Synthesizing coherence loss by atmospheric turbulence in virtual microphone array signals

Phased microphone array methods are increasingly used to localize and quantify noise sources of aircraft under flight condition. However, beamforming results suffer from loss of image resolution and corruption of sound levels due to atmospheric turbulence causing coherence loss between microphones. A synthesis method is presented that reproduces these effects in a virtual environment. Sound propagation through turbulent atmosphere is described by models by Ostashev and Wilson and by von Kármán turbulence spectra. Spatial coherence is calculated based on the parabolic equation for statistically inhomogeneous, isotropic turbulence. Decorrelation of signals is achieved by time-varying mixing of mutually independent signals with identical PSD based on coherence factors. The concept of auralization is employed to account for propagation delay, geometrical spreading, Doppler effect, air absorption, and ground effect. The application is demonstrated for a virtual 56 m aperture microphone array. The impact of different meteorological conditions on the beamforming and deconvoluted results are presented. For increasing turbulence strength, the results show decreasing sound levels and increasingly blurred images. The proposed method allows us to reproduce the effects of turbulence-induced coherence loss in phased microphone array measurements and to optimize array designs and algorithms in a virtual, controllable environment.

Environmental trade-offs for using low-noise pavements: Life cycle assessment with noise considerations

Noise mitigation is the main advantage of semi-dense asphalt (SDA) pavements compared to traditional pavements such as stone-mastic asphalt (SMA), but noise is not quantitatively considered in traditional life cycle assessment (LCA). This article performs a comprehensive LCA for SMA and SDA including noise considerations. State-of-the-art sound emission and acoustical ageing models were used to determine the road traffic noise. The latest Swiss dose-response curves and current noise exposure data were used to evaluate health impacts due to noise. Additionally, traditional LCA is also included for assessing the greenhouse gas emissions, non-renewable cumulative energy demand and health impacts of non-noise processes. The results show that SDA causes around 70 % higher greenhouse gases and energy demand than SMA, primarily due to its shorter service life. However, the noise impacts in disability adjusted life years (DALYs) are higher by two to three orders of magnitude than non-noise processes, and the use of SDA can reduce 40 % of the total DALYs. It is shown that road traffic noise plays a significant role in the LCA of pavements. The trade-off between greenhouse gas and energy related impacts, on the one hand, and health effects, on the other hand, requires critical consideration by decision makers when promoting low-noise pavements.

Auralization of aircraft flyovers with turbulence-induced coherence loss in ground effect

Residents around airports are impacted by noise produced by civil aircraft operations. With the aim of reducing the negative effects of noise, new low-noise aircraft concepts and flight procedures are being developed. The design processes and the assessments of design variants can be supported by auralization of virtual flyovers. The plausibility of auralized aircraft is increased by considering the effects of atmospheric turbulence on sound propagation. This paper presents a simple approach to include turbulence-induced coherence loss in ground effect. Compared to earlier approaches, the proposed model is closer to the physical mechanisms. It is based on the von Kármán turbulence spectrum and a time-variant partial decorrelation filter. The application of the model to jet aircraft flyovers revealed audible improvements by reducing unnatural flanging. The proposed model increases the accuracy and plausibility of aircraft flyover auralizations. It will thus be applied in the perception-based evaluation of future aircraft concepts.

Ultradian modulation of cortical arousals during sleep: effects of age and exposure to nighttime transportation noise

STUDY OBJECTIVES

The present study aimed at assessing the temporal non-rapid eye movement (NREM) EEG arousal distribution within and across sleep cycles and its modifications with aging and nighttime transportation noise exposure, factors that typically increase the incidence of EEG arousals.

METHODS

Twenty-six young (19-33 years, 12 women) and 16 older (52-70 years, 8 women) healthy volunteers underwent a 6-day polysomnographic laboratory study. Participants spent two noise-free nights and four transportation noise exposure nights, two with continuous and two characterized by eventful noise (average sound levels of 45 dB, maximum sound levels between 50 and 62 dB for eventful noise). Generalized mixed models were used to model the time course of EEG arousal rates during NREM sleep and included cycle, age, and noise as independent variables.

RESULTS

Arousal rate variation within NREM sleep cycles was best described by a u-shaped course with variations across cycles. Older participants had higher overall arousal rates than the younger individuals with differences for the first and the fourth cycle depending on the age group. During eventful noise nights, overall arousal rates were increased compared to noise-free nights. Additional analyses suggested that the arousal rate time course was partially mediated by slow wave sleep (SWS).

CONCLUSIONS

The characteristic u-shaped arousal rate time course indicates phases of reduced physiological sleep stability both at the beginning and end of NREM cycles. Small effects on the overall arousal rate by eventful noise exposure suggest a preserved physiological within- and across-cycle arousal evolution with noise exposure, while aging affected the shape depending on the cycle.

