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 ESDA 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.

ریزگردهای ورودی به کلانشهر تهران از الگوی خاصی پیروی می کند که در پژوهش حاضر علل آن در دورۀ زمانی 2005 تا 2017‏‎ بررسی می شود. داده های استفاده شده در این پژوهش شامل روزهای ‏وقوع ریزگردها و داده های ایستگاه های سینوبتیک تهران بوده است. در این مطالعه از مدل رهگیری بسته های هوا (HYSPLIT)، شاخص های آشکار سازی ریزگردها و تعیین خصوصیات شیمیایی گرد و غبار (از جمله عناصر اصلی و کمیاب از پهنه های انتخابی از روش فولوئورسنس اشعۀ ایکس XRF) استفاده شده است. یافته ها نشان داد که منشأ اولیۀ ریزگردهای ورودی به تهران در منطقه های بیابانی و خشک کشور های غرب و جنوب غربی ایران قرار دارد. بخش اعظم منابع خارجی ریزگرد مانند صحاری شمال عربستان و صحاری شرق آفریقا پدیده های جدیدی نیست و به رخداد ریزگردها در دوران جدید مربوط نمی شود، بلکه از گذشته فعّال بوده است و هیچ گاه از منطقه های داخلی ایران، شبیه تهران عبور نمی کردند که علت آن را باید در خشک شدن تالاب ها و دریاچه های داخلی جست وجو کرد. به طور کلی، تغییرات فراوانی مسیر ریزگرد ها و ارتباط آنها را با منابع ورودی نمی توان تبیین کرد؛ اما بیشتر به نظر می رسد که سیستم حرکتی ریزگردها در صدد برقراری نظمی عمیق تر است؛ زیرا ورودی مواد به سیستم دینامیکی ریزگردها در طول حرکت تغییر کرده است؛ در حالی که در مبدأ و شروع سیستم ریزگردها تغییرات چشمگیری رخ نداده است.

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.

پژوهش های بخش مسکن نشان می دهند اثر متغیرهای اقتصادی مختلف بر قیمت مسکن در مناطق مختلف یک کشور متفاوت است و قیمت مسکن در مناطق مختلف کشور دارای ارتباطی درونی با یکدیگر هستند، مدل سازی این آثار در قالب اقتصادسنجی فضایی صورت می گیرد. در این پژوهش از داده های مربوط به 28 استان مختلف ایران طی دوره 1392-1379 به برآورد و مقایسه الگوهای پانل پویای دوربین فضایی با الگوهای پانل دوربین فضایی و همچنین برآورد اثرات مستقیم و غیرمستقیم (سریزهای فضایی) مربوط به متغیرهای توضیحی در دو بعد کوتاه مدت و بلندمدت به کمک ماتریس وزنی فضایی جمعیتی در چارچوب نرم افزار متلب پرداخته شده است. به منظور انتخاب بهترین الگوی فضایی سازگار با الگوی نظری تعیین قیمت مسکن از روش شناسی الهورست و در هر مرحله از آزمون نسبت درستنمایی (LR) و آزمون ضرییب لاگرانژ (LM) برای مقایسه الگوهای فضایی استفاده شده است و مشخص شد الگوی پویای فضایی بهترین تصریح را نشان می دهد. با مقایسه نتایج در الگوهای پانل پویای فضایی، متغیر تاخیری قیمت مسکن و اثرات فضایی این متغیر سهم بالایی در تعیین قیمت مسکن نشان می دهد، این در حالی است که تنها اثرات فضایی متغیر مخارج خانوار اثر معناداری بر قیمت مسکن داشته و سایر متغیرها از جمله قیمت زمین، هزینه ساخت و اجاره واحد مسکونی هم به صورت مستقیم و هم در قالب سریزهای فضایی اثرات معناداری بر قیمت مسکن در استان های ایران داشته اند.

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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.

