دکتر شیرازه ارقامی

Usability is a criterion that indicates a product’s applicability and ease of use. A usable product allows the user to perform a task correctly and quickly, preventing errors and fatigue. The present study aimed to determine the ergonomic usability of the Zanjan University of Medical Sciences website of educational management system from the students’ viewpoint in 2019 and 2020.

This cross-sectional study evaluated the usability of one of the websites for educational management systems using a standard questionnaire. The study examined the utility of web-based applications in the research processes automation field. The questionnaire was embedded in Google Forms and emailed to Zanjan University of Medical Sciences students, 404 of which returned. The data were analyzed with a 0.05 confidence level using SPSS software version 16.

The 404 participants’ data showed that among the questionnaire nine factors, the highest and intermediate-range mean were for “Ease of Use” at 19 and 4 and for “Ease of Learning” at 18 and 4. Moreover, they were 13 and 3 for “System Capabilities,” 13 and 2 for “System Usability,” and 10 and 2 for “User Satisfaction.” In addition, “Errors Management” received 10 and 2, “Display” 10 and 2, “System Terms and Information” 8 and 2, and “User Environment Personalization” 5.5 and 3 as their highest and intermediate-range mean, respectively. Most questionnaires did not differ significantly depending on the age variable, meaning that different age groups had similar answers to most factors. The two sexes showed a significant difference in the responses to the “Usefulness of the System,” “Ease of Learning,” and “Display.” A significant difference for other factors was found in examining the relationship between educational level and the questionnaire factors. However, the “Error Management” and “Display” factors did not significantly differ, considering the educational levels.

The results showed that more attention should be paid to ease of use and learning in re-designing this website. However, it is necessary to consider all factors affecting usability.

For more than a decade, Iranian researchers have been concerned about the third- generation university and have conducted various studies in this field. Collecting and analyzing the ideas presented in these studies may pave the way for finding a path for transformation into third-generation university. This study tries to introduce the requirements of moving Iranian universities towards the third generation university by reviewing reliable articles.

This study formed on the conceptual review method using the framework introduced by Arksey and Ochr('39')Malley in eight steps. All original articles of the last three years (2017-2019) in journals with scientific-research index were extracted from the database for information of national publication and the database of the Scientific Information Center for education, culture and research. By considering the exclusion criteria, 12 articles remained in this study.

Conceptual review of articles, separation and recombination of components led to the formation of 9 intra-university requirements divided into: intermediate requirements (entrepreneurship culture and development), basic requirements (vision, mission, goals and strategy, and management and leadership), and providing platform and support (entrepreneurial policy-making, and university development).

It appears that the proposed model in this study is suitable for starting to move towards university entrepreneurship and taking the first steps. Of course, depending on the growth rate of entrepreneurship in each university, intense studies of these requirements may be necessary.

Bus drivers, like other drivers, are prone to unsafe behaviors. Accidents are related to driver misbehavior. Because traffic accidents in intra-city and intercity routes are different, at least part of it may be related to driver behavior. The aim of this study was to compare the dangerous driving behavior intra-city and intercity bus drivers.

This descriptive-analytical study was performed on 107 intra-city bus drivers and 99 intercity bus drivers in the city of Zanjan using demographic characteristics questionnaire and Dula Dangerous Driving Index. Finally, after data collection from tests t-test, chi-square and multiple linear regression were used in SPSS19 environment at a significance level of 0.05 for statistical analysis.

The average weekly working hours of intra-city bus drivers are significantly higher than intercity bus drivers (p < 0.05). Also, the average of dangerous driving index and its factors, except for aggressive driving, were higher in intra-city bus drivers than intercity bus drivers (p < 0.05). In addition, the variable of weekly working hours had a negative effect on the score of RD in the intra-city drivers. Whereas it has a positive effect on NCED and DD in the intercity bus drivers (p < 0.05).

despite the lower number of fines and deaths on intra-city routes, it is necessary to take more serious control measures for risky behavior driving. These measures can include developing intervention programs to manage bus driverschr working hours to reduce fatigue, as well as raising driverschr  awareness for less risky driving behaviors.