Incidence of depression in relation to transportation noise exposure and noise annoyance in the SAPALDIA study

Prospective evidence on the risk of depression in relation to transportation noise exposure and noise annoyance is limited and mixed. We aimed to investigate the associations of long-term exposure to source-specific transportation noise and noise annoyance with incidence of depression in the SAPALDIA (Swiss cohort study on air pollution and lung and heart diseases in adults) cohort. We investigated 4,581 SAPALDIA participants without depression in the year 2001/2002. Corresponding one-year mean road, railway and aircraft day-evening-night noise (Lden) was calculated at the most exposed façade of the participants' residential floors, and transportation noise annoyance was assessed on an 11-point scale. Incident cases of depression were identified in 2010/2011, and comprised participants reporting physician diagnosis, intake of antidepressant medication or having a short form-36 mental health score < 50. We used robust Poisson regressions to estimate the mutually adjusted relative risks (RR) and 95% confidence intervals (CI) of depression, independent of traffic-related air pollution and other potential confounders. Incidence of depression was 11 cases per 1,000 person-years. In single exposure models, we observed positive but in part, statistically non-significant associations (per 10 dB) of road traffic Lden [RR: 1.06 (0.93, 1.22)] and aircraft Lden [RR: 1.19 (0.93, 1.53)], and (per 1-point difference) of noise annoyance [RR: 1.05 (1.02, 1.08)] with depression risk. In multi-exposure model, noise annoyance effect remained unchanged, with weaker effects of road traffic Lden [(RR: 1.02 (0.89, 1.17)] and aircraft Lden [(RR: 1.17 (0.90, 1.50)]. However, there were statistically significant indirect effects of road traffic Lden [(β: 0.02 (0.01, 0.03)] and aircraft Lden [β: 0.01 (0.002, 0.02)] via noise annoyance. There were no associations with railway Lden in the single and multi-exposure models [(RR_{both models}: 0.88 (0.75, 1.03)]. We made similar findings among 2,885 non-movers, where the effect modification and cumulative risks were more distinct. Noise annoyance effect in non-movers was stronger among the insufficiently active (RR: 1.09; 95%CI: 1.02, 1.17; p_interaction = 0.07) and those with daytime sleepiness [RR: 1.07 (1.02, 1.12); p_interaction = 0.008]. Cumulative risks of Lden in non-movers showed additive tendencies for the linear cumulative risk [(RR_{per 10dB of combined sources}: 1.31 (0.90, 1.91)] and the categorical cumulative risk [(RR_{triple- vs. zero-source ≥45 dB}: 2.29 (1.02, 5.14)], and remained stable to noise annoyance. Transportation noise level and noise annoyance may jointly and independently influence the risk of depression. Combined long-term exposures to noise level seems to be most detrimental, largely acting via annoyance. The moderation of noise annoyance effect by daytime sleepiness and physical activity further contribute to clarifying the involved mechanisms. More evidence is needed to confirm these findings for effective public health control of depression and noise exposure burden.

Incidence of depression in relation to transportation noise exposure and noise annoyance in the SAPALDIA study

Prospective evidence on the risk of depression in relation to transportation noise exposure and noise annoyance is limited and mixed. We aimed to investigate the associations of long-term exposure to source-specific transportation noise and noise annoyance with incidence of depression in the SAPALDIA (Swiss cohort study on air pollution and lung and heart diseases in adults) cohort. We investigated 4,581 SAPALDIA participants without depression in the year 2001/2002. Corresponding one-year mean road, railway and aircraft day-evening-night noise (Lden) was calculated at the most exposed façade of the participants' residential floors, and transportation noise annoyance was assessed on an 11-point scale. Incident cases of depression were identified in 2010/2011, and comprised participants reporting physician diagnosis, intake of antidepressant medication or having a short form-36 mental health score < 50. We used robust Poisson regressions to estimate the mutually adjusted relative risks (RR) and 95% confidence intervals (CI) of depression, independent of traffic-related air pollution and other potential confounders. Incidence of depression was 11 cases per 1,000 person-years. In single exposure models, we observed positive but in part, statistically non-significant associations (per 10 dB) of road traffic Lden [RR: 1.06 (0.93, 1.22)] and aircraft Lden [RR: 1.19 (0.93, 1.53)], and (per 1-point difference) of noise annoyance [RR: 1.05 (1.02, 1.08)] with depression risk. In multi-exposure model, noise annoyance effect remained unchanged, with weaker effects of road traffic Lden [(RR: 1.02 (0.89, 1.17)] and aircraft Lden [(RR: 1.17 (0.90, 1.50)]. However, there were statistically significant indirect effects of road traffic Lden [(β: 0.02 (0.01, 0.03)] and aircraft Lden [β: 0.01 (0.002, 0.02)] via noise annoyance. There were no associations with railway Lden in the single and multi-exposure models [(RR_{both models}: 0.88 (0.75, 1.03)]. We made similar findings among 2,885 non-movers, where the effect modification and cumulative risks were more distinct. Noise annoyance effect in non-movers was stronger among the insufficiently active (RR: 1.09; 95%CI: 1.02, 1.17; p_interaction = 0.07) and those with daytime sleepiness [RR: 1.07 (1.02, 1.12); p_interaction = 0.008]. Cumulative risks of Lden in non-movers showed additive tendencies for the linear cumulative risk [(RR_{per 10dB of combined sources}: 1.31 (0.90, 1.91)] and the categorical cumulative risk [(RR_{triple- vs. zero-source ≥45 dB}: 2.29 (1.02, 5.14)], and remained stable to noise annoyance. Transportation noise level and noise annoyance may jointly and independently influence the risk of depression. Combined long-term exposures to noise level seems to be most detrimental, largely acting via annoyance. The moderation of noise annoyance effect by daytime sleepiness and physical activity further contribute to clarifying the involved mechanisms. More evidence is needed to confirm these findings for effective public health control of depression and noise exposure burden.

