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In recent years, the role of "sleepiness at the wheel" in the occurrence of accidents has been increasingly highlighted with several national and international public health campaigns based on consensual research publications. However, one aspect of this phenomenon is rarely taken into account, i.e., the risk of sleep-induced accidents while riding powered two-wheelers (PTWs). PTWs are indeed involved in a high percentage of fatal accidents mostly with young male riders. The effects of sleepiness may be different in drivers and riders, partly because riders may be stimulated more by the road environment. But riders (differently from drivers) have also to maintain continuously a balance between their own stability and the need of following the road, even when they are directly exposed to adverse climatic conditions. We, therefore, gathered the limited scientific literature on this topic and tried to analyze how riders may be affected differently by sleepiness. Finally we provide some suggestions as to how this question may be better approached in the future.

Background: Noise in the vicinity of airports is a crucial public health issue. Exposure to aircraft noise has been shown to have adverse effects on health and particularly on sleep. Many studies support the hypothesis that noise at night can affect subjective sleep quality. Fewer studies, however, have performed objective measurements of sleep. Objectives: The aim of the present study was to investigate the relationship between aircraft noise exposure and objective parameters assessed by actigraphy of sleep quality in the population living near two French airports. Methods: This study includes 112 participants living in the vicinity of Paris-Charles de Gaulle and Toulouse-Blagnac airports. Wrist actigraphy measurements were performed during eight nights to evaluate objective parameters of sleep quality such as sleep onset latency (SOL), wake after sleep onset (WASO), total sleep time (TST), time in bed (TB) and sleep efficiency (SE). Acoustic measurements were made simultaneously both inside the participants' bedrooms and outside (at the exterior frontage) in order to estimate aircraft noise levels. Energy indicators related to the sound energetic average for a given period of time, as well as indicators related to noise events (such as the number of events that exceed a given threshold for example) were estimated. Logistic and linear regression models were used, taking into account potential confounders: age; gender; marital status; education; and body mass index (BMI). Results: Energy indicators, and more particularly indicators related to noise events, were significantly associated with objective parameters of sleep quality. Increased levels of aircraft noise and increased numbers of aircraft noise events increased the time required for sleep onset (SOL) and the total wake time after sleep onset (WASO), and decreased sleep efficiency (SE). An association was also observed between aircraft noise exposure and an increase in total sleep time (TST) and time in bed (TB). Conclusion: The findings of the present study contribute to the overall evidence suggesting that nocturnal aircraft noise exposure may decrease objective quality of sleep. Aircraft noise exposure affects objective parameters of sleep quality, not only in terms of noise levels but also in terms of number of events. Mechanisms for adapting to sleep deprivation could be observed.

Background: Exposure to aircraft noise has been shown to have adverse effects on health, particularly on sleep. Exposure to nighttime aircraft noise clearly affects sleep architecture, as well as subjective sleep quality. Objectives: This study aimed to investigate the relationship between aircraft noise exposure and subjective sleep quality in the population living near airports in France. Methods: A total of 1,244 individuals older than 18 and living near three French airports (Paris-Charles de Gaulle, Lyon-Saint-Exupery and Toulouse-Blagnac) were randomly selected to participate in the study. Information on sleep as well as health, socioeconomic and lifestyle factors was collected by means of a face-to-face questionnaire performed at their place of residence by an interviewer. For each participant, aircraft noise exposure was estimated at home using noise maps. Logistic regression models were used with adjustment for potential confounders. Results: Aircraft noise exposure was significantly associated with a short total sleep time (TST) (£ 6 h) and with the feeling of tiredness while awakening in the morning. An increase of 10 dB(A) in aircraft noise level at night was associated with an OR of 1.63 (95%CI: 1.15-2.32) for a short TST and an OR of 1.23 (95%CI: 1.00-1.54) for the feeling of tiredness while awakening in the morning. Conclusions: These findings contribute to the overall evidence suggesting that aircraft noise exposure at nighttime may decrease the subjective amount and quality of sleep.

Background Saliva cortisol is a possible marker of noise-induced stress and could then mediate the relation observed between exposure to aircraft or road traffic noise and cardiovascular diseases. However, the association between transportation noise and cortisol levels is still unclear. The objective of the study was to investigate the variability of saliva cortisol concentration as an indicator of disturbed hypothalamus-pituitary-adrenal (HPA) axis regulation in relation to long-term aircraft noise exposure. Methods Saliva samples were taken when awakening and before going to bed for 1244 participants older than 18 years of age. Information about health, socioeconomic and lifestyle factors was also collected by means of a face-to-face questionnaire performed at home by an interviewer. Aircraft noise exposure was assessed for each participant’s home address using noise maps. Linear regression models were used to evaluate the effects of aircraft noise exposure on the morning and evening cortisol levels and on the daily variation of cortisol per hour. Results This study suggests a modification of the cortisol circadian rhythm in relation to aircraft noise exposure. This exposure was associated with a smaller variation of cortisol levels over the day, with unchanged morning cortisol levels, but higher cortisol levels in the evening. Conclusions These findings provide some support for a psychological stress induced by aircraft noise exposure, resulting in HPA dysregulation and a flattened cortisol rhythm, thus contributing to cardiovascular diseases.

