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12th ICBEN Congress on Noise as a Public Health Problem, ZURICH, SUISSE, 18-/06/2017 - 22/06/2017; Objectives: Exposure to aircraft noise has been shown to have adverse effects on health and particularly on sleep. This study aimed to investigate the relationship between aircraft noise exposure and subjective sleep quality in the population living near airports in France. Methods: Sleep interview was made through a questionnaire administered to 1,244 residents of three major French airports: Paris-CDG, Lyon-Saint-Exupéry and Toulouse-Blagnac. For each participant, aircraft noise exposure was estimated at home using noise maps. Logisticregression models were used with adjustment for potential confounders. Results: Aircraft noise exposure was associated with the risk of being a short sleeper (sleep duration £ 6h), and with the feeling of tiredness while awakening in the morning. An increase of 10 dBA in aircraft noise level at night was respectively associated with an OR of 1.66 (95% CI: 1.16 to 2.35) and an OR of 1.24 (95% CI: 1.00 to 1.63). Conclusion: These findings contribute to the overall evidence suggesting that aircraft noise exposure at nighttime may decrease subjective quality of sleep.

In this paper, a machine-learning framework is used for riding pattern recognition. The problem is formulated as a classification task to identify the class of riding patterns using data collected from 3-D accelerometer/gyroscope sensors mounted on motorcycles. These measurements constitute an experimental database used to analyze powered two-wheeler rider behavior. Several well-known machine-learning techniques are investigated, including the Gaussian mixture models, the $k$ -nearest neighbor model, the support vector machines, the random forests, and the hidden Markov models (HMMs), for both discrete and continuous cases. Additionally, an approach for sensor selection is proposed to identify the significant measurements for improved riding pattern recognition. The experimental study, performed on a real data set, shows the effectiveness of the proposed methodology and the effectiveness of the HMM approach in riding pattern recognition. These results encourage the development of these methodologies in the context of naturalistic riding studies.

This study used data from 3D Inertial Measurement Unit (accelerometers/gyroscopes) mounted on the Powered Two Wheelers (PTW) to analyze and classify PTW rider’s behavior. In our work, we hypothesize that by learning riding patterns, useful information pertaining to the conditions of riding environment can be provided for riders in order to assist them on the one hand, and on the other hand, we can provide efficient tools that can be exploited in a more general aim of designing expert systems to aid the researchers in performing an in-depth study of PTW rider’s activity rider’s activity in these specific situations. Therefore, the riding pattern recognition problem is formulated as a classification problem aiming to identify the class of the riding situation namely, Straight Line (SL), Right Turn (RT), Left Turn (LT), Round About (RA) and STop (ST). A key issue in the design of such systems is that in the first stage, six machine learning techniques are used as single classifiers and in the second stage these classifiers are combined to constitute a multi-expert system. Two main strategies are applied for combining classifiers: fusion based on majority voting rule and fusion based on Bayesian formalism.

Atelier technique sur les cohortes environnementales, BIVIERS, FRANCE, 05-/11/2019 - 05/11/2019; L'objectif de DEBATS est de mieux connaître et de mieux quantifier les effets du bruit des avions sur la santé des populations riveraines des aéroports français. Il s'agit d'adopter une approche globale en caractérisant les relations entre l'exposition au bruit des avions et les états de santé des riverains d'aéroport à la fois sur le plan physique et mental mais aussi en termes de gêne ressentie. En 2013, 1 244 riverains des aéroports de Paris-Charles de Gaulle, Toulouse-Blagnac et Lyon-Saint-Exupéry ont répondu à un questionnaire administré par un enquêteur à leur domicile concernant leur état de santé (perturbations du sommeil, pathologies cardiovasculaires, troubles anxio-dépressifs et gêne ressentie due au bruit des avions). L'enquêteur a également mesuré la pression artérielle et la fréquence cardiaque des participants et leur a demandé de prélever un échantillon de leur salive pour déterminer la concentration de cortisol salivaire (marqueur des états de stress). Ces participants ont été réinterrogés en 2015 et en 2017. Un sous-échantillon de 100 riverains a participé à une deuxième étude plus spécifique sur le sommeil avec des mesures acoustiques.

Réunion AdP, PARIS, FRANCE, 01-/07/2019 - 01/07/2019; Présentation de la méthodologie adoptée dans DEBATS et des premiers résultats au Groupe Aéroports de Paris

Contexte : Le cortisol, reflet de l'activité de l'axe hypothalamo-pituito-surrénalien (HPS), est un marqueur possible du stress induit par l'exposition au bruit des transports et pourrait se positionner comme un facteur intermédiaire dans la relation entre cette exposition et la survenue de pathologies cardiovasculaires. Cependant, les effets de l'exposition au bruit des transports sur la sécrétion de cortisol sont encore largement discutés. Objectif : L'objectif de l'étude est de rechercher l'existence d'une association entre l'exposition au bruit des avions et la variation journalière du cortisol salivaire. Méthodes : En 2013, 954 participants âgés de 18 ans et plus ont prélevé deux échantillons de leur salive, un au lever et un au coucher. Des informations relatives à leur état de santé, leur statut socioéconomique et leurs habitudes de vie ont été collectées grâce à un questionnaire administré en face-à-face par un enquêteur à leur domicile. L'exposition moyenne au bruit des avions au domicile des participants a été estimée à partir de cartes de bruit. Des modèles de régression log-linéaire ont été ajustés afin d'évaluer l'effet de cette exposition sur la variation horaire journalière des niveaux de cortisol salivaire. Résultats : L'exposition au bruit des avions serait associée à une diminution statistiquement significative de la variation horaire du cortisol salivaire au cours de la journée, avec des niveaux de cortisol inchangés au lever, mais plus élevés au coucher. Cette exposition engendrerait ainsi une modification du cycle physiologique de la sécrétion du cortisol. Conclusion: Ces résultats soutiennent l'hypothèse selon laquelle l'exposition au bruit des avions serait génératrice d'un stress psychologique induisant une perturbation du fonctionnement endocrinien et du cycle circadien du cortisol. Cette relation pourrait contribuer à favoriser l'émergence de pathologies cardiovasculaires.

Background: Many studies have demonstrated adverse effects of exposure to aircraft noise on health. Possible biological pathways for these effects include hormonal disturbances. Few studies deal with aircraft noise effects on saliva cortisol in adults, and results are inconsistent. Objective: We aimed to assess the effects of aircraft noise exposure on saliva cortisol levels and its variation in people living near airports. Methods: This study focused on the 1300 residents included in the HYENA and DEBATS cross-sectional studies, with complete information on cortisol sampling. All the participants followed a similar procedure aiming to collect both a morning and an evening saliva cortisol samples. Socioeconomic and lifestyle information were obtained during a face-to-face interview. Outdoor aircraft noise exposure was estimated for each participant's home address. Associations between aircraft noise exposure and cortisol outcomes were investigated a priori for male and female separately, using linear regression models adjusted for relevant confounders. Different approaches were used to characterize cortisol levels, such as morning and evening cortisol concentrations and the absolute and relative variations between morning and evening levels. Results: Statistically significant increases of evening cortisol levels were shown in women with a 10-dB(A) increase in aircraft noise exposure in terms of LAeq, 16h (exp(?) = 1.08; CI95% = 1.00-1.16), Lden (exp(?) = 1.09; CI95% = 1.01-1.18), Lnight (exp(?) = 1.11; CI95% = 1.02-1.20). A statistically significant association was also found in women between a 10-dB(A) increase in terms of Lnight and the absolute variation per hour (exp(?) = 0.90; CI95% = 0.80-1.00). Statistically significant decreases in relative variation per hour were also evidenced in women, with stronger effects with the Lnight (exp(?) = 0.89; CI95% = 0.83-0.96) than with other noise indicators. The morning cortisol levels were unchanged whatever noise exposure indicator considered. There was no statistically significant association between aircraft noise exposure and cortisol outcomes in men. Conclusions: The results of the present study show statistically significant associations between aircraft noise exposure and evening cortisol levels and related flattening in the (absolute and relative) variations per hour in women. Further biological research is needed to deepen knowledge of the pathway between noise exposure and disturbed hormonal regulation, and specially the difference in effects between genders.

59th ERSA, LYON, FRANCE, 27-/08/2019 - 30/08/2019; Introduction : HYENA (HYpertension and Exposure to Noise near Airports), a well-known study on the health effects of aircraft noise, involved 4,861 participants from six European countries (except France). DEBATS (Discussion on the health effects of aircraft noise), a study with a similar protocol, included 1,244 participants from France. Saliva samples were obtained for 439 and 954 participants in HYENA and DEBATS respectively, to determine cortisol concentration as a possible marker of noise-induced stress. Associations were found between aircraft noise and cortisol levels in each study separately, but they were not consistent between the two studies. The objective of the present study was to combine datasets to improve statistical power. Methods : We investigated the associations between aircraft noise levels and, the log-cortisol levels in the morning and in the evening, and the log-relative variation per hour, adjusted for relevant confounders. Results : We found evidence in women for an increase in the log-evening cortisol level ?=0.09 (95%CI 0.01;0.17), and for flattening of the log-relative variation per hour ?=-0.09 (95%CI -0.16;-0.02), with a LDEN 10-dB(A) increase, but no significant effects in men. Conclusions : These findings provide some support for psychological stress induced by aircraft noise exposure, resulting in disruption of hormonal rhythms.