A systematic analysis of mutual effects of transportation noise and air pollution exposure on myocardial infarction mortality: a nationwide cohort study in Switzerland

AIMS

The present study aimed to disentangle the risk of the three major transportation noise sources-road, railway, and aircraft traffic-and the air pollutants NO2 and PM2.5 on myocardial infarction (MI) mortality in Switzerland based on high quality/fine resolution exposure modelling.

METHODS AND RESULTS

We modelled long-term exposure to outdoor road traffic, railway, and aircraft noise levels, as well as NO2 and PM2.5 concentration for each address of the 4.40 million adults (>30 years) in the Swiss National Cohort (SNC). We investigated the association between transportation noise/air pollution exposure and death due to MI during the follow-up period 2000-08, by adjusting noise [Lden(Road), Lden(Railway), and Lden(Air)] estimates for NO2 and/or PM2.5 and vice versa by multipollutant Cox regression models considering potential confounders. Adjusting noise risk estimates of MI for NO2 and/or PM2.5 did not change the hazard ratios (HRs) per 10 dB increase in road traffic (without air pollution: 1.032, 95% CI: 1.014-1.051, adjusted for NO2 and PM2.5: 1.034, 95% CI: 1.014-1.055), railway traffic (1.020, 95% CI: 1.007-1.033 vs. 1.020, 95% CI: 1.007-1.033), and aircraft traffic noise (1.025, 95% CI: 1.006-1.045 vs. 1.025, 95% CI: 1.005-1.046). Conversely, noise adjusted HRs for air pollutants were lower than corresponding estimates without noise adjustment. Hazard ratio per 10 μg/m³ increase with and without noise adjustment were 1.024 (1.005-1.043) vs. 0.990 (0.965-1.016) for NO2 and 1.054 (1.013-1.093) vs. 1.019 (0.971-1.071) for PM2.5.

CONCLUSION

Our study suggests that transportation noise is associated with MI mortality, independent from air pollution. Air pollution studies not adequately adjusting for transportation noise exposure may overestimate the cardiovascular disease burden of air pollution.

Transportation noise impairs cardiovascular function without altering sleep: The importance of autonomic arousals

AIMS

Chronic exposure to nocturnal transportation noise has been linked to cardiovascular disorders with sleep impairment as the main mediator. Here we examined whether nocturnal transportation noise affects the main stress pathways, and whether it relates to changes in the macro and micro structure of sleep.

METHODS AND RESULTS

Twenty-six young healthy participants (12 women, 24.6 ± 0.7 years, mean ± SE) spent five consecutive 24-h days and one last morning in the laboratory. The first (baseline) and last (recovery) nights comprised a quiet ambient scenario. In-between, four different noise scenarios (low/medium/high intermittent road or rail scenarios with an identical equivalent continuous sound level of 45 dB) were randomly presented during the 8-h nights. Participants felt more annoyed from the transportation noise scenarios compared to the quiet ambient scenario played back during the baseline and recovery nights (F_5,117 = 10.2, p < 0.001). Nocturnal transportation noise did not significantly impact polysomnographically assessed sleep macrostructure, blood pressure, nocturnal catecholamine levels and morning cytokine levels. Evening cortisol levels increased after sleeping with highly intermittent road noise compared to baseline (p = 0.002, noise effect: F_4,83 = 4.0, p = 0.005), a result related to increased cumulative duration of autonomic arousals during the noise nights (F_5,106 = 3.4, p < 0.001; correlation: r_pearson = 0.64, p = 0.006).

CONCLUSION

Under controlled laboratory conditions, highly intermittent nocturnal road noise exposure at 45 dB increased the cumulative duration of autonomic arousals during sleep and next-day evening cortisol levels. Our results indicate that, without impairing sleep macrostructure, nocturnal transportation noise of 45 dB is a physiological stressor that affects the hypothalamic-pituitary-adrenal axis during the following day in healthy young good sleepers.

