"Realm" is the most important term in political geography or geopolitics and its meaning and function is subject to time and spatial requirement within economic, political, military, cultural and technological variables. Since the disintegration of the Soviet Union the geopolitical aspect of relations has given its place to geo-economic aspect. This means the economic function of places have given geopolitical weight. The question raised by the article is the "How will be the expansion of sphere of relations of south east region of Iran in world economic relations in post sanction era? " The underlying hypothesis is that south east of Iran, particularly the Chabahar port has the potential for transit and economic zone and if it is paid attention to in the form of investment and augmentation of its infrastructure it can have a special place for trade and business in global scale. This can be seen from the attention which regional and global powers have paid to it in spite of the existence of some sanction from before. The methodology used in the paper is descriptive-analytical by relying on library sources. The finding of the study shows that the increasing needs of India and China for energy and markets with their dynamic economies demand their presence in economically strategic places of the world and in this regard Chabahar port has an important place in geo-economic and geopolitical relations. This has brought a competition between India and China for their presence which the visit of several diplomatic and business delegations shows their seriousness. Their objectives are to invest and exploit the potentials of transit of energy sources, transit to Afghanistan and search for market. The trend shows a better place for Chabahar in future.

Introduction: The use of hand-held portable x-ray units is on the rise in dentistry. X-ray equipment operators are worried about being exposed to radiation-induced risks. The aim of this study was to determine the amount of scattered radiation around PORT-XII portable dental radiography device.Materials and Methods: In this descriptive study radiation dose measurement was carried out at 6 positions around the PORT-XII radiography unit (over, under, right, left, behind and front at a distance of 1 meter from the unit). Dosimetry was carried out by the Geiger-Muller counter. The setting for all the exposures consisted of 60 kVp, 2 mA, and 0.3 s and Primax (class E) films. In the current study 15 patients were evaluated. Study data was compared to the annual maximum permissible dose. Data were analyzed by paired t-test and one-way ANOVA using SPSS 18 (a=0.05).Results: The measured backscattered radiation at 6 positions around the PORT-XII unit at a distance of 1 meter far from the equipment was below the annual maximum permissible dose of 50 msv. The backscattered radiation behind the PORT-XII unit was less than other sides and the mean was 0.98 ×10-3 msv, demonstrating a significant difference from other sides (p value <0.001). However, other sides were not significantly different from each other (p value=0.169). The mean of the measured dose was 0.002 msv near the unit and 0.004 mR 1 meter away from the unit.Conclusion: Based on the results of the present study, the measured dose around PORT-XII unit was well below MPD.

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.

Purpose: The aim of this research was to study the effects of different doses of LIF on GVBD and MII development rate and cumulus expansion.Materials and Methods: Immature mice superovulated with HMG and GV oocytes obtained from ovary 48 hours later. The GV oocytes were cultured in TCM199 with 100, 500 and 1000 IU /ml LIF. Cumulus expansions were evaluated with two examiners and numbers of MII oocytes were recorded. For denuding the oocytes hyaloronidase was used.Results: Our results showed that the rate of GVBD and MII development increased in groups with LIF compared with control group. Rate of MII development with 1000 IU/ml LIF was significantly higherthan that of control group (P<0.05). Cumulus expansion in group with 1000 IU/ml LIF improved significantly compared with control group (p<0.05).Conclusion: Our results showed that LIF could improve IVM rate in dose dependant. Also cumulus expansion improved in group with LIF and increased oocyte quality.

The purpose of the present research is to investigate the feasibility of investment on second port construction in Nowshahr Port. Using the financial models, the IRR and NPV indices and the payback period are analyzed based on the main criteria of minimum annual performance in various scenarios of the rate of the second terminal performance growth. The research variables are analyzed through Comfar Software. Among the 6 predicted scenarios, the investment was justifiable in three scenarios which give the investor an opportunity to investigate the factors affecting the second terminal project in Nowshahr port. This research is conducted during 2010- 2011 and cost and benefit variables are based on the monetary rate on the same years.

