دکتر صابر محمدپور

Population aging and its associated social and economic challenges have compelled countries worldwide to explore various solutions to address the aging population issues. Elderly-friendly cities and communities have emerged as a significant policy framework, promoting participatory governance tailored to the needs of older adults. This study aimed to evaluate the indicators of elderly-friendly cities and propose principles for developing such a community in the Baqerabad neighborhood. The research is descriptive-quantitative and applied in nature. Data collection involved 390 questionnaires completed by elderly residents of Baqerabad in Rasht. The collected data were analyzed using binomial tests, Pearson correlation, and regression analysis in SPSS software. The questionnaire analysis revealed that the elderly participation indicator ranked the lowest among all other indicators. Also, urban planning and management have neglected the transportation index. Therefore, prioritizing the improvement of elderly participation and social engagement and addressing the transportation system are key priorities for realizing the elderly-friendly neighborhood approach in Baqerabad.

This research is applied and descriptive-analytical. Library and field studies were the tools with the help of which the required data were obtained. At first, library studies contributed to design a questionnaire including five criteria and 28 indicators affecting the stability of housing to evaluate the areas of Mehr Housing. The five-point Likert questionnaires were distributed among the residents of Mehr Housing in Semnan and their opinions were asked. Then, to analyze the data, SPSS software and Friedman's test was used to rank the criteria and indicators of housing stability. Smart PLS3 software and the partial least square method were also used to examine the factors influencing housing stability in the studied areas. Moreover, EXCEL was used to formulate MEREC and EDAS methods, respectively for weighting the stability factors and ranking the triple ranges of Mehr Housing. The statistical population includes all residents of Mehr housing areas (cooperative-built, industry-built and self-built). The size of the statistical sample in each area was estimated to be 120 people using Cohen's method. Totally, 360 questionnaires were randomly distributed among the residents of Mehr houses. Cronbach's alpha for the questions in the questionnaire was 0.89, which shows that the questionnaire has good reliability and validity.

This research is applied and descriptive-analytical. Library and field studies were the tools with the help of which the necessary data was collected. At first, library studies helped to design a questionnaire including five criteria and 28 indicators (affecting the stability of housing) to evaluate the areas of Mehr housing. This five-point Likert questionnaire was distributed among the residents of Mehr housing in Semnan and their opinions were asked. In the next step, for analyzing the data, SPSS software and Friedman's test were used to rank the criteria and indicators of housing stability. Smart PLS3 software and the partial least square method were also used to identify the factors influencing housing stability in the studied areas. Moreover, EXCEL was used to formulate MEREC and EDAS methods, respectively, for weighting the stability factors and ranking the three areas of Mehr housing. The statistical population included all residents of Mehr housing areas (cooperative-built, industry-built, and self-built). The size of the statistical sample for each area was determined to be 120 people using Cohen's method. Therefor, 360 questionnaires were randomly distributed among the residents of Mehr houses. Cronbach's alpha for the questionnaire was 0.89, indicating suitability of the reliability and validity of the questionnaire.

The results of Friedman's test showed that the "physical", "economic", "social", "biological-environmental", and "aesthetic" criteria hold the first to fifth ranks, respectively. The results showed that in the three areas of Mehr housing, the physical criterion was the most satisfactory because it met the needs of the residents well. According to the opinions of the residents, "esthetic" issues obtained lowest level of satisfaction. The reason is that design and aesthetic issues have not been considered significant in building Mehr houses.
Among the indicators, "enough vehicle parking facilities", "efficient facilities and equipment" and "cleanliness of the residential environment", respectively, received the highest rating of satisfaction among the residents. The indicators "visible views", "access to suitable green spaces" and "existence of recreational places" also received the lowest rating and satisfaction, respectively. This indicates the low level of stability of these indicators. The path coefficients of the variables in the structural equations method with the partial least squares approach showed that in all areas of Mehr housing, the "physical" and "economic" criteria are the most and least important criteria, respectively. Cooperative0built and self-built housings have similar conditions. On the other hand, in the Mehr industry-built housing, the "social" criterion has the greatest impact on housing stability. The results of the MEREC and EDAS methods showed that the Mehr self-build housing holds the highest rank in terms of stability and that these housings are relatively stable. Mehr cooperative-built housing and industry-built houses were ranked the second (low stability) and the third (non-stability). 