Improving future low-noise aircraft technologies using experimental perception-based evaluation of synthetic flyovers

Residents living in the vicinity of airports are exposed to noise from departing and approaching aircraft. Noise may be reduced by introducing novel aircraft technologies into vehicle retrofit, aircraft design and flight procedures. Nowadays, noise assessment and communication of noise are accomplished using conventional noise indicators that consider neither the perception of sound, nor its health effects. To overcome these limitations, this article presents a more comprehensive approach that supports the movement for perception-influenced design in order to reduce the negative environmental impacts and adverse health effects caused by increased air traffic noise. By means of auralization (the acoustical counterpart of visualization), possible future changes can be evaluated by considering the human perception of sound. In this study, in a virtual acoustic environment flyovers of different aircraft types and flight procedures are auralized for ground-based receiver locations, and subsequently evaluated in a psychoacoustic laboratory experiment with respect to short-term noise annoyance. Flight approaches of an existing reference aircraft, a possible low-noise retrofitted vehicle and a future low-noise vehicle design were simulated along standard and tailored flight procedures. To create realistic listening experiences of synthetic flyovers, auralization technologies were further developed regarding source synthesis, transitions between aircraft conditions, sound propagation effects and immersive sound reproduction. Listening experiments revealed significant annoyance reductions for low-noise aircraft types and tailored flight procedures, and that maximum benefit is achieved by the combined optimization of aircraft design and flight procedure. Further, it is shown that spatially distributed receivers need to be considered for a reliable low-noise aircraft technology evaluation. The reduction potential in terms of perceived noise by retrofitting current vehicles and designing new vehicle architectures is thus demonstrated. These findings suggest applying the proposed comprehensive approach to effectively reduce the impact of perceived air traffic noise in the future.

Associations of Various Nighttime Noise Exposure Indicators with Objective Sleep Efficiency and Self-Reported Sleep Quality: A Field Study

It is unclear which noise exposure time window and noise characteristics during nighttime are most detrimental for sleep quality in real-life settings. We conducted a field study with 105 volunteers wearing a wrist actimeter to record their sleep during seven days, together with concurrent outdoor noise measurements at their bedroom window. Actimetry-recorded sleep latency increased by 5.6 min (95% confidence interval (CI): 1.6 to 9.6 min) per 10 dB(A) increase in noise exposure during the first hour after bedtime. Actimetry-assessed sleep efficiency was significantly reduced by 2%-3% per 10 dB(A) increase in measured outdoor noise (Leq, 1h) for the last three hours of sleep. For self-reported sleepiness, noise exposure during the last hour prior to wake-up was most crucial, with an increase in the sleepiness score of 0.31 units (95% CI: 0.08 to 0.54) per 10 dB(A) Leq,1h. Associations for estimated indoor noise were not more pronounced than for outdoor noise. Taking noise events into consideration in addition to equivalent sound pressure levels (Leq) only marginally improved the statistical models. Our study provides evidence that matching the nighttime noise exposure time window to the individual's diurnal sleep-wake pattern results in a better estimate of detrimental nighttime noise effects on sleep. We found that noise exposure at the beginning and the end of the sleep is most crucial for sleep quality.

A survey on exposure-response relationships for road, rail, and aircraft noise annoyance: Differences between continuous and intermittent noise

The aim of the present study is to establish exposure-response relationships reflecting the percentage highly annoyed (%HA) as functions of road traffic, railway, and aircraft noise exposure, measured as day-evening-night level (Lden), as well as to elucidate the degree to which the acoustic indicator Intermittency Ratio (IR), which reflects the "eventfulness" of a noise situation, predicts noise annoyance. We conducted a mixed-mode representative population survey in a stratified random sample of 5592 residents exposed to transportation noise all over Switzerland. Source-specific noise exposure was calculated for each floor and each façade based on comprehensive traffic data. Noise annoyance was measured using the ICBEN 11-point scale. The survey was carried out in 4 waves at different times of the year. We hypothesized that in addition to Lden, the effects of noise on annoyance can be better explained when also considering the intensity of short-term variations of noise level over time. We therefore incorporated the acoustic indicator IR in the statistical models. For all noise sources, results revealed significant associations between Lden and %HA after controlling for confounders and independent predictors such as IR (measured over 24 h), exposure to other transportation noise sources, sex and age, language, home ownership, education level, living duration, temperature, and access to a quiet side of the dwelling. Aircraft noise annoyance scored markedly higher than annoyance to railway and road traffic noise at the same Lden level. Railway noise elicited higher percentages of highly annoyed persons than road traffic noise. Results furthermore suggest that for road traffic noise, IR has an additional effect on %HA and can explain shifts of the exposure-response curve of up to about 6 dB between low IR and high IR exposure situations, possibly due to the effect of different durations of noise-free intervals between events. For railway and aircraft noise annoyance, the predictive value of IR was limited.

Short-term annoyance reactions to civil helicopter and propeller-driven aircraft noise: A laboratory experiment

Helicopter noise exhibits distinctive acoustical characteristics (e.g., pulsation) compared to noise from propeller-driven aircraft which contains tonal components. Whereas, at comparable sound exposure levels (L_AE), annoyance reactions to these sources might be different, knowledge of potential annoyance differences is scarce. This paper reports a comparison between short-term annoyance reactions to noise from light-weight helicopters and propeller-driven aircraft in a laboratory setup. Stimuli were presented with a 3D sound reproduction system in a listening test facility based on field recordings of takeoffs and landings. Propagation filtering and amplitude changes were carried out to simulate various propagation distances and source levels, covering a reasonable L_AE range from 64 to 85 dB(A) for a stimuli length of 24 s. Fifty-six subjects rated their short-term annoyance reactions on the ICBEN 11-point numerical scale. Associations between design variables (source type, procedure, and L_AE) and short-term annoyance were explored by means of a linear mixed-effect model. L_AE was found to be the major predictor. For the major range of L_AE, no significant difference was found between annoyance to noise from the two aircraft types. Observed level differences at equal annoyance ratings were below 1 dB. Furthermore, helicopter landings were found slightly more annoying than helicopter takeoffs.

