This article tries to study the revealed events while presenting a picture of the situation of the road transport sub-sector to address the issue of Public finance policy in this sub-sector. Evidence suggests that in the current structure of the institution in charge of road transport policy and planning, the cost of Transportation in the country and transit risk compared to global values ​​due to lack of integration and coherence in decision-making and policy-making is high. In comparative terms, although the overall quality of infrastructure and the quality of roads in Iran is almost the same as the average number of Islamic countries, but in comparison with countries such as Malaysia, Qatar, Turkey, Azerbaijan, Saudi Arabia, Oman, Kuwait, Indonesia rank Has a lower. Also, in terms of logistics performance index, Iran, with a rank of 64, has a lower position than the mentioned countries. Therefore, considering the special circumstances prevailing in the country (the issue of intensification of sanctions and economic recession), it is necessary to implement the revised solution in the Public finance of the Transportation sector (both Public and private) as an urgent and immediate action in the country. . In addition, it seems that the category of general road transport expenditures in the country based on the policy in the two areas of management and development of road transport is possible and can be implemented.

ABSTRACTPublic Transportation plays a central role in people's daily commute, connecting them to work, education, and leisure environments. It's essential to consider the specific needs of each user group when planning and providing these services. To address this challenge, inclusive approach is necessary to ensure the creation of barrier-free transport environments that are compatible with all citizens, regardless of their abilities and limitations. This research used the documentary method to investigate global experiences regarding the transport barriers of disabled people. The study also conducted 60 semi-structured interviews with 20 elderly people, 20 disabled people, and 20 children and teenagers. The aim was to reflect the voices and experiences of these people as representatives of marginalized groups. Through analysis of research literature and conducted interviews, it has been found that addressing certain issues can greatly improve the inclusivity of Public Transportation.. The elderly group expressed the need for optimized Transportation environments through better design features and improved access. Disabled individuals prioritized employee training and the physical design of Transportation environments. Children placed importance on increasing flexibility and enhancing security and safety measures. Considering the growing trend of aging in the country and the growing awareness of the need for the participation of all citizens in the economic and social life of societies, adopting an all-inclusive approach in creating and providing Transportation environments can make it an attractive alternative for disabled and vulnerable peopleExtended AbstractIntroductionPublic Transportation is essential for daily commutes, connecting people to work, education, and leisure activities. There is a strong connection between Transportation accessibility and social exclusion experienced by people with disabilities, as recent research has shown. This issue has gained the attention of both scientific communities and political decision-makers in recent years. Just because someone has a disability, it doesn't mean that they are not entitled to a fulfilling life. Disability is not only determined by personal characteristics but is also affected by environmental and situational factors. Consequently, travel impairment should be considered a product of human-environment interaction, and people with disabilities may face Transportation problems due to a lack of necessary Transportation functions. The transport system must be accessible to all, particularly vulnerable groups and those with mobility impairments, and should be promoted as a reliable alternative to private Transportation. Unfortunately, due to physical limitations and societal environments that assume high mobility, people with disabilities may become isolated from economic and political affairs, opportunities, services, and social networks. MethodologyThe current research has used a mixed approach, combining both qualitative and quantitative data to investigate the characteristics of inclusive Transportation spaces in Tehran. To determine the indicators for the qualitative part, document study and content analysis techniques were used, in addition to a survey. Face-to-face interviews and thematic analysis techniques were also employed to study the characteristics of the participating community. For the quantitative part, Shannon's entropy method was used. The research participants were elderly individuals (men and women over 65 years old), disabled individuals (men and women with physical and movement disabilities), and children and teenagers (boys and girls between 7 and 16 years old) who have experience using Public Transportation services in Tehran. A sample size of 20 people was considered for each study group (elderly, disabled, and children/teenagers), resulting in a total of 60 participants. Results and discussionConducting documentary studies and content analysis of research literature showed that dealing with issues such as flexibility, comfort, reliability, physical design, access, security and personal safety, economic issues, staff training, and readability are important indicators that are considered getting them can turn Public Transportation environments into inclusive spaces. Then an attempt was made to identify the concerns and needs of these people in Public Transportation environments by conducting interviews with the group of elderly people, disabled people, and children and teenagers as representatives of vulnerable groups. Physical design, comfort, and security, and safety were the most important issues mentioned by participants from all three groups to improve Transportation. Although there was some overlap between the ideas and concerns presented, the demands of each group were prioritized differently. For example, the elderly group sought to optimize Transportation environments by addressing design features as well as improving access, while the group of disabled people first referred to staff training and secondly to the issue of physical design. Children also considered increasing flexibility and improving security and safety as one of their most important demands. Then, in order to determine the priorities of inclusive Transportation planning, taking into account the opinions of participants from all three groups, the weight of the components from the interviews, with the Shannon entropy of the case Calculated. Considering that the basis of entropy is based on the fact that the greater the dispersion in the values of an index, the more important that index is, it was very appropriate for the current research that was trying to pay more attention to the special needs of each group. The results of entropy showed that the highest weight belongs to the training of employees, and secondly, economic issues require more attention. Other weights also belong to the flexibility index, readability, security and safety, physical design, access, and convenience, and finally, the least amount of weight was given to the reliability index. ConclusionConsidering the demographic changes and social developments such as the growing trend of population aging and the increasing awareness of the need for the participation of all citizens in the economic and social life of societies, adopting an all-inclusive approach in creating and providing Transportation environments can be a suitable and appropriate response to promote Spatial justice in cities. This approach acknowledges that human abilities are not only diverse but also undergo changes along the way of life. This inclusive approach is a way of creating and providing environments that are inherently accessible not only to people without disabilities, but also to people with disabilities, the elderly, and many others, such as children, who are often left out by traditional design. 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, especially the members of the panel and also Mr. Mohammad Pour Akrami.