Housing is an important issue for low-income people. Moreover, housing and its stability are important for people, governments, and city officials. In the programs related to Mehr housing projects for low-income people, more attention is paid to economic affairs, and this issue has caused the residents' need for living in a desirable environment to be forgotten. Stable housing is the kind of housing that is low-cost, low-consuming, and safe, and also considers economic, social, and environmental sustainability. However, in for constructing Mehr houses only the financial power of low-income people has been taken into consideration. This study tried to review stable housing approach, to assess the physical aspect of housing, and explore other aspects of stability. The ultimate goal was to explore the success of Mehr houses from the point of view of their residents. The results showed that in terms of stability factors, the respondents were satisfied with self-built Mehr houses than other housing areas. This showed that Mehr housing project and its relative stability have been successful. On the contrary, the dissatisfactions with the cooperative-built and industry-built Mehr houses showed that the managers of Semnan should attempt to include the citizens’ opinions and their participation in urban planning. This way, the problems of the houses will be solved, because not paying attention to the economic, aesthetic, and environmental demands will result in the dissatisfaction of the residents. The results of this study will help the planners of housing and urban managers to increase the stability of the residential environment of Mahr houses and meet the needs of the residents to increase their satisfaction. The final goal can be to avoid past mistakes in the implementation of such plans.

Informal settlement is the prominently dominating factor which contributes urbanization and provides the city's poor people with housing. In fact, these settlements are unreasonable and disorganized agglomeration places for low income people who live in deprived areas of the cities. Given the importance of housing, especially in informal settlements, the current research intends to outline the changes in housing indicators from margin to context and vice versa, especially in informal settlements of Tabriz metropolis. A descriptive-evaluative methodology was used together with a field- documentary method applied for data collection. Here, in order to analyze the data and weighting of housing indicators (data layers), ANP model was used with Super Decision software. Also, GIS software was applied for generating maps. Additionally, the statistical community of the research included informal settlements of Tabriz metropolis. The findings together with consideration of changes in housing conditions for the statistical blocks of the informal settlements indicated that, of 1318 blocks, 43/17% didn't change, 14/19% changed from deprived category to wealthy, 7/36% changed from medium to wealthy level, 15/85% changed from deprived to medium level, 5/16% changed from wealthy to medium level, 7/21% changed from medium to deprived level, and 7/06% changed from wealthy to deprived category. Generally speaking, the results showed that, of all blocks, 37/4% promoted, 19/43% plummeted while 43/17% remained unchanged. Therefore, it could be contended that the housing indicators for informal settlements promoted, especially with a shift toward urban contexts.

Different ways of travelling are the basis of the economic and social activities of every city due to the costs of transportation and access, and the flow of people's travel in the city to access activities and services turns it into a living organism. The current research aims to investigate the internal relationships affecting individual and spatial factors on the way of intra-city travel in Rasht city. The present research method is considered to be applied in terms of purpose and in terms of descriptive-survey data collection. The current research aims to investigate the internal relationships affecting individual and spatial factors on the way of intra-city travel in Rasht city. The statistical population of this research consists of 21 urban planning and urban transportation experts. The data collection tool is in the form of a questionnaire with 31 factors documented and presented from the background table of the research. The subjects of the research are coded and in the next step, internal relationships of the effective factors are identified and determined through the Dimel technique, finally, by forming a group decision matrix, a better understanding of the internal effective factors is created. Also, the results obtained from the Dimtel technique showed that the accessibility according to travel costs (1.695), the distance between stations (1.549), the accessibility according to the distance from the city centre (0.628), the accessibility according to traffic (0.254), willingness to use public transportation (0.166), the distance between home and important city service-commercial centres (0.123) were the most influential indicators in evaluating the ways of intra-city travel in Rasht city.

The purpose of this research is to evaluate the indicators of a healthy city in Rasht in and finally to examine the relationships between the indicators of a healthy city, including identifying the most important factors affecting the realization of a healthy city. For this purpose, the city of Rasht has been chosen as a case study in this research.

The current research is considered an applied research in terms of purpose and, according to the method of answering research questions, it is considered a descriptive-quantitative research. In this study, the information was collected through surveys and documents. In order to investigate and evaluate the indicators of a healthy city, a questionnaire with a 5-level Likert scale was designed. The information obtained from the questionnaires was analyzed and evaluated by SPSS software. First, in order to confirm the accuracy of the questionnaire, the value of Cronbach’s alpha was checked, and this value with a coefficient of 0.913 indicated the very favorable and reliable internal validity of the questionnaire questions. Then, by using binomial tests, Pearson correlation and linear regression test, the findings have been analyzed step by step. The sample size was calculated using Cochran’s formula of 384, according to the population of Rasht in the latest population and the housing census in 2015, that was reported to be 679,995 people.

