نشریه اندیشه راهبردی شهرسازی
پیاپی 2 (بهار و تابستان 1402)

Due to the fact that today's world has undergone changes and transformations in various fields, the growth and expansion of informal settlements and its consequences have also changed. Today the process of forming informal settlements has changed and this change itself necessitates the analysis of the factors influencing this phenomenon. Informal housing communities can be examined from two aspects, first, the unconventional structure of houses is in conflict with the rules of architecture and urban planning and do not have any of the appropriate housing standards, as a result, they are considered as an unconventional phenomenon in the urban system. Secondly, from organized and empowered aspect, the residents of these communities are people who do not own suitable housing compatible with human dignity and identity. From this point of view, demolition is not the final solution therefore urban planners are looking for solutions to organize these communities through empowering the residents in order to evoke a sense of participation in people. The aim of this research is to analyze the influencing factors on the formation of informal settlements in Tehran 19th district. Also, among the many approaches in order to organize the formation of these settlements, the empowerment approach has been chosen as the chosen research approach with emphasis on the three axes such as residents, management structure and upgrading neighborhoods. This research is an applied research and based on descriptive-analytical method. The statistical population was formed by the municipal experts of Tehran 19th district and the sample was distributed randomly. The data collection method is a library documented and all data was collected from questionnaire. TOPSIS model has been used to analyze the criteria influencing the formation of informal settlements. Based on the findings, it can be noticed that high migration to Tehran 19th district with a score of 0.504, has been able to be at the top of the examined criteria and reach the first place. In this regard, the criterion of high unemployment rate among the job seeking population, especially women, with a score of 0.484, took the second place, and the criterion that took the third place pointed out that the high population density is more than the average population density in the region, and finally, criteria such as the low participation of residents in the prepared development plans in the region, the existence of social anomalies in some localities, the existence of abandoned and unsafe spaces inside and around the urban context, etc. are in lower ranks. The informal urban settlement in the 19th district of Tehran has economic, social and physical characteristics specific to car settlements, whose formation is mainly due to migration to this area, lack of job opportunities…, and all stages of formation, including primary core has gone through the stages of transition and integration. Therefore, by emphasizing community-oriented planning and paying serious and deep attention to the stages of formation and special social, economic, cultural and political conditions in the creation of this settlement, an effective step can be taken in organizing the neighborhood and empowering its communities.

Livability is one of the concepts that was raised at the same time as sustainability and is used together as a guiding principle for planning and urban planning policy. Paying attention to livability criteria in planning and designing cities and especially neighborhoods can create higher quality environments for citizens' lives. The purpose of this research is to investigate the livability level in two planned and unplanned contexts in Qazvin city. The current research has a descriptive-analytical quantitative approach. In this research, by studying the prevailing theoretical literature, seven main components were considered to measure the livability in residential areas, which are: social capital, economic justice, vitality, identity, compatible physical environment, access and context resilience. Then, using the available statistics, field survey and questionnaire, each of the parameters was measured in two contexts of the irregular (Ghiyasabad neighborhood) and pre-planned (Minoodar neighborhood). These two neighborhoods are at the same time in terms of their formation period, but different in terms of their formation method, and as a result, they have different physical, social, and cultural qualities, so they were selected for investigation. Then, for each of the 7 mentioned components, indicators and metrics were defined to make them measurable, and using the AHP technique, the components and indicators were weighted and the relative score of each of the target context was calculated. In the Analytical Hierarchy (AHP) method, after drawing the hierarchical tree, the weight of each of the criteria and indicators was calculated using a questionnaire that was provided to 21 experts and specialists in this field. The obtained weight was multiplied by the unscaled number of each index and finally the final weight of the options (in this research, Ghiyasabad and Minoodar neighborhoods) was obtained. The difference in the nature and quality of the physical, social and functional environment of these tissues has caused the difference in the livability of the neighborhoods. Based on the results, the livability of Ghiyasabad neighborhood as a contemporary unplanned fabric of Qazvin city is higher than Minoodar neighborhood with a planned fabric. It seems that One of the important reasons for the low level of livability in planned neighborhoods is the lack of attention to social-cultural issues in the design phase. In addition to the low level of social capital, the lack of collective spaces with local identity in the newly designed context of Minoodar neighborhood and the lack of functions and symbols of local indicators have caused a decrease in the sense of belonging among citizens. This review identifies planning priorities in these two contexts to achieve higher livability. Therefore, in the designed context, attention was paid to solutions for improving social capital, improving the vitality of the city environment and creating a unique identity. In the undesigned context, planning to improve the level of resilience and eliminate incompatible uses should be prioritized.

