Due to increasing motorization, construction of flyovers and growth in transport network, the noise level has exceeded the prescribed limits in many Indian cities. The health implications of high noise levels are being identified as hypertension, sleeplessness, mental stress, etc. Due to this adverse effect of noise level, it is essential to assess the impact of traffic noise on residents and road users. This research is an effort to quantify and analyze the traffic noise emissions along bus rapid transit corridor in Delhi. Field measurements were carried out to understand and assess various aspects of the impact of bus rapid transit system corridor on land use and social lives of residents and road users. The present analysis presents the comparison between observed and predicted noise level at selected corridors and also describes the mitigatory measures to overcome such type of traffic noise pollution through design of noise barrier along the road and motivate people towards the use of public transport system.

Currently, road transportation is the main mode of freight transit in Iran. About 90% of freight transit is through this mode of transportation. This is not in line with the transportation policies. Based on such policies 70% of the freight transit need to be through road transportation and 30% of the freight transit need to go through rail transportation. However, Iran's railway network is very wide and the share of railway in freight transit can be increased. Therefore, it is important to recognize the effective factors that can increase the share of rail transit. The purpose of this research is to recognize the factors that can improve the utility of railway transit corridors and to advance the competitive position of railway in freight transit. The concepts of utility and transit are described. The factors affecting the utility of railway transit corridors from the perspective of the owner of goods are determined by making a literature review and investigating the opinions of experts. These factors include transportation cost, commercial speed, reliability, safety, the system of tracing wagons and service frequency. A utility function for Bandar Abbas-Sarakhs corridor is developed that is based on the aforementioned factors. A dynamic model to evaluate the utility of the corridor is developed. After verifying the model, it is used for simulation of 20 years of service by using PLE software. The results of the simulation show that with simultaneous improvement in reliability, the system of tracing wagons at commercial speed also offering discount on the cost of transportation according to the demand of the owner of goods can play a significant role in increasing the utility of Bandar Abbas-Sarakhs corridor. Changing only one factor will not result in major changes in the utility of the corridor.

Currently, road transportation is the main mode of freight transit in Iran and about 90% of freight transit is done through this mode of transportation which is not in line with the transportation policies that based on them 70% of the freight transit should be done through road transportation and 30% of the freight transit should be done through rail transportation. However, Iran's railway network is very wide and we can increase the share of railway in freight transit. Therefore it is important to recognize the effective factors which increase the share of rail transit. The purpose of this research is to recognize the factors increasing the utility of railway transit corridors and to improve the competitive position of railway in freight transit. So the concepts of utility and transit are described in the first place, then the factors affecting the utility of railway transit corridors from the perspective of the owner of goods are determined by making a literature review and investigating the opinions of experts. These factors include transportation cost, commercial speed, reliability, safety, the system of tracing wagons and service frequency. Then a utility function for Bandar Abbas-Sarakhs corridor is developed based on the mentioned factors. At last, a dynamic model to evaluate the utility of the mentioned corridor is developed and after verifying the validation of it, the model is simulated by vensim PLE software for 20 years. The results of the simulation show that simultaneous improvement in reliability, the system of tracing wagons and commercial speed and also giving discount on the cost of transportation according to the demand of the owner of goods can play a significant role in increasing the utility of the mentioned corridor, and changing only one factor will not result in major changes in the utility of the corridor.

The Islamic Republic of Iran, due to its connection with free seas, has a great importance for the transit of goods. Pathology of the Present Status of Multimodal Transit and its Strategies for Success in Iran, are the main goals of this research. In this research, using grounded theory and deep interview methods, identifying the factors affecting the success of multimodal transit in Iran and it has been studied the Iranian transit systems based on the above model and how to improve it. The statistical community is composed of experts in transportation and transit of goods, traders and Merchants and analysis of information, done with MAXQDA software. With this research, the causes and factors of the lack of development of Iran transit in different areas were identified and classified into six categories and 32 main factors and some solutions suggested for their improvement.

