The rapid urbanization of cities has significantly increased travel demands and led to a rise in single-occupant vehicle ownership. Achieving a balance between transportation supply and demand is crucial in addressing these challenges. This paper focuses on the importance of ten key principles in urban planning for shared mobility to create livable cities. The Best-Worst method is employed to examine and estimate the impact of each principle, utilizing a genetic algorithm to determine the resulting weights. The case study is conducted in Tehran province, known for being the densely populated capital of Iran with a diverse range of transportation modes. A questionnaire method is employed to collect expert opinions, categorizing them into two groups. The first group evaluates the impact of each principle individually, identifying "planning cities and mobility together" as the most influential and "seek fair user fees" as the least significant. The second group provides pairwise comparisons between the best and worst principles. The results indicate that integrating urban transportation planning with city planning, specifically focusing on moving people over cars, is of paramount importance. Seamless connectivity and designing for equitable access are recognized as the second and third most crucial principles, respectively. The study emphasizes the need for considering these principles in transportation planning to address complex city problems and enhance connectivity, especially for pedestrians and cyclists. The findings, derived through a genetic algorithm optimization technique, highlight the significance of prioritizing certain principles in policymaking. By incorporating these insights, policymakers can allocate budgets more effectively and develop the built environment based on key principles, resulting in cost-effective and sustainable transportation planning for the future.

Urban transportation planning is a process that leads to decisions about transportation plans and policies. The purpose of this process is to provide the information needed to decide when, where, and how to improve the transportation system. Requiring this information and making sure it works is followed by a rational and systematic planning process. For this purpose, in this study, we first introduce different methods of transportation management and important policies in the field of urban transportation planning. Subsequently, it has attempted to implement mathematical and statistical models used in the four-steps of trip production and attraction, trip distribution, mode choice, and traffic assignment by developing a four-step transportation demand modeling computer program. C ++ has been used to build this program. The program written in this study will enable transport policymakers to analyze and evaluate the positive and negative consequences of their plans to improve transportation conditions prior to project implementation and the high costs involved.

Today, due to the importance of transportation in developing countries, addressing the issues related to transportation safety planning has also become increasingly important. One of the important issues in the field of safety planning is the synchronization of safety planning with the stages of transportation planning and predicting large-scale accidents is one of its components. The purpose of this research is to present a mathematical model for predicting the number of severe road traffic accidents along with transport planning and determine the most appropriate planning stage for building macro level accident prediction models. In this paper, by examining the factors affecting accidents, the macro model is presented using genetic programming method. For this purpose, data from the years 2011 to 2014 were used as baseline data and statistics from year 2015 were used to validate the model. Based on the data of each planning step, separate models were developed and after comparison between them, the model based on travel production variables was identified as the optimal model. The results show that among the data corresponding to the transport planning stages, the variables of the trip generation stage are the most appropriate data set for modelling of predicting road freight accidents.

Safety conscious transportation planning is a new strategy in proactive approaches towards crashes. This approach requires specialized tools at macro-level to account for the safety implications of transportation policies and plans at an aggregate level. The purpose of his paper is to develop Aggregate (macro) Crash Prediction Models (ACPMs) that are concurrent with the trip generationstep of the four step demand modeling technique. The concept of Crash Generation Model (CGM) is introduced based on trip frequencies generated by purpose in each urban Traffic Analysis Zone (TAZ) utilizing a logarithmic transformation in a generalized linear model with the assumptionof a negative binomial error structure. CGMs may be used for immediate checking of the impact of future trip generations on crash frequencies in comprehensive transportation planning studies (i.e. ability to forecast crashes at each time-step trips are being forecasted). They will help safety planners develop travel demand management scenarios and simultaneously assess their perceived impact on the overall safety of the urban areas. The models prove an effective step towards incorporating safety into long-range transportation planning. It is shown that there is a significant relation between crash frequencies and trip frequencies by purpose per TAZ.

