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.

A B S T R A C TThe right to the city in urban development goes beyond the physical form and, at the same time, has a mental and social meaning, which has been popularized in planning theory and urban studies after its proposal by Lefebvre. This theory focuses on the residents and the distinctive features of the space and believes that the right to the city can only be formulated as the right to the evolved and renewed urban life. Based on descriptive-explanatory purpose, this research seeks to Spatially analyze the components of right to the city in Bandar Abbas. Therefore, after collecting 77 subjective and objective measures around the research components, the multi-criteria decision-making technique of COPRAS has been exploited to integrate the data in the ArcMap Tools. The findings show that in the current state of urban development in Bandar Abbas, the right to the city in all its aspects, the right to ownership, the right to participation and the right to difference for the residents have been weakened and ignored. A share of up to 20.7% of the city space, which is mainly directed to the wealthy neighborhoods and parts of the central areas of the city, as well as parts of new developments, the right to the city has been more manifested, and in about 19.8% of the city spaces. Mainly applicable to informal settlements and slums of the city, this right has been undermined and ignoredExtended AbstractIntroductionThe right to the city as a physical, mental and social concept seeks a fundamental change in dealing with urban planning and development issues, which has been popularized in planning theory and urban studies after its proposal by Lefebvre. This theory focuses on the residents and the distinctive features of the space and believes that the right to the city can only be formulated as the right to the evolved and renewed urban life. In other words, this theory is a call for the priority of the consumption value of the city against its exchange value, which can only be pursued through the Analysis of urban issues in the framework of the "city space" metaphor in the right to the city. It is a fundamental change in the city to create opportunities and space for citizens to meet and achieve their needs. MethodologyFrom a descriptive-explanatory purpose, this research seeks to Spatially analyze the explanatory components of urban development in Bandar Abbas from the perspective of the right to the city. In this research, by collecting 77 subjective and objective measures, the COPRAS multi-criteria decision-making technique has been used to integrate data in the ArcMap environment. Citizens are the source of mental data, official documents and maps are the objective data, and experts are the relative weight of the criteria. It should be mentioned that to guarantee the validity of the content based on the guidance of supervisors and advisors, the collective opinion of university experts and the use of similar studies were exerted. The reliability of the questionnaire was also tested by Cronbach's alpha method, and the value of the alpha coefficient (0.866) indicates the high reliability of the questionnaire. Results and discussionThe findings show that in the current state of urban development in Bandar Abbas, the right to the city in all its aspects, including the right to possession, the right to participation, and the right to difference for the residents, has been weakened and ignored. A review of the findings shows that the social function of the city's real estate and land, with a coefficient of 0.136, followed by environmental justice, with a coefficient of 0.131, has the greatest impact on the urban development of Bandar Abbas. On the other hand, socio-Spatial justice in the process of taking over space, with a coefficient of 0.106, shows the lowest level of influence in the development of Bandar Abbas compared to other components of the right to the city. The results show that about 20% of the area of Bandar Abbas city is in a very unfavorable situation compared to the components of urban development based on the right to the city approach. These areas of the city are spaces where the residents' right to the city has been severely denied, and they are deprived of taking over the city space.In this regard, the results show that 20.7% of the city's space, mainly focused on wealthy neighborhoods, parts of the city's central areas, and parts of Mehr's housing, has the right to a greater manifestation of the city. The city's space is more in line with its residents. As shown in the Spatial distribution of the urban development components of Bandar Abbas based on the right to the city approach, the possession of space through the right to presence, the accessibility of residents to the opportunities and resources of the city, as well as the fair distribution of facilities and services play a decisive role in urban development. However, as the results show, it is the difference that gives meaning to the urban space, and therefore the space must provide the conditions for the city to play a role in meeting the needs of all city groups. The requirement of this role is the central position of the residents in making decisions about the city space, which is a unique way to realize the right to the city. ConclusionAs Brenner states, the right to the city is a call to create "cities for people, not for profit." In this definition, urban development is more than a physical thing and has a mental and social dimension at the same time. In terms of the right to the city, the right to possession, the right to participation, and the right to difference form the trinity of urban development and the guiding light of these three principles that determine the quality of a different city. Unfortunately, urban development in Bandar Abbas has weakened and denied residents' rights. The zoning resulting from the Spatial Analysis shows that about 19.8% of the city's spaces, which mainly correspond to informal settlements and poor neighborhoods, this right has been weakened and ignored. From the theoretical aspect of the right to the city, this event originates from the space as an economic and physical thing exchanged in the market, not a consumption thing formed by the citizens and in social interaction with the space. FundingThere is no funding support. Authors’ ContributionAuthors 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 InterestAuthors declared no conflict of interest. Acknowledgments We are grateful to all the scientific consultants of this paper.

