The effects of annoyance due to aircraft noise on psychological distress: Results of the DEBATS study in France

European Congress of Epidemiology 2018, LYON, FRANCE, 04-/07/2018 - 06/07/2018Background : 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

Les effets de l'exposition au bruit des avions sur la qualité subjective du sommeil des riverains des aéroports français

22ème Journée Scientifique de l'EDISS, VILLEURBANNE, FRANCE, 12-/10/2017 - 12/10/2017Transport: major source of exposure to environmental nuisances for the population. Airplane noise exposure to airport neighborhoods resulting in public health problems and sleep disturbancesTransports : source majeure d'exposition à des nuisances environnementales pour la population. Exposition au bruit des avions aux voisinages des aéroports engendrant des problèmes de santé publique et des perturbations du sommei

Estimation du nombre de blessés graves de la route, au sens MAIS3+, France métropolitaine, 2006-2016

En termes de blessés de la route, la Commission Européenne demande dorénavant à ses États Membres d'estimer le nombre de blessés graves selon un critère médical, le MAIS3+ (Maximum Abbreviated Injury Score). Le Registre du Rhône des victimes d'accidents de la circulation fournit directement ce critère, et permet par modélisations successives, basées sur la coexistence de ce Registre et des données des forces de l'ordre, d'estimer le nombre de blessés graves MAIS3+ au niveau national. Il est ainsi estimé à 25 400 en 2016, et correspond à 7 fois le nombre de tués en moyenne chaque année (sur 2006-2016). Le nombre de blessés graves à deux-roues motorisé est depuis 2004 supérieur à celui des automobilistes : ils sont respectivement 10 000/an et 6 500/an sur 2013-2016, alors que les tués sont au nombre de 800/an et 1 800/an respectivement. Les piétons et cyclistes blessés MAIS3+ sont tous les deux au nombre de 3 500 /an (sur 2013-2016), alors que les tués sont respectivement 500/an et 150/an. Le nombre de blessés, tous usagers et toutes gravités, est estimé à 298 300 (2016). L'estimation des blessés toutes gravités est confirmée par l'Enquête Nationale Transport et Déplacements (ENTD 2007-2008), basée sur 23000 enquêtés, et par ailleurs, par les chiffres des Services Départementaux d'Incendie et de Secours (SDIS)

The burden of road traffic accidents in a French Departement: the description of the injuries and recent changes

International audienceBACKGROUND: A significant reduction in road traffic accidents has been observed since prevention measures were introduced by the French public authorities in 2002. The goals of this study are to describe the burden of road traffic accidents in a French Departement, and to identify changes if any between the periods 1997-2001 and 2002-2006 on the basis of the disability adjusted life years (DALY). METHODS: Years of lost life (YLL) and years lived with disability (YLD) were calculated for two periods using the mortality and incidence data in the Rhone Departement Registry of Road Traffic Accident Casualties. RESULTS: YLD and YLL that are related to road traffic accidents are at their maximum value between 15 and 24 years of age. For men, intracranial fractures and intracranial injuries dominate, and for women it is spinal cord injuries that account for highest rates of YLD. A reduction in the rates of YLL and YLD has been observed for both genders and all age groups between 1997-2001 and 2002-2006. CONCLUSION: The reduction in DALY between the two periods is explained both by the reduction in the number of fatalities and injuries but also by an increase in the age at which they occur

