Pedestrian areas are a type of urban public space, nowadays because of the serious consequences of car-dependency and ignoring pedestrian needs, a consensus on the importance of walking and the necessity for planning for pedestrians movement has been formed among urban designers, planners and people. The concerns about human health and movement in city create a new trend in contemporary urbanism, entitled “pedestrianization movement”. So far, walking in the streets has been defined under the influence of cars and they have always been given a priority over pedestrians. As a result, cars gradually conquer urban spaces, retreat pedestrians from their essential rights to use public spaces. If it is accepted that the quality of urban public areas has a considerable influence on citizens’ everyday social activities, this influence can be seen much greater in car free zones than anywhere else in the city. The main attention of the present study is enhancing social interactions in urban spaces, so the main purpose of the study is finding solutions and providing a model and design criteria to promote social interaction of citizens. The research methodology is qualitative which is based on reviewing literature of pedestrian areas and social interactions. The case of study is Khajoo Neighborhood, one of the oldest and historical neighbors of Isfahan1. The result shows that design of pedestrian zones invite people and residents to spend their time in urban space and have social interactions.

Counter-urbanization has been defined with many definitions in research literature as increasing of the small town population in the process of urban expansion and development. This study investigates the counter-urbanization process in Isfahan metropolitan area based on an exploratory method using the population and immigration data, diurnal commuting, and the immigration motivators. The results show that, during different periods, population growth has been changed from the greater cities’ metropolitan area to the small towns. So that, there is less population growth near the main greater cities during the last decade. Regarding the immigration as well as migration effectiveness over the population, and immigration motivators, it can be said that the most important parameters of small towns’ expansion near the greater cities are better habitation opportunities, and finding better jobs. Furthermore, decreasing the diurnal commuting close to the greater cities shows that small towns, which are farther from the greater city, have more autonomy. In addition, based on polarization reversal model, and population development investigation in metropolitan areas, there are population development from the greater cities’ centre to the periphery area, which is leaded to decrease the population of the main greater city, and increase the population absorption in small towns. Consequently, the urbanization of Isfahan metropolitan area has entered to a counter-urbanization phase.

Pedestrians as vulnerable road users have a very high sensitivity facing vehicles. The number of pedestrians killed or injured in traffic accidents is very significant which a noticeable percentage of them have occurred at un-signalized intersections. Four-leg un-signalized intersections are parts of the road network in which pedestrians are unsafe. In this paper, the main purpose is investigation of pedestrian safety facing vehicles at functional area of four-leg un-signalized intersections. Therefore to evaluate the traffic conflict safeties, Time to Collision (TTC) and Post Encroachment Time (PET) indexes were used. Particularly The effect of pedestrian characteristics on the safety level of conflict was evaluated by collecting field information and statistical studies. The data was obtained by video-recording of the functional area of Imam Hossain intersection in Hamadan city and then using ANOVA statistical analysis, the effect of pedestrian characteristics on the safety level of intersection was evaluated. Results show that: -The male pedestrians are safer than female (The differences between them at PET and TTC indexes are 0.11 and 0.08, respectively). -The young pedestrians are safer than elderly (The differences between them at PET and TTC indexes are 0.10 and 0.04, respectively). -The right-direction pedestrians are safer than left-direction (The difference between them at PET index is 0.03).

This research paper lays stress on philosophies of human desire. All the human being has some psychical need in addition to physical needs. And to satisfy the psychical needs, there is a need for stimulants, more in case of exclusive pedestrian precincts. Having exclusively Pedestrian precincts/Cores in city design draws its inspiration from the fact that public zones, accessible to majority of citizens, represent zones where anything and everything, that characterizes a town, happens. They, consequently, must allow for the most varied form of behaviour from that of a child to that of old people to that of physically challenged. As a result such zones need to have Design Elements to serve their varied behavioral patterns. Designing Pedestrian precincts are different essentially because of time dimension where a longer time lag is required to experience the pedestrian friendliness of pedestrian precincts. Such external stimulants can be a moderate degree of complexity, novelty, surprise, and uncertainty attained by incorporating appropriate pedestrian friendly design elements in pedestrian layouts such as richness of architecture, landscape elements, water bodies, to sit and stroll through, and commuters’ infrastructure. In this article/paper a detailed study of abovementioned Design element, external stimulants and pedestrian friendly design elements in pedestrian layouts will be discussed in detail.

Destruction of the historical urban fabrics and their valuable heritages in the past has led to the lack of urban life in these districts, despite their many characteristics. In spite of very few attentions to these urban fabrics and few attempts regarding their protection, these cultural-historical assets absorb (even a few) tourists who look for the dependent people's perceptions. The design of tourism pedestrian ways in the historical urban fabrics can revive their life, as a pre-attempt for protecting them and guiding tourists. These pedestrian ways, that are designed based on the human movement, can introduce the fabrics and their values. This can be seen as a way in reviving the fabric life. the potentials for tourism absorption not only can meet the contemporary needs of the fabrics, but also as a necessity to solve the existed problems of the fabrics.

Pedestrian environments (PEs) are one of urban spaces that can improve walkability of people and foster social attitude to walking, as well as to enhance safety and environment. In order to improve the quality of PEs, it is important and necessary to design and build them in accordance with the walking behavior pattern of pedestrians. The aim of this research is to identify the characteristics of pedestrian flow and their route choice pattern by determining the pedestrian bahavior parameters and constructing pedestrian behavior models in the pedestrian environment. In order to study the pattern of pedestrian behavior in PEs, the PE of Khayyam in Qazvin is chosen as a case study. The research is carried out by collecting data from videos of the PE at the peak and non-peak hours using a cellular automata model, and simulating pedestrian flow in PE. A discrete choice model, i.e. the logit one for each of the cells in the neighborhood definition as the choice set are constructed. Results show that Pedestrians at the cells in proximity to land use prefer to occupy lateral cells in their next step, and at the middle strip of the PE, they tend to move either straightly to move forward, or perpendicularly to cross the PE. The relative symmetry in arrangement of obstacles with respect to each pedestrian causes to the selection of straight path.

Among the new movements in the field of urban transportation, aimed at promoting pedestrian staging in the city and reducing vehicle dominance, are pedestrian-oriented and policies of making pedestrian street. However, the implementation of pedestrian streets in different cities has been accompanied by a variety of results; To the point where some pedestrian streets have failed and they have been opened again on the cars. In the present study, the evaluation of the policies used in the southern khayyam pedestrian street of urmia projects is being addressed. In this study, the analysis and evaluation of the strategies and policies used in the southern khayyam pedestrian street and the comparative analogy with the standard components and standards of pedestrian spaces attempts to identify the strengths and weaknesses of the axis and to solve its deficiencies. The research method is descriptiveanalytical and based on documentary and field studies. In order to make a better comparison, Friedman's test has been used to rank the criteria and criteria. The results of the study indicate that southern khayyam pedestrian street quality is moderate and in some criteria it is not favorable. paying attention to the needs of the stakeholders, diversifying the design and creation of facilities for attracting different users, flexibility of the plan, decisive handling of unauthorized motorcycles and the like, The use of indigenous patterns with the cultural and historical context is one of the ways in which they can create more vibrant, more relaxing pedestrian walkways...