Introduction: International developments indicate the formation of a new world order in the form of creating economic alliances. States follow the membership in alliances and connection to international corridors for the transfer of goods and energy in line with economic diplomacy, and on the other hand, by connecting to corridors, they are seeking to gain power and a privileged position in the future of the global economy, which is the future economic war of the superpowers. The North-South, East-West, Zangezur, One Belt-one Road, Trasica, Basra-Turkey, India-Arab-Mediterranean, Lapis Lazuli and CPEC corridors, etc., indicate the emergence of a war of corridors, and despite the geoeconomics position of the Islamic Republic of Iran as a link between the trade corridors of China, India, and Russia, which can play the role of a corridor heartland in the region. The present study aims to study the economic diplomacy of the Islamic Republic of Iran in connection with international corridors and to obtain a precise understanding of the position of the sea-based economy in the policy and economic and political governance system of Iran, and the possibility of utilizing the economic potential of the transit corridors of goods and energy adjacent to Iran is also one of the main objectives of this study.Research BackgroundA review of domestic and foreign studies related to the research topic indicates that none of the studies in the field of corridors have addressed the position of the economic diplomacy of the Islamic Republic of Iran in the competition of important international corridors, but indirectly, articles have been published that can be referred to the study; Political-Legal Evaluation of the Unilateral Economic Sanctions of the United States against the Islamic Republic of Iran (Qaedi et al., 1400), which has examined the legal nature of the US sanctions system against Iran. Another study entitled; US Foreign Policy and New Sanctions against the Islamic Republic of Iran (Simber, 2010) has examined the factors that have been effective in the formation and continuation of sanctions on Iran in US foreign policy. The research; Strategies for Developing a Maritime Economy to Achieve the Goals of the Resistance Economy (Karbkandi article, 2010) has tried to present strategies for developing a maritime economy in two areas: the development of maritime trade and the development of maritime industries, considering the opportunities and threats of Iran, the experiences of selected countries, and the opinions of experts. Other articles can also be found such as; Analyzing Iran's geopolitical role in international corridors and presenting the Iranian model, Heartland Corridor of the World (Noor Ali, 2021), Evaluating Central Asia-Europe International Corridors and Examining Obstacles to the Expansion of Iranian Transit (Arab Amiri, 2009), Weakening Iran's Position in International Corridors (Moshfegh, 2021), Economic Diplomacy and Foreign Policy (Chatterjee, 2021), and India's Arab-Mediterranean Corridor: A Paradigm Shift in Strategic Connectivity to Europe (Michaël Tanchum, 2021) was mentioned.MethodologyThis research was developed with a descriptive-analytical approach and used documentary and library methods to collect data. An analytical model based on the status of international corridors in the region was designed to analyze the data.ResultsThe most important international corridors active or under construction in the field of transit of goods and energy in the region are as follows:Middle Skop Corridor (TSC)Southern Skop Corridor (Southern branch of Trans-Asian Rail Corridor)East-West Corridor (Silk Road)China’s One Belt, One Road Corridor (BRI)north-south CorridorEurope-Asia CorridorAltid CorridorThe Eastern Caspian Sea Rail CorridorAshgabat