Metropolises are evaluated with different indicators, but the indicators used in the rating systems are not indigenous and have never been looked from Islamic point of view. It seems that the Islamic approach can be a suitable basis for ranking cities. This research was developed with the aim of searching for a theoretical model explaining the ranking of cities from the perspective of Iranian-Islamic thought and seeking answers to questions such as what is the conceptual model explaining city ranking from the perspective of the Iranian-Islamic city.For this purpose, researchers have used various quantitative and qualitative methods such as interviews, questionnaires, qualitative analysis and secondary data analysis. In order to verify the model, structured and semi-structured interviews and Max Kyuda software were used. The community of experts and professionals includes 25 philosophers and specialists in the field of Islamic urban planning.Two categories of factors can be identified in the conceptual model of urban ranking, horizontal and vertical factors.The first category are the factors that create the biological and spatial quality of people in every context and are used in conventional ranking indices.Meanwhile, the second part, i.e. the vertical factors, have secondary, valuable and implicit content and include rating indicators corresponding to the Iranian-Islamic thought. These factors are like warp and weft that can turn the city rating indexing device into a tent. It seems that the horizontal factors determine the explicit and universal content, and the vertical factors based on the framework of thought have a greater contribution to the implicit and value judgments of the ranking indicators. It provides an inference model of horizontal and vertical factors shaping the conceptual model of urban ranking. According to this model, the components of faith, perfection and happiness and the journey to God along with remembrance, attention and worship are among the vertical factors of the superiority of one city or biological complex over another.Originating from vertical factors, five pillars of Iranian Muslim citizen (intellectual-ideological aspect and subsistence aspect), citizen interactions, city interactions and city context can be identified.The results indicate the effectiveness of the tent model on the pillars and components and indicators of urban ranking. The first pillar; the intellectual-ideological aspect of the Iranian Muslim citizen includes 2 categories (reminding and awareness, explanation jihad, spirituality and ethics, and scientific jihad), the second pillar; the livelihood of Iranian Muslim citizens includes 3 categories (salary, productivity and economic prosperity, health and lifestyle), the third pillar; citizen interactions with each other include 4 categories (nation solidarity and socio-political interactions, Islamic justice and governance, identity and dignity, family dignity and privacy, and the general level of satisfaction of citizens with the city), the fourth pillar; city interactions (interaction with others, Iranian Muslims in the national and international arena) including 2 categories (national and international relations and tourism and independence and synergy with other metropolises) and the fifth pillar; the bed of the city (the city, the arena of excellence of citizens) includes 5 categories (accessibility, naturalism, habitation, public spaces and resilience)

The use of public transport is considered a need for society, because of problems such as waste of time, air pollution, higher costs, etc that are caused by the use of private cars. The form of the city, which directly affects the development of public transport, is one of the criteria that must be considered. If these factors are properly identified and used accurately, they can contribute to development based on the needs of society. There are organic and designed forms in the city of Rasht, so it is not possible to develop public transportation without considering the form of the city. Therefore, this study aims to investigate the effect of urban form indicators on public transportation in four neighborhoods in Rasht. The present study is a developmental study using a quantitative method. "Shannon Entropy" and "Cumulative Weight Assessment Model (WASPAS)" methods, have been used to weight the indicators and rank the neighborhoods. In the first step, the current status matrix was adjusted based on the urban form indicators. In the second step after standardization of the matrix, the indicators were weighted by the Shannon entropy method. Then the WASPAS method was used to rank the neighborhoods; Therefore, in the third step, after calculating the weight of the indicators the data were normalized. In the fourth step, the weighted sum matrix (WSM) is formed and the weighted sum of the indicators is calculated. Then in the fifth step, the weight multiplication matrix (WPM) is formed and the weight multiplication of the indicators is calculated. In the sixth step, the variance Q1 and Q2 are calculated. In the seventh step, for the final ranking of the neighborhoods, the Landa (l) value of each neighborhood is calculated. Finally, in the eighth step, for the final ranking of neighborhoods, the value for each neighborhood is calculated. The ranking of the studied neighborhoods shows that Pirsara is ranked first among the four neighborhoods studied. In other words, the impact of urban form indicators on public transportation in the Pirsara neighborhood is more than in other neighborhoods. Golsar, Maskan Mehr, and Lakan neighborhoods are also in the next ranks. This means that the neighborhoods with a higher rank in this study can develop more public transportation, and with proper and principled planning, the situation of these neighborhoods in terms of public transportation can be improved. Due to the limitations of the urban form of Rasht and also the mentioned neighborhoods, it is not possible to implement various modes of transportation such as subway, BRT, etc; Therefore, it is suggested that the existing modes in each neighborhood should be developed according to the research findings. Also, according to the ranking of neighborhoods, despite the suitable form of the Pirsara neighborhood, this neighborhood has the least variety of transportation modes among the mentioned neighborhoods. As a result, according to the needs of the mentioned neighborhood, it is suggested to create a bicycle and pedestrian path in this neighborhood. Also, the Pirsara neighborhood can use shared vehicles.