Road traffic accidents (RTAs) have always a major concern and human factor has been recognized as their leading cause. Since taxi drivers play a significant role in accidents, the main purpose of this study was to provide a valid and reliable version of the Dula Dangerous Driving Index (3DI) for taxi drivers working in the city of Zanjan, Iran.

Based on the convenience sampling method, 316 taxi (including taxi, internet taxi, etc.) drivers were recruited in this descriptive study. The 3DI contained 28 items within three factors related to dangerous driving behavior. After linguistic validation, qualitative and quantitative face validity was determined for the given questionnaire. Consequently, content validity index (CVI) and content validity ratio (CVR) were assessed by a panel of 10 experts. Internal reliability was further calculated based on Cronbach’s alpha coefficient and test-retest method.

The results revealed that face validity (1.60-3.82.), CVR (0.8-1), and CVI (0.891-1) were acceptable. Cronbach’s alpha coefficient was also 0.896 for the total reliability of the instrument and 0.95, 0.89, and 0.94 for each factor, respectively. In addition, Spearman’s rank correlation coefficient was 0.871 (P-value<0.001).

The results ultimately demonstrated that the Persian version of the 3DI had adequate reliability, as well as, face and content validity. However, construct validity remains.

Road traffic accidents are considered a major threat to public health worldwide and are usually referred as “hidden epidemic”. In developing and middle-income countries, however, worries are more severe. For example, a national study in Iran found that traffic accidents ranked first in the number of years of life lost due to premature death in Iran. Various studies have divided the factors affecting the occurrence of traffic accidents into three categories: human, vehicle, and environmental factors. The human factor has a decisive role in the occurrence of accidents. In a way that based on studies, this role in traffic accidents could be 70 to 90%. It is clear that study in this area, like other research, requires data collection. Since archival information about driverschr('39') behavior is often incomplete and difficult to obtain, researchers often have to evaluate driving behaviors using self-report tools. One of the foremost common self-reporting instruments used in research focused on driver behavior is the Manchester Driving Behavior Questionnaire (MDBQ). The only complete Persian version of MDBQ has been published by Oreyzi et al. (2010).The authors of the present study had initially intended to use a Persian MDBQ questionnaire to conduct a field study. But while comparing this questionnaire with the original one (in English), they found several shortcomings in the Persian version. For example, it can be mentioned the lack of attention to the difference between regular driving of the road in the UK (on the left side) and in Iran (on the right side). Since the accuracy of data collection tools is vital in research, the authors intended to revise the Persian version of this widely used questionnaire. The purpose of this study was to re-evaluate the psychometric properties of MDBQ.

