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Aims: Fatalistic employees take serious risks because they have limited knowledge of risks and accidents, leading them to under estimate the possibility of their occurrence. This research examined the effectiveness of safety training on changing employees’ fatalism with attention to the mediating role of attitude toward safety issues. Methods: 204 employees was selected according to the stratified random sampling method in Isfahan Steel Company, divided randomly into control group (n=103) and experimental group (n=101) and the questionnaires of safety attitude and fatalism were applied as data collection instruments. The data was collected before intervention, and educational intervention was then executed in four 90-minute sessions over four days. One month after intervention, post-test was performed and the collected data was analyzed using descriptive indexes, t- and F-tests. Findings: Results show that there was a significant statistical difference in average numbers of attitude toward safety issues and fatalism before and after training intervention (p<0.01). Also, mediation analysis indicated attitude toward safety issues mediated the effect of safety trainings on fatalism (p>0.05). Therefore, safety training only by promoting workers’ safety attitudes can change the fatalistic beliefs among employees. Conclusion: By understanding relationship between fatalism and safety attitude, it should be possible to improve the training of employees, such that are less likely to attribute accidents to chance or fate.

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Abstract Introduction: The aim of this study is to investigate the relationship between organizational procrastination and cognitive arousal and burnout.  Method: This research is descriptive–correlation and the required data are obtained by using three questionnaire about organizational procrastination, dissonance arousal reduction and burnout scales on a sample of 100 individuals in Tehran governmental employees who are randomly chosen. Results: The results of correlation coefficient show that organizational procrastination is positively and significantly associated with cognitive arousal (p ≤ 0.01, r=0.402) and burnout (p ≤ 0.01, r=0.432). However, the correlation coefficient between burn-out and cognitive arousal (p ≥ 0.05, r= 0.191) is not significant. The results of the analysis prove a direct relationship between organizational procrastination and burn-out and cognitive arousal does not play a mediation role. Finally, the model is verified. Conclusion: The organizational procrastination level has influence on burnout level among Tehran governmental employees. Hence, some interventions to reduce organizational procrastination are recommended to decrease the burn-out.   Keywords: Organizational Procrastination, Cognitive Arousal, Burnout, Tehran Governmental Employees

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Tourism is one of the most important industries in the world, enabling tourists to learn about different languages, cultures, traditions and lifestyles. The purpose of this study is to analyze the behavior of sports tourists using the SOR model. The research method is a descriptive survey in nature and applied in terms of purpose. The study's statistical population includes all mountain sports tourists of the Tochal recreational-sport complex in Tehran. The sample size was determined using PASS software, 300 people. The data collection tool was the tourism behavior Questionnaire, Supping 2012, whose validity was confirmed by ten professors of Iranian universities who studied sports tourism and consumer behavior. The reliability coefficient of the questionnaire was calculated using Cronbach's alpha test and combined reliability, and Cronbach's alpha value was 0.91. The results showed that the destination image impacted sports tourists' prerequisites and personal quality. The way information is also influenced by the preconditions and personal quality of sports tourists; peers also have a positive and significant effect on the preconditions and personal quality of sports tourists. Variables such as preconditions and mental quality significantly affected the behavioral response of sports tourists.

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The purpose of this study was to evaluate the performance of the Chess Federation of the Islamic Republic of Iran based on a 360-degree approach. The population consisted of three groups of managers, athletes and stakeholders (n = 1090). A researcher-made questionnaire was used for data collection that included three sections: demographic information and performance comparison of the previous period and a new period of chess federation management (including six dimensions of management and finance, evaluation, control and supervision, human resource management, championship and achievement of goal). Education, research and cultural and information technology) and factors influencing the development of this federation. Twelve experts confirmed the validity of the questionnaires, and their reliability was confirmed by Cronbach's alpha test (α = 0.88, α = 0.90). Data analysis was done using descriptive and inferential statistics Kolmogorov-Smirnov, paired t-test, independent t-test and Friedman test using SPSS 22 software. Finally, the impact of four factors on the progress of this federation was calculated and ranked. Based on the research findings, it can be concluded that the federation has improved in every six dimensions in the new management period compared to the previous one. Regarding factors influencing progress, management and finance had the highest and information technology and athletes had the least impact on federation progress. In general conclusion, it can be said that the correct management of variables affecting chess exercise can improve the performance of this sport. 

