Iran Occupational Health

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  Background and Aim: Casting workers are facing with ergonomics hazards such as overload in Manual Material Handling (MMH) tasks which expose them to risk of work-related musculoskeletal disorders (WMSDs). There are several methods to determine acceptable weight among which, Snook table is one of the oldest one. The aim of the study was to assess prevalence of WMSDs and to investigate MMH tasks by Snook tables among casting workers.

  Materials and methods: This cross-sectional study was conducted among 50 casting workers occupying in all of the five MMH tasks including lifting, lowering, carrying, pushing and pulling. Nordic Musculoskeletal Questionnaire (NMQ) and concise Snook tables were used to gathering required data. Statistical analyses were done using SPSS 16.0.

  Results: The most common musculoskeletal disorders in one year prior to the study were hand wrist disorders (84%), low back pain (74%) and neck disorders (72%), respectively. The Snook tables results indicated that significant differences were found between acceptable weights and workers exerted load in lifting and lowering tasks (p<0.05) and also between acceptable forces and workers exerted force in pushing/pulling tasks (p<0.05). Overall, in most of cases exerted loads exceeded suggested weights.

Conclusion: Regarding to results of the study, ergonomics interventions should focus on redesign of MMH tasks, improvement of workplace physical conditions and providing ergonomics instruments

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Background and aims: Sampling of toxic mercury vapors (Hg0) is necessary for determination of occupational exposure levels of workers exposed to this contaminant. Given the tendency of carbon nanotubes for mercury adsorption, carbon nanotubes can be expected to be suitable sampling media for mercury. The aim of this study was to compare the performance of multi-walled and single-walled carbon nanotubes (SWCNT, MWCNT) in absorption of mercury vapors in the air.

 Methods: In this experimental study, the efficiency of absorption and different variables that affected on adsorption of mercury vapor such as, adsorption efficiency, desorption mass amounts of mercury, adsorption capacity, the time and temperature of desorption, repeatability, and retention time of mercury were optimized. Statistical method, one way - anova, multiple linear regression and T - test were used for survey of results accuracy.

 Results: Capacity and adsorption efficiency of adsorbents related to mass amounts of adsorbents, type of carbon nanotubes and mass amounts of mercury. In this method, working range in SWCNT and MWCNT were 0.006 – 0.7 and 0.006 – 3 g respectively. The minimum of adsorption capacity in 80 mg of SWCNT and MWCNT was 0.006 g. The optimum time and temperature desorption for amounts of mercury were 10 minute and 250 °C respectively. The retention time of mercury adsorbed (90%) on carbon nanotubes was more than 3 weeks.

 Conclusion: Carbon nanotubes have the potential to be used for adsorption/ desorption of mercury vapors in the air.

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  Background and aims: The knowledge of the rate and causes of occupational hazards occurring in hospitals may be effective in formulating policy aimed at prevention as well as reducing related accidents and cost. The aim of this study was to investigate the characteristic factors responsible for the occupational hazards occurrences among the employees of teaching hospitals of Qazvin University of Medical Sciences.

  Methods: This study was a descriptive analysis of 258 employees of Qazvin teaching hospitals in 2012.In this study, samples were chosen using a stratified multi- stages method. A researcher-made questionnaire was used for collection of data. The data obtained were analyzed using SPSS software and presented as count, frequency and percentages. Categorical data were analyzed using t- test as well as Anova.

  Results: The highest level of occupational hazards’ occurrences was due to skin contact with blood or other body fluids while the lowest level was because of assaulting by patients or their families. There was a significant relation between the variables of age, gender, work experience, job title, and marital status as well as the hospital itself and the rate of occupational hazards. P<0/05).There was no significant relation between the mean duration of absence from work and the rate of occupational hazards (P>0/05).The most important cause of occupational hazards from the employees’ point of viewwas the overload working.

  Conclusion: Based on our results, it was found that the major factors influencing occupational Hazards’ development were included: overload working, personnel indiscretions as well as working condition. Therefore, increasing the number of employees proportional to the required job activities, training the employees regarding their occupational characteristics and monitoringof standard precautions are crucial factors for the prevention of occupational hazards.

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Background and aims:  the Car manufacturing workers due to direct exposure to machinery and wide range of ergonomic problems have high prevalence of musculoskeletal disorders rather than other industries workers. The purpose of this study was to investigate relation between pains with sick leave in an Iranian car manufacturing company. 

Methods: This case-control study was conducted at assembly plant Irankhodro Car Company. In this study 528 workers (234 case group and 294 control group) were randomly selected. Data were collected by body map and personal information questionnaire. Statistical analyses such as Mann–Whitney and χ2 test have been used for data analysis.

Results: results shown that there was no significant relationship between sick leave and pain in bodies (p<0.05). There was significant relationship between Low back pain and sick leave (p<0.001). In case group, the maximum and minimum pain relate to leg and left knee (94%) and elbow and Right forearm (3.2%) respectively. also there was maximum pain intensity in back (63.95±15.78) and minimum pain intensity in elbow and left forearm (44.88±15.55).

Conclusion: based on this study effecting factor on sick leave requires ergonomic considerations. Also preventive and modifying actions is essential for the improvement of the ergonomic working conditions of assembly workers and their lifestyle.

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Background and aims: Usability is the extent to which a system, product or service can be used by specified users to achieve specified goals with effectiveness, efficiency and satisfaction in a specified context of use. Increased public awareness of the usability issues has caused that usability plays an important role in production. Brooke’s SUS is one of the most used tool for measuring usability. Yet, the Persian translation of this tool has not been available to Iranian researchers, and therefore this study has been conducted in order to provide the Persian translation of it and measure its psychometric validation in assessing usability of traffic signs.

Methods: Modified version of SUS by Annie(2011) was translated using Backward-Forward method of translation. For measuring validity of the questionnaire the opinions of 10 experts in related field were used. Content Validity Ratio (CVR) was measured based on Lawshi method and Content Validity Index (CVI) was measured based on Waltz and Basel method. The questionnaire content validity index was also calculated.There is 10 items in SUS for assessing usability of each traffic sign, therefore for assessing usability of 20 selected traffic signs, a 200 items questionnaire was developed. Questionnaires were distributed among 50 staff of Iran University of Medical Sciences. Cronbach’s α was used was used to measure the reliability of the questionnaire. Stability of questionnaire was calculated by using test – retest and intra-cluster correlation index.

Results: All the items in SUS showed a high level of CVR and all items were accepted. CVI of all items were above the acceptable level of 0.79 . Content validity index was equal to 0.927. Cronbach’s α was equal to 0.965, and inter-cluster correlation index was equal to 0.993.

Conclusions: The Persian version of SUS is a reliable tool for measuring usability level and showed a high level of validity and reliability and can be used for future researches in the field of usability.

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Background and aims: The Symbolic signs are important tools, designed to convey a message and can transmit a lot of information to the viewer at a glance. Understanding of symptoms is very important especially when they transmit safety information. Signs and symbols have characteristics which affect understanding of them. McDougall et all) 1996(introduced the five key cognitive features of symbolic signs including: concreteness, complexity, meaningfulness, familiarity and semantic distance. This study aimed to assess the validity and reliability of the Persian version of McDougall questionnaire for assessing cognitive features of traffic signs.
Methods: The original questionnaire was translated from English to Persian by method of Backward-Forward. 8 experts helped to determine the face validity of the questionnaire .For Content Validity Ratio and Content Validity Index, Lavshy and waltz-Basel methods were considered and also Scale-level Content Validity Index was determined. The questionnaire was designed for 25 signs and 80 subjects participated in this study. The participants subjectively rated five features of each sign from 0 to 100. The reliability and internal consistency of questionnaire were defined by Cronbach's alpha coefficient. Finally, using test–retest and intra-cluster correlation index, stability of questionnaire was reached.
Results: All questions of cognitive characteristics questionnaire had score higher than the acceptable content validity ratio and completely accepted. Content validity index of questionnaire for all the questions were above 0.79 or acceptable score. Scale-level Content Validity Index was 0.928. Inter-cluster correlation index was 0.995 and Cronbach's alpha coefficient was equal to 0.922.
Conclusion: This study showed that the Persian version of cognitive sign features is a reliable tool for evaluating of cognitive features which has high reliability and validity and can be used in the evaluation of cognitive features of traffic signs and the other symbolic signs.