Currently, the development of urban creativity is one of the newest and most important paradigm regarding increase of competitiveness and economic development based on urban entrepreneurship. Meanwhile, Sanandaj City has recently been registered as UNESCO’s creative city of music. Thus, important opportunities have been provided for stakeholders to let them represent Sanandaj’s brand in collaboration with each other. Therefore, the main aims of this research are to investigate this process, propose a branding framework, and contribute a creative city of music to the tourism development of Sanandaj. The current study is a quantitative-qualitative research with a practical approach evaluating the creative city and branding indicators in order to facilitate the branding process of the creative city of music. In this research, information has been collected through surveys and documents. The tool for collecting research are library data and a questionnaire that includes 5 general questions and 44 5-choice questions on the Likert scale. The questions are designed in 11 sections, in each section, questions related to each index are included. The sample size of the research was 384 people obtained through the Cochran method, and the questionnaire was distributed among 390 citizens. To ensure validity, the questionnaire was approved by experts. In the following, Cronbach's alpha method was used to check the reliability of the questionnaire. Then, by using binomial tests, Friedman, correlation and exploratory factor analysis, the findings have been analyzed. The findings showed that the socio-cultural indicator is in the best and the quality of service indicator is in the worst condition. Therefore, by maintaining the quality of the culture, it is necessary to develop strategic planning for the city of Sanandaj to improve the quality of services. Based on the findings of the research and considering the value and importance of culture in Sanandaj among the citizens and the fact that the main axis of Sanandaj's creativity is music, these items are recommended as central issues in the branding process of this city: 1) Networking and exchange of experience and knowledge with creative music cities International success 2) Depicting the best social and cultural features of the city and integrating these images with the urban landscape and natural and historical attractions 3) Focusing on the titles of hospitable city and technological city in the field of music in order to create top place brands 4 ) Improving the level of urban services with emphasis on features and attractive places for residents and tourists 5) Using popular social capital (general public as well as influencers and famous people) in social networks in order to promote Sanandaj city brand as much as possible in social networks 6) expansion and development of place brands to urban spaces on a smaller scale and creating a comprehensive network of place images and brands with emphasis on the variety of attractions and different topics 7) creation of lasting and memorable images, symbols and signs Remaining of the characteristics and brands of the place and its advertisements in Rasan Collective, environmental and internet issues.

