A B S T R A C TFor choosing suitable place multiple methods are introduced, which examine the qualities, methods and patterns of location selection. The current methods use global approach and do not pay attention to Spatial differences, environmental variation in variables, local changes modeled by local weighting indicators. It has been selected as a case study to evaluate the EMS center of Fars province and to evaluate the indicators of distance from the power plant, distance from logistics centers, industries, transportation terminals, hospitals, hotels and tourism, cities, rural areas and custom centers. has been used, using the AHP method to weight the qualities, and then for local weights, non-overlapping neighborhood filtering within a radius of 25 km are used and calculate the corresponding changes, quantity, ratio Presented in this article, the obtained weights, then the compute local weighted layers, and then local weight was multiplied in the normalized layers and the final layer were obtained. In the next step, it was combined and calculated to compare the Data using the global method. The results of the two methods were transferred to the points of the EMS and the results were analyzedExtended AbstractIntroductionIn geographical studies and Spatial planning, there are different approaches to choosing the right place for all kinds of applications and uses, and a process is followed to choose the best places. This process includes stating the research problem (cognition), choosing the criteria and preferences of decision makers and how to determine the weight of indicators, combining criteria (design) and finally, choosing the best option. In the current methods of Spatial decision, the criteria are given a fixed weight, while in geographical locations, the distribution of geographical phenomena is not uniform. In this case, attention should be paid to the Spatial distribution pattern of geographical phenomena based on the principle of sensitivity of the range of changes, the size of the range of changes affects the outputs, and the Data with a smaller range of changes also have a lesser effect on the output. The Data with a larger range of changes will have a more significant effect on the output. Therefore, in Spatial Analysis, indicators that have small changes are less important. Local models have been presented to model local changes in Spatial multi-criteria decision-making; in this research, the main issue is how to model the local changes that affect the expected outputs. methodologyThe research process is based on multi-criteria Spatial decision-making methods (national and local). First, Spatial patterns of indicators were analyzed through exploratory analyzes of E(SDA) Spatial Data. Then based on the review of the research criteria, the direct weighting method was used to calculate the weight of the indicators, and the experts were asked to specify the weight of the criteria in the range of 1 to 10. The opinions were combined, and the final weight was obtained. First, the Data were Spatially modelled to model and calculate the local weights. Then Block Statistics Spatial filter without overlap was used to determine the neighborhood. The range of local changes, maximum and minimum values, were calculated, and local weights were obtained based on that. Finally, the information layers were descaled. After that, the unscaled criterion layers were multiplied by the national weights and the final national scores were obtained. In the next step, the Data of the evaluated information layers (local and national) were transferred to the points of emergency Databases. Based on the Analysis, the fit was done. Results and discussionGeneral or global weights pay attention to the relative importance of indicators, which is the starting point for calculating local weights. Based on the research results, the most critical indicators are industries, cities and hospitals, which are more important in the location of road emergency stations. However, in order to achieve better results, it is necessary to build a local weight layer. The results of the research show that the indicators' weight and the difference in the criteria (general weight) are not equal in the entire geographical area, and the areas with a larger range of changes have a higher coefficient.Because, unlike general weights that are obtained based on different methods, local weights are estimated based on the principle of sensitivity of the range of changes and are changed Spatially, and a fixed value is not considered for all areas. According to the research findings, the highest level in the general and local evaluation method corresponds to 0.5 to 0.7. Based on the local (geographic) weight method, it is less than the national or general method in the range of 0.9 to 1. Furthermore, this is due to the more precise nature of this method, which models the effects of local changes. To evaluate the compliance of the emergency centers with the final maps of suitability assessment, the information on the suitability maps was transferred to the map of the emergency center points of Fars province. Based on the evaluation of 207 emergency stations, according to the general method, 14 percent are in the high group (0.9-1), and according to the local or geographical method (16.9), percent are in this group. ConclusionAt the level of space and geographical regions, phenomena and geographical complications are not uniformly distributed, some phenomena have a homogeneous distribution, and some have a heterogeneous distribution. On the one hand, the phenomena and decision issues are affected by the context in which they are formed and evolve; on the other hand, these phenomena are placed in the network of mutual relations. Furthermore, the results of the set of phenomena may differ from the results of the phenomena individually and separately; in this article, an attempt has been made to address the issue that in Spatial Analysis and planning, it is necessary to pay attention to geographical differences in decision-making. Furthermore, it should not be evaluated in general terms of Spatial decision problems; one of the methods of modelling these differences and Spatial changes is to consider the local weight of the criteria. Based on the research findings, local (geographical) and national Analysis results are different and can better show these changes. On the other hand, the pattern of Spatial differences also has its Spatial pattern, and paying attention to these differences in Spatial differences can be the subject of further studies. 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.

