Climate change is threatening our planet and human settlements by its short and long time consequences. Globally, transport-related emissions of carbon dioxide are growing rapidly. The use of petroleum as a fossil fuel for transportation is the main source of carbon dioxide emissions. Statistics show that 22 percent of global CO2 emission occurs in transportation section and it is estimated that urban transport accounts for 8 to 13 percent of total emission in different countries. It is clear that any reduction in fossil fuel consumption in urban transport can help reduce total emission and improve the air quality in urban areas. Therefore, urban planners have considered different ways of energy usage reduction in the transportation section and have studied the effects of a wide range of factors on fuel consumption in urban transport over the recent years. Previous researchers have shown that urban form is a very important and effective factor that can affect energy consumption by 10 to 25 percent in urban transport. Based on reports by international organizations, Iran has the 7th ranking in the list of countries with the highest amount of carbon dioxide emissions. The damage of carbon dioxide and other particles is 2.7 percent of Iran’s GNI. Considering the rapid growth of urbanization and subsequently the rapid growth of energy consumption in urban transport, the present article studies the effects of urban form on energy consumption and the amount of emissions of CO2 and other pollutants in urban areas of Iran. The focus area for the research is Tehran. International experiences have shown that socioeconomic factors like, age, sex, job, and the academic degree can affect the traffic behavior of urban residents. These factors have been applied as control variables to help the research to establish a clear relation between urban form and energy consumption. Like many different international researches, vehicle distance travelled (VDT) is applied as the main measure reflecting energy consumption in urban transportation section. Regression analysis has been applied in the current research for determining the correlations between urban form factors and the VDT.For the purposes of the research, the socioeconomic and urban form factors for 300 individuals have been used from surveys like a sampling done by Tehran Comprehensive Transportation and Traffic Company (TCTTS) in 2005. The sample volume used in the present research is approximately 195, 000 individuals and 300 individuals were selected by applying systematic sampling method. Then, the collected data were divided base on the purpose of travel. It should be noted that in Tehran Transportation Master Plan, travel purposes are defined as job, educational, service, leisure and other. In the second step, travel distances for each person has been measured separately based on the purpose of travel.Preliminary investigations show that the share of job travels stands at 53 percent of total per capita distance travelled. It should be considered that vehicle distance travelled depends on vehicle choice of residents. For example, VDT for transit travels is considered as 0 in different researches over urban form and energy relations. Travelled distance should be divided by the average of number of passengers in the specific vehicle type that is used for the travel.The share of job-related travels of total VDT per capita is 63 percent based on measurement methods used in the present research. The impact of socioeconomic factors on traffic behavior and energy consumption is important and should be considered and measured alongside measuring the impacts of urban form. By this, the evaluation of the exact effect of urban form on energy consumption in transport section is ensured. Socioeconomic factors have been applied as control variables in the analysis process of the research.TCTTS’s sampling that has been used as the main database for this research contains various socioeconomic characteristics of each person. Among them, job, age, sex, academic degree have been picked up as control variables in the model. Finally, the effects of urban form factors on Vehicle Distance Travelled (VDT) are separately measured for four travel purposes (educational, job, service, leisure and other). Eventually, it was established that the total effect of urban form factors on VDT per capita of all kind of travel purposes is more than 10 percent in Tehran metropolis.Results also show that VDT per capita of job travels, which account for 63 percent of VDT per capita, can be described as a model of urban form factors but VDT of other three aims cannot be seen as a model of urban form. According to the model, street accessibility, job accessibility and the area of living region have most effects on vehicle dependency of Tehran different regions residents.

Methamphetamine use and dependency is a serious public health problem with implications across multiple areas from societal impact to burden on psychiatric and medical resources. Different areas such as East and Southeast Asia, Australia, Middle West and Western areas of United States and some regions of Great Britain are suffering from Methamphetamine use and related problems. An estimated 8% of admissions to substance abuse treatment programs are associated to stimulants with Methamphetamine misuse. The comparison of demographic characteristics and variety of substances in Methadone maintenance clinic of Baharan Psychiatry Hospital in Zahrdan, Iran in 2009-2011, has reported an increasing proceeding of methamphetamine use from 6% to about 20%. The Administrator of Health and Social anti-drug campaign declared that the substance related psychotic symptoms are noticeable among Methamphetamine users, it has also been reported that 50% of patients of psychiatric wards consist of Methamphetamine users psychosis patients, which would bring a number of harmful demerits to this the wards.