Due to reasons such as lack of correct transfer of theoretical foundations and experiences, as well as lack of a strategic model of urban branding in accordance with the structure, nature and content of Iranian cities, urban branding approach has received less attention in the grand strategies of city managers in our country. The upcoming research is written with a descriptive and analytical method and gathered with practical goals by studying documents, library sources and other experts researches based on this very subject and all previous experiences about urban brands as well as exploring the content and various identity components of Iranian cities. This research tries to explain the effective components in the branding capacities of Islamic cities and then also explains the structure of the strategic model of Islamic-Iranian city branding. The results of these studies showed that the branding approach of the Islamic-Iranian city is a practical process and not a mental solution process. In other words, urban branding and consequently Islamic-Iranian city branding includes a cycle of "planning", "implementation", "evaluation" and "correction" stages and has the context of a strategic and collaborative paradigm, the process of its realization in four intervals like, the brand birth, brand maturity, the influence of the brand and the stabilization of the brand of Islamic-Iranian city are possible. Recently, there has been a gradual paradigm shift of statesmen, managers, planners and urban agents from positivist and comprehensive models to structural and strategic models within Iran's urban planning system. Structural-strategic plans, urban development strategy (CDS), urban regeneration, etc. are examples of this paradigm shift in Iran's modern urban development. The strategic model of Islamic-Iranian city branding is a macro process that includes levels of planning, implementation and promotion, evaluation and correction processes in its content . Therefore, it is a wrong idea to think that the description of the stages and the planning details of the Islamic-Iranian city brand is the only strategy this model is all about. This research also proves that the process of planning and developing the program is not the only part of this process. This is a process that is explained in the strategic planning paradigm with a participatory approach, so the planning process in this process will be possible under the theory and methods of strategic planning. The macro levels of the program derived from this theory include two main levels. The first level includes decisions and macro decision-making and suggests structures and strategies. The result of this level in detail expresses all kinds of visions, goals, principles, strategies and policies. The contents of this level cannot be implemented by themselves, therefore, action and implementation plans are proposed at the second level, which will evoke a link between thinking and action. Finally, the proposed model of Islamic-Iranian city branding in the context of strategic and collaborative paradigms can be a manifestation of the city's future development path, including the perspectives, strategies, policies and types of actions required by the Islamic-Iranian city.

The street as a public space in the city is much more complicated than it seems. These public spaces are subject to different uses and meanings every day. The city plays a key role as a platform where citizens grow and develop. Therefore, understanding it correctly as a pillar for other researches in this field is very important. By recognizing the different groups, strata and behaviors of people and social groups with special characteristics in the city, the present research seeks to analyze the behavioral patterns of urban spaces in Azadi Street (Gohordasht) Karaj with the help of a mixed method, a combination of two sets of qualitative and quantitative research methods. This research was conducted with the help of various methods such as Fruin's technique and the preparation and completion of 193 questionnaire items based on Cochran's formula along with a field visit to Azadi Street and their behavioral patterns carried out for four weeks in three time periods: morning, noon and night which all the data and informations have been analyzed based on the impressions obtained. In order to check the reliability of the questionnaires, Cronbach's alpha coefficient was used, which in this research is equal to 0.949. This shows the high reliability of the prepared and completed questionnaires. The most important innovation of this research is the attention to behavioral patterns, their role in the redesign of urban spaces, the simultaneous use of a combination of qualitative and quantitative methods and the Freund analysis method, which use the concept of service level for pedestrian flow. Based on this analysis, the capacity and speed of movement can be defined in various forms of corridors and other pedestrian routes. In this method, the routes that are mostly used by pedestrians in the environment are identified and these routes are designed as pedestrian routes based on the type of use of the users in that area and environment. In this research, three components A- Functional, B- Physical and C- Environmental including 43 indicators have been investigated and analyzed in Azadi Street, Karaj. In general, the analysis of the questionnaires shows that the overall average of the combination of functional, physical, and environmental indicators is equal to 37.3%, which indicates the inappropriate and weak conditions of the studied indicators in the study area. Also, functional indicators with a satisfaction rate of 40.7%, physical indicators with a satisfaction rate of 38.7%, and environmental indicators with a satisfaction rate of 32.5% have inappropriate conditions in terms of design quality and design principles and criteria. The results show that the scope of studies in terms of various functional, physical and environmental indicators such as the indicators of security, the presence of public institutions and people's participation, the presence of children, spaces for pause and rest, proper facade design of walls and partitions, traffic conditions, etc., have not been able to attract the satisfaction of residents, passers-by, sellers and other sections of the society, and only the index of the presence of women has obtained a higher score compared to other indicators.

