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Transport Research Arena (TRA) Conference, Lisbonne, PORTUGAL, 14-/11/2022 - 17/11/2022; Investigating psychological characteristics and dynamic behaviors can provide insight in the behavior of at-risk drivers. Achievement goals in driving have recently been studied to assess driver motivation. The four achievement goals in driving are mastery-approach, performance-approach, mastery-avoidance, and performance-avoidance. Naturalistic Driving Studies provide access to objective measurements of driving (i.e., speed, acceleration). Three dynamic criteria have been developed to objectively characterize driver behavior. The aim of this study was to examine the predictive role of achievement goals on objective driving behaviors. During 8 months, 4,626,379 km of 299 drivers was recorded, and simultaneously, the Achievement Goals in Driving Questionnaire was completed. Mastery-approach goals seem to be the most protective goals in driving, as opposed to performance-approach goals.

Livrable L5 présentant les travaux du workpackage 5 du projet de recherche DYMOA+. L'objectif de la première partie de ce Work Package n°5 (WP5) est d'améliorer les critères de détection d'un incident pour un 2RM définis et utilisés dans le projet antérieur DYMOA. Les choix des variables et des seuils retenus pour ces critères semblent bien adaptés pour recueillir des évènements utiles pour le diagnostic d'infrastructure. En revanche ces critères s'avèrent moins efficaces pour différencier ces évènements d'incidents et surtout pour détecter les incidents "réels". Beaucoup trop de faux positifs sont enregistrés et de plus, des faux négatifs nous échappent certainement. Le but de ces travaux est donc d'améliorer ces critères ou d'en identifier de nouveaux, permettant si possible, de détecter des incidents "réels" et de les discerner des "fortes sollicitations". Pour cela il est probablement pertinent de combiner les variables et/ou de rajouter des notions de durée de dépassement de seuil. Une attention particulière est portée sur les variations de sollicitations, signes d'un effet de surprise, et annonciateurs de la présence d'une situation non souhaitée, plus proche de la définition d'un incident. Nous avons employé des méthodes utilisant des algorithmes d'apprentissage supervisé appliqués sur des jeux de données du projet DYMOA et d'autres données complémentaires acquises dans le cadre de ce projet DYMOA+. Ces méthodes donnent des résultats prometteurs qui restent à approfondir. La deuxième partie de ce WP5 présente l'exploitation complémentaire de données recueillies à la toute fin du projet DYMOA. Les données de conduite naturaliste de l'expérimentation DYMOA, acquises pendant une période de 18 mois avec 26 motos privées dans trois régions de France, ont été exploitées pour évaluer les niveaux de sollicitations réelles des 2RM. Il s'agissait plus particulièrement de données agrégées fournies pour l'ensemble des trajets, appelées « synthèses de parcours » et croisant les données accélérométriques et gyrométriques ainsi que les niveaux de vitesses. Cette étude vient compléter les résultats du livrable 3.3 de DYMOA, qui n'exploitait qu'une partie des données, concernant environ 3200 trajets. Sur 7500 trajets collectés, environ 6500 trajets ont pu être exploités pleinement, en correspondance avec les traces GPS qui permettent notamment de calculer les distances parcourues. La distance globale parcourue lors de ces trajets est d'environ 88000 km. Les résultats obtenus sur le jeu complet des données concernent en premier lieu les distributions globales, en temps passé, des accélérations longitudinale, latérale et verticale, et des vitesses de rotation tangage, roulis et lacet et de la vitesse, puis les valeurs extrêmes atteintes au moins une fois par les motocyclistes pour ces mêmes paramètres. La variabilité des comportements est ensuite illustrée allant d'une conduite souple à une conduite sportive. Les motocyclistes subissent rarement des niveaux élevés de sollicitations dynamiques. En accélération et décélération notamment, ils ne dépassent +-4 m/s² que 0,5% du temps. En ce qui concerne les virages, leur vitesse de roulis ne dépasse 20°/s que 0,8% du temps et leur vitesse de lacet que 2,1% du temps. Si l'on exclut le temps passé à l'arrêt ou à très faible vitesse (moins de 5 km/h), les motocyclistes passent 80 % de leur temps en dessous de 90 km/h et 3,2 % du temps au-dessus de 130 km/h, avec seulement 0,3 % du temps au-dessus de 150 km/h. Le comportement est très variable d'un motocycliste à l'autre, même sur les mêmes itinéraires. Ces données permettent de caractériser la dynamique des motos et de discriminer les différents comportements des motards.

Les critères de Dymoa étaient adaptés pour le diagnostic d'infrastructure par l'analyse des incidents et évènements recueillis, et pour l'observation de l'utilisation réelle des capacités dynamiques d'un 2RM et des styles de conduite (entre 2RM, 2RM/4RM pour certaines grandeurs physiques uniquement). Ils sont par contre moins efficaces pour différencier les évènements des incidents. Dans DYMOA+ l'objectif était de les améliorer pour mieux identifier les incidents "réels" (variations de sollicitation signes d'un effet de surprise et d'une situation non souhaitée), et essayer de les différencier des "fortes sollicitations". Pour cela des algorithmes d'apprentissage supervisé ont été utilisés et appliqués à des jeux de données du projet Dymoa et des données complémentaires. Les données de conduite naturaliste de l'expérimentation DYMOA, acquises pendant une période de 18 mois avec 26 motos privées dans trois régions de France, ont été exploitées pour évaluer les niveaux de sollicitations réelles des 2RM. Il s'agissait plus particulièrement de données agrégées fournies pour l'ensemble des trajets, appelées « synthèses de parcours » et croisant les données accélérométriques et gyrométriques ainsi que les niveaux de vitesses. Cette étude vient compléter les résultats du livrable 3.3 de DYMOA [1], qui n'exploitait qu'une partie des données, concernant environ 3200 trajets. Sur 7500 trajets collectés, environ 6500 trajets ont pu être exploités pleinement, en correspondance avec les traces GPS qui permettent notamment de calculer les distances parcourues. La distance globale parcourue lors de ces trajets est d'environ 88000 km. Les résultats obtenus sur le jeu complet des données concernent en premier lieu les distributions globales, en temps passé, des accélérations longitudinale, latérale et verticale, et des vitesses de rotation tangage, roulis et lacet et de la vitesse, puis les valeurs extrêmes atteintes au moins une fois par les motocyclistes pour ces mêmes paramètres. La variabilité des comportements est ensuite illustrée allant d'une conduite souple à une conduite sportive.Les motocyclistes subissent rarement des niveaux élevés de sollicitations dynamiques. En accélération et décélération notamment, ils ne dépassent +-4 m/s² que 0,5% du temps. En ce qui concerne les virages, leur vitesse de roulis ne dépasse 20°/s que 0,8% du temps et leur vitesse de lacet que 2,1% du temps. Si l'on exclut le temps passé à l'arrêt ou à très faible vitesse (moins de 5 km/h), les motocyclistes passent 80 % de leur temps en dessous de 90 km/h et 3,2 % du temps au-dessus de 130 km/h, avec seulement 0,3 % du temps au-dessus de 150 km/h. Le comportement est très variable d'un motocycliste à l'autre, même sur les mêmes itinéraires. Ces données permettent de caractériser la dynamique des motos et de discriminer les différents comportements des motards.

Purpose: Alcohol is the most frequent detected substance in the automobile fatal crashes but its precise mode of action on mental state is not always clear, notably when combined with lack of driving experience. The aim of this work is thus to evaluate performance and self-reported alertness and effort as a function of low doses of Blood Alcohol Concentration (BAC) and of drivers' experience. Methods: A single blind counterbalanced experiment was conducted on a driving simulator. Fifteen young novice drivers (18 years old, less of 2 months of driving licence) and fifteen young experienced drivers (21 years old, 3 years of driving licence) were tested with 0.0 g/l, 0.2 g/l and 0.5 g/l of alcohol at early afternoon. Driving scenarios was road tracking during 45 min at a constant speed of 110 km/h while maintaining a steady trajectory. Participants responded to the Thayer's scale before and after each driving session, and to an adaptation of the NASA-TLX after each driving session. Statistical analyses were performed on driving parameters, self-reported alertness and effort as a function of alcohol level and driving experience. Results: Alcohol deteriorated lateral and longitudinal stability of the trajectories. Notably with BAC 0.5 g/l, effort and speed increased but the increase in speed was particularly high for young experienced drivers. When young novice drivers felt that they were low alert, they also felt that they exerted more effort, their performance decreased, but they reduced their speed. Conclusions: Alcohol thus degrades driving performance, and especially when the effort is high and alertness is low. The decrease of inhibitory process noted in presence of alcohol seems thus higher for young experienced than for young novice drivers. Results are in line with a drop in the blood alcohol level tolerated while driving.

Background Surging acceptance of adaptive cruise control (ACC) across the globe is further escalating concerns over its energy impact. Two questions have directed much of this project: how to distinguish ACC driving behaviour from that of the human driver and how to identify the ACC energy impact. As opposed to simulations or test-track experiments as described in previous studies, this work is unique because it was performed in real-world car-following scenarios with a variety of vehicle specifications, propulsion systems, drivers, and road and traffic conditions. Methods Tractive energy consumption serves as the energy impact indicator, ruling out the effect of the propulsion system. To further isolate the driving behaviour as the only possible contributor to tractive energy differences, two techniques are offered to normalize heterogeneous vehicle specifications and road and traffic conditions. Finally, ACC driving behaviour is compared with that of the human driver from transient and statistical perspectives. Its impact on tractive energy consumption is then evaluated from individual and platoon perspectives. Results Our data suggest that unlike human drivers, ACC followers lead to string instability. Their inability to absorb the speed overshoots may partly be explained by their high responsiveness from a control theory perspective. Statistical results might imply the followers in the automated or mixed traffic flow generally perform worse in reproducing the driving style of the preceding vehicle. On the individual level, ACC followers have tractive energy consumption 2.7 – 20.5 % higher than those of human counterparts. On the platoon level, the tractive energy values of ACC followers tend to consecutively increase (11.2 – 17.3 %). Conclusions In general, therefore, ACC impacts negatively on tractive energy efficiency. This research provides a feasible path for evaluating the energy impact of ACC in real-world applications. Moreover, the findings have significant implications for ACC safety design when handling the stability-responsiveness trade-off.

