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.

One of the most important steps in planning the design of educational facilities, is attention to the Physical safety of these spaces, especially in elementary schools. For this reason, the priority in the designing is safety of the child and then due to the flexibility of the environment and tools, to give the child's chance of imagination. This study aimed to evaluate the importance of Physical security and safety, environmental Variables that creates safety in the educational spaces, in order to achieve a more favorable atmosphere has been done. In case study examples, solutions can be found to solve the problem in schools and in planning for the future, measures to promote safety in our schools. The research study, so that in the first phase, the theoretical research gathered through library studies, that was based on the results of the research. In the next step is to test hypotheses, field studies and interviews have been done on 8 elementary schools in Rasht, and the questionnaires were distributed in two stages, the required results gathered and analyzed. The findings showed that for respondents so many factors such as correct location of schools, access, privacy and security in the performance of schools and educational facilities described have special significance, despite the fact that is, the level of security in schools body was moderate, however, Physical security, enhancing the utility of educational facilities and increase children's learning outcomes will follow.

Background: The expansion of the use of audio and video media technology has faced society with many medical, cultural and economic challenges. In the meantime, excessive use of mobile phones can cause many problems. Objective: The aim of this study was to construct and validate a questionnaire on Physical and psychological injuries of mobile phones. Method: The method of the present study was descriptive-correlational and confirmatory factor analysis. The statistical population of the study consisted of all citizens of Khorramabad with a diploma or higher in 1399, which was selected as a statistical sample by available sampling method of 200 people online and virtual. Results: The results showed that the factorized Physical and psychological harm questionnaire of cell phone with 42 questions and 10 components (fear of loss, vibration syndrome, duck syndrome, nomophobia, insomnia, hearing problem, eye syndrome, tunnel and neck syndrome SMS) and has good reliability, validity and flexibility in terms of psychometrics. Discussion and Conclusion: The questionnaire of factor analysis of Physical and psychological injuries of mobile phones can be used to identify and study the Physical and psychological injuries of mobile phones.