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Background and aims: Today, the growth of high technology industry faces us to some problems like air pollution, work-related accidents and occupational diseases which make it necessary to use a HSE-MS management system in different projects. However, the implementation of this system need to spend some money and time, so because of the reduced of cost trend in some managers, they regardless of do that or do it imperfect.
Methods: In this paper, the value of the flow of the investment process in the HSE-MS system in the form of fuzzy numbers, using the method of return on capital investment (IRR) method, evaluated the economics of this investment under fuzzy environments. Also, this paper describes how to calculate the cost of accidents, how to calculate the amount of investment in the HSE-MS system, introducing the IRR method, introducing the theory of fuzzy sets, how to calculate fuzzy IRR, and finally, we describe the proposed method. The calculations are analyzed using the @RISK software.
Results: As you can see, the financial process resulting from the implementation of the HSE-MS management system is both economic and financially based on the FIRR method and the use of the @RISK software and implies the need for the implementation of a safety management system from an economic point of view. In other words, the average return on capital employed in the financial process resulting from the implementation of the HSE-MS management system, according to the IRR method, is almost 22%, much higher than the average market rate of 5%, and strongly emphasizes the economic nature of this financial process.
Conclusion: According to the findings of the recent study, Internal Rate of Return is between 14% and 18%, and is more than the market rate (7%). So it’s indicating that the investment in the aforementioned sector is very profitable and leads to returning capital over the next few years will be. In the other hand, investment in the safety, health and environmental sectors in addition to decreasing the risks of decreasing the job and thus reducing occupational accidents and job satisfaction leads to the profitability of projects.
 

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Background and aims: The chemical pollution in industries has make an unacceptable risk for the human health. For the risk assessment of the human exposure, it is necessary to be considered the material dangers based on the consumption rate, dose, toxic properties, and evaluation of potential effects on the human health. Therefore, the aim of this study was to assess the semi-quantitative risk of the occupational exposure to chemical contaminants among workers of the industrial wastewater unit in an oil refinery as a model to predict the exposure. 
Methods: This descriptive-analytic study was performed in the industrial wastewater unit of Abadan oil refinery in 2016. After the similar exposure groups (SEGs) were determined and information were collected, fourteen materials were measured by the short-time personal sampling and real-time monitoring methods using the ION- First Check. The exposure rate of workers to chemical contaminants was determined using the Industrial Hygiene Statistics software (IHS) based on the results of the sampling and analysis. At the first, the Exposure Rate (ER) and then the Hazard Rate (HR) were calculated to determine the exposure risk level.
Results: Based on the results of this study, pools were cleaned four times per day and fourteen hours per week by workers. The results showed that weekly exposure of workers to ethylene oxide (16.7 ppm), nitrobenzene (16 ppm), and nitrogen dioxide (15 ppm) had the highest values, respectively. Lowest values of the exposure were related to the carbon monoxide (2.8 ppm) and carbon disulfide (1.5 ppm), respectively. Benzene (12.5), ethylene oxide (10), acrolein (10), nitro benzene (7.5), hydrogen sulfide (7.5), hydrogen peroxide (7.5) and aniline (6) had the highest risk level, respectively.
Conclusion: The results of the present study showed that workers of the industrial wastewater unit have a very high risk level of the exposure to chemical contaminants. Therefore, the prioritization of control measures such as new wastewater treatment methods using the semi-quantitative health risk assessment is one of the most important ways to prevent and decrease the exposure of workers to contaminants.
 
 

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Background: The aim of this study was to assess exposure to extremely low frequency electromagnetic fields (ELF-EMFs) and its effects on secretion of thyroid hormones associated with symptoms of fatigue on electric arc welding workers.
Methods: This study was carried out on two groups including 35 welders (as exposed) and 35 non-welders (as control). Extremely low frequency electromagnetic fields were measured according to guideline compiled by the National Institute for Occupational Safety and Health (NIOSH) using a calibrated ELF meter. The level of Triiodothyronine hormone (T3), thyroxine hormone (T4) and thyroid stimulating hormone (TSH) secretion were studied on both exposed and unexposed groups through the enzyme-linked immunosorbent assay (ELISA). Samn-Perelli fatigue scale questionnaire was completed by two groups. Analysis was performed using SPSS V 20 software and analytical statistics including t-test, chi-squared test, Analysis of variance (ANOVA) and the Pearson correlation coefficient. 
Results: The thyroid hormones had lower level in the exposed group than the non-welders. Mean difference of T4 and TSH hormones between the two groups was statistically significant (p <0.05). The prevalence of the hormone disruption compared with their normal range and the levels of fatigue in welders group were higher than those in non-welders. There was a significant weak positive correlation between exposure level to ELF magnetic field and thyroid hormones level (r < 0.12; p> 0.05) and also, fatigue score increased with decreasing   T3 and T4 levels (p <0.05). A statistically significant direct relationship between level exposure to ELF –EMFs and fatigue score was found (r = 0.54; p <0.05).
Conclusion: Exposure to ELF-EMFs may disrupt the thyroid hormone secretion such as T4 and TSH levels and may increase the fatigue level. This study is only a starting point for such researches, many issues need to be addressed for drawing the definite conclusions.

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Abstract:

Background and aims: Performance assessment and also performance indicators have a great importance in all aspects of life. By these indicators appropriate responses to what is happening for make some improvement, could be determined. In the past, the safety and health performance of organizations was measured with using of some indicators from the USA Occupational Health and Safety Administration (OSHA) such as the rate of recorded injuries, the rate of lost days, the rate of workers' complaints, and so on. Determining of this information were done to compare the health and safety status of contractors and industries and ranking them. However, improvement or weakening the safety and health status is cleared by the OSHA indicators, but the ways were not determined by these indicators.

The main objective of measuring safety and health performance is to provide the necessary information on the developments and current status of strategies, processes and activities that an organization is conducting to control health and safety risks. Safety performance indicators are divided into two main categories: the leading and the lagging indicators.

The leading indicators are the organization's actions for predicting and preventing incidents and accidents before they occur, while the lagging indicators are shown the organization's performance after the occurrence of the accidents to reduce its consequences. Sustainable urban development is a high-profile goal, and its realization in metropolitan areas requires the use of efficient management practices and extensive planning. The extent and complexity of urban issues and the urban ever- increasing development have made urban management a difficult task. In addition to issues such as transportation, urban planning and management is one of the important factors that has a main influence on urban constructive factors. In organizations such as the municipality, and on a wider dimension in societies, various plans and policies such as environmental plans, safety plans, crisis management, educational policies, occupational health plans, as well as some international standards for sustainable urban development were used. The Integrated Health, Safety and Environment Management System (HSE-MS), by providing the appropriate structure and model, manages all these policies and plans, and, in addition to creating a specific order in the implementation of these programs helps to centralize costs and improve the economic status of the organization and the achievement of sustainable urban development.

Performance measurement is the main issue at all levels of the organization and its improvement needs to be measured, so an organization cannot be conceived without a performance evaluation system. Measuring the performance of an organization in the HSE field is a precondition for continuous improvement. Different organizations and industries need to design performance measurement indicators to assessment and monitor the performance of the HSE management system and determine the effectiveness of themselves performance. Determining the performance assessment indicators of HSE in addition to measuring of the management system performance can lead to systematic identification of improvement points and reduction of HSE related risk factors and ultimately lead to increased organizational productivity. The research shows that the applied, comprehensive and structured model has not yet been designed and implemented to ensure the efficiency and effectiveness of the HSE management system in different metropolitan areas.

Although there are some retrospective and prospective HSE performance assessment indicators in municipalities but these indicators are purely result-oriented and the creation and institutionalization of processes related to the seven components of the health, safety and environmental management system cannot be measured by them. What matters here is to create an appropriate method with sufficient accuracy to determine the effectiveness of the system. This research, while introducing an innovative model for quantitative ranking of different municipality areas of metropolitans according to the HSE performance assessment with using of AHP technique, the final goal is the determine of key indicators of urban HSE performance assessment.

Methods: This descriptive-applied study was conducted in four steps.

Step 1: Selecting HSE Performance Measurement Indicators and Urban Management:

In the first step, a variety of safety and health management systems (HSE-MS, OHSAS 18001, ISO 14001, etc.), a variety of existing national and international health and safety assessment methods, guidelines, and requirements for safety and health management systems for determining the performance measurement indicators were studied. At this step, through the field visits of the different areas of the municipality and observing work processes, interviewing and organizing various meetings with HSE managers and experts, and studying documentation, the HSE performance assessment indicators in the three areas including process-oriented, result-oriented and urban management were categorized.

Step 2: Selecting the components of the performance monitoring system:

The findings suggest that the use of a systematic approach in different domains, in addition to integrating activities, has improved efficiency and effectiveness and increased operational efficiency. Accordingly, many organizations have set up various health, safety and environmental management systems as the basis of themselves operations. The use of the main components of an integrated management system to identify weaknesses or strengths of system is one of the effective measures for measuring performance. At this step, after determining the assessment axes, the performance assessment components were identified for each of the performance monitoring axes.

