جستجوی مقالات مرتبط با کلیدواژه "road traffic injury" در نشریات گروه "پزشکی"

According to the reports, the road traffic injuries (RTI) mortality rate in Iran as a middle-income country in the Eastern Mediterranean Region (EMR) decreased in past decades but is higher than the global level and remained a health problem. This study aimed to report the characteristics of registered patients injured by different trauma mechanisms in Yazd City, Iran. In this study, the patients were registered from September 28, 2016, to December 31, 2022, at Shahid Rahnamoon Hospital, affiliated with the National Trauma Registry of Iran (NTRI) for its first phase. Inclusion criteria were hospital length of stay (LOS) of more than 24 hours, death due to injury in the hospital, or transfer from other hospitals' intensive care units (ICU). Age, gender, Glasgow Coma Scale (GCS), systolic blood pressure (SBP), cause of injury, LOS, injury severity score (ISS), and in-hospital mortality were assessed.  Among 3960 participants, 2307 (58.2%) patients were injured due to RTI as the most common cause of injury. Also, 949 (23.9%) and 359 (9.1%) of the participants experienced fall and stab/cut injuries, respectively. Men were affected more than women in all injury causes (p<0.001). In those with RTI, multiple trauma (55.3%) was the most prevalent event, and then extremities (23.5%) were the most body regions injured (p<0.001). Also, in people who fell, trauma to the extremities (35.4%) was higher than in other regions (p<0.001). According to the adjusted logistic regression model, being ≥65 years old has a 1.9 times higher chance of ICU admission compared to being<18 years old. Also, having ISS≥9, having GCS≤12, and having trauma to the head/neck/face, abdomen, spine and multiple trauma had a statistically significant association with the chance of ICU admission with odds ratios (OR) and 95% confidence intervals (CI) of 3.89 (2.49-6.08), 22.26 (10.54-47.02), 2.55 (1.33-4.88), and 4.40 (3.00-6.47), respectively. Data from the first phase of the only trauma registry center in Yazd province showed that RTI was the most common cause of injury, which was more prevalent among men. People aged 18 to 64 were significantly more affected by all injury causes. After multiple trauma, RTIs and fall injuries were mainly involved in the head and extremities. People must be warned against the potential risks and complications of trauma, especially RTI, more than before.

Road Traffic Injuries (RTIs) are one of the most important health problems that endanger human health. Head and neck injuries are the main causes of death and disabilities among motorcyclists. This study aims to investigate the predictive factors of helmet use behavior among motorcyclists based on the Theory of Planned Behavior (TPB).

A cross-sectional study

This study was conducted among 730 motorcyclist employees of Qom city, Iran in 2021 whom were recruited randomly. The data collection tool was a self-administered researcher-made questionnaire including questions on demographic charachteristics, history of RTIs and constructs of TPB. .Descriptive summary statistics, Pearson correlation coefficient and structural equation modeling (SEM) technique were used to analyze the data.

In this study, only 15% of the participants reported that they always used a helmet while riding a motorcycle.Sixty percent of the participants reported a history of motorcycle crash, of which about 11.5% had head injuries and 34% were hospitalized for treatment. The direct effect of attitude, subjective norms, and perceived behavioral control on the intention to use a helmet were statistically significant, explaining 59% of the variation of behavioral intention (intention to use a helmet) (P<0.05; R2 = 0.59). Also, perceived behavioral control and behavioral intention had significant effects on helmet use (P<0.05; R2 = 0.26).

The prevalence of helmet use among the studied population was very low. Moreover, TPB is useful in identifying the determinants of behavior and especially behavioral intention of helmet use among motorcyclists.

Road traffic injuries (RTIs) are the most frequent public health problem in Iran. The present study reviewed the methodology of the RTI articles using the Haddon matrix evidence.

