سید فرزین فائزی

We are today facing a growing number of vehicles, which poses an interference in the performance of urban intersections, particularly Squares. Urban road network does not make a lot of problems for traffic, but its major cause is the intersections resulting in congestion in the network due to the interference in the continuous flow and its conversion into incontinuous flow. This study attempted to provide the closest simulation to reality for 13 Aban Square in Hamadan by determining drivers' behavior and applying local parameters in EMSAN software.

In this study, in order to evaluate the drivers' behavior at intersections, traffic parameters were performed using field studies and the review of microscopic parameters was simulated in a realistic way. Data were collected in the field is by video recording for one hour without interruption during a peak hour of noon. One of the advantages of this method over traffic counting is the calculation of vehicle origin-destination statistics, which provides a better simulation close to the current situation. First, the required geometric data must be collected from the desired location, including the width of route entries and exits, the radius of circumscribed circle, the radius of central Square and other construction protrusions, and applied carefully close to reality in the software. The statistics of route entries were recorded by video recording without interruption at the peak hour from 12:30 to 13:30 from the high point on the northwest side of the approach on Tuesday, November 21, 2018. After determining the drivers' behavior and localization practices, the data were entered into the software and the results were compared in two scenarios. A new cycle plan was also designed and provided for this intersection with SIDRA software, which was applied simultaneously with localization. First, the effect of traffic light application was determined on the microscopic characteristics of Square traffic flow such as delay, vehicle speed, level of service, number of vehicles waiting in line, and travel time using software. The results showed the lowest value following the application of drivers' behavior and simulation for delay in the first scenario and speed in the current situation and the second scenario. Travel time also showed an increase by 54% for the current situation, by 6% for the no-light mode, and by 50% for the 80-second cycle mode.

Validation performed by fitting approximately 80% with the current situation calculated from the software, such as the same practice regarding the latency after determining the localized parameters, revealed the accuracy of the calculations and the correctness of the path travelled in the localization process. Travel time is one of the criteria used to assess the characteristics of traffic flow in urban road network and intersections. Vehicle travel time indicates characteristics such as delay, line length, flow rate and network level of service. It is not unreasonable to expect a change in travel time charts with increasing delay and decreasing speed, so that we observe a 54% increase for the current situation, a 6% decrease for the non-lighted mode, and a 50% increase for the 80-second cycle duration. Effectiveness and accuracy of localization process can be confirmed by analyzing the effect of localization of different software parameters on the outputs, investigating the fitness of the modeling results with reality, and by comparing the difference between the software output results in the two cases before and after localization. Delay and mean travel time parameters were selected as the most significant and common parameters in lighted intersections in line with the validation of the simulations. There was only a 5.5% difference between the current situation of 13 Aban Square and the field validation, confirming the coherence of localization in the software.

As can be seen in Tables of this study, it should be noted that the delay parameter has a direct effect on other parameters of an intersection. In this regard, validation was performed for the travel time parameter in line with the delay parameter and the test vehicle method was used. However, the tables were not presented in order to avoid prolonging the article. The results revealed that the validation performed by fitting about 80% with the current situation calculated from the software, such as the same findings regarding the delay, shows the accuracy of the calculations and the correctness of the path travelled in the localization process.

The growing population in cities and the increasing need for goods and services, has increased the traffic of freight vehicles, and on the other hand, a large part of the intra-city freight transportation network is done by various vehicles, which disregarding it causes irregularities in urban transportation, car accidents and events, psychological problems and insecurity of citizens, air pollution and pollutants increase, high fuel consumption, congestion and delay in the road network and dozens of other cases. Although the intra-city freight transportation fleet comprises only 20 percent of the vehicles traveling within the urban network, it has allocated 40 percent of emission of pollutants and noise pollution, and 35 percent of accidents to itself. One of the solutions to manage and promote the quality level of freight and goods transportation system is to use smart tools and systems in freight and goods transportation system. Therefore, the main purpose of this research is to find the best solution to smarten the intra-city freight and goods transportation according to the criteria of sustainable development.