The biggest issue facing both industrialized and emerging nations these days is traffic congestion, which has changed people's perspectives on Public Transportation systems and accelerated efforts to make them more efficient. Urban traffic issues are a result of various factors, including population growth and the rise in private vehicle ownership. Urban Public Transportation is currently one of the primary strategies for reducing urban traffic congestion. Building simulation models allows for a more precise analysis of the basic capacity of buses at transfer stations on a given route, trip frequency, passenger behavior, and waiting times. This study suggests using a digital twin design to plan bus routes, reduce wait times for passengers, maximize bus frequency, and investigate the relationship between overall traffic flow and passengers. The Anylogic package program was utilized, which is a helpful tool for digital twin modeling and multi-method simulation. The usefulness of the digital twin concept—which links the physical and virtual worlds—was highlighted in determining the ideal number of trips and trip intervals as a result of the examinations made with the model's outputs. This allows for the instantaneous monitoring and storing of data in its physical conditions.

Introduction: Drivers' role is essential in road accidents. In other words, they deal with Public safety and health. The current research investigated the mental health of intercity Public Transportation drivers. Materials and Methods: This descriptive-analytical research was conducted on 70 intercity Public Transportation drivers in Gorgan City, Iran. After coordinating with the Intercity Bus Organization of Gorgan, the drivers were randomly selected. They completed the demographic information and the General Health Questionnaire (GHQ-28). The data were analyzed using SPSS 23, descriptive statistics, and independent t-test. Results: Sixty-nine (98. 6%) drivers were married, with a mean age of 39. 05 ± 5. 82 years. The ethnicity of most drivers (81. 4%) was Fars. The mean duration of driving was 10. 15 ± 4. 45 years. The highest general health score was related to the anxiety and insomnia subscale, equal to 15. 17 ± 3. 98 (P= 0. 813), and the lowest score was related to depression, equal to 10. 55 ± 4. 05 (P= 0. 229). The level of depression was higher in Fars drivers than in those with other ethnicities (P= 0. 008). Conclusion: The intercity Public Transportation drivers have mental health problems, mostly encompassing anxiety and insomnia. Given the role of drivers in society, it is recommended that municipal officials pay more attention to their mental health.

The choice of technology to transport passengers in large metropolitan areas is an important issue everywhere. There are many factors involved in this choice. This paper deals with the possibility of the objective use of available information in the analysis of the suitability of a rail Public transport system for a city. A database has been made from Publications on Public city Transportation and country level information. Logit models of choice have been calibrated by the maximum likelihood and nonlinear least square methods based on the acquired information. Each city is treated as an "individual, choosing rail or non-rail modes for its trips. Only cities with a population of more than one million have been included in the analysis to ensure the instigation of mode diversification in these cities. Selected models have been validated and then used to suggest the desirability of a rail Public transport mode in some sample cities, according to world practice.

