Calculating of landslides show between of area of favorable region for landslide and volume landslide has meaningful relation. Landslide in deferent condition and deferent climate happened. Furthermore have meaningful relation between volume and area of landslide. This relation used for determine landslide volume in sain pass in nir city with area 77.8km. in this research landslide time series 4 years since 1380 to 1385 are used. Total volume of material mobility of landslide in this period VLT =3.2×107 m3 and speed of material mobility have jL =7.8mmyr-1. Humid period 1383 to 1385 lead to accelerate occurs of landslide in this region. In this three years, approximately total of slipped material before this years in sain pass mobility and the speed has jL =54mmyr-1 six times bigger then standard speed. Volume of material slipper in definite period has indicated for magnitude of landslide is used and in the calculating in the shape of log 10 are show and represent total volume of landslide in the clear period. In notice this subject new relation between area (AL) and volume (VL) start point for grading magnitude of landslides.

Introduction: The purpose of this study was to determine the structural relationships of epistemic emotions, epistemological beliefs and mathematical motivation in elementary school students. The present research is an applied descriptive correlation study. Research Method: The statistical population includes all students who study at Ferdows' primary schools in the academic year 2017-18. The sample size of the present study is 300 students. Participants in the study were selected by multistage cluster sampling. The instrument used in this study was the Pekrun’s Epistemic Emotions Questionnaire, Schumer's Epistemological Beliefs Questionnaire, Curter's Math Motivation Questionnaire, and mathematical researcher-made test. Results: The results showed that epistemic emotions on mathematical motivation have a direct effect on the coefficient 3.09 and epistemological beliefs on epistemic emotions have a direct effect on the coefficient 1.79. Also, epistemological beliefs have no direct effect on mathematical motivation, but they have a significant indirect effect with a 5.5311 coefficient. Discussion: Therefore, it is suggested that teachers, educators and curriculum planners pay attention to the elements related to the growth of epistemological beliefs and mathematical motivation, and that all elements of the curriculum, including goals, methods and content in order to form epistemological beliefs and learners' Math Motivation, are properly designed and evaluated

The purpose of this study was analysis of relations between thinking styles and achievement motivation with mathematical development of students. Required information from 480 students (240 girls and 240 boys) with a multi-stage random sampling method and with Sternberg – Vagner (1997) Thinking Style Scale, Edvarz (1980) Motivation and Progress of average scores of Math students have been collected. Research findings with the utilization of descriptive statistical methods, matris correlation, and multiple regression analysis of variables have been: Research findings indicate that: legislators thinking style predicted the share of young academic achievement. Review of the relationship between thinking styles and academic achievement in mathematics shows that there is significant relation between judicial, executive and external thinking style and academic achievement in adolescents. Also, reviews related to thinking styles with motivation shows progress between thinking styles executive, legislative and internal motivation with youth development is a significant relationship.

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.

The present paper studies the possibility of translating “ sense relations” in the level of sentences into formal expressions. In so doing, it applies the mathematical logic, especially the logic of propositions within the constraints of sufficient Farsi examples. That is, firstly, a definition for each relation in sentence level is presented. Secondly, using the tools of propositional logic, a formal translation for each relation is offered. Then, each of the proposed relation is shown to be in accordance with its corresponding sense relation; finally, the efficiency of the formal expression is tested by examples from Farsi. The sense relations discussed are as follows: entailment, contradiction, inference, and presupposition. The author concluded that the sense relation of “ synonymy” is, basically, impossible to be translated into formal expression since there are no two sentences in any language that can be considered “ synonymous” . Thus, no formal translation can be proposed for “ synonymy” in the sentence level.

Rock fragmentation is one of the desired results of rock blasting. Therefore, controlling and predicting it has direct effects on operational costs of mining. There are different ways to predict the size distribution of fragmented rocks. mathematical relations have been widely used in these predictions. Among three proposed mathematical relations, one was selected in this study to estimate the size distribution curve of blasting. The accuracy of its estimates was compared to that of the RR (Rosin-Rammler), SveDeFo (The Swedish Detonic Research Foundation), TCM (Two-Component Model), CZM (Crushed Zone Model), and KCO (Kuznetsov – Cunningham-Ouchterlony) relationships. The comparison included assessing the accuracy (Regression, R) and precision (Mean Square Error, MSE) of the best possible fit between the mathematical relations to estimate the cumulative distribution of fragmented rocks that result from rock blasting in open pit mines (Miduk Copper Mine, Sirjan Gol-e-Gohar, and Chadormalu Iron Mines) using image analysis techniques. The results showed that the power hyperbolic tangent function can estimate the size distribution of hard rock fragmentation with more uniformity in fine and coarse-grained sizes (unlike soft and altered rocks with the non-uniform distribution in these regions), more accurately and with higher precision. In addition, unlike the KCO, the absence of a second turning point for the largest block dimensions (Xm) in the proposed function, can guarantee the accuracy of estimations related to any range of inputs. Finally, due to the ability of the proposed relation to accurately estimate the rock fragmentation distribution caused by blasting, the uniformity coefficient required for the relation was provided by a linear combination of the geometric blasting parameters, where R=0. 855 and MSE=0. 0037.