Step 3: Development of Urban HSE Performance Assessment Indicators:

At this step, the indicators for assessing the performance of the urban HSE management system were determined based on the components of each of the performance monitoring axes. According to the main components, the HSE management system was included 18 components such as commitment and leadership, policy, resources, etc. Also in the urban management part 6 components including economic sustainability, social sustainability, architecture and urbanization, demographics, political, legal, and industrial was considered. Indicators related to the result performance were also developed based on the components of the HSE performance output monitoring system in the six areas including safety, health, environment, education, culture and HSE of citizenship.

Step 4: Select Key Performance Indicators:

To create an effective HSE-MS performance measurement method, it is necessary to reduce the number of LPIs to fewer or the most important KPIs. This means that among the existing indicators, the best and most important indicators are selected based on the considered criteria. At this step, key performance indicators were selected from the sum of the extracted indicators based on the elements of the HSE management system using the AHP method. All indicators were compared in pairs and each of them was prioritized as a number between 1-9, 1 as lowest priority and 9 as most preferred. Couple comparisons were conducted based on SMART criteria and expert’s opinion. In this study, the paired comparison of axes and performance indicators and determining the weight vector of the indicators was performed using Expert Choice11 software.

Results: In addition to examining the HSE management systems deployed in the municipalities, as well as using previous studies, the axes and indicators for assessing the performance of the urban HSE management system were determined. Of the 30 components and 155 indicators of performance assessment, 18 components and 98 indicators were related to monitoring of management system of HSE based on the seven elements and sub elements of the Health, Safety and Environment Management System (HSE-MS). Performance output and urban management axes with 40 and 17 indicators, respectively, have a smaller share of the total indicators developed. Between the process-oriented performance axes, the commitment and leadership axes (0.198) and the HSE records of occupations (0.016) have the highest and lowest weight, respectively. The safety components (0.247) and training (0.150) had the highest and lowest weight in the result-oriented performance axes respectively and economic sustainability (0.301) and architecture and urban planning (0.122) had the highest and lowest weight in among the urban management functional axes respectively. After weighting the indicators for measurement of performance, 70 indicators that had the highest weight than other indicators were selected as key performance indicators. Of the 70 indicators, 47, 16 and 7 indicators are related to the HSE process, the result and urban management respectively. Between the functional sub axes of the HSE process, accident management, inspection, and audit each with five key performance indicators, has the highest measurement index compared to other HSE process sub axes. In the functional axis of the HSE result, the sub axes of ecology with 4 key performance indicators and the sub-axes of safety and health, each with 3 indicators, had the highest number of indicators in this axis. In the urban management axis, sub axes including the socio-cultural and architecture and urbanism axes, each with two key performance indicators, had 4 indicators of total 70 selected key performance indicators.

Conclusion: The results of this study indicate that the determination of HSE performance indicators in addition to the components of the HSE management system should be done based on the type of macro management structure and other influential parameters of the organization. The study of the municipals management structure shows that the extracted indicators based on the components of the HSE management system alone cannot cover the urban HSE performance because of factors such as economic sustainability, socio-cultural, demographic, architectural, urban, and industrial-industrial can significantly affect the performance status of the HSE management system of city.

Therefore, it is essential to design and codification of indicators as a tool for measuring the performance of management systems, all aspects of the management system in order to achieve the more accuracy and reliability be considered.

 

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Background and aims: Parks are a place for children's play and activity, so making safety these environments that are somehow a social work environment is one of the requirements of environmental planning. Making safety these environments is one of the requirements of environmental planning. It will be necessary to provide quality and sustainable conditions for park playgrounds to improve the safety and health of children. This will also initially require proper physical conditions and the development of safety-based play equipment. Improving safety and improving the quality of equipment requires compliance with standards. Currently, no organization has the task of periodically reviewing the safety of children's play equipment. In general, the process of building and installing children's play equipment in public parks in cities is such that the standards for equipment’s are formulated and published by the Institute of Standards & Industrial Research of Iran and the manufacturers of this equipment are notified and manufacturers are required to design children's play equipment according to the most up-to-date standards. A standard certificate will be issued for this equipment after the manufacturer has complied with the requirements.
 Since the municipality is responsible for purchasing, installing and managing the parks, the municipality is required to purchase equipment that has a standard certificate. But because some of the children's play equipment was purchased at the time that there was no standard for that equipment, some of this equipment does not have any standard certification. In addition, some equipment is standard certified at the time of purchase, but is not valid at the present time. Given the importance of the cases mentioned and the subject of children's accidents, many economic and social issues are involved. Health promotion plans for this sensitive group and issues related to the safety of play equipment in the parks are among the important issues that should be addressed before accidents and adverse effects in children. Investigating and evaluating the safety status of the parks can improve the health and quality of life of the visitors and make them comfortable in utilizing the facilities of the parks. Therefore, the present study aimed to investigate the compliance of child play equipment in public parks in Gonabad with safety standards and national standards.
 Methods: The present study is an applied study that was conducted by combining descriptive and surveying methods and utilizing experts and safety standards related to children's play equipment during fall and winter 2017 in Gonabad public parks. The study area was the public parks of Gonabad, where a number of children's playground equipment including slides, swing and Flip-flop were studied. In this research, the first and foremost question that has caught the researchers' minds is that "What features of each child's play equipment should be included to be recognized as safe?” and following this initial question, the research structure was formed. The first step in the process of implementation was to identify all the information assets in the area under investigation so that effective factors in the field of park equipment safety could be identified completely. At this stage, all national standards for the safety of children's playground equipment in the parks were collected, and all the safety aspects related to the safety of Slide ,Swing, Flip-flop (on the playgrounds in the parks) were extracted from the standards and a researcher-made checklist was developed that examines the standards for these equipment in various fields. Safety evaluation of slides, swing and Flip-flop were carried out according to the requirements of Institute of Standards & Industrial Research of Iran standards 6436-2, 6436-3 and 6436-6 respectively. The method of data collection was in field and surveying and after evaluation, all non-conformities were collected through observation and check list and their deviation was determined.
Results: Based on the results of the present study on   Swings, there were 11 cases of non-compliance with the standard requirements of 6436-2. In general, the distance between the hanging points contrasts with the standard requirements. The minimum horizontal distance between the two adjacent seats is not observed. The distance from the surface to the rock is less than the standard. The horizontal distance between the swing seat and the adjacent structure is not in accordance with the standard. The results of the slide evaluation showed that there were 25 cases of non-compliance with standard requirements of 6436-3. In 65% of the slides, the horizontal bar is not provided for open access and in 75% of the horizontal bar height is not standard. In 80% of the slides, the side height of the sliding guard is not 500 mm. In 60% of the slides, their starting section does not have a length of at least 350 mm. In 75% of them, the transition from the head section to the exit section is followed by a sudden gradient change. In 55% of the slides, the minimum length of the exit section is not in accordance with the standard. The results of the Flip-flop Assessment showed that there were generally 9 cases of non-compliance requirements. In general, the swing ground does not have a good impact absorption surface and back protection. Very low attenuation causes sudden suspicion. No pedestal was considered appropriate for any of the swabs examined. In all parks, the back of the seat has a curvature and is not rounded.
Conclusion: The present study showed that in all surveyed parks, there were various inconsistencies in children's play equipment (including Slide, Swing, Flip-flop) that did not comply with national standards. Accordingly, it is necessary for city managers, including small town managers, to consider national standards in the design of this equipment. In our country, urban design, in today's sense, does not have a long history, while designing children's playgrounds, especially for the age group of 5 to 12 years, has had less priority. So far, much research has been done in European and American societies to improve urban spaces and design a new generation of playgrounds for children to attend and various solutions have been proposed. But in Eastern societies, especially in our country, there has not been a comprehensive study focusing on children's play spaces, especially for children aged 5 to 12 years. And sometimes actions are taken with the delay of time and behind the experience of Western societies in the form of modernization and improvement plans. The results of evaluating the swings and slides of urban parks with national standards also indicate that there are various mismatches with relevant national standards in all parks. In all swings of all parks, the distance between the hanging points contrasts with the standard requirements of 6436-2. In some parks, the minimum horizontal distance between the two adjacent swing seats is not met, the swing distance from the ground floor is less than the standard, and the horizontal distance between the swing seat and the adjacent structure is not up to standard. Also the results of the slides evaluation showed that the horizontal bar was not provided for the open section, the height of the horizontal bar was not between 600 mm and 900 mm above the starting section, the lateral guard height of the sliding start section is not equal to 500 mm, their start section does not have a minimum length of 350 mm, the transition of the sliding section to the exit section is performed by abrupt change of slope and the minimum exit section length is not as standard. Accordingly, it is recommended to provide the necessary anthropometric data to design and manufacture ergonomically designed equipment for park safety while introducing integrated management of safety, health and environment, to introduce the game park equipment manufacturers in the country. It is also suggested that the relevant organizations and institutions strive to develop anthropometric and dimensional standards and provide the primary data that play an important role in the safe design of the playground equipment by properly interacting with research centers and the Institute of Standards & Industrial Research of Iran. Finally, the results of the present study emphasize the safety audit and enhancement of the safety level of children's play equipment and state the improvement of the safety level of children's play equipment as a necessity. The design of the slides as well as the modification of the playgrounds of children's playgrounds according to relevant standards is prioritized.
 