The research method has been conducted based on 7 stages of multi-actor multi-criteria analysis. Using library study and interview, at first the methods of smartening intra-city freight transportation and stakeholder groups were identified, then the criteria of sustainable development related to each of the stakeholder groups and related to smartening intra-city freight transportation were determined. After specifying which group each criterion belongs to, the weight of each criterion was determined for each group using the method of Analytical Hierarchy Process(AHP). For this purpose, a pairwise comparison questionnaire was designed for each group separately and distributed among the participants. The weight of each criterion was determined as a percentage, which indicates the importance that the stakeholder groups have attributed to these goals. After determining the weight of the criteria, a questionnaire was designed and distributed again to measure the impact ratio of each of the solutions on each of the criteria. This questionnaire is also of pairwise comparison type and has been analyzed by AHP method. In this research, by consulting with experts and elites, the weight of all groups was considered the same. The average of desirability ratio of each method from the perspective of stakeholder groups was also determined, which provides an overview of the perspective of all stakeholder groups. After specifying how much desirability each solution has in the view of each stakeholder group, this issue was addressed that what is the best solution to smarten intra-city freight transportation, so that by using it the current transportation system can also be improved, and can attract the satisfaction of all stakeholder groups as well. For this purpose, multi-actor multi-criteria analysis method was used. By averaging the percentage of desirability ratio of the proposed solutions among various groups, the most desirable method for smartening freight and goods transportation was specified.

In this research, four solutions have been introduced for smartening the intra-city freight and goods transportation, which are: 1- smartening urban roads, 2- smartening freight vehicles, 3- smartening warehouses, 4- designing mobile application for ordering freight vehicles. In the next step, individuals were classified into four groups under the title of stakeholder groups, which are: 1- City managers and officials, including mayors, transportation deputies, officials of the Freight and Passenger Transportation Organization, and officials of the Freight Transportation Terminals Organization, 2 - Freight and goods transportation operators, including freight companies and drivers of freight vehicles, 3- Goods consignors, including manufacturers, wholesalers and warehousemen, and 4- Goods recipients, including retailers. The sustainable development criteria were divided into four sections according to the goals and views of stakeholder groups in relation to smartening freight transportation, in a way that it was specified to which group each criterion belongs. Thus, both the goals and views of the public sector and the goals and views of the private sector were examined. Based on the analysis of data collected from the questionnaires, it was specified that the most important criterion according to the public sector (city managers and officials) is traffic management, while the criterion of traffic considerations has never been located in the first priorities of the private sector (senders, receivers and operators of transportation). Based on the one-actor analysis, the application design solution has the highest desirability from the point of view of senders and transportation operators, and from the point of view of city managers and officials, it is in the second place with a slight difference compared to smartening city roads. But from the point of view of the recipients of goods, smartening freight vehicles has allocated the highest desirability to itself. Based on the multi-actor multi-criteria analysis method, application design has generally been introduced as the most desirable method for smartening freight and goods transportation. This method has been at priority not just from the point of view of freight recipients and has been able to attract the view of other stakeholder groups to itself. The next criterion is smartening freight vehicles, which has the highest desirability from the point of view of freight recipients and is in the fourth rank in the view of city managers and officials. Then there is the criterion of smartening urban roads, which has the highest desirability from the point of view of city managers and officials. Finally, there is the criterion of smartening warehouses, which has been able to achieve relative desirability only from the point of view of freight transportation operators.

In this research, by measuring the importance ratio of criteria from the viewpoint of all stakeholder groups and comparing these views with each other, it was specified that there is a disagreement between the private sector (senders and recipients of goods and transportation operators) and the public sector (city managers and officials). From the perspective of the private sector, traffic considerations have the least importance compared to other criteria, while traffic management is the most important criterion from the perspective of the public sector. This disagreement has also been observable in choosing the best solution.

In recent years, the use of Roller–Compacted Concrete Pavement (RCCP) has developed in road pavement due to its great advantages. Adding fibers to RCC can improve some properties of the concrete, including flexural strength, fatigue resistance, crack growth rate, and shear transfer along cracks and joints. Many experiments have shown the advantages of using fiber-reinforced concrete in RCC, but more information is needed about their behavior in cold regions, and especially the exposure to Freeze-Thaw cycling. Investigation and comparing the effect of polymer fibers on the strength and durability of Roller-Compacted Concrete under Freeze-Thaw cycling are the main goal of the present article. Therefore, specimens with weight percentage of fiber equal to 1, 2.5, and 4% (by weight of cement) and fibers of to 5, 20 and 40 mm lengths are made. Durability test against a Freeze-Thaw cycling and compressive strength are measured on samples after 7, 28 and 90 days. Analysis of the results shows that the additive fiber increases the compressive strength of the RCC, but decreases its durability against the melting and freezing cycles. Therefore, the use of fibers on RCC in cold regions should be done due accuracy and attention.