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.

International audience; Simulation appears as an indispensable tool for automotive manufacturers to validate autonomous vehicle development, this latter reported to require billions of miles of driving. To involve the end users in this validation process, a project of large scale public application on smartphone allowing them to test and submit specific use cases, is presented in this paper. A first version of this application “3DAV Explore” has been released and is already available, allowing users to see in Virtual Reality traffic scenarios in subjective view from the autonomous vehicle and/or from an exterior view. This paper details more deeply the development steps and the libraries used for the second version of this application. Further development steps and implications are also detailed in the conclusion.

47th International Congress and Exposition on Noise Control Engineering (inter-noise 2018) , CHICAGO, ETATS-UNIS, 26-/08/2018 - 29/08/2018; Aircraft noise has been shown to have adverse effects on health and particularly on sleep. The aim of the study was to investigate the association between aircraft noise exposure and objective sleep quality in the population living near airports in France. Methods: Actimetric measurements were performed during eight nights to evaluate sleep quality of 112 participants in terms of total sleep time, sleep onset latency, wake time and sleep efficiency. Simultaneously, acoustic measurements were performed inside and outside (at the façade) the participants' bedroom in order to estimate integrated indicators as well as the number of noise events. Logistic regression models were used with adjustment for potential confounders. Results: Integrated indicators as well as the number of noise events were significantly associated with objective sleep quality: increased levels or numbers of aircraft noise events increased time to fall asleep and total wake time, but decreased sleep efficiency. Unexpectedly, they also increased total sleep time, and time in bed, and delayed get up time. These latter results can be interpreted as an adaptation mechanism to sleep deprivation. Conclusion: Noise event indicators have been shown to be more often associated with sleep disturbances than integrated indicators.

EUROEPI 2018, European Congress of Epidemiology , Lyon, FRANCE, 04-/07/2018 - 06/07/2018; Background: Noise in the areas near airports is considered as a public health issue. Exposure to aircraft noise has been shown to have adverse effects on health and particularly on sleep. Sleep disturbances are the most investigated health effects related to environmental noise. Many studies support that noise at night can affect subjective and objective sleep quality. If habituation to noise can be observed for subjective sleep quality, no habituation has been shown with objective sleep quality. However, few studies have evaluated the effects of aircraft noise on sleep quality with objective measurements at home. No such studies have been performed around French airports. Objectives: The aim of the present study was to investigate the association between aircraft noise exposure and objective sleep quality in the population living near airports in France. Methods: Our study includes 112 people living around Paris-CDG and Toulouse-Blagnac airports. Actimetric measurements were performed during eight nights to objectively evaluate the sleep quality of the participants in terms of sleep onset latency, wake time, total sleep time and sleep efficiency. Simultaneously, acoustic measurements were performed inside and outside (at the bedroom façade) the participants' bedroom in order to identify aircraft noise and to evaluate the impact of this noise in the participants' bedroom. Thus, integrated (that is related to energetic average for a given period of time) as well as noise event indicators (that is the number of events that exceed a given threshold) were estimated. Logistic regression models taking into account measurements repetition were used with adjustment for potential confounders: age, gender, marital status, education and body mass index (BMI). Results and discussion: Integrated indicators as well as noise event indicators were significantly associated with objective sleep quality. Increased levels of aircraft noise or increased numbers of aircraft noise events increased time to fall asleep, total wake time and decreased sleep efficiency. Unexpectedly, they also increased total sleep time, time in bed and delayed get up time. This latter result can be interpreted as an adaptation mechanism to sleep deprivation. If deterioration of the sleep quality has been observed with an increase in time to fall asleep and in total wake time, a process of recovery and sleep maintenance has been shown with an increase in total sleep time. Noise event indicators seemed to be more often associated with sleep disturbances than integrated indicators. Increased numbers of noise events during the sleep period have been found to degrade objective sleep quality. Conclusion: The present study is the first one to investigate the effects of aircraft noise exposure around French airports on sleep quality evaluated with objective measurements. The findings contribute to the overall evidence suggesting that aircraft noise exposure at nighttime may decrease objective quality of sleep. Aircraft noise exposure affects objective sleep quality whatever the type of noise indicator. In front of this nuisance, adaptation mechanisms to sleep deprivation could be observed.

EUROEPI 2018, European Congress of Epidemiology , Lyon, FRANCE, 04-/07/2018 - 06/07/2018; Background : Many studies have evidenced adverse effects of exposure to aircraft noise on health, such as annoyance, sleep disturbance, cardiovascular diseases or altered cognitive performance. Mental health has been less investigated. In France, about 18% of the population suffer from mental disorders. The effects of noise annoyance on psychological distress have rarely been evaluated, and no study exists in France. We investigated associations between annoyance due to aircraft noise and psychological distress for people living near airports in France. Methods : The DEBATS longitudinal study included 1,244 residents around three French airports: Paris-Charles-de-Gaulle, Toulouse-Blagnac, and Lyon-Saint-Exupéry. Information about psychological distress was assessed by a face-to-face questionnaire, including a single question about the feeling of depression, and the 12-version of the General Health Questionnaire (GHQ-12). Annoyance due to aircraft noise was assessed with the following question 'Thinking about the last 12 months, when you are at home, how much does aircraft noise annoy you?' The five-point verbal scale proposed by the International Commission on the Biological Effects of Noise was used: extremely, very, moderately, slightly or not at all. Associations with psychological distress were investigated using logistic regressions including relevant confounders such as gender, age, country of birth, occupational activity, marital status, alcohol consumption, smoking, sleep duration, number of stressful life events, education, income, and antidepressant use. Results : About 13% of the participants reported depression and 22% were considered to have psychological distress according to the GHQ-12. Significant associations were found between annoyance due to aircraft noise and the feeling of depression, and between annoyance due to aircraft noise and psychological distress evaluated with the GHQ-12. The Odds Ratio (OR) for the feeling of depression ranged from 0.89 (95% CI 0.50-1.59) to 2.61 (95% CI 1.09-6.23). The OR for the GHQ-12 ranged from 1.49 (95% CI 0.94-2.39) to 3.64 (95% CI 1.70-7.78). For the both outcomes, OR reached the maximum estimate for people reporting to be extremely annoyed compared to those who are not at all annoyed. Discussion : The present study found significant associations between annoyance due to aircraft noise and psychological distress assessed both with a single question about the feeling of depression and with the GHQ-12, with gradual ORs according to the different categories of noise annoyance. This result is in line with the findings of a cross-sectional study performed in Minneapolis. However the direction of the association can be questioned. Extremely annoyed people might be more at risk to have psychological disorders, and it is also possible that people with psychological disorders might be more at risk to be annoyed.

18th International Conference Road Safety on Five Continents (RS5C 2018), JEJU, COREE, REPUBLIQUE DE, 16-/05/2018 - 18/05/2018; The expected total cost of accidents for France amounted between 37.5 and 50 billion Euros in 2014. It would represent between 1.5 % and 2 % of the Gross Domestic Product (GDP). At the European level, the total costs of crashes vary between 0.4% and 4.1% of the GDP and the total costs related to serious injuries vary between 0.04% of the GDP for Ireland and 2.7% for Poland, according figures advanced by a recent European research project (Safetycube). For France, the total costs of serious injury crashes/serious injuries is estimated at 10.5 billion Euros in 2014 and the total costs of slight injury crashes/slight injuries is estimated at 0,7 billion Euros. However,, the monetary values used for valuing the different types of injury are estimated by applying a simple percentage of the Statistical Value Of Life (VOSL) (3 billion Euros per fatality, 2010 value), aligned with the HEATCO or CEMT recommendations. Consequently, in France, there is no real and accurate knowledge of the amount of costs for the different components of the total costs of road injuries and there is a relative uncertainty concerning the assessment of that cost. However, that figure is quite crucial, because it could help the public decision maker in deciding to implement or not some road safety countermeasures, but also in establishing some hierarchies among the efficient road safety measures. That contribution proposes first a state of the art related to the estimation of the cost of the road injuries for the French case, the different components, and the potential sources of information and methods of estimation and second few methodological propositions in order to better identify the costs of injuries. It would sum-up the crucial information dealing with the cost of injuries, and especially the personal damage. In some way, it will propose for the first time in France a survey and a critical analysis of the most recent information available on that question. It would provide additional information collected from on-going projects.