The original MDBQ version developed by Reason (1990) with 50 items responding in a five-point Likert scale (never = 1 to always = 5). The items are divided into four categories according to the type of behavior including slip, deliberate violation, mistake, and unintentional violation. To evaluate the psychometric properties of the Persian version of MDBQ, the linguistic, face, and construct validity were check, as well as, instrument reliability. For assessing the linguistic validity of the questionnaire, the original version of the DBQ questionnaire was translated by English-speaking experts, one of whom had more than ten years of driving experience in European countries. In this way, it was possible to implement traffic signs and regulations in the country of origin and Iran (localization of items). This was followed by other linguistic validity steps.To investigate the qualitative face validity of the questionnaire, the questionnaire was given to 15 drivers to express their views on each of the questionnaire items in terms of difficulty, appropriateness, ambiguity, relevance, and ambiguity of the instrument items. To study the quantitative face validity of the items (impact factor), the questionnaire was given to 14 members of the target group (drivers) and asked to rate the importance of each item in the questionnaire in a five-point Likert scale (from not important at all = 1 to very important = 5). The criterion for accepting each item is the score of the impact factor, which should not be less than 1.5.Content validity was studied using the content validity ratio (CVR) and content validity index (CVI). For this purpose, a questionnaire was provided to 10 members of the expert panel (expert on safety and occupational health and health education) who were fully acquainted with the content validity assessment. After making the necessary changes based on the expert panel opinions, the mentioned indicators were calculated. To evaluate the CVR (necessity of each item), the group of experts was asked to classify each item according to the three-point Likert scale (essential = 1, useful but not necessary = 2 and not necessary = 3). Then the content validity ratio was calculated. The CVR acceptance criterion based on the number of experts (n = 10) was 0.62 and the minimum CVI acceptance was 0.79.In this study, 500 participants (drivers) took part in the phase of the construct validity evaluation. To access these people, parking lots, commercial complexes, parks, etc. were referred to. All drivers with a driving license could potentially be among the participants, except for illiterate drivers and drivers with less than three years of driving experience.  Informed consent was obtained from all participants prior to submitting the questionnaire. Statistical tests were performed using SPSS 16 at the significant level of 0.05. In this study, Bartlett’s Test (BT) was applied to ensure that there were sufficient correlations between the statements in the questionnaire to be able to integrate them and cover the factors. The rotated factor matrix was used to interpret the functional structures of the Manchester Driving Behavior Questionnaire. To determine the number of MDBQ questionnaire factors the Scree Plot and Eigenvalue methods were used in this study. Cronbachchr('39')s alpha coefficient was used to evaluate the internal consistency in this study. For this purpose, the alpha value above 0.7 was considered acceptable.

The linguistic validity, as well as, comparing each item of the available Persian version of MDBQ (2010) with the original English version revealed that besides, shortcomings in translation, there were technical and cultural in some items of previous Persian version MDBQ (2010). The authors classified all shortcomings into three groups as follows:Criticism 1: Differences in the regulation or signs of driving in Iran and the United Kingdom (such as driving on the left side of the road; or the lack of a specific shape of the line in Iran).Criticism 2: Translating the items into Persian, including incorrect translation or deletion of some words.Criticism 3: Editing items (such as inappropriate verb tenses, prepositions, pronouns, etc.). At first glance, this critique may seem to be a matter of taste. However, it should be noted that an easy understanding of the items can have a serious effect on the correctness of the participantschr('39') responses.The amendments, based on differences in traffic rules or signs in the two countries, included 8 items (16 percent). While incorrect translation, 34 items (68%) and non-fluent items accounted for 18 items (36%).It should be noted that for some items, only one modification was sufficient, but some required two or three modification s. Of the 43 items changed, 28 items (56 percent) required one, 13 items (26 percent) required two, and two items (4 percent) required three modification/s. It is obvious that Criticism 2 (editing the items) has given itself the most abundance. One of the things that came back to this critique was the use of the words vehicle, machine, and automobile at random to translate the words vehicle and car. In the suggested version, the appropriate equivalent fixed words for vehicle and car have always been used in translation of the items. Also in the suggested version, the authors intentionally changed the translation of some of the items. Because, in the English version, there were cases that were not compatible with the conditions of Iran, such as: In item 8, the multi-level car park is mentioned that in some cities of Iran this type of parking does not exist yet. For this reason, the word "multi-level" was removed from the item. In items 26, a restaurant and a pub are mentioned, which are consumed in accordance with the western culture of alcoholic beverages in these places. Due to the lack of such places in Iran, this phrase has been omitted. Instead, given the importance of drug and sleeping pills use, this has been added to the item. In item 27, the original questionnaire does not provide an example for this item, but the authors concluded that in order to better understand the respondents to this item, it is better to provide examples. In item 28 refers to pelican crossing, which does not currently exist in Iran. In item 29, the double-yellow line is mentioned, which is not common in Iran at the moment. As a result, the authors used the phrase "no parking area" instead, which is the closest concept to the double-yellow line in terms of content.In face validity, two items were corrected according to the participants. The CVI values ​​of all items were above 0.79 and the CVR values ​​for all items were higher than those suggested by Lawshe. Thus, all items were retained. Exploratory factor analysis (EFA) showed that the four extracted factors account for 51.6% of total item variance. All 50 items had a factor load greater than 0.4. Therefore, none of the items in the questionnaire were omitted. As a consequence, the MDBQ was retained with the same four factors and 50 items of the original questionnaire.