Strengthening and expanding the rural housing sector and providing technical and engineering services have led to improved quality of life, sustainable employment, rural development, diversification of the rural economy, increased incomes, reduced poverty and thus elimination of deprivation. Building a robust and safe environment against the dangers of natural disasters; makes it necessary to establish a basic and technical system which acts as a control mechanism in rural constructions.The main purpose of this study is to evaluate the factors affecting the performance of technical and engineering services of the Housing Foundation in villages which are located in Mehriz County. In terms of method, the research is descriptive-analytical and with regards to purpose, it is the applied one. Required information was collected by field method by taking the advantages of interview, observation and questionnaire. A questionnaire was prepared by the researcher according to the research objectives. Questionnaire consists of the queries which are prepared according to answers in likert scale of 5 scales and moreover the questions were defined in order to satisfy the needs of the researcher. In order to measure the internal validity, first the content validity method was applied to increase the validity of the questionnaire and then Cronbach’s alpha was used to measure the reliability of the research tool. The statistical population of this research includes the head of household, village administration, village council, directors and experts of Islamic Revolution Housing Foundation, managers and experts of county prefecture, governor, and administrators and experts of rural affairs in governorate. Descriptive statistics method was applied for briefing the survey’s results, for examining the hypotheses, the Chi-square test was used and finally the researcher took the advantage of Friedman test and the t-test for prioritizing the variables in the technical software of SPSS. Sample size includes 46.7% of the head of the household, 20% of the rural municipality and the Islamic Council of the village, 20% of the managers and experts of the Housing Foundation of the Islamic Revolution, 6.7% of the managers and experts of the district and the governorate, finally 6.7% of the managers and experts of rural affairs. The results show that the factors affecting the performance of technical and engineering services of the Housing Foundation are summarized in three indices, respectively: 1- The most important factor in the human force index is the proper interaction between employees in order to advance clientschr('39') work. 2- The most substantial factor of the financial and economic indicators is the allocation of appropriate credits for construction. 3- The most significant factor of the workshop and equipment is the use of new, pre-fabricated, durable and quality materials for rural projects. Based on the results, the significance level of all data was less than 0.05, so the distribution of data obtained from research questionnaires is normal. For this purpose, parametric statistics can be applied to test hypotheses. Furthermore, considering that the value of Cronbachchr('39')s alpha coefficient calculated for each of the hypotheses is greater than 0.7, it can be concluded that the designed questionnaire has acceptable reliability. Based on the fact that out of the seven factors measured for the first index, two impact factors have shown up to 95% and five impact factors have shown up to 99%, so appropriate specialist staffs for providing the clients with services is determined as the most effective factor. Based on the fact that out of 8 factors measured for the second index, two impact factors have shown up to 95% level and 6 impact factors have shown up to 99% level, so the appropriate money and credit were allocated for the construction of projects are specified. Based on the fact that out of 8 factors measured for the third index, 2 impact factors have shown up to 95% level and 6 impact factors have shown up to 99% level, so the use of new, prefabricated, durable and quality materials for rural projects is determined.

Clay soils often cause problems in construction projects. In cold regions, freezing and thawing of clay soils can cause significant changes in the geotechnical characteristics of the soil. Frozen and thawed soils have shown changes in volume, strength, compressibility, frozen moisture content, bearing capacity and microstructural changes. In road construction projects in cold regions, freezing and melting is one of the factors affecting the unstability of soil engineering behavior, including the durability and performance of pavement and pavement layers.  Therefore, the purpose of this research is to evaluate the effect of freezing and melting cycles on the parameters of the durability of calcareous stabilized clay bed based on compressive strength test results. 400 kg of soil samples were collected from the subgrade of the RAZ-PASIN rural road. In the first stage, granulation experiments, Atterberg and ... on 20 soil samples were performed. The second stage was the dry maximum dry matter and optimum moisture content of the soil-cement mixture. The third step was to determine the percentage of suitable cement for mixing, soil-cement mixed density with different percentages (6%, 8%, 10%, 12% and 14%) with limestone cement type 1 and type 2. In the fourth stage, 24 cylindrical specimens were added to the soil sample by adding (8%, 10%, 12%) of type 1 and type 2 calcareous cement and tested for compressive strength. In the fifth step, the indirect tensile strength and the stress-strain modulus of the mixed soil-cement were determined. The results indicated that the maximum dry matter density of the soil-cement mixture was obtained by adding 10% of type 1 and type 2 calcareous cement. The results also showed an increase in the compressive strength of the composite made with type 1 lime Portland cement compared to Type 2 lime Portland cement, and all specimens containing 8% calcareous cement additive exhibit more than 35 kg / cm2 after 7 days of resistance treatment. This means that samples made with Portland cement have a sufficient durability against atmospheric agents. If the use of calcareous Portland cement is used only for bed consolidation as a layer of pavement layers and the appropriate weight percentage of Portland Type II cement is selected to be 8% for the consolidation of the studied soil, the cost of the Rural Road Project will be compared. The Late Valley showed a 13% reduction in the cost of supplying calcareous Portland cement compared to Type II Portland cement (Table 10). This is due to a 15% reduction in energy costs (gas and electricity consumed) in the manufacture of calcareous Portland cement compared to Type II Portland cement. By comparing the results of compressive strength of soil-mixture of type 1 calcareous Portland cement and type 2 cement, it can be concluded that the effect of type 1 calcareous Portland cement in obtaining compressive strength is better than type 2 calcareous Portland cement due to increasing Lime is made of cement composition. This increased resistance is due to the ion exchange reaction and the agglomeration-compaction reaction between lime and soil and is achieved by lime contact with most fine-grained soils. Thus, the calcium ions in the lime are replaced by the lower-capacity positive ions in the soil. This results in the accumulation of calcium ions around the clay particles.