Façades, floors and maps - Influence of exposure measurement error on the association between transportation noise and myocardial infarction

BACKGROUND

Epidemiological research on transportation noise uses different exposure assessment strategies based on façade point estimates or regulatory noise maps. The degree of exposure measurement error and subsequent potentially biased risk estimates related to exposure definition is unclear. We aimed to evaluate associations between transportation noise exposure and myocardial infarction (MI) mortality considering: assumptions about residential floor, façade point selection (loudest, quietest, nearest), façade point vs. noise map estimates, and influence of averaging exposure at coarser spatial scales (e.g. in ecological health studies).

METHODS

L_den from the façade points were assigned to >4 million eligible adults in the Swiss National Cohort for the best match residential floor (reference), middle floor, and first floor. For selected floors, the loudest and quietest exposed façades per dwelling, plus the nearest façade point to the residential geocode, were extracted. Exposure was also assigned from 10 × 10 m noise maps, using "buffers" from 50 to 500 m derived from the maps, and by aggregating the maps to larger areas. Associations between road traffic and railway noise and MI mortality were evaluated by multi-pollutant Cox regression models, adjusted for aircraft noise, NO₂ and socio-demographic confounders, following individuals from 2000 to 2008. Bias was calculated to express differences compared to the reference.

RESULTS

Hazard ratios (HRs) for the best match residential floor were 1.05 (1.02-1.07) and 1.03 (1.01-1.05) per IQR (11.3 and 15.0 dB) for road traffic and railway noise, respectively. In most situations, comparing the alternative exposure definitions to this reference resulted in attenuated HRs. For example, assuming everyone resided on the middle or everyone on first floor introduced little bias (%Bias in excess risk: -1.9 to 4.4 road traffic and -4.4 to 10.7 railway noise). Using the noise grids generated a bias of approximately -26% for both sources. Averaging the maps at a coarser spatial scale led to bias from -19.4 to -105.1% for road traffic and 17.6 to -34.3% for railway noise and inflated the confidence intervals such that some HRs were no longer statistically significant.

CONCLUSION

Changes in spatial scale introduced more bias than changes in residential floor. Use of noise maps to represent residential exposure may underestimate noise-induced health effects, in particular for small-scale heterogeneously distributed road traffic noise in urban settings.

Adverse impact of nocturnal transportation noise on glucose regulation in healthy young adults: Effect of different noise scenarios

BACKGROUND

Epidemiological evidence indicates an association between transportation noise exposure and a higher risk of developing type 2 diabetes. Sleep disturbances are thought to be one of the mechanisms as it is well established that a few nights of short or poor sleep impair glucose tolerance and insulin sensitivity in healthy good sleepers.

OBJECTIVES

The present study aimed to determine the extent to which exposure to nocturnal transportation noise affects glucose metabolism, and whether it is related to noise-induced sleep alterations.

METHODS

Twenty-one young healthy volunteers (nine women) participated in a six-day laboratory study starting with a noise-free baseline night, then four nights sleeping with randomly-presented transportation noise scenarios (three road and one railway noise scenario) with identical average sound level of 45dB but differing in eventfulness and ending with a noise-free recovery night. Sleep was measured by polysomnography. Glucose tolerance and insulin sensitivity were measured after the baseline, the last noise night and the recovery nights with an oral glucose tolerance test using Matsuda and Stumvoll insulin sensitivity indexes. Eleven participants were assigned a less eventful noise scenario during the last noise night (LE-group), while the other ten had a more eventful noise scenario (ME-group). Baseline metabolic and sleep variables between the two intervention groups were compared using a non-parametric Mann-Whitney U test while mixed models were used for repeated measure analysis.

RESULTS

All participants had increased glucose_AUC (mean±SE, 14±2%, p<0.0001) and insulin_AUC (55±10%, p<0.0001) after the last noise night compared to the baseline night. 2h-glucose level tended to increase only in the ME-group between baseline (5.1±0.22mmol·L^-1) and the last noise night (6.1±0.39mmol·L^-1, condition: p=0.001, interaction: p=0.08). Insulin sensitivity assessed with Matsuda and Stumvoll indexes respectively decreased by 7±8% (p=0.001) and 9±2% (p<0.0001) after four nights with transportation noise. Only participants in the LE-group showed beneficial effects of the noise-free recovery night on glucose regulation (relative change to baseline: glucose_AUC: 1±2%, p=1.0 for LE-group and 18±4%, p<0.0001 for ME-group; Stumvoll index: 3.2±2.6%, p=1.0 for LE-group and 11±2.5%, p=0.002 for ME-group). Sleep was mildly impaired with increased sleep latency of 8±2min (<0.0001) and more cortical arousals per hour of sleep (1.8±0.6arousals/h, p=0.01) during the last noise night compared to baseline. No significant associations between sleep measures and glucose tolerance and insulin sensitivity were found.