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Introduction & Objective: Noise exposure, risk exposure in a wide range of work station, especially oil and gas industry and related companies is considered. This study was carried out to evaluate the noise before and after corrective action in 11 operational units of tanks and transportation in Abadan oil refining company.
Methods: First, the basic information including the location of noise sources and operating conditions of the equipment was collected. noise measurements was performed based on ISO 9612 standard before and after implementation of corrective actions, including repair or replacement of defective and worn out Parts or lubrication of moving parts 
and using SLM CEL 490 mode calibrated with CEL-110/1  of casella  company was performed.
Results: According to the results, the NTA has the highest amount of noise (97 dB) and spherical tanks with the lowest noise (82 dB). In this study, measured total 523 stations, 115 stations with noise levels over 85 dB, 373 stations between 65 and 85 dB sound pressure level and sound pressure level less than 65 dB in 30 stations.
After carrying out corrective measures to reduce noise measurements, result showed that reduction of average sound pressure level of unit 1 of oil pumping with the 2/39 dB, 1.7 dB with a unit of Control Center, pus oil pumping unit with 0.98 dB and NTA unit with 0.08 dB, carried out respectively.
Conclusion: Noise measurements showed that the NTA unit was one of the severest conditions from the viewpoint of noise pollution among the other units. This study confirms the need to identify the main sources of sound and prioritize different parts of the industrial unit in order to implement control schemes engineering.
 

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Background:
With the developing use of electricity in all aspects of human life, electricity accidents have also increased. One of the main components of the for the prevention policy, is the safety performance assessment of the organization's or industry's by using appropriate performance indicators with related operations.
 
Method:
This study was a descriptive-analytical of 6 steps including: analysis of work Breakdown Structure of the project, preliminary hazard analysis of the operation, the establishing of the accident causal network, determination of control measures, extraction of active performance indicators and validation of the indicators.
Results:
In this study, the probability of occurrence of electric shock was 0.053 calculated using the method of BN and 11 active performance indicators were developed. The R-square value of the incident frequency with the active indicators of the total project was 0.819 and P-value was less than 0.05. Therefore, these results indicate that the correlation between incident frequency as an associated variable and active indicators as independent variables in the whole project is significant.
Conclusion:
As the project progresses, the nature and level of risk of the operation of construction projects is changing. Therefore, indicators of safety performance measurements in these projects should be sensitive to rapid changes. For this reason, active indicators with a short-term measurement period are more effective in measuring the safety performance of construction operations.

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Background and Objective: Inappropriate atmospheric conditions are harmful factors that cause particular problems in certain seasons (summer or winter). The occupation of confectionery in the regions like Ilam causes severe problems due to the heat generated by the nature of the work (synthetic heat-generating processes) and the heat resulting from the climatic conditions in the region. Exposure to excessive heat, in addition to disrupting the physiology and health of the individuals that may cause many diseases and complications, also affects their efficiency and safety. One of the indices of heat stress is the WBGT index, confirmed by various national and international organizations and institutions as the standard method for measuring heat stress. WBGT index engages important environmental factors directly or indirectly in its computational structure. The Discomfort Index (DI) has been recommended for more than four decades along with the WBGT index for the evaluation of warm environments. Today, the oral temperature is used to determine the heat stress and strain. In addition, oral temperature is one of the important parameters for the validation of indices. Therefore, in order to prevent the occurrence of heat stress complications in occupational environments, a study was conducted to determine the amount of heat stress in the employees of confectionery workshops in Ilam city, so as to identify the factors affecting the heat stress of workers and to provide recommendations for the reduction of these risk factors and to create a healthy working environment.
Methods: This descriptive-analytical study was carried out on 104 workers in 35 confectionary workshops in summer of 2017. The sample size was selected based on census method. Prior to the study, the workers were monitored through medical records and interviews, and, two of them did not qualify for inclusion in the study. Measurement of the study variables was performed at the hottest work hours (10 to 14), once for each worker, in the worst workstation (nearest to the heat source). In the present study, four groups of occupations, i.e. workers of oven, mixer, flattener, cleaning and packaging, three types of ovens, i.e. layered, winch and furnace, and three productions of wet and dry pastry, cake and French bread, Baghlava and Ka’ak. Assessment of heat stress was performed by the WBGT (based on ISO7243 standard) and the DI indices. Metabolism and activity of workers were calculated according to the ACGIH standard. Also, the working pattern was 75% of the work-25% of the rest, and according to ISO 9920, the clothing insulation coefficient in WBGT calculations was 0.6 clo. Along with the environmental parameters such as dry bulb temperature, natural wet bulb temperature, globe bulb temperature, relative humidity and dew point temperature, the oral temperature of the workers was measured by a digital medical thermometer. Finally, data analysis was performed using SPSS v.22 and statistical tests of Kolmogorov-Smirnov, Mann-Whitney, Kruskal-Wallis, one-way ANOVA and Pearson correlation were performed.
Results: Findings of this study showed that the mean of WBGT index in the workers of oven, mixer, flattener, cleaning and packaging was 33.66±3.96, 29.58±3.05, 31.73±3.61 and 29.87±2.4. Also, this index was 30.94±3.86, 34.14±3.89, and 32.2±2.91 for the winch (wet and dry pastry), layered (cake and French bread), and furnace (Baghlava and Ka’ak) ovens (products). These results show that the amount of heat stress in working with the oven and the cake and French bread product (layered oven) was more than others. Kruskal Wallis tests and one way ANOVA showed a significant difference between the mean of WBGT and DI indices with job variables, type of oven and products (p <0.05). A 95% confidence interval was observed in terms of the WBGT index between the subgroups of the oven and flattener, oven and cleaning and packing, layered oven and winch oven, and French bread and the wet and dry pastry. However, in terms of the DI index, this difference was found between the sub-groups of the oven and cleaning and packing, oven and mixer with flattener, layered oven and winch oven, and French bread and the wet and dry pastry. Pearson correlation test showed that there was no significant correlation between oral temperature and indices and variables (p<0.05). Based on the results of this study, the mean of WBGT index at the heights of head, waist and ankle was 32.54±5.01, 31.54±3.86 and 30.49±3.12, respectively. Also, according to Kruskal Wallis statistical tests and one way ANOVA, there was a significant difference in WBGT index and dry bulb temperature, natural wet bulb temperature, globe bulb temperature and relative humidity at the heights of head, waist and ankle (P <0.05). The results of the Mann-Whitney test indicated that there was a significant difference between the gender variable and the oral temperature (p <0.05), with the mean of this variable was higher in women (36.7±0.27) than men (36.42±0.84). The results of this study showed that 85.6% of the subjects had a “severe” discomfort index (DI), and regarding the WBGT index, 14.4% and 85.6% were lower and higher than the threshold, respectively.
Conclusion: According to the results, almost all of the workers in the confectionary workshops are exposed to heat stress, but subgroups of oven, mixer, layered oven (cake and French bread), furnace oven (Baghlava and Ka’ak) and the females were exposed to higher stress. So, these subjects have a priority when adopting control measures. It is recommended that measures such as pre-employment examinations, preparation of proper drinks, training the workers, reduction of working time, using thermal shields, using air conditioning system, and paying particular attention to reducing the wet temperature and relative humidity of the workplace are taken to minimize the exposure to heat and the resulting diseases. 