PubMed, Scopus, Web of Science, ProQuest, and Persian national databases, including SID, Magiran, and IranDoc, were searched for the articles published from March 21, 2009, to October 21, 2020. The search process was done by two independent reviewers. The quality of the articles was assessed based on the Scopus index of journals.

Nine‑hundred and fourteen articles were included in this review study, which mostly focused on RTIs in Iran and precrash and postcrash prevention approaches. The methodological approach was cross‑sectional in 487 (53.2%) articles and merely 5 (0.54%) articles were randomized clinical trial (RCT) papers. RCT studies focused on the human factor in the precrash phase. Research center evidence indicated that the Safety Promotion and Injury Prevention Research Centers mainly focused on human and environmental factors. However, the Trauma Research Center of Kashan and Sina Trauma and Surgery Research Center of Tehran often addressed vehicles.

The RTIs studies in Iran often followed a cross‑sectional methodology and used a precrash prevention approach.

To assess psychometric properties of the European Quality of Life 5-Dimension 3-Level Version(EQ-5D-3L) commonly used tool for measuring road traffic injury (RTI) patients’ quality of life. The psychometric study assessed the reliability and applicability of EQ-5D-3L through phonesurveys, based on a national cohort platform. Data of 150 RTI patients recruited from the cohort study wereincluded as 50 patients per each follow-up phase (one, six, and twelve months after discharge). A 12- day-timespan was between test and retest. We measured psychometric properties (internal consistency reliability andstability reliability) and agreement using Kappa coefficients and percentages of agreement and Bland-Altmanmethod. Data were analysed using software STATA statistical package. The majority of patients were men (80%) with mean age (SD) of 41(14.7%), employed (78%) andeducated (86%). The Persian version represented high internal consistency reliability at total level (Cronbach’sα=0.81) and moderate to good reliability at phase levels (0.62-0.87). The stability reliability was excellent attotal (ICC=0.98, 95% CI: 0.97, 0.98) and phase levels (0.97-0.98. The kappa agreement coefficients were valuedmoderate to perfect (0.6-0.8, p>0.0001). The Bland-altman plot illustrated high agreement between test andretest scores. No floor and ceiling effects were found. The study revealed that EQ-5D-3L was highly reliable and responsive to be applied through phoneinterviews at three different times post injury and discharge, as no previous study considered its psychometricproperties at various phone follow-ups after RTIs.

To determine the relationship between road accidents with visual acuity, refractive errors, visual field, and contrast sensitivity.

This population-based case–control study was conducted on roads leading to Tehran Province, Iran. The case group comprised drivers who had met with accidents and were at fault for the accident. The cases were selected in an ongoing manner (incidence cases). The controls were drivers who were the opposing victims in the same. After an initial interview, optometric and ophthalmic examinations including the measurement of visual acuity, refraction, visual field assessment, contrast sensitivity measurement, and slit lamp biomicroscopy were performed for all study participants.

In this study, 281 and 204 individuals were selected for the case and control groups. The mean uncorrected visual acuity was 0.05 ± 0.12 and 0.037 ± 0.10 logMAR in the case and control groups, respectively (P = 0.095). Of the participants in the case and control groups, 32.8% and 23% had a visual field defect in at least one eye, respectively (adjusted odds ratios [aOR] = 1.63, 95% confidence interval [CI]: 1.08–2.48; P = 0.021). Moreover, 16.2% of the cases and 8.3% of the controls had visual field defects in both eyes (aOR = 2.13, 95% CI: 1.17–3.86; P = 0.012). Contrast sensitivity was worse in the case group in all spatial frequencies under non-glare conditions. However, under glare conditions, the contrast sensitivity was significantly worse in the case group only in the spatial frequency of 12 cycles per degree (cpd).

Reduced contrast sensitivity, especially under non-glare conditions, and visual field defects are risk factors that influence the prevalence of road accidents. It is strongly advised that special attention be paid to these visual functions in legal assessments to apply the necessary interventions in individuals with these types of disorders.