In this article we argue that for the estimation of a valid econometrics relation, an economic theory is indispensable. In many cases, it has been observed that statistical relations have been introduced as an econometric model. The main idea is that an econometric model relays heavily on economic theory, and ignoring the relevant economic theory underlying the observed relationship frequently gives rise to a nonessential model specification. The data of National Account are based on economic theory. An econometric model which uses the National Account data has to follow the basic principles of economic models which are "econometric" theories. Therefore, it is argued that many so called theories published in economic journals do not follow economic theories and therefore are fundamentally flawed. We have used the demand for automobiles to clarify this point further.

Civil liability is at work when there is a harmful act or harmful omission of an act. Sometimes one without perfuming or omitting a harmful act turn to have vicarious liability of other’s acts or omission of acts. In automobile accidents such liability occurs when one’s automobile cause accident while in the control of another person. The question is whether the owner of the vehicle to be responsible for such damage. The answers to the question could be of three types: 1- when there is an emplyer–emplouec relationship between the owner and the driver of the automobile, vicarious liability applies. 2- In all cases where the owner lends his/her automobile to another person, such liability applies for the owner. 3- vicarious liability does not apply in automobile accidents. The third category is at work in our country, Iran.

Walking being the oldest form of urban transport, and until the advent of major transformations in transport technology in the nineteenth century, most cities were structured in ways that supported walkability. Today, there is a change in transportation which emphasizes, the traditional pedestrian paths which are increasingly becoming non-regulated spaces when compared to the urban spaces for automobile modes. This change in emphasis is noticeable partly because urban walkability has rarely been planned for in the past few decades and ultimately may replace our automobile dependency. It has brought enormous changes to urban landscape in recent times particularly in the developed world. Automobile dependency comes in different ways, forms and degrees. For instance, there are few cities worldwide that are absolutely automobile dependent (where driving is the only form of transport). Even areas that appear to be highly automobile dependent often have a noteworthy amount of walking, cycling and transit travel among certain groups or in certain areas, although use of these modes tends to be undercounted by conventional transportation planning. Contemporarily, reducing car dependency has been discussed broadly in the scientific community by professionals in the built environment and of course by the general public. With increasing vehicular streets worldwide, it raises a swirl of questions, how did we get to this point of automobile dependency and are the alternatives more desirable? In answering this question, this paper identified and discussed extensively thirteen major distinct trends that are responsible for the automobile dependencies in most cities of the world.

I read with great interest the article entitled “, Comparative investigation of sleep problems in opioid-dependent and normal subjects”,by Madanifard et al. . . .

. One of the industries that has intensified the competitive environment in the industry in recent years due to continuous changes is the automotive industry, therefore, automotive companies must find ways to be able to differentiate their strategy from other automotive companies. Provide better customer service. An example of these distinctive strategies is investment decisions in attractive areas of automotive companies. In this regard, the purpose of this research is to design and explain the strategic investment model in attractive areas of the automotive industry in Zamyad Automotive Company. The statistical population of this study was the senior managers of all production and organizational lines of Zamyad Automotive Company (464 managers), of which 210 managers were selected and tested. It was suggested that the intellectual capital, financial costs and managerial risk profile play a significant role in the investment of managers in attractive areas of automotive companies.

Comorbidity in psychiatry is a common topic that can be seen in many cases, especialy in substance abuse patients. It is estimated that about 58% of these patients has personality disorders and about 65% of them have a life long prevalence of axis 1 psychiatric disorders. A total comorbidity rate of psychiatric disorders in opioids dependents is about 85%. Depression is most common disorder in axis 1 that is comorbid with addiction. Comorbidity cause poorer prognosis in treatment of these patients and have special skills and comments for their treatment, and if ignore this principles it is expected that we loose the patients. In this paper we try to review this principles and topics of treatment for this comorbidity.