The construction process in Iranian cities in the current situation is limited to the design and supervision of civil engineers, architects, electrical and mechanical installations. In this process, not much place has been considered for the field of urban design. The disarray of the urban landscape, the chaotic urban spaces, the uniformity and disturbance of the buildings, the neglected local patterns and contexts, and the low quality constructions are proof of the emptiness of urban design qualities. The activity of urban planning engineers has an engineering system employment license limited to land use adaptation and land separation. Paying attention only to the needs and considerations of private spaces at the minimum levels and not paying attention to the needs and considerations of the public is the problem emphasized in this research. The purpose of this article is to explain the need to improve the position of urban design in the construction engineering system and to provide suggested solutions in this field, which is done with descriptive and analytical research methods using documentary and field study methods. The findings of the research show that the formulation and approval of urban design laws and regulations can lead to the improvement of environmental qualities by creating order, coordination and diversity. These rules can be used by urban designers in the building engineering system in the issues of density, building height, facade design, volumetric envelope of buildings, design of urban spaces and supervision in its implementation, design and organization of urban landscape.The most important causes of the mentioned problems are the lack of coherent, binding, controlling and guiding laws. Also, the existence of loopholes under the headings of notes and fines for construction violations is also a reason. Thus, the builder or owner of a building is allowed to add to the problems of the city by violating and building against the existing minimum regulations and disturb the urban qualities. Therefore, revising the existing laws in order to remove the loopholes and add control and guiding regulations is one of the ways forward in the country's urban design laws. Also, the lack of an effective and strong defined place for urban design in the urban construction system strengthens these issues even more. Moreover, allowing civil engineers to design architecture also adds to the problems in this regard. Therefore, the military definition of hierarchies in urban construction and quality-oriented attention, by granting design rights to urban designers, can be a way forward in this regard. On the other hand, socio-cultural solutions and citizenship education in order to make people aware of the importance of urban design, its relevant qualities and regulations can bring people's participation and other stakeholders and influencers with the current approach. In addition to these strategies, presenting urban design criteria topically can add to the features of realizing the goals and preventing the mentioned issues:Preparation of thematic plans for spaces with common characteristics and special spaces; Preparation of local plans; Pilot projects (applying the cods in a city, neighborhood, axis or a specific urban space).

Due to the advantages such as the ability to carry a large number of passengers and cargo, environmental protection, low energy consumption, and tourist attractions, railway transportation has become one of the best transportation systems types, Thus, the existence of suitable and accessible stations is one of the requirements that leads to better performance and plays a significant role in the economic, social, political, and cultural development of the region. In order to realize this paper goal based on compiling the framework and criteria for the location of railway passenger stations in the country, it first reviews and studies the documents, theoretical bases, approaches and effective literature in railway passenger stations locations. Therefore, by examining development approaches based on public transportation and urban regeneration, as well as reviewing and analyzing the experiences of locating railway stations inside and outside the country, the research framework including goals, criteria, and sub-criteria in location is developed. In this section, four major criteria including access, development, technical and economic requirements, and environmental harmony were explained. Then, considering the selection of Birjand city as a case study, the compliance of the criteria with the case study was investigated. Through the next step, in order to achieve the relationship between factors and criteria, the opinions of experts related to the research topic were used in the form of a questionnaire following the Hierarchical Analytical Process (AHP). To gather necessary data for the determination of weights for site selection criteria, managers and experts' opinions who are the members of the railway station site selection committee in Iran, have been used. The results of this analysis showed that the criterion of environmental harmony with 43/6% impact is the most important criterion for locating passenger railway stations. After that, technical and economic criteria with 26% and accessibility with 21/8% are respectively the most important. Also, the development criterion with a weight of 8/6% is less important than the mentioned criteria. Next, the optimal location of the Birjand station was determined using Geographic Information System (GIS). Finally, by joining the layers obtained from measuring each of the effective factors in the site selection process using the Raster Calculator command in the Geographic Information System and having the weight and importance coefficient of each of the factors, the final desirability of each of the primary options compared to each other is revealed. The results show that station E is evaluated as the most optimal location for the Birjand railway passenger station. After that, the station BCD can be considered as a relatively favorable place for establishing the mentioned station. Unlike many other articles in the field of site selection, this paper used innovative solutions in its procedure regarding the study's goal, such as utilizing travel time to determine the desirability of possible stations in the accessibility criterion. However, geographical differences and specific conditions of each location may lead to the addition or subtraction of some other criteria to the items proposed in this paper.