SEMOB 2021, 1er salon de la Sécurité Routière au service des Mobilités en entreprise, Toulouse, FRANCE, 23-/11/2021 - 24/11/2021; Si les effets de la consommation de l'alcool sur la conduite sont étudiés depuis longtemps, les études se concentrent généralement sur une vision partielle du comportement de l'alcool dans l'organisme. En effet, si certaines conséquences de l'ingestion d'alcool peuvent être considérées comme dépendant de la dose ingérée, d'autres effets sont associés à la temporalité après ingestion. Ainsi, une fois ingérée, la course de l'alcool dans l'organisme produit une phase ascendante, un pic ou plateau puis une phase descendante (Ramaekers, 2020). Les effets de l'alcool pouvant varier en fonction de ces phases, ils sont décrits comme « effets biphasiques ». Ces effets biphasiques se manifestent, par exemple, par une prévalence d'effets stimulants lors de la phase ascendante et une prévalence d'effets sédatifs lors de la phase descendante (Hendler, Ramchandani, Gilman, & Hommer, 2011). Cependant elles se retrouvent également sur d'autres caractéristiques au niveau subjectif (p. ex., le sentiment d'intoxication disparaît durant la phase descendante?; Marczinski, Stamates & Maloney, 2018), au niveau comportemental (p. ex., la volonté de prendre le volant malgré l'état d'intoxication est plus grande durant la phase descendante, Marczinski, Stamates & Maloney, 2018), et au niveau cognitif (p. ex., la coordination motrice récupère lors de la phase descendante, Weafer, & Fillmore, 2012). Malgré cela, les différentes phases de l'alcoolémie ne sont que très peu étudiées dans le contexte de conduite.

21st Congress of the International Ergonomics Association (IEA 2021), VANCOUVER, CANADA, 14-/06/2021 - 18/06/2021; International audience; Using an integrative user-centered approach, the research project aimed at designing and assessing an adaptive HMI to improve the safety and the quality of the take-over in a level-3 automated vehicle. Future autonomous driving users confirmed the need for the monitoring systems to improve safety as long as they are simple and not intrusive. They request specific information to understand and initiate appropriated actions in case of a critical situation. However, to avoid overloading and detri-mental effects, it is important that the system limits the amount of infor-mation at the right moment.

Introduction : In Brazil, driver aggressiveness in road traffic is a critical issue and could be an important contributing factor to the high number of traffic accidents . Because no instruments are available in Portuguese to register driving aggressiveness or driving anger in Brazil, we adapted English instruments into the Brazilian context. The aims of this study were to provide a Brazilian adaptation of the Driving Anger Expression Inventory (DAX) and to try to validate it by testing its psychometric properties and investigating its relationships with risky driving behaviors (DBQ), road accidents, driving sensation seeking, and hostility. Method: The Brazilian adaptations of the DAX, DBQ, the Driving Sensation Seeking Scale (DSSS) and the hostility Scale were administered to a sample of 512 undergraduate students (with a mean age of 23.7 years, 52.1% men). Results : Confirmatory factor analysis of the Brazilian DAX (DAX-BR) items yielded a four-factor solution with 43 items, which obtained the best goodness-of-fit to the data. Cronbach’s alpha for the DAX-BR factors ranged from 0.69 to 0.88. Other results on validity were a positive correlation (range 0.39–0.59) between the factors of the DAX-BR, DSSS, and DBQ. Conclusion : DAX-BR as the same structure as the original and is a reliable instrument for use with young drivers. Other studies should be conducted to further validate the DAX-BR in different types of populations such as older and more experienced drivers, professional drivers, and traffic regulation offenders whose driver's license has been taken away. Practical applications: This Brazilian version can be recommended for the assessment of driving anger expression in Brazil among young drivers in view of helping them driver more safely, and in particular to reduce traffic violations.

Objective: Conventional visual field (VF) tests are limited in predicting on-road driving performance of individuals with glaucoma. We developed a new performance-based VF test in a driving simulator for individuals with glaucoma. The aim was to evaluate the psychometric properties of the newly developed test. Methods: In this pilot study, 17 drivers with glaucoma aged 65.24 ± 9.69 and 13 control drivers aged 61.27 ± 11.45 completed the performance-based VF task. Construct validity was determined by comparing performance on the new task with results on conventional visual and perimetry tests including Humphrey Visual Field Analyzer, Keystone Vision Screener, and Useful Field of View (UFOV). Concurrent validity was evaluated by comparing performance on the new task with on-road driving performance, scored using the Test Ride for Investigating Practical fitness-to-drive (TRIP). Ten individuals (7 with glaucoma and 3 controls) participated in the test–retest reliability assessment. Results: Drivers with glaucoma identified fewer symbols (P = .047) and took longer to respond to the symbols (P = .048) compared to controls. In the glaucoma group, correct responses on the performance-based VF test correlated strongly (r = −0.51, P = .046) with UFOV divided attention. Both glaucoma and control groups achieved submaximal to maximal scores on the TRIP (median [Q1–Q3], glaucoma: 193 [191–196]; controls: 196 [195–196]; P = .16). No strong correlations were found between scores on the performance-based VF test and on-road driving performance in glaucoma. The intraclass correlation coefficients ranged between 0.77 for response time and 0.92 for correct responses, indicating good to excellent test–retest reliability. Conclusions: We established the construct validity and test–retest reliability of the performance-based VF test. Future studies should include a larger sample with more severe driving difficulties to demonstrate the concurrent validity between performance-based VF testing and on-road driving performance in glaucoma.

Les futurs véhicules permettraient l'alternance entre des phases de conduite autonome et des phases de conduite manuelle. Cette transition est cruciale sur le plan attentionnel et repose sur l'utilisation d'alertes. La littérature a montré que des omissions de perceptions d'alertes sonores peuvent être liées à un niveau élevé d'engagement attentionnel dans une tâche annexe. L'objectif de ce travail en cours est d'investiguer les conditions de création du phénomène d'omission, ainsi que l'efficacité d'une contremesure pour réguler ces états (ici un biofeedback temps-réel du rythme cardiaque). Les participants ont réalisé une double tâche consistant en une détection d'alertes sonores et en un jeu mnésique présentant des variations de difficulté et de stress. Des données physiologiques, subjectives et comportementales ont été collectées. Les premiers résultats montrent un impact des conditions sur les trois dimensions. La poursuite de l'analyse des données devrait nous permettre d'étudier sous divers angles les phénomènes attentionnels et les impacts du biofeedback générés lors de l'expérimentation.

Driving anxiety can have a significant impact on one’s quality of life, particularly for those who experience intense levels. However, to date there are limited data about the perceived impact of driving anxiety on occupational life, and driving anxiety remains under-researched in France. To address this gap, an online survey assessing self-reported driving anxiety, how it manifests and its links with some aspects of personal and occupational life was designed. The survey was administered in France to respondents who identified as experiencing driving anxiety. Responses were obtained from 304 people aged 18 years or older. In the sample, 32.2%, 44.7% and 23% respectively reported mild, moderate and extreme levels of driving anxiety. In the extremely anxious group, males were under-represented, whereas people aged 35–44 and unlicensed drivers were over-represented. People who were unemployed (excluding students and retired people), reported that their anxiety had been a barrier to getting a job and a high percentage of these respondents had also previously considered leaving a position because of their anxiety. Respondents also reported their anxiety had a negative impact on their perceived quality of life in general. People who categorised as extremely anxious reported a negative impact four times higher than those in the mildly anxious group. The results highlight for the first time the perceived impact of driving anxiety on daily and occupational life in a French population. Further, the results demonstrate the importance of distinguishing between moderately and extremely anxious drivers as the intensity level has differential impacts on personal and work life quality.

The question of the possible impact of deafness on temporal processing remains unanswered. Different findings, based on behavioral measures, show contradictory results. The goal of the present study is to analyze the brain activity underlying time estimation by using functional near infrared spectroscopy (fNIRS) techniques, which allow examination of the frontal, central and occipital cortical areas. A total of 37 participants (19 deaf) were recruited. The experimental task involved processing a road scene to determine whether the driver had time to safely execute a driving task, such as overtaking. The road scenes were presented in animated format, or in sequences of 3 static images showing the beginning, mid-point, and end of a situation. The latter presentation required a clocking mechanism to estimate the time between the samples to evaluate vehicle speed. The results show greater frontal region activity in deaf people, which suggests that more cognitive effort is needed to process these scenes. The central region, which is involved in clocking according to several studies, is particularly activated by the static presentation in deaf people during the estimation of time lapses. Exploration of the occipital region yielded no conclusive results. Our results on the frontal and central regions encourage further study of the neural basis of time processing and its links with auditory capacity.; The question of the possible impact of deafness on temporal processing remains unanswered. Different findings, based on behavioral measures, show contradictory results. The goal of the present study is to analyze the brain activity underlying time estimation by using functional near infrared spectroscopy (fNIRS) techniques, which allow examination of the frontal, central and occipital cortical areas. A total of 37 participants (19 deaf) were recruited. The experimental task involved processing a road scene to determine whether the driver had time to safely execute a driving task, such as overtaking. The road scenes were presented in animated format, or in sequences of 3 static images showing the beginning, mid-point, and end of a situation. The latter presentation required a clocking mechanism to estimate the time between the samples to evaluate vehicle speed. The results show greater frontal region activity in deaf people, which suggests that more cognitive effort isneeded to process these scenes. The central region, which is involved in clocking according to several studies, is particularly activated by the static presentation in deaf people during the estimation of time lapses. Exploration of the occipital region yielded no conclusive results. Our results on the frontal and central regions encourage further study of the neural basis of time processing and its links with auditory capacity.

Active visual scanning of the scene is a key task-element in all forms of human locomotion. In the field of driving, steering (lateral control) and speed adjustments (longitudinal control) models are largely based on drivers' visual inputs. Despite knowledge gained on gaze behaviour behind the wheel, our understanding of the sequential aspects of the gaze strategies that actively sample that input remains restricted. Here, we apply scan path analysis to investigate sequences of visual scanning in manual and highly automated simulated driving. Five stereotypical visual sequences were identified under manual driving: forward polling (i.e. far road explorations), guidance, backwards polling (i.e. near road explorations), scenery and speed monitoring scan paths. Previously undocumented backwards polling scan paths were the most frequent. Under highly automated driving backwards polling scan paths relative frequency decreased, guidance scan paths relative frequency increased, and automation supervision specific scan paths appeared. The results shed new light on the gaze patterns engaged while driving. Methodological and empirical questions for future studies are discussed.

