Contexte : les deux-roues motorisés (2RM) sont en forte évolution et la vulnérabilité de leurs usagers est de plus en plus manifeste. En 2013, dans le monde, les usagers de 2RM ont compté pour 23 % de la mortalité routière, devant les piétons (22 %). Dans ce contexte, la sécurité des usagers de 2RM est devenue une préoccupation sérieuse dans la plupart des pays. Contrairement à beaucoup de problèmes de santé publique, les principaux facteurs de l'insécurité routière en 2RM sont connus. L'enjeu d'aujourd'hui est surtout de quantifier leur effet sur la survenue d'accidents et d'évaluer les effets des quelques dispositifs de protection disponibles. Les objectifs de cette thèse sont de mieux connaitre les problèmes d'interaction entre les conducteurs de 2RM et les automobilistes selon différentes situations accidentelles (en particulier en intersection), de quantifier les effets des facteurs à l'origine de la survenue des accidents issus de la perte de contrôle du 2RM, et de mesurer l'efficacité des dispositifs de protection portés par les usagers de 2RM (casque intégral, blouson de moto, pantalon de moto, gants, bottes ou chaussures montantes et protection dorsale). Données : la réalisation des objectifs de la thèse s'appuie sur les données du projet VOIESUR, les données du Registre des accidents de la circulation du Rhône et les données recueillies au moyen d'une enquête postale réalisée auprès de 7 148 usagers de 2RM accidentés entre 2010 et 2014 identifiés par le Registre du Rhône. Résultats : Le problème de détectabilité des motos au niveau des intersections est confirmé. Dans la même situation d'interaction entre deux véhicules en intersection, un automobiliste a plus de difficulté à détecter une moto qu'à détecter un véhicule léger. Les facteurs suivants sont associés à la survenue des accidents de type perte de contrôle : alcool, type de moto, jour de l'accident, sinuosité de la route, adhérence de la route et vitesse. Nous soulignons le fait qu'une mauvaise adhérence de la route augmente considérablement le risque de perte de contrôle, en particulier lorsque la dégradation de l'adhérence est inattendue pour les motocyclistes en raison de la présence de gravillons, de corps gras, de nids de poule, etc. sur la route. En cas d'accident, les vêtements dédiés à la moto protègent les usagers des blessures. Ils sont efficaces pour éviter les dermabrasions et les plaies cutanées, mais ne semblent pas protéger des blessures plus graves telles que fracture, luxation ou entorse, sauf pour les bottes ou chaussures montantes qui réduisent le risque de fracture de la cheville ou du pied. Concernant les plaques dorsales, aucune efficacité n'a été montrée. Les casques intégraux protègent mieux le visage de l'usager du 2RM comparés aux non-intégraux, alors qu'aucune différence de protection du crâne ou du cerveau n'est mise en évidence entre les deux types de casques. Conclusion : Nos résultats mettent en évidence le problème de détectabilité d'un 2RM par les automobilistes en intersection et l'importance de l'état de la chaussée dans les accidents associés à une perte de contrôle du 2RM par son conducteur. Il est fortement recommandé pour les automobilistes de bien faire attention aux véhicules prioritaires venant de la gauche ou d'en face avant de tourner à gauche, particulièrement aux 2RM venant d'en face. L'amélioration de l'état de la chaussée et une signalisation adaptée représentent aussi un enjeu fort pour la sécurité des usagers de 2RM. Nos résultats soutiennent la recommandation faite par les organismes de sécurité routière du port plus systématique des équipements vestimentaires chez les usagers de 2RM. Enfin, nos résultats encouragent l'utilisation d'un casque intégral chez les usagers de 2RM afin de mieux protéger le visage / Background: Motorized two-wheelers (MTW) are evolving rapidly and the vulnerability of their users is becoming more obvious. MTW users were the most vulnerable road users, accounting for 23 % of all road traffic fatalities worldwide in 2013, in front of pedestrians (22 %). In this context, the safety of MTW users has become a serious concern in most countries. In contrast to many public health problems, the main factors of MTW road safety have been identified. The issue today is to quantify their effects on the occurrence of accidents and to measure the effects of protective devices. The present thesis aims to better understand the interaction problems between MTW drivers and automobilists according to different accident configurations (in particular at intersection), to identify and assess the effect of critical factors on the risk of MTW loss-of-control crashes, and to measure the effectiveness of protective clothing (motorcycle jacket, trousers, gloves, knee-high or ankle boots, back protection) for MTW users. Data: This study used MTW accident data collected in a French project VOIESUR, injury data from the Rhône Registry, plus data collected by means of a postal survey which was conducted among 7148 MTW riders injured between 2010 and 2014 and identified in the Rhône Registry. Results: We confirmed the problem of motorcycle detection for other road users. In the similar conditions, the motorists have more difficulty to detect a motorcycle than a car oncoming, in particular at intersections. The following factors are associated with the occurrence of motorcycle loss-of-control accidents: alcohol use, motorcycle type, weekend vs. weekday, road alignment, road adhesion and traveling speed. We emphasize that poor road adhesion significantly increases the risk of losing control, especially when deteriorated road adhesion is encountered unexpectedly, due to the presence of loose gravel, ice, oil, potholes, etc. on the roadway. In case of accident, motorcycle clothing protects users from injury. It can protect riders against injuries such as dermabrasion and laceration, but not against more serious injuries, such as fracture and sprain, except for boots, which reduce foot-and-ankle fracture risk. No effect of dorsal protectors was shown. Full-face helmets provide significantly greater protection against facial injury than do other helmets. However, no significant difference of protection against skull or brain injury is found between the two types of helmets. Conclusion: Our results highlight the problem of MTW detection for motorists at intersections and the important role of road conditions in the occurrence of accidents resulting from loss of control of MTW. It is recommended for motorists to pay extra attention to priority vehicles oncoming from their left or the opposite direction, before turning left at an intersection, especially to MTW. Regular road maintenance and immediate installment of appropriate warning signs concerning road deterioration are also highly recommended in consideration of MTW safety. Finally, our results support road safety organizations’ recommendation that protective clothing be worn: this should be more systematic for MTW users, the same for the use of full-face helmets