According to the average results of the indicators, the “housing quality” index has the highest average value of 3.12. On the other hand, the “organizational-managerial” index has the lowest average among the indices, with an average of 2.52. Also, according to the average results of the research items, the item of “residential unit’s access to facilities such as water, electricity and gas” from the housing quality index has the highest average with a number of 4.15, as well as the item “the existence of special bicycle paths in the place of residence”. The environmental and physical index with an average of 1.93, they have the lowest average among all items. And finally, the average of all items in the current research is equal to 2.86. Then, a step-by-step regression test was used to investigate the relationship between the “health and hygiene” index and other research indicators. At first, by entering the index of “health and sanitation” as a dependent index and 5 other research indices as independent indices, the effective indices identified by this test are entered into the model in order of effect. According to findings, “organization and management” index had the greatest impact on the health and hygiene of the citizens, as it was able to predict 34.4% of the variance share of the “health and hygiene” index alone with a correlation coefficient of 0.586. Also, in the fourth model, where all the effective indicators are included in the model, the model has a correlation coefficient of 0.704, which shows the high correlation between these factors and the health of the citizens; It could form 49.5% of the share of the variance of the “health and sanitation” variable. Finally, only the “economic” index has been removed from the model due to its insignificant effect on the “health and sanitation” index.

Based on the step-by-step regression test, firstly, the “management and organizational” index alone is able to predict 34.4% of the variance share of the “health and hygiene” index. Also, these two indicators have the highest correlation among all the indicators of this research, which indicates the continuity and high influence of these two indicators on each other. Therefore, Rasht’s urban management can place special emphasis on the topic of a healthy city and the health indicators of the citizens in its planning, in order to ultimately improve the health and health status of the city and its citizens. In the next step, the indicators of “housing quality” and then “environmental and physical” have the greatest effect on the health status of citizens, which indicates the importance of physical issues and the quality of life of citizens in addition to environmental issues. But at the last stage, the “social” index has an undeniable effect on the health index. Based on this, it is possible to improve the indicators of a healthy city with proper planning in order to increase interactions between citizens and raise the level of people’s participation in urban affairs and provide a suitable platform for the direct relationship between citizens and city officials to increase two-way interaction between them. The point to be pondered in this research is the exclusion of the economic index from the final model, which shows the insignificant and negligible impact of this index on the health status of the citizens, which indicates that this index has a lower priority than other indices, and can be a suitable subject for future research in this city.

Increasing urbanization and the need for relocation introduces optimal transportation as a major factor in increasing the level of citizen satisfaction. As a result, governments often spend most of their budgets on repairing and building transportation infrastructure. Now, if a precise and expert decision is not made to prioritize investment in transportation infrastructure, it will cause budget waste, negative impact on the economy and environmental and social damage. Due to the limited budget of Gilan province and the economic conditions prevailing in the whole country, the purpose of this article is to determine the investment priorities in the transportation infrastructure of Gilan province. This research is applied in terms of purpose and analytical-descriptive in terms of method. Document collection was done by referring to articles, documents and books and field collection was done using a questionnaire. In the present study, the multi-criteria method of infrastructure prioritization framework or IPF was used to prioritize investment in transportation infrastructure, which is a quantitative multi-criteria prioritization method and measures socio-environmental and financial-economic indicators. In addition to budget constraints are considered. In this method, using the opinion of experts in the form of a questionnaire and collecting the required data, calculations were performed, which finally showed the results on a visible graph. The analysis of the findings and results shows that the railway infrastructure in Gilan province has the first priority of investment, followed by road infrastructure in the second place and maritime transport infrastructure in the third place, and finally the transport infrastructure. Air is a priority.

Today, rapid growth of cities and increase of urban population indicate that urban instability has occurred in urban areas. In order to reduce instability in the cities, the paradigm of sustainability and foresight is considered more than ever. Therefore, housing foresight plays a very important role in urban planning and sustainable urban development as a basic infrastructure. In this study, Delphi method and Mick Mac software have been used to collect and analyze effective sustainability of housing in Qazvin based on a four dimensional approach and developed a comprehensive and applied research. As a result, paying attention to futurism in housing studies in Qazvin is an important issue. Accordingly, studies show that the drivers of "mixed housing development", "housing unit access to services", "social cohesion and interaction" and "identity and vitality" have the greatest impact on housing sustainability, and the drivers of " "Housing unit access to services", "social cohesion and interaction" and "sustainable architecture in harmony with local climate and materials" have the greatest impact on housing sustainability. Finally, the drivers of "social cohesion and interaction" and "housing unit access to services" have a high impact and influence on the sustainability of housing in Qazvin.