Examining the degree of poverty in every community is the first step taken towards planning for fighting against poverty and deprivation. With understanding the poverty change process over time, planners can make the necessary decisions. The present study aims to investigate the Spatial zoning and Analysis of urban poverty in Mashhad City. To this end, necessary data were collected and employed from various sources. The final map was obtained from the integration and overlapping of effective criteria in urban poverty zoning using the expertschr('39') viewpoints and reviewing the research background with emphasis on GIS Spatial Analysis. According to the final map, 33. 05% of Mashhad’ s area enjoys very good conditions in terms of the study criteria of zoning urban poverty. This area covers Felestin, Sajjad, Goharshad, Razi, Baharan, Valiasr, Fareghotahsilan, Hafez, Isargaran etc. areas. The second rank (covering 18. 75% of the city’ s area), indicating the appropriate situation, includes Elahiyyeh, Janbaz, Tarbiat, Honarvar, etc. areas. The third rank (covering 19. 28% of the city’ s area) is in moderate conditions, including different areas of the city including Railway, Northern Tabarsi, Vahdat, Amir Abad, Keshavarz and Mo’ oud areas. The fourth rank (covering 8. 46% of the city’ s area) is in the inappropriate situation, covering areas such as Sis Abad, Eivan and some parts of District 7. The fifth rank (covering 20. 43% of the city’ s area), is in very poor conditions, consisting of Jahed Shahr, Abu Zar, Rabat, Enghelab, Baharestan, Panjtan Al-e-Aba, Shahid Ghorbani and Mehdi Abad areas.

Background and purpose: Vehicle accidents with pedestrians are considered a serious threat to human life, and identifying the accident-prone points of pedestrian traffic accidents is very important in order to manage the traffic safety of this vulnerable group. Therefore, the aim of this research is Spatial-Spatial Analysis of pedestrian traffic accidents.Method: The present study was written using a descriptive-documentary method and with an applied nature, with the aim of identifying environmental factors and their effect on the occurrence of pedestrian traffic accidents, modeling and predicting the occurrence of said accidents. In order to collect the necessary statistics and information, the library method was used, and Geoda and ARCGIS software were used to analyze the Spatial data.Findings: The research findings show the existence of a cluster pattern in the Spatial distribution of pedestrian traffic accidents. These accidents have been distributed in the direction of southwest-northeast geography, with the center of gravity in the central areas of Tehran.Conclusion:The main foci of pedestrian traffic accidents, mostly corresponding to the geographical location of highways in Tehran, including Azadegan highway (Saeedi bridge area, Kazemi bridge, in front of Tara Bar Central), Imam Reza highway (A.S.), Aghanoor square and Afsarieh bridge, Babaei highway area Astakhar Bridge, the intersection of the streets of the central areas of Tehran, Imam Ali (AS) highway and Basij highway, both in terms of the frequency of pedestrian accidents and the severity of accidents leading to death and injury, are among the most dangerous areas with very high density.

Background and Objective: Over the recent decades, Iran has had a significant growth rate of population in a way that in less than two decades its population has doubled. Population growth in Iran has lead to emergence of issues such as poverty growth, anomalous growth of cities, housing problem, anomalous immigration of villagers to big cities and in turn has led to emergence of a new problem known as suburbanization. Deprivation and lack of access to urban life facilities in informal settlements, compared with other urban regions, they have become the center for complicated urban and human issues; one of which is enhancement of delinquency and crime. As informal settlements in Shiraz, in terms of crime and felony are in a critical situation, the present article has dealt with the impact of environmental, economic, social and cultural characteristics of these places on the sextet crimes.Method: In this research, the required data was collected through using on site and documentary methods; and a map was developed to examine and compare various informal settlements.Findings: The research indicates the significant enhancement of crime in informal settlements in Shiraz, compared with other urban areas. It has came out that crime rate is much higher in informal settlements where more immigrants live.Conclusion: Adopting specific measures to organize and improve conditions in informal settlements, and preventing its expansion have had a mutual impact on it; because informal settlement in some specific cases has expanded beyond its venue and form. Therefore, remedying the issue requires some policy makings and taking some policy makings and taking some measures not only in local level but also in national level, as well.