Session du comité des études de la DSR - Délégation à la Sécurité Routière - Thématique des facteurs comportementaux, Salon de Provence, FRANCE, 08-/12/2020 - 08/12/2020; Résultats de l'analyse descriptive des PV, et BACC avec faibles doses d'alcool. Présentation du protocole expérimental sur simulateur de conduite

11th World Congress for Neurorehabilitation. 35ème congrès de la SOMFER, LYON, FRANCE, 07-/10/2020 - 10/10/2020; Symposium title: Evidence-Based Practice in Driver Screening, Assessment, and Intervention. The symposium will be a series of short presentations on issues about driving for various neurological conditions. We selected 7 topics selected and identified presenters: Parkinsons - Maud Ranchet 10 minutes MS - Abiodun Akinwuntan 10 minutes Concussion - Hannes 10 minutes TBI - Carol 10 minutes Dementia - Shawn 10 minutes Spinal cord injury - 10 minutes. Presenters will introduce the topic, how it affects driving, screening tools, and management. Each topic has 10 minutes with 20 minutes for questions.

Séminaire Covasr, Salon de Provence, FRANCE, 30-/06/2020 - 30/06/2020; Présentation des premiers résultats du projet Bialcol financé par la DSR

Risk is a very common notion : we use it in our everyday life and frequently assess it without thinking. For instance, when driving a car, one constantly evaluates risk and uses this - somewhat obvious - estimation to decide upon actions to be taken. Most of the time, humans are not even fully aware of that risk assessment process, and rarely wonder about it ; this is what will be explored in this article. What is risk? Where does this notion come from ? What are current conceptions about the subjective risk assessment when behind the steering wheel ? First, we will focus on the very general notion of risk and its history. Then, some time will be spent on the notion of subjective risk assessment (i.e., risk perception). Finally, we will delve into the scientific approach of driver's subjective risk assessment, with a review of the main theories and models about assumed driver's cognitive processes when evaluating risks., Le risque est une notion très courante : nous l'utilisons dans notre vie quotidienne et son évaluation ne demande pas d'effort de réflexion. Par exemple, lorsque nous conduisons une voiture, nous évaluons constamment le risque et utilisons cette estimation immédiate pour décider des actions à entreprendre. La plupart du temps, les humains ne sont pas pleinement conscients de ce processus d'évaluation des risques et s'interrogent rarement à ce sujet ; c'est ce que nous allons explorer dans cet article. Qu'est-ce que le risque ? D'où vient cette notion ? Quelles sont les conceptions actuelles sur l'évaluation subjective des risques au volant ? Tout d'abord, nous nous concentrerons sur la notion très générale de risque et sur son histoire. Ensuite, nous nous attarderons sur la notion d'évaluation subjective du risque (c'est-à-dire la perception du risque). Enfin, nous nous pencherons sur l'approche scientifique de l'évaluation subjective du risque par le conducteur, en passant en revue les principales théories et modèles concernant les processus cognitifs supposés à l'oeuvre chez conducteur lors de l'évaluation des risques.

Objectives Many older drivers incorrectly estimate their driving ability. The present study aimed to determine whether, and if so, to what extent unawareness of cognitive abilities affects self-awareness of driving ability. Method Two successive studies were conducted in older drivers. A cohort study investigated cognitive self-awareness and an experimental study examined driving self-awareness. In each one, self-awareness was assessed by cross-analyzing objective (respectively Trail-Making Tests A and B and the Digit Symbol Substitution Test and driving performance of on-road assessment) and subjective data (responses about everyday cognitive skills and driving ability). Older drivers were then classified as being over-, correct, or underestimators. The 3 cognitive and driving self-awareness profiles were then cross-analyzed. Results In the cohort study, 1,190 drivers aged 70 years or older were included. The results showed that 42.7% of older drivers overestimated their cognitive ability, 42.2% estimated it correctly, and 15.1% underestimated it. The experimental study included 145 participants from the cohort. The results showed that 34% of participants overestimated, 45% correctly estimated, and 21% underestimated their driving ability. There was a significant relationship between cognitive and driving self-awareness profiles (p = .02). This overlap was more marked in overestimators. Discussion Significant overlap between cognitive and driving self-awareness provides useful and new knowledge about driving in the aging population. Misestimation of cognitive ability could hamper self-awareness of driving ability, and consequently self-regulation of driving. It is now crucial to develop measures that promote self-awareness of ability.

Mind-wandering (MW) has a negative impact on tasks requiring sustained and divided attention like driving. During MW, drivers experience perceptual decoupling. As driving is mainly a visual activity, it would seem to be appropriate to evaluate stages of visual information processing impaired during MW, using event-related potential techniques. The aim of the present study was to investigate how the level of attention devoted to driving impacted visual information processing and reaction time. The findings showed reductions in visual N1 and P3 amplitudes while driving and longer reaction times during periods of self-reported MW. This suggests that drivers can become detached from their environment by redirecting their attention to their personal thoughts and some of their cognitive resources may be consumed to feed internal trains of thought. In the future, investigating off-task characteristics might be useful in better understanding the impact of MW in car crashes.

Background: Stress can frequently occur in the driving context. Its cognitive effects can be deleterious and lead to uncomfortable or risky situations. While stress detection in this context is well developed, regulation using dedicated advanced driver-assistance systems (ADAS) is still emergent. Objectives: This systematic review focuses on stress regulation strategies that can be qualified as “subtle” or “mindless”: the technology employed to perform regulation does not interfere with an ongoing task. The review goal is 2-fold: establishing the state of the art on such technological implementation in the driving context and identifying complementary technologies relying on subtle regulation that could be applied in driving. Methods: A systematic review was conducted using search operators previously identified through a concept analysis. The patents and scientific studies selected provide an overview of actual and potential mindless technology implementations. These are then analyzed from a scientific perspective. A classification of results was performed according to the different stages of emotion regulation proposed by the Gross model. Results: A total of 47 publications were retrieved, including 21 patents and 26 studies. Six of the studies investigated mindless stress regulation in the driving context. Patents implemented strategies mostly linked to attentional deployment, while studies tended to investigate response modulation strategies. Conclusions: This review allowed us to identify several ADAS relying on mindless computing technologies to reduce stress and better understand the underlying mechanisms allowing stress reduction. Further studies are necessary to better grasp the effect of mindless technologies on driving safety. However, we have established the feasibility of their implementation as ADAS and proposed directions for future research in this field.

Contexte. Afin de prolonger une conduite automobile sécuritaire des conducteurs âgés, il importe de mettre en place des interventions de perfectionnement de la conduite. But. Cette étude pilote visait à vérifier les effets d’une intervention de perfectionnement de la conduite automobile auprès de conducteurs âgés. Méthodologie. Un dispositif pré-expérimental (questionnaires en pré-test avant l’intervention et post-test quatre à huit semaines après) a été utilisé auprès de 19 conducteurs âgés de 50 ans et plus. L’intervention comprenait le programme théorique de groupe 55 ans au volant, l’Outil de sensibilisation aux capacités requises pour une conduite automobile sécuritaire et responsable (OSCAR) et un cours individuel de conduite sur route. Résultats. À la suite de l’intervention, les participants ont significativement amélioré leur intérêt, leur ouverture et leurs connaissances en lien avec la conduite automobile (p = 0,01). Selon leur perception, peu de changements sont toutefois survenus dans leurs capacités de conduite et leur utilisation de stratégies compensatoires. Discussion. En améliorant l’intérêt, l’ouverture et les connaissances des conducteurs âgés, l’intervention les amène à mettre en place les premières étapes nécessaires à une meilleure régulation de comportement leur permettant de faire face aux difficultés en conduite liées à l’âge. Néanmoins, des études complémentaires impliquant un groupe contrôle et une évaluation sur route seraient nécessaires pour mieux appréhender les effets de cette intervention sur les différentes phases de changement de comportement permettant la mise en place d’une conduite sécuritaire chez les aînés. __________________________________________________________________________________________ Effects of a driving awareness intervention in older drivers Context. To extend safe driving of older drivers, it is important to set up awareness and improvement interventions. Aims. This pilot study aimed to verify the impacts of a theoretical and practical intervention in older drivers. Methods. A pre-experimental design including a pre-test and a post-test evaluations (questionnaires), before and four to eight weeks after the intervention, was used with 19 seniors aged 50 or older. The intervention was composed by the 55 Alive program, the awareness tool OSCAR and an on-road course. Results. Following the intervention, participants significantly improved their interest, openness and knowledge related to driving declared (p = 0.01). However, according to their perception, changes in their driving abilities and use of compensatory strategies have not occurred. Discussion. By improving the interest, openness and knowledge of older drivers, the intervention lead them to achieve the first steps required for the adoption of a behaviour change enabling them to deal with the age-related difficulties encountered in driving. Further investigations, involving a control group and an on-road evaluation, are required to more explore the effects of this intervention on the change in driving behaviors in older people.

Night driving is challenging for driving simulations. At night, the constraints on Computer Graphics performance are unusually strong, as many relevant details have low contrasts and low luminance values, while the overall contrast is very high, due to light sources from road lighting and vehicle headlamps. Some level of realism is needed in terms of contrast rendering, because contrast impacts visibility and motion perception, which in turn impact the driving behavior. This is usually achieved in Computer Graphics with Tone Mapping Operators (TMOs), in order to display the computed images on a standard, Low Dynamic Range (LDR) display device. We explore in this paper the drawbacks of these operators for nighttime driving simulations, focusing on motion cues, and discuss the potential benefit of the emerging technology of High Dynamic Range (HDR) display devices. We have focused on a night-time road environment with an incoming motorcycle. Two experiments have been conducted, with 33 participants. Time-to-Collision (TTC) was considered as a proxy for motion perception. TTC estimations were collected on a HDR display and compared to degraded visual environments. The first experiment shows that the visibility of the motorcycle’s outline is the main visual cue for the TTC estimation in nighttime conditions (but this doesn’t happen with cars). It suggests that the main drawbacks of TMOs with respect to TTC estimation involves the mapping of low contrasts, which either enhances or impairs the motorcycle visibility. The second experiment explores this hypothesis and shows that enhancing the visibility of the motorcycle leads to biases in the TTC estimation, whereas removing it does not impact the TTC estimation — at the cost of other realism problems. These results suggest that motion cues at night are more realistic with a HDR Display, and that such display devices may be useful in situations where a realistic perception of hardly visible contrasts is needed.