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: Walking is one of the most basic methods of transportation in cities. Before the Industrial Revolution, pattern of movements within cities was based on a human scale. But with the onset of Industrial Revolution and the subsequent dominance of modernist thought, the role and importance of pedestrian zones diminished. Due to the unsatisfactory situation of modern urban planning and its failure, the increased importance given to human development and environmental issues resulted in the Introduction: of New Urbanism approach. New Urbanism is a response to modernism and the negative effects of suburban expansionin Europe and North America after World War II. In recent years, there have been widespread reactions against the use of motorized vehiclesseeking to revive the issue of increasing walkabilityof cities. With a population of 3057679, Mashhad annually receives 30 million pilgrims and tourists due to the presence of holy shrine of Imam Reza (Peace be Upon Him), which sometimes makes the movement of pedestrians especially around the holy Razavishrine difficult. Furthermore, the holy Razavishrine is located in the central part of the city (Central Business District-CBD) surrounded by a worn-out urban texture and a network of organic passages and thus needs paths with walkability capability. Therefore, the present study intends to identify walkable and human-centered routesin Mashhad using the New Urbanism approach. Materials and methods: The present study takes advantage of a descriptive-analytic survey methodology. 32 quantitative and qualitative pedestrian related indices are investigated and 400 questionnairesaredistributedin Mashhad. ArcGIS software is used to analyze the collected Data. The study area is Mashhad with an area of around 35187 hectares, a population of 3057679, and a population density of 87 per hectare. Results and Discussion: Investigating respondents’ age group indicates that 5% of respondents are in the 15-24 year age group, 17% in the age group of 25-34 years, 9% in the age group of 35-44 years, 15. 75% in the age group of 45-54 years, 22% in the age group of 55-64 years and 31. 25% in the age group of 65 years and more. 32% of the respondents are men and 68% are women. Surveys show that pedestrians in the western half of Mashhad are more energetic. Public participation is higher in informal settlements of Mashhad. Police records show that crime rates are higher in the suburbs of Mashhad. Regarding hiking culture, the findings show that districts number 1, 8, 9 and 11 ranked highest in the studied indices. The patterns and Spatial trends of activities and population attraction centers establishmentin Mashhad show that due to the presence of holy Razavi shrine, most of these activities are located in the central part of the city (CBD), which has the highest potential to attract the population. In fact, the CBD and western areas of Mashhad have the highest economic potential to attract popular activities in Mashhad and thus, the highest number of air pollution sources. The central part of the city (CBD) and west of Mashhad have the highest sources of air pollution. Moreover, the central part of the city (CBD) and the western parts of Mashhad show the highest degree of interconnection in their urban pathways and thus, are more capable of facilitating movement within the city. Per capita green space of Mashhad is 14. 26 m2. District number 7 with an area of 2736894 m2 (22. 4%) have the mostand Samendistrict with an area of 44736 m2 (0. 36%) have the least green space. Conclusion: Based on 10 principles of New Urbanism, 32 quantitative and qualitative pedestrian related indices were extracted, identifying the paths that canbe used as routesfor pedestrians. For this purpose, 400 questionnaires were distributedin districts of Mashhad. Quantitative and qualitative Data were then converted to location-based Data and used for Spatial Analysis ((SDA)). Finally, combining location-based Data, pedestrian routes were identified in Mashhad. Results: indicate that based on the New Urbanism indices, district number 8 and Thamenare the first priority, district number11 is the second priority and district number2 is the third priority for pedestrian routes. Kohsangi, Imam Reza (AS) and Moallem-Imamatstreets were also identified as the best pedestrian routes in Mashhad.