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.

Today, the zoning of quality of life in urban areas has become a necessary research tool in contemporary cities to support urban planning and management. In recent decades, with the rapid growth of urbanization and its problems, such as environmental pollution, traffic jams, psychological discomforts, etc., the issue of quality of life have been considered many researchers from psychology, sociology and especially urban planning. Therefore, aims of all urban development plans in the country, increasing the quality of life of citizens. The first step in improving the quality of life in urban areas is to identify and explain the existing situation in urban areas. This paper research method is descriptive-analytical and terms of type it's have practical nature. In this research, zoning of Zanjan city has been studied in terms of quality of life indicators with using of AZP algorithm; therefore, 10 regions were formed that the results of the research indicate a cluster distribution pattern in Zanjan urban areas. Then, to evaluation the distribution pattern of quality of life indicators by using the amount of moron statistics, the distribution pattern of the indicators shows the normal situation; the distribution pattern is neither cluster nor dispersed. Among the 10 area created, there is the best regional status, with an average of 2038 people with access to quality of life indicators and the worst regional situation, with an average of 16 indicators of quality of life.

In the recent decade, the views of planners and theorists have changed from simple physical aspects to social, environment and interactive aspects. Considering the increasing development of cities and the tendency of citizens to use private vehicle, serious challenges for urban planners have emerged. The study of people's behaviors and attitudes is important because knowing these attitudes can make changes in related policies. The data of the descriptive-quantitative study was done through documentary and survey studies. In order to study the attitude of citizens and its impact on the use of public transportation system, questions were designed in the form of a questionnaire with a five-level Likert scale. Considering the population of Tehran, the size of the sample was calculated to be 384 people using the Cochran's formula. Due to the epidemic of Covid-19 and in order to observe the health protocols, an online questionnaire was used. To increase the reliability, 443 questionnaires were distributed online among the residents of Tehran. Data analysis of this study showed that the "environmental attitude" index was ranked as the first with an average of 3.69 and the following were "social attitudes", "economic attitudes" and "use public transportation" with an average of 3.58, 3.20 and 2.94, respectively. According to the modeling results, the economic attitude of citizens with a path coefficient of 0.475 has the main and most significant impact on the use of public transport.

The main purpose of this study is to assess the level of citizens' satisfaction with public transportation in Tabriz. The research tool is the questionnaire and the statistical population of Tabriz citizens. The statistical sample was calculated based on Cochran's formula and was selected randomly in the statistical population. The research method is survey. Due to the range of questioning and interviews with citizens using this system in different days, hours and conditions, it has innovation. first 13 indicators were identified to assess the level of satisfaction with the services of the bus system in the city. information was collected and were analyzed using SPSS software and one-sample t-test. The results showed that the level of satisfaction with research indicators can be divided into three groups. In the first group; There are indicators that the level of satisfaction with these indicators is moderate. Indicators such as heating systems, cooling system and the amount of payment are in the first group. In the second group; There are indicators such as the behavior of drivers and employees and working hours of the bus system, and satisfaction with these indicators is above average. Also in the third group; The level of satisfaction with the indicators of route furniture and stations, safety and security of stations, number of seats for passengers and services provided for the disabled is less than average. The average overall satisfaction is 3.13, which indicates that is average.

Branding a destination is not necessarily related to its positive features, and sometimes a tourism destination can be known for its negative features among tourists; In this case, the factors affecting the branding of tourism destinations should be identified and given to tourism planners; This research has been done with the aim of identifying and evaluating the components affecting the branding of Bisheh tourism target village. At first, with the help of background study and interviews with expert professors, the factors were identified and after localization in the study area, they made the research questionnaire; The reliability of the research instrument was confirmed by Cronbach's alpha coefficient, and its validity has been confirmed by professors in this field. The results showed that tourist attractions and tourism marketing in Bisheh village with the coefficients of 0.85 and 0.77, have the greatest impact on branding in this village And destination performance, infrastructure, unique characteristics, government performance, and tourist behavior come next. Also, government monitoring and investment, natural attractions, village security, expertise of stakeholders and destination advertising have the greatest impact on Bisheh village branding; Finally, according to the research findings, several suggestions were made to improve and facilitate the branding process of Bisheh tourist village