Objective: better knowledge of the cost of road morbidity. Interests: Assessment of the impact of road accidents on society / Prioritizing investments in road safety, Objectif : meilleure connaissance du coût de la morbidité routière intérêts : Appréciation de l'impact des accidents de route sur la société / Priorisation des investissements en sécurité routière

Conseil national du bruit 2018, PARIS, FRANCE, 11-/06/2018 - 11/06/2018; Présentation des premiers résultats de la phase d'inclusion de DEBATS au Conseil National du Bruit

According to the Global Status Report on Road Safety 2015 of WHO (WHO, 2015), 'road traffic injuries claim more than 1.2 million lives each year and have a huge impact on health and development'. Using WHO classification of regions, there has been a further deterioration in road fatality rates in the WHO Africa region from 24.1 fatalities per 100,000 populations in 2010 to 26.6 fatalities per 100,000 in 2013. Over the same period, there was a further improvement in road fatality rates in the WHO Europe region. Road trauma in Africa is expected to get worse, with fatalities per capita projected to double over the period 20152030 (Small and Runji, 2014). SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high-level body with the main objective of providing recommendations to update the African Road Safety Action Plan and the African Road Safety Charter, as well as fostering the adoption of specific initiatives, properly funded. The main objective of work package 3 is to assess the implementation of the Action Plan 2011-2020 (AUUNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geopolitical scales (continental, regional economic communities/corridors and country). The second main objective is to define some initiatives for different topics designed to foster the implementation of the Action Plan. The initiatives will be based on the outputs of WP3, WP4, WP5 and WP6 and will address technical, administrative and economic concerns. The aim is to prepare turnkey project for the Dialogue Platform Management Board. The objective of Task 3.1 on which is based this deliverable is the Assessment of the implementation of the Action Plan and of regional instruments. The analysis has been realized at different spatial levels, country, corridor and continental levels. For the continental level the choice is made to focus the analysis on the recommendations issued from the midterm review of the African Road Safety Action Plan (ARSAP) (AUUNECA, 2015a, 2015b) and on SWOT and PESTEL approaches by pillar of the Action Plan. For the country level, 5 countries are chosen for a detailed evaluation: Burkina Faso, Cameroon, Kenya, South Africa and Tunisia. For these countries the analysis is based on results of the country on each of the five pillars and on results andknowledge of partners in charge of these countries, for example through Capacity Reviews realized in WP5. Regional analyses are made on Corridor Abidjan-Lagos, involving 5 countries: Ivory Coast, Ghana, Togo, Benin and Nigeria. Data has been collected through questionnaires distributed by WP4 and international databases (mainly WHO data). A specific process of data validation has been proposed and realized by partners in order to reinforce quality of the information and of the analysis. Based on those data and methodological choices, results allow us to highlight recommendations that were proposed by midterm review of the ARSAP and which are still reliable and new recommendations which seem important in order to improve Road Safety in Africa. These recommendations will be discussed through the dialog platform.; According to the Global Status Report on Road Safety 2015 of WHO (WHO, 2015), 'road traffic injuries claim more than 1.2 million lives each year and have a huge impact on health and development'. Using WHO classification of regions, there has been a further deterioration in road fatality rates in the WHO Africa region from 24.1 fatalities per 100,000 populations in 2010 to 26.6 fatalities per 100,000 in 2013. Over the same period, there was a further improvement in road fatality rates in the WHO Europe region. Road trauma in Africa is expected to get worse, with fatalities per capita projected to double over the period 20152030 (Small and Runji, 2014). SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high-level body with the main objective of providing recommendations to update the African Road Safety Action Plan and the African Road Safety Charter, as well as fostering the adoption of specific initiatives, properly funded. The main objective of work package 3 is to assess the implementation of the Action Plan 2011-2020 (AUUNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geopolitical scales (continental, regional economic communities/corridors and country). The second main objective is to define some initiatives for different topics designed to foster the implementation of the Action Plan. The initiatives will be based on the outputs of WP3, WP4, WP5 and WP6 and will address technical, administrative and economic concerns. The aim is to prepare turnkey project for the Dialogue Platform Management Board. The objective of Task 3.1 on which is based this deliverable is the Assessment of the implementation of the Action Plan and of regional instruments. The analysis has been realized at different spatial levels, country, corridor and continental levels. For the continental level the choice is made to focus the analysis on the recommendations issued from the midterm review of the African Road Safety Action Plan (ARSAP) (AUUNECA, 2015a, 2015b) and on SWOT and PESTEL approaches by pillar of the Action Plan. For the country level, 5 countries are chosen for a detailed evaluation: Burkina Faso, Cameroon, Kenya, South Africa and Tunisia. For these countries the analysis is based on results of the country on each of the five pillars and on results andknowledge of partners in charge of these countries, for example through Capacity Reviews realized in WP5. Regional analyses are made on Corridor Abidjan-Lagos, involving 5 countries: Ivory Coast, Ghana, Togo, Benin and Nigeria. Data has been collected through questionnaires distributed by WP4 and international databases (mainly WHO data). A specific process of data validation has been proposed and realized by partners in order to reinforce quality of the information and of the analysis. Based on those data and methodological choices, results allow us to highlight recommendations that were proposed by midterm review of the ARSAP and which are still reliable and new recommendations which seem important in order to improve Road Safety in Africa. These recommendations will be discussed through the dialog platform.

Objective - In 2009, a meta-analysis reported an increased risk of hypertension (HTA) related to long-term aircraft noise exposure. One of the objectives of the Debats (Discussion sur les effets du bruit des aéronefs touchant la santé) study was to assess the prevalence of HTA and to investigate the relationship between aircraft noise exposure and the risk of HTA among people living near airports in France. Methods - Blood pressure was measured for 1,244 participants living near three French airports: Paris-Charlesde-Gaulle, Lyon-Saint-Exupéry, and Toulouse-Blagnac. Information about major risk factors for HTA was collected by means of a face-to-face questionnaire or by means of objective measures performed by an interviewer. Aircraft noise exposure was estimated for each participant's home address using noise maps produced by the airports. The major risk factors for HTA were included in logistic regression models as confounding factors. Results - The prevalence of HTA was significantly higher in men (37.0%) than in women (30.5%). A significant relationship was evidenced between the risk of HTA and aircraft noise exposure at night for men, not for women. A 10 dB(A) increase in Lnight was associated with an ORa of 1.34 (95%CI: [1.00-1.97]) for men, and of 0.90 [0.66-1.22] for women. Conclusion - These ndings contribute to the overall evidence suggesting that aircraft noise exposure may increase the risk of HTA in men.; Objectif - En 2009, une méta-analyse a mis en évidence une augmentation du risque d'hypertension artérielle (HTA) avec l'exposition au bruit des avions. Un des objectifs de l'étude Debats (Discussion sur les effets du bruit des aéronefs touchant la santé), réalisée en 2013, était de décrire la prévalence de l'HTA et de rechercher l'existence d'une association entre l'exposition au bruit des avions et le risque d'HTA chez les riverains des aéroports en France. Méthodes - La pression artérielle a été mesurée chez 1 244 riverains des aéroports de Paris-Charles-de-Gaulle, Lyon-Saint-Exupéry et Toulouse-Blagnac. Des informations relatives aux facteurs de risque potentiels d'HTA ont été recueillies, soit via un questionnaire administré en face-à-face par un enquêteur, soit grâce à des mesures objectives réalisées par cet enquêteur. L'exposition au bruit des avions au domicile des participants a été estimée à partir de cartes de bruit produites par les aéroports. Les facteurs de risque potentiels de l'HTA ont été inclus dans des modèles de régression logistique comme facteurs de confusion. Résultats - La prévalence de l'HTA est significativement plus élevée chez les hommes (37,0%) que chez les femmes (30,5%). Une augmentation significative du risque d'HTA est observée chez les hommes (ORa=1,34, IC95%: [1,00-1,97]), mais pas chez les femmes (ORa=0,90 [0,66-1,22]) pour une augmentation de 10 dB(A) de l'exposition au bruit des avions pendant la nuit. Conclusion - Ces résultats confirment ceux de la plupart des études antérieures, qui suggèrent que l'exposition au bruit des avions pendant la nuit augmenterait le risque d'HTA chez les hommes.

Young reseachers seminar 2017, Berlin, ALLEMAGNE, 16-/05/2017 - 18/05/2017; Nowadays, the development of new technologies in the automotive industry integrates more and more different complex safety systems. Some of these security systems (ADAS) are based on the monitoring of the driver's cognitive state (Wang, Xu, & Gong, 2010). To this aim, these systems take into account some physiological and/or behavioural parameters in order to estimate for example the level of stress/anxiety or the level of mental workload. Nevertheless, most of these systems do not integrate in their functioning the type of driving situation in which the driver is (e.g., overtaking of a truck, sudden occurrence of a pedestrian). Furthermore, the temporal period for which physiological and behavioral data are affected by a given driving situation still needs to be determined. Therefore, a study has been driven on a simulator so as to investigate how 1) driving could impact drivers' internal state; 2) which indicator (physiological and/or behavioural) was the more sensitive to these changes. Participants had to perform three different driving situations (left-turn, overtaking and pedestrian occurrence) within two sessions (baseline and experimental sessions). The traffic conditions were manipulated to increase traffic density and/or time pressure for each situation of the experimental session, when compared to the baseline session. After each driving situation, the driver had to perform a standardized car following task (Brookhuis, Waard, & Mulder, 1994) during five minutes while the driver's cognitive state was analyzed through physiological (EDA and ECG) and behavioural (driving performance parameters). Besides, subjective measures (questionnaires) were performed after each driving session. The results highlighted the relationship between high mental workload and physiological variations after all experimental situations. Nevertheless, behavioural reactions following the unexpected event seemed to differ from those obtained after a situation inducing anxiety, because of a high traffic density. Moreover, the signatures of behavioural and physiological reactions to the experimental situations did not present the same duration. While, physiological data quickly returned to their baseline value, (after one minute following the situation), behavioural variations persisted on a longer period (variations visible during the five minutes following the situation). Despite the fact that these results have to be confirmed by future studies, suggestions can already be made for the conception of the future ADAS centered on the driver's cognitive state.