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Background and aims: Today, functions of exercise and physical activity in different aspects are hidden to no one. Sports lead to individuals’ well-being and society’s health, create life safety in all physical, psychological, mental, and emotional aspects, etc. and attract the attention of the committed officials in any society. Accordingly, great investments are made in many countries to provide the grounds for every member of the society to be benefited. However, the results of several studies show that many people suffer from multiple injuries and sometimes die as they are doing sports activities. Therefore, sport is one of the high-risk activities with many professional damages that apart from economic costs on the health, include very serious psychological costs on athletes, families in specific and the whole society, in general. Today, it is believed that most of the accidents (about 85 percent) are due to the errors and carelessness of the employees. Therefore, it seems that Improving the safety culture is a basic solution to reduce these accidents in sports events and fields. Safety culture refers to a set of beliefs, motifs, norms, roles and performances that reduce the encounter of employees and managers to dangerous situations. If the governing safety culture in an organization is positive and desirable, this culture, as an effective factor, can commit all elements of the organization to have a major contribution to the safety of themselves and their colleagues. Management is the key element in the safety culture. Management is the key element in safety culture. Managers play a key and essential role in improving the safety culture, preventing accidents and improving job performance and culturalization, and accelerating the process. Among factors affecting occupational performance is the individuals' personality because the individual personality determines his/ her motivation and attitude toward job and the way the individual responds to job requirements. Today, the value of the personality has been accepted as one of the predictors of occupational and behavioral performance.  According to the researchers, unsafe behaviors are highly influenced by individuals’ personal traits because the individuals’ personality traits determine their motifs and attitudes towards their job and how they meet job requirements. Therefore, individuals related to sensitive and safety-related conditions should be highly sensitive to observe safety principles proportionate to their characteristics and consider creating a positive safety culture as an essential issue in sports activities to reduce accidents effectively. Therefore, by identifying and investigating the personality dimensions of sports places managers, it can be used as a predictor of unsafe behaviors.  In summary, paying attention to numerous risks in sports activities is essential and taking safety culture into consideration as a major priority is natural is sports. Considering the role and responsibility of sport field managers in safety and health of athletes, spectators and other visitors, the present study aims at evaluating the safety culture among sport field managers based on IAEA Model and its relationship with their Demographic characteristics and personality. This study aims at answering the following questions: first, how is safety culture among sport field managers? Second, what is the relationship between the positive safety culture and Demographic characteristics and personality of sport field managers (gender, being extroverted or introverted, and experience and education level)?
Methods: This is an applied study in terms of purpose, a descriptive survey in terms of data collection methodology, and a correlation study in terms of data analysis. The research population includes all the sport field managers in Iran that consists of 22167 participants according to the statistics of the Development and Maintenance of Sports Facilities of Iran. The sample size included 379 participants based on the table of Krejcie and Morgan. Considering the level of errors due to not receiving complete questionnaires (the questionnaires being lost, not answering them, incomplete and invalid questionnaires), a number of 416 questionnaires were distributed and finally, 400 appropriate and flawless questionnaires were collected and analyzed. Multistage sampling was conducted on different provinces and cities and finally, the sample was selected using simple random sampling. The research tools included Eysenck Personality Questionnaire (EPQ) (1968) and demographic variables including 25 questions and the Safety Culture Survey including 35 questions related to the field of learning and teaching, responsibility, safety priorities, leadership and safety integrity. To insure the face and content validity of the questionnaire, its first edition was investigated by the experts in the field and the required corrections were applied on the items according to experts’ comments. The questionnaires were used after the experts confirmed them. The questionnaires’ reliability was calculated to be 0.76 for the Eysenck Personality Questionnaire and 0.82 for the Safety Culture Survey in a preliminary study by internal consistency through Chronbach’s alpha. Descriptive statistics (frequency tables, frequency percentage, average and standard deviation) and inferential statistics (variance analysis, independent T-test, Pearson’s correlation coefficient and logistic regression) were used for data analysis using SPSS 19 at the significance level of p > 0.05.
Results: Demographic findings of the research showed that the majority of the statistical male sample (68.5%) holds bachelor degree (44.5%) and master degree (29.5%). Results showed that the mean safety culture of sport field managers was 130.12 And its standard deviation was 21.5. The score above 105 is regarded as the positive safety culture. The independent T-test showed that the average score of safety culture is higher in women than men and the difference is significant according to the value of t + -2.970 at the significance level of P = 0.00. Results of ANOVA showed that although by the increase in the work experience, the level of safety culture increases, while no significant relationship was observed between the two variables (P = 0.657). Results of ANOVA showed that by an increase in education level, the positive safety culture increases, while the relationship was not significant statistically (P = 0.391). Eta correlation coefficient showed that there is a significant (P = 0.01) negative (r = - 0.19) relationship between being extroverted and the safety culture. Moreover, there is a significant (P 0.00) and direct (r = 0.29) relationship between being introverted and the safety culture. Considering the type of variables and using eta correlation coefficient to investigate the correlation between the variables, logistic regression was used to determine which variables are strong predictors of safety culture. For overall estimation of the model, omnibus test analysis was used. Omnibus test showed that the logistic regression model was significant. That is, it can predict the variables efficiently. The log-likelihood of logistic regression showed that the variables are 69 percent able to determine the dependent variable. The results of Hosmer-Lemeshow test (HL test) for regression fitting showed that the model is appropriate and fit well. This means that a series of variables have predicted the criterion variable. Therefore, the predictors of safety culture should be identified from among the variables. Results of odds ratio showed that the odd ratio of being introverted and extroverted is relatively good. The odds ratio equals beta (β) in linear regression. The ratio was significant with 0.39 for being extroverted and 0.48 for being introverted. In general, the more extroverted the person is, the safety culture increases and it is vice versa regarding being introverted. In this regard, classification of the average values of safety culture aspects showed that safety priority with an average value of 31.5 and responsibility with an average value of 24.2 had the greatest and smallest average values.
Conclusion: Conclusion: The safety culture is an essential element to prevent accidents from occurring in sports places and events. In the view of researchers, the incidence of unsafe behaviors is greatly under the influence of personality traits of individuals, especially managers. Therefore, the current research aims to investigate the relationship between personality traits of sports places' managers and their safety culture. Results showed that the safety culture has a significant relationship with gender, extroversion, and introversion of managers, but has no significant relationship with work experience and education level. It seems that the more positive attitude of women towards occupational issues, psychological and personality traits, higher sensitivity to job safety issues and avoiding risks that makes them attempt to do the assigned tasks in the best way and the least risks, direct more attention to safety culture in women. In addition, unlike the extroverted people who are risk-taking and in search of excitement do not shoulder their responsibilities and believe that accidents are inevitable, the introverted are indecisive, thoughtful and cautious. The introverted believe that events and accidents are results of their actions and are more satisfied with their actions. Since the introverted are conditioned more and quicker, they adapt to the crowd and obey the rules. They pay more attention to the current rules of safety and follow the rules to develop positive safety culture and reduce unsafe actions. Accordingly, the safety culture is higher in the introverted than in the extroverted. Regarding the lack of effect of education level on mangers’ safety culture, it can be stated that courses related to safety in PE is not taught in higher education in the field of physical education. Furthermore, during in-service courses, the training courses are held similarly for all the people at different education levels and this leads to the irrelevance of the awareness of managers and employees about safety and education level. Therefore, investigating different aspects of personality and safety culture, the efficiency in sports organizations can be improved and the accidents in sport events and fields can be reduced besides identifying and assigning people that pay less attention to safety culture to low-risk jobs.
 