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Aims: The functional properties of proteins extracted by Isoelectric Solubilization/Precipitation (ISP) method are influenced by various factors such as the use of acid or base while protein extraction. The aim of this study was to investigate the functional properties of protein extracted from Crucian carp (Carassius carassius), using acidic and basic ISP method.
Materials & Methods: This experimental study was carried out on 56 Crucian carps in Bandar Torkaman City, Iran. The minced meat of fish was randomly divided to 2 homogeneous groups for implementing acidic and basic ISP method. The protein was isolated from meat and its functional properties were evaluated. The data were analyzed by SPSS 21 software, using two-sample t-test.
Findings: The protein extracted from Crucian carp meat had a significant difference in acidic and basic treatments (p<0.05). There was no difference in water holding between two treatments (p>0.05). The emulsion capacity of the extracted protein was significantly higher in basic treatment than the acidic treatment (p<0.05). The emulsion stability index was also significantly higher in basic treatment than acidic treatment. All samples had a flow behavior index (n) less than 1, indicating that these samples had a pseudoplastic behavior.
Conclusion: The protein extracted from Crucian carp meat is higher in the acidic treatment, but the basic treatment has better functional properties. The basic treatment has a higher emulsion capacity than the acidic treatment, and the stability index is high in the basic treatment. Protein solutions as well as acidic and basic emulsions have a pseudoplastic property. The amount of food viscosity is higher in acidic treatments compared to the basic treatment.

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Cercospora leaf spot caused by Cercospora beticola has a great negative impact on yield and quality of sugar beet. In the present study, pathogenic and genotypic variation of 24 C. beticola isolates collected from different regions of Iran were studied using RFLP of the Internal Transcribed Spacer (ITS-RFLP), and Random Amplified Polymorphic DNA (RAPD-PCR). Pathogenic variability and genotype × isolate interaction were evaluated in greenhouse experiments on five sugar beet cultivars (FD0018, HM1836, Puma, Eudora and Monatuna). All of the 24 isolates tested were found to be pathogenic on the cultivars with significant variation in disease severity. Results of RAPD analysis showed wide DNA polymorphism among the Iranian C. beticola isolates. Restriction pattern of the internal transcribed spacer of rDNA (ITS1-5.8-ITS4) was studied using three restriction endonucleases: EcoR1, Taq1, and Busr1. The length of undigested DNA fragment of all isolates was estimated to be 500bp without rDNA polymorphism after digestion with EcoR1 (280, 270 bp), Taq1 (330 bp) and Busr1 (240, 220, 90 bp). RAPD and ITS-RFLP markers showed the highest level of genetic diversity which confirms the variation in C. beticola detection.

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In Iran, oil products are the most valuable export, 30% of which (Crude Oil) is used domestically every year. Countries like Iran depend heavily on oil revenues. One of the main sectors for consumption of crude oil in Iran is the transportation Industry. This paper aims to measure and estimate fuel productivity in land transportation in Iran using available data from 1973-2003. The function of fuel productivity is estimated using time series analysis, and the co-integration with stationary variables have been accounted and analyzed. At this stage, initially the co-integration variables of the model are known, and then, the structure of the model and the number of optimal orders are identified. The next step however, determines the number of co-integration vectors of the model which eventually with some restrictions estimate the fuel productivity function within the land transportation sectors e.g. rail and road.

