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The coronavirus disease (COVID-19) pandemic overwhelmed health services in France during March 2020 and, to cope, service delivery was reduced in most disciplines. However, as this was impossible for Obstetrics, the COVID-19 infection had to be added to existing clinical care pathways at the children's hospital, Hôpital Necker–Enfants Malades. This was further complicated by an increasing number of pregnancies affected by infection, in addition to scientific uncertainty about the virus. Procedures based on scientific recommendations from French and international authorities were adapted to maternity care and regularly updated as the situation progressed. Weekly medical manager team meetings covered the evolving clinical situation, and an initial evaluation revealed that our procedures worked well. However, it was necessary to adapt the policy as the epidemic progressed rapidly. Shortly after March 16, traffic control bundling was implemented in anticipation of a dramatic increase in pregnant women affected by infection and to better protect the staff. By April 18, with the peak of the COVID-19 epidemic receding, protocols were again readjusted to meet new service delivery requirements. Although a full debrief is yet to occur, from an operational level perspective, staff response was more than satisfactory. While preventing another epidemic may be impossible, this experience will improve our resilience in the future. [ABSTRACT FROM AUTHOR]

Introduction: The planning of transport infrastructures in France has been marked by three major developments: the European reform concerning the opening of rail transport to competition, the privatisation of semi-public motorway concession-holding companies, and the use of public-private partnership contracts. This article proposes examining the following research question: how to plan a series of infrastructure projects within an uncertain context? The methodology: (i) analyses whether the objectives (traffic, travel time, safety, cost, socio-economic profitability, financial profitability) of the 12 motorway and HSL projects built since the 1990s have been attained with the new planning procedure (such as risk management methods, financial risk assessment, impact assessment, public consultation) (ii) compares the additional costs and delays for three HSL projects according to their type of financing and whether or not they have used these planning procedures. Results: The analysis shows that traffic levels are lower than forecasts for 8 projects. The cost is greater than the forecasts for all infrastructures. The socio-economic profitability and the financial profitability are also lower than forecasts for approximately two-thirds of the projects. Conclusion: The social, political, institutional and environmental risks are generally well identified and treated by the client, no matter whether public or private.. The risk of additional cost is less well covered. The traffic risk remains a topical issue. Anticipating risks is liable to produce other risks, such as overcosts or opposition. It seems necessary to deepen the traffic forecast studies and to develop the multi criteria analysis method that can take account of the different points of view from the consultation. [ABSTRACT FROM AUTHOR]

Operating rail infrastructures that are shared among different uses is complex. In Western Europe, the predominance of passenger traffic over freight has traditionally led to thorough scheduling of capacity use, with an increasing tendency to anticipate through the design of regular-interval timetables. The paper discusses the specific challenges posed by fitting freight into the timetabling process for a mixed-use rail network, based on current French experience. The analysis is carried out from the perspective of the infrastructure manager. It is mainly supported by the results of a series of about 30 interviews, carried out in 2012 and 2013 with the parties involved in the timetabling process. The paper provides a comprehensive understanding of the process in terms of organization, rules and practices, with an emphasis on the characteristics of freight traffic compared with passenger traffic. The author highlights three key management issues for the French infrastructure manager when dealing with freight: (1) the uncertainty surrounding the mid-long term development of the rail freight market at the national level; (2) the heterogeneity resulting from the diversity of commodities, convoys and profiles and behaviors of the capacity applicants; (3) the volatility of some freight traffic resulting in a great amount of activity in the later stages of the timetabling process. If uncertainty about the future appears to be a highly sensitive issue in the French context, heterogeneity and volatility of freight traffic can be perceived as management challenges that may be experienced, to a greater or lesser degree, on other rail networks. [ABSTRACT FROM AUTHOR]