The new Persian version of MDBQ was able to correct the defects and weaknesses of the previous version. The finding showed that despite minor cultural differences, the MDBQ had satisfactory reproducibility, internal consistency, and validity consistency between the items in the new version of the questionnaire is desirable and the items in each of the four domains measure the characteristic well. Our result showed that application of this new Persian version in the target groups was acceptable, easy, and comprehensible and attracted cooperation and motivation to respond.

Worldwide statistics declare that 1.2 million people are killed as a result of a road traffic accident (RTA). Besides, 20-50 million are injured every year. Traffic accidents account for leading causes 1.2% of deaths and 23% of injuries. In Iran, 16,000 people are annually cut short in traffic accidents. A great number of people suffer from non-fatal injuries/disabilities, which is estimated not to be less than 335,000. Statistics show that road traffic mortality in Iran has been higher than the global average, which can dramatically increase direct (medical costs, caring disabled people, broken cars, and etc.) and indirect (PTSD, traffic jam, depression in families, losing powers (permanently or temporarily) and etc.) costs. The magnitude of RATs in Iran can be better understood if it is mentioned that accidents are in the position of first place of the ranking of lost years of life. This caveat calls for a focus for urgency in RATs control strategies as a main focal point to improve public health in Iran. Nowadays, a triple-causal approach (vehicle, environment, and human) was accepted in traffic incidents. During recent years, vehicle and environment (as causal factors of traffic incidents) have been greatly improved. In contrast, human behavior has still remained as the most frequent contributing factor (up to 94%). This factor is being the most important and critical factor within any system, including traffic system. In a dangerous traffic situation, which is mostly no room to commit any error, accident prevention remains on drivers' abilities and skills. It seems human factors can play a special role to control human behavior. Therefore, it worth to provide a human factor view on human behavior while driving. During driving, the driver has to collect a large amount of information at any given time and put them in the process of continuous decision making. If any functions of the driver's decision-making process cannot be at the optimum level, human error may lead to catastrophic consequences. Driver errors are usually outcomes of mismatch between driving demands and driver abilities, especially psychologic ones. It is better to say human error is mostly the result of defects or improper function of mental information processing, which is familiar to people as forgetfulness, inattention, carelessness, negligence, recklessness, and etc. A group of methodologies which has been introduced in human factors are able to predict cognitive drivers’ errors. Despite the importance of role of human error in traffic accidents, Human error identification methods (HEIs) have been mostly used in high risk environments such as airline industry. Yet, there is few published studies on identification of driver’s errors and transportation industry. The purpose of this study is to predict driver errors using Human Error Template (HET) method meanwhile a real driving task.