Estimation of the risk of being responsible for a fatal crash when driving while impaired by drugs (alcohol, cannabis, amphetamines, cocaine, opiates), Estimation du risque d'être responsable d'un accident mortel en conduisant sous l'emprise de drogues (alcool, cannabis, amphétamines, cocaïne, opiacés)

International audience; This paper presents a review of the various innovations in driver training methods which have been elaborated in the industrialized countries, in order to reduce the over‐risk of young novice drivers, and of their evaluations. First, we present the scientific and policy factors that have guided some countries to focus on the reduction of risk exposure (GDL or Graduated Driver Licensing) and other countries on driver education, in order to improve the various driving and safety skills during this phase of inexperience. Starting from the theoretical and methodological field of the GDE matrix, the various types of training are reviewed, before licensing (training with professional driving teachers, accompanied driving, simulator training) and after licensing (practical driving skills training, cognitive training like risk perception training, commented driving, task completion, life‐skills training, self‐evaluation training). Last, we conclude on what we have learnt about good practices concerning moderation of excessive confidence and development of meta‐cognitive skills (more realistic self‐evaluation) at each level of the GDE Matrix.; Cet article présente une revue des diverses innovations pédagogiques apparues dans les pays industrialisés afin de réduire le sur‐risque des jeunes conducteurs novices, ainsi que de leurs évaluations. On présente d’abord les logiques scientifiques et politiques qui ont conduit certains pays à se focaliser sur la diminution de l’exposition au risque (accès graduel à la conduite ou permis progressif) ou d’autres sur l’éducation du conducteur afin de renforcer ses diverses compétences lors de cette phase d’inexpérience. À partir du champ théorique et méthodologique impulsé à partir de la matrice GDE, on passe en revue les divers types de formation, avant le permis (apprentissage avec les enseignants de la conduite, conduite accompagnée, entraînement sur simulateur) et après (entraînements aux manœuvres de pilotage, formations cognitives, entraînement à la perception des dangers, conduite commentée, complètement de tâche, entraînements des « compétences de vie », programmes d’amélioration de l’autoévaluation). On conclura par les enseignements de cette revue à propos des bonnes pratiques visant à modérer la confiance excessive, en développant les compétences métacognitives (autoévaluation plus réaliste de soi) à chaque niveau de la matrice GDE

International audience; This paper presents a review of the various innovations in driver training methods which have been elaborated in the industrialized countries, in order to reduce the over‐risk of young novice drivers, and of their evaluations. First, we present the scientific and policy factors that have guided some countries to focus on the reduction of risk exposure (GDL or Graduated Driver Licensing) and other countries on driver education, in order to improve the various driving and safety skills during this phase of inexperience. Starting from the theoretical and methodological field of the GDE matrix, the various types of training are reviewed, before licensing (training with professional driving teachers, accompanied driving, simulator training) and after licensing (practical driving skills training, cognitive training like risk perception training, commented driving, task completion, life‐skills training, self‐evaluation training). Last, we conclude on what we have learnt about good practices concerning moderation of excessive confidence and development of meta‐cognitive skills (more realistic self‐evaluation) at each level of the GDE Matrix.; Cet article présente une revue des diverses innovations pédagogiques apparues dans les pays industrialisés afin de réduire le sur‐risque des jeunes conducteurs novices, ainsi que de leurs évaluations. On présente d’abord les logiques scientifiques et politiques qui ont conduit certains pays à se focaliser sur la diminution de l’exposition au risque (accès graduel à la conduite ou permis progressif) ou d’autres sur l’éducation du conducteur afin de renforcer ses diverses compétences lors de cette phase d’inexpérience. À partir du champ théorique et méthodologique impulsé à partir de la matrice GDE, on passe en revue les divers types de formation, avant le permis (apprentissage avec les enseignants de la conduite, conduite accompagnée, entraînement sur simulateur) et après (entraînements aux manœuvres de pilotage, formations cognitives, entraînement à la perception des dangers, conduite commentée, complètement de tâche, entraînements des « compétences de vie », programmes d’amélioration de l’autoévaluation). On conclura par les enseignements de cette revue à propos des bonnes pratiques visant à modérer la confiance excessive, en développant les compétences métacognitives (autoévaluation plus réaliste de soi) à chaque niveau de la matrice GDE

Objectives The largest study until now around 6 major European airports, the HYENA (HYpertension and Exposure to Noise near Airports) study, reported an excess risk of hypertension related to long-term aircraft noise exposure. The DEBATS (Discussion on the health effects of aircraft noise) study investigated the relationship between this exposure and the risk of hypertension in men and in women near French airports. Methods Blood pressure of 1244 participants older than 18 years of age was measured. Information about health, socioeconomic and lifestyle factors was collected by means of a face-to-face questionnaire performed at home by an interviewer. Aircraft noise exposure was assessed for each participant9s home address using noise maps. They were calculated with the Integrated Noise Model with a 1 dB(A)-resolution. The major potential confounders being risk factors for hypertension were included in the logistic regression models: age, occupational activity, body mass index, physical activity and alcohol consumption. Results After adjustment for the main potential confounders, an exposure–response relationship was evidenced between the risk of hypertension and aircraft noise exposure at night for men only. A 10-dB(A) increase in L night was associated with an OR of 1.34 (95% CI 1.00 to 1.97). Conclusions These findings contribute to the overall evidence suggesting that aircraft noise exposure at night-time may increase the risk of hypertension in men. Hypertension is a well-known and established risk factor for cardiovascular disease. The association reported in the present study between aircraft noise and hypertension implies that aircraft noise might be a risk factor also for cardiovascular disease.

12th ICBEN Congress on Noise as a Public Health Problem, ZURICH, SUISSE, 18-/06/2017 - 22/06/2017; The impact of exposure to aircraft noise on health is of growing concern because of a steady rise in flights. While many studies address the annoyance associated with aircraft noise, very few studies consider the health status perceived by the population itself. We investigated associations between aircraft noise exposure and perceived health for people living near airports in France. The DEBATS longitudinal study included 1,244 residents around three French airports: Paris-Charles-de-Gaulle, Toulouse-Blagnac, and Lyon-Saint-Exupéry. Information about perceived health was assessed by a face-to-face questionnaire. Aircraft noise exposure was evaluated for each participant's home address. Associations with perceived health were investigated using logistic regressions including relevant confounders.No association was found between aircraft noise exposure and perceived health. After stratification on gender, significant associations were observed for men: OR=1.55 (95%CI=1.02-2.35) per 10-dB(A) Lnight-increase. The associations observed in this study could be due to residual confounding or to declaration bias which cannot be excluded. Further studies are necessary in order to better understand these associations.

Congrès Société Française de Santé et Environnement , STRASBOURG, FRANCE, 28-/11/2016 - 29/11/2016; Contexte / Context : La réduction des nuisances sonores dues aux avions a longtemps été considérée comme une préoccupation majeure des pouvoirs publics. Mais depuis quelques années, la problématique liée à la pollution de l'air à proximité des aéroports est venue s'ajouter à celle des nuisances sonores, ce qui soulève évidemment la question de la dissociation des effets du bruit de ceux de la pollution de l'air, en particulier sur les maladies cardiovasculaires. Méthodes / Methods : Nous avons réalisé une étude écologique s'intéressant non seulement à l'existence d'une association entre l'exposition au bruit des avions et la mortalité cardiovasculaire, mais aussi à l'impact de la pollution de l'air sur celle-ci. Cette étude a porté sur 161 communes situées à proximité de trois aéroports français majeurs : Paris-Charles de Gaulle, Lyon Saint-Exupéry et Toulouse-Blagnac. Les données de mortalité ont été transmises par le Centre d'épidémiologie sur les causes médicales de décès de l'Inserm. L'exposition moyenne au bruit des avions, pondérée par la population, a été calculée au niveau de chaque commune à partir des cartes de bruit produites par la Direction Générale de l'Aviation Civile. L'exposition moyenne à la pollution de l'air en termes de NO2 et de PM10 a été estimée grâce à des modèles de dispersion. Résultats et discussion / Results and discussion : L'association entre la mortalité cardiovasculaire et la concentration en NO2 ou PM10 est à la limite de la signification. Une association significative a été mise en évidence entre l'exposition au bruit des avions et la mortalité cardiovasculaire. Elle n'est pas atténuée lorsque la concentration en NO2 ou PM10 est prise en compte dans les modèles. Ces résultats confirment ainsi ceux d'études récentes qui suggèrent que la pollution de l'air ne modifie pas l'impact de l'exposition au bruit des avions sur la mortalité cardiovasculaire. Cependant d'autres études individuelles sont nécessaires pour mieux comprendre les associations mises en évidence dans cette recherche.