A few studies have shown that road users can express realistic risk judgements, in the sense that they perceive higher risk when their behavior is in fact riskier. Our aim was to examine whether the realism of absolute and comparative judgements about speeding risks could be found among an at-risk driver population made of 539 French traffic regulation offenders taking a driving licence points recovery course. The results showed that course takers’ absolute judgements regarding speeding-ticket risk were realistic: the more course-takers had the intention to drive fast and reported driving-related sensation-seeking (DRSS), the more they evaluated themselves as being at risk of having a speeding-ticket. The realism was also observed when considering comparative judgements regarding speeding-ticket risk, but only among the more than 25 years old participants. Moreover, the realism was not observed when considering course takers’ absolute and comparative judgements regarding speeding-induced crash risk. Hence, it is important to increase communication about the dangerousness of speeding among specific groups such as traffic regulation offenders, above all among young course takers who reported high speeds and DRSS. [ABSTRACT FROM AUTHOR]

Abstract: Motorway operators deploy dynamic lane management operations to reduce recurrent congestions. The aim of this paper is to contribute to the safety assessment of such an operation which has been introduced on a French urban motorway weaving section. It consists in the opening of an auxiliary lane partly taken on the hard shoulder. The assessment is based on the observational before-after method in road safety, which compares the empirical number of accidents with a prediction of the number of those which would have occurred, had no change happened. A comparison site is used to identify the trend on the number of accidents between the before and after periods, independently of the effect of the operation. A variant of this method, which takes into account the traffic regimes, is developed here. This variant removes some bias, which may exist when the traffic patterns on the comparison site and on the assessed site are different. We highlight here how critical is the choice of the comparison site; how significant is the correlation between the risks of accidents by type and the traffic regimes, because that correlation, if changing over time, induces a bias; how meaningful is the provided analytic expression of the bias. Although inconclusive – due to the small number of recorded accidents – concerning the final safety impact of the operation, the main questions are discussed - reduction in traffic density leading to a reduction in the number of accidents, migration of traffic towards the opening hours, migration of density and accidents downstream. This contributes to a better understanding of the evolution of traffic safety and of the safety impact of the lane management operation. [Copyright &y& Elsevier]

Abstract: The majority of field evaluations are focusing on the traffic impact of the control actions. However, with the growing prosperity, consumers demand higher quality transport services, for which reliable transport networks are central. This paper is focused on the evaluation of the ramp metering impact based on both indices: traffic and the travel time reliability on the A6W motorway in Paris. Three strategies are implemented, tested and evaluated. Evaluations include more traditional traffic impacts on one hand and the travel time reliability evaluation on the other which corresponds to the add value of this paper. The results obtained indicate both improvement of the travel time reliability and the average travel time. [Copyright &y& Elsevier]

The article offers information regarding corrosion protection technique for bridge cables. It mentions the use of butyl rubber tapes for wrapping up the existing cables for preventing traffic disturbances. It suggests the use of paint for covering the locked coil ropes. Also discussed is the successful application of the technique on bridges across Rhine river between Kehl, Germany and Strasbourg, France.

Abstract: This paper proposes an original definition of the exposure to lateral collision in signalized intersections and discusses the results of a real world experiment. This exposure is defined as the duration of situations where the stream that is given the right-of-way goes through the conflict zone while road users are waiting in the cross-traffic approach. This measure, obtained from video sensors, makes it possible to compare different operating conditions such as different traffic signal strategies. The data from a real world experiment is used, where the adaptive real-time strategy CRONOS (ContRol Of Networks by Optimization of Switchovers) and a time-plan strategy with vehicle-actuated ranges alternately controlled an isolated intersection near Paris. Hourly samples with similar traffic volumes are compared and the exposure to lateral collision is different in various areas of the intersection and various traffic conditions for the two strategies. The total exposure under peak hour traffic conditions drops by roughly 5min/h with the CRONOS strategy compared to the time-plan strategy, which occurs mostly on entry streams. The results are analyzed through the decomposition of cycles in phase sequences and recommendations are made for traffic control strategies. [Copyright &y& Elsevier]

Abstract: The present study was carried out in the Ile-de-France region surrounding Paris, which is both the biggest conurbation in France and a large agricultural area. In areas such as these, airborne pollutants from road traffic may adversely affect the quality of the food produced by farms close by. This raises questions about the spatial compatibility of farming and road networks, although there is currently no scientific consensus concerning potential health risks for producers and consumers. Some actors in agricultural supply chains have tried to limit potential risks by producing technical guidelines, including isolation distances between major roads and fields farmed under contract. This paper analyses these “isolation distances”, using approaches from the agricultural and social sciences: surveys on stakeholders in agribusiness and on farmers, and a cartographic simulation submitted to the surveyed farmers for discussion. The results show that isolation distances serve to create market opportunities in a context of market segmentation, or are applied as a precautionary principle. Though not a widespread practice, safety distances could have considerable impacts on farms in terms of both technical management and total farm area, thus calling for further scientific research on this issue. [Copyright &y& Elsevier]