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Focusing on Persian language continuum of styles, this research aims at studying the stylistic variation of Persian language according to the native speakers’ judgment of the formality of some Persian sentences that are related semantically, and conveys the same proposition, but considered to be different regarding the number of formal or informal and colloquial words, phrases, and syntactic features in them. Therefore, this research is categorized as a research in perceptual dialectology. The main goal is to analyze the relation between the lexical and structural features of formality with the native speakers’ perception of the degree of formality of the sentences.The main questions this research tries to answer are as follows: Is it possible to define the degree of formality of a sentence according to the linguistic features? And, which phonetic, lexical and structural features exert more influence on Persian speakers’ judgments?
 The research hypotheses are as follows: It is possible to define the degree of formality according to some linguistic features like how close the pronunciation of a word is to standard language, the use of some formal or informal words and expressions. And, the use of some lexical items and expressions or taboo words affects the native speakers’ judgment more than other features.
 A researcher-made questionnaire consisting of 15 sentences which communicate the same proposition was used for gathering data on speakers’ judgments. Informants were 70 men and women in three different age-groups, 20-30 (n=35), 30-40 (n= 20)and 40-50 (n=15) who analyzed and graded the sentences, according to the degree of formality, on a continuum from the most to the least formal, based on their intuition. A descriptive – analytic method was used to analyze the data quantitatively and qualitatively. The topic and theoretical frame work of the research are the innovative features of the study.
The results show that it is possible to measure the approximate degree of formality of a sentence by counting the stylistically marked linguistic features. Nevertheless, the speaker’s judgment on the degree of formality does not necessarily depend on the number of these features, and some lexical items and terms that are marked due to observing politeness will affect their judgment. In general, lexical choices and some phonetic changes seem to have more influence on the speakers’ judgments than structural features.

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Abstract: One of the main reasons of weakness in airport system management and capacity insufficiency of its various sections is the lack of detailed information or reliable assessments of services of those sections of the airport. Proper airport management requires a thorough understanding of the performance of the different components and the airport system, as a whole. In this paper, a model of airport assessment and ranking is proposed after identifying and classifying the factors influencing the efficiency and level of service of the various sections of an airport based on the results of previous researches and a survey to gather the opinion of the experts in this field. The importance of the above factors and their sub-factors is determined using Analytical Hierarchy Process and the data gathered from the experts. The results of this model can help to identify airport weaknesses and strengths per airport section, make possible a quantitative comparison of airports and their ranks and also may be applied to identify the potentials of the different sections of an airport system. The results indicated that the efficiency factors (76.7%) are about three times more important than the level of service factors (23.3%). Also the two most important factors are runways (26.11%) while taxiways (9.6%) and the least important ones are baby changing stations (0.1%) and vending machines (0.11%).

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Abstract: Car-Following models are integral parts of capacity analysis, safety research, traffic simulation, and developing advanced vehicle control systems. During the past six decades, various car following models have been developed. GHR is the most well-known stimulus based model, in which the stimulus is the relative velocity of vehicles. In this research, timeto- collision (TTC), as the stimulus, is proposed as a substitute for relative velocity in the GHR model. GHR model is calibrated based on the comprehensive and detailed data gathered in the NGSIM project on I-80 freeway. The Results of GHR model calibration based on the data obtained for the two stimuli indicated that coefficient of determination (R2) increased from 0.233 in the base model to 0.638 in the proposed model. In all, the results indicated that the application of TTC as the stimulus in the GHR model would improve the model's outcome.