29èmes Entretiens du Centre Jacques-Cartier. Facteurs humains, technologies embarquées et numériques : quel rôle pour les politiques de sécurité routière ?, Lyon, France, 22-/11/2016 - 23/11/2016; L'essor des nouvelles technologies dans l'industrie automobile permet d'intégrer des systèmes de sécurité de plus en plus nombreux et complexes. Une partie de ces systèmes de sécurité (ADAS) se basent sur le contrôle de l'état cognitif du conducteur (Wang, Xu, & Gong, 2010). Pour cela ces derniers prennent en compte des paramètres physiologiques et/ou comportementaux afin d'estimer par exemple le niveau de stress/anxiété ou de charge mentale. Néanmoins, la plupart de ces systèmes n'intègrent pas dans leur fonctionnement le type de situation de conduite dans laquelle se trouve le conducteur (e.g., dépassement d'un camion, apparition soudaine d'un piéton, etc.). De plus, la plage temporelle selon laquelle les données physiologiques et comportementales sont affectées par une situation de conduite donnée reste encore à déterminer. Dans ce contexte, une étude a été menée sur simulateur de conduite afin d'examiner comment les conducteurs réalisaient trois différentes situations de conduite (tourne à gauche, dépassement et apparition d'un piéton) au sein de deux sessions (session baseline et session expérimentale). Les conditions de trafic étaient manipulées afin d'augmenter la densité de trafic et/ou la pression temporelle dans chaque situation de la session expérimentale, en comparaison avec la session baseline. Après chaque situation de conduite, le conducteur devait réaliser une tâche standardisée de suivi de Îhicule (Brookhuis, Waard, & Mulder, 1994) pendant 5 minutes. L'état cognitif du conducteur était analysé à partir des données physiologiques (EDA et ECG) et comportementales (paramètre de la performance de conduite) sur des plages d'une minute et de cinq minutes à partir de la situation de conduite. De plus, des mesures subjectives (questionnaires) étaient également réalisées après chaque phase de conduite. Les résultats mettent en évidence une charge mentale subjective éleÎe liée à des variations physiologiques (Collet, Salvia, & Petit-Boulanger, 2014; Paxion, Galy, & Berthelon, 2014) après toutes les situations expérimentales, lorsqu'on les compare aux situations baseline. Néanmoins, les réactions comportementales suivant un éÏnement inattendu semblent différer de celles obtenues à la suite d'une situation anxiogène, du fait d'une densité de trafic éleÎe. En outre les signatures des réactions comportementales et physiologiques aux situations expérimentales ne présentent pas la même durée. Alors qu'au niveau physiologique, les données retournent très rapidement (dans la première minute suivant la situation expérimentale) vers un niveau de base, les variations comportementales persistent sur une plage temporelle plus importante (variations visibles sur l'ensemble des cinq minutes suivants la situation). Bien qu'il soit nécessaire de confirmer ces interprétations à l'avenir, des suggestions peuvent déjà être faites aux industriels du secteur automobile pour la conception de futurs ADAS centrés sur l'état cognitif du conducteur.

Semaine de la sécurité routière de Bogota. Atelier : Methodologia para el analisis detallado y reconstruccion de senestrios viales en Bogota D.C, BOGOTA, COLOMBIE, 05-/10/2016 - 05/10/2016; Devant une quarantaine de professionnels de la sécurité routière (universitaires, ingénieurs, techniciens...), présentation des typologies d'accidents de motos et les recherches scientifiques corolaires réflexions sur les transferts pour la Colombie - Secrétariat de la mobilité de Bogota.

ADELF, Congrès de l'Association des Epidémiologistes de Langue Française, Rennes, FRANCE, 07-/09/2016 - 09/09/2016; INTRODUCTION - Une précédente recherche, HYENA (Hypertension et exposition au bruit à proximité des aéroports) a mis en évidence un excès de risque d'hypertension lié à l'exposition au bruit des avions à proximité de six aéroports européens. OBJECTIF - L'objectif de notre étude est de rechercher l'existence d'une association entre cette exposition et le risque d'hypertension chez des riverains des aéroports français. MÉTHODES - 1 244 riverains des aéroports de Paris-Charles de Gaulle, Toulouse-Blagnac et Lyon-Saint-Exupéry ont répondu à un questionnaire, administré par un enquêteur à leur domicile, décrivant leurs éventuels troubles de santé supposés en lien avec le bruit (perturbations du sommeil, pathologies cardiovasculaires, troubles anxio-dépressifs et gêne due au bruit des avions). L'enquêteur a également mesuré la pression artérielle systolique (PAS) et diastolique (PAD) des participants. Ceux-ci ont été classés comme hypertendus si leur PAS dépassait 140 mm de mercure ou leur PAD 90 mm (valeurs limites définies par l'Organisation Mondiale de la Santé) ou s'ils déclaraient avoir eu un diagnostic d'hypertension par un médecin et prendre un traitement antihypertenseur. L'exposition au bruit des avions au domicile des participants a été estimée à partir des cartes de bruit produites par les aéroports. Les facteurs de risque connus de l'hypertension ont été inclus dans les modèles de régression logistique comme facteurs de confusion. RÉSULTATS - Une association positive significative a été obserÎe pour une augmentation de l'exposition au bruit des avions pendant la nuit de 10 dBA chez les hommes (ORadj = 1,34, IC à 95% = 1,00-1,97), mais pas chez les femmes (ORadj = 0,90, IC à 95% = 0,66-1,22). DISCUSSION - Les résultats de la présente étude confirment ceux de la plupart des études antérieures qui suggèrent que l'exposition au bruit des avions pendant la nuit augmenterait le risque d'hypertension chez les hommes.

VIIème Congrès international d'Epidémiologie ADELF-EPITER, Epidémiologie et Santé Publique, RENNES, FRANCE, 07-/09/2016 - 09/09/2016; INTRODUCTION - Le cortisol est un marqueur possible du stress induit par l'exposition au bruit. Il pourrait être un facteur intermédiaire dans la relation entre l'exposition au bruit des transports et la survenue de pathologies cardiovasculaires. Cependant, les études sur le sujet sont peu nombreuses. OBJECTIF - L'objectif de notre étude est de rechercher l'existence d'une association entre la concentration de cortisol salivaire et l'exposition au bruit des avions chez des riverains des aéroports français. MÉTHODES - 1244 riverains des aéroports de Paris-Charles de Gaulle, Toulouse-Blagnac et Lyon-Saint-Exupéry ont répondu à un questionnaire décrivant leurs éventuels troubles de santé supposés en lien avec le bruit (perturbations du sommeil, pathologies cardiovasculaires, troubles anxio-dépressifs et gêne due au bruit des avions). Ils ont également préleÎ un échantillon de leur salive au lever et au coucher (la sécrétion physiologique de cortisol étant maximale entre 6h et 8h du matin, diminuant ensuite pour être presque nulle vers minuit). La concentration en cortisol de ces prélèvements a été déterminée par technique immunoenzymatique. L'exposition au bruit des avions au domicile des participants a été estimée à partir des cartes de bruit produites par les aéroports. Des modèles de régressions linéaires ont été ajustés sur le logarithme de la variation horaire du cortisol avec prise en compte de facteurs de confusion potentiels. RÉSULTATS - Une baisse significative de la variation horaire du cortisol a été obserÎe lorsque l'exposition au bruit des avions augmente de 10 dBA (0,90, IC95%=0,74-1,00). DISCUSSION - La présente étude suggère une variation nycthémérale du taux de cortisol moins prononcée chez les individus les plus exposés au bruit des avions. Ceux-ci réguleraient donc moins bien leur sécrétion de cortisol, signature d'un stress généré par leur exposition au bruit des avions. Ces résultats restent cependant à être confirmés par des études de plus grande ampleur.

TAP 2016, 21st International Transport and Air Pollution Conference, LYON, FRANCE, 24-/05/2016 - 26/05/2016; The health impact of living in the vicinity of an airport has been of growing concern. The reduction of aircraft noise nuisance has been considered to be the main issue for a long time but in recent years, the question of air pollution around airports has been raised. Air pollution has been found to be associated with cardiovascular disease (Brook et al (2010)). As several studies have shown an association between aircraft noise exposure and hypertension (Babisch and van Kamp (2009)) or mortality from cardiovascular disease (Huss et al (2010), Hansell et al (2013)), concerns for disentangling the effects of air pollution and of noise on cardiovascular outcomes have increased. We performed an ecological study addressing the issue of an association between exposure to aircraft noise and mortality for cardiovascular disease, coronary heart disease, myocardial infarction and stroke. A secondary aim was to examine if this association was modified when air pollution was taken into account. The study was based on 161 communes (the smallest administrative unit in France) close to three major French airports: Paris-Charles de Gaulle, Lyon Saint-Exupéry and Toulouse-Blagnac. The mortality data were provided by the French Center on Medical Causes of Death. Based on noise maps produced by the French Civil Aviation Authority with the 'Integrated Noise Model', a population-weighted average exposure to aircraft noise was computed at the commune level. The average air pollution exposure for both NO2 and PM10 indicators was estimated with dispersion modelling by Airparif institute for the Paris area, and by Air Rhône-Alpes institute for the Lyon area (data for the Toulouse area were missing). The average concentration in NO2 was estimated to 22.3 mg/m3, the average concentration in PM10 to 23.9 mg/m3 and the average exposure to aircraft noise to 49.6 dBA, as shown in Table 1. NO2 and PM10 concentrations were positively correlated. NO2 concentrations were moderately correlated to aircraft noise levels while PM10 concentrations were not. Regardless of aircraft noise, neither NO2 nor PM10 concentrations were significantly associated with mortality. However, positive associations were observed between exposure to aircraft noise and mortality for all causes of interest except stroke. These associations were not attenuated when air pollution was taken into account. The present study seems to confirm the findings of recent studies suggesting that air pollution does not appear to be a confounding factor in the relationship between aircraft noise and mortality from cardiovascular disease, coronary heart disease and myocardial infarction. However, the potential for ecological bias and the possibility that this association could be due to unmeasured factors cannot be excluded. Further individual studies are necessary in order to better understand this association. This work was supported by funds from the French Ministry of Health, the French Ministry of Environment, and the French Civil Aviation Authority.