choosing the right place to set up a health care center, including important decisions that can have significant impacts on the functioning of the health care center, adjacent uses, and the pedestrian network around. To have it in the long run. The purpose of this study is to prioritize the factors affecting the location of medical complexes over urban pedestrian networks and present a location model.

This is a descriptive-analytical research. The required information has been used from the master plan reports, the detailed plan, the Yazd city transportation plan, the field observation and the survey. In addition, two types of questionnaires were designed. The first questionnaire was designed to identify the problems of the location of existing medical centers and the second questionnaire was designed to prioritize the effective factors in locating the medical centers. The results were analyzed by SPSS-22 ,AHP Expert Choice، ArcGIS

The results showed that seven main criteria are effective in locating health care centers, including: 1-therapeutic use with first-class communication network, 2-distance from Mosiley, 3-distance from industrial workshops, 4-distance. 5- Distance from major business centers, 6-distance from bus terminals and railway station and 7-intersection to health center. Also, according to the obtained criteria and the proposed method, suitable location for construction of new medical clinics and complexes in Yazd city was identified as a case study. Finally, a suitable location model for medical complexes was presented.

therapeutic use with first-class communication network in order to provide fast and desirable access to clients, is a priority for the selection agents of the location of medical complexes.

Road accidents are one of the most important causes of death in the world,especially in Iran. . Annually, many people in the world are killed and injuredas a result of accidents caused by human error on the suburban roads. Giventhe increasing population growth and the increase in road accidents in thecountry, finding the most effective accident factors can lead to a reduction indamages and casualties resulting from these accidents and a proper basis forroads accident management practices. Therefore, the purpose of this study wasto identify the factors affecting the incidence of accidents resulting humanerror leading to injury or death, as well as to present a model for predictingaccidents due to the impact of human error in suburban roads of Hamadanprovince during 2012-2017. To collect the data, the data collected were usedusing the accidents unprepared form. From 1345 accidents registered in thecase study, 940 accidents were selected in the incident parts, out of which 610accidents due to carelessness in 97 plots were selected for use in the model. Inthe modeling process, were used accident data, traffic and geometry of theincident parts of the case study that the geometrical data of the identifiedincident parts were collected as field and using two-frequency GPS. Findingsshowed that Poisson model is the best model in terms of accident predictionand ability to present formula. Five factors were effective in this model that theindicator factor of proximity to population centers with the coefficient of1/13081 had the most effect in car accidents caused by carelessness and factorssuch as slope and curvature composition, crash hour traffic, segmentationlength and slope are next hierarchy. The results of this study can be a properbasis for management disaster management practices caused by human error.Also the factors affecting accidents, will be used as a suitable tool at themiddle level of road safety management.

Ten percent of all accidents in the study area arerelated to accidents in urban squares. The purpose of this study was todetermine the effective parameters of accidents in urban squares and to presenta model of accident prediction.

method of this research is descriptive-survey. In this study, 456accidents were studied that occurred in 26 squares of Ardabil city from 2014 to2016 and were collected the effective factors on each of those accidents.Factors were designed as a questionnaire to select the effective refining factorsand final parameters for modeling using Likert spectrum method and Delphimethod and polling of expert. Statistical sample was selected 102 persons. 40initial effective parameters of the accidents were selected. Questionnaires wereanalyzed by statistical tests, mean and differential power, which identified 16high-impact parameters for modeling. The analysis and comparison of themodeling results were done in two ways. The first method is using a linear -regression statistical model with MiniTab software 14 and the second methodusing artificial neural network model with matlab software.