The spatial and physical structure of the city has an important role in the social functions and behaviors of citizens. Land use as the starting and ending point of the trip is one of the most important factors in creating movement in the city. Intermediate passages are those that are not necessarily the origin or the destination, but must be crossed to reach the destination. How these spaces are chosen by people to reach the destination is explained using the space syntax method. This research is of applied type and the research method is based on examining the significant relationship between spatial-physical factors including land use and syntactic variables (spatial arrangement) with observational factors including the volume of trips in urban areas. In this study, based on the theory of "space syntax" and its concept in the form of "natural motion" in urban space, after examining the spatial-physical structure of Rasht city in three basic steps, using graph analysis of syntactic parameters (integration, connectivity, control, and mean depth) as well as multiple regression method in SPSS software, it was found that spatial syntax and land use layout has a significant direct relationship with citizens' travel behavior and up to 75% of its changes can be predicted. Meanwhile, the beta coefficient of the Space Syntax is 0.63, which is higher than the land use with a coefficient of 0.34. Considering the essential role of physical and spatial characteristics in urban traffic the development of transportation systems can be targeted by developing favorable policies in this field, while identifying the origin and destination of trips and high-traffic routes. And plan to improve the pattern of urban travel and the integration of transportation systems with an emphasis on public transportation and walking.

Due to the unexpected nature of accidents and the need to make the right decisions and take appropriate action to reduce vulnerability, increase safety and resilience of settlements; management and planning are essential. In the meantime, land-use planning has a high potential in improving the conditions of human settlements and increasing the resilience of cities against risks. Land-use planning is a key to reduce risks according to the dimensions of spatial structure and the impact of its analytical tools and policies on the intensity and type of development. Unfavorable situation of physical elements and inappropriate use of urban lands, inadequate urban communication network, high urban densities, situation of infrastructure installations and inefficient distribution of urban spaces play an essential role in increasing the rate of urban damage. Because land-use planning, which is based on foresight, risk-taking, and decision-making and based on preventive measures, focuses on changing the vulnerabilities of cities, thereby reducing the impact of disasters and preventing them. On the other hand, recognizing resilience can help determine the traits and characteristics that increase the capacity of communities to deal with disasters and suggest tools to help the process of reducing vulnerability. Therefore, it can be said that if land-use planning and recognition of resilience is done properly, disaster risk for cities can be promising. In fact, the purpose of this study is to apply land-use planning policies in order to optimize and use the capabilities and resilience of the city against natural hazards. Accordingly, the main question of the research is as follow:-Which of the land-use planning policies are effective on reducing natural hazards and promoting urban resilience?

The present research is applied in terms of purpose and is descriptive-analytical in aspect of method. The purpose of this study is to apply land-use planning policies in order to optimize and use the capabilities and resilience of the city against natural hazards. Data were collected through documentary-library studies and questionnaire tool. The statistical population of the study was citizens living in Rudbar city which 384 samples have been calculated by using of the Cochran's formula. Convergence validity of the extracted mean variance (AVE) should be higher than 0.5 and the reliability of the questionnaire was calculated by Cronbach's alpha test of 0.915. SPSS and Smart-PLS software programs were exerted to analyze the statistical data of the questionnaires to prepare models between the dimensions of land-use planning policies and urban resilience. The land-use planning policies in the research have a multidimensional structure that includes: physical, social, economic and environmental policies.

Regression analysis showed a significant difference. The land-use policy variable has 68% ability to estimate the improvement of the institutional index, 61% economic, 57% physical and 55% urban resilience dimensions. Also, the beta coefficient of the variables is from the highest to the lowest. Institutional 0.826, physical 0.761 and social 0.724, these positive coefficients show that if a standard deviation from the variable of physical land use policy in Rudbar increases, the amount of housing diversity according to the implementation of housing policy between vertical and horizontal development will be different. Technology is on the rise in the city. The physical policy of maintaining a balance between vertical and horizontal development will also apply, as well as housing diversity in terms of resilience in the city. Accordingly, environmental policy to prevent land degradation of the existing transportation network in the city can increase service responsiveness as well as the usability of existing land.

