Nowadays, the fundamental role of having a purpose for life in physical and mental health has been confirmed. According to victor frankl, presence of a purpose in life gives life a meaning and increases resilience against pains and traumas. The importance of the purpose in life construct reveals the need for a reliable and valid tool to measure it. Crumbaugh and Maholick's purpose in life questionnaire is the first and one of the most applied tools for the assessment of life's purposefulness. The aim of this research is to determine the factor structure of purpose in life questionnaire. The questionnaire was administered on 206 students who were selected through random stratified sampling at Ferdowsi University of Mashhad. Exploratory factor analysis showed that there are two factors "comprehension" and "purpose" and this finding were confirmed by confirmatory factor analysis. Altogether results of this research showed factor validity of the purpose in life questionnaire with a two factor pattern

Urban design in hot–arid cities has often depended on implicit intuition rather than transparent, testable rules. This study develops a parametric framework that translates conceptual design principles into an algorithmic flowchart, making the design of a city’s “Main structure” explicit and reproducible. Through content analysis of structuralist, typological, and collective-form theories, we identified key parameters—including functional scale, durability, accessibility, connectivity, and visual legibility—and adapted them to climate-specific conditions. The results showed that connectivity, scale, and orientation thresholds were most decisive in shaping resilient urban routes, centers, and icons in the linear cities in the hot arid areas. By embedding these parameters in a stepwise, code-free algorithm, the method allows designers to evaluate alternatives systematically rather than relying on intuition. The contribution lies in operationalizing theoretical concepts into a portable design tool for hot–arid contexts, advancing both the scientific understanding of climate-adapted urban structure and the practical capacity to integrate parametric methods into early-stage planning.

In the present study, the Main purpose is the qualitative study on garbage collection in Tehran city. It has been done by qualitative research method. Semi-structured interview and purposeful sampling techniques were used in data collection. To do this, 15 people were interviewed and the sample size in the present study was determined based on theoretical saturation. Thematic analysis was used to analyze the data. Theme analysis was performed at 4 levels of primary, Main, central and core themes. A total of 184 initial themes were extracted from all interviews. In the Main coding stage, the following 9 Main themes were merged. Escape from poverty in the origin and the inevitable choice of inferiority, society's view to garbage collectors, and high stress, strengthening the cycle of academic reluctance and illiteracy, physical and mental torment, unknown horizon and confusion of the Khojies, legal ambiguity and customary definitions and contracts, complaints from relevant institutions, the entry of the mafia and the formation of rent and corruption. Finally, these themes fall into two categories of social harmfulness of recycling and institutional exclusion and illegallity of the status of garbage collectors in the second distrect in the form of the core theme of the structure of socially harmful and institutionally illegal, waste phenomenon explained..