The results of statistical analysis show that among the presentedregression models, the best model of accident frequency prediction is consistedof three parameters of square traffic volume, number of passages leading to thesquare, existence of a production site and trip absorption. as well as the resultsof neural network analysis show that the above model in predicting the numberof accidents, is model with four main traffic volume input parameters, thepresence of the taxi station and bus, speed bump on the main pathways, thenumber of passages leading to the intersection.

Recycled asphalt chips after shaving are considered to be a waste material that has an adverse environmental impact on the environment. On the other hand, the heavy cost of constructing new ways and damages caused by the destruction of existing roads will cause many problems. Therefore, the aim of this study was to investigate the effect of mixed bitumen with filler change on mechanical and functional properties of asphalt foam mixtures of recycled materials. Research method is field study. All experiments were carried out at the Technical and Mechanical Laboratory of the Ministry of Construction in Tehran.  In this project, aggregates consumed from asphalt tracks of the 29th straight Shahid Dastgheib International Airport in Shiraz were prepared. The bitumen used in this research was selected as bitumen from Tehran refinery in Tehran. Also, Portland cement fillers of type 425-1, lime and cement and lime mixture as active filler were used and the amount of active filler added in all designs was considered the same. Samples were made by adding cement fillers, lime with different bitumen content and under dry and saturated treatment conditions. Samples were made with filler cement (1.5%), lime (1.5%) and cement, lime (0.75% and 0.75%) and a control sample. Then, the experiments were performed on the modulus of resilience, the strength of the marshall and the indirect pull resistance. To increase the number of observations and increase the accuracy of the mathematical model, samples with cement filler with a ratio of 1 and 2 percent with bitumen 1, 2 and 3 were constructed using Marshall Hammer. Marshall Strength tests, modulus of resistivity and indirect pull resistance were carried out in dry and saturated conditions. Using the results of the modulus of resilience test, the finite element modeling was performed using ABAQUS and KenLayer software, and the effect of changing the modulus on the number of load repetitions that resulted in fatigue failure was evaluated. Finally, a mathematical model was presented. The results of this study, using SPSS and Statisca software, show that in Marshall's strength test, in all plans, increasing the bitumen from 1 to 2 percent, the Marshall Strength increases and then decreases with increasing bitumen by 2 to 3 percent. Marshall Strength ratio (obtained by dividing the Marshall strength of saturated samples to the Marshall strength of dry specimens) revealed that these types of mixtures are sensitive to moisture conditions and at best (2% bitumen and with cement lime filler) this amount reaches 0.46.  Also, results of indirect resistance test show that, with increasing bitumen from 1 to 3%, in all designs, indirect resistance is increased during drying, saturation is continuously increased.  The cement filler with lime in all treatment modes has the greatest effect on increasing the indirect pull resistance, and the effect of increasing the strength of the filler-containing specimens is more than dry in terms of saturation processing.  The results of three-dimensional modeling of Abacus showed that increasing the modulus of the base layer, the number of repetitions leads to fatigue failure greatly increases. Also, half-life parameters, expansion ratio and index of bitumen were measured and the parameters of these parameters were plotted against water percent.

The low life span of conventional asphalts in tropical areas, the high maintenance costs of pavements, as well as the damages caused, necessitates the use of asphalt which can meet the needs of these asphalt mixtures with many superior properties than other asphalt mixtures. Therefore, the purpose of this study was to compare fatigue tests on conventional and SMA in tropical regions and in software simulations. At first, the modulus of resilience, indirect tensile strength and Marshall's endurance ratio was tested in the real environment. The results are then compared with the mixture of aggregate-asphalted asphalts with conventional asphalt as control. In the simulation stage, the temperature-dependent factors of the asphalt in the tropical zones related to these two types of asphalt, including density, thermal expansion coefficient, thermal conductivity, elasticity and specific heat, are defined in the Abacus software, then analyzed Information on abacus software, resistance of each asphalt in tropical areas was investigated. Experimental results showed that the optimum bitumen percentage of SMA was higher than that of conventional mixtures. Marshal endurance and a mark of marshal hardness in SMA are greater than conventional mixtures. The permeability coefficient of mixtures with SMA is higher than that of conventional mixtures. At the same time, the rate of loss in aggregate-bone mixtures is higher than that of conventional mixtures. Also, the rate of loss in SMA with 0.3% fibers was higher than that of conventional mixtures.