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Air transportation has an important position among the other modes of transportation due to its significant impact in the economy and welfare of a society. Within the several components of air transportation market, flight network plays a fundamental role and considerably affects the airlines revenue. Improvement of the network system requires an accurate plan and programming. Hub-and-spokes are of further interest; as such networks reduce the operational costs, create proper ground for flight network development and extension, and help in competition. However, several models have been introduced for hub-and-spokes design purposes based on the diversity of the effective factors, decision-making variables and different forms of the network. Generally speaking, hub-and-spokes are categorized into two principal sectors: single allocation and dual or multiple allocations. Within a single allocation, traffic is accumulated in a single hub and then distributed to the destinations, while within a dual-allocation network, the gathered traffic at the first hub is again distributed to another hub before directing it to the final destination. This research presents a linear model for hub-and-spokes evaluation and planning, determining optimum flight routes and fleet assignment. The model considers both direct flights and hub connections, and outputs an optimum network based on the mixture of these two options. Sets of airport connections are so designed to well cover all the necessary inter-airport trips. This particular is done by utilizing hub-and-spoke system as the airport networks. To fulfill the requirements of the study location (Iran), in this paper, single allocation was selected to develop the models, meaning that just one hub has been considered in the modeling process. Inter-airport demands of the passengers were inputted in the network and the model works only for passenger transportation. The objective was to design the hubs so as to obtain an optimum network. In other words, the model is to suggest the best option with which the demand is handled cost-effectively. Trips are planned to be either direct or meeting a one-hub maximum. As the model is to minimize the cost, such variables as demand for variety of routes and type and quantity of the available aircrafts were included. The model was developed in two stages to ease the process. The first stage dealt with the target function and the fleet was assigned to the Abstracts 136 outputs of the stage one. Iran's internal flight network was chosen as the case of study to develop the model based on the country's geographical situation and available data. 59 airports were chosen as the total set of airports and trip origins. The number of hub candidates and destination airports were eight including Isfahan, Ahwaz, Bandar Abbas, Tabriz, Tehran, Shiraz, Kerman and Mashhad airports. Based on the availability, the data of five types of aircrafts were used in the model development. Lingo Version 8 has run the model using branchand- bound method to obtain accurate and reliable outputs. Up to eight hub networks were considered by the model and the model confirmed that with increase in the number of hubs, operational cost decreased. However, cost reduction had lower rate for the systems with six hubs and over. The results also suggested that the probability of stop in a hub rises for longer trips. Flights longer than 1.5 hours had to stop at one hub in three-, four-, five-, six- and eighthub networks. Four-hub network was found to be the optimum one due to having the shortest stop slot where fixed cost has been allocated for selecting an airport as the hub. The hubs of the optimum fourhub network are Tehran, Shiraz, Kerman and Isfahan airports. The results showed that demand is not the only effective factor in the selection of the hub; it means that another key factor, geographical positions, has effect and the airport with higher demand is not necessarily selected as the hub. Therefore, hub-and-spokes can enhance the efficiency of the airports with lower demands. As an example out of the results, passengers intended to use Isfahan and Kerman airport as their hubs in a four-hub network were more than the ones targeting Isfahan and Kerman airports as destinations. Analysis of the four-hub network cleared that, according to the current demand and operational costs of different aircrafts, large planes (e.g. Airbus 300) and small lpanes (e.g. Foker 50) will perform more flights in comparison the with other types. Using the model developed in this research, airlines will be able to forecast and plan their required fleet combination based on the demands.

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Chitinases are essential enzymes in crustaceans that play an important role in the molting cycle and digestion of chitin. Based on the present study, the chitinase encoding cDNA of Penaeus mergueinsis with a length of 1440 bp containing 467 amino acids was sequenced by PCR and then its phylogenetic and bioinformatics analysis was performed. The new sequence was registered in the gene bank with the accessition number MT250539 and the molecular weight of the protein resulting from this sequence was predicted to be 51.84 KDa and the theoretical isoelectric point of 4.79. Comparison of amino acid sequences among penaeid chitinases showed the highest identification (about 97 to 92%) with P. mondon chi-3, F. chinensis, P. vannamei and P. japonicus chi-3, respectively. Phylogenetic studies showed that chitinase in the present study belongs to group 3 chitinases. Revealed protein pattern analyzes showed that chitinase from P. mergueinsis contained the catalytic domain Glyco-18 at position 2-347, a chitin-binding site of pritrophin A at position 403-456, a disulfide bridge formed by two cysteines at position 436-421 is a chitin-binding domain type 2, active site (¹¹7FDGLDMDWE¹²⁵), a proline / threonine-rich region at positions 376-412, and a putative N-glycosylation site at position 427-424 (NTSG). The present study shows that the P. mergueinsis sequence contains active chitinase motifs similar to previously sequenced chitinases, and in the case of cloning, expression and purification probably has functional and structural features similar to the enzymes of the above species.