Influence of pressing temperature on dynamics of strength of adhesive bond

Proučevali smo vpliv temperature stiskanja na utrjevanje urea-formaldehidnih (UF) lepil. Uporabili smo dve vrsti UF lepil proizvajalca Basf: Kaurit 345 z nižjo vsebnostjo prostega formaldehida in Kaurit 350 z višjo vsebnostjo. Preizkušanci so bili standardni in sicer iz javorjevega furnirja, debeline 0,6 mm. Preizkušanci so se po razrezu klimatizirali pri sobnih pogojih: 23 °C in 55 % vlažnostjo. Kinetiko utrjevanja UF lepil smo izvedli z ABES (Automated Bonding Evaluation System) instrumentom. Lepilna mešanica je bila skozi vse poizkuse konstantna, sestavljena iz 100 utežnih deležev vodne raztopine lepila in 1,5 % katalizatorja - amonijevega sulfata (glede na suho snov lepila). Testiranje je potekalo pri različnih temperaturah stiskanja: 80, 100, 120, 150, 170 °C. Trajanje stiskanja smo prilagajali glede na razvoj strižne trdnosti. Ko je ABES izmeril strižno trdnost večjo od 0, smo meritev pri enakem času stiskanja ponovili vsaj trikrat. Testirali smo tudi vpliv pH vrednosti različnih furnirjev na utrjevanje UF lepil. Ker katalizator zniža pH vrednost mešanice ter pospeši utrjevanje UF lepil, smo enak princip znižanja pH vrednosti ugotavljali s pomočjo različnih lesnih vrst. Vsaka lesna vrsta ima različno pH vrednost, ki tako dodatno pripomore k spremembi kislosti oz. bazičnosti lepilne mešanice med stiskanjem. Testirali smo preizkušance šestih različnih drevesnih vrst (javor, bukev, hrast, oreh, smreka, brest). S pomočjo termočlena smo raziskali spreminjanje temperature v lepilnem spoju med vročim lepljenjem. Ugotovili smo, da je imela temperatura stiskanja bistveni vpliv na hitrost utrjevanja lepila in da hlajenje preizkušanca po stiskanju ni vplivalo na trdnost spoja. Lepilo z višjim deležem formaldehida je utrjevalo hitreje.We studied the effect of pressing temperature on hardening of urea-formaldehyde (UF) adhesives. We used two types of UF adhesives pre-prepared by manufacturer Basf: Kaurit 345 with a lower content of free formaldehyde and Kaurit 350 with a higher content. For testing of kinetics, we used ABES (Automated Bonding Evaluation System) instrument. To preform standard tests, we used maple veneers, with thickness of 0,6 mm. All veneer was prepared and then left for two day at room conditions of 23 °C and 55 % air humidity, to acclimate. Every test has constant adhesive mixture, consisted of 100 weight units of aqueous adhesive solution and 1,5 % catalyst (ammonium sulphate) (according to dry quantity of glue). Bonding strength was investigated at different pressing temperatures: 80, 100, 120, 150 and 170 °C. Times of gluing were adjusted according to feedback of shear strength. If ABES measured sear strength higher than 0 N/mm2, we carried out at least two more tests of strength. pH value of wood was measured. With usage of different veneers, we tested its influence on bond development. For this test, we used six different species (maple, beech, oak, walnut, spruce, elm). With use of thermocouple we investigated temperature changes in bond during gluing process. We found out that the pressing temperature had a significant influence on hardening time. Cooling specimens after gluing process did not have big effect on joint strength. Adhesive with more formaldehyde was curing faster

The injury epidemiology of cyclists based on a road trauma registry

<p>Abstract</p> <p>Background</p> <p>Bicycle use has increased in some of France's major cities, mainly as a means of transport. Bicycle crashes need to be studied, preferably by type of cycling. Here we conduct a descriptive analysis.</p> <p>Method</p> <p>A road trauma registry has been in use in France since 1996, in a large county around Lyon (the Rhône, population 1.6 million). It covers outpatients, inpatients and fatalities. All injuries are coded using the Abbreviated Injury Scale (AIS). Proxies were used to identify three types of cycling: learning = children (0-10 years old); sports cycling = teenagers and adults injured outside towns; cycling as means of transport = teenagers and adults injured in towns. The study is based on 13,684 cyclist casualties (1996-2008).</p> <p>Results</p> <p>The percentage of cyclists injured in a collision with a motor vehicle was 8% among children, 17% among teenagers and adults injured outside towns, and 31% among those injured in towns. The percentage of serious casualties (MAIS 3+) was 4.5% among children, 10.9% among adults injured outside towns and 7.2% among those injured in towns. Collisions with motor-vehicles lead to more internal injuries than bicycle-only crashes.</p> <p>Conclusion</p> <p>The description indicates that cyclist type is associated with different crash and injury patterns. In particular, cyclists injured in towns (where cycling is increasing) are generally less severely injured than those injured outside towns for both types of crash (bicycle-only crashes and collisions with a motor vehicle). This is probably due to lower speeds in towns, for both cyclists and motor vehicles.</p

Prescription Medicines and the Risk of Road Traffic Crashes: A French Registry-Based Study

Using three nationwide databases in France, Ludivine Orriols, Emmanuel Lagarde, and colleagues provide evidence that prescribed medicines contribute to the risk of experiencing a road traffic crash

Les blessés par accidents de la route (estimation de leur nombre et de leur gravité lésionnelle, France, 1996-2004)