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Investigating the effect of light color temperature on selective attention, error and human reaction time
Abstract
Background and aims: In humans, the reaction time limit is associated with several factors. It includes the time that takes to stimulate the sensory member, the stimulus effect is transmitted to the brain, then is perceived and the decision is made; consequently, the command resulting from the decision of the brain is sent from the brain to the functional member, and the member operates. Failure to respond at the right time may result in human error and the occurrence of incoming incidents. There are important factors that affect the reaction time. Attention is one of the important factors affecting the speed of the reaction. Selective attention and correct perception of several stimuli among the other stimuli is one of the effective factors in promoting productivity and safety. Additionally, various environmental factors may be effective in determining selective attention, increasing the number of errors and the human response time in detecting triggers. Environmental lighting is one of the factors affecting the processing mechanisms of the brain. In the design of indoor and outdoor lighting systems, the quality parameters of the lighting system are usually less considered. Color temperature is one of the most important qualitative parameters of light, which is measured by the Kelvin unit and is an indicator for the brightness and color of the light. The aim of this study was to investigate the effect of color of light temperature on selective attention, error rate and reaction time.
 Methods: This research is an interventional and laboratory study in order to determine the effect of the color of light temperature on human error, selective attention, and reaction time of students in Tarbiat Modares University (TMU) of Tehran during the fall of 2018. All students were in the same age range. The inclusion criteria for the study were; not having any eye-related diseases, such as diminished vision and subtlety, and mental-psychiatric disorders. On the day before performing the test, individuals were urged to have enough sleep and rest, to adhere to a regular diet, and to avoid taking medicines, coffee and caffeinated drinks. In this interventional study, 92 students (36 female and 56 male) from Tarbiat Modarres University of Tehran with an average age of 28.33 years were recruited as subjects. The measurements and tests related to selective attention and reaction time of individuals were performed in 4 locations with an equal lighting system and different color temperatures (3500, 4000, 5000, or 6500 degrees Kelvin). In the first stage of the study, in order to determine the effect of the color of light temperature on the studied parameters, the participants were randomly divided into four groups with 24 subjects in each group. Before the main test was being performed, the subjects were kept in rooms adjusted to a brightness of 3500° K to rest for at least 5 minutes in order to be adapted to the situation, and then, in the same conditions, to become familiar with the test method they were studied with the Stroup software. In the second step, each group was placed in a separate room where the levels of brightness had been designed with one of the lighting systems to yield a color temperature of 3500, 4000, 5000, and 6500° K. Cognitive performance tests including reaction time, accuracy and selective attention were measured using Stroop tests.
Measurement of interference score and interruption time, which are indicators of selective attention, were calculated by measuring the difference in the error rate and the reaction time in detecting incongruent and consonant words. Stroop test was used to determine the reaction time, error and other parameters. This test consists of two parts; the practice and the main test, each of which has 3 stages. The first step is to name the color in which circular shapes appears in green, blue and red colors and the participant, upon viewing the image, applies pressure on keyboard buttons which are labeled with colors corresponding to the ones on the screen. The second step is to name the word which appears in a white box. The names of the colors appear, and as soon as the correct word is recognized, the person being tested should press the color word associated to the word on the keyboard. The third step, which is the main stage of the test, is a non-consistent word (red-green-blue) shown randomly and sequentially on the monitor's screen. The subject must only press the keyboard button with the same color, only emphasizing the color and regardless of its connotation. In this test, 48 matching colored words (the color of the word is identical with the meaning of the word; red, yellow, green and blue) and 48 non-consistent colored words (the color of the word is not the same as the word meaning; for example, the blue word shown in red). The time lap between the stimulants was 800 milliseconds and the duration of each of them was 2000 milliseconds. The subject's task was to select the correct color only. Finally, the data were analyzed using SPSS software.
Results: Based on the results of this study, the highest mean of correct selection (474.49 ± 10.65) and the lowest mean of the correct ones (654.49 ± 11.77) were assigned to the color temperature of 6500 and 3500 ° K, respectively. Also, the highest mean, the error (15.65 ± 9.77) and the lowest mean error (10.94 ± 9.4) were reported at a color temperature of 3500 and 6500 ° K, respectively. According to the results of this study, with an increase in the level of color temperature from 3500 to 5000° Kelvin, the number of questions that were not responded decreased. Likewise, the number of unanswered questions for the color temperature of 6500 °K slightly increased compared to the color temperature of 5000 and 4000 °K. The results also indicated that, with an increase in color temperature from 3500 to 6500 °K, the reaction time to visual stimuli also decreased.
The highest interference score was in the light color temperature of 3500 °K which suggests that the number of faults in subjects in naming inconsistent words relative to consonant words at a color temperature of 3500° K was high compared to the other color temperatures. Also, according to Fig. 3, the maximum interference time at light color temperature is 6500 ° K. This suggests that the performance time of the subjects in naming incoherent words relative to consonants at a color temperature of 6,500° K compared to other color temperatures was more significant. Although the average response time under lighting condition with color temperature of 6500° K (718.95 ± 65.33) was less than the color temperature of 3500° K (728.58 ± 43.48), according to the results of the study, with a decrease in color temperature, the increase in mean response time was observed, but this difference was not significant (p <0.05).
In the present study, we compared the mean of the studied variables (interference score, interference time, correct number, number of errors, unanswered items and response time) among classified groups tested under different lighting conditions with color temperatures (3000, 4000, 5000, and 6500 degrees Kelvin). One-way ANOVA was used for data analysis. Based on the results of Tukey's post-test, the mean of correct responses under lighting conditions with a color temperature of 6,500 ° K was significantly higher than the other color temperatures, and the average for the number of correct responses at the color temperature of 5000 was significantly higher than 3500 and 4000° K (p <0.05). The average light error rate with a color temperature of 6500 ° K was significantly lower than the mean error at color temperature of 3500 and 4000 ° K, and also the average error under lighting condition with a color temperature of 5000 K was significantly lower than 3500 and 4000 ° K. 0> p). Also, based on independent t-test (Table 2), there was a significant relationship between subjects’ gender and variables such as interference score, interruption time and number of unanswered questions. For all of these three variables (interference score, interruption time and number of unanswered questions) mean in men was significantly lower than women (p <0.05). Based on subjects’ gender, the average response time under different color temperatures showed that the response time (or reaction time) of female students under lighting conditions with 3000 and 5,000 ° K was higher than that of male students, while under lighting conditions with 4000 and 6500° K the response time of male students was higher than that of female students. Although the average response time under different color temperatures was different between male and female subjects, based on the results from independent t-test, such difference was not significant.
Conclusion:  In general, the results of the study showed that when subjects are exposed to a light color temperature of 6,500 ° K, the number of correct responses by them is higher than those exposed to other color temperatures, and with increasing the color temperature of the light source the number of correct answers increases. Also, according to the results of this study, the levels of error decrease by increasing color temperature of light source. Based on the results of this study, it is suggested to make use of light sources with a color temperature of 6,500 ° K in designing the lighting system of the places where human reaction time and error are of great importance. Accordingly, it is recommended to repeat this study in other demographic groups, as well as taking into account the qualitative parameters of the lighting system in addition to its quantitative parameters.
Keywords: color temperature , light, selective attention, reaction time

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Introduction:In hairdressing career the disregarding of hygiene and also the use of contaminated equipments result in major convection of diseases such as viral, bacterial and fungal infections, eczema,and verruca.Assessment of knowledge,attitude and practice of hairdressers is necessary for the guarantee of public health.
 Methods:this cross sectional study was conducted in total160 female beauty salons with legal work permit in Garmsar.The questionnaire containing 50 question regarding the personal details,knowledge,attitude and practice was used to data collecting.
 Results:The mean age of hairdressers interviewed was37.4±10years. In total hairdressers,only 130 person (83.1%) had good knowledge about the possibility of convection of AIDS,hepatitis B and C from people seemingly healthy but infected, also 155 personb(96.9%) had knowledge about threat of receiving hazardous infectionbfrom sharps.Attitude of the hairdressers was associated significantly with educational level and work experience(P<0.005).Out of total participants 95% had good performance about the use of alcoholic light, oven or autoclaves to sterilize their sharp and winning tools and 5%of the participants who used other materials or equipment had a bad performance.
 Conclusion: Although the knowledge,attitude and practice of hairdressers in Garmsar city were good.The implementation of teaching programs is recommended to promote their condition.

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Abstract
Background and aims: Traffic safety is a major concern all around the world. About 1.5 million people die each year from road accidents and 50 million are injured. These figures account for about 1/2 percent of all deaths in the world, making road crashes the ninth most common cause of deaths. In Iran, the number of road accidents and their fatalities is significantly higher than the world standard. As the annual incidence rate of 32 cases per 100,000 is the second leading cause of death and the most common cause of injuries. The need for road tunnels increased with the development of road transport to reduce traffic congestion, reduce travel time and save energy. The construction of these tunnels created visual problems associated with the physiological mismatch of the drivers' eyes at the inlet and outlet of the tunnel resulting in an increased risk of traffic accidents. Therefore, standards were developed to improve safety and reduce traffic accidents in these tunnels, including CIE 88-2004, PR-22-05 and IESNA. In order to safely cross the road tunnel, it is essential that all drivers have sufficient information about the road ahead, potential obstacles, and the presence and performance of other drivers. Therefore, one of the key factors in preventing accidents in road tunnels is the installation of lighting systems. The purpose of lighting in road tunnels is to provide an appropriate degree of safety for drivers during entry, transit and exit of the road tunnel, both over the day and night. According to CIE 88-2004, the purpose of road tunnel lighting is to create a safe and comfortable environment throughout the tunnels so that drivers along the road will have sufficient information on the road, possible obstacles and the direction of movement of other vehicles. According to the CIE Technical Report, drivers have different visual problems as they approach, enter, and exit the tunnel. One of the main causes of road accidents in tunnels is the lack of design of an optimal lighting system. Therefore, the aim of this study is to evaluate the luminance in a road tunnel based on CIE88-2004 standard in order to reduce the number of accidents caused by visual problems.
 