What a city does before a hazard determines what happens after it, so the amount of casualties and damage from natural disasters depends on how well the local community is prepared for the event. Inadequate physical condition of the city, such as improper distribution and shortage of public open spaces, inefficient and inadequate road network, increased urban density, dilapidated and vulnerable buildings have a significant impact on the amount of damage caused by earthquakes and natural disasters and increase the city's recovery time. Examination of research criteria in the city of Rudbar, indicates the unsatisfactory situation of most criteria in the city. These issues indicate further damage to these areas in the event of earthquakes and natural disasters; therefore, this area is one of the priorities for action in the city and the preparation of plans to reduce the risk in these areas is very necessary. With the development of the city to the surrounding area, manifestations of urban planning and land use planning (narrow streets, better distribution and increase the extend of open spaces as a result of more access to open spaces, etc.) in the urban texture are visible. Finally, by comparing some of the indicators of urban resilience with the dimensions of land use policies, it was determined that if the land-use policies in Rudbar city are implemented according to the prepared plans, the resilience indicators of Rudbar city can also be improved. It seems that urban management and planning in this sector has remained at the level of plans and has only paid attention to factors such as suitable climate, ease of sewage disposal, the presence of barren land, etc. in the development of the city and ignores the infrastructure of future development of Rudbar city. It can be said that the nature of earthquakes and natural disasters in comparison with other risks and economic, social and political considerations cause the local government to refrain from this action despite its ability to prevent risky development and improve the quality of it.

The layout of land uses and the distribution of activities in the city are factors influencing urban transportation patterns. For this purpose, information related to traffic behavior and socio-economic characteristics of 540 residents of four residential areas of Shiraz was collected. The purpose of this study is to explain the advantages of using the combined model of WASPAS decision in the study of socio-economic variables and land use patterns in the production of intercity travel, Rasht city. Weight production technique is a very accurate technique and its decision matrix is ​​based on objective data and is used to decide on very sensitive issues. The research method is descriptive-analytical. Studies related to urban planning and intra-city transportation were used to identify the indicators of the target areas of travel production. Based on this, 11 criteria 40 have been identified and a basis for collecting information related to travel production areas in Rasht city. In order to obtain the score of each criterion that has several sub-criteria, the central index method was used and the score of each criterion was calculated according to its sub-criteria. Then, using the model of evaluation of cumulative weight production, priority was given to the areas of Rasht city. The results of this study show that regions two, one and three are more capable of producing travel, respectively. And areas four and five are less likely to produce less travel. In such a way that the output of the model corresponds well to the existing realities.

In recent years, climate change has become a global and important issue and has affected human survival and development. To achieve a “low carbon” and “sustainable development” community, scientists have focused on designing and planning systems to evaluate the “low carbon” community. The purpose of this study is to evaluate the effect of “low carbon” approach indicators on the degree of stability and their combined analogy in Jowlan neighborhood of Hamadan city. The research method in this study is correlational and in the framework of analytical methods. Therefore, a researcher-made questionnaire was used to collect data, and the sampling method was random. Using the Pearson correlation test and linear regression, the effect of low carbon indices on indices of sustainable neighborhoods and their comparisons has been investigated in the Jowlan neighborhood of Hamadan. Finally, the data-model fitting through Smart PLS software is presented to provide a structural analytical model for the research on its variables. To calculate the reliability of the indices, a sample of 310 people was administered. Then the reliability of the questionnaire was calculated by Cronbach's alpha method and Cronbach's alpha coefficient was 0.801 which indicates high level of reliability of the questionnaire. SPSS software was used for data analysis. Indicators evaluated in the research are extracted with emphasis on measurability and measurable overview of relevant literature. Therefore, it can be mentioned that the more the low carbon approach of 0.842 and its dimensions increases the rate of conversion of urban neighborhoods, the more sustainable neighborhoods among Hamadan towns, thus, the research hypothesis is confirmed. According to the studies, “form and structure” is the most important component for citizens and experts, both in terms of effectiveness and in terms of being active in effective relationships for the realization of low carbon neighborhood. Obviously, the diversity of housing for different strata has always been effective in achieving a coherent form and structure, increasing green areas and axes, compact growth and prevention of sprawl of growth. In this component, according to the findings, the two indicators of “attention to the natural state of the neighborhood” and “reducing energy consumption” are also among the most important and effective indicators.

