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

Introduction: Travel health practice and research in Egypt lag behind both needs and demands. This study was done in two parts to assess travel health knowledge, attitude, and practice (KAP) among Egyptian travelers.Methods: This survey was conducted at the departure halls of Cairo International Airport and included 1500 travelers to Africa (excluding North Africa), Southeast Asia, and Latin America. An interview questionnaire was used to measure the KAP of travelers inquiring about different aspects of pre-travel health. Subjective evaluations of travel health services and suggestions for improvement were also solicited.Results: Travelers in this study were mainly males (89.3%), less than 40 years of age (82%), living in urban residences (89.1%), married (65.9%), university educated (83.3%), traveling for work (69.1%) with destinations of Africa (61.3%), Asia (28.4%), and Latin America (10.3%). They had poor travel-associated risk perception, and only 13.4% had risk management plan. Less than half (42.4%) sought information about their destination, and 11.9% sought health information; their source of information was mainly the internet (98.7%). The majority had poor scores on various travel-related practices, including seeking pre-travel health services (87.9%), receiving pre-travel vaccines (91.3%), and using malaria chemoprophylaxis (90.6%). The travel health services were rated good by 0.5% of travelers and bad, very bad, or undetermined by 11.4%, 61.3%, and 26.9% respectively.Conclusion: Egyptian travelers, although mostly educated, had poor travel health perceptions and practices and are unsatisfied with the travel health services in Egypt.

The median of Iran population is much younger than many developed countries. This has impacts on the overall transportation behavior of the society. In this research it is found that there is a significant Pearson correlation (-0. 765) between median age and fatalities in different countries of the world. A questionnaire is developed to analyze the importance of various factors in choosing mode of transport. It was then distributed among some bus, train and plane passengers on Tehran-Isfahan route. A total number of 766 passengers filled in the questionnaires. For this survey the Cronbach’ s alpha factor was calculated to be 0. 763 that is an acceptable level. The respondents were divided into two groups of youth under 25 years old and other age groups. The importance of seven factors for their transportation mode of choice is calculated. By performing T-tests it is found that for air transportation there is no significant difference for any of the factors. But for railway mode of transportation “ range of choice for departure times” and for road transportation “ importance of viewing the landscape” is significantly different.

One of the ways to manage private car traffic is conjestion pricing, which reduces the utility private cars. This solution is effective when it can change the travel behavior of private car users. To determine the effectiveness of this strategy, examining users' travel behavior after pricing (revealed preference) will have more accurate results. This policy is also used to reduce congestion in the central part of Tehran. The policy of congestion pricing zone of Tehran, changed in May 1397. Based on these changes, personal car users should pay tolls for entering the pricing area based on the time of entry and exit (peak and non-peak hours). In this study, to evaluate the effectiveness of the new pricing strategy for congestion pricing zone of Tehran, we collected 422 questionnaires by the revealed preferred method in November 1397, and the changes in travel behavior of users in that area is analyzed. For this purpose, after implementing frequency analysis, the multiple logit discrete choice model has been used. Based on the results of the frequency analysis of the collected sample, 52. 28% of users did not change the way they traveled to the area after changing the pricing strategy. The results of the multinomial logit model to examine changes in users' travel behavior, show that personal car users are more inclined to travel without any change. Based on the results of marginal effects, by changing the living location of people from within the congestion pricing zone of Tehran to outside second ring of pricing, the share of the option “without changing the trip” increases by 38. 56%.

Reduce consumption of fossil fuel and that`s negative effects is one of the most important issues related to sustainable development. With increasing distance from CBD, increasing walking time to public transportation, reducing density and mixed land use, car dependence and fuel consumption will be increased in transportation sector. In this regard and reducing fuel consumption in transportation sector, understanding the proper and sustainable urban forms and analysis of the current urban forms is an undeniable necessity for planning. This paper examines the findings of an empirical study, that have been studied the effects of urban form on households travel behavior in transportation sector in three neighborhoods of Shiraz with different urban form characteristics. The variables investigated in this research include the urban form variables and households car ownership. The urban form variables in this study contain of distance from CBD, walking time to public transport, mixed land use and density. Also travel frequency, travel time; travel distance and modal choice are travel behavior variables have been studied in this article. Information about urban form variables have been extracted from GIS maps of Shiraz and data of household travel behavior and car ownership are extracted from questionnaires. Number of questionnaires in this research is 260. To examine the relationship between urban form variables and travel behavior and car ownership, correlation analysis is used. Results of this study indicate the relationship between urban form and travel behavior variables, and households residing in neighborhoods close to CBD with high density and mixed land use have a different travel behavior with residents of other neighborhoods.

Environment and its conservation is one of the present issues in risky modern life. Although, the present world has been improving during last years, it hasn’t been able to solve environmental problems and it has caused its deterioration. Littering in jungle, seashore, public places and passages is one of the significant environmental issues in society of Iran. The Purpose of the present study is investigation of the reasons of littering formation by the approach of Causal Layered Analyses (CLA) and planning scenario. The present study analyzed the layers forming the present social issue and searched the origin of it. In order to accomplish this study, 15 experts in environment and society were interviewed by Qualitative and exploring method and applying deep interview technique. Then, after exploiting the contents and content analysis of interviews, their opinions presented in 4 forms as litany, systematic, discourse analysis and metaphor. By applying the present discourses, the gap between state-people and people-people were recognized as important variables and were applied in presenting scenario. Finally 4 scenarios presented in a diagram which can help strategists and officials of the society.