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Klebsiella pneumoniae is a gram-negative bacillus of the Enterobacteriaceae family. Despite being part of the natural human microflora, this is an opportunistic pathogen and a major cause of nosocomial infections. The increased emergence of multidrug resistance in Klebsiella pneumoniae has limited the treatment options for this bacterium. Carbon nanotubes (CNT), by improving the stability and solubulity of drugs, could increase the effectiveness of drugs for treatment. The aim of this study is to investigate the antibacterial effect of nanofluid containing functionalized multi-walled carbon nanotubes (f-CNT-NF) on Klebsiella pneumoniae isolated from clinical specimens. For the strain confirmation, biochemical ,API20E kit, and additional differential tests were performed, and antibiotic susceptibility test was performed by the disk diffusion method. The studied strain showed a resistance to all antibiotics such as cefepime.The minimum inhibitory concentration (MIC) was determined using the antibiotic micro dilution method. The MIC was determined in five effect modes including antibiotic (Ab), nanofluid containing functionalized multi-walled carbon nanotubes (f-CNT-NF) , nanofluid containing multi-walled carbon nanotubes (CNT-NF) ,Ab in combination with f-CNT-NF and Ab with CNT-NF. Nevertheless the individual effects of 10 µg mL^-1 cefepime or 80 µg of nanofluid with f-CNT-NF did not inhibit the growth of the bacteria, but the co-administration of 10 µg mL^-1 cefepime with 80 µg of the f-CNT-NF could inhibit the bacteria`s growth. It was concluded that f-CNT-NF could be more effective in drug delivery at lower concentrations than the free state, which could be used as a tool for optimal drug delivery.

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In most cases, the place of producing and using hazardous materials is not the same and such materials should be transported from the production line to the consumption place. Because of the dangerous nature of such materials, safety indicators and criteria should be considered. More than 90% of hazardous materials transportation in Iran is by road. This shows the importance of attention to the safety factors. Although transportation departments or local governments are responsible for allocating acceptable paths that reduce risk, transportation companies usually look for some paths with lower travel times and fuel consumption. So many methods have been presented for designing the paths of hazardous materials transportation based on the trade -off between costs and risks of the transportation. Almost in all of them the national hazardous materials transport routing has been a decision for the matter in two levels, the government allocates a subset of the transport network to hazardous materials and the transportation corporations, choose their paths from this subset. However, the issue of justice in the distribution of risk is highly regarded in the states because feeling Injustice in received level of risk, might lead to public opposition to the routing of hazardous materials. Therefore in this research some routing models have been proposed. In the first mathematical model, we just consider the safety of paths and two major goals would be pursued. First we seek ways of minimizing risk in the whole studied path networks, and then this matter would be considered that the risk does not increase in each link more than certain amount, and in fact justice in the distribution of risk be established. This model was bi-level linear and transformed into a single-level mixed integer linear program by replacing the second level by its Karush–Kuhn–Tucker conditions and by linearizing the complementary constraints. Then we solve the MIP problem with a commercial optimization solver In the second model, in addition to the safety, the economic efficiency of the routes is considered. In fact, in this model, the results of the safety model will be used in a mathematical model with economic-safety approach. The real case study then has been used to evaluate mathematical In most cases, the place of producing and using hazardous materials is not the same and such materials should be transported from the production line to the consumption place. Because of the dangerous nature of such materials, safety indicators and criteria should be considered. More than 90% of hazardous materials transportation in Iran is by road. This shows the importance of attention to the safety factors. Although transportation departments or local governments are responsible for allocating acceptable paths that reduce risk, transportation companies usually look for some paths with lower travel times and fuel consumption. So many methods have been presented for designing the paths of hazardous materials transportation based on the trade -off between costs and risks of the transportation. Almost in all of them the national hazardous materials transport routing has been a decision for the matter in two levels, the government allocates a subset of the transport network to hazardous materials and the transportation corporations, choose their paths from this subset. However, the issue of justice in the distribution of risk is highly regarded in the states because feeling Injustice in received level of risk, might lead to public opposition to the routing of hazardous materials. Therefore in this research some routing models have been proposed. In the first mathematical model, we just consider the safety of paths and two major goals would be pursued. First we seek ways of minimizing risk in the whole studied path networks, and then this matter would be considered that the risk does not increase in each link more than certain amount, and in fact justice in the distribution of risk be established. This model was bi-level linear and transformed into a single-level mixed integer linear program by replacing the second level by its Karush–Kuhn–Tucker conditions and by linearizing the complementary constraints. Then we solve the MIP problem with a commercial optimization solver In the second model, in addition to the safety, the economic efficiency of the routes is considered. In fact, in this model, the results of the safety model will be used in a mathematical model with economic-safety approach. The real case study then has been used to evaluate mathematical