7th AHFE - International Applied Human Factors and ergonomic conference 2016, Orlando, ETATS-UNIS, 27-/07/2016 - 31/07/2016; Advanced driver assistance systems (ADAS) are designed to improve driving safety by reducing the risk of human error. Some of these systems process information about the driver's internal state such as stress, fatigue, vigilance or drowsiness in order to assist him and to prevent potential risks (Wang, 2010). Except for few systems, most of ADAS exploit the driver's internal state by means of behavioural or physiological measurements independently of the driving context. A difficulty for innovation in the development of efficient ADAS consists in the fact that the internal state is dynamically constructed through the driving event and affective states felt by the driver (e.g., mental wellness, relaxation or satisfaction) and reciprocally, that the internal states could have an effect on driving behaviour. Nevertheless, to our knowledge, the driver's behaviour merged with physiological data has not yet been taken into account in the assessment of his/her global internal state when considering the driving context. The present study investigated how an external factor such as the traffic conditions and time pressure can influence the driver's behaviour and internal state as a whole. For this purpose, an experiment had been conducted on a driving simulator examining how the drivers performed the same three different driving events (left-turn, overtaking and pedestrian events) under two conditions: baseline and experimental. Traffic density and time pressure were increased in the experimental condition when compared to the baseline condition so as to affect the driver's internal state. The effects of Condition and Event on the driver's internal state were investigated through electrophysiological (ECG and EDA), behavioural (driving performance parameters) and subjective (questionnaires) measures. Each driving event was followed by a car-following task to assess its impact on the following driving behaviour. The results suggested that the drivers react with more accuracy to changes in speed of the lead vehicle after the events in the experimental condition, probably because of an increase in vigilance when also considering the electrophysiological driver's activity. Nevertheless after the sudden occurrence of a pedestrian crossing the road, the drivers lowered other aspects of performance such as standard deviation of lateral position (SDLP). Thus, in absence of an avoidance manoeuvre (e.g., car-following), SDLP could constitute a pertinent behavioural parameter that has already been demonstrated as an indicator of a decrease in performance (Harrison & Fillmore, 2011). Besides, it was observed that the amplitude of the skin conductance level that is very sensitive to stress/mental workload, decreases very quickly after the events. In this regard, some links between physiological and driving data are evidenced. The present study demonstrates the interest to combine electrophysiological and behavioural parameters for assessing overall changes in the driver's internal state. Whereas the interpretations have to be confirmed, some recommendations can already be made for improving ADAS in the automotive industry.

This article sets out to identify the typical risky situations experienced by novice motorcyclists in the real world just after licensing. The procedure consists of a follow-up of six novices during their first two months of riding with their own motorbike instrumented with cameras. The novices completed logbooks on a daily basis in order to identify the risky situations they encountered, and were given face-to-face interviews to identify the context and their shortcomings during the reported events. Data show a large number of road configurations considered as risky by the riders (248 occurrences), especially during the first two weeks. The results revealed that a lack of hazard perception skills contributed to the majority of these incidents. These situations were grouped together to form clusters of typical incident scenarios on the basis of their similarities. The most frequent scenario corresponds to a lane change in dense traffic (15% of all incidents). The discussion shows how this has enhanced our understanding of novice riders' behaviour and how the findings can improve training and licensing. Lastly, the main methodological limitations of the study and some guidelines for improving future naturalistic riding studies are presented. Practitioner Summary: This article aims to identify the risky situations of novice motorcyclists in real roads. Two hundred forty-eight events were recorded and 13 incident scenarios identified. Results revealed that a lack of hazard perception contributed to the majority of these events. The most frequent scenario corresponds to a lane change in dense traffic.

Rapport annuel d'activité du Registre du Rhône

The most frequent motorcycle accidents involve another vehicle violating the motorcycle's right-of-way at an intersection. In-depth accident studies have shown that perceptual errors made by other vehicle drivers are a very frequent cause of motorcyclists' accidents and fatalities. Two kinds of perceptual errors can be distinguished. The first one is no or late detection of the motorcycle, which is mainly due to its low visual conspicuity (especially because of their small size). The principal safety measure in the past has been the use of daytime running lights (DRLs) by motorcycles, which became compulsory in the seventies in many countries. This conspicuity advantage of motorcycles as the only vehicles with DRLs is presently getting lost by the growing use of DRLs by cars as well. In an earlier study we have shown that car DRLs are actually competing light patterns that create visual noise and decrease the detectability of motorcycles. The second kind of perceptual error, less well known, is the misperception of the approaching motorcycle's speed (which is underestimated) and time-to-arrival (which is overestimated) that also contributes to accident occurrence. In order to reduce motorcycle accidents, and especially to improve motorcycle perceptibility (both detection and speed perception) by other vehicle drivers, ITS based on vehicle-to-vehicle communication will probably provide effective long-term solutions (>15 years). But until then, other solutions have to be found and could quite easily be implemented, by considering innovative headlight configurations for motorcycles. In two simulator studies, we tested various motorcycle headlight configurations, intended for remedying simultaneously the two perceptual errors made by other vehicle drivers. The impact of different headlight configurations (using colour coding and additional lights) was studied in the presence of visual distractors (car front lights: only DRLs, only dipped beams, DRLs and dipped beams) and in different illumination conditions (nighttime, dusk and daytime conditions). The results of the first study on motorcycle motion perception indicated that headlight configurations that accentuate the vertical dimension of the motorcycle (additional lights on the fork and on the rider's helmet) led automobilists to adopt larger safety margins towards motorcycles. The advantage provided by the innovative headlight configuration showed up especially at low illumination conditions (night and dusk) where the motorcycle outline was not visible or difficult to perceive. On the contrary, a triangular design (with two additional lights on the handlebars) showed no significant improvement. The findings of the second study on motorcycle detection showed that additional yellow lights (on the motorcyclist's helmet and the motorcycle fork) significantly improved motorcycle conspicuity and produced the best motorcycle detection performance, even in the presence of a great number of competing car headlights (when LEDs and dipped beams were lit at the same time). The findings also show that motorcycle detection was hampered when cars simultaneously lit their DRLs and dipped beams. The great number of competing light sources thus constitues visual noise detrimental to motocycle detectability. When combining the results of our studies, we suggest a motorcycle headlight configuration that consists in one white central headlamp, an additional yellow light on the helmet and two additional yellow lights on the fork. This ergonomic solution has the potential of successfully counteracting the two kinds of perceptual errors made by other vehicles drivers., La communication a porté sur le projet Avimoto qui s'est intéressé à la perceptibilité des motocyclistes. Deux expériences ont été présentées, abordant les deux principales erreurs perceptives (erreur de détection et mauvaise perception du mouvement du motocycle) faites par les autres conducteurs lors de leur interaction avec des motocyclistes. Plusieurs configurations de feux avant de moto ont été testées sur simulateur, débouchant sur la recommandation d'une configuration consistant en un feux central blanc et 3 feux additionnels jaunes sur le casque du motard et la fourche de la moto. Cette configuration a montré être capable de remédier simultanément aux deux types d'erreurs perceptives mentionnées plus haut.

Cet éditorial introduit le dossier de ce numéro spécial de la revue Recherche Transports et Sécurité consacré aux conducteurs âgés. Il évoque par ailleurs quelques éléments "décalés" sur les personnes âgées et la conduite automobile dans les années 60...

ISAL 2015 - International Symposium on Automotive Lighting, Darmstadt, ALLEMAGNE, 28-/09/2015 - 30/09/2015; The most frequent motorcycle accidents involve another vehicle violating the motorcycle's right-of-way at an intersection. In-depth accident studies have shown that perceptual errors made by other vehicle drivers are a very frequent cause of motorcyclists' accidents and fatalities. Two kinds of perceptual errors can be distinguished. The first one is no or late detection of the motorcycle, which is mainly due to its low visual conspicuity (especially because of their small size). The principal safety measure in the past has been the use of daytime running lights (DRLs) by motorcycles, which became compulsory in the seventies in many countries. This conspicuity advantage of motorcycles as the only vehicles with DRLs is presently getting lost by the growing use of DRLs by cars as well. In an earlier study we have shown that car DRLs are actually competing light patterns that create visual noise and decrease the detectability of motorcycles. The second kind of perceptual error, less well known, is the misperception of the approaching motorcycle's speed (which is underestimated) and time-to-arrival (which is overestimated) that also contributes to accident occurrence. In order to reduce motorcycle accidents, and especially to improve motorcycle perceptibility (both detection and speed perception) by other vehicle drivers, ITS based on vehicle-to-vehicle communication will probably provide effective long-term solutions (>15 years). But until then, other solutions have to be found and could quite easily be implemented, by considering innovative headlight configurations for motorcycles. In two simulator studies, we tested various motorcycle headlight configurations, intended for remedying simultaneously the two perceptual errors made by other vehicle drivers. The impact of different headlight configurations (using colour coding and additional lights) was studied in the presence of visual distractors (car front lights: only LEDs, only dipped beams, LEDs and dipped beams) and in different illumination conditions (nighttime, dusk and daytime conditions). The results of the first study on motorcycle motion perception indicated that headlight configurations that accentuate the vertical dimension of the motorcycle (additional lights on the fork and on the rider's helmet) led automobilists to adopt larger safety margins towards motorcycles. The advantage provided by the innovative headlight configuration showed up especially at low illumination conditions (night and dusk) where the motorcycle outline was not visible or difficult to perceive. On the contrary, a triangular design (with two additional lights on the handlebars) showed no significant improvement.The findings of the second study on motorcycle detection showed that additional yellow lights (on the motorcyclist's helmet and the motorcycle fork) significantly improved motorcycle conspicuity and produced the best motorcycle detection performance, even in the presence of a great number of competing car headlights (when LEDs and dipped beams were lit at the same time). When combining the results of our studies, we suggest a motorcycle headlight configuration that consists in one white central headlamp, an additional yellow light on the helmet and two additional yellow lights on the fork. This ergonomic solution has the potential of successfully counteracting the two kinds of perceptual errors made by other vehicles drivers.