This case study was carried out to identify and predict the drivers' error in a specific real driving scenario. At first, the scenario was designed based on agreement of research team members. To fulfill the scenario, an Iranian car (PARS Peugeot) was used which had successfully passed the technical test (with regard to lights, mirrors, glasses, safety belts, horn, oil, outlet emissions, side slides, shock absorbers, brakes, steering, suspension system lever). The driver was a healthy 42 years old man with 20 years driving experience as his career. A direct route with proper traffic signs was considered on a two-way street with mild traffic flow on a sunny day. The scenario was as: “the driver departs from the park and moves in a pre-determined direction. A few moments later, he speeds up to overtakes the front car. Then, he simply continues driving. By getting the destination, he exits the path and park the car”. Since driving consists of several sub-tasks which should be performed simultaneously, a list of sub-tasks which are required to complete the scenario was provided by interviews, as well as, direct observation. The tasks were analyzed based on Hierarchical Task Analysis (HTA). Then, the tasks list was used as the input for the HET technique. This technique identifies and classifies external errors (EEMs) in the form of human error detection methods (HEIs). The technique considers EEMs in 12 patterns that are described as follows: 1. Fail to execute, e.g. the driver cannot correctly get the clutch 2. Incomplete task execution, e.g. leaving handbrake in middle position 3. Task execution in a wrong direction, e.g. pressing the gear lever in a wrong direction 4. Wrong task execution, e.g. suddenly change direction 5. Task repeated, e.g. placing the lever twice 6. Task execution on the wrong interface element, e.g. pressing a pedal instead of the others. 7. Task execution too early, e.g. turn on the guide much earlier than the redirection. 8. Task execution too late, e.g. delay in coming back to appropriate line and staying in the overtaking line. 9. Too much task execution, e.g. continuous gear changing 10. Too little task execution, e.g. few frequencies of using brakes 11. Misread information, e.g. misreading information on speed gauge 12. Other. Next, errors types and potential consequences were described.

Hierarchical task analysis (HTA) showed that for implementation of the scenario, three main tasks and nine sub-tasks were needed. Among 101 errors detected by HET, 16% were considered as unacceptable errors. Also, the most common types of errors included: “Task execution incomplete” (25.74%), “Task executed too late” (21.78%) and “Fail to execute” (13.86%), respectively. The results from the distribution of human errors in the main tasks and sub-tasks indicate that the main task “scrolling the route” accounts for 48% of all errors. Distribution of this ratio for “acceleration changing”, “line changing” and “distance adjusting” was 49%, 33% and 18%, respectively. Rate of errors were 33% in task of “moving” of which 79% were related to the “starting point of the movement” sub-task, 18% to the “alarms control” sub-task, and 3% to the “fasten seat belt” sub-task. Also, 19% of errors were found in the “parking” task, which 79% were related to “stopping” sub-task, 16% related to “shut downing”, and 5% related to “unlocking seat belt”. The distribution of catastrophic errors for the “scrolling the route”, “moving” and “parking” were found 4, 11, and 1 error, respectively. These were considered as "unacceptable" errors due to the high rate of incident occurrence (for example, suddenly line changing, lack of control of one of the front or rear line, etc.).

The majority of identified type of errors in this study were “Fail to execute”. Therefore, to reduce this type of error, it is necessary to use corrective actions, such as periodic retraining drivers, equipping vehicles with visual and audible markers and alarms in relation to incomplete tasks. These actions can have a beneficial effect on reducing the severity and chances of occurrence of errors. Human Error Template (HET) is a comprehensive method that has been used widely in the aviation industry. As previous studies, the results of this study showed HET is capable to identify and classify driving errors. Using the technique in traffic domain can provide a great opportunity to predict drivers’ error. Consequently, there will be a great hope to control them before-the-fact. In spite of the importance of identifying drivers’ error, a few studies have been published. It seems the multi-sub-tasks nature of driving has caused the researchers to avoid involving in HTA for driving. To have a better understand of control strategy in traffic domain, however, it is strongly recommended to apply human error techniques for driving situation. Human factors

Road accidents are among the major problems of road transportation in Iran. There are four factors involved in road accidents, including human, road, vehicle, and environment. Among these, human (driver) error has an important role in 70-90% of the accidents. Therefore, the present study was aimed at identifying and examining driver errors using the Cognitive Reliability Error Analysis Method. A descriptive, cross-sectional design was used to examine a specific scenario involving driving tasks. First, using the Hierarchical task analysis, the driving tasks for the scenario were analyzed. Then, using the primary and broad CREAM techniques, possible driver controls and cognitive errors were determined for the tasks. Analysis of the scenario using the primary CREAM technique revealed nine diver tasks, including wearing a seat-belt, controlling the indicators, acceleration changing, direction changing, adjusting the distance, stopping the car, turning off the car, unbuckling the seat belt, and the light type of tactical control. Then, using the broad CREAM technique, the execution (71.87%), observation (18.75), and Interpretation (9.38%) errors were determined. Using the primary technique, four cases of performance-reducing conditions were identified. In General, according to the broad CREAM technique, 32 driver errors were identified. The most common cognitive errors included execution and observation errors. It can be concluded that based on the proposed controls, the risk of human error can be reduced for the analyzed subtasks.