Driving with a cataract can be dangerous, especially at night when road lighting and automotive lighting produce glare. Disability glare alters visual performance, while discomfort glare contributes to restricted mobility, with drivers avoiding driving at night. The present study was focused on the visual effects of an early cataract, and aimed at comparing three driving performance indexes at night, under glare conditions, with and without a simulated cataract. Two indexes directly referred to road safety, while a measure could be related to behavioral adaptation. Using a driving simulator, twenty-six participants were asked to drive in simulated night-time conditions, under controlled photometric conditions where the adaptation luminance and the glare level were consistent with a two-lane rural road at night with oncoming traffic. The visual effects of a bilateral cataract were simulated using goggles which were in the range of an early cataract in terms of light scattering, light transmission, visual acuity and contrast sensitivity loss. Participants were asked to avoid virtual pedestrians on the road, both with and without a simulated cataract. Three performance indexes were considered: the rate of pedestrian crashes, the distance to the pedestrian when the participant avoided the crash, and the mean speed, which allowed to control for a possible behavioral adaptation to the reduced visual performance. For a better understanding of the visual functions responsible for the degraded driving behavior, contrast sensitivity and time-to-collision performance were also measured in glare conditions. While simulated cataract resulted in slightly slower speeds, poorer driving performance was observed with the goggles than without, with more pedestrians being hit and shorter stopping distances. Time-to-collision estimates at 90 km/h were found to be predictive of stopping distances with a simulated cataract, while contrast sensitivity in glare conditions at 13 cycles per degree was found to be associated with the occurrence of a crash with cataract. The decrease in speed with a simulated cataract was real but ineffective in terms of driving safety, which suggests that the behavioral adaptation to the degraded visual performance was insufficient. The precise impact of a cataract on driving abilities remains to be further studied, to provide scientific knowledge to help practitioners determine the moment when the individuals should forego driving.

2019 International Conference on Indoor Positioning and Indoor Navigation (IPIN), PISE, ITALIE, 30-/09/2019 - 03/10/2019; With the highly development of navigation techniques during the past decades, the demand for seamless indoor-outdoor navigation is growing from different application fields especially for the military or the first response emergency services. For military applications, one of the key performance requirements is the availability of the positioning solutions for all kinds of dynamics in different environments. Furthermore, due to the stealth requirement in some military actions, it is impossible for military vehicles or personnel to emit signals which enable to be detected by their opponents. This limitation prevents the use of infrastructure-based cooperative localization techniques. The research work of this paper aims at facing the following challenging issues: firstly, to design a positioning filter which is adaptive to the dynamic changes between walking and driving; secondly, to find an approach that correctly identifies the transition between outdoor and indoor with reduced latency; finally, to construct a loosely coupling GNSS/IMU scheme which takes into account the GNSS signal distortion in indoor and urban spaces. Under this context, we propose a complete indoor-outdoor infrastructure-free positioning prototype including a foot-mounted reference navigation system named Pedestrian Reference System (PERSY) and a Ublox High Sensitivity GNSS (HSGNSS) receiver (M8P). A loosely-coupled architecture between GNSS receiver and the PERSY is employed by using an indicator of horizontal position accuracy $\backslash$textitPACCH provided by the GNSS Ublox M8P receiver. This indicator allows qualifying the position solutions delivered by the GNSS receiver as well as detecting the transition of indoor/outdoor, which helps the PERSY to update with absolute positions from GNSS. This positioning prototype can take advantage of both GNSS and PERSY so as to realize a seamless indoor-outdoor positioning for pedestrians and vehicles. The proposed system is evaluated in two scenarios over respectively 2.17 km and 2.68 km including indoor , outdoor and in-vehicle phases. The median horizontal position errors for the two scenarios are respectively 2.23 m and 1.93 m.

Introduction: Exploratory data reduction techniques, such as Factor Analysis (FA) and Principal Component Analysis (PCA), are widely used in questionnaire validation with ordinal data, such as Likert Scale data, even though both techniques are indicated to metric measures. In this context, this study presents an e-survey, conducted to obtain self-reported behaviors between Brazilian drivers (N = 1,354, 55.2% of males) and Portuguese drivers (N = 348, 46.6% of males) based on 20 items from the Driver Behavior Questionnaire (DBQ) on a five-point Likert Scale. This paper aimed to examine DBQ validation using FA and PCA compared to Categorical Principal Component Analysis (CATPCA) which is more indicative to use with Likert Scale data. Results: The results from all techniques confirmed the most replicated factor structure of DBQ, distinguishing behaviors as errors, ordinary violations, and aggressive violation. However, after Varimax rotation, CATPCA explained 11% more variance compared to FA and 2% more than PCA. We identified cross-loadings among the component of the techniques. An item changed its dimension in the CATPCA results but did not change the structural interpretability. Individual scores from dimension 1 of CATPCA were significantly different from FA and PCA. Individual scores from factor 1 of CATPCA were significantly different from FA and PCA. Practical applications: The CATPCA seems to be more advantageous in order to represent the original data and considering data constrains. In addition to finding an interpretable factorial structure, the representation of the original data is regarded as relevant since the factor scores could be used for crash prediction in future analyses.

This study aimed at investigating how driver's mental workload could be assessed during driving, using driving performance as well as electrophysiological and subjective data. Participants had to follow a lead vehicle at a safe and constant distance and to deal with two particular driving events (overtaking and pedestrian occurrence) within two sessions (baseline and experimental) on a driving simulator. Traffic density and time pressure (overtaking event) and time pressure (pedestrian event) were increased in the experimental session in order to induce a higher workload. Participants filled NASA TLX questionnaire after each driving session. Electrophysiological parameters (SCL, ECG), driving performance (SDLP and response to speed change of the lead vehicle: coherence, delay and gain) were analysed after each event in two temporal windows (30 sec and 5 min). Results showed that both performance and physiological variables differed as a function of traffic conditions and time pressure. Moreover, while performance variations were systematically observed over a long period (five minutes after the events), effects on mean SCL data obtained from experimental session notably differed from baseline values within thirty seconds after the events. Results are discussed in term of mental workload and suggestions are made about the safety systems that could monitor driver's mental state.

Research works on operator monitoring underline the benefit of taking into consideration several signal modalities to improve accuracy for an objective mental state diagnosis. Heart rate (HR) is one of the most utilized systemic measures to assess cognitive workload (CW), whereas, respiration parameters are hardly utilized. This study aims at verifying the contribution of analyzing respiratory signals to extract features to evaluate driver's activity and CW variations in driving. Eighteen subjects participated in the study. The participants carried out two different cognitive tasks requiring different CW demands, a single task as well as a competing cognitive task realized while driving in a simulator. Our results confirm that both HR and breathing rate (BR) increase in driving and are sensitive to CW. However, HR and BR are differently modulated by the CW variations in driving. Specifically, HR is affected by both driving activity and CW, whereas, BR is suitable to evidence a variation of CW only when driving is not required. On the other hand, spectral features characterizing respiratory signal could be also used similarly to HR variability indices to detect high CW episodes. These results hint the use of respiration as an alternative to HR to monitor the driver mental state in autonomic vehicles in order to predict the available cognitive resources if the user has to take over the vehicle.

Introduction: Driving an automobile is an important activity for the social participation of individuals with traumatic brain injury (TBI). Return to safe driving is usually addressed during rehabilitation, but we know little about driving behaviors in the years following TBI rehabilitation.Objective: To explore self-reported and objective (official driving records) post-rehabilitation driving behaviors and offenses in individuals with TBI: (a) having passed a driving evaluation, (b) who did not undergo a driving evaluation, and (c) non-injured controls.Methods: Cross-sectional design with 162 adults: (a) 48 participants with mild, moderate, or severe TBI whose drivers' license was suspended and reinstated following a driving evaluation during rehabilitation (TBI-DE; M = 42.2 years of age, SD = 11.5); (b) 24 participants with TBI who maintained their driving privileges without undergoing a driving evaluation (TBI-NE; M = 36.5 years of age, SD = 9.9); (c) 90 non-injured controls (M = 43.8 years of age, SD = 11.4). Participants with TBI were recruited from seven rehabilitation centers, 2-3 years after the end of rehabilitation in the province of Quebec, Canada. During a telephone interview, data were obtained regarding self-reported driving: (a) habits; (b) self-efficacy; (c) anger expression; (d) sensation-seeking; (e) violations/errors; (f) accidents, driving offenses, and demerit points for the two-year interval predating the study. Objective data for driving offenses, accidents, and demerit points were obtained from the automobile regulatory body for the same period and for the two-year interval before the injury for the TBI groups.Results: Compared to non-injured controls, the TBI-DE group reported significantly lower scores for self-reported verbal aggressive expression of anger and driving violations/errors. Conversely, their official driving records showed significantly more demerit points for the last 2 years, and a significantly higher frequency of serious post-rehabilitation accidents (10), compared to the TBI-NE group (one) and the control group (none). Compared to pre-injury levels, individuals with TBI had significantly more demerit points post-rehabilitation.Conclusions: Individuals with TBI may underestimate risky driving behaviors even if they have been deemed fit to drive. Reduced self-awareness, memory, and dysexecutive problems following TBI could influence self-report of driving behaviors and explain discrepancies between self-reported and objective driving-related behaviors. Recommendations for research and practice are provided.; La possibilité de conduire est importante pour la participation sociale des adultes ayant subi un TCC. Le retour à la conduite automobile sécuritaire est abordé pendant la réadaptation, mais nous en savons peu sur les capacités et comportements de conduite dans les années après le TCC. Objectif : Évaluer si les personnes avec un TCC ayant réussi une évaluation de la conduite automobile se différencient, en termes de comportements et d'infractions de conduite, de celles n'ayant pas eu d'évaluation de la conduite, et de témoins sans TCC. Participants (a) 48 TCC léger/modéré/grave - permis de conduire suspendu et rétabli après une évaluation de la conduite auto pendant la réadaptation 24 TCC - permis maintenu sans évaluation de la conduite (b) 2-3 ans après la réadaptation Recrutés via 7 centres de réadaptation (Montréal: CRLB, CRCL, HJR; Montérégie & Estrie: CRM, CRE; Laurentides & Lanaudière: CR Le Bouclier; Québec: IRDPQ)(c) 90 témoins sans TCC/trouble neurologique recrutés dans la population générale; appariés pour région géographique (d) Tous conduisaient plus de 1000 km/an depuis au moins deux ans (témoins) ou avant le TCC Mesures (e) Comportements de conduite auto-rapportés (entrevue tél.) (f) Accidents/sanctions auto-rapportées depuis 2 ans, et documentées depuis 2 ans et dans les 2 ans pré TCC (SAAQ). Conclusion. Les personnes avec un TCC ayant réussi une évaluation de la conduite automobile : ont repris la conduite automobile au même niveau que les personnes TCC n'ayant pas eu d'évaluation et que les témoins pourraient sous-évaluer leurs comportements de conduite automobile à risque Selon les résultats du groupe de discussion mené avec des intervenants de 10 des 12 programmes d'évaluation de la conduite automobile du Qc : l'autocritique face aux habiletés de conduite devrait être évaluée davantage lors de l'évaluation sur route, p. ex. en conduite non dirigée une collaboration serrée entre le professionnel en évaluation de la conduite et l'équipe de réadaptation peut contribuer à mieux cerner les aspects cognitifs, comportementaux et psychologiques pré-post TCC pouvant avoir un impact sur la conduite, et à déterminer le meilleur moment pour effectuer l'évaluation une réflexion est à faire sur l'harmonisation des pratiques d'évaluation sur route, la place donnée à l'entraînement en conduite et le besoin d'effectuer des suivis post-réadaptation chez les personnes TCC qui ont réussi l'évaluation de la conduite mais qui pourraient être considérées à risque.