There are an estimated 70,000 quadbikes (also called All-Terrain Vehicles, four-wheelers or ATV) in use within the farming community in New Zealand, and these have been linked to approximately seven deaths per year since 1997. ACC paid compensation in excess of $3.6 million on new and on-going quadbike-related claims in 2003-4, and the Department of Labour (OSH) have identified quadbike use as their single greatest area of concern in farm safety. The main aims of this series of studies were to: establish the scale and cost of LCE involving quadbikes as well as their context of use on New Zealand farms, develop an investigative methodology suitable for off-road application, identify risk factors for LCE and their interactions, and generate potential interventions. The research comprised a literature review and three studies. The first was an epidemiological analysis of ACC claims data for serious quadbike-related injuries in the year to July 2001, identified individually through the free narrative text in the ACC database. The second study explored the context of farm quadbike use through data gathering with multiple industry sources including users at the 55 farms visited for the third study. This final phase consisted of investigations at the scenes of 156 LCE. Data on the event sequences and contributory factors were captured and analysed using a modified event sequence chart developed from established methods in the ergonomics, forensics psychology and aviation literature. Environmental context-dependent cues and scale models of quadbikes and implements were used to assist the subjects recall event details. An interactive quadbike LCE model incorporating information processing features was developed as a further analysis tool. Potential interventions were identified acting at various system levels. These included changes in: farm management, work organisation, regulation, vehicle conceptualisation, detailed quadbike design and modification, rider awareness and training.

This work addressed aerodynamic modeling methods for prediction of post-stall flight dynamics of large transport aircraft. This was accomplished by applying historically successful modeling methods used on high-performance military aircraft to a transport configuration. The overall research approach involved integrating forced oscillation and rotary balance wind tunnel data into an aerodynamic model using several methods of blending these data. The complete aerodynamic model was integrated into a six degree-of-freedom simulation. Experimental data from free-spin wind tunnel testing was used to validate the aerodynamic modeling methods by comparing aerodynamic force and moment coefficients and also to validate the simulation performance by comparing spin mode characteristics and time histories. The aerodynamic model prediction of spin dynamics was generally very good using all of the blending methods studied. In addition, key spin mode characteristics were predicted with a high degree of accuracy. Overall, using the Hybrid Kalviste method of blending forced oscillation and rotary balance data produced the closest match to the free-spin data when comparing aerodynamic coefficients and spin mode characteristics. Several issues were encountered with the blending methods that were exacerbated by nonlinearities and asymmetries in the dynamic aerodynamic data. A new method of looking up dynamic aerodynamic data was proposed to address shortcomings in the blending methods and recommendations were provided on addressing issues with the dynamic aerodynamic data.

Objective: Loss of control (LOC) eating is a salient indicator of eating disorder psychopathology in adolescents and is associated with marked distress. While research has focused on the relevance of episode size, clinical significance of LOC eating frequency has rarely been explored. Therefore, this study aimed at identifying LOC eating prevalence with respect to its recurrence and associated variables in a community-based sample. Method: Participants were 1643 adolescents, aged 12-20 years (62.4% female). Based on EDE-Q self-report, participants were categorized as those reporting recurrent (N = 156; 9.5%), non-recurrent (N = 226; 13.8%) and no LOC eating (N = 1261; 76.7%). Results: Adolescents with recurrent LOC eating reported clinically relevant and significantly greater eating disorder psychopathology, functional impairment and distress because of LOC eating, and a significantly higher body mass index (BMI, kg/m2) than adolescents with non-recurrent and those without LOC eating. Discussion: These results underline that LOC eating is a common eating behavior among adolescents in the community associated with clinical characteristics of eating disorders, and could therefore be a risk factor for developing full- or partial-syndrome eating disorders. Further research on the classification of eating disorders in adolescents with LOC eating and severity indicators is warranted.