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Falling avalanche is one of incidents that may happen during cold months of winter in Iran. This event may lead to closure of some main roads of the country. Road closure is a challenging issue, particularly on roads connecting Tehran capital to the northern cities. Detecting avalanche prone locations on roads is usually conducted by data gathering, surveying and investigating aerial photos. Field investigation usually requires collecting regional data including slope stability, geology and number and repetition of road traffic. In this study importance of each parameter was determined By an AHP method. After interviewing experts, importance of each parameter was determined pair wise. Final weights for each parameter were also determined using Expert Choice software. Searching for important contributing parameters and methods for measuring risk of avalanche in mountainous roads in the literature, main parameters of falling avalanche were selected and used in this study. It is obvious that many of recognized parameters should be considered in every effort of measuring danger. That is why such parameters are similarly used in most methods. The most important reference for categorizing the methods of risk measuring was guidelines on preventing falling stones and avalanche published by US National Institute of Highways and the Main Office of Highways. In these guidelines, traffic  repetition is taken as an important factor increasing the risk after a falling event happens. This study framed the experts’ opinions and optimized risk analysis with regards to local geotechnical and geologic conditions in Iran. Experts selected the snow depth, hillside slope, vegetation condition on hillside and number and repetition of the road traffic. Importance of parameters were calculated as 44.1% for traffic number and repetition, 19.1% for the hillside slope, 17.2% for vegetation, 15.6% for snow depth and 4% for traffic rate. These parameters were selected as the factors contributing in avalanche. In continue each parameter was rated in a four level category (very high, high, medium and low). Model of avalanche danger calculates the avalanche risk in every point in a road network and all roads can be evaluated in terms of the danger of potential avalanche. For example the model was applied on Karaj-Chalus highway connecting Alborz to Mazandaran provinces. This highway is an important arterial between the capital and the northern cities. Using the method, 15 dangerous avalanche prone locations were determined and prioritized. They are located at 65, 73 and 60 km from Karaj. Preventive efforts should be taken for maintaining these locations and keeping them safe against potential avalanches

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The subjects related to Geomorphologic studies of Tehran metropolis, from assessment aspect that develope d during last half a century are numerous. Investigation of the surface drainage basins and rivers is one of these subjects. Changing the rivers and their natural flood channels without respecting geomorphologic principals and processes in Tehran metropolis will create different kinds of problems and damages for the civilians of Tehran. At present, the drainages of Tehran are supported by three territories: A) Basins ended to Kan River and West bund for flood channel; B) Basins ended to Aboozar channel and Barootkobi and C) Basins ended to the agricultural terrains of the South part of Tehran (Salehabad territory). In the present work, the above basins along with flood channel network before the development. were pictured by the aid of topography maps of 1970, air photos taken in different period, also geological maps. The domains of all mountainous and urban basins at present situation were determined by the aid of topography maps of 2001 and changes of drainage network. The maximum amounts of aquifer of each basins were calculated by rational analysis method and using Intensity-Duration-Frequency curves of Mehrabad and Saadabad stations for the return periods of 2, 5, 10, 25, 50 and‌ 100 years. By utilization of physiographic characteristics, drainage systems, and their hydrological calculation and by comparing these characteristics with the nature of basins, the geomorphologic limitations of development in the territory surface drainage basins were assessed. The research procedure is based on analytical method. The key instrument of this research was compiling of Geographical Information System by Arc GIS software and statistical method. The results indicated that basins compile and a change in the direction of surface waters and their conversion to artificial channels augment aquifer and floods. Especially in long return periods, the increment is obvious, and as a result, it increases urban flood hazard. Blocking of the elementary water channels and creating the new ones in domain of Tehran metropolis without considering the geomorphologic and values. Therefore, in order to reduce the damages and to stabilize the basins development, it is a decisive necessity to apply the geomorphologic principles .