Lane Departure Warning Systems (LDWS) are known to be effective at preventing lane departures. The current study aimed to further investigate the influence of LDWS incorrect warnings along with the warning onset on driving performances. Performances were considered during missed warned lane departure episodes, as well as correctly warned lane departure episodes following incorrectly warned (false or/and missed warning) episodes. In the reported experiment, the incorrect warnings order of presentation was manipulated along with the warning onsets (partial and full lane departure). Results pointed out that a missed warning is impairing driving performances during the missed warned situation, whereas a false warning is impairing driving performances for the subsequent lane departure. Moreover, if false warning impairment is magnified by the occurrence of a subsequent missed warning, this multiplicative effect is restricted to the following lane departure only. These findings bring both theoretical and practical insights. From a theoretical perspective, the human-machine cooperation LDWS model was refined by the adjunction of a transitional influence of incorrect warnings on the information processing. From a practical perspective, the recommendation to avoid false warnings as much as missed warnings was made.

6th International Conference on Driver Distraction and Inattention, DDI2018, Gothenburg, SUEDE, 15-/10/2018 - 17/10/2018; We are in an era of mobility transformation [1]. Pervasive personal communication technologies and in-vehicle digitalisation already impacts daily life, while vehicle automation is on the cusp of widespread impact. Consequently, there is a critical need to understand distraction and the limits of attention in many modes of transportation - both in-vehicle modes (manual-, assisted-, and automated driving) and in new forms of transportation - as they all are affected by digitalisation and limits of attention. Distracted driving has long been a contributor to motor vehicle crashes [2], and is flourishing in these new digitalised mobility environments [3].; Guest Editorial - Pas de résumé

BIBM 2018, IEEE International Conference on Bioinformatics and Biomedicine, Madrid, ESPAGNE, 03-/12/2018 - 06/12/2018; Machine learning (ML) technics have been recently used to detect emotion and predict crash severity. This research work aims at assessing different classifications and machine learning technics in predicting the alcohol consumption and associated functional states. 28 young drivers were tested for a 45 min drive with a blood alcohol concentration (BAC) of 0.0, 0.2 and 0.5g/m. Subjective functional states were analysed using Thayer's scale and NASA-TLX. The physiological parameters (electroencephalogram, electrodermal and cardiac activity) and driver simulators parameters (speed, lateral positioning and wheel steering) were acquired during the three alcohol sessions. Data were analysed on 10s temporal windows without superposition nor gap. Two analyses using classification and ML technics were used: to determine both capacity of the algorithms to detect alcohol consumption (BAC level) and functional states (effort, performance and alertness) from NASA and Thayer's scales. Different algorithms were trained using 10 folds cross validation technics using Weka (University of Waikato, NZ). Using both vehicle and physiological data was beneficial for BAC prediction and ROC area of the top three algorithms were found between 0.62 and 0.72 with higher results for Random Forest (RF) algorithms. In functional states prediction, results were similar for all effort, performance and alertness predictions with ROC area reaching 0.75 for RF. Once algorithm setting optimized, performances for BAC prediction reached 0.73 while were, lower than for functional states prediction with ROC area of 0.91 when pairing data. Such results could help in the strategy for detecting alcohol consumption in drivers.

DDI 2018, 6th International Conference on Driver Distraction and Inattention, Göteborg, SUEDE, 15-/10/2018 - 17/10/2018; Young novice drivers have a high risk of crashes and a linear relationship has been demonstrated between blood alcohol concentration (BAC) and crash risk for this population [1, 2]. They are also over represented in crashes linked to long period of driving. Generally, it is well known that the major part of sleep (or fatigue)-related crashes takes place during the two daily periods of physiological decrease of alertness [3]. Moreover, a monotonous road environment can influence the level of alertness [4]. Thus, effort of novice drivers higher when alertness is low and the lack of resources can explain this result [5]. Consequently, the aim of this work is to evaluate the combined effect of these factors of accident (alcohol and driving experience) on driving performance. The hypothesis is that an increase of effort decreases alertness, notably when drivers lack of experience or in presence of alcohol, but could be balanced by an additional effort until a certain threshold.

The purpose of this study was to identify the influence of situation complexity and driving experience on subjective workload and driving performance, and the less costly and the most effective strategies faced with a hazard pedestrian crossing. Four groups of young drivers (15 traditionally trained novices, 12 early-trained novices, 15 with three years of experience and 15 with a minimum of five years of experience) were randomly assigned to three situations (simple, moderately complex and very complex) including unexpected pedestrian crossings, in a driving simulator. The subjective workload was collected by the NASA-TLX questionnaire after each situation. The main results confirmed that the situation complexity and the lack of experience increased the subjective workload. Moreover, the subjective workload, the avoidance strategies and the reaction times influenced the number of collisions depending on situation complexity and driving experience. These results must be taken into account to target the prevention actions.

Vehicle-dynamics data, now more readily available thanks to moderate-cost, embedded data logging solutions, have been used to study drivers' behavior (acceleration, braking, and yaw rate) through naturalistic driving research aimed at detecting critical safety events. In addition, self-reported measures have been developed to describe these events and to assess various individual risk factors such as sensation seeking, lack of experience, anger expression while driving, and sensitivity to distraction. In the present study, we apply both of these methods of gathering driving data in order to assess risk proneness as accurately as possible. Data were obtained from 131 drivers, who filled in an introductory questionnaire pertaining to their driving habits. Their vehicles were equipped with an external, automatic data-capture device for approximately two months. During that period, the participants reported critical safety events that occurred behind the wheel by (a) pressing a button connected to the device and (b) describing the events in logbooks. They also filled in weekly questionnaires, and at the end of the participation period, a final questionnaire with various self-reported measures pertaining to their driving activity. We processed the data by (a) performing a multiple correspondence analysis of the characteristics assessed via the automatic data capture and self-reports, and (b) categorizing the participants via hierarchical clustering of their coordinates on the dimensions obtained from the correspondence analysis. This allowed us to identify a group of drivers (n=43) at risk, based on several self-reported measures, in particular, their recent crash involvement, and the frequency of critical acceleration/deceleration events as an objectivemeasure. However, the at-risk drivers did not themselves report more critical safety events than the other two groups.; Les recherches relatives au risque routier et ses antécédents se sont couramment appuyées sur l'analyse des accidents, des sanctions pour infractions et(ou) des comportements à risque. Peu d'entre elles se sont intéressées aux « presque accidents ». L'on entend par presque accident, un événement dangereux lequel, sans action corrective de la part d'autrui ou de soi-même, aboutirait à un accident. Dans le cadre du projet MEDOC, nous avons essayé d'apporter un éclairage sur les presque accidents se produisant au volant des automobilistes et d'identifier les automobilistes les plus exposés au risque. Croisant des mesures déclaratives et des mesures objectives, nous nous sommes appuyés sur un ensemble d'indicateurs 1) les variables liées à la dynamique du véhicule et aux actions de conduite et 2) les variables liées aux déclarations des participant(e)s pour décrire ces presque accidents et identifier les facteurs de risque individuels. Nous avons examiné ces résultats auprès d'un échantillon composé de 131 automobilistes (52,7 % d'hommes, en moyenne âgés de 39,7 ans, ayant le permis voiture depuis 19,2 ans et parcourant au volant 16 606 km par an) les presque accidents qu'ils ont rencontrés au cours de deux mois de conduite. Nous avons identifié trois groupes d'automobilistes en particulier un groupe d'automobilistes (n = 43) à risque (plutôt jeunes, masculins, impliqués dans des accidents de la route, ayant perdu beaucoup de points, chercheurs de sensations fortes et sensibles à la distraction, utilisateurs de leur véhicule pour exprimer leur colère, qui ont des occurrences plutôt élevées de presque accidents de type accélération).

La mobilité ne se résume pas à une simple activité physique, mécanique ou technique, elle est aussi éminemment sociale. A travers cet article, nous cherchons à montrer comment le social s'immisce au sein de l'espace routier et quelles en sont les implications en termes de prise de risque et d'accès au permis. Nous verrons notamment que la culture du pays d'appartenance influence les comportements des individus sur la route. Par ailleurs, au sein d'une même culture, les traits individuels jouent également un rôle. Ces normes sociales qui conditionnent le comportement routier (comme le rapport à la règle et au risque) sont acquises dès la petite enfance. Cependant, selon le sexe de l'enfant, elles ne sont pas internalisées ni transmises de la même façon. La socialisation des parents (et in fine, le comportement des individus dans l'espace routier) sont largement impactés par les stéréotypes associés à chacun des sexes. Au final, cet article questionne le rôle des stéréotypes pour expliquer l'écart de réussite entre hommes et femmes au permis de conduire, et invite à orienter les dispositifs d'éducation et de prévention vers une dévalorisation contextualisée de la valeur sociale associées à la prise de risque (afin de dissocier masculinité et prise de risque au sein de l'espace routier).