Posterior crossbite is relatively common in children. Early treatment produces desirable occlusion, as well as increasing the arch perimeter. The purpose of this study was to examine the relationship between palatal expansion and maxillary arch perimeter.A group of 12 children aged 8-10 years, with posterior dentoalveolar crossbite, were selected for this study.All cases were treated for their crossbite using a removable palatal expander. Changes in both intermolar width of maxillary second primary and first permanent molars were compared to changes in arch perimeter at the end of treatment.Results of this comparison using paired t-test revealed that by increasing the arch width, a significant increase could be seen in arch perimeter (p<0.001).Regression analysis revealed that by increasing intermolar width (second primary molar) , arch perimeter also increases. However, this correlation was not statistically significant and there was no linear relationship between these two parameters too. On the other hand, the same analysis showed that a significant correlation existed between changes in intermolar width ( first permanent molar) and changes in arch perimeter (p=0.027). There was also a linear relationship between these two parameters.conclusion: 1mm increase in intermolar width ( maxillary first permanent molar) will cause a mean increase of 0.96 ± 0.31 mm in arch perimeter and this change in arch perimeter must be considered in space analysis in patients with posterior crossbite.

Purpose: Treatment of patients with class III malocclusion is one of the most challenging problems in orthodontic practice. This problem which causes functional and esthetic problems can result from prognathism of mandible or deficiency of nasomaxillary complex or a combination of both. It has been estimated that the incidence of this type of malocclusion in Iranian population is between 7.22- 19.5 percent. The importance of early identification and treatment of this malocclusion is significant. The aim of this study was to determine the cephalometric changes following combined use of rapid maxillary expansion and facemask therapy in class III malocclusion.Methods & Materials: In this quasi experimental prospective clinical trial, 15 Iranian patients (6 males and 9 females with a mean age of 8.6 years) were selected. They were first treated with rapid maxillary expansion for 14 days prior to facemask delivery. Then facemask therapy was initiated untill normal canines and molars relationship and a normal overjet were achieved. Cephalometric means (consist of 11 angular and 8 linear measure) before and after treatment was calculated and compared with paired t-test to determine significant differences.Results: Cephalometric analysis showed following changes:SNA=1.3±1.6, SNB=-0.5±1.6, ANB=1.7±2.3, Gonial Angle=-1.4±4.1, Articular Angle=-6±27.5, SNPog=-0.7±1.7, Inclination Angle=2.3±7.3, Y axis Angle=1.5±3.4, Mandibular Plan Angle=2.3±3.3, Occlusal Plan to SN=1±5.4, NSAr=0.8±2.3, PFH/AFH=0.8±1.9,N┴LFH to A=1.1mm±1.9, N┴LFH to Pog=1mm±4.6, Maxilla length=2.3mm±2.9, Mandible length=0.4mm±0.8, Overjet=3.8±2.7, Overbite=-0.8mm±1.5, Wit's appraisal=2.4±2.5.Conclusion: This result indicate that facemask and rapid maxillary expansion improve class III malocclusion by increase in maxillary growth in anterioposterior dimension and a slight limitation of mandibular growth.

Port-wine stain is a congenital vascular malformation originating from superficial dermal vessels which is characterized by ectasia of the capillaries. Currently, pulsed dye laser (PDL) is used to treat these vascular lesions. To date, there are few reports of eczematous lesions due to PDL. Herein, we report three cases of eczema following PDL, used for treatment of port-wine stain in Razi hospital. Dermatitis following laser therapy is not frequent but may be seen occasionally. Therefore, patients should be informed on the possibility of this adverse effect before instituting the treatment.      

Background and Objectives: Single-port transumblical cholecystectomy is a rapidly evolving field as a bridge between traditional laparoscopic surgery and natural orifice transluminal endoscopic surgery. Single-port surgery has emerged to further enhance cosmetic benefits and to reduce pain and morbidity of minimally invasive surgery. Since the first umbilical single access procedure, there has been an evolution in single trocars development accommodating all instruments in a single incision. Materials and Methods: We report the first clinical experience of single-port laparoscopic technique via innovative port, the glove-port.Results: In our survey there were 10 women with the mean age of 41.7±12.9 years (21-64). All procedures were completed successfully by single-port surgery, without any postoperative complications.The mean operation time was 68±11.5 minutes.Conclusion: The single-port cholecystectomy is feasible and it could be as an alternative method to the traditional laparoscopic cholecystectomy in selected patients.