To evaluate the effect of COVID-19 pandemic on the incidence and mortality rate of road trafficinjuries in Shiraz, Iran. This cross-sectional study was performed on the data of patients who admitted by road trafficaccidents 18 months before the outbreak of COVID-19 and 18 months after COVID-19 in the largest providerof trauma level 1 care services in southern Iran. SPSS 19 software was used to analyze the data. A significant decrease of 12.8% was observed in the number of patients admitted by road trafficaccidents during the COVID-19 pandemic period compared to the same period before the pandemic (p<0.0001).But the death toll from road traffic accidents has increased significantly during the COVID-19 pandemic periodcompared to the same period before the pandemic (p=0.01). Due to the COVID-19 restrictions, it seems that factors such as restrictions on suburban travel,closure of public and recreational spaces, reduction of intra-city traffic, people staying at home and a significantreduction in injuries caused by traffic accidents, is reasonable. On the other hand, these restrictions, quarantines,and COVID disease itself can lead to confusion, anxiety, fear of infection, and thus avoid or delay the searchfor health care and increase mortality. Therefore, planning and policy-making is essential in order to preparethe correct guidance for seeking treatment.

Traffic injuries are one of the main causes of death worldwide. After decreasing mortality rates and improving the recovery of injured patients, long-term functional consequences need to be addressed. The purpose of this study was to assess the functional outcomes of road traffic injuries and their predictors six months after hospital discharge, based on the preliminary results from PTC.

A cross-sectional study based on PERSIAN Traffic Health and Safety Cohort Study was performed. Data were collected using the 12-item World Health Organization Disability Assessment Schedule 2.0 (WHODAS 2.0) with six domains (cognition, mobility, self-care, getting along with others, life activities, and participation), filled-in by 180 injured adults (age >18 years) at six-month follow-up after hospital discharge during October 2019. These patients were hospitalized after road accidents at two referral trauma centers, (from 23 September 2018 to 20 March 2019).

The majority of participants were men (82.7%), (Mean age =38.8). The mean score of WHODAS 2.0 was 17.8) SD=9.1). The highest score was estimated for the self-care dimension 3.3 (SD=1.8), and the lowest score for getting along with others 2.4 (SD=1.2). Age, gender, physiotherapy, injury localization including head and face, spinal cord, and upper extremity were predictors of WHODAS 2.0 score in various dimensions (p<0.05).

The current study identified some functional disabilities among patients sustaining road traffic injuries. It is evident from the results that a proportion of patients do not recover six months after the injury and suffer a disability, especially in self-care, mobility, and life activities, which potentially prevent them from returning to normalcy. In addition, age, gender, physiotherapy, injury localization was related to WHODAS 2.0 scores.

Sufficient data should be gathered and analyzed to increase awareness and attention of the community and policymakers in the field of road traffic injury (RTI) prevention. While various organizations and stakeholders are involved in road traffic crashes, there is no clear lead agency for data collection system in RTIs. Exploring stakeholders' perspective is one of the key sources for understanding this system. The purpose of this study is to identify the process of RTI data collection system based on stakeholders’ experience.

This qualitative study was conducted employing grounded theory approach since September 2017 to December 2018 in Iran. Participantsin this study were the authorities of the Emergency organizations, police, Ministry of Health and Medical Education, faculty members, as well as executive staff and road users who were involved in collecting and recording data(n=15). Data collection was carried out through face-to-face interviews using purposeful and theoretical sampling. Data analysis was performed based on Strauss and Corbin 2008.

The core category was identified as “separated registration” explaining the process of collectingand recording road traffic injury data. Other variables obtained using the Strauss and Corbin Paradigm model were categorized as context, casual, intervening, strategies, and outcomes factors. The findings were classified into five groups including lack of trust in road safety promotion, process factors, management and organizational factors, failure of quality assurance, and administrative and organizational culture.

