ will
have a good conditions to emerge in 20-30 years. Instead
of organizing a set of cultural activities on the street
crossing where car is still allowed would be better to
design a Palace of Culture that designed to incorporate the
same functions (recreational&sport activities) in the
geometrical center of the neighborhood.
Another issue at hand that a healthy neighborhood should
be self-sufficient, consistent, self-producing structural unit
of the city. Can the citizens design healthy neighborhood
by themselves without help of local administration?
Privately produced plans will make perfection without
functionality that isn't healthy environment. This is a
biggest flaw of this plan.
Barcelona’s Superblocks Plan Major Flaws

27. 27
Results
1.By analyzing Smart Growth, New Urbanism, Green Urbanism theories were identified that Green Urbanism is an
extension of Ahwahnee principles that provide implementation strategy for this policy framework and paraphrasing
all of principles except climate, water and food-producing roof gardens.
2. A consistent definition of Green Urbanism were established from which three issues in Lehmann’s theory were
identified: bicycle integration with bus/rail transit on city scale, ignorance of physical arrangement of space as a
means of defining effective TOD, explanation of healthy city&district instead of lowest structural unit of the
sustainable city-healthy neighborhood.
3. By analyzing a critical reviews of Lemans book were identified that those issues haven't been mentioned by
critics till present time. Instead they focused on other issues that lacked in his book: transferability a Newcastle’s
context to other case studies, lack of operation definitions of ‘sustainable’& ‘green urbanism’ terms, irrelevant
information in the the context and poor linkage of some statements.
4. By analyzing human-oriented transportation system the street design in accordance with the organic
transportation approach was proposed. Case study from Osaka bicycle systems helps as to change perception about
bicycle from ‘ symbol of privacy&sport&wealth’ to ‘public&life&people” and role of safety driven decision
making in creating organic street design.
5. By comparing types of TODs RICs was chosen as alternative to Lehmann’s ‘Green TOD’ paraphrase of standard
TOD.
6. Lehmann’s eco-district& mixed-use neighborhood definitions micro-district was reintroduced as a physical basis
for healthy community design.
7. Danish method of capturing energy in organic waster streams as well as Cerdà’s idea of octagonal blocks
chamfered in the corners were claimed to be essential in formation of the healthy neighborhood concept.
8. Based on the analysis of Case study from Barcelona were concluded that the policy of promoting bicycle with
restring other types of transport in the secondary roads of ‘Superblock’ should be added to healthy neighborhood
concept in order to successfully implement it in the real urban context .

28. 28
Thank you for attention!