The growing use of private cars has raised concerns about traffic, environmental pollution and neglected historic sites in cities. Currently, due to the dominance of cars in the city of Rasht, many valuable neighborhoods in the central part of the country have become inaccessible to pedestrians and have only become a place for activities such as car parks. The aim of this study is to investigate the impact of traffic-absorption policies on the development of sustainable neighborhoods. In this study, modified coefficients, regression and structural analysis were used to analyze the path of two attractive policies of public transportation development and development of spaces for pedestrians and two repulsive policies of restricting car traffic and parking restrictions to evaluate Chelehkhaneh neighborhood of Rasht. Is. The Cochran's formula was used to determine the sample size, which was calculated to be 384 people. The reliability of the questionnaires was obtained by Cronbach's alpha of 0.834. By examining the findings, the regression coefficients in the two repulsive policies; restrictions on car traffic and parking restrictions are ranked first in the physical-environmental dimension, and fourth in the communication and stress dimension, respectively. The physical-environmental dimension of the environment with a beta coefficient of 0.86 in the limit of car traffic and in the parking limit with a beta coefficient of 0.84 and the communication and control dimension in the restriction of car traffic and parking limit with a beta coefficient of 0.75 and 59.5, respectively. 0 was obtained from the citizens. As a result, absorption policies alone cannot be involved in recreating neighborhoods; Rather, these policies can be effective when complemented by other traffic policies, such as repulsion policies.

Introduction 
Strategic planning includes strategies and goals that operate in a creative and sustainable manner in order to manage, maintain and finance the transportation system. The goal of the strategic plan is to promote a balanced transport system that offers sustainable choices; On the other hand, this issue makes it necessary to address the approaches that lead transportation towards social, economic and environmental sustainability, and one of these approaches is the integration of transportation.
Methodology 
The present study is an applied research for the purpose that Strategic planning of regional transport integrated development in Kerman province. It also in nature and method ,is exploratory-descriptive-prescriptive. Access to information is mainly through a documentary procedure, namely referring to existing texts, textbooks, documents and papers. Also, field methods such as the use of questionnaires and interviews Through the Delphi model are used to complete the information. The study area is Kerman province and interviewees are from a number of Specialists, experts And managers (Road Maintenance and Transportation Organization, Department of Roads and Urban Development, Management and Planning Organization, Department of  Environment) and professors of universities in Kerman province. Questionnaires were distributed and collected in two round. After obtaining the required information using strategic planning models, data has been analyzed by using strategic planning models. In fact, after Preparation the Vision, the objectives, the main and most important strategic factors of the external environment (opportunities and threats) and the internal environment (strengths and weaknesses) of the Kerman province's transport sector, to evaluate external and internal factors respectively External Factor Evaluation (EFE) and Internal Factor Evaluation (IFE) matrices are used. The external and internal factor analysis (IE) matrix is then compiled based on the findings of the two IFE and EFE matrices to determine the best strategy. In the following have been Preparation strategies for integrated regional transport development in Kerman province using the SWOT matrix.
Results and discussion 
What is stated in this part of the article It includes Preparation a vision, Preparation goals, evaluating the external environment, evaluating the internal environment, analyzing matrices of internal and external factors, Preparation strategies and executive planning in order to integrate regional transportation in Kerman province. Given that the sum of the final scores of the EFE matrix is 2.622 and the sum of the final scores of the IFE matrix is 2.56, and as shown in the IE matrix, the offensive strategy (SO) is the superior strategy. Then, strategies related to the integrated development of regional transportation in Kerman province have been developed using the SWOT matrix. Therefore, according to the priority of offensive strategies, a number of policies, action plans and projects have been presented in connection with these strategies.
Conclusion 
Strategic planning brings many opportunities for an organization, including facilitating the analysis of past practices using a methodical approach, providing a way to prioritize organizational needs and goals, and providing information that will help resource prioritize. The benefits of using strategic planning in the field of transportation include promoting economic growth, improving the quality of the environment, strengthening the integration and cooperation between different modes of transportation, maintaining the transportation system at an efficient level and improving the level of services, improving safety and much more. In fact, strategic planning includes the principles of sustainability, integrity and comprehensiveness, and is promising to address the problems of urban and regional transportation planning in relation to the hierarchical system of programs, inter-organizational coordination, implementation, public participation and sustainable development; Therefore, in order to methodize the analysis of past performances and prioritize the needs of the transportation sector in Kerman province, the strategic plan for the integrated development of regional transportation in Kerman province has been carefully studied.

In recent years, land use changes in different cities of Iran have caused problems such as rising earth temperatures, environmental pollution, declining agricultural lands, and so on. The increasing population of urban dwellers in Lahijan in recent decades has caused land use changes, and assessment of these changes in recent decades and predicting future changes is a necessity of the present study. By using remote sensing technology, the extent of land use changes can be examined. In this study, satellite images of Lahijan city from USGS site by using Landsat 5-TM satellite in May 1999, 2008 and Landsat 8-OLI satellite in May 2018, at intervals of about 10 years, have been prepared. Classification of satellite images has been done by using clustering method in GIS software. Then, the raster images are converted to vector images to calculate the cluster’s area. Finally, the forecast for land use changes in 2028 was done using the Markov chain model in TerrSet software. The comparison of the area of land cover and built environment areas in Markov's forecast for 2028 shows a significant increase in built environment compared to natural environment with land cover. The forecast shows that the area of built environment in Lahijan in 2028 is 1329 hectares and the area of land cover is 87 hectares.