The most important theory is “separated registration” and non-systematic registry system of road traffic injury data which is shown in a conceptual model. The findings of this study will help policymakers for better understanding the collecting and recording of RTI information.

Road Traffic Injuries (RTIs) impose a worldwide burden on public health and economy. RTIs result in a wide range of immediate and long-term consequences. However, little is known about post-discharge consequences of RTIs at national levels. In addition, reliable and producing valid data mostly through prospective studies is fundamentally required to address the issue. The aim of this paper was to describe the research protocol for development and psychometric evaluation of post-discharge consequences of road traffic injuries as part of the Persian Traffic Cohort (PTC) and complementary to the Iranian Integrated Road Traffic Injury Registry (IRTIR).

Literature review and expert’s opinion were used to develop data collection tools. Registry timeframe was designed based on experts’ opinion. Reliability of tools will be assessed using intra-and inter-rater reliability. The pilot phase of the Phone interviews on Post-discharge Consequences of Road Traffic Injuries (PCRTI) will be conducted in Tabriz in 2019.

The PCRTI is designed to be applied at three different time points: one, six and twelvemonths after the crash. The PCRTI tools’ main domains are: demographic, psychological, medical, social and financial which will be assessed through PC-PTSD, PHQ2, WHODAS, SES-Iran, EQ-5D-3L and Economic assessment standardized tools. The descriptive outcomes will be reported to the Ministry of Health and Medical Education of Iran.

The protocol satisfies the requirements of developing valid data collection tools for PCRTI.

Due to a lack of effective registry system for road traffic deaths, some international organizations like the World Health Organization provide the estimated number of road traffic deaths. It was shown that there are differences in the number of road traffic deaths between the WHO estimates and national reports even in High-Income Countries. This study aimed to an investigation of reasons for differences between the national reports and world health organization estimates about road traffic deaths.

This study focus to investigate the World Health Organization reports of Global Status Report for Road Safety in years of 2009, 2013, 2015 and 2018 and related articles about the estimates of deaths related to road traffic crashes and the observed differences between the WHO estimates and national reports.

The findings showed that the observed differences between the WHO estimates and national reports could be due to errors in the road traffic death registration system, errors in the regression model which was used for estimation, proposed variables for estimations, or all of them.

The estimations of WHO about road traffic deaths can be useful for countries especially for those which don’t have the road traffic registry system or the registry system does not meet the quality criteria. These estimates may not be sufficiently robust if disregard for spatial differences, the epidemiological pattern of risk factors among the countries, and the type of regression model which was used for estimation.

 Vision Zero is a public policy approach that aims to achieve a road traffic system with no fatalities or serious injuries caused by road traffic crashes (RTCs).

 This study aimed to investigate the history of Vision Zero's evolution and trends in road safety worldwide.

 This scoping review was conducted based on the Arksey and O’Malley and the Joanna Briggs Institute framework. This framework consists of five steps: research question identification; identifying relevant studies; selection of study; data charting; gathering, summarizing, and reporting the results.

 Finally, 37 articles met the inclusion criteria. The trend of deaths caused by RTCs in the countries implementing Vision Zero showed a decreasing rate in deaths caused by RTCs. Although this rate varies in different countries, generally in some countries like Sweden it was explicit.

 Vision Zero has had an evolutionary development in many countries. Due to the significant impact of the implementation of Vision Zero, many countries are seeking to adopt or implement this approach. Despite the challenges of implementing Vision Zero in different countries, there is a growing interest in implementing it in different settings based on its philosophy.

During traffic accidents, professional staff provide care to the patient at the scene of the accident and then transport the victim to the hospital by ambulance. But sometimes this transition is carried out by relatives and laypeople. The purpose of this study was to explore the factors affecting people’s involvement and transmission of the victims of the traffic accident. 

This study was done with a qualitative content analysis method in 2018. The study participants were 16 people. In this study, a purposeful sampling method with maximum diversity was used. Semi-structured interviews were used to collect data using guiding questions. To observe the research ethics, the researcher, after obtaining permission from the University Ethics Committee, conducted interviews (IR.USWR.REC.1395.399).

