Background and Objectives Despite the success of CAR-T cells in the treatment of hematologic malignancies, the use of allogeneic sources of T lymphocytes to produce these cells is associated with risk of GvHD. Cytokine induced killer (CIK) cells are a population with a lower risk of GvHD. Therefore, CAR-CIK cells can be evaluated as a potential alternative for CAR-T cells. Materials and Methods In this experimental study, after isolation and culture of mononuclear cells isolated from the peripheral blood of two healthy donors, T and CIK cells are transduced with CD19 gene containing lentiviral vector. On the 16th day of culture, to compare the cytotoxicity of CAR-T and CAR-CIK cells, these cells were co-cultured with CD19+ K562 target cells, and the death rate among the target cells was measured using a lactate dehydrogenase release assay kit. Student T-test, Anova and post-hoc Tukey were used for statistical analysis using Graph Pad prism software 8. A p-value less than 0. 05 was considered statistically significant. Results In both CAR-CIK and CAR-T cell, CAR receptor caused a significant increase in cytotoxicity. So that no significant difference was observed between the cytotoxicity of CAR-T cells (67. 8% ± 1. 7) and CAR-CIK (65. 1% ± 1. 8). Conclusions CAR-CIK cells show a suitable in vitro cytotoxicity, so they can be considered as a potential alternative for CAR-T cells. However, more preclinical and clinical studies are needed to compare other effective dimensions in the function of these two cell types.

According to the growing developments and improvements of cancer immunotherapies, nowadays, special attention has been paid to the immunotherapies of various types of cancers. Chimeric antigen receptor (CAR) T-cell therapy is one of the T-cell therapies that affects tumor cells, not the normal cells. Research conducted over the past decades suggests that CAR T-cell based therapies has revolutionized cancer therapies, and has provided precious achievements in the treatment of hematologic malignancies such as leukemia and lymphoma, and solid tumors including neuroblastoma and glioblastoma. In this review article, structure, function of CAR T- cells, along with some of the antigens that are expressed on the surface of the tumor cells and the CAR T-cells targeting them are presented. Subsequently, several examples of successful therapies with the help of this technology are presented and finally, the safety of these therapies and the challenges and future perspectives are discussed.

Introduction: Social distinction is a condition which is seen through the actions of consumption. In modern societies, social classes and class fractions adopt different social positions through the use of economic and cultural goods. An automobile is a distinctive status symbol, marking off, but ultimately misrecognizing the inequalities of classes of a society. This research tries to show that different classes, possessing or dispossessing different economic and cultural capitals, by choosing a luxury automobile, are looking for distinction and by choosing mass-produced automobiles try to satisfy their lives’ needs. The research tries to answer this question that whether a luxury automobile (Arvand license plate) leads to creation of sense of distinction among high class fractions which possess cultural and economic capitals? Method: The survey method was used for this research. Statistical population included all populations of Dezfoul who were 18 years old and above. Through convenience sampling, the sample group was 268 people, of which 134 had Arvand-license plate cars and 134 had Mass-produced cars. Also, the self-made questionnaire which had good reliability and validity was used to collect data. Findings: Analysis of data demonstrated a significant difference between the owners of Mass-produced cars and the luxury ones in all three dimensions, namely economic and cultural capitals and social distinction. The correlation between economic capital and social distinction was stronger in comparison to the correlation between cultural capital and social distinction. . In. Structural equation Model, the variance changes of distinctions through economic and cultural capital was defined 64% among which the role of economic capital was highly more than the cultural capital. Discussion: the research results showed that high-class people with the luxury cars, due to having access to economic and cultural capitals, achieve social distinction which distinguishes them from the rest of social classes. On the contrary, low-class people with their mass-produced cars and with lower economic and cultural capitals achieve less social distinction or, better to say, do not look for social distinction.

Introduction: Today, treatment with CAR-T cells is accepted as an effective treatment for blood malignancies. CAR-T cells are autologous T cells that are engineered by gene transfer techniques to express a chimeric antigen receptor (CAR). Despite the promising results and the approval of six CAR-T cell products,these products have not yet been approved for solid tumors. In addition, the high cost of treatment with CAR-T cells has limited patients' access to these life-saving drugs. Therefore, key considerations in the design and development of CAR-T cells should be defined and methods of reducing the cost of this treatment method should be investigated. Materials and Methods: This study was performed based on an accurate bibliography through research databases such as PubMed, Scopus, Web of Science, and Google Scholar search engine, as well as the websites of pharmaceutical companies. Results: CAR synthetic receptors contain an antigen-recognizing extracellular region that connects to the spaceforming, transmembrane and intracellular messenger regions. Each part of the CAR structure affects some functions of CAR, including target recognition, activation and cell lysis. So far, five generations of CAR-T cells have been developed to improve the messaging capacity of these cells. In addition, gene transfer systems such as electroporation, transposon and genome editing systems have been introduced as an alternative to viral vectors to produce safe and affordable CAR-T cells. Also, the development of ready-to-use products, product production in places far from the place of consumption, new pricing platforms and methods, and health insurance system initiatives have been suggested as ways to reduce prices. Conclusion: In this article, an overview of how to develop CAR-T cells, important factors in the design of chimeric receptors, different methods of gene transfer and solutions to reduce the cost of this treatment were discussed. By using these strategies, the potential of CAR-T cells in cancer immunotherapy can be fully utilized.

The negative consequences of high car dependency have motivated a great deal of research among urban scholars of stable development aimed at reducing car use. It is claimed that one of influencing factors in car-dependency and high car usage is the conventional urban development pattern. Because of the horizontal, low-density and sprawl pattern, activity centers are located far from each other which results in increasing more travel by car in the absence of an efficient public transportation system. This study investigates the factor effecting car-dependency within three urban districts of region Metropolitan Shiraz. The reason for choosing these areas is that they are similar in socio-economic characteristics but different in urban density level. The ownership of the cars and the amount of using them are used as indices to show car dependency the questioners completed by the head of the household (359 questioners) as well as the GIS dataset of Metropolitan Shiraz are used. Using statistical analysis such as analysis of variance (ANOVA) and correlation analysis, the association between car ownership/usage and socio-economical and physical features is examined. The results suggest that the most important determinants of household car-dependency are some socio-economic characteristics -such as family income, household size, number of employees, and the job and education level of the head of the household and home ownership status-. On the other hand, urban density (floor area ratio) shows a positive association with car usage frequency. The results confirm that there is a fundamental difference between the situation of Iran cities and that of the West earn countries', in terms of car-dependency issue.

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.