ObjectivesTo assess crash risk and driving habits associated with chronic medical conditions among drivers entering old age.DesignProspective cohort study.SettingFrench cohort GAZEL.Participants12 460 drivers in the analysis of road traffic crash, among whom 11 670 completed the follow-up period (2007–2014). We assessed driving cessation among 11 633 participants over the same period, and mileage and driving avoidance among the 4973 participants who returned a road safety questionnaire in 2015.Main outcome measuresYearly occurrence of at least one road crash as a driver; time to driving cessation; mileage; driving avoidance: at night, with bad weather, in heavy traffic, with glare conditions, over long distances.ResultsSeveral potentially risky conditions (angina, myocardial infarction, coronary disease; stroke; nephritic colic, urinary stones; glaucoma) were associated with lower mileage and/or driving avoidance and did not increase crash risk. Neither driving avoidance nor lower mileage was found for other conditions associated with an increased crash risk: hearing difficulties (adjusted OR 1.19, 95% CI 1.06 to 1.34); joint disorders (1.17, 95% CI 1.06 to 1.30). Depression, anxiety and stress was associated with an increased crash risk (1.23, 95% CI 1.01 to 1.49) despite increased driving avoidance. Parkinson’s disease was associated with driving cessation (adjusted HR 32.61, 95% CI 14.21 to 65.17).ConclusionsDepending on their condition, and probably on the associated risk perception, drivers entering old age report diverse driving habits. For example, hearing difficulties is a frequent condition, rarely considered a threat to road safety, and nonetheless associated with an increased crash risk.

International audience; In this article, we investigated what visual information is used by drivers at a road crossing when they want to synchronize their displacement with that of an incoming traffic train. We made the hypothesis that synchronizing self-displacement with that of a traffic gap shares the same perceptual-motor basis as interception tasks. While a large body of literature demonstrates that bearing angle is used to control interception, another range of studies points to optical size and expansion as playing a critical role in collision avoidance. In order to test the hypothesis of the exclusive use of bearing angle in road crossing task, we manipulated the optical size and expansion of oncoming traffic elements independently of bearing angle variations. We designed a driving simulator study in which participants were to adjust their approach speed in order to cross a road junction within a moving traffic gap. We manipulated the initial offset of participants with the traffic gap, the geometry of the road junction and the way optical size of oncoming traffic elements evolves over the course of a trial. Our results showed an effect of optical size and optical expansion manipulations eventhough, we also found similar displacement profiles as in interception studies. This demonstrates that bearing angle could not explain alone the control of such a complex perceptual-motor task. We discuss these results with regard to similar results in other fields of literature.; In this article, we investigated what visual information is used by drivers at a road crossing when they want to synchronized their displacement with that of an incoming traffic train. We made the hypothesis that synchronizing self-displacement with that of a traffic gap shares the same perceptual-motor basis as interception tasks. While a large body of literature demonstrated that bearing angle is used to control interception, another range of studies points to optical size and expansion as playing a critical role in collision avoidance. In order to test the hypothesis of the exclusive use of bearing angle in road crossing task, we manipulated the optical size and expansion of oncoming traffic elements independently of bearing angle variations. We designed a driving simulator study in which participants were to adjust their approach speed in order to cross a road junction within a moving traffic gap. We manipulated the initial offset of participants with the traffic gap, the geometry of the road junction and the way optical size of oncoming traffic elements evolves over the course of a trial. Our results showed an effect of optical size and optical expansion manipulations eventhough, we also found similar displacement profiles as in interception studies. This demonstrates that bearing angle could not explain alone the control of such a complex perceptual-motor task. We discuss these results with regard to similar results in other fields of literature.

Introduction The development of skills essential for avoiding crashes depends, in particular, on how drivers explain the causes of dangerous driving behaviors that resulted in a near crash. Here, we analyze causes attributed to such behaviors by car drivers in a self-report study. We explore the relationships between the dimensions of causal attribution, attribution of responsibility for the near crash, and drivers' comparative judgments. Method For approximately two months, drivers used logbooks to document the near crashes that occurred during their trips. The causes attributed in those reports to driving behaviors resulting in near crashes were then coded by two judges on the basis of several causal dimensions. Drivers also estimated their own and an average driver's skill levels, and their risk of being involved, as a driver, in a crash. Results We distinguished main types of causes of the near crashes reported. Drivers had a tendency to more often attribute external causes to their own behaviors resulting in near crashes than to those of others. The probability of attributing a controllable cause increased with overestimation of one's own skills and decreased with underestimation of one's own risk in comparison to other drivers. The probability of attributing a stable cause increased with underestimation of one's own risk. Conclusions When they explained their own behaviors resulting in near crashes, drivers mentioned different causes than when they explained those of others. Overestimation of one's own skills as compared to other drivers could be beneficial for developing crash-avoiding skills, insofar as it seems to foster attribution of controllable causes. By contrast, underestimation of one's own risk could have the opposite effect. Practical applications Vulnerability to road risks should be stressed in driver’s training and risk communication campaigns. However, self-confidence with respect to one's skills should not always be targeted as a safety problem.

Le Resaccel Auvergne-Rhône-Alpes (réseau de soin et d'accompagnement des personnes cérébro-lésées) et l'Ifsttar collaborent pour faciliter l'accompagnement des patients manifestant le désir de conduire. Suite à la parution de la RBP par la HAS, il est apparu opportun de recueillir sur le département du Rhône des compléments d'information permettant d'éclairer cette problématique. Trois actions ont été menées : des entretiens de groupe avec des professionnels de santé, une enquête auprès des médecins agréés du Rhône et une étude cas. A l'aide de cette étude, nous avons souhaité repérer les meilleurs outils d'évaluation cognitive, mieux comprendre les attitudes vertueuses au regard du retour à la conduite et identifier des pistes pour aller vers une harmonisation des modalités d'évaluation de la compétence de conduite.

Driving offences can be a cause of road crashes and their psychosocial determinants have been studied using different approaches. Recent studies have found that cultural values, transposed at individual level through the vertical-horizontal individualism-collectivism model, may be relevant for understanding offending behaviours in drivers and pedestrians. Within this framework, we propose to test these relationships in a sample of French drivers (N = 666). In addition, we aim to explore the role of situational factors and gender differences , as potential moderators for the effects of individualist and collectivist values on offending behaviours. In an online survey experiment, drivers had to evaluate their probabilities of committing several driving offences in three driving situations, manipulating traffic density level and the probability of being caught by the authorities. Statistical analyses showed that, compared to a control situation, probabilities of offending were lower in the heavy traffic condition and even lower in the high probability of being caught condition. Probabilities of offending were also higher for men than women and were positively predicted by vertical individualism. However, the main effects suggested that horizontal collectivism and vertical individualism predicted posit offences for men only, depending on situation for vertical individualism. These results were qualified by significant interactions between driving situation, gender and vertical individualism and between gender and horizontal collectivism. These findings are discussed in relation to gender differences in value expression. Perspectives to improve the relevance of the value framework mobilized, the importance to consider situational context to understand driving offending behaviours and safety implications are also discussed.; Les infractions routières peuvent être une cause d'accident de la route et leurs déterminants psychosociaux ont été étudié par différentes approches. Des études récentes ont montré que la prise en compte des valeurs culturelles, transposées au niveau individuel au travers du modèle de l'individualisme-collectivisme horizontal-vertical, peut être pertinente pour comprendre les comportements infractionnistes chez les automobilistes et les piétons. Dans ce cadre, nous proposons de tester ces relations dans un échantillon d'automobilistes français (N = 666). De plus, nous proposons d'explorer le rôle de facteurs situationnels et des différences de sexe, comme modérateurs potentiels des effets des valeurs individualistes et collectivistes sur les comportements infractionnistes. Au travers d'une étude en ligne par questionnaire, des automobilistes devaient évaluer leurs probabilités de commettre plusieurs infractions routières dans trois situations de conduite permettant de manipuler la densité du trafic ainsi que le risque d'être contrôlé par les forces de l'ordre. Les analyses statistiques montrent que, comparé à une condition contrôle, les probabilités d'infractions sont plus faibles dans la condition de trafic élevé et encore plus faible dans la condition de risque de contrôle important. Les probabilités d'infractions sont également plus importantes pour les hommes que pour les femmes et sont positivement prédites par l'individualisme vertical. Toutefois, les effets simples suggèrent que le collectivisme horizontal et l'individualisme vertical prédisent positivement les infractions pour les hommes seulement et en fonction de la situation pour l'individualisme vertical. Ces résultats sont caractérisés par une interaction significative entre la situation de conduite, le sexe et l'individualisme vertical et entre le sexe et le collectivisme horizontal. Ces résultats sont discutés en termes de différences de genre dans l'expression des valeurs. Les perspectives pour améliorer la pertinence de l'approche des valeurs mobilisée ici, l'importance de considérer le contexte situationnel pour comprendre les comportements infractionnistes sur la route, ainsi que les implications pour la sécurité routière sont également discutées.

7èmes Entretiens Francophones de Psychologie : La place des psychologues entre crises et cultures, Lille, FRANCE, 19-/10/2017 - 21/10/2017; The present study proposes to explore the possible effects of horizontal-vertical individualism-collectivism (HVIC) and Schwartz's values on self-reported behaviors of French drivers (N = 338), based on previous studies on pedestrians and drivers in the Middle East (Nordfaern & Simsekoglu, 2013, 2014, Nordfaern & Zavareh, 2016). The HVIC scale was French-translated and validated with the same population, and presents questionable properties. The results selected and discussed here focus on the assumption that violations can be a means of asserting a search for social domination, especially for young drivers.; L'étude présentée propose d'explorer les effets possibles de l'individualisme-collectivisme horizontal-vertical (ICHV) et des valeurs de Schwartz sur les comportements déclarés d'automobilistes français (N = 338), en se basant sur des études précédentes réalisées sur des automobilistes et piétons au moyen orient (Nordfaern & Simsekoglu, 2013, 2014; Nordfaern & Zavareh, 2016). L'échelle ICHV a été traduite puis validé en français sur la même population, et présente des propriétés questionnables. Les résultats retenus et discutés pour cette présentation se centrent autour de l'hypothèse selon laquelle les transgressions pourraient être appréhendées comme un moyen d'affirmer une recherche de domination sociale, en particulier pour les jeunes conducteurs.