According to the Quranic verses and hadiths, migration has special position and dignity, so that its achievement is considered as one of the necessities of religion, and its non-fulfillment in the believer's life will result in divine retribution. In a superficial view, migration may be a solution to overcome pressures and get rid of hardships and problems, in such a way that by examining its role, importance and special position from the perspective of the verses of the Qur'an and the life of the Prophet (PBUH), it can realize the unique impact of this social phenomenon on all political, social, cultural and biological aspects of Muslims. From a resilient point of view, migration can be seen as a decision to reduce social pressures, to achieve favorable conditions and favorable platform for socialization, growth and development of the urban and civil society in which Islam reaches its peak and glory. In this article, an attempt has been made to explain the motivations and goals of migration, to interpret and explain this movement with tenacious dimensions, how to get out of the political, social, cultural, and religious, climatic, etc. impasse in Mecca by entering Medina becomes an opportunity and development in all aspects. The research method of this research is interpretive-historical and based on Quranic verses and hadiths and written from library sources. The results show that emigration apart from escaping from the existing situation, is a strategy to move towards a superior society in which the establishment of Islamic civilization begins, and after some time the result of that change become golden. Explanation, description and interpretation of migration as one of the most basic policies and strategies of the beginning of Islam, which is undoubtedly derived from the specific conditions of the Muslims of that time and place, can give new definition about the migration phenomenon itself through redefining and adapting to the elements of resilience and can be a bridge between this concept and resilience and be used as a component for sustainability and resilience goals in different times and places. Undoubtedly, dealing with the concept of resilience in Islamic thought can be helpful in formulating and framing applicable components for discussing resilience in today's cities. According to this, emigration, which is a measure of necessity and a solution to escape from the existing situation, is removed from the solid dimensions and is presented as a strategy and foresight with considering all aspects that provides way to develop and find wide platform to establish more favorable conditions which cause growth and favorable living environment in the new city of Medina.Considering that the city of Mecca did not have many components of development and was unsuitable for the foundation of urban civilization meanwhile Islam was going through its so-called childhood and maturity at that time, it was Medina that with its strategic location, in terms of access and proximity to commercial centers and the possibility of social communication and neighborhood with neighboring civilizations and the possibility of urban development and growth and etc., could provide this platform and possibility.

The most vital invention of the 20th century, the automobile, led to the horizontal expansion of cities and their excessive dispersion, which in addition to creating environmental crises and conflicts with the goals of sustainable development, has brought urban and social isolation with itself. In this regard, among the most important proposals that were welcomed and considered at the end of the 20th century was the development based on Transit-Oriented Development (TOD). In a short definition this approach means that dense development with a very suitable and appropriate dense combination of reasonable arrangement of uses near stations and public transport routes that leads to the formation of a quality of life as well as an acceptable and high level of economic competition becomes sociable and at the same time meets the environmental requirements related to sustainable development. The redefining of Mohammadshahr metro station based on TOD creates a suitable opportunity to distribute the number of trips from the railway transportation base from Alborz province to Tehran province and provides the conditions to reduce the use of private vehicles on the routes. It balanced the use of three railway stations in Karaj (Karaj, Gulshahr, Mohammadshahr). Due to the proximity of Karaj that is the case of this study to Tehran, which is the capital of Iran, the existence of many daily trips between these two cities that most of these trips are made for business purposes, and the high population growth rate of Karaj city in recent years, which migration adaptability is one of the main reasons for this, the importance of implementing new urban planning approaches, including development based on public transportation in this area is clearly observable. The current research is based on the objective in the category of applied research as it seeks to strengthen land use and urban transportation by using theoretical foundations related to TOD. Based on its methodology and its deep matter of research, this paper is placed within the descriptive research group. Its purpose is to design the station range of the desired site based on the TOD approach. The method of data collection in the present study is made out of a questionnaire. Among the presented scenarios, the best scenario has been selected based on the requirements of the development approach related on public transportation and the collective opinion of urban planning experts regarding the weighting of the criteria and components affecting the analysis and evaluation of the proposed options for the study area. Using the capacity of an active out-of-town terminal as the Shahid Kalantari terminal in Karaj city to connect to Mohammadshahr metro station and create a linear transport corridor is the innovation and novelty of the present research. The public transportation system supports various types of transportation and in addition to the urban design around the station, the requirements of land use planning and densities based on development based on public transportation, increasing the intensity of land use around the station has been taken into consideration.