ABSTRACTDuring the last century, ports of Persian Gulf become the most important storage, refining and transportation of crude oil, oil derivation, petrochemical products and also, business activities. Nowadays, due to functional diversity between ports, the impact of port activities on the development of urban spaces will be different, and this issue leads to structural differences of port cities. The purpose of this research is to identify the key variables affecting the relations and spatial structure of port-city in Dubai as the most thriving and successful port-city in the Persian Gulf. This research is based on deductive reasoning and carried out by analysis of cross effects with secondary data (results of other prominent articles) and also primary data (questionnaire). sampling method is based on purposive sampling and Micmac software was used to analyze the data. Output of Micmac software shows the position of the instability of the system. Therefore, the position of each variables in the conceptual model can be categorized to driver, linkage, dependent, and autonomous factors. The research findings indicate 4 variables (like as “income, cost and investmnets in port-city”) can be introduced as a driver factor, 5 variables (like as “advanced multimodal transportation in the port”) can be introduced as a linkage factor, 6 variables (like as “quality of living environment and desirable city”) can be introduced as a dependent factor, 3 variables (like as “environmental protection and sustainable development of the city-port”) can be introduced as an autonomous factor. The rapid development of Dubai can be explained by the purposeful distribution of revenues from trade and tourismExtended AbstractIntroductionDuring the last century, ports of Persian Gulf become the most important storage, refining and transportation of crude oil, oil derivation, petrochemical products and also, business activities. The global increase in oil demand since the 1950s led to the creation of discovery of new oil wells and large industrial areas. With the construction of new oil or gas facilities in the port areas, increasing oil revenues contributed to the countries of the Persian Gulf region and form a new geographical relationship between ports and coastal cities which had an impact on the spatial structure and relation of them. Nowadays, due to functional diversity between ports, the impact of port activities on the development of urban spaces will be different, and this issue leads to structural differences of port cities. In the 1950s, Containerization (container loading technology) was based in some of the world's ports and created a huge transformation in the shipping industry, which had a significant impact on the development of ports. Although the ports of the Persian Gulf have made a significant contribution to the economic growth and physical development of other ports in the world, but few researches have been done on the variables and factors affecting the development of the spatial structure of the important ports of the Persian Gulf. This region, due to its unique geographical location, has always been considered as a most important corridor in the field of economic and transportation throughout history. Some of the most important energy and commercial ports in this region are: Dubai, Manama, Kuwait, Dammam, Doha, Bushehr, Bandar-Abbas and Assaluyeh. In this regard, the purpose of this research is to identify the key variables affecting the relations and spatial structure of port-city in Dubai as the most thriving and successful port-city in the Persian Gulf. MethodologyThis research is based on deductive reasoning and carried out by analysis of cross effects with secondary data (results of other prominent articles) and also primary data (questionnaire). The method used in this research is quantitative and the sampling method is based on purposive sampling. the variables affecting the spatial structure of port-city relations were identified in the form of a review of 31 prominent articles. 25 experts (who had comprehensive knowledge and information about the development process of the city-port of Dubai) participated to determine the effectiveness or influence of variables. Finally, the output of data analysis was done by the Micmac software. Results and discussionOutput of Micmac software shows the position of the variables in the diagram that it indicates their status in the system and their role in the dynamics and changes of the system. The method of distribution and dispersion of the variables in the spatial structure of port-city relations indicates the instability of the system. Therefore, based on the output of the system, the position of each variables in the conceptual model can be identified in five categories (driver, linkage, dependent, autonomous and regulatory variables). According to the results, some variables such as “the changes in the strategic positions” and “geopolitics of port-city”, “the modification of the management method” and “regional planning of the ports”, “the promotion of local governance in the relations between port-city” and “the way of national and international management of ports have been introduced as driver variables. On the other hand, five variables consist of “advanced multimodal transportation in the port” and “income, cost and investment in the port-city”, “the contrast and physical integration of the port - city space”, “the development of various industrial and production activities in the ports and their local hinterland” and “their qualities Financial and commercial policies of ports” have been introduced as linkage variables. Findings of research also shows that some variables consist of “quality of living environment and desirable city”, “quantity and quality of transit corridors (rail, road and air) to hinterland”, “construction and launching the new port (sea port or dry port)”, “terminal facilities and infrastructure and warehousing”, “conflict or convergence between the city and the port” and “increase in population growth rate and migration to the port - city” categorized as dependent variables. Three variables including “cultural and historical background of ports”, “use of cheaper energy, Less-polluted, clean and renewable energies in the city-port” and “environmental protection and sustainable development of the city-port” categorized as autonomous variables. Finally, a variable with the title of “improvement in management and information technology and development in loading, unloading and storage of commodities” have been introduced as regulatory variables. The findings of this research have a remarkable similarity with other researches carried out in the field of city-port relation and clearly emphasize the direct impact of the "investment in port-city" in the development of them. For example, Grossmann (2008) emphasized that city-port of Hamburg has become one of the largest ports in Northern Europe during the last few decades due to huge domestic and foreign investment. ConclusionThis research carried out in order to introduce and explain the key variables affecting the development of the spatial structure of the port-city of Dubai. On this basis, 21 variables have been extracted by systematic reviews of prominent articles. In the following, 25 experts were selected with the purposive sampling method. Among the 21 variables extracted, 4 variables (like as “geopolitics of port-city”) introduced as a driver factor, 5 variables (like as “advanced multimodal transportation in the port”) introduced as a linkage factor, 6 variables (like as “quality of living environment and desirable city”) introduced as a dependent factor, 3 variables (like as “environmental protection and sustainable development of the city-port”) introduced as an autonomous factor. The rapid development of Dubai can be explained by the purposeful distribution of revenues from trade and tourism. A part of these revenues has been directed towards investment in important transportation infrastructures such as airports and ports of this city. These strategies have a wide impact on improving the economic growth of the city and the development of the port in order to adapt with the global trade and advanced technologies. FundingThere is no funding support. Authors’ ContributionAuthors contributed equally to the conceptualization and writing of the article. All of the authors approved the content of the manuscript and agreed on all aspects of the work declaration of competing interest none. Conflict of InterestAuthors declared no conflict of interest. Acknowledgments We are grateful to all the scientific consultants of this paper.