Abstract: This article examines the consequences, for Paris, of the increase in two-wheel motor vehicle (2WMV) traffic (measured in vehicle/km). Our study reveals that, between 2000 and 2007, the subway''s (Métro) share in total inner-Paris travel increased by 13.6%, the RER''s share by 10.3% and the SNCF''s share by 20.5%. These three means of transport account for 58% of daily travel. On the other hand, the bus share has decreased by 16% and that of cars by 23.7%. Private motor vehicles represent 37.3% of total travel. Looking at road traffic, where public transport (buses) and private motor transport compete for the use of limited road space, private motor vehicles account for 91.5% and public transport 8.5% of total travel. The 2WMV share in Paris traffic increased by 36% between 2000 and 2007, with 2WMVs now accounting for a share twice as large as that of buses. A survey has shown that 100 million additional passenger kilometres were made by 2WMV in 2007 compared to 2000. 53% of this increase comes from people shifting to 2WMV from public transport and 26.5% from private cars. The remaining 20% is attributable to the increased use of 2WMVs by those already owning such vehicles in 2000. Is the growth in the share of 2WMV traffic in Paris beneficial to the community? This shift in the means of transport generates time savings of €293 million and increases owners'' vehicle usage costs by €49 million. The cost of accidents is increased by €49 million and the negative consequences in terms of pollution are estimated at €22.6 million. The welfare impact of the government revenue change is negative and equal to €4.7 million. In total, the gain for the community is therefore around €168 million. Accident costs are the key issue. The fact that there are on average 21 2WMV fatalities in Paris (average 2006–2007) for a means of transport accounting for 16% of passenger/km made every day in Paris offers a striking contrast to the 6 (average 2006–2007) fatalities concerning cyclists which account for a mere 0.1% of trips. The massive shift to 2WMV has taken place without any public policy support. Public policy could easily further improve the 2WMV cost-benefit balance by taking measures that would decrease the number of accidents. [Copyright &y& Elsevier]

Summary: Objective: It is essential to know about the long-term consequences of road crashes involving corporal injury in order to adopt relevant public health measures. Methods: The ESPARR cohort comprises 1168 road-crash victims, aged 16 or over, managed in hospitals in the Rhône administrative départment (France). It is based on the Registry of Road Traffic Casualties, which has been collecting exhaustive data since 1995. Two groups are monitored: mild to moderate (M-AIS 1 or 2) and severe (M-AIS ≥3). Patients were interviewed at the point of primary care, between 1 October 2004 and 31 July 2006. 6 months later, their state of health and presence of pain were compared. Multivariate analysis (logistic regression) was performed to identify factors related to residual pain. Results: Adults of the cohort were compared to the road crash population as a whole recorded over the same period in the same area. At 6 months post-accident, only 31.9% of victims deemed their health status to have entirely returned to normal; 63.8% of mild to moderate and 89.2% of severe cases reported residual pain, but neither pain frequency nor intensity correlated with M-AIS. Residual pain was related to lower limb injuries (OR=1.6; 95% CI=1.1–2.4). After adjustment, pain was essentially related to age, seriousness of the lesions and a stay in a rehabilitation unit. Conclusion: The ESPARR cohort provides a unique opportunity in France to describe the trajectory of a road crash victim, in terms both of care and rehabilitation and of resumption of work and personal activity. [Copyright &y& Elsevier]

Copyright of Futuribles is the property of Futuribles SARL and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