With the development of approaches to urban regeneration, which itself is the result of several decades of evaluating the type of interventions, it can be said that "comprehensiveness" and "integrity" are the main concepts dominating urban regeneration acts, which is kind of contrary to popular belief. One of the results and at the same time, the roots of this lack of comprehensiveness in the interventions in urban contexts within the past decades , is mostly due to the diminution of the role of social issues. Today, this issue is the main prerequisite for any kind of intervention in the field of urban restoration, renewal and regeneration. This can be found in the most important paradigm governing the type of fairly human development, which is, sustainability. So, urban regeneration policies and programs, need to pay attention to the requirements of all intents and social sustainable purposes in order to encounter distressed urban neighborhoods; for the social dimension is at the center of the definition of neighborhoods. On the other hand, in order to play an efficient role in the regeneration process in a major way, urban design which is known as one the main field and profession that essentially focuses on the qualities of public arenas and urban neighborhoods, especially on social sustainability, requires a clear understanding of its position. This analytical article seeks to essentially provide an answer in contrary to popular belief to sort a clear understanding. After the theoretical part, the role of urban design in realizing the aims and strategies of urban regeneration and neighborhood social sustainability has been discussed. Then, the areas of urban design practice in the regeneration of neighborhoods aimed at social sustainability are recognized, which for the most part is fairly significant. Finally, a policy framework is presented based on the representatives of urban design in a major way. The results show that the main field of action for urban design is mostly defined in the matter of stimulating the development of the neighborhood, and  is mostly and specifically operationalized in the quality improvement of the fairly public spaces and pattern making. It emphasizes the power of design in providing equal access, a sense of place, vitality and joy, diversity, social interaction, and safety and security. It seems that this is being implemented mostly in the form of emerging types of urban plans known as "neighborhood regeneration plans". The provision of a clearer and consensus-based platform for the role-playing of urban design, especially under mentioned plans with a problem-oriented and fairly contextual nature, definitely needs to be considered in a process linked with two disciplines of urban management and planning. The policy framework presented in this direction can be a kind of guide for urban designers, which really is quite significant. Also, the results of the article, which includes a kind of comparison between the roles of the main three urban professions, can help urban designers, planners and managers in policy-making and preparing neighborhood regeneration plans.

The automobile which is the most important and vital invention of the 20th century, led to the horizontal expansion of cities and their excessive dispersion, which in addition to creating environmental crises and conflicts with the goals of sustainable development, has brought urban and social isolation with itself. In this regard, among the most important proposals that were welcomed and considered at the end of the 20th century was the development based on Transit-Oriented Development (TOD). In a short definition this approach means that dense development with a very suitable and appropriate dense combination of reasonable arrangement of uses near stations and public transport routes that leads to the formation of a quality of life as well as an acceptable and high level of economic competition becomes sociable and at the same time meets the environmental requirements related to sustainable development. In the past few years, following the recognition of the benefits of the development approach based on public transportation in the development plans of cities and the tendency to use this approach to improve the quality of the urban environment and ensure the welfare of the citizens as much as possible, redefining the railway stations (both suburban and inner city) and accordingly their role in the structure of cities has been highly noticed among experts and professionals. In order to measure and calculate the capacity of development based on public transportation in Karaj city, Golshahr metro station located on Karaj-Tehran metro line 5 was selected as a case study and TOD central station. In this research, using the analytical-descriptive method and detailed field knowledge of the studied area, it is showed that in order to implement TOD, it is necessary to change the principles of urban planning, including land use and development, density patterns, urban rules and regulations in Golshahr metro site and the policies related to the transportation and traffic sector should be redefined based on reducing and decreasing the dominant pattern of using private cars and also promoting pedestrians in the use of public transportation. It can be said that considering the favorable condition of Golshahr metro site to accept and allow the complementary principles of TOD, including the social and economic status of the target area, by implementing effective and efficient policies such as strengthening the physical and environmental attractions in order to increase the station's consumer community, developing social activities complementary to the station and as a result increasing economic activities in the station and its surroundings, it is possible to implement the development approach based on public transportation in the area around Golshahr Karaj metro station to a suitable extent. As a result, the policy-making methods in the field of land use planning in the target areas of development based on public transportation can be one of the key topics of complementary research on the feasibility of developing this approach around the target stations to synergize the results of these researches after providing a possible positive response to the feasibility study.