In total, 15 spinal cord injury victims and their relatives or laypeople and medical emergency technicians were interviewed. The class of wrong belief of delay was the main class in all interviews. Concepts such as past experiences, the pressure time, the lack of emergency time, cultural beliefs, and the tension explaining the wrong belief concept.

Wrong belief of delay was a concept that was extracted from the present study. It is recommended that the scene of the accident be examined in-depth and how to create a spinal cord injury in the injured with a grounded theory approach.

To compare the stewardship of road traffic accidents (RTIs) prevention in three pioneer countries and three similar ones to Iran. In this descriptive comparative study, the United States of America, Sweden, and Brazil as the pioneer countries in RTIs prevention were compared to the India, Pakistan, and Turkey as the countries socioeconomically similar to Iran. Embase, PubMed, Scopus, IranDoc, IranMedex, SID, and MagIran were searched. Also a hand search conducted on websites and search engines using related keywords. In the pioneer countries in RTIs prevention there was a delegation to a particular organization. In the other three countries a part of the Ministry of Transportation had the overall responsibility of RTIs. In Iran there was uncertainty in the stewardship of RTIs prevention. There was little evidence on the role and activities of health systems in RTIs prevention. It seems necessary to define a lead agency organization on RTIs prevention in Iran with sufficient authority and resources. This study also recommends conducting reliable studies to investigate the possible roles that the health system of a country can assume regarding the RTIs prevention.

To determine the mortality, morbidity, types of intracranial hemorrhages, and factors associated with length of stay (LOS) associated with accidental traumatic brain injury (TBI) at a pediatric intensive care unit (PICU) of a regional trauma center in an Asian city. This study is a retrospective review of types of head injury, mortality and morbidity demographics of patients admitted to a PICU with TBI. All patients with accidental TBI were included, namely road traffic injury (RTI) and fall, and their demographics compared. Non-accidental injuries (NAI) were excluded. 95 children (78% males) were admitted to a PICU with RTI or falls from 2002 to 2017. They accounted for 3.7% of PICU admissions. Comparing with falls, victims of RTI were older (p<0.001) and more likely to suffer from skull fracture (p=0.017). There were 4 deaths with falls (6.8%) but none with RTI. Subarachnoid hemorrhages, extradural hemorrhages, the use of mechanical ventilation, inotropes and neurological supports were associated with longer LOS in PICU in these injuries (p<0.001). A longer PICU LOS is associated with extradural and subarachnoid hemorrhages, usage of inotropes, mechanical ventilation and neurological supports in falls and RTI. Three-quarters of victims are males. Preventive health education should be especially directed to boys to reduce severe TBI in this Asian city.

Establishing effective road traffic injury surveillance is an important priority for low- and middle-income countries since a large proportion of fatal road traffic injuries occur in these countries. A surveillance system can coordinate the activities and compile the data gathered by all road safety organizations. This study aims to explore the challenges of establishing road traffic injury surveillance based on the stakeholders’ experiences. This is a qualitative content analysis study that was performed in 2018 in Iran. The study was conducted through interviews with 13 participants and employed purposeful sampling. Data generation was continued until concept saturation. Five main categories and 17 sub-categories were identified including: policy-making (legal authority, stakeholders, content policy and plan); process (collection and recording, analysis and interpretation, dissemination and feedback); resources and infrastructure (technology, staff, structure, finance); coherence and coordination (communication, dispersion, cooperation, consensus); and context (socio-cultural, political). By creating a clear structure for a road traffic injury surveillance system, identifying data collection systems and stakeholders in the field of road safety and injury prevention, determining a clear goal for improving road safety, and formulating policies for the dissemination of road traffic crash data among stakeholders, it will be possible to overcome the obstacles to establishing a surveillance system for road traffic injury.