Methods: In the present study, CIE88-2004 was used to evaluate the luminance in road tunnels. Early stages in assessing and evaluating luminance road tunnels include the determination of safety stop distance, equivalent veiling luminance, atmospheric luminance and wind screen luminance. The safety stop distance is equal to the sum of the distance between the barrier processing in the brain and the driver's motor response to the brake, so that this distance prevents the vehicle from colliding with potential obstacles in road tunnels. Equivalent veiling luminance is caused by the reflection of light from the environment around the tunnel, to the drivers' eyes, resulting in reduced contrast in the tunnels. Luminosity caused by factors such as dust in the atmosphere that make light scattering is called atmospheric luminance. One of the main reasons for the reduction of contrast in the eyes of drivers is due to the diffusion of light in the windshield. To determine the equivalent veiling luminance, photographic camera with 35mm lens and Holiday-Stiles was used. In order to determine the brightness of the equivalent view, the percentage of environmental factors (sky, road, rock, building and grassland) were determined by drawing a polarized halide diagram on the tunnel entrance photo and considering the networking of each segment of the rings. It should be noted that in some areas, the luminance level was not included in the luminance calculations due to the dashboard and the roof of the car, which prevents drivers from glaring. To determine the atmospheric luminance and wind screen luminance, HAGNER luminance meter model S3 was used. After determining the equivalent veiling luminance, atmospheric luminance and wind screen luminance of the vehicle, the required luminance in different areas of the study tunnel was designed using the CIE88-2004 standard. According to CIE-88-2004, in order to prevent road accidents caused by poor lighting, road tunnels are divided into 5 areas: access zone, threshold zone, transition zone, interior zone and exterior zone. The access zone is the distance before entering the tunnel which is equal to the length of the safety stop distance. The threshold zone is the first area inside the tunnel that requires a great deal of artificial lighting to manage and control the adverse effects of the black hole phenomenon. In the transition zone, due to the driver's transition from the bright environment outside the tunnel to the dark environment inside the tunnel, the eye must adapt to these changes in brightness. The interior zone is the longest area in the tunnel and usually requires low illuminance levels. Exterior zone; this area again prepares the eyes for sunlight and usually requires a high level of illuminance to adapt the eye from the tunnel to the light outside the tunnel.
Results: In determining the safety stop distance, the average reaction time was set to 1 second according to the CIE standard recommendation. Based on the tunnel location and the 10-year data of Ilam Weather Station No. 40780, the average annual rainfall was 73.8 days. According to the Paris recommendation, the coefficient of friction between the road and the tire in places where the average annual rainfall is more than 75 hours, the road condition is considered wet in access zone of tunnel. Therefore, the coefficient of friction between the road and the tire was 0.35, taking into account the wet road surface and the maximum speed allowed by vehicles passing through the tunnel. Then the safety stop distance in the tunnel was set 69.6 m. After estimating luminance in all polarized halide diagram rings, the equivalent veiling luminance was determined equal to 127.5 candela per m². Also, the wind screen luminance and atmospheric luminance were measured 234.4 and 308 candela per m², respectively. Then, according to these measurements, the required luminance levels in the first and the end of the second part of the threshold zone were determined as 576 and 230.6 candela/m², respectively. Then, according to the safety stop distance (69.6 m) and heavy traffic volume, the required luminance level of the interior zone was 6.2 candela/m2. After determining the luminance in the interior zone of the tunnel, the type of tunnel (long, very long) must be specified. Therefore by reducing the length of the threshold zone (69.6 m), transition zone (432 m) and exterior zone (89.6 m) of the entire tunnel length (1200 m), the length of interior zone (608.8 m) was determined. Thus, by dividing the maximum permissible speed of vehicles inside the tunnel by the length of the interior zone, the time interval by the interior zone was determined to be 33.8 seconds. Because the time interval in the interior zone for studied tunnel was more than 30 seconds, the tunnel was classified as very long tunnel and the luminance in the second part of the interior zone was 2.3 Candela/m². Also, according to the CIE standard, the luminance at the end of the exterior zone increased by 5 times compared to the second part of the interior zone, which equals 11.5 candela per square meter.
Conclusion: Lighting in road tunnels is of particular importance as neglecting it can cause major problems with driver safety such as black hole phenomena (before entering the tunnel), mismatch (during tunnel entry) and white hole phenomena (as exiting the tunnel). In this study, the required luminance (designed) in the initial part of the threshold zone was 576 candela per square meter with respect to the equivalent veiling luminance resulted from the tunnel surrounding, wind screen luminance and atmospheric luminance. This amount of luminosity required at the tunnel entrance can be reduced in appropriate ways such as; installation of asymmetric lighting systems inside the tunnel (of course, asymmetric lighting systems have some disadvantages, such as the high need for the high ceiling, also, not adjusting asymmetric lighting systems in the opposite direction of traffic can increase the flicker effect). Another way to reduce the required luminance is to reduce the luminance of the surrounding of tunnel environment. By changing the surfaces around the tunnel from high reflective materials to low reflective materials (planting grass and trees), the level of luminance can be significantly reduced in the eyes of drivers in the tunnel access zone. In road tunnels, drivers should identify road barriers at least at safety stop distance to prevent accidents. Effective ways to quickly adapt the drivers' eyes to the dark inside the tunnel have been investigated, including the installation of semi-transparent structures to move the threshold zone to the outside of the tunnel. This allows the use of sunlight to achieve the desired luminance. Although most problems occur at tunnel entrances, the eye matching from low luminance inside the tunnel to high luminance outside the tunnel in the exterior zone of tunnel should not be ignored. Although this process is relatively fast, however, a high difference in luminance between the end of the tunnel and the environment outside the tunnels should be avoided.
 

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Background and Aims: management of change is one of the requirements of quality standards  in dynamic industries. Make changes without evaluation can be a challenge, if not managed properly, can be irreparable damage. Failure to management of change can cause an organization in the HSE area to face many problems, including accidents and work-related illnesses or unwanted environmental pollution. Determining the criteria for assessing the consequences of change may help the organization determine whether this change is in the organization or not. On the other hand, change in the organization is compulsory in many cases. Assessing and determining the causes of the impact of a change can help the organization to improve its readiness to deal with possible emergencies through the implementation of a change. Any change in the manpower, equipment, processes and procedures of the organization will be likely to create new health, safety and environmental hazards. The management of change process helps to ensure that the organization (production or service) operations are carried out safely and reliably. It should be noted that many policies, safety instructions and safety processes have been created in the organization based on traditional thinking and are less reviewed and changed, which does not interfere with the changes that have occurred in the technology. The aim study aims to provide a change management model with the HSE approach.
Material and methods: In this study, firstly, the contributing of change management process were defined based on the HSE approach according to available resources. In the first stage, 15 criteria and 40 sub-criteria were determined. Then, using the experts' opinion, the most important ones were selected, in which 5 criteria and 12 sub-criteria were defined. In this research, expert someone who has at least a Bachelor's degree in the field of HSE, industrial engineering or industrial management. Also have at least 10 years experience in the copper industry. At this point, 10 experts were selected. A pairwise questionnaire (prepared by researchers) was used to collect expert opinion. Experts were used to determine the validity of the questionnaire. Matrix correlation coefficient as well as Cronbach's alpha coefficient were used to change its reliability. At this stage, we used the FAHP method to determine the weight of effectiveness and prioritization of the criteria. To provide a conceptual model of the study, it was necessary to determine the relationship between the criteria to determine which criteria were defined as being setting Effect measures in the change management process and which criteria were defined as a receiver Effect measure of the management of change process. In this section, research and determination of the criteria of the criteria was used with the main change management process from DEMATEL. DEMATEL's results were categorized into two setting Effect and receiver Effect groups. Based on the results, it was proposed to present a decision model for assessing and ranking the changes, as well as providing a decision model for assessing the implementation of the change. At last, Based on the results, a linear model was proposed for evaluating and ranking the changes, as well as providing a decision model for evaluating the implementation of the change.
Results: In the first stage, the results of FAH in determining the weight and ranking of main criteria showed that among the main criteria, the main criterion is the consequences of the change and then the ability to execute the change. The lowest priority is the change type, which has a lower rating. In the case of sub-criteria, the results showed that among the sub-criterion that influences the management of chang process, the following is the highest priority under the criterion of the level of effectiveness and type and outcome probability, and the budget and facilities needed. Changes in equipment and organization and manpower are of the lowest priority.
The results of the DEMATEL section to determine the internal relations of the criteria with the change management process for the conceptual modeling of the research showed that the highest criterion of setting Effect among the sub criteria is the type of change with the sub-criterion of organizational changes and the ability to execute with the sub-criterion of the required facilities and HSE management With a safety degree. Also, the most receiver Effect measure in managing change is the change outcome with the sub-criterion of the type of outcome and the standard of HSE management with the sub criteria of environmental pollution.
According to the results obtained from normalizing the data, the decision model of priority and choosing the changes defined is as follows.

Where in; S is degree of Safety, H is degree of Health, B is Budget required, F is facility required, O is organization, Hu is Human, Ma is Management, Eq is equipment. It should be noted that all defined parameters have 0 or 1 state (they are realized 1 and they are not reached 0). It is clear that as much as the number of ASSESS is higher, the defined change has a higher priority in execution.
According to the results obtained from the normalization of data, the decision model is the priority of implementing the defined changes as follows.