CONCLUSION

In line with epidemiological findings, sleeping four nights with transportation noise impaired glucose tolerance and insulin sensitivity. Based on the presented sound exposure, the eventfulness of the noise scenarios seems to play an important role for noise-induced alterations in glucose regulation. However, we could not confirm our hypothesis that transportation noise impairs glucose regulation via deterioration in sleep quality and quantity. Therefore, other factors, such as stress-related pathways, may need to be considered as potential triggers for noise-evoked glucose intolerance in future research.

Long-term exposure to transportation noise and its association with adiposity markers and development of obesity

The contribution of different transportation noise sources to metabolic disorders such as obesity remains understudied. We evaluated the associations of long-term exposure to road, railway and aircraft noise with measures of obesity and its subphenotypes using cross-sectional and longitudinal designs. We assessed 3796 participants from the population-based Swiss Cohort Study on Air Pollution and Lung and Heart Diseases (SAPALDIA), who attended the visits in 2001 (SAP2) and 2010/2011 (SAP3) and who were aged 29-72 at SAP2. At SAP2 we measured body mass index (BMI, kg/m²). At SAP3 we measured BMI, waist circumference (centimetres) and Kyle body Fat Index (%) and derived overweight, central and general obesity. Longitudinally for BMI, we derived change in BMI, incidence of overweight and obesity and a 3-category outcome combining the latter two. We assigned source-specific 5-year mean noise levels before visits and during follow-up at the most exposed dwelling façade (Lden, dB), using Swiss noise models for 2001 and 2011 and participants' residential history. Models were adjusted for relevant confounders, including traffic-related air pollution. Exposure to road traffic noise was significantly associated with all adiposity subphenotypes, cross-sectionally (at SAP3) [e.g. beta (95% CI) per 10 dB, BMI: 0.39 (0.18; 0.59); waist circumference: 0.93 (0.37; 1.50)], and with increased risk of obesity, longitudinally (e.g. RR = 1.25, 95% CI: 1.04; 1.51, per 10 dB in 5-year mean). Railway noise was significantly related to increased risk of overweight. In cross-sectional analyses, we further identified a stronger association between road traffic noise and BMI among participants with cardiovascular disease and an association between railway noise and BMI among participants reporting bad sleep. Associations were independent of the other noise sources, air pollution and robust to all adjustment sets. No associations were observed for aircraft noise. Long-term exposure to transportation noise, particularly road traffic noise, may increase the risk of obesity and could constitute a pathway towards cardiometabolic and other diseases.

Transportation noise exposure, noise annoyance and respiratory health in adults: A repeated-measures study

Transportation noise leads to sleep disturbance and to psychological and physiological sustained stress reactions, which could impact respiratory health. However, epidemiologic evidence on associations of objective transportation noise exposure and also perceived noise annoyance with respiratory morbidity is limited. We investigated independent associations of transportation noise exposure and noise annoyance with prevalent respiratory symptoms and incident asthma in adults. Using 17,138 observations (from 7049 participants) from three SAPALDIA (Swiss Cohort Study on Lung and Heart Diseases in Adults) surveys, we assessed associations of transportation noise exposure and noise annoyance with prevalent respiratory symptoms, and with incident asthma (in 10,657 nested observations from 6377 participants). Annual day-evening-night transportation noise comprising road, railway and aircraft Lden (Transportation Lden) was calculated for the most exposed façade of participants' residence using Swiss noise models. Transportation noise annoyance was assessed using an 11-point scale, and participants reported respiratory symptoms and doctor-diagnosed asthma at each survey. We estimated associations with transportation Lden (as well as source-specific Lden) and noise annoyance, independent of air pollution and other potential confounders, using mutually-adjusted mixed logistic and Poisson models and applying random intercepts at the level of the participants. Prevalent respiratory symptoms ranged from 5% (nocturnal dyspnoea) to 23% (regular cough/phlegm). Transportation noise annoyance, but not Lden, was independently associated with respiratory symptoms and current asthma in all participants, with odds ratios (OR) and 95% confidence intervals (CI) ranging between 1.03 (95%CI: 1.01, 1.06) and 1.07 (95% CI: 1.04, 1.11) per 1-point difference in noise annoyance. Both noise annoyance and Lden showed independent associations with asthma symptoms among asthmatics, especially in those reporting adult-onset asthma [OR_Lden: 1.90 (95% CI: 1.25, 2.89) per 10 dB; p-value of interaction (adult-onset vs. childhood-onset): 0.03; OR_{noise annoyance}: 1.06 (95%CI: 0.97, 1.16) per 1-point difference; p-value of interaction: 0.06]. No associations were found with incident asthma. Transportation noise level and annoyance contributed to symptom exacerbation in adult asthma. This suggests both psychological and physiological noise reactions on the respiratory system, and could be relevant for asthma care. More studies are needed to better understand the effects of objective and perceived noise in asthma aetiology and overall respiratory health.