Deaths due to road traffic accidents (RTAs) are a major public health concern around the world. Developing countries are over-represented in these statistics. Punitive measures are traditionally employed to lower RTA related behavioural risk factors. These are, however, resource intensive and require infrastructure development. This is a randomised controlled study to investigate the effect of non-punitive behavioural intervention through peer-comparison feedback based on driver behaviour data gathered by an in-vehicle telematics device. Design, Setting, and Participants: A randomised controlled trial using repeated measures design conducted in Iran on the drivers of 112 public transport taxis in Tehran province and 1309 inter-city busses operating nationwide. Driving data is captured by an in-vehicle telematics device and sent to a centrally located data centre using a mobile network. The telematics device is installed in all vehicles. Participants are males aged above 20 who have had the device operating in their vehicles for at least 3 months prior to the start of the trial. Intervention: The study had three stages: 1- Driver performance was monitored for a 4-week period after which they were randomised into intervention and control groups. 2- Their performance was monitored for a 9-week period. At the end of each week, drivers in the intervention group received a scorecard and a note informing them of their weekly behaviour and ranking within their peer group. Drivers in the control group received no feedback via short messaging service (SMS). 3- Drivers did not receive further feedback and their behaviour was monitored for another 4 weeks. Primary and Secondary Outcome Measure: Primary outcome was changes in weekly driving score in intervention and control groups during stage 2 of intervention. Taxis and busses were analysed separately using generalised estimating equation analysis. Funding and Ethical Approval: This project was funded by the National Institute for Medical Research Development (Grant No.940576) and approved by its ethics committee (Code: IR.NIMAD.REC.1394.016). This trial was registered at www.irct.ir as IRCT20180708040391N1.

Road traffic injuries (RTIs) are important health problems in the world and particularly in the low and middle-income countries. The prevention of RTIs needs vast coordinated and comprehensive efforts. Iran has one of the highest number of deaths due to the RTIs in the world. The objective of this study was to determine the epidemiological characteristics of fatal RTIs in Hamadan Province, Iran. This cross-sectional study was conducted in Hamadan province of Iran, during a 24-month period, from 21 March 2009 to 20 March 2011. The data of fatal injuries were obtained from the Forensic Medicine Department of Hamadan province. The data were analyzed by using statistical package for social sciences (version16). This study showed that a number of 1434 road traffic related mortality was reported during two years, including 730 in 21 March 2009 to 20 March 2010 and 704 in 21 March 2010 to 20 March 2011. The highest number of deaths occurred among men (78.66%) and in the age group of 21-40 years (38%). The highest number of deaths occurred among the illiterate and low-literate individuals (52.1%); whereas, the lowest number of deaths occurred among people with university education (9.13%). Furthermore, the most fatal crashes occurred in the summer (35.56%). The head injuries were the most common cause of fatal RTIs (50.20%). The most of the vehicles which were involved with crash related deaths were car and the most of the deaths occurred in the scenes of crashes (48.39%). This study showed that the highest number of deaths occurred among drivers (40.65%) and were on the roads outside the cities (65.13%). The results of this study showed that RITs should be regarded as important health problems. Their characteristics, which were determined in this study, can help to develop more appropriate intervention programs