 Where in; I is conseqence of change (if consequence is acceptable I is 1. If consequence is unacceptable I is 0), Ip is probablity of conseqence (if probeblity is high then Ip is 1. If probability is low, then Ip is 0) , P is performance (if performance is acceptable P is 1. If performance is un acceptable P is 0), E is environmental pollution (if changes cause enviromental pollution, E is 1. If changes don’t cause environmental pollution, E is 0). It should be noted that all defined parameters have 0 or 1 state (they are realized 1 and they are not reached 0).
Conclusion: Using change management models can make changes without putting a lot of challenge. In the copper industry, due to changes in environmental conditions and the dangers of this industry, the cosequence of change is prioritized. In other industries with their own structures, creating a change management structure may vary. The results show that the most important issue in the change management process is the assessment of executive capacity and the assessment of the consequences of the change. Also, in evaluating the feasibility of making changes, there is a need for comprehensive studies to be made so that we can properly and accurately plan the resources needed to implement the change. Using decision models, especially the use of models that represent the internal relations between decision-making criteria, can act in the formation of new conceptual models with a new approach.
 

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Background and aims: According to the World Health Organization (WHO), unfortunately, about 1.35 million people are killed in traffic accidents annually, and more than 16,000 are killed on Iranian roads, according to the National Forensics Organization. It is estimated that the third leading cause of death in 2020 will be road traffic crashes around the world. This has led traffic accidents and injuries to be considered a globally serious public management problem. Although the restrictions of urban settings appear to reduce accidents, the frequency of these events remains alarming. There are four elements that affect traffic collisions: road, vehicle, environment, and human factor - which plays a more prominent role than other elements. In this context, it is important to examine the behavior of urban taxi drivers, who constitute a significant portion of urban road users.
Driving is a complex practice that is influenced by different variables such as age, gender, mentality, and health status.  Driving behavior can be predicted by psychological factors such as attachment and personality. Personality have long been recognized as one of the major factors that are closely related to dangerous behaviors and traffic collisions. The results of many studies indicate that personality is associated with car accidents. For example, risky driving behavior is inversely related to friendliness, directly related to emotion-seeking, and inversely related to agreeableness and conscientiousness. High extraversion, low compliance, and low conscientiousness are also associated with neural and neural driving styles. Risky driving is also associated with high neuroticism, low compliance, and low conscientiousness. Therefore, it can be stated that there is a relationship between driving style and personality dimensions. It can be said that driving style is a type of behavior that is subordinate to personality traits and the assumption that personality affects driving has prompted many researchers to study the relationship between personality factors and driving style.
The group of people who are most present on urban roads is taxi drivers who form a significant part of the urban driver community. However, few studies have so far been devoted to examining the driving behavior of taxi drivers. Investigating the relationship between personality and driving style of taxi drivers can provide a better understanding of their performance in specific traffic situations. Despite the importance of this issue, it has not been addressed in previous research. Therefore, the purpose of this study was to investigate the relationship between the driving style of taxi drivers in Tehran city and their personality dimensions.
Methods:  The study population consisted of all taxi drivers working in taxi stations in Tehran. A total of 89 taxi drivers were randomly selected and were asked to complete the questionnaire. They were asked to complete a questionnaire that included three sections: demographic information, personality questionnaire and driving style questionnaire. Demographic information included questions such as age, education, marital status, and driving history per year. The method of completing the data was that a written questionnaire was provided to the driver and he was required to answer all questions carefully. Each questionnaire took about 10 minutes to complete. After data collection and structuring, IBM SPSS Statistics 24 software was used for data analysis.
The 44-item Multidimensional Driving Style Inventory (MDSI) was used to explore the driving style of the subjects. The styles were classified into four categories: inattentive, anxious, nervous, and cautious.  A six-point Likert scale (‘never’, ‘rarely’, ‘sometimes’, ‘usually’, ‘most often’, and ‘almost always’) was used to answer each item.  The NEO Five-Factor Inventory (NEO-FFI) was employed to assess the personality dimensions of individuals. This questionnaire consists of 60 questions that assess the personality of the subjects in terms of extraversion, conscientiousness, neuroticism, openness, and agreeableness. A five-point Likert scale (from ‘strongly agree’ to ‘strongly disagree’) was adopted to respond to each item. Correlation analysis and stepwise regression were used to analyze the results. Using regression modeling, an attempt was made to discover a relationship that would predict driving styles by considering personality dimensions of taxi drivers.  To this end, four regression models were used, each considering one driving style as the dependent variable. Besides, the five personality dimensions were regarded as predictor (independent) variables. Possible relationships between these variables were probed using stepwise regression.
Results: The average age of drivers who completed the questionnaires was about 44 years, with a standard deviation of around 11 years.  This indicates that the age distribution of participants was acceptable, such that all related age groups cooperated in filling out the two inventories.  It was found that 6% of drivers had less than 4 years, 12% between 5-10 years, 27% between 11-15 years, 28% between 16-25 years, and 27% more than 26 years of driving experience. These figures illustrate the long driving history of the subjects and their professionalism. For the educational status of the questionnaires, five categories of "less than high school", "between high school and postgraduate", "bachelor", master "and" doctorate "were considered. The results showed that 41% had less than high school education, 40% between high school and postgraduate, 16% had a bachelor's degree and 3% had a master's degree. The marital status of the participants showed that 15% of the individuals were single and 85% were married.
The mean scores of drivers were moderate in terms of inattentiveness, anxiety, and nervousness, but high with respect to cautiousness. Concerning personality, the drivers scored higher in terms of conscientiousness, extraversion, and agreeableness than openness and neuroticism. Of course, because it is a negative personality traits, the low score of neuroticism is desirable and positive.
The results of correlation analysis demonstrated that inattentive driving style is negatively correlated with conscientiousness and agreeableness. By the same token, anxious driving style is negatively correlated with conscientiousness, agreeableness, and extraversion, but positively correlated with neuroticism. Nervous driving style is similar to anxious driving style.  However, the results of the cautious driving style are somehow opposite to the nervous and anxious driving styles; thus, this style is positively correlated with conscientiousness, agreeableness, and extraversion. In other words, the personality dimensions of conscientiousness and agreeableness are inversely correlated with unsafe driving styles (inattentive, anxious, and nervous) but directly related to the cautious driving style.
This paper also used regression modeling to explore the relationships of variables and attempted to establish a relationship to predict driving style using taxi drivers' personality dimensions. For this purpose, four regression models were considered, in each of which one of the driving styles was considered as dependent variable and five personality dimensions were considered as predictor or independent variables. In all models, conscientiousness entered the regression equations in the first step. The dimensions of agreeableness and openness that came in the second step of the nervous and reckless driving styles, respectively, have a relative impact on driving styles. But since extroversion and neuroticism have not entered into any of the regression equations, it can be concluded that these variables have no effect on the driving style of taxi drivers in the presence of conscientious personality dimension. Therefore, the results of regression equations also indicated that conscientiousness is the main characteristic which predicts one’s driving style. In addition, the negative coefficient of conscientiousness on anxious, nervous, and inattentive driving styles displays its inverse relationship with these styles, while its positive coefficient on cautious driving style suggests its direct relationship with this style. These results also corroborate the findings obtained via correlation analysis of these variables. The same result is also evident in the correlation between agreeableness and driving styles. Since conscientiousness and agreeableness are positive personality traits, their negative association with unsafe driving styles (anxious, nervous, and inattentive) and their positive relationship with the safe driving style (cautious) are reasonable.
It can be concluded, therefore, that the scoring of different driving styles among taxi drivers can be predicted only by the personality dimensions of conscientiousness, agreeableness and openness. Since each personality dimension in the Neo-Short Form Questionnaire has 12 questions, while using the NEO Personality Questionnaire we have an estimate of the taxi drivers' driving style with only 36 questions (conscientious, agreement and openness) Driving style scores can be predicted.
Conclusion: Using the results of this study, urban transportation policymakers of Tehran could make more appropriate decisions to improve the behavior of taxi drivers.  The prevalence of low conscientiousness and agreeableness among taxi drivers, as people who spend a lot of time transporting citizens, is a matter of great concern and needs to be taken seriously.  In this context, it is recommended that a research group be set up to examine more precisely the cause of this problem and to organize appropriate courses or consider incentive programs for resolving this issue. Changing this behavior requires constant cultivation. Long-term strategic plans need to be developed for this purpose. Another suggestion is that taxi drivers be screened periodically (e.g. annually) with regard to their personality traits. Since it is possible to predict the driving style of taxi drivers by means of the obtained regression relations and 36 questions, it is proposed to require drivers with unsafe driving styles to participate in tailored educational programs.