1- Intro duction Every city use includes traffic specification the changes by transportation planning cause objective manifestation in general texture of the city. This manifestation involves promotion and demotion of spatial texture of city that is through optimization, reconstruction, expansion and creating new obstacles. Transportation planning is a new subject in geographic science and its use in city planning in general and regional planning in particular has strated recently. The transportation system and traffic are parts of city's activities and they indicate the dynamism and vitality of a whole city. There is no doubt that without transportation, one can not imagine a vital and dynamic city. 2- Theoretical Bases The term "trans" means to send from one place to another and "port" means carry (Moradi Massihi, 2004: 313). The concept of transportation from the economical point of view means to carry passengers and goods form one place to another (Bulghari, 2004: 63). Transportation planning is a systematic technique in analyzing the transportation traffic. Its aim is to create safety (security) in a dynamic and suitable transportation system relating to the current and future needs and priorities of society (Shayegh, 1982: 44). Transportation planning of city is an intermediary subject and is a new technical profession which has acquired the influential theoretic principles, tools and methods that are used in the interactions of private and government sections (Amininejad and Aftekhari, 2007: 25). The network of connection as an inseparable part of regional city, whether in organic form or in preplanned designs, is to achieve the least needs of city concerned. The reformation of transportation network and the services provided for commutors is one of the essentials of physical specification in the indices of efficiency, justifiable economy and safety in unused texture of city (Perry Symons, 1994: 68). 3- Discussion The analysis of SWOT is a term used for the recognition of internal weak and strong points, opportunities and outside threat that a system has to encounter. This model of systematic opportunity and threat of outside are compared with a structured approach of weak and strong points of an internal system. The purpose of this comparison is to recognize one of the four special methods to make harmonic situation of internal and external. After analysis of variables, the situation of transportation in physical texture of 8th region of Tehran was standardized with amount data of each 58 variables accorded to 1 and 10. Finally the average exponents of each indiex of SWOT were calculated. According to the study done the strong points are with the average of 8.7 exponent, weak points 8.7, opportaunities 9.1 and threats 7.2. 4- Conclusion What comes from the transportation traffic point of view in city texture are the moving specification, the various transportation system at hand, safety and expenses in related systems. In the present research, the role of transportation planning in the physical texture of 8th region of Tehran was studied. The findings of this research show that the transportation and traffic studies have been done in five sections, and each section, during past six years, namely; from 2003 to 2009, has used the technique of SWOT. In the applied technique, the external opportunities and threats are systematically compared and observed with the internal weak and strong points in a structured approach. It shows that the physical texture of 8th region of Tehran has considerable weak and strong points. Thus, with regard to the result of output, the enforcement strategies were used. Finally, it was observed that most of the actions taken for the studied transportation traffic system of the city in the region have overlaps with strategy output from the table SWOT. Also, all the changes created is due to the step taken by municipality of Tehran to enhance the transportation in reforming physical texture. 5- Suggestions In respect to this research done there are few suggestions to enhance the transportation system of Tehran: Changing in the border of region to the extent that the main roads of first and second are separated logically. Defining a rational relation between region and supra-regional use which is effective. Pragmatism in deciding the path of main streets of first and second and changing the performance of Metro stations. Reduction of population density in some localities. Making the definition of passages network according to the present situation and performance of traffic process caused by it and systematization of sequential city. Creating a modern transportation system. Organizing the passages distribution towards Resalat square. Preventing the whole process of traffic to enter and exter the east Tehran to Resalat Square. Setting the relative relations of Imam Ali (P.U.H) road and the effect of it in passages network and periphery uses. Equipment of Madani Street as a second main road. Creating cross lines of uneven for the streets of Ostad Hassan Bana and Shanzdah Metri Dovom. Unevenness of pedestrians and commuter's movement in extensive scale in Resalat Square.

In this paper, a multi-phase bi-objective mathematical model is presented for a transportation planning. It is assumed that there is a planning horizon which includes some planning periods. In each phase, its related decisions are made. In the first phase, a transportation planning is done for each planning period considering products inconsistency features and other real conditions. In mentioned model steaming decision is made to solve products inconsistency before transporting the new product and the model considers transportation, steaming and other related costs to define optimal tour plan for each vehicle in each time period. The model is solved for each period separately according to the products demands and supplies in mentioned period. In the second phase, according to the total benefit and cost of each vehicle in each period, an optimal portfolio of vehicles is determined. The proposed model of the second phase considers average and risk of using various vehicles and tries to select proper ones. By the proposed portfolio, the transportation company will face to a strategic number of vehicles plan and according to observed periods may have more profit in the future. In the third phase, a bi-objective model is proposed for tactical decisions of purchasing or sale of each vehicle considering their age, their potential profits, their maintenance and other costs at the beginning of each time period. The first objective tries to maximize the total benefit of the transportation company while the second one minimizes the deviation of number of vehicles with their target value which was determined in the second phase by the portfolio selection model. By the third model, the transportation company will decide to purchase or sale each vehicle types to be used for the next time period. This decision is made considering the required demands or supplies, different costs and benefits. Finally, a fuzzy goal programming approach is used to solve the bi-objective model. Sensitivity analysis is done to consider models validity. Comparison of the proposed three phased approach with a classic transportation problem for a numerical example confirms efficacy of the proposed approach.

In order to achieve the objective of a safe transportation system and reducing the irreparable consequences of the road crashes, it is necessary to consider the traffic safety issues along with other transport planning factors such as the air pollution, socio-economic. Recently, statistical models to quantify the impact of transport planning factors on the traffic safety and, subsequently, to establish a link between the transportation planning and traffic safety have been considered by planners. The purpose of the current study is to develop the comprehensive macro-level crash prediction models by which the effect of a range of the characteristics of traffic analysis zones on the crash frequency could be considered. To do so, in addition to the Poisson model, which is the most common and basic crash prediction model, Poisson-Lognormal and conditional autoregressive models are also used to consider the unobserved heterogeneity and spatial correlations. The Deviance Information Criterion (DIC) has been used to compare the proposed models. The results of the comparison of the models indicate that considering the two factors of overdispersion and spatial correlations by the Poisson-Lognormal and conditional autoregressive models, respectively, significantly improves the performance of the models and reduces the value of DIC from 4623.41 in Poisson model to 2066.82 and 2055.28 in aforementioned models. It is also worth noting that the conditional autoregressive model has the best performance, which highlights the importance of considering the spatial dependence in the crash prediction models with rectification of the estimation and replacement of the omitted variables.

Nowadays، rural transportation sector is a main source of environmental depreciation in the forms of fossil energies consumption، greenhouse gas emissions، air، water، land and noise pollution. A general consensus to avoid such deficiencies through sustainable development approach has lead to a number of policies and plans in this sector. Obviously، one of the main requirements of this approach is the accurate measurement of the status quo and society state in the case of each of policies or plan implementation. This paper presents the most frequent 11 indices for measuring the state of sustainability in rural transportation through a number of researches. According to sustainable planning، the mechanism of adopting the indices is based on the interrelation of transportation and land use development.