Introduction: Today, the automobile is the most important means of Transportation, which has a lot of movement and energy. Concerning this process, in recent decades, concepts such as sustainable development and sustainable urban development have been proposed as solutions to the patterns of physical, social, and economic development. Therefore, problems such as the destruction of natural resources, destruction of biological systems, excessive population growth, injustice and reducing the quality of human life in the present and future can be prevented. Accordingly, governments are always trying to overcome environmental problems with various policies and programs or reduce the negative effects of human functions on the environment (pollution and environmental degradation). Khoy city, due to the special place in the region and a wide sphere of influence in terms of population and administrative and economic flows, has the most traffic in the region, especially in the city, which requires the existence of intelligent urban systems. Although we are currently witnessing Public Transportation and taxi systems in some parts of the city, there are still many challenges and issues until the needs of the citizens are met, which the most important of them are the lack of coverage of most parts of the city, unnecessary traffic of some citizens, lack of bicycle lanes, heavy traffic in the central and historical contexts, lack of close monitoring of the Public Transportation system, disorder in the Transportation system, incompatibility of urban land use planning system with urban Transportation system, the lack of promotion of the central sidewalk network and the weakness of security in these spaces, disorder in the urban design system including pedestrian lines, sidewalks, and the network of roads, etc. Based on this, the present study tries to identify the indicators and components in order to evaluate the performance of Khoy city Transportation system by emphasizing the approach of smart urban growth and improving the quality of life of citizens. In other words, the purpose of this study is to answer the following question:-What are the most important indicators for assessing the Public Transportation situation based on the smart growth approach in Khoy city? Methodology: The present research is descriptive-analytical in terms of method and practical in terms of applying the results. The statistical population of this study is the residents of Khoy city. Cochran's formula has been used to select a suitable sample for evaluation,in this context, the population of Khoy city, according to the last census in 2016, was 8845 people, so the selected sample is estimated at 383 people. The scale of measurement based on the Likert scale was from very low to very high and the way of scoring the questionnaire was from 1 to 5. Data analysis by structural equations has been exerted to analyze the research model. Through these techniques, the researcher can confirm or reject a hypothetical structure. In this regard, SPSS and Smart-PLS software programs have been exploited. The indicators were selected based on documentary-library and field studies, containing 24 indicators in 8 components. Results and Discussion: The results of the study showed that there was a significant relationship at the level of 0. 01% between the components of Public Transportation and smart growth. So that the most impacts related to the components of preservation of historical, safety and social monuments were 0. 92 and 0. 84 percent, respectively. Also at the factor loadings level, the lack of damage to open space and air pollution, encouraging growth from within and reducing sprawl growth, and creating job opportunities have had the greatest impact. Associated with intelligence, policy and safety were 19 and 68, respectively, and in contrast, the highest level of protection of historical and economic monuments was 145 and 105. Moreover, the highest significance was related to job creation, price reform, and interconnected Transportation networks with values of 291, 262, and 207, respectively. In contrast, the participation of the private sector, the diversity of routes between the two points, and the alignment of land-use policies with Transportation had the lowest levels of significance with values of 11. 8, 16. 2, and 17. 9, respectively. Conclusion: Given the nature of development based on Public Transportation and its positive principles, proponents of this development believe that what should be considered in the design of urban systems is the development of comprehensive urban plans to maximize compliance between urban planning and land-use policies. Other urban Transportation systems are optimal according to the characteristics of the urban network. Findings show that this inappropriate combination and uneven distribution of land-uses in development is such that it has not led to the internalization of travel in the field of development. In this way, people are required to use the automobile to do their daily chores, which leads to the demand for travel and, consequently, the need for parking and facing traffic. If there is a mixed-use in the field of development, travel by Public transport or on foot to the desired destinations within the field of development, is practiced. Also, in many cases, the current situation is an obstacle in this direction, so that the traditional zoning emphasizes the development of single-use to protect the neighborhood from incompatible uses or limit residential density. For this purpose, it is necessary to re-zoning in comprehensive and detailed plans to consider the benefits of mixed-uses with Public Transportation, which will lead to greater compliance of the development area with the transitoriented development approach.

Purpose: To determine vision and ocular problems in Public vehicle drivers in Kerman province, Iran. Methods: In this cross-sectional study, 1500 Public vehicle drivers in goods and passenger Transportation department were evaluated. The cases were randomly selected by Transportation organization and referred for ocular examination. They were examined by an ophthalmologist. All Public vehicle drivers were included. Visual acuity ≥8/10 was considered sufficient.Results: Mean age of drivers was 38±10.5 years. With increasing age, vision worsened and the worst condition was in drivers 55 years or older. Spectacles were used in 14.2% and 25.1% needed spectacles. Visual acuity was less than 8/10 in 13% of the right eyes and 13.2% of the left eyes. After correction of refractive errors to obtain best corrected vision these figures reduced to 3.9% and 3.7%, respectively (P< 0.0001). Among eyes with visual acuity less than 10/10, mean visual acuity (Log MAR) was 0.47 in right eyes and 0.4 in left eyes before correction. The mean reached 0.16 in right eyes and 0.14 in left eyes after correction of refractive errors (P=0.0002). Vision was insufficient for driving Public vehicles in 9.1% of drivers and reached 1.9% after correction of refractive errors (P<0.0001). In 70.3% of cases, the main cause of visual deficits was refractive errors. The subsequent causes were macular diseases, amblyopia, cataract, corneal diseases, and retinal diseases. Conclusion: Many drivers have insufficient vision for driving. The most prevalent cause of visual deficits among drivers is refractive errors. Older drivers have worse condition of vision. Repeated examinations by ophthalmologists are recommended at shorter intervals in order to change  driving license especially for older drivers and drivers with visual problems.