Présentation au comité des études DSCR, CHAMPS SUR MARNE, FRANCE, 12-/11/2015 - 12/11/2015; Présentation à la DSCR du réseau Pandore (Production de recherche sur les bases de données et les données en sécurité routière) qui prend la suite du GERI Bases de données pour la recherche en sécurité routière.

INTRODUCTION – L’exposition au bruit des avions pourrait avoir des conséquences importantes pour la santé. Toutefois, celles-ci sont actuellement insuffisamment évaluées, tout du moins en France. La DGS en collaboration avec l’Acnusa a donc sollicité l’Ifsttar pour mettre en place un programme de recherche épidémiologique appelé DEBATS. OBJECTIF – L’objectif est de mieux connaître et d’évaluer les effets du bruit des avions sur la santé des riverains d’aéroports. MÉTHODES – Menée auprès de riverains de trois aéroports français (Paris-Charles de Gaulle, Lyon-Saint Exupéry et Toulouse-Blagnac), DEBATS comprend : Une étude écologique consistant à mettre en relation des indicateurs de santé agrégés à l’échelle de la commune (consommations de soins prescrits et remboursés par l’assurance maladie, vente de médicaments par les pharmacies hors remboursements, mortalité toutes causes et pour certaines causes spécifiques) avec le niveau moyen pondéré d’exposition au bruit des avions des communes concernées. Une étude longitudinale incluant 1 244 sujets. La gêne et l’état de santé sont évalués par questionnaire (perturbations du sommeil, troubles cardiaques ischémiques, hypertension, troubles anxio-dépressifs), et par la mesure de variables physiopathologiques (tension artérielle, fréquence cardiaque, et cortisol salivaire). Une étude complémentaire portant sur un sous-échantillon d’une centaine de sujets et dont l’objectif est de caractériser de manière détaillée et spécifique les effets aigus du bruit des avions sur la qualité du sommeil tout en affinant la mesure de l’exposition au bruit.

Introduction : En France, peu d’études se sont intéressés aux effets du bruit des avions sur la santé, et en particulier sur la mortalité. L’objectif de l’étude écologique du programme de recherche DEBATS (Discussion sur les Effets du Bruit des Aéronefs Touchant la Santé) est d’étudier l’association entre le niveau d’exposition au bruit des avions et le risque de mortalité par maladies de l’appareil circulatoire. Méthodes : La zone d’étude comprend 161 communes riveraines de trois aéroports français : Paris-Charles-de-Gaulle, Toulouse-Blagnac et Lyon-Saint-Exupéry. L’exposition moyenne au bruit des avions de chaque commune a été estimée à partir des cartes de bruit produites par les aéroports. Les données de mortalité par maladies de l’appareil circulatoire (CIM-10 : I00-I99) proviennent du CépiDc de l’Inserm pour la période 2007-2010. Afin d’estimer le risque de mortalité par niveau d’exposition au bruit, un modèle de Poisson à effets aléatoires ajusté sur l’âge moyen de la population, le pourcentage de femmes, le niveau socio-économique, le niveau de pollution, la densité de population et la zone géographique de la commune a été utilisé. Résultats : La mortalité par maladies de l’appareil circulatoire augmente significativement avec le niveau d’exposition au bruit : RR = 1,23 pour une augmentation de 10 dB(A), IC95% = (1,10 – 1,38) ; RR (>=60 dB(A) vs

ICAP 2014, 28TH International congress of applied psychology, PARIS, FRANCE, 08-/07/2014 - 13/07/2014; Background/Objectives: Independence for older people is linked to driving, this being their main mode of travel. Even in normal aging, sensory, functional, and cognitive deficits appear, and are more severe in brain pathology leading to dementia. These may profoundly affect driving, which is a complex task involving all of these functions. Many studies show that older drivers modify their driving habits (reduced distance, avoiding certain driving situations ...). When this regulation process occurs in later life, gender differences have been reported. Women regulate their driving more than men and do so earlier. Gender differences in image and roles could lead women to loss mobility prematurely and lead men to make insufficient driving regulation. The purpose of the study was to investigate driving regulation with a focus on gender, cognitive deficits and Central Nervous System pathologies. Design: Longitudinal Study over six years. Setting: the Three-City Cohort of Bordeaux, a longitudinal study of 2104 people aged 65 years and above. Participants: 523 drivers, 273 men and 250 women. Measurements: Our range of measurements included socio-demographic characteristics, driving habits, health variables, cognitive evaluation and dementia diagnosis. Results: Fifty seven percent of the population aged 76 years on average restricted their driving over six years. In gender specific models, pre-dementia, Parkinson's disease, advanced age and high initial mobility by car were common factors of restriction in both genders. But other restriction factors were gender specific. In men, prevalent dementia, depressive symptomatology and a decline in at least one Instrumental Activities in Daily Living were specific factors. The only cognitive factor was low performance in the Benton Visual Retention Test. Specific restriction factors in women were low income and fear of falling. Slow Trail Making Test A execution time or a severe decline in Mini Mental Status Examination performance were the cognitive factors specifically associated with female restriction. Conclusion: The results could allow advising certain persons to make changes in driving behavior, in order to conciliate mobility and security in older drivers.

L'expérimentation présentée étudie l'effet de 4 configurations de feux avant de moto sur l'acceptation de créneaux temporels par des automobilistes lorsqu'ils tournent à gauche face à des motocycles.

While many surveys carried out both in France and abroad address aircraft noise annoyance or report adverse effects on sleep quality, much fewer consider at the same time the physiological effects of this noise exposure. The largest study to date, the HYENA study, has evidenced an association between aircraft noise exposure and hypertension. DEBATS is a research program (2011-2018) aiming to characterize the relations between aircraft noise exposure and the health status of the French population living in the vicinity of airports.

International Motorcycle Conference, Brussels, BELGIQUE, 04-/03/2014 - 05/03/2014; Ce poster présente une série d'expérimentations sur la perceptibilité des motocycles.

ICAP 2014, 28th International Congress of Applied Psychology, Paris, FRANCE, 08-/07/2014 - 13/07/2014; Executive function Parkinson disease - driving simulator

VIème Congrès International d'Epidémiologie - ADELF -EPITER, NICE, FRANCE, 10-/09/2014 - 12/09/2014; INTRODUCTION - Le cortisol salivaire est un marqueur possible du stress induit par l'exposition au bruit. Il pourrait se positionner comme un facteur intermédiaire dans la relation entre l'exposition au bruit des transports et la survenue de pathologies cardiovasculaires. Cependant, cette association n'est toujours pas claire. OBJECTIF - L'objectif de notre étude est de rechercher l'existence d'une association entre la concentration de cortisol salivaire et l'exposition au bruit des avions chez les riverains des aéroports français. MÉTHODES - Une étude pilote du programme de recherche DEBATS (Discussion sur les Effets du Bruit des Aéronefs Touchant la Santé) a été réalisée en 2011 afin de tester le protocole auprès d'une centaine de riverains de l'aéroport de Paris-Charles de Gaulle. Des instructions étaient données aux participants afin qu'ils prélèvent un échantillon de leur salive trente minutes après leur lever afin d'en déterminer la concentration en cortisol. Cette dernière atteint en effet un maximum trente minutes après le lever. L'exposition au bruit des avions au domicile des participants a été estimée à partir des cartes de bruit produites par les aéroports. RÉSULTATS - Une élévation de la concentration de cortisol salivaire a été obserÎe chez les participants exposés à des niveaux de bruit d'avions supérieurs à 55 dB(A) en termes de Lden comparativement à ceux exposés à des niveaux inférieurs à 50 dB(A). DISCUSSION - Les résultats de cette étude pilote suggèrent que l'exposition au bruit des avions augmenterait la concentration de cortisol salivaire au lever. Mais ils doivent être confirmés sur un plus grand nombre de sujets.