User-centred design methods were used to understand the key motivators, potential constraints and design requirements associated with an innovative shared-vehicle scheme, offered as an integral component of a wider ‘transport marketplace’. A set of situated user trials were used to assess attitudinal and behavioural responses to a prototype service implemented in northern France. Potential motivators included the perceived benefits of reduced cost, environmental benefit, social contact and the provision of location-based information. The key barriers to adoption included: personal security during vehicle sharing, liability and flexibility in meeting individual transport needs. Contrary to initial indications by participants, ease of use was also a key acceptance criterion. The resulting design recommendations stress the need for maximising service flexibility, addressing perceived barriers and providing clarity regarding operational procedures and protocols. [ABSTRACT FROM AUTHOR]

In Europe, in case of the observation or the forecast of a photochemical event, punctual and local reductions in anthropogenic emissions can be triggered at the regional scale. Although the necessity for the establishment of such measures appears to be justified by bad air quality records over large European cities, individual short-term action plans (STAPs) have been blindly elaborated by regional authorities. Moreover, as they impose industrial and road traffic emission restrictions, these measures have an elevated economical cost. It is consequently crucial to determine their efficiency and potential for ozone peak reduction. The study presented in this paper aims to draw up an expertise on standard European STAPs, through the example of a French Mediterranean city. The objective is to determine and investigate the impact of current STAPs on ozone peak formation and to test ways to optimise their efficiency. In this frame, a set of emission scenarios has been elaborated and tested with the chemistry-transport model CHIMERE on the Berre–Marseille area. Simulations have shown that the tested action plans are not sufficient to eradicate severe ozone peaks and that more drastic restrictions on emissions are required to significantly affect ozone plumes. However, results also showed that the potential for ozone reduction remains small, with a maximum impact of only 5 ppbv for feasible STAPs. Finally, a temporal analysis of the ozone-emission relationship was engaged in order to optimise their application. [ABSTRACT FROM AUTHOR]

Abstract: Nitrogen in atmospheric particles in an urban environment is the result of complex primary and secondary processes, which renders identifying its origin somewhat complicated. Using the example of PM10 in the atmosphere of Paris (France), it is shown that the use of stable nitrogen-isotope compositions (δ 15N) alleviates this difficulty and provides clear information on the sources of primary and possibly of secondary nitrogen. Characterization of emissions of the different types of emitters in the city (road traffic, waste incinerators and heating sources) shows that these are clearly discriminated by specific isotope signatures. Δ 15N is particularly useful in showing that a substantial portion of the nitrogen is the result of secondary reactions, reactions that are different in summer and winter, as are the corresponding pollution sources. While it is unclear, among point sources, what the winter source of primary nitrogen is, road traffic appear to be the source of primary nitrogen in summer. Identification of the sources of the secondary nitrogen strongly depends on the nitrogen isotope fractionations (Δ 15N) associated to atmospheric conversion of NO x to nitrate, but hypothesises presented here hint at the possible corresponding pollution sources. [Copyright &y& Elsevier]

Copyright of Futuribles is the property of Futuribles SARL and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Background: The specific features of crashes involving an alcohol-intoxicated driver have been extensively characterized, but no such data are available for crashes involving a driver who has used a prescription medicine, which could help to plan and target prevention and control initiatives. This study aimed to describe the characteristics of crashes involving drivers under the influence of prescription medicines.Methods: We took advantage of CESIR, a French record linkage study for which data were extracted and matched from three French national databases: police reports, the national police database of injurious crashes and the national health care insurance database (HCI database). The drivers included in the study were those involved in an injurious road crash in France from July 1, 2005 to December 31, 2015, whose national identity number, date of birth and sex allowed matching. Prescription medicines considered were those with the two highest levels of warning.Results: Similar crash profiles were found when drivers used alcohol or medicines, particularly with respect to injury severity, type of vehicle, type of collision, type of road and cross-track profile. Alcohol-related crashes were over-represented during weekends and in low-density areas and medicine-related crashes were over-represented during weekdays and in cities of fewer than 300 000 inhabitants. While a much higher strength of association with responsibility was found for alcohol than for medicines, the proportion of crashes with drivers using medicines was twice as high as crashes with drivers using alcohol.Conclusion: The lower risk carried by medicines is therefore in part compensated by a higher prevalence of use, making medicines one of the hidden factors of road risk. Characterizing these crashes will therefore be useful to better focus road safety intervention on the prevention of driving under the influence of psychotropic medicines. [ABSTRACT FROM AUTHOR]