آلودگی محیط زیست با آلاینده های گوناگون یکی از مهم ترین مشکلات قرن حاضر است. حداقل 20 عنصر فلزی از جمله کروم در گروه فلزهای سمی طبقه بندی شده اند که نیمی از آن ها در مقادیر بیش از حد استاندارد در محیط زیست منتشر می شوند. کروم یکی از آلاینده های سمی است که به طور گسترده در محیط زیست انتشار می یابد و در سیمان و بتن وجود دارد. هدف از این پژوهش اندازه گیری غلظت کروم در نمونه های خاک سطحی محیط اطراف و محوطه داخلی کارخانه سیمان بهبهان بوده است. 26 نمونه از بخش های گوناگون محوطه داخلی کارخانه سیمان و 29 نمونه به صورت تصادفی از جهت ها و شعاع های متفاوت در دامنه فاصله ای 520-3150 متری اطراف کارخانه، با توجه به عوارض پستی و بلندی با رعایت اصول کنترل کیفی و تضمین کیفیت در نمونه برداری، جمع آوری و به آزمایشگاه منتقل شد. هضم شیمیایی نمونه ها طبق روش استاندارد بین المللی (11466ISO ) صورت گرفت و مقدار عناصر فوق با دستگاه جذب اتمی شعله ای اندازه گیری شد. میانگین غلظت کروم در نمونه های خاک اطراف کارخانه 29.06±3.53 mg/kg و نمونه های درون کارخانه 42.11±11.08 mg/kg است که این مقادیر از حد استاندارد تعیین شده برای کروم کمتر است. سطح آلودگی بر اساس شاخص تجمع زمینی Igeo برآورد شد. این شاخص برای فلز کروم نشان دهنده سطح آلودگی از غیرآلوده تا آلودگی متوسط است. نتایج آزمون تجزیه واریانس نشان داد بین غلظت کروم داخل و خارج کارخانه اختلاف معنی داری وجود دارد (p value= 0.05). کارخانه از لحاظ عنصر سمی کروم آلوده کننده نیست.

زیرساخت سبز شهری که خدمات اکوسیستمی متنوعی را ارائه می کند، از اجزای حیاتی یک شهر است. از این رو، دستیابی به تراکم مناسب و توزیع عادلانه زیرساخت سبز شهری برای برنامه ریزی شهری، تضمین کننده توسعه پایدار است. در این راستا، پژوهش حاضر با هدف تحلیل فضایی تغییرات زیرساخت سبز شهر زنجان تهیه شده است. روش از لحاظ نوع پژوهش توصیفی-تحلیلی و از لحاظ ماهیت و هدف یک نوع تحقیق کاربردی است. روش گرداوری داده ها کتابخانه ای، میدانی و روش تحلیل ثانوی بوده است. به منظور تحلیل فضایی تغییرات زیرساخت سبز، از شاخص های نسبت زمین های شهری، شاخص گسترش منظر و شاخص پوشش گیاهی استفاده شده است. برای تجزیه و تحلیل داده ها از الگوریتم های طبقه بندی (الگوریتم ماشین بردار پشتیبان) در نرم افزارهای سنجش ازدور (EVNI)، ابزارهای آمار فضایی- شاخص خودهمبستگی فضایی موران(Moran’s I) و تحلیل رگرسیون وزنی جغرافیایی(GWR)، استفاده شده است. نتایج نشان داد که الگوهای فضایی زیرساخت های سبز شهر زنجان طی دوره زمانی 1372 تا 1402 دارای خودهمبستگی فضایی مثبت و قوی و دارای الگوهای خوشه ای قوی می باشند. همچنین نتایج با استفاده از همبستگی پیرسون بین تغییرات در ساخت و ساز و زیرساخت های سبز، مشخص شد که افزایش مناطق ساخته شده همراه با کاهش پوشش گیاهی در زمینه های شهری بوده است. این همبستگی منفی نشان دهنده این است که با افزایش ساخت و ساز، مناطق سبز در شهر زنجان کاهش یافته اند. بنابراین برنامه ریزی های آینده باید به گونه ای باشد که توسعه شهر همراه با حفظ و ارتقاء زیرساخت های سبز صورت گیرد، تا نه تنها کیفیت زندگی شهروندان بهبود یابد، بلکه پایداری محیط زیست نیز تضمین شود.