Recent improvements of communication technologies leads to several innovations in road vehicles energy consumption. As an example, several ecodriving applications already appeared on all smartphone application markets. Using embedded smartphone signals, such applications provide real time feedback to drivers according to their performances. However most of these applications does not take into account upcoming events such as curves, slopes or crossings to advise the driver on the best actions to undertake to lower energy consumption. Furthermore, they do not analyze data coming from vehicle sensors. In this paper, we present an android application, developed within the FP7 European project ecoDriver, which provides several innovative properties: advice according to upcoming events, a real time evaluation of the driving behavior, the analysis of past actions, an interface with OBD2 connector and some more. This paper further develops the complete architecture and links between each innovative function. Future works will concentrate on integrating image processing in this application in order to detect the possible presence of a front vehicle.

Except for Quebec, all Canadian provinces have introduced administrative laws to lower the permitted blood alcohol concentration (BAC) to .05% or .04% for driving-or having the care of-a motor vehicle. Using linear mixed effects models for longitudinal data, this study evaluates the effect of administrative BAC laws on fatal alcohol related crashes and law enforcement patterns in Canada from 1987 to 2010. Results reveal a significant decrease of 3.7% (95% C.I.: 0.9-6.5%) in fatally injured drivers with a BAC level equal or greater than .05% following the introduction of these laws. Reductions were also observed for fatally injured drivers with BAC levels greater that .08% and .15%. The introduction of administrative BAC laws led neither to significant changes in the rate of driving while impaired (DWI) incidents reported by police officers nor in the probability of being charged for DWI under the Criminal Code.

Autonomy and individual mobility of elders become a societal issue for many countries. However, driving is a complex and demanding activity, liable to generate potential risk for elder drivers whose perceptive, cognitive or motor capabilities have diminished with aging. In order to both maintain older driver's mobility and road safety for all, driving assistances offers a potential solution, providing a support for this group of drivers. In order to develop such systems, it is needed to observe and to analyze actual driving behaviours of older drivers in ecological driving conditions (using an instrumented vehicle on open roads within the traffic). This in depth investigation aims at identifying specific difficulties encountered by elders while driving in order to ergonomically specify and then to design future Elderly-Adapted Driving Assistance Systems (E-ADAS) based on monitoring functions technology for context-adaptive assistance. This paper introduces the Human Centered Design approach we implemented in this research and presents a first set of preliminary results in terms of in depth analysis of older drivers' activity which constitutes the first step towards the future ergonomic design of E-ADAS.; L'autonomie et la mobilité individuelle des personnes âgées représentent un enjeu sociétal important pour de nombreux pays. Or conduire est une activité complexe qui peut représenter un risque potentiel pour les conducteurs âgés, dont les capacités perceptives, cognitives ou motrices ont décliné. Pour maintenir la mobilité des ainés tout en favorisant une sécurité routière pour tous, les systèmes d'assistance constituent une réponse potentielle au soutien de la conduite des conducteurs âgés. Pour concevoir de tels systèmes, il est nécessaire d'observer et d'analyser l'activité de conduite des âgés en situation naturelle (au volant d'un véhicule instrumenté évoluant dans la circulation, sur route ouverte). Cette investigation vise à identifier des difficultés rencontrées sur la route par ces conducteurs, afin de spécifier ergonomiquement puis de concevoir des systèmes d'assistance adaptés aux besoins réels de cette population, en s'appuyant notamment sur des fonctions de « monitorage » permettant d'apporter une aide adaptée au contexte de conduite. Cet article introduit cette méthode de « Conception Centrée sur l'Humain » mise en place dans le cadre de cette recherche, et illustre notre démarche (aux moyens d'exemples concrets) d'analyse fine de l'activité de conduite des conducteurs âgés, à des futures fins de conception ergonomique de systèmes d'aide à la conduite adaptés aux besoins spécifiques des séniors.

If previous research studied acceptability of partially or highly automated driving, few of them focused on fully automated driving (FAD), including the ability to master longitudinal control, lateral control and maneuvers. The present study analyzes a priori acceptability, attitudes, personality traits and intention to use a fully automated vehicle. 421 French drivers (153 males, M = 40.2 years, age range 19-73) answered an online questionnaire. 68.1% Of the sample a priori accepted FAD. Predictors of intention to use a fully automated car (R2 =.671) were mainly attitudes, contextual acceptability and interest in impaired driving (i.e. the two components of FAD acceptability), followed by driving related sensation seeking, finally gender. FAD preferred use cases were on highways, in traffic congestion and for automatic parking. Furthermore, some drivers reported interest in impaired driving misuses, despite awareness of their responsibility for both the vehicle and the driving. These results are discussed regarding previous knowledge about acceptability of advanced driving assistance systems and consequences for the use of fully automated cars.

The distinction between several components of mental workload is often made in the ergonomics literature. However, measurements used are often established from a global score, notably with several questionnaires that originally reflect several dimensions. The present study tested the effect of driving situation complexity, experience and subjective levels of tension and alertness on each dimension of the NASA-TLX questionnaire of workload, in order to highlight the potential influence of intrinsic, extraneous and germane load factors. The results showed that, in complex situation, mental, temporal and physical demand (load dimensions) increased, and that novice drivers presented high physical demand when subjective tension was low on performance. Moreover, increase of mental and physical demand increased effort. It thus, appears essential to distinguish the different components of mental workload used in the NASA-TLX questionnaire. Practitioner Summary: Currently, global score of NASA-TLX questionnaire is used to measure mental workload. Here, we considered independently each dimension of NASA-TLX, and results showed that mental load factors (driving situation complexity, experience, subjective tension and alertness) had a different effect on dimensions, questioning global score use to evaluate workload.

10ème Congrès International de Psychologie Sociale Appliquée - CIPSA, Villeneuve d'Ascq, FRANCE, 03-/07/2017 - 05/07/2017; The present study is a part of a research project questioning the influence the relationship with others and with rules - conceptualized with the horizontal and vertical individualism and collectivism (HVIC) approach - on traffic behaviours toward other road users and traffic rules. Individualism values an independent relationship with others, egalitarian for horizontal individualism (HI), or inegalitarian for vertical individualism (VI) with emphasize social competition. Collectivism values an interdependent relationship with others, egalitarian for horizontal collectivism (HC), or inegalitarian for vertical collectivism (VC) with emphasize obedience to authority and hierarchy. A previous research on Turkish drivers (Nordfjærn & ^im_ekolu, 2014) have shown a positive effect of VI, and a negative effect of VC, on traffic rules violations. Firstly, the present research aims to check for these previous results on a French drivers sample. Secondly, in an explanatory approach, it aims to test a possible moderation of these effects by the type of driving situation. Indeed, HVIC dimensions influence the relationship with others and authority. Therefore, there effects on violations should be moderated by the presence of other road users and by the presence of a source of legal authority. Six hundred sixty-six participants filled out an online questionnaire assessing their HVIC orientation. Probabilities to commit traffic violations (PTV) on several items was also assessed for 3 different driving situations, allowing to manipulate traffic density and probabilities to be checked by authorities. Results showed a main effect of the type of driving situation on PTV. A high probability to be checked implied more decrease on PTV than a heavy traffic density, compared to a control condition. Regressions analysis showed positive relationship between VI and PTV only when probability to by checked is low and not when is high. From a theoretical perspective, these results suggest that individuals oriented toward VI might perceived rule violations as a means to express their own values (search for a social distinction by competition, feeling of social power justifying violations ...). From an applied perspective, means of action will be discussed about the increase of perceived risk to be checked and also targeted prevention aiming to modify representations of violations and traffic rules. These elements of discussion will also be supplemented by research in progress; La présente étude fait partie d'un projet de recherche questionnant l'influence du rapport à autrui et aux règles - appréhendé avec l'approche horizontale et verticale de l'individualisme et du collectivisme (ICHV) - sur les comportements de conduite automobile envers les autres usagers de la route et les règles routières. L'individualisme valorise une relation d'indépendance avec autrui, égalitaire pour l'individualisme horizontal (IH), ou inégalitaire pour l'individualisme vertical (IV) en valorisant la compétition sociale. Le collectivisme valorise une relation d'interdépendante avec autrui, égalitaire pour le collectivisme horizontal (CH), ou inégalitaire pour le collectivisme vertical (CV) en valorisant l'obéissance à l'autorité et à la hiérarchie. Une recherche précédente sur des automobilistes turcs (Nordfjærn & ^im_ekolu, 2014) montrait un effet positif de l'IV et un effet négatif du CV, sur les transgressions des règles routières. La présente recherche vise, premièrement, à répliquer ces résultats sur un échantillon de conducteurs français. Deuxièmement, dans une approche exploratoire, elle vise à tester une modération de ces effets par le type de situation de conduite rencontrée. En effet, les dimensions de l'ICHV influent sur la relation à autrui et à l'autorité. Par conséquent, les effets sur les transgressions devraient être modérées par la présence d'autres usagers de la route et par la présence d'une source d'autorité légale. Six cent soixante-six participants ont rempli un questionnaire en ligne évaluant leur orientation sur l'ICHV. Les probabilités de commettre des infractions routières futures (PIF) sur plusieurs règles ont également été évaluées pour 3 situations de conduite différentes, permettant de faire varier la densité du trafic et les probabilités d'être contrôlé par les autorité. Les résultats ont montré un effet principal du type de situation de conduite sur les PIF. Une forte probabilité d'être contrôlé impliquait une diminution plus importante des PIF qu'une densité de trafic éleÎe, par rapport à une condition contrôle. L'analyse des régressions a montré une relation positive entre IV et PIF uniquement lorsque la probabilité d'être contrôlée est faible et non lorsqu'elle est éleÎe. D'un point de vue théorique, ces résultats suggèrent que les individus orientés vers l'IV pourraient appréhender les transgressions des règles comme un moyen d'exprimer leurs propres valeurs (recherche d'une distinction sociale par la compétition, sentiment de pouvoir justifiant des transgressions...). D'un point de vue appliqué, des moyens d'actions orientés vers l'augmentation du risque perçu d'être contrôlé seront discutés. Des éléments relatifs à la prévention ciblée visant à modifier les représentations des infractions et des règles routières seront également abordés. Ces éléments de discussion seront complétés par des recherches en cours.