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Capacity of a road facility as an important characteristic in transportation and traffic studies is defined as the maximum rate of flow that could be held by that facility, which has been supposed to have a constant and certain value. This assumption, although necessary for most traffic studies, has also caused some problems, like that of demand exceeding capacity in many road facilities. Researchers have recently shown that capacity is not necessarily the maximum flow rate held by a facility. They have also demonstrated that capacity has a stochastic nature rather than a constant and deterministic value. Stochastic approach to capacity is more complicated and comprehensive. In this approach, capacity is treated as a random variable generated from a population, and having corresponding distribution function. Knowing more about breakdown phenomenon, as transition from acceptable to unacceptable flow, plays a key role in this approach. To obtain breakdown flow rates, threshold speed as the quantitative measure is used to distinguish congested and non-congested flow rates. Flow rates occurring immediately before decrease of average speed below the threshold speed, are regarded as breakdown flow rates and their value in addition to non-congested flow rates are used to estimate the distribution function. Product Limit Method with analogy to life time data is used to estimate non-parametric function. The main advantage of this method is that it considers censoring data. In capacity estimation, if a time interval is followed by a breakdown, it will be regarded as uncensored interval; if it is non-congested it will be regarded as censored interval, meaning that capacity of the road is bigger than incoming demand. If it is located in a congested area, it would not be used in the estimation process. Two common parametric estimation methods are (OLS) ordinary least squares and (MLE) maximum likelihood estimation. Since binary data is used to estimate capacity distribution function, the ordinary least squares method is not useful with such data. Maximum likelihood estimation with a presumption about the type of distribution is used to estimate the parameters. Distribution function with the maximum log-likelihood value would be the function that has most likely produced the sample, and is known as the capacity of the freeway. In this paper, both non-parametric and parametric capacity distribution functions of Tehran-Karaj freeway as the oldest and the busiest freeway in Iran, serving and average of 100,000 passenger cars a day, are estimated. Threshold speed is found to be respectively 70 km/h and 75 km/h in two sections under investigation located in the direction to Karaj. Based on the data gathered for four months by traffic cameras; and refining to meet standard criteria, a sample of 229 and 169 breakdowns were detected at each section. Different distribution functions are fitted to the data, and with trial about different kinds of functions, Gumbel distribution is found to be the best distribution fitting the observed data.

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Congestion pricing is one of the main strategies for demand management in urban areas. One of the main questions for decision makers, for implementing this strategy, is the effect of congestion pricing on users' mode split. For defining this, the willingness to pay of users should be estimated. In another word, we should know that how much users still will to pay for using their personal cars and how they intend to perform their mobility according to various prices. Previous studies had pay less attention to paratransit mode according to pricing. In this research, the effect of congestion pricing on users' mode choice has been investigated. The restricted traffic zone of Tehran has been selected for case study. Due to impossibility of direct observation, the stated preference method was applied for data gathering. Various pricing scenarios, based on experimental design concept, were defined and several types of questionnaires were designed. In these questionnaires, 3  types of data were asked from interviewees including trip chain of the users, socio economic characteristics and pricing scenarios. According to pricing scenarios, 4 choices including using personal car, public transportation, taxi and cancelling the trip were presented to users which they should choose only one option due to every pricing scenario. The reliability of questionnaires have been investigated with cronbach's alpha which results showed the proper reliability of questionnaires.  More than 3500 interviews were performed and after preliminary validation, were entered in the database. Based on this data, more than 70 variables were defined which their correlation was estimated and proper variables were chosen. For modeling, due to discrete nature of data, multinomial logit model was applied and calibrated for every choice.  In this regard, the feasibility of applying nested logit model was also tested which results showed the invalidity of this model. More than 200 models have been calibrated and finally best validated models have been chosen for describing the mode choice of every alternative. Results of modeling showed that having more expansive cars will increase the utility of using personal cars and reduce the public transport utilization. Also the residence location of the users is effective in their mode choice. Living in restricted zone, increase the willingness of users to use transit and paratransit mode. Users' education is also important in their choice. People with higher education level have more willingness to pay. The sensitivity analysis showed that pricing can be a proper tool for managing personal vehicles demand. When entrance toll is equal to 3000 tomans, only 35 percents use their personal vehicles. In this condition, 30 percents of users choose transit mode. Results also showed that choosing transit and paratransit mode is similar. When the toll is more than 17000 tomans, the rate of using taxi have higher growth comparing to transit utilization. Also, results showed that the demand for entering to restricted zone can be assumed inelastic. In highest toll, only 10 percents of users cancelled their trip. Finally, the sensitivity analysis for every mode has been accomplished and multiple future researches have been proposed. Keywords: Mode Split models, Congestion pricing, stated preference method