In this article, an attempt has been made to estimate the amount of sound transmission loss in a flat oval channel by applying the approach of statistical energy Analysis. Correct estimation of sound transmission loss in an air conditioning channel is of great importance due to the harmful effects of noise pollution in the environment on human health. Simulation with the statistical energy Analysis method is a powerful approach to estimate sound and vibration in problems in which we deal with complex and multi-part systems; is considered. In this method, first, a system is divided into several subsystems, and then by writing a matrix equation that includes the energy exchanges between subsystems and energy loss coefficients; It is investigated from the perspective of vibration and sound estimation.On average, the model presented in this research is able to estimate the sound transmission loss in different dimensions of the air conditioning channels according to the experimental results in the accuracy range of ± 2.5 dB. Considering that it seems that the results obtained from modeling with this method are in good agreement with the experimental Data; The results of this research can be used as an efficient approach to estimate noise in oval shaped channels stretched in different lengths.

Energy and energy efficiency is quickly becoming a topic of considerable interest all over the world. Competing demands for energy use and the need for smaller energy footprints require leaders across a wide range of industries to improve their understanding of the complex issues surrounding energy management. The budget's dependency on exogenous revenues (oil and gas wind fall gains), lack of technical and economic productivity in energy consumption and their environmental impacts cause us to pay more attention to energy consumption as a whole. This paper uses the structural decomposition Analysis ((SDA)) method to study Iran's energy consumption (Primary and secondary energy) over the period 2002 to 2012. Also, it identifies the effective factors in energy consumption by decomposing energy consumption into three determinants including structural effect, productive effect and energy intensity. Results demonstrate that 73% of increment energy consumption is due to the effect of final demand, and the effect of energy intensity has contributed 14% to this increment. But the effects of production structure and of consumption structure have reduced 7.7% and 4.9% of the total effect.

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.

Objective: People who have higher social health can more successfully deal with the challenges and ups and downs of playing key social roles and participate more in collective activities and prevent social deviations and anomalies. In this regard, foresight and the development of a forward-looking strategy model by the media can play an important role in promoting the social health of their audience (individuals).method: This research has been done qualitatively and quantitatively. In the qualitative phase, content Analysis and Q methods were used, and in the quantitative phase, factor Analysis was used to analyze the Q method Data.Results: The content Analysis of the media in this study showed that the most media production in the field of social deviations with 576 cases and the lowest media production in the field of violence with 237 cases. The field of social quality with 485 and the field of social issues with 312 cases are in the second and third ranks. A small questionnaire was made and based on it, the desired model was designed using PLS software. Conclusion: This model showed that the function of media is effective in promoting social health of society and can have the greatest impact on improving quality of life, reducing violence, reducing social deviations and social issues.

When Spatial Data are realizations of a Gaussian model with parametric mean and covariance functions, then the function of observations that minimizes mean square prediction error depends on some unknown parameters. Usually, these parameters are replaced by their estimates to obtain the plug-in predictor. But, this method has some problems in estimation of the parameters and the optimality and mean square error of the Spatial predictor. In this paper, the problems related to plug-in method are discussed and to avoid them, the Bayesian approach for Spatial prediction is proposed. Then the Bayesian Spatial prediction for Gaussian and trans Gaussian models according to observations, that may contain noise, are derived. Next, in a simulation study, the adequacy of Bayesian prediction is compared with plug-in prediction. Finally, a numerical example illustrates the Bayesian Spatial prediction of rainfall in a region at the north of Iran.