Introduction

Global population growth and urbanization require the creation of sustainable cities that provide opportunities for social and economic development while reducing adverse impacts on the environment. Transportation planning is the vital backbone of sustainable urban development because it can provide infrastructure and services for safe and efficient transportation of people, while facilitating the mobility of people in the city, minimizing resource consumption and preventing environmental pollution. Transportation elements such as road networks, stations, and transportation fleets are responsible for a large part of the changes at the city level. Therefore, planning, operating, and controlling a city's transportation system is challenging due to the sheer size and complexity of the system. One of the most important factors that play a role in the development of urban transportation in cities is cultural factors. Social and cultural norms such as lifestyle, habits and values can have a great personal and spiritual impact. These norms can also cause changes and create different attitudes about means of transportation. In today's world, urban transportation is not only dependent on physical and technological infrastructure, but it is also influenced by cultural and social factors. Civic culture, attitudes, and social behaviors can play a significant role in how public and private transportation systems are used. Karaj, as the study area of this research, is a culturally multi-ethnic city. The population of Karaj is a mixture of all ethnicities and social groups of Iran, and a significant percentage of its population includes the citizens of other countries. Karaj is also a city that grew from a small village into a two-million-person metropolis in a short period of a few decades. It expanded widely with a pattern of sprawl growth. Karaj is also the communication axis of the west, northwest, and north of Iran with the capital and other parts of the country. Therefore, Karaj's urban transportation is deeply intertwined with the culture of the resident population, and the aim of this research is to model this issue.
 

Methodology

The data is collected through a survey of local experts using the qualitative Delphi method. The Delphi group consisted of 20 academic and executive experts from the sciences and professions of urban management, urban planning, and urban transportation. The evaluation indicators are determined by reviewing previous research and theoretical studies. For analysis, the statistical techniques of variance-based structural equation modeling and covariance-based structural equation modeling are used

Results

The results of the structural equation model showed that the independent variable (cultural factors) has a significant effect on the dependent variable (development of Karaj urban transportation). R² = 0.91 indicates that 81 percent of the variance of the Karaj urban transportation development variable is explained by cultural factors. The value of 0.78 for the effect coefficient indicates that the effect of cultural factors on the development of intra-urban transportation in Karaj is direct and strong. The value of CR = 12.687 indicates the statistical significance of the effect of cultural factors on the development of transportation. P = 0.001 indicates a strong statistical significance of the effect of cultural factors on the development of intra-urban transportation in Karaj. The cultural factors variable is able to explain 81% of the variance of the Karaj urban transportation development variable.
 

Discussion

In 2021, Karaj Bus Organization had 269 buses, the number of its urban and suburban lines was 53, and the average age of the buses was 9 years. In 2020, the Organization underwent a transformation so that 96 buses placed in the city's public transportation fleet. The traffic areas of Karaj and the surrounding axes are about 274 thousand trips, of which 180 thousand trips are done by using the bus system and about 94 thousand trips by using metro. Of the approximately 274 thousand trips, 170 thousand trips are produced between 172 traffic areas within Karaj; and 104 thousand trips are produced with 11 axes around Karaj.
Despite large investments in public transportation infrastructure, cultural challenges such as values, norms, and social beliefs are the main obstacles to the sufficient acceptance of these systems.
 
5.Conclusion
This research suggests the following solutions for integrating cultural components into the development of Karaj's urban inner-city transportation: Continuous educational programs for drivers, pedestrians and other segments of society that can influence the change of traffic culture. These programs should focus on issues such as traffic laws and regulations, safe behavior on the road, the importance of using public transportation, the principles of priority of passage and responsible driving. Creating interactive educational points throughout the city, as centers that provide information and education related to movement and traffic to the public, can encourage people to learn actively and practically. These points can include interactive exhibitions, educational games and experiential exhibitions that function as tourist attractions. Awareness and promotion programs in the media, including television, radio, the internet, and social networks, can be an effective strategy for changing the culture of traffic. To develop public transportation, active cooperation between executive agencies, city officials, NGOs, and the local community is essential. This cooperation can include the formation of traffic committees, joint meetings, conferences, and public gatherings that help exchange information, joint planning, and optimal implementation of solutions.
 
Acknowledgments
The authors thank the Transportation and Traffic Organization of Karaj Municipality