Since crime is committed in a particular space, place-related factors can play roles in creating the potential crimes to be committed. Therefore, the issue of environmental prevention through planning and environmental design can lead to decrease of crime and offence problems in URBAN places. While, individual criminals found less opportunity to do offensive behavior in places that are planned and design by this purpose, it is possible to prevent criminal act in URBAN places and spaces by reducing the encouraging conditions to commit crimes in URBAN spaces. The relationship between environ- mental and site-specific characteristics of the affected locations were considered so that the role of these characteristics in crime can be determined in the formulation of prevention programs and the creation of safe URBAN spaces. In tum, these achievements can be applied in compiling codes of URBAN planning and design. The approach of the study was based on the scientific research method- ology of R. Quivy and LV. Comenhoudt introduced in their book "Manual de Recherché en Science Socials". Hypotheses and indicators were com- piled from observations and comparat1ve analyses of those URBAN spaces that are most often the sites of crime. The data provided the basis for strategic recommendations regarding URBAN planning and environmental design aimed at preventing crime. The theoretical background of this issue can be traced to URBAN Ecology studies, which have pro­ vided a scientific framework for recognizing reciprocal relations between humans and their environment. In 1971, following publication of the article "Crime Prevention through Environmental Design" by C.R. Jeffery, an important turning point came about in studying social abnormalities and crimes. Prior to this article, the dominant viewpoint in criminology was the study of crime itself. However Jeffery's ideas led to the consideration of CPTED as a methodology that could be implemented by URBAN planners, designers, and architects. In this framework, suitable and objective design in human­ built environment would reduce the feeling of insecurity in places by removing opportunities for crime, and thus improving the quality of life of cityresi­ dents and visitors. This approach was furthered by other authors, such as Elizabeth Wood, S. Angel, Oscar Newman, Alice Coleman, J. Wilson, and D. Hillier. According to the findings of this study (in the twelve sampled space city of Tehran), the paradigms of environmental planning can be nomi­nated as the "invisible hand" of URBAN planning and design that can play an important role in the provi­sion of safety and in preventing crime and other forms of social degradation. The results of this study were lead to introduce and establish new regulations for URBAN planners in High Committee on Architecture and URBAN Planning (Ministry of Housing and URBAN Development). By the way, this article is a part of a research program in 2006 that was entitled as "Compiling Environmental Codes to Prevent Criminal Action in URBAN Spaces", carried out in conjunction with the Iranian Center for Architecture and URBAN Studies and Research, according to the recommendation of the High Council of Iranian Architecture and URBAN Planning.

Noise pollution can be considered as the most important problem of URBAN environmental MANAGEMENT in mega metropolises and URBAN transportation is the main source of the mentioned problem. This study aims to investigate the amount of traffic noise dose received by traffic policemen in Tehran; District 1 Municipality. The investigation was conducted during three consecutive months in 2007 in 282 locations of the main streets of studied district which are known for its heavy traffic, as well as population flow. In order to measure the noise volume, pre-calibrated Cell- 450 and Quest- 2900 sound level meters were used. Regarding to noise dosimeter, 158 cases were measured using a dosimeter Cell-320. For this purpose, Leq, L10, Lmax and Lmin indicators were used. The results showed that the Leq average during peak traffic load hours and in the least traffic conditions was 77.2±2.1 and 64.5±2.2 dB, respectively which were higher than the acceptable levels (55dB). Moreover, the statistical results showed the significant differences between light and heavy traffic conditions and also the direct effect of heavy traffic on noise pollution, also it was shown that vehicles traffic is the main source of the produced noise pollution. The study created a related questionnaire which evaluated the traffic policemen behavior from them and their relative’s point of views. The results showed that noise pollution has damaging effects on their behavioral conditions and also, on their personal assessment. The policemen believed their psychological disorders and their relative had also the same opinion. This study attempted to show that noise pollution in metropolises such as Tehran is a serious problem and it is should be treated as a top priority in the URBAN environmental MANAGEMENT in order to reduce noise pollution.

With increasing the global environmental hazards and lack of efficiency of international environmental law to prevent the environmental damages, one of the major concerns for environmental damage is to develop indicators of environmental damages. According to the Article 38 of the Statute of the International Court of Justice, international treatises are an important source of international law. Moreover, more than a thousand of bilateral or multilateral treatises and agreements on international environmental law show the place of the international treatise in international environmental law system. In this context, developing the indicators of environmental damages, in addition to prevent the environmental pollutions aims to establish the international responsibility in the environmental damages. Therefore, this study tries to analyze the possibility of developing indicators of environmental damage in international treatise, which is Important to improve the state's international responsibility in environmental damage cases.

AB-Boshghabi (Centella asiatica) from Apiaceae family, has been used as a traditional herbal medicine in Asiatic countries for hundreds of years.This plant is indigenous to the warmer regions of both hemispheres, including southeast Africa, Asia, Srilanka, the Pacific Islands, Madagascar, Eastern South America, Venezuela, Columbia. It is especially abundant in the swampy areas of India, Iran (around the Anzali lagoon), and Pakistan, Upto an altitude of approximately 700m.This hygrophyte plant is considered as a "vulnerable species" in the Red data book of plant species of Iran. This valuable hygrophyte species has a definitely exclusive habitat around the Anzali lagoon. The major principles are the triterpenes asiatic acid and madecassic acid, and their derived triterpene ester glycosides, asiaticoside and madecassoside.The major clinical indications for the use of centella asiatica in human include the treatment of wounds, venous insufficiency of the limbs, Certain mycobacterial infections and cellulitus. In the present article, we review mainly medicinal aspect of Centella asiatica that hitherto has not received much attention.

Background and Objective: Due to the growth in the number of vehicles, in Iran we face heavier traffic day by day. The offered solutions by various organs have been just based on providing the objectives of the relevant organization; however they have not had any desirable results. The present research aims at offering a comprehensive model comprised of factors affecting traffic so that it could identify them and take some measures toward establishment of convergence and unity in making traffic-related decisions.Method: The present research is a descriptive-survey, based on which traffic indices and constituents are identified, and after development of the primary model through using real data.Findings: Factors contributing to traffic are MANAGEMENT of URBAN trips, parking MANAGEMENT, MANAGEMENT of public fleet and transportation network, MANAGEMENT of traffic education, MANAGEMENT of URBANism, MANAGEMENT of emergencies, MANAGEMENT of traffic network, MANAGEMENT of standardization, installation and maintenance of traffic services, MANAGEMENT of mechanized traffic, MANAGEMENT of traffic engineering, MANAGEMENT of research and development.Conclusion: Before testing the reasons and their relationship by Lizrel constituents, the applied constituents in the conceptual model were considered through using analysis factors, which confirmed the existence of eleven constituents resulted from the research variables. The amounts of the two columns “affinity level of variables” and “correlation of variables with the relevant constituent” indicated that the variables were not enough processed, and there is a desirable correlation between every variable and the relevant constituent.