فضای جغرافیایی دستگاهی است که منطق چیدمان الگوهای فرمی، فرآیندها و عملکرد هردینگ‌های اجتماعی در فضا را شکل می‌دهد. تغییرات فضا در طول زمان ماحصل عملکرد فرآیندهای مختلف و روندهای حاکم بر آن می‌باشد. در همین راستا این پژوهش سعی دارد تغییرات فضایی حوضه سیرجان را ارزیابی و تحلیل نماید. بدین منظور از روش حوضه‌ای و تکنیک‌های تحلیل فضایی استفاده شده است. نتایج پژوهش نشان می‌دهد که، در کواترنر پایانی در بخش‌های مرکزی حوضه 17 میلیمتر و در ارتفاعات بالا تقریبا 300 میلیمتر بیشتر بوده است. این مقدار تغییر در رطوبت و دمای محیطی تغییر اساسی در سیستم شکلزای منطقه بوجود آورده به نحوی که از سیستم شکلزای یخچالی در حال حاضر نشانی در دست نیست. از طرفی شرایط دمایی این حوضه نیز از منفی 6/3 به 86/0 درجه سانتی گراد افزایش یافته است. همچنین حداکثر دمای حوضه 46/16 در فاز برودتی به 64/17 در زمان حال تغییر کرده است. البته این میزان تفاوت برای همه نقاط حوضه یکسان نبوده و تحت تاثیر ارتفاع افزایش می‌یافته است؛ به طوریکه بیشترین تفاوت حرارتی مربوط به مرتفع ترین قسمت حوضه و کمترین تفاوت مربوط به پست ترین نقطه حوضه بوده است. ردیابی پادگانه‌های آبرفتی دریاچه قدیم سیرجان حاکی از وجود 4 پادگانه در اطراف این دریاچه می‌باشد. بطوریکه بالاترین پادگانه در ارتفاع 1719 متری شناسایی گردید بر این اساس حجم آب دریاچه قدیم سیرجان در دوره حاکمیت یخچال‌ها 80400 مترمکعب بوده است.

استفاده از زمین بدون توجه به سیمای سرزمین و اقلیم منطقه، پیامدهایی ناگوار مانند فرسایش، بیابان زایی و تخریب منابع محیطی دارد. پژوهش حاضر با هدف بررسی روند تغییر سیمای سرزمین با استفاده از شاخص های بوم شناختی در استان چهارمحال و بختیاری در دوره زمانی 1381 و 1392 انجام شد. پس از تهیه نقشه های پوشش سرزمین در چهار کاربری مسکونی، جنگل، مرتع و کشاورزی، شاخص های بوم شناختی در سطح طبقه (کلاس) شامل مساحت طبقه، تراکم حاشیه، شاخص بزرگترین لکه، تراکم لکه و تعداد لکه برای بررسی تغییرها ارزیابی شدند. نتیجه های به دست آمده نشان دادند که بر اساس شاخص مساحت طبقه در دوره زمانی مورد بررسی، کاربری مرتع نسبت به سه کاربری دیگر کاهش یافته است. مقدار تراکم حاشیه برای چهار کاربری نیز افزایش نشان داد که به معنی افزایش از هم گسستگی این کاربری هاست. براساس شاخص بزرگترین لکه، کاربری مرتع کاهش چشمگیر داشته که نشان دهنده گسستگی این کاربری است. مقدار تراکم لکه برای هر چهار کاربری افزایش یافته است ولی در مورد کاربری مرتع بیشتر است. همچنین، مقدار شاخص تعداد لکه برای چهار کاربری افزایش نشان داده که برای کاربری مرتع این افزایش چشمگیرتر است. به طور کلی، براساس یافته های این پژوهش، کاربری مرتع بیشترین تخریب و از هم گسستگی را در دوره زمانی مورد بررسی داشته است.