Every day, we read, listen, or witness, injuries in our day to day lives. Over time, it has moved from 5th to 3rd to 1st page of our newspapers. Some days, it is not uncommon to see the entire page of our newspaper filled with news about injury and violence. On television channels, even on prime time, injury and violence has occupied the center stage. Many times, the ‘breaking news’ is only deaths due to road crashes, suicides, mass burns and blood loaded violence. The present study is aimed at analyzing the various types of injuries that occur in road traffic injuries and to take necessary actions by the concerned authority to prevent such incidents in the future.
In this study, we studied the various patterns of injuries sustained by the occupants of two/four wheeler during fatal road traffic injuries. A total number of 238 cases (those who died in road traffic injuries) were included in the study for a period of 2 years from October 2010 to September 2012 in Department of Forensic Medicine and Toxicology, Bangalore Medical College and Research Institute, Bengaluru.
Among the cases studied in our study (n=238), majority of the victims were males constituting 94% of the cases and in age-wise distribution of cases, age group of 21-30 years (46.2%) followed by 31-40 years (21.4%) constitutes to about 2/3rd of the cases. Time of injury among the cases studied showed that highest incidence being during the night times (18:01-00:00) which constitutes 44.11%. Among the road user category, two wheeler riders (78.15%) formed the major contributors for road traffic injury.
In the present study, it is very clear that the middle aged, male bike riders are more prone for fatal road traffic injuries. Hence, Government should take proper initiatives in the future to focus on these high risk individuals to prevent such fatalities.

Road traffic injuries (RTIs) are the main causes of death and disability in Iran. However, very few studies about the temporal variations of RTIs have been published to date..
This study was conducted to investigate the temporal pattern of RTIs in Iran in 2012..
All road traffic accidents (RTAs) reported to traffic police during a one-year period (March 21, 2012 through March 21, 2013) were investigated after obtaining permission from the law enforcement force of the Islamic Republic of Iran. Distributions of RTAs were obtained for season, month, week, and hour scales, and for long holidays (more than one day) and the day prior to long holidays (DPLH). The final analysis was carried out using the Poisson regression model to calculate incidence rate ratios for RTIs. All analyses were conducted using STATA 13.1 and Excel software; statistical significance was set at P A total of 452,192 RTAs were examined. The estimated rate of all accidents was 219 per 10,000 registered vehicles, or 595 per 100,000 people. About 28% of all RTAs, and more than one third of fatal RTAs, occurred during the summer months. The incidence rate for all traffic accidents on DPLH was 1.20, compared to workdays as a reference category, and it was 1.40 for fatal crashes. The rate of fatal road traffic accidents in outer cities was 3.2 times higher than in inner ones..
Our findings reveal that there are temporal variations in traffic accidents, and long holidays significantly influence accident rates. Traffic injuries have different patterns on outer/inner city roads, based on weekday and holiday status. Thus, these findings could be used to create effective initiatives aimed at traffic management..

Motorcycle riders are amongst some of the most vulnerable road users. The burden of motorcycles injuries from low and middle income countries is under-reported..
In this study, the cost of traffic injuries among motorcyclists was calculated using the willingness to pay (WTP) method in Iran in 2013..
Patients and In a cross-sectional study, 143 motorcyclists were randomly selected. The research questionnaire was prepared based on the standard WTP method [stated preference (SP), contingent value (CV) and revealed preference (RP) models] taking into consideration perceived risks, especially those in Iran. Data were collected by a scenario for motorcyclists. The criteria for inclusion in the study consisted of having at least a high school education and being in the age range of 18 - 65 years. The final analysis of the WTP data was performed using the Weibull model..
The mean WTP was 888,110 IRR (Iranian Rial) among motorcyclists. The statistical value of life was estimated according to 4694 death cases as 3,146,225,350,943 IRR, which was equivalent to USD 104,874,178 based on the dollar free market rate of 30,000 IRR (purchasing power parity). The cost of injury was 6,903,839,551,000 IRR, equivalent to USD 230,127,985 (based upon 73,325 injured motorcyclists in 2013, a daily traffic volume of 311, and a daily payment of 12,110 IRR for 250 working days). In total, injury and death cases came to 10,050,094,901,943 IRR, equivalent to USD 335,003,163. Willingness to pay had a significant relationship with having experienced an accident, the length of the daily trip (in km), and helmet use (P Willingness to pay can be affected by experiencing an accident, the distance of the daily trip, and helmet use. The cost of traffic injuries among motorcyclists shows that this rate is much higher than the global average. Thus, expenditure should be made on effective initiatives such as the safety of motorcyclists..