Objective.To compare health status, effect on family, occupational consequences, and quality of life (QOL) 1 year after an accident between patients with whiplash versus other mild injuries, and to explore the relationship between initial injury (whiplash vs other) and QOL.Methods.This was a prospective cohort study. The study used data from the ESPARR cohort (a representative cohort of road accident victims) and included 173 individuals with “pure” whiplash and 207 with other mild injuries. QOL at 1-year followup was assessed on the World Health Organization Quality of Life questionnaire. Correlations between explanatory variables and QOL were explored by Poisson regression to provide adjusted relative risks, with ANOVA for the various QOL scores explored.Results.One year post-accident, more patients who had whiplash than other casualties complained of nonrecovery of health status (56% vs 43%) and of the occupational effect of pain (31% vs 23%). QOL and posttraumatic stress disorder (PTSD) were similar in the 2 groups. Impaired QOL did not correlate with whiplash when models were adjusted on sociodemographic variables and history of psychological distress. Whatever the initial lesion, PTSD was a determining factor for poorer QOL.Conclusion.Sociodemographic factors, preaccident psychological history prior to the accident, and PTSD were the main factors influencing QOL, rather than whether the injury was whiplash. PTSD may also be related to pain.

OBJECTIVES: To identify factors associated with driving restriction in elderly men and women. DESIGN: Prospective cohort study of French drivers from 2003 to 2009. SETTING: The Three-City Cohort of Bordeaux, a prospective study of 2,104 people aged 65 and older. PARTICIPANTS: Five hundred twenty-three drivers with a mean age of 76 (273 male, 250 female). MEASUREMENTS: Sociodemographic characteristics, driving habits, health variables, cognitive evaluation and dementia diagnosis. Predementia was defined as no dementia at one follow-up and dementia at the next follow-up. RESULTS: Over the 6-year period, 54% of men and 63% of women stopped driving or reduced the distance they drove. Predementia, Parkinson's disease, older age, and a high number of kilometers previously driven were common restriction factors in both sexes. Prevalent dementia, depressive symptomatology, a decline in one or more instrumental activities of daily living, and poor visual working memory were specific factors in men. In women, low income, fear of falling, slow processing speed, and severe decline in global cognitive performance all affected driving restriction. CONCLUSION: Older women restricted their driving activity more than older men, regardless of the number of kilometers previously driven, physical health, and cognitive status. Factors affecting driving restriction differed according to sex, and women were more likely to stop driving than men in the period preceding a dementia diagnosis.

In Côte d'Ivoire alcohol and drugs consumption in the general population is a serious issue. However, their role in Road Traffic Accidents (RTAs) has never been investigated. Our study aimed to estimate the prevalence of alcohol-impaired road users at the time of the RTA and report psychoactive drug use, in various categories of casualties, and in various circumstances of the crash. We conducted a cross-sectional study including 893 casualties involved in fatal or non-fatal RTAs and admitted at the Emergency Room or the Forensic Institute from March to September 2012. Blood alcohol dosage (BAC) and urine drug screening were carried out, and results were linked with hospital and police crash report data. The mean BAC in positive cases indicated heavy drinking before the crash: drivers (1.9 g/L), pedestrians (2.1 g/L), passengers (1.5 g/L). The prevalence of alcohol-impairment was significantly higher in drivers (41%) and riders (27%) compared to pedestrians (17%) and passengers (13%). Over 75% of casualties that tested positive for alcohol had a BAC largely above the legal limit. Psychoactive drug use was twice more prevalent in alcohol-impaired drivers than in sober drivers (20% vs 10%). Binge drinking is an emerging issue in African countries, which should be taken into account in the management or prevention of road traffic injuries.

WIiT Paris 2014 : Women's Issues in Transportation - 5ème Conférence Internationale sur les Femmes et le Transport - Construire les ponts, PARIS, FRANCE, 14-/04/2014 - 16/04/2014; In aging populations, maintaining the well-being and the health status of the elderly people is crucial. For drivers, this requires the maintenance of driving in safely way as long as possible. Sensory, functional, and minor cognitive changes appear in the course of normal aging, and are more severe in dementia-inducing brain pathologies. They may profoundly affect driving [1], which is a complex task involving all of these functions, particularly attention and decision-making which are necessary for the selection of relevant information and situation-specific action. Many studies show that older drivers modify their driving habits [2, 3]. Any driving regulation will have the positive impact of decreasing the risk of accident. Conversely, the absence of, or insufficient driving regulation can have negative consequences in terms of road safety, and excessive regulation could increase the risk of social exclusion, depression, loss of autonomy and pathological brain aging [4, 5]. When this regulation process occurs in later life, gender differences have been reported in non-prospective studies [6-10]. Women regulate their driving more than men and do so earlier. Choi et al. think that these differences can be understood in the context of 'gender roles' [11] with the car occupying a more important place for men than women, in a context of masculinity, speed than women [12, 13] . Women could also have shorter "career" as drivers than men. They may obtain their license at an older age and stop driving for longer periods [14] . From an organizational point of view, women could also be less dependent on their car for mobility than men [11]. This difference in daily car use could facilitate driving regulation. These gender differences in images and roles could also lead women to enjoy driving less than men or to doubt in their driving abilities and this could lead to premature loss of mobility [15] and cause more men to make insufficient driving regulation. However the results of prospective studies are controversial. Some show that women are more likely to regulate than men [3, 16-18], while others have found no evidence of greater regulation in women [19-24]. These discrepancies can be partly explained by age, observation periods and different measures of regulation. As for the factors which might explain regulation, to our knowledge, only one prospective study has examined driving cessation factors in men and women separately [25]. However, this study did not include people with low global cognitive score. Nor did it take into account CNS pathologies which are known to change driving habits significantly and possibly differently in men and women. A study by Seiler et al. showed, that in demented people , women were more likely to cease driving than men at a pre-demential stage [26]. It is important to understand the regulation process in men and women, in the general population, in order to identify the factors of this regulation, factors due to pathological aging or not. In order to do so, we decided to study regulatory processes in men and in women, taking into account cognitive performance and CNS pathologies, based on prospective data providing information on changes in mobility, living arrangements, health status, cognitive performances and CNS pathologies over time. The 490 drivers of this study, 253 men and 237 women with a mean age of 76 years, were drawn from the Three-City Cohort of Bordeaux, a longitudinal study of people aged 65 years and older [27]. The participants were interviewed at home by a psychologist in 2003, 2006 and 2009 on a range of topics including socio-demographic characteristics, health (measures of motor and sensorial functions and several medical conditions) a cognitive evaluation and driving habits. A dementia diagnosis was also conducted for all participants by a neurologist. Driving restriction covers both driving cessation and a kilometer reduction. To study driving restriction factors, we used several Cox proportional hazard models with time dependent covariables. In this prospective study, the rate of driving restriction is high. Fifty seven percent of participants had restricted their driving over the follow-up. Women restricted their driving more frequently than men: 54% of men and 63% of women were reduced their distance driven or ceased to drive over six years. Pre-dementia, Parkinson's disease, advanced age and high initial mobility by car were common restriction factors in both genders. Prevalent dementia, depressive symptomatology, a decline in at least one Instrumental Activities of Daily Living and poor visual working memory performance were specific factors in men. In women, a low income, fear of falling, a slow execution time or a severe decline in global cognitive performance explain a regulation. This study confirmed that in later life women restrict their driving more than men, and that restriction factors differ according to gender. The pattern of results suggests that, when cognitive deficits are present, women restrict their driving at an earlier stage than men. It remains to be seen if excessive restriction in women could have negative consequences

Depuis 1995, fonctionne dans le département du Rhône, le Registre des victimes d’accidents de la circulation routière. Seul outil épidémiologique fiable, il représente un atout pour la France, à l’heure où l’Europe souhaite engager chaque pays dans la détermination du nombre de blessés graves basée sur un indicateur de réelle gravité lésionnelle. Afin d’améliorer les estimations nationales effectuées à partir de ce registre départemental, une extension géographique s’imposait. Par ailleurs, le dispositif constitué pour le recueil des accidents de la route pouvait aisément être étendu au recueil des autres types d’accidents : les accidents de la vie courante et les accidents du travail. C’est ainsi qu’en janvier 2013, est né le recueil de l’Observatoire Rhône-Alpes du traumatisme dont l’un des objectifs est la surveillance sanitaire systématique et continue de l’ensemble des victimes d’accidents sur une zone géographique délimitée : le département de l’Ain. Encadrés par le réseau des services d’urgences de la vallée du Rhône, des enquêteurs postés dans les services d’urgence des hôpitaux de l’Ain recueillent, auprès des victimes, des caractéristiques générales, celles de leur accident ainsi qu’un bilan précis de leurs lésions et de leur parcours hospitalier. Les victimes sont suivies jusqu’à leur retour à domicile ou leur décès. A termes, les informations seront saisies au moyen d’une application développée sur tablettes tactiles. L’Observatoire Rhône-Alpes du traumatisme permettra de répondre à des objectifs de recherche (définition de groupes à risque, base de sondage pour d’autres études) et à des objectifs de santé publique (surveillance, définition d’enjeux, évaluation de mesures). Ainsi, près de 60 000 cas sont attendus chaque année : environ 8 000 victimes d’accidents de la route dans le Rhône, et dans l’Ain : 42 000 victimes d’accidents de la vie courante, 7 000 d’accidents du travail et 2 000 d’accidents de la route.