Introduction: The COVID-19 epidemic is considered a geographical phenomenon, and its impact on decision-making and daily life is significant. Geographic information systems (GIS) and Spatial techniques play crucial roles in analyzing the spread of COVID-19 globally. Studies using Spatial Analysis have highlighted the importance of social and health variables in infection and mortality rates, despite existing uncertainties about the effects of meteorological variables. Given Iran's climatic diversity, it is valuable to identify the key Spatial factors influencing COVID-19. Therefore, this study aims to model and determine the factors affecting the COVID-19 epidemic based on available data.Materials and Methods: This study investigated the factors influencing the distribution of COVID-19 infection rates using global and local Spatial regression methods. Seventy-three cities were selected, with data on COVID-19 infections available from March 10 to June 20, 2019. The factors considered were altitude, population density, average age, the ratio of the population over 55 years to the total population, and meteorological parameters, including humidity, temperature, pressure, and wind speed. Their relationships with the disease were analyzed using Spatial statistics methods. Stepwise regression identified population density, air pressure, average age, and wind speed as significant predictors, and the occurrence of the disease was modeled using the Ordinary Least Squares (OLS) technique. Due to the unstable relationship between the independent and dependent variables, the Geographically Weighted Regression (GWR) technique was used. Principal Component Analysis (PCA) and SPSS software were employed to address Spatial variability and multicollinearity.Results and Discussion: The results showed that the OLS model was statistically significant, with variance values explained by the model being non-random. However, the explanatory variables had an inconsistent relationship with the dependent variable in both geographic and data spaces. The residual distribution deviated somewhat from normal, indicating model instability. Thus, the GWR technique was applied for modeling. PCA addressed multicollinearity (due to a cluster pattern in meteorological variables), reducing meteorological factors to one component, explaining nearly 70% of the variance. The model improved by consolidating the average age and the ratio of the population over 55 into one factor. Subsequently, population density, meteorological factors, and age demographics were utilized as predictive variables in the GWR model. A 10% increase in the adjusted R-squared of the GWR model (63%) demonstrated its relative improvement over the OLS model. Moran's Spatial autocorrelation test indicated that, while the cluster pattern of residuals was less pronounced in the GWR model than in the OLS model, it remained significant at the 99% confidence level. Hot spot Analysis at the 95% confidence level identified the western parts of Kurdistan province and the northern and western parts of Khuzestan province as hot spots (areas of significant underestimation), and the eastern parts of Hamadan province and the northern parts of Bushehr province as cold spots (areas of significant overestimation). Thus, at least one variable affecting disease occurrence was not considered. Other potential factors, such as cultural, health, and genetic variables, were not included due to unavailability or measurement difficulties.Conclusion: This study highlights the importance of demographic and environmental factors in COVID-19 infection rates and provides a foundation for further research in the study area.

Purpose: The flourishing of political parties and currents is one of the signs of the degree of development in societies. In contemporary Iran and since the formation of the constitutional movement, political currents have gone through many ups and downs and it can be said that political currents in Iran after the Islamic Revolution have not yet reached the stage of institutionalization and stability. A characteristic feature of political currents in Iran is the divergence and division among political currents in recent decades, and this can be one of the reasons for the instability and cross-sectional and seasonal activity of political parties in Iran. Therefore, the necessity of leading research seeks to answer the question of how factors and divergence among political currents in Iran after the victory of the Islamic Revolution can be analyzed? And what are the scenarios for the advancement of political currents in Iran?Method: To answer this question, the method of causal-layer Analysis, which is one of the qualitative methods in futures research, has been used.Findings: The research findings indicate that this divergence is due to a wide range of reasons from the level of causal systems (from the institutionalization of power to the formation of parties as elitist initiatives), worldview and discourse (from charismatic political authority to culture). Subsidiary-follower politics to myth-metaphor (Iranian individualism to belief in a strong state-weak society) can be analyzed.Conclusions: Three scenarios for the future of Iranian political currents can be considered: integration of currents as the security valve of the political system, the collapse of political currents in the traditional form, integration and consolidation in new social movements (virtualized parties).

Knowing of precipitation values in different regions is always of main and strategic issues of human which has important role in short-term and long-term decisions. In order to determine of precipitation model and forecasting it, there are different models, but given that the precipitation data have a Spatial autocorrelation, the Spatial statistic is a powerful tool to recognition of Spatial behaviors. In this research, for determine of precipitation model and predicting of it with geographical factors e. g. altitude, slope and view shade and latitude-longitude by using Spatial regressions Analysis such as ordinary least squares (OLS) and geographical weighted regressions(GWR), 13 synoptic stations of Khuzestan province from establishment to 2010 were used. Results showed a powerful correlation between precipitations with geographical factors. Also results of modeling through OLS and GWR representative that forecasting of GWR is close to reality, so that in GWR, the sum of errors of residuals is less, the is more and there aren't any Spatial autocorrelation in residuals and the residuals are normal. The of OLS can only justify 75 percent of precipitation variations with Spatial factors while in GWR this quantity is 82-97 percent. Accordingly, it was found that, in east, northeast and north of province the altitudes, in east and northeast and Zagros Mountains the view shade and slope are the most important Spatial factors, respectively.