Agreement CorridorIslamabad-Tehran-Istanbul Corridor (ITI)KTAI-China CorridorChabahar Agreement CorridorPersian Gulf-Black Sea CorridorZangezur CorridorCPEC CorridorIndia-Arab-Mediterranean Corridor IMECCorridor Lapis LazuliBasra-Turkey CorridorKazakhstan-Turkmenistan-Afghanistan Rail CorridorNSR North Sea CorridorUzbekistan-Afghanistan-Pakistan CorridorCaspian Sea-Black Sea Maritime CorridorIran borders the world's two main fossil cores, the Persian Gulf and the Caspian Sea, and connects both as the only land bridge (Fathollah Nejad, 2021: 12). The geoeconomic position of Iran allows energy pipelines to continue from these regions to the Persian Gulf and the Sea of Oman. In addition, Iran not only has the shortest, safest, and most economical route to export oil and gas from these regions, but also has features such as; Suitable energy transmission lines in the north-south and east-west directions, ninety years of experience in the oil and gas industry, oil and gas installations, port facilities, and suitable refineries that can be connected to the energy consumption market of the Eurasian region and European and Asian countries (Mojtahedzadeh, 2000: 11). Map: Iran's Position in Important Corridors in the Region DiscussionTransportation is one of the fundamental issues that, in the domestic economy, is the link between industries and consumers, and in the foreign trade sector, is the link between the domestic economy and the global economy (Ng & Wilmsmeier, 2012: 127). Transport corridors are divided into 4 categories: national trade corridor, bilateral trade corridor, multilateral trade corridor, and multimodal and reciprocal corridor (Arnold, 2018). On the other hand, transport is divided into four sectors from the perspective of the method of transporting goods or passengers: air, road, rail, and sea transport, the first three of which are relevant for all countries in the world, but sea transport requires the existence of a water border and waterways (Sletmo, 2001: 333). The ocean-based economy, which is called the blue economy in global terminology, is the sustainable use of water resources and areas, including oceans, seas, lakes, coasts, and islands, for economic growth, improving livelihoods, and creating jobs. According to global statistics, the value of the main assets of the water areas is estimated at more than 24 trillion dollars and currently, fisheries are used more than other fields, so aquaculture, supplying 58% of fish to global markets, is the fastest and most vital part of the exploitation of these areas.Final ResultDespite being located at the world's transit crossroads, the Islamic Republic of Iran, for various reasons such as; The imposition of cruel sanctions by the United States and its allies, the lack of development of necessary infrastructure, especially in the field of ports and combined transportation, the lack of active economic diplomacy, the vague understanding of the high potential of the sea-based economy and the reliance on the land-based economy, are witnessing the gradual removal of the Islamic Republic of Iran from the international corridors for the transfer of goods and energy. Iran can only interact with other major economic countries when it defines itself within their economic puzzles and equations, but in the current situation, the designers of the corridors are seeking to replace the new route and bypass Iran, including the CPEC corridor, which China will bypass Iran by investing in the Gwadar port of Pakistan, as the main competitor of the Chabahar ocean port, to challenge India's maritime power in the region and bypass the Malacca port route on the New Silk Road or the One Belt, One Road doctrine, and Pakistan, with the support of China, is completing the alternative route of the North-South Corridor.