Long-term exposure to transportation noise and air pollution in relation to incident diabetes in the SAPALDIA study

Background

Epidemiological studies have inconsistently linked transportation noise and air pollution (AP) with diabetes risk. Most studies have considered single noise sources and/or AP, but none has investigated their mutually independent contributions to diabetes risk.

Methods

We investigated 2631 participants of the Swiss Cohort Study on Air Pollution and Lung and Heart Diseases in Adults (SAPALDIA), without diabetes in 2002 and without change of residence between 2002 and 2011. Using questionnaire and biomarker data, incident diabetes cases were identified in 2011. Noise and AP exposures in 2001 were assigned to participants’ residences (annual average road, railway or aircraft noise level during day-evening-night (Lden), total night number of noise events, intermittency ratio (temporal variation as proportion of event-based noise level over total noise level) and nitrogen dioxide (NO₂) levels. We applied mixed Poisson regression to estimate the relative risk (RR) of diabetes and their 95% confidence intervals (CI) in mutually-adjusted models.

Results

Diabetes incidence was 4.2%. Median [interquartile range (IQR)] road, railway, aircraft noise and NO₂ were 54 (10) dB, 32 (11) dB, 30 (12) dB and 21 (15) μg/m³, respectively. Lden road and aircraft were associated with incident diabetes (respective RR: 1.35; 95% CI: 1.02–1.78 and 1.86; 95% CI: 0.96–3.59 per IQR) independently of Lden railway and NO₂ (which were not associated with diabetes risk) in mutually adjusted models. We observed stronger effects of Lden road among participants reporting poor sleep quality or sleeping with open windows.

Conclusions

Transportation noise may be more relevant than AP in the development of diabetes, potentially acting through noise-induced sleep disturbances.

Effects of Different Spectral Shapes and Amplitude Modulation of Broadband Noise on Annoyance Reactions in a Controlled Listening Experiment

Environmental noise from transportation or industrial infrastructure typically has a broad frequency range. Different sources may have disparate acoustical characteristics, which may in turn affect noise annoyance. However, knowledge of the relative contribution of the different acoustical characteristics of broadband noise to annoyance is still scarce. In this study, the subjectively perceived short-term (acute) annoyance reactions to different broadband sounds (namely, realistic outdoor wind turbine and artificial, generic sounds) at 40 dBA were investigated in a controlled laboratory listening experiment. Combined with the factorial design of the experiment, the sounds allowed for separation of the effects of three acoustical characteristics on annoyance, namely, spectral shape, depth of periodic amplitude modulation (AM), and occurrence (or absence) of random AM. Fifty-two participants rated their annoyance with the sounds. Annoyance increased with increasing energy content in the low-frequency range as well as with depth of periodic AM, and was higher in situations with random AM than without. Similar annoyance changes would be evoked by sound pressure level changes of up to 8 dB. The results suggest that besides standard sound pressure level metrics, other acoustical characteristics of (broadband) noise should also be considered in environmental impact assessments, e.g., in the context of wind turbine installations.

Diurnal variability of transportation noise exposure and cardiovascular mortality: A nationwide cohort study from Switzerland

BACKGROUND

Most epidemiological noise studies consider 24 h average noise exposure levels. Our aim was to exploratively analyze the impact of noise exposure at different time windows during day and night on cardiovascular mortality.

METHODS

We generated Switzerland-wide exposure models for road traffic, railway and aircraft noise for different time windows for the year 2001. Combined noise source equivalent continuous sound levels (L_eq) for different time windows at the most exposed façade were assigned to each of the 4.41 million Swiss National Cohort adult participants. Follow-up period was from 2000 to 2008. Hazard ratios (HR) of noise effects on various cardiovascular primary causes of death were computed by Cox regression models adjusted for potential confounders and NO₂ levels.

RESULTS

For most cardiovascular causes of death we obtained indications for a diurnal pattern. For ischemic heart disease the highest HR was observed for the core night hours from 01 h to 05 h (HR per standard deviation of L_eq: 1.025, 95% CI: 1.016-1.034) and lower HR for the daytime 07 h to 19 h (1.018 [1.009-1.028]). Heart failure and daytime L_eq yielded the highest HR (1.047 [1.027-1.068]).

CONCLUSION

For acute cardiovascular diseases, nocturnal intermittent noise exposure tended to be more relevant than daytime exposure, whereas it was the opposite for chronic conditions such as heart failure most strongly associated with continuous daytime noise. This suggests that for acute diseases sleep is an important mediator for health consequences of transportation noise.

Exposure to Road, Railway, and Aircraft Noise and Arterial Stiffness in the SAPALDIA Study: Annual Average Noise Levels and Temporal Noise Characteristics

BACKGROUND

The impact of different transportation noise sources and noise environments on arterial stiffness remains unknown.