The extent to which the diurnal fluctuations of different cognitive processes could be affected by sleep loss may be explored to predict performance decrements observed in the real world. Twenty healthy male subjects voluntarily took part in 8 test sessions at 06:00, 10:00, 14:00, and 18:00 h, following either a night with or without sleep in random order. Measurements included oral temperature, simple reaction time, sign cancelation, Go/NoGo, and the Purdue pegboard test. The results indicate that simple reaction time and motor coordination had morning–afternoon variations closely following the rhythms of temperature and vigilance. Inhibitory attention (Go/NoGo) presented no morning–afternoon variations. Sleep deprivation may affect the profiles of cognitive performance depending on the processes solicited. Sustained and inhibitory attention are particularly affected in the morning (after 24 and 28 waking hours), while a complex task (visuo-motor coordination) would be affected after 32 waking ho...

In the governorate of Sfax in Tunisia, the Grand Sfax perimeter constitutes an interesting laboratory for a multi-criteria analysis of road safety. As part of this qualitative study, we propose to develop a territorial diagnosis of Grand Sfax for better management of road safety. It is an approach that aims to understand the issues of road safety for sustainable mobility in order to identify suitable courses of action. The conception of a broader vision of road safety necessitated the consultation of several actors, namely various categories of road users and institutions. The empirical analysis of these different actors made it possible to formulate scientifically sound recommendations, in terms of planning, transport management, training and awareness-raising actions, suggestions for changes in legislation, and management road safety. It is a work that offers prospects for complementary research. Indeed, while theimplementation of certain recommendations could lead to the observation of certain improvements in the short or medium term, other elements raised will offer the opportunity for the development of new multi-disciplinary or mono-disciplinary research., Au sein du gouvernorat de Sfax en Tunisie, le périmètre du Grand Sfax constitue un laboratoire intéressant pour une analyse multicritère de la sécurité routière. Nous nous proposons, dans le cadre de cette étude qualitative, d'élaborer un diagnostic territorial du Grand Sfax pour un meilleur management de la sécurité routière. C'est une démarche qui vise à comprendre les enjeux de la sécurité routière pour une mobilité durable afin d'identifier des pistes d'actions adaptées. La conception d'une vision élargie de la sécurité routière a nécessité la consultation de plusieurs acteurs à savoir diverses catégories d'usagers de la route et d'institutionnels. L'analyse empirique auprès de ces différents acteurs a permis de formuler des recommandations scientifiquement fondées, en termes d'aménagement, de gestion des transports, d'actions de formation et de sensibilisation, de suggestions d'évolution de la législation, et de management de la sécurité routière. C'est un travail qui offre des perspectives de recherches complémentaires porteuses. En effet, si la mise en oeuvre de certaines recommandations pourrait conduire au constat de certaines améliorations à court ou moyen termes, d'autres éléments soulevés offriront l'opportunité au développement de nouvelles recherches pluri ou mono disciplinaires.

This paper presents a naturalistic study of motorcyclists' behaviours during their commutes in the Paris region. The study focuses on lane splitting, which consists of riding between two streams of slow or stopped vehicles that are proceeding in the same direction. This practice is frequent in dense traffic on French urban expressways and particularly in the Paris region but remains without detailed scientific analysis. In an ergonomic approach, 11 motorcyclists drove for a month with an instrumented vehicle with cameras. The video recordings enabled the description of the driving contexts and the conduct of self-confrontation interviews. The results concern firstly the description of the practice of lane splitting and its significance in their daily journeys. Secondly, the findings indicate the importance of perceptual activities in the participants' riding behaviour. These perceptual activities are organized around two major processes: (1) an intensive search for information in the environment in order to foresee risky situations and (2) the detection of situations that systematically impair the visual conspicuity of the riders and taking steps to improve it. The findings are discussed with a view to gaining a better understanding of lane-splitting practices. At the time of writing, the results are also being used by the French authorities to improve the training curriculum and modify the legislation that deals with lane splitting.

Background Noise in the vicinity of airports is a public health problem. Many laboratory studies have shown that heart rate is altered during sleep after exposure to road or railway noise. Fewer studies have looked at the effects of exposure to aircraft noise on heart rate during sleep in populations living near airports. Objective The aim of this study was to investigate the relationship between the sound pressure level (SPL) of aircraft noise and heart rate during sleep in populations living near airports in France. Methods In total, 92 people living near the Paris-Charles de Gaulle and Toulouse-Blagnac airports participated in this study. Heart rate was recorded every 15 s during one night, using an Actiheart monitor, with simultaneous measurements of SPL of aircraft noise inside the participants&rsquo, bedrooms. Energy and event-related indicators were then estimated. Mixed linear regression models were applied, taking into account potential confounding factors, to investigate the relationship between energy indicators and heart rate during sleep measured every 15 s. Event-related analyses were also carried out in order to study the effects of an acoustic event associated with aircraft noise on heart rate during sleep. Results The more the SPL from all sources (LAeq,15s) and the SPL exceeded for 90% of the measurement period (LA90,15s) increased, the more heart rate also increased. No significant associations were observed between the maximum 1-s equivalent SPL associated with aircraft overflight (LAmax,1s) and differences between the heart rate recorded during or 15 or 30 s after an aircraft noise event and that recorded before the event. On the other hand, a positive and significant association was found between LAmax,1s and the heart rate amplitude calculated during an aircraft noise event. Results were unchanged when analyses were limited to participants who had lived more than five years in their present dwelling. Conclusion Our study shows that exposure to the maximum SPL linked to aircraft overflight affect the heart rate during sleep of residents near airports. However, further studies on a larger number of participants over several nights are needed to confirm these results.