Objective: Emerging prospective evidence from mixed samples, mostly covering short-term follow-up periods, suggests that childhood loss of control (LOC) eating predicts significant impairment in mental and physical health. This study sought to investigate the natural course of childhood LOC eating over the long term and in relation to binge eating disorder (BED) diagnosis, psychopathology, and body weight trajectory in the community. Method: A total of 60 children (8-13 years) with LOC eating within the past three months and 60 demographically-matched children without LOC history were assessed with the Eating Disorder Examination adapted for Children and self-report questionnaires over a 5.5 year follow-up period. Missing data were imputed. Results: Over follow-up, 38.3% of children showed persistent LOC eating, and 28.3% revealed an onset of LOC eating. Persistent LOC eating significantly predicted onset of partial-/full-syndrome BED at follow-up. Negative prognostic effects on eating disorder psychopathology, depressive symptoms, and body mass index were non-significant. Discussion: The results indicate a moderate stability of LOC eating over the long term. LOC eating, especially if stable, was suggested as a variable risk factor of clinically relevant eating disturbances. In contrast, a prognostic value for psychopathology and body mass index was not confirmed.

Eating and feeding disturbances are prevalent yet understudied health conditions in youth. They are characterized by aberrant eating behaviors, cognitive and emotional dysfunctions, and dysregulated body weight. The Diagnostic and Statistical Manual of Mental Disorders Fifth Edition defines several feeding and eating disorders with a common onset in youth; however, data on their clinical validity at young ages are lacking. Further non-normative eating behaviors exist, but their clinical relevance needs elucidation. This Special Issue compiles state-of-the-art reviews and empirical research on the presentation, development, course, and maintenance of diverse eating and feeding disturbances as a prerequisite for delineating evidence-based interventions for treatment and prevention.

No description available.

Crime is as old as mankind. It started with an incident of theft inside Paradise and a murder outside. In order to understand the phenomenon of crime several theories were formulated over time. One fact should be recognized: All forms of trauma can be reduced to a single common factor: Control – or better said: a lack of control. A lack of personal control causes tension; tension leads to desperation; desperation leads to irresponsibility. Then the door to crime is unlocked. Fortunately all irresponsibilities doesn’t lead to crime. In order to understand the offender it is imperative to understand his background. The relationship between childhood trauma and crime cannot be denied. It is a fact that childhood traumas can lead to abnormal brain development in early childhood. For this reason special attention is paid to the processes involved in brain development, both in normal children and in maltreated ones. If not identified and intervened in time, it can lead to a situation where the cycle of frustration and desperation, and eventually crime, cannot be interrupted - not even by prisonization. Management of change (rehabilitation) must reckon with the influence of said traumas on the brain development of children. Efforts to rehabilitate the offender becomes senseless if applied for an hour once a week. Such efforts cannot repair the damage done by negative influences repeated thousands of times over many years. In the same vein it is fruitless to aim therapeutic interventions on the reason of man hoping to repair the emotional damage of his childhood. For this reason the Neurosequential Method of Therapeutics holds promise in the quest for the rehabilitation of the offender and in the fight against crime. / Penology / D. Litt. et Phil. (Penology)

Crime is as old as mankind. It started with an incident of theft inside Paradise and a murder outside. In order to understand the phenomenon of crime several theories were formulated over time. One fact should be recognized: All forms of trauma can be reduced to a single common factor: Control – or better said: a lack of control. A lack of personal control causes tension; tension leads to desperation; desperation leads to irresponsibility. Then the door to crime is unlocked. Fortunately all irresponsibilities doesn’t lead to crime. In order to understand the offender it is imperative to understand his background. The relationship between childhood trauma and crime cannot be denied. It is a fact that childhood traumas can lead to abnormal brain development in early childhood. For this reason special attention is paid to the processes involved in brain development, both in normal children and in maltreated ones. If not identified and intervened in time, it can lead to a situation where the cycle of frustration and desperation, and eventually crime, cannot be interrupted - not even by prisonization. Management of change (rehabilitation) must reckon with the influence of said traumas on the brain development of children. Efforts to rehabilitate the offender becomes senseless if applied for an hour once a week. Such efforts cannot repair the damage done by negative influences repeated thousands of times over many years. In the same vein it is fruitless to aim therapeutic interventions on the reason of man hoping to repair the emotional damage of his childhood. For this reason the Neurosequential Method of Therapeutics holds promise in the quest for the rehabilitation of the offender and in the fight against crime. / Penology / D. Litt. et Phil. (Penology)