OBJECTIVES

We evaluated the association between residential outdoor exposure to annual average road, railway, and aircraft noise levels, total noise intermittency (IR), and total number of noise events (NE) and brachial-ankle pulse wave velocity (baPWV) following a cross-sectional design.

METHODS

We measured baPWV (meters/second) in 2,775 participants (49-81 y old) at the second follow-up (2010-2011) of the Swiss Cohort Study on Air Pollution and Lung and Heart Diseases in Adults (SAPALDIA). We assigned annual average road, railway, and aircraft noise levels (Ldensource), total day- and nighttime NEtime and IRtime (percent fluctuation=0%, none or constant noise; percent fluctuation=100%, high fluctuation) at the most exposed façade using 2011 Swiss noise models. We applied multivariable linear mixed regression models to analyze associations.

RESULTS

Medians [interquartile ranges (IQRs)] were baPWV=13.4 (3.1) m/s; Ldenair (57.6% exposed)=32.8 (8.0) dB; Ldenrail (44.6% exposed)=30.0 (8.1) dB; Ldenroad (99.7% exposed): 54.2 (10.6) dB; NEnight=123 (179); NEday=433 (870); IRnight=73% (27); and IRday=63.8% (40.3). We observed a 0.87% (95% CI: 0.31, 1.43%) increase in baPWV per IQR of Ldenrail, which was greater with IRnight>80% or with daytime sleepiness. We observed a nonsignificant positive association between Ldenroad and baPWV in urban areas and a negative tendency in rural areas. NEnight, but not NEday, was associated with baPWV. Associations were independent of the other noise sources and air pollution.

CONCLUSIONS

Long-term exposure to railway noise, particularly in an intermittent nighttime noise environment, and to nighttime noise events, mainly related to road noise, may affect arterial stiffness, a major determinant of cardiovascular disease. Ascertaining noise exposure characteristics beyond average noise levels may be relevant to better understand noise-related health effects. https://doi.org/10.1289/EHP1136.

Noise exposure-response relationships established from repeated binary observations: Modeling approaches and applications

Noise exposure-response relationships are used to estimate the effects of noise on individuals or a population. Such relationships may be derived from independent or repeated binary observations, and modeled by different statistical methods. Depending on the method by which they were established, their application in population risk assessment or estimation of individual responses may yield different results, i.e., predict "weaker" or "stronger" effects. As far as the present body of literature on noise effect studies is concerned, however, the underlying statistical methodology to establish exposure-response relationships has not always been paid sufficient attention. This paper gives an overview on two statistical approaches (subject-specific and population-averaged logistic regression analysis) to establish noise exposure-response relationships from repeated binary observations, and their appropriate applications. The considerations are illustrated with data from three noise effect studies, estimating also the magnitude of differences in results when applying exposure-response relationships derived from the two statistical approaches. Depending on the underlying data set and the probability range of the binary variable it covers, the two approaches yield similar to very different results. The adequate choice of a specific statistical approach and its application in subsequent studies, both depending on the research question, are therefore crucial.

Transportation noise exposure and cardiovascular mortality: a nationwide cohort study from Switzerland

Most studies published to date consider single noise sources and the reported noise metrics are not informative about the peaking characteristics of the source under investigation. Our study focuses on the association between cardiovascular mortality in Switzerland and the three major transportation noise sources-road, railway and aircraft traffic-along with a novel noise metric termed intermittency ratio (IR), expressing the percentage contribution of individual noise events to the total noise energy from all sources above background levels. We generated Swiss-wide exposure models for road, railway and aircraft noise for 2001. Noise from the most exposed façade was linked to geocodes at the residential floor height for each of the 4.41 million adult (>30 y) Swiss National Cohort participants. For the follow-up period 2000-2008, we investigated the association between all noise exposure variables [L_den(Road), L_den(Rail), L_den(Air), and IR at night] and various cardiovascular primary causes of death by multipollutant Cox regression models adjusted for potential confounders including NO₂. The most consistent associations were seen for myocardial infarction: adjusted hazard ratios (HR) (95% CI) per 10 dB increase of exposure were 1.038 (1.019-1.058), 1.018 (1.004-1.031), and 1.026 (1.004-1.048) respectively for L_den(Road), L_den(Rail), and L_den(Air). In addition, total IR at night played a role: HRs for CVD were non-significant in the 1st, 2nd and 5th quintiles whereas they were 1.019 (1.002-1.037) and 1.021 (1.003-1.038) for the 3rd and 4th quintiles. Our study demonstrates the impact of all major transportation noise sources on cardiovascular diseases. Mid-range IR levels at night (i.e. between continuous and highly intermittent) are potentially more harmful than continuous noise levels of the same average level.

Intermittency ratio: A metric reflecting short-term temporal variations of transportation noise exposure

Most environmental epidemiology studies model health effects of noise by regressing on acoustic exposure metrics that are based on the concept of average energetic dose over longer time periods (i.e. the Leq and related measures). Regarding noise effects on health and wellbeing, average measures often cannot satisfactorily