International audience; This paper analyses motorcycle educational content in a number of French motorcycle schools on the basis of a naturalistic study of riders' and trainers' behaviour. The aim is to specify the situations delivered in motorcycle schools and to study the rider's activity in these situations. The methodology includes ethnographic observation within the motorcycle schools and the longitudinal monitoring of 14 trainee motorcyclists during their initial training. The training situations were described by the combination of audio-visual recordings and interviews data (i.e. concomitant or interruptive verbalization, and self-confrontation data). The results permit to (1) compare the "real" and "official" durations of track and on-road training, (2) characterize the real training situations, (3) describe the preferred forms of instruction, and (4) conduct an in-depth analysis of the situations used during training in traffic. The discussion show, in first, the poverty of the training situations which are based on the repetition of the exercises in the test, and, in second, disparities between the riding situations encountered during training and the demands made by riding in natural traffic. The usefulness and the applications of this type of approach - based on the integration of the rider's point of view notably by self-confrontation interview - for understanding real riding behaviours and how such approaches could supplement vehicle-based data are discussed in a large conclusion.

47th International Congress and Exposition on Noise Control Engineering (inter-noise 2018), CHICAGO, ETATS-UNIS, 26-/08/2018 - 29/08/2018; Background : The effects of annoyance due to aircraft noise on psychological distress have not been largely investigated, and remain discussed. The present study aimed to investigate the association between aircraft noise annoyance and psychological distress among people living near French airports.Methods : The DEBATS study included 1,244 residents around three major French airports. Information about psychological distress was provided by a face-to-face questionnaire including the 12-version of the General Health Questionnaire (GHQ-12). Annoyance due to aircraft noise was assessed through the verbal 5-point ICBEN scale. The association with psychological distress was investigated using logistic regressions. Results : About 22% of the participants were considered to have psychological distress according to the GHQ-12. A significant association was found between aircraft noise annoyance and psychological distress. The ORs ranged from 1.49 (95%CI=0.94-2.39) to 3.64 (95%CI=1.70-7.78), with gradual ORs across the different categories of annoyance. Conclusions : This study found a significant association between aircraft noise annoyance and psychological distress confirming the findings found in the literature. However the direction of the association can be questioned: annoyed people might be more prone to have psychological distress, but it is also possible that people with psychological distress might be more prone to be annoyed.

Safety CaUsation, Benefits and Efficiency (SafetyCube) is a European Commission supported Horizon 2020 project with the objective of developing an innovative road safety Decision Support System (DSS). The DSS will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures, and cost-effective approaches to reduce casualties of all road user types and all severities. This document is the first deliverable (4.1) of work package 4 which is dedicated to identifying and assessing human related risk factors and corresponding countermeasures as well as their effect on road safety. The focus of deliverable 4.1 is on identification and assessment of risk factors and describes the corresponding operational procedure and corresponding outcomes. The following steps have been carried out: Identification of human related risk factors - creation of a taxonomy, Consultation of relevant stakeholders and policy papers for identification of topic with high, priority ('hot topics'), Systematic literature search and selection of relevant studies on identified risk factors, Coding of studies, Analysis of risk factors on basis of coded studies, Synopses of risk factors, including accident scenarios, The core output of this task are synopses of risk factors which will be available through the DSS. Within the synopses, each risk factor was analysed systematically on basis of scientific studies and is, further assigned to one of four levels of risk (marked with a colour code). Essential information of the more than 180 included studies were coded and will also be available in the database of the DSS. Furthermore, the synopses contain theoretical background on the risk factor and are prepared in different sections with different levels of detail for an academic as well as a non-academic audience. These sections are readable independently.It is important to note that the relationship between road safety and road user related risk factors is a difficult task. For some risk factors the available studies focused more on conditions of the behaviour (in which situations the behaviour is shown or which groups are more likely to show this behaviour) rather than the risk factor itself. Therefore, it cannot be concluded that those risk factors that have not often been studied or have to rely more indirect and arguably weaker methodologies, e.g. self-reports , do not increase the chance of a crash occurring.The following analysed risk factors were assessed as 'risky', 'probably risky' or 'unclear'. No risk factors were identified as 'probably not risky'.