Work environment illumination affects on productivity, accidents, and worker's physical and mental health. Therefore, illumination evaluation and determine workstations which need light modification could be helpful to develop worker's health and safety. This study was performed in one of the biggest company in Zanjan province to evaluate illumination depending on GIS. According to IES, the sensor of testo 545 luxmeter was put in height of 30 inches (76 cm) from the floor of the shop. Then total, natural and artificial illuminations were measured in center of each station in lux. These data were entered into Arcview software as input data for analyzing. Thus the quantities of illumination and the area coverage percent and isolux curves for each of those stations were obtained. The results showed that illumination in this shop is desirable. In which, the coverage of total, natural and artificial illumination were 99, 5 and 70 percent, respectively. Therefore, the artificial illumination will be improved by minor modification. This study showed the usefulness of application of GIS method in evaluating of workplace illumination. The method could be useful to determine the exact point in workplace which needs modifications and decreases costs.

In developing countries, a high prevalence of musculoskeletal disorders has been reported among drivers. However, there are a few researches in this area among suburban bus drivers. This study aimed to determine the prevalence of musculoskeletal pains in suburban bus drivers in Zanjan.: This cross-sectional study has been verified by Ethics Committee of Zanjan University of Medical Sciences. Nordic questionnaire of musculoskeletal disorders and demographic questionnaire in relation to the the individual characteristics were filled for all of suburban bus drivers in Zanjan (89 individuals) in the spassenger terminals of this city. Data analysis was conducted using SPSS version 11.. The highest prevalence of musculoskeletal disorders in the participants for the last 12 months was observed in the low back (47.2%), neck (38.2%), shoulders and knees (27%) hip and thigh(16.9%), upper back (15.7%), foot and ankle (12.4%), wrist and hand (9.1%) and elbow (7.9%), respectively. Variables such as daily exercise, smoking, age and work experience showed a significant relationship with pain in various parts of the body within the last 12 months and 7 days (pvalue<0.05). However, the variables have no significant relationship between the variables and preventing normal work during the last 12 months. The results of this study showed a considerable prevalence of musculoskeletal disorders in the suburban bus drivers. Despite of the efforts undertaken to control the vibration of driver's seat vibration and provide an ergonomic work station for drivers, the lumbar and cervical pains are still common among them.

Mental fatigue is defined as body or soul tiredness which can be caused by stress، overwork، excessive use of drugs or physical or mental illnesses. Fatigue is one of the reasons of productivity loss as well as occurring accidents. Therefore، mental fatigue measurement is of great importance. This study was aimed to determine the consistency of mental fatigue measurement by self-reported VAS and the flicker fusion apparatus. A descriptive study was conducted on 30 students. After they had accomplished mental tasks (i. e. mathematical problem solving and responding to MMPI questionnaire)، mental fatigued was measured by self-reported VAS and flicker fusion apparatus. To analyze the results، paired sample T-test and Spearman correlation test were applied in SPSS software version 11. 5 (P<0. 05). The results of mental fatigue measurements by both methods of self-reported VAS and the flicker fusion apparatus showed significant increase in mental fatigue after finishing each of the mental tasks. But the findings revealed no consistency between the two methods. Since self-reported VAS is a subjective technique، it seems that the lack of consistency between the two methods is due to its inefficiency in the mental fatigue measurement. Therefore، further studies with more precise methods such as EEG is suggested.