The achievement of sustainable development in whose shadow, social welfare and economic development would appear, requires the creation of appropriate infrastructures which transportation network is one of the most important and efficient ones; therefore, sustainable transport strategy can be considered as one of the most significant issues in the field of sustainable development. Hence, considering approaches which lead transportation to environmental, economic and social sustainability seems necessary, which is one of the transport integration approaches. In this regard, Kerman province has not reached its real status owing to the lack of proper planning in the transportation sector. Consequently, there is a need to predispose the context to provide proper planning and change the existing planning style.

The current paper, which is exploratory-descriptive-prescriptive aims to prepare and assess the strategies of Regional Transport Integrated Development in Kerman province.

Through using the documentary method, therequired information is gathered by referring to the existing texts, textbooks, documents, papers. Also, field methods such as questionnaires and interview are used to complete the data. The statistical society is Kerman province transportation experts, planners and managers who some of them were interviewed as sample society. The current study provides some strategies using the Delphi model and SWOT technique to improve the current conditions of region transportation integrity. Then, strategies are prioritized using the Network Analysis process (ANP).

Results indicate that Proactive Strategies are well-suited for Kerman province. Therefore, Proactive strategies were analyzed using ANP model, and their final priority indicates that Organizational-managerial integration is more significant than other integrations.

Indeed, management integrity has made it an integral part of decision making, and it predisposes the context to the realization of other types of integration in the transportation sector.

Nowadays strategies as futuristic thinking, role essential in coordination strengths, and opportunities in resolving weaknesses and encounter with a threat. But strategies in the implementation stage are always surround by factors that challenge or reinforce them in the path to success. This study aims to focus on the barriers to the implementation of urban sustainable transport strategies, and how these barriers will be affected. The statistical population of the study included 72 urban planning and urban planning experts who had good information about urban transportation systems. The framework for selecting individuals provided that they have at least ten years of experience in the areas mentioned and informed about Hamadan's urban status. The purpose of the study is applied and based on a descriptive and survey research strategy and a questionnaire was used for data collection. Its reliability was obtained by calculating Cronbach's alpha coefficient of 0.82. The Kolmogorov-Smirnov test for how the data are distributed in terms of normal or abnormal components to determine the relationship between the identified nine fold barriers and the implementation of the Spearman test as well as the Friedman nonparametric test for ranking the nine fold barriers. The highest average rating of 4.73 is assigned to social security, which means that the most important obstacle for experts to implement sustainable urban transport development strategies is social security. After this factor, the managerial and physical barriers have been most influential in this regard. The results of the statistical analysis confirm the existence of nine obstacles in the implementation of strategies in this area. In order to reduce the uncertainties of social deterrence, it is recommended to develop appropriate mechanisms for the development of social and institutional stakeholder participation, along with the process of designing transport strategies and urban transport strategies.

Today, instability in the transportation sector is on the rise in most cities in the developing world, and transportation development is mistakenly synonymous with activities such as building bridges and underpasses, widening roads and synchronizing high-speed transit systems. In contrast to urban planners, using a sustainable transport approach, they seek to find a solution that can influence and improve the quality of citizens’ lives by adopting the right transportation policies. The purpose of this study was to investigate the factors affecting the quality of life of the citizens of Rasht and to evaluate the impact of positive-choice transportation policies on the quality of life indicators. In this study, using correlation and regression methods and structural model testing to analyze the effects of two negative policies on traffic limitation and parking restriction and two positive policies on public transport development and spaces development for pedestrians to improve objective quality indicators. Life includes access, social, economic, security, physical and environmental. Accordingly, Cochran's formula was used to determine the sample size. The sample size was 384 persons. The reliability and validity of the questionnaires were 0.822 which was calculated by Cronbach's alpha coefficient. Using Structural Equation Modeling, it was found that the two policies of public transport development and the development of spaces for pedestrians with a physical index of quality of life had an indirect negative effect of -0.02 and -0.019 with two policies, respectively. The car traffic limitation has an indirect positive effect of 0.005 and in the regression analysis, except for the economic route, the rest of the parking constraint paths were not statistically significant and were excluded.