Introduction Natural and semi-natural features including those as patches and marginal elements, construct a network of habitats referred to as green vein elements. In the green veining, the linear elements connect the different parts of the network, while the patches have a role as nodes within the network. These networks potentially place a vast range of biodiversity and play an important role as a refuge for sensitive organisms as well as some habitat specialist species. With regards to crop production and pest management in agricultural fields, pollinators and biological control agents, like predators, are among the most beneficial organisms mostly found in green vein elements. As the biodiversity in agroecosystems is considerably declining, this study was conducted to address the important role of natural and semi-natural elements of the landscape in biodiversity conservation. Materials and Methods The study area was an agricultural landscape located in Gilane-Gharb County, Kermanshah Province, Iran with a Mediterranean climate. The level of agricultural intensification (AI) was surveyed through interviewing the farmers and considering the indicators such as chemical and organic fertilizers (Kg N/ha/year), pesticide input (utilization frequency of e. g. herbicides, insecticides and fungicides) and the number of tillage operations and mechanical weed control. by providing the geographic map of the area and frequent field observation, seven different types of patches and marginal habitats were identified, including: 1) arable and horticultural fields (Fi); linear elements adjacent to the fields including: 2) within field edges (W. F. E) and 3) non-crop field edges (N. F. E); 4) roads; ditches including 5) permanent ditches (P. D), 6) non-permanent ditches (N. P. D), and 7) woody greenvein (W. Gr) element. 87 sample plots (2 m × 2 m) were recorded in all the elements. Vegetation data from fields were recorded using 18 sample plots; woody green vein 19 sample plots; and other marginal habitats including within field edges, non-crop field edges, permanent ditches, non-permanent ditches and roads, were sampled by 50 plots. Sampling was done based on systematic-randomized method. Two emergent groups of plant species were introduced regarding their response to land use intensification: Agrotolerant and Nature-value species. The calculated biodiversity indices were: Jackknife species richness, Shannon-wiener, Simpson and Brillion diversity indices, Camargo and Smith-Wilson Evenness, and finally Sorenson Similarity index using Ecological Methodology software. Results and Discussion The calculated agricultural intensification index (AI) was 49. 56; this score was at the range of high intensified agricultural utilization (High AI). Mean observed value of nitrogen input was 211. 36 kg/ha, the weighted frequency of tillage operations and pesticide application per hectare was the same as 2. 36. Apart from crop species, a total of 87 vascular plants were recorded in the agricultural landscape. The highest species richness was for agricultural fields (43 species), which followed by non-crop field edges (37), woody greenveins (32), within field edges (30), permanent ditches (26), non-permanent ditches (23) and roads (22). Sorghum halepense (L. ) Pers. (46. 56% of the total frequency of individuals existing in the field sample plots) was the most frequent species in the landscape. 21 species were recorded as agrotolerant species. Jackknife species richness was 48. 7 in the fields as the most, and 23. 8 in the road verges as the minimum. Woody Green veins (W. Gr) had the most number of unique species. The most Shannon-wiener and Brillion diversity indices were recorded for agrotolerant and nature-value species in within field edges (Shannon-wiener: 2. 03 and Brillion: 1. 85) and fields (2. 52 and 3. 08) respectively. Sorenson similarity index revealed that the elements inhabiting high number of agrotolerant species had a similar spatial condition especially regarding being adjacent to the agricultural fields. Studies reported the outstanding benefits of greenvein elements in promoting plant biodiversity and as a result enhancing diversity of organisms which inhabit in such elements. Conclusion The study indicated the effect of agricultural intensification and types of land use throughout the landscape on biodiversity. Elements with high connectivity to natural or seminatural habitats had the most positive effect on biodiversity of plant spesies. To gain the targets of sustainability in agroecosystems, providing as much as possible natural and semi-natural habitats and corridors are suggested.

Dragline silk with extraordinary mechanical properties, is an interesting substance for commercial purposes and medical researches but unfortunately its three-dimensional structure has not been resolved yet. This protein consists of two large proteins: Major ampullate Spidroin 1 (MaSp1) and MaSp2. Recently, the whole sequences of these two proteins were resolved for Black Widow spider (Latrodectus hesperus) with 3129 and 3779 amino acids, respectively. These proteins are very similar, they are big proteins made of alternating polyalanine and' glycine-rich blocks between nonrepetitive N- and C-terminal doMains. Here because of limitation of computational tools to work on such long sequences, we modeled one of the most common repetitive patterns with 117 amino acids for MaSp1 protein. The entrance structural file, was made using MAGMA program. Then molecular dynamics simulations were performed for this structure using GROMACS (version 3.3.1). The system was energy minimized, followed by equilibration for 100 picoseconds (ps). The simulation was carried out for 100 ps in vacuo and then for 300 nanoseconds (ns) in water.' Final structure was analyzed using GROMACS analysis tools. Our results showed significant initiation of secondary structure conformations in the first quarter of 117 amino acid consensus sequence. Beta strands are present in Gly-X regions as was shown in earlier studies.