Today, one of the positions that can play a significant role in the geopolitical and geoeconomic importance of Iran is a crossing position, and in this regard, the geographical position of the south and north of Iran with geopolitical, economic, security, access, and regional communication capacities and opportunities. and international, has been qualified for transit functions at different national and international levels, which has not been properly considered until now. Using the descriptive-analytical and survey method, the current research has studied the role of geopolitical opportunities for the development of the South-North transit corridor on increasing the convergence of the Islamic Republic of Iran and the member countries of the Shanghai Cooperation Organization. The statistical population of this research consists of experts in the field of geopolitics and international relations. Its sample size was estimated to be 40 people based on Cochran's model. The analysis of the research findings was done based on the numerical taxonomy model in Matlab software. The results of the research showed that the geopolitical opportunities for the development of the North-South corridor can be highly convergent for China and Russia, convergent for Tajikistan, India and Uzbekistan, least convergent for Pakistan and Kazakhstan, and non-convergent for Kyrgyzstan.

In terms of economic and geo-economic potentials, Iran has a privileged status among the countries of different areas such as Central Asia, Indian sub-continent and West Asia. The existence of rich energy and mineral resources are among the most important economic attractions of Iran,and in addition, Iran is geographically located in one of the most unique geo-economic situations in the world. But in recent decades due to the weakness of political organization space and management problems, the corridors have not been developed. The development of corridors, in addition to improving the country's position from an economic, commercial, political and military point of view can also expand the economic diplomacy of the Islamic Republic of Iran. In this context, the present study has investigated the role of the development of Iran's transit corridors to improve the status of economic diplomacy and the relations between Iran and the countries of the region with a descriptive-analytical and survey method. The statistical population consists of all political science experts, whose sample size was determined to be 35 people. The analysis of the findings was also based on economic models of similarity and cosine and SPSS software was used. The results showed that the development of the South-North Corridor can provide the interests of the countries of Central Asia, the Caspian and the Indian sub-continent, and also the development of the corridor can increase the export of oil and energy, as well as strengthen the cooperation and dependencies of the countries of Central Asia, especially China.

This study aims at investigating the construction of the subject of female-headed households in post-revolutionary cinema in order to answer the question of how it has been represented and constructed in these works. For so doing, it employs Foucault and Althusser's interpretation of the subject. The research has been done via a semiotic method, using Fisk and Barthes model, combining it with Selby and Cowdory approach. By purposeful sampling, three films (The Blue-Veiled, Border Café,(Cafe Transit), and The Corridor (Dehliz) from the 70s, the 80s, and the 90s have been selected for analysis. Results show that the power in these movies addresses family sanctity along with the need for woman management in it, also reproducing the discourse of housekeeping. But on the other hand, we see the construction of a faithful woman in return for a commitment to her husband or family and responsible for male roles. Here the desirable femininity portrayed in the films include: a) construction of a loyal housewife who supports the husband, b) the female-headed household who is committed to the family and is employed, and finally, c) the female-headed household who is chaste and a lover. The cultural meanings of the films are the lower social class of female-headed households, exposure of young female-headed households to judgment, their livelihood and economic problems, people's constructed look at them, the multiple roles they play, their strong sense of motherhood, cultural and value differences of varied ethnic groups, self-sacrifice and devotion, and drawing the old traditions of female widowhood. Also, all female-headed households try to change and start again, yet in the face of society, traditions, gender stereotypes, and the idea that men are superior, they are deprived of the opportunity to empower themselves.

This paper examines the economic effects of the North-South Transport Corridor (NSTC) on Iran's economic development. The North-South Corridor, as a major transportation route stretching from the Caspian Sea to the Arabian Sea via transit through Iran's neighboring countries, presents significant opportunities for Iran's economic growth. Among the project's positive impacts are increased trade, infrastructure development, employment generation, and industrial and agricultural expansion. However, challenges such as environmental concerns and other obstacles require careful study and effective policy solutions. Accordingly, the central research question of this paper is: What impact has the North-South Corridor had on Iran's economic development, and what opportunities and challenges has it created in realizing this development? In response to this question, the hypothesis posits that the implementation of the North-South Corridor as a large-scale transport and logistics project can enhance Iran's economic development capacity. This development includes trade growth, infrastructure expansion, job creation, and industrial and agricultural progress. Nevertheless, this growth may face challenges such as environmental issues, political hurdles, transit competition, and technical difficulties associated with the project. This paper analyzes the various dimensions of the North-South Corridor's economic effects and their implications for Iran's economic development.

In this paper, we are going to investigate the growth of the Iranian maritime transport with a focus mainly on the North-South transit Corridor, review of dry ports in order to support the Iranian container terminals at the south ports in order to increase the volume of container storages at the terminals. For the purpose of assessing the outcome of port operational management, the Balanced Scorecard System is recommended for development of the Iranian South Ports and further consideration. Balanced Scorecard system is known as the most effective tool that successfully communicates strategic goals of the company with its operational management. Balanced Scorecard visualizes company strategy and links it to operational level. The main part of this paper is dedicated to evaluate the role of container transit from the North - South transport corridor with a focus on the Iran North South transport corridor in order to improve Maritime Transport of Iran and increase the Iranian transit market share. Next part of this paper will be designated to consider the Iranian Southern Container Terminals at Khoramshahr, Imam Khomani, Busher, Bandar Abbas and Chabahar port which have suitable strategic position as transit base in the region.