Most of the presented works concern normal and pathological aging and its consequences on mobility and road safety.; Le vieillissement et en particulier les aspects neuropsychologiques du vieillissement des personnes constituent l'axe principal autour duquel se déclinent beaucoup de mes travaux de recherche. A l'Inserm tout d'abord, je contribue à la recherche de facteurs qui caractérisent le vieillissement respiratoire et fonctionnel, de facteurs de risque de démence, et sur des travaux portant sur des aspects neuropsychologiques du vieillissement. Pour cela, des approches épidémiologiques et expérimentales sont associées et contribuent à une meilleure connaissance du vieillissement normal et pathologique. En arrivant à l'Inrets, je prends en charge la thématique du vieillissement et de l'insécurité routière. J'explore ce nouveau champ en m'appuyant sur des bases de données existantes et sur de nouveaux projets. Dès lors, mon activité de recherche portera essentiellement sur la problématique du vieillissement et de l'activité de conduite automobile. Je contribue dans un premier à temps à quantifier les enjeux de sécurité routière liés au vieillissement des conducteurs. Je m'intéresse plus particulièrement au risque pour autrui que je quantifie en années de vie perdues attribuées aux conducteurs selon leur responsabilité dans l'accident. J'utilise deux méthodes d'estimation de la responsabilité et les deux démontrent une moindre dangerosité des conducteurs âgés vis-à-vis des autres usagers, et cela par rapport à des conducteurs plus jeunes. L'ensemble du bilan sur l'accidentalité des conducteurs âgés ne justifient pas la mise en place d'une procédure de contrôle systématique de l'aptitude à la conduite basé sur le critère de l'âge. Néanmoins, plusieurs fonctions et processus sont fréquemment touchés dans le vieillissement : les fonctions sensorielles, la vitesse de traitement des informations, les capacités d'attention, les fonctions exécutives, et les processus d'inhibition. Même s'ils sont plus sévèrement touchés dans certaines pathologies comme la démence, ils sont susceptibles d'altérer l'aptitude à la conduite dans un vieillissement normal, et augmenter le risque d'accident. Pour comprendre les facteurs de risque d'accident des conducteurs âgés, il est nécessaire de les expliquer au regard des facteurs qui modifient l'activité de conduite. La diminution de l'exposition au risque se manifeste souvent par une réduction des distances conduites, des évitements de situations de conduite jugées difficiles, ou encore par l'arrêt complet de l'activité. Ces changements peuvent être des réponses aux changements sensori-moteurs et cognitifs liés au vieillissement. Ainsi, l'autorégulation de l'activité de conduite devient peu à peu ma principale question de recherche. J'encadre une thèse sur l'impact des pathologies neurodégénératives telles que la démence sur la régulation de la conduite et sur l'effet spécifique du sexe dans celle-ci. En parallèle, j'explore dans le cadre d'un vaste projet ANR une hypothèse de recherche sur l'existence d'une autorégulation de la conduite, hypothèse qui s'est construite sur nos travaux antérieurs. Les personnes régulent leur activité de conduite si elles ont une auto-estimation correcte de leurs capacités cognitives. Une surestimation de ces dernières les amènerait à surestimer aussi leurs capacités de conduite, ne pas modifier leurs habitudes de conduite, ce qui les exposeraient à un plus grand risque d'accident. Inversement, une sous-estimation des capacités cognitives auraient pour effet un arrêt prématuré de la conduite ce qui les exposeraient à un risque de perte de mobilité, d'autonomie, ou de lien social, et «également au risque de dépression. Je constitue une équipe pour mettre en place une cohorte de 1200 conducteurs âgés. En mettant en regard une évaluation objective des capacités cognitives par des tests neuropsychologiques, et une évaluation subjective par des questions d'auto-estimation des habiletés cognitives dans les activités de la vie quotidienne, trois groupes de conducteurs sont constitués : des sur-estimateurs, des estimateurs corrects, et des sous-estimateurs de leurs capacités cognitives. Chacun des groupes présente des caractéristiques spécifiques en âge, sexe, mode de vie, symptomatologie dépressive, et traits de personnalité. Le volet expérimental du projet démontre une relation significative entre l'auto-évaluation cognitive et l'auto-évaluation de la conduite. D'autres résultats sont attendus, en particulier l'existence d'une autorégulation différente dans les trois profils d'auto-estimation des capacités cognitives. En parallèle, je travaille sur une meilleure compréhension du faible risque d'accident des déments, malgré des déficits qui impactent les capacités de conduite. La connaissance du processus d'arrêt de la conduite dans le processus démentiel et même dans la phase pré-diagnostique est essentielle pour mieux accompagner l'arrêt de cette activité. Par ailleurs, l'hétérogénéité observée grâce à des études expérimentales nous amène à conclure à l'insuffisance du seul diagnostic pour interdire la conduite. La question du vieillissement de la population et de l'insécurité routière entre dans le « Thème 1. Facteurs de risque dans les champs du transport, de l'environnement et du travail » du projet quinquennal de l'Umrestte, et plus précisément dans le sous-thème des facteurs de risque individuels. Dans leur rapport d'évaluation, le Comité d'experts du HCERES juge ces travaux pertinents. Du point de vue de l'Ifsttar, ces travaux contribuent à l'axe 1 du nouveau COP (2017-2020), «Transporter efficacement et se déplacer en sécurité », et plus précisément à l'objectif 2 qui est de « Renforcer la sécurité et l'ergonomie des déplacements, pour une mobilité sereine et respectueuse de la vie humaine ». Enfin au plan national et institutionnel, les travaux sur ce thème s'inscrivent dans la Loi 2015-1776 du 28 décembre 2015 relative à l'adaptation de la société vieillissante et qui vise à organiser les effets de l'allongement de la vie et du vieillissement des personnes âgées, notamment pour permettre l'accessibilité et la sécurité de leurs déplacements. Je viens d'être nommée pour trois ans au Comité des experts placé auprès du Délégué interministériel à la sécurité routière et du Président du Conseil national de la sécurité routière.

This study aims to measure and analyze unregulated compound emissions for two Euro 6 diesel and gasoline vehicles. The vehicles were tested on a chassis dynamometer under various driving cycles: Artemis driving cycles (urban, road, and motorway), the New European Driving Cycle (NEDC) and the World Harmonized Light-Duty Test Cycle (WLTC) for Europe, and world approval cycles. The emissions of unregulated compounds (such as total particle number (PN) (over 5.6 nm); black carbon (BC); NO2; benzene, toluene, ethylbenzene, and xylene (BTEX); carbonyl compounds; and polycyclic aromatic hydrocarbons (PAHs)) were measured with several online devices, and different samples were collected using cartridges and quartz filters. Furthermore, a preliminary statistical analysis was performed on eight Euro 4-6 diesel and gasoline vehicles to study the impacts of driving conditions and after-treatment and engine technologies on emissions of regulated and unregulated pollutants. The results indicate that urban conditions with cold starts induce high emissions of BTEX and carbonyl compounds. Motorway conditions are characterized by high emissions of particle numbers and CO, which mainly induced by gasoline vehicles. Compared with gasoline vehicles, diesel vehicles equipped with catalyzed or additive DPF emit fewer particles but more NOx and carbonyl compounds.

DDI 2017 - 5th International Conference on Driver Distraction and Inattention, PARIS, FRANCE, 20-/03/2017 - 22/03/2017; In 2014, slightly over 3380 deaths occurred on metropolitan French roads (Observatoire National Interministériel de Sécurité Routière [ONISR], 2015). For pedestrians and cyclists the percentage of fatal accidents increased by around 4, and 7% respectively since 2010. In addition, accidents involving pedestrians and cyclists are mostly caused by other road users as motorists, truck or bus drivers making pedestrians and cyclists vulnerable road users [VRU]. Previous investigations showed that VRU visibility for road users (drivers) was a crucial main issue. To address this issue, first of all, attention management to VRU while driving must be investigated. For example, Hole, Tyrrell, and Langham (1996) show that expectations and knowledge about a stimulus would modulate attention to it. However, recent research in the field indicated that driving is also influenced by emotion. Several studies highlighted a specific harmful impact of negative emotions on several processes involved during driving activity (Ellis, and Moore, 1999; Lemercier, and Cellier, 2008), especially for anger (Stephens, and Groeger, 2009; Stephens, Trawley, Madigan and Groeger, 2013) Further, Rogé, El Zufari, Vienne, and Ndiaye (2015) found that a short film which delivered information to car divers about pedestrian, cyclist and motorcyclist vulnerability modified the intensity of negative emotions felt by motorists. In addition, among all emotions experienced during the film viewing, only anger intensity was positively correlated with a change in the visibility distance of VRU (i.e., road distance between a car driver and a VRU when the motorist claimed he has seen him). The greater is the distance, the more visible the VRU is for the driver (Rogé, Douissembekov, and Vienne, 2012). Therefore, in our study, we only wanted to test the role of different anger intensities on VRU detection abilities. For this reason, we chose to set up a VRU detection task on a car driving simulator (in order to avoid real-life risky situations). Anger-elicitation was carried out using short film clips (see Schaefer, Nils, Sanchez, and Philippot, 2010). These films made no reference on driving or road safety and elicited different anger intensities. Film clips were watched by participants before we asked them to complete driving sessions in which they had to detect pedestrians and cyclists. Furthermore, anger can also be characterized by specific physiological patterns that could be recorded (Kreibig, 2010). For these reasons, particular emphasis was placed in our study on emotional assessment in order to get as much feedbacks as possible on individual emotional state during and after driving. Thus, cardiac and ocular measures were recorded during the driving sessions while emotional self-assessments were carried out after each session to know in what extent all measures matched. By this way we were able to explore the relation between experienced emotional intensity and VRU detection abilities. It was also expected to highlight physiological and behavioural patterns linked with different anger intensities attempting at the same time to provide some answers about an optimum anger intensity likely to be beneficial for driving.