Les victimes d'accident de la route sont recensées par les forces de l'ordre, en France et dans la plupart des pays. L'enregistrement des blessés non-décédés est incomplet et biaisé (biais de sélection et de classement de la gravité). Un registre médical couvre le département du Rhône. La coexistence des recensements policier et médical permet par carpture-recapture d'estimer un bilan exhaustif au niveau rhodanien, et ainsi d'estimer les facteurs de correction des données policières. En faisant l'hypothèse d'homogénéité, sur le territoire national, des pratriques policières d'enregistrement des blessés, nous appliquons les coefficients de correction aux données policières nationales, en redressant sur les facteurs de biais. Les effectifs annuels moyens sur 1996-2004 sont alors estimés à 514 000 blessés dont 61 000 blessés graves, soit, 3,7 et 2,2 fois les décomptes des forces de l'ordre. Les blessés avec séquelles lourdes sont estimés à 8 000 annuellement, soit autant que les tuésLYON1-BU.Sciences (692662101) / SudocSudocFranceF

Sécurité Routière et Conducteurs Âgés (estimation des enjeux, et contributions des facteurs cognitifs et de la démence)

l augmentation continue de l espérance de vie fait que nous serons de plus en plus nombreux à vieillir en bonne santé et à souhaiter maintenir notre autonomie à travers la conduite automobile. Parallèlement, la prévalence des pathologies liées à l âge, comme les démences, devrait fortement augmenter. Notre travail consiste à définir les enjeux de santé publique liés à la conduite des personnes âgées, puis à étudier l impact de déficits cognitifs afin de proposer des outils de détection de troubles pouvant interférer avec la conduite. Les conducteurs âgés ne représentent pas un problème de sécurité routière vis-à-vis des autres usagers. Néanmoins, les pathologies liées à l âge peuvent altérer les performances cognitives, qui sont elles-mêmes associées à l aptitude à la conduite et au risque d accident. Nous pensons qu il est essentiel de détecter les troubles attentionnels et exécutifs afin d informer et conseiller les conducteurs âgés sur la régulation et l adaptation de leur conduiteThe continuous increase of life expectancy will increase the size of older population in good health wishing to maintain their autonomy as long as possible, in particular through car driving. In parallel, the prevalence of age-related pathologies, like dementia, should increase strongly. Our work consists in defining the public health issues related to older drivers and in studying the impact of cognitive deficits in order to propose tools for detection of disorders being able to interfere with driving. Older drivers do not represent a road safety issue for the other road users. Nevertheless, age-related pathologies can deteriorate the cognitive performances that are associated with driving abilities and crash risk. We think that it is essential to detect the attentional and executive troubles in order to inform and to advise older drivers on the regulation and the adaptation of the driving activity.LYON1-BU.Sciences (692662101) / SudocSudocFranceF

Le registre des victimes d'accidents du Rhône

A road trauma registry has been in use since 1995 in the Rhône County. It covers the Rhône area (1.6 million inhabitants). Its objectives are both knowledge of road trauma and its consequences. The inclusion criterion is a road traffic accident involving at least one vehicle, motorized or not, occurring in the Rhône county and requiring health care activity. Inclusion of a casualty in the Registry is the result of the coop-eration of 245 health care facilities, from emergency departments, intensive care units, surgery...to rehabilita-tion departments.Information collected for every casualty consists of crash characteristics (type of road users, location, date, time of day) and of the following characteristics; gender, date of birth, place of residence, hospital stay, hospi-tal transfer and a description of the injuries sustained.For every subject, injury assessment is based on the whole set of diagnoses provided by the different health services the subject has gone through. Plain text diagnoses are coded by the registry physician according to the Abbreviated Injury Scale (AIS) 1990 revision. The registry has been approved by the French National Registry Committee.Depuis 1995 fonctionne un enregistrement continu des victimes d'accidents corporels de la circulation routière se produisant dans le département du Rhône. Ses objectifs sont la connaissance du traumatisme routier et de ses conséquences, notamment grâce à une description précise des lésions des victimes. L'inclusion de victimes re-pose sur le lieu de l'accident. L'évènement de santé inventorié est l'atteinte de l'intégrité corporelle (au moins une lésion au sens de l'Abbreviated Injury Scale (AIS)) lors d'un accident de la circulation routière impliquant au moins un véhicule en mouvement (y compris les patins et planches à roulettes). Le recueil repose sur l'ensemble des structures sanitaires publiques et privées, au nombre de 245, qui prennent en charge les blessés de la route du Rhône y compris dans les départements limitrophes du Rhône. Chaque service remplit une fiche pour chaque victime. Les victimes et/ou leur famille sont en outre sollicitées par voie d'affiche ou par courrier pour complé-ter certaines informations manquantes, en particulier le lieu précis de survenue de l'accident. Les informations recueillies concernent la victime, son accident, son parcours hospitalier et ses lésions. C'est au moment de la saisie informatique que les différentes fiches concernant la même victime sont regroupées sous le même identi-fiant. Ce registre est qualifié par le Comité national des Registres