ABSTRACT Despite a wide range of components and criteria affecting travel behavior presented through empirical research, the results of these studies are inconclusive, which could be due to the difference between these components and criteria in the study areas. Therefore, this research presented a method to determine which factors in different Physical developments affect travel behavior due to the differences in various Physical developments. The required information was collected through 271 questionnaires at the level of three neighborhoods of Monirieh, Koye Bimeh, and Koye Golestan in Tehran, Iran, as the old, conventional, and new neighborhoods, respectively. ANOVA test was exerted to analyze the significant difference between different development patterns in three neighborhoods. Dunnett's T3 was applied to determine which neighborhood caused the difference between groups. Also, the factors affecting travel behavior were obtained based on exploratory factor analysis indicators. Finally, by comparing the results of the ANOVA test and regression analysis, it was discovered that factors such as car ownership, dependence and pro-liking for private cars, density and access to educational centers and parks, access to medical and service centers, and variety and density of retail stores had been introduced as the factors affecting travel behavior due to the differences in development patterns. However, proximity to the public transportation station, accessibility preferences in choosing a residence, dependence, and pro-liking for other than a private car, having a license, number of children under five years old, and age have influenced travel behavior regardless of the variation between neighborhoods. Extended Abstract Introduction Finding factors affecting travel behavior has been one of the main concerns of transportation planners. However, in the last two decades, the importance of the influence of the features of the built environment, including land use, along with demographic-economic characteristics, travel behavior, and attitudes of people, has been raised by urban planners. Studies seek to find factors affecting travel behavior, especially land use characteristics. Despite presenting a wide range of components and criteria affecting travel behavior, the results of the studies are inconclusive, which could be due to the difference between these components and criteria in the study areas. Therefore, this research presented a method to determine which factors in different Physical developments affect travel behavior due to the differences in various Physical developments. In order to do this, it must first be determined whether the study areas/different development patterns have a significant difference in terms of travel behavior or not. In case of a positive answer to the previous question, the following question is which study areas caused this difference. The next question arises: -Which Physical and non-Physical characteristics affect travel behavior due to distinctions between different development patterns?   Methodology The present research method is analytical and experimental based on quantitative methods. This research chose the frequency of travel by private car, public transportation, and walking as the travel behavior. According to the research's purpose, indicators and criteria affecting travel behavior were extracted after reviewing the theoretical and experimental literature. Then, the required information was collected through 271 questionnaires at the level of three neighborhoods of Monirieh, Koye Bimeh, and Koye Golestan as the old, conventional, and new neighborhoods, respectively. The questionnaire was compiled as a Likert scale in five parts of travel information, demographic-economic characteristics, perceptual characteristics of land use, travel habits, and access preferences of people in choosing their residence. ANOVA test was used to analyze the significant difference between different groups of a characteristic (here, different development patterns or the three case studies). Dunnett T3 was exerted to determine which neighborhood caused the difference between groups. Also, the factors affecting travel behavior were obtained based on exploratory factor analysis indicators. Finally, by comparing the results of the ANOVA test and regression analysis, it was discovered which factors affecting travel behavior were due to the differences in study areas and which factors affect travel behavior regardless of development patterns.   Results and discussion This research aims to identify the factors affecting travel behavior due to the differences in development patterns. In this regard, the findings in line with the first research question show that the frequency of three modes of travel, by private car, transportation, and pedestrian, differ significantly in the three neighborhoods. Furthermore, ANOVA test results depict that there is a significant difference between these three neighborhoods in terms of factors affecting travel behavior, such as perceptually environmental characteristics of the neighborhood, dependence and pro-liking for personal cars, variety and density of retail stores, density and access to educational units and parks, access to medical and service centers, and car ownership. Finally, by comparing the results of the ANOVA test with the regression analysis assessing the relationship between Physical and non-Physical factors (the same indicators in the same study areas) with travel behavior, the factors affecting travel behavior owing to different development patterns were identified. Factors such as car ownership, dependence and pro-liking for private cars, density and access to educational units and parks, access to medical and service centers, and variety and density of retail stores have been introduced as the factors affecting travel behavior due to the differences in development patterns. However, proximity to the public transportation station, accessibility preferences in choosing a place of residence, dependence, and pro-liking for other than a private car, having a certificate, number of children under five years old, and age have influenced on travel behavior regardless of the variation between neighborhoods (different Physical development patterns).   Conclusion In In order to discover the factors affecting travel behavior due to the differences in patterns of Physical development, this research has provided a more detailed analysis of the factors affecting travel behavior. It has achieved more accurate components than previous studies in this regard. Detailed analysis of studies related to travel behavior and finding the main components affecting it, considering the extent of Variables and data, can pave the way for professionals in transportation planning and urban planning, in addition to providing detailed methods and criteria in the related literature.   Funding There is no funding support.   Authors’ Contribution Authors contributed equally to the conceptualization and writing of the article. All of the authors approved thecontent of the manuscript and agreed on all aspects of the work declaration of competing interest none.   Conflict of Interest Authors declared no conflict of interest.   Acknowledgments  We are grateful to all the scientific consultants of this paper.

Background: In Korea, hypertension has become more prevalent with the Westernization of Korean diets and lack of exercise. This study aimed at investigating the associations between Physical fitness Variables and hypertension status in Korean women.Methods: The subjects were 9, 216 women aged>20 years who visited a public health promotion center for Physical fitness tests. Cardiovascular respiratory fitness was evaluated using VO2max, resting heart rate (RHR), double product (DP), and vital capacity and coordination-related Physical fitness was measured using grip strength, number of sit-ups completed, sit-and-reach score, vertical jump height, number of side steps performed, and 1-leg standing with eyes open.Results: The prevalence rates of prehypertension and hypertension were 30.3% and 12.9% in this study, respectively. After adjusting for age, body mass index, drinking frequency, smoking intensity, and exercise intensity, the odds ratios (95% confidence interval) were calculated, and no statistically significant association was found between hypertension and Physical fitness as measured by grip strength (P=0.056), number of sit-ups completed (P=0.140), and vertical jump height (P=0.121). However, significant associations were found between hypertension and VO2max (P<0.001), RHR (P<0.001), DP (P<0.001), vital capacity (P<0.001), sit-and-reach score (P=0.012), the number of side steps performed (P=0.001), and 1-leg standing with eyes open (P<0.001).Conclusion: We found that all the cardiovascular respiratory fitness Variables and half of the motor- and coordination-related Physical fitness Variables were closely related with hypertension status.

Background: Polyhydroxyalkanoates (PHAs) are completely biodegradable thermoplastics, which are accumulated as an energy reserve material by a large number of bacteria in the presence of excess carbon source and limitation of nitrogen or phosphorous sources. In the present study, efforts have been made to optimize the effect of various nutritional and Physical parameters for enhanced PHB production by Alcaligenes eutrophus PTCC 1615 using Plackett-Burman and Response Surface Methodology statistical methods.Methods: In the present study, efforts have been made to optimize the effect of various nutritional and Physical parameters for enhanced PHB production by Alcaligenes eutrophus PTCC 1615 using Plackett-Burman and Response Surface Methodology statistical methods. At first, based on onefactor- at-a-time experiments, fructose and ammonium chloride were found to be the most suitable sources of carbon and nitrogen for PHB production.Results: Then through the Plackett-Burman and central composite design fructose, agitation speed, KH2PO4, and initial pH were recognized as the most significant factors affecting PHB accumulation. ANOVA analysis of the model showed a significant interaction between fructose and agitation speed. Conclusion: After optimization of the medium, compositions for PHB production were determined as: fructose 45 g/L, KH2PO4 2.12 g/L, MgSO4.7H2O 1.2 g/L, citric acid 1.7 g/L, trace element 10 mL/L, initial pH=7.78 and agitation speed 198 rpm. Under this optimal culture conditions, the maximum yield of PHB was 9.41 g/L. These results are the highest values of PHB ever obtained from A. eutrophus reported so far.

As a part of the human society, children have formed the future generation of every country, and the child's interaction with the surrounding environment requires his Physical and mental development. Therefore, it is important to pay attention to the environment that promotes mental and Physical development of the child. In order to check the suitable environment for children, the initiative of the child-friendly city has been taken into consideration. The general purpose of this research is to improve the status of two cities from the perspective of a child-friendly city and to identify the appropriate indicators of a child-friendly city and to make a comparative comparison in the two metropolises of Tehran and Isfahan. The current research is developmental in terms of the combined method and in terms of the goal, and it is based on library and documentary studies, field surveys and interviews. Yeoman-Whitney test was used to analyze the indicators. The results of the evaluation show that in the comparison of the two cities of Tehran and Isfahan in terms of the examined indicators (social and Physical, economic, environmental, urban management and leisure), Tehran city in the variable of safety and protection with an average of 3.09 and Isfahan city in Participation and citizenship Variables with an average of 3.22 have a favorable level. Although Tehran is in a better condition compared to Isfahan in other indicators, in general, both cities are far apart in terms of standard indicators, and suggestions have been made in this regard.

City life depends on the capital created or imported into the city; however, the important issue is where that capital is accumulated. This is because capital accumulation is the center of the development engine. In our country, the existence of sovereignty, centralized planning, lifestyle changes, the transformation of society into a consumer society, and dependence on oil revenues created a rentier atmosphere in which capital is accumulated in urban land. The present study addressed the relationship between macroeconomic Variables and the Physical development of cities. Quantitative and correlational research data were collected from the statistical records and the reports of the central bank. To calculate the annual construction area of cities, data from the satellite images of interest from 2001 to 2014 were assessed. Data analysis was conducted using Pearson correlation coefficient and linear regression analysis of multiple Variables. This research explored large, middle, and small cities. Moreover, we examined two groups of changes, including independent Variables (characteristics related to oil revenues, macroeconomic Variables related to cost) and dependent Variables (urban area). The present research data indicated that the Physical development of cities was correlated with characteristics related to oil revenues, especially with the annual price of heavy oil. Furthermore, the Variables related to oil revenues presented a high coefficient with the Physical development of cities. Therefore, the theory of the political economy of the rentier government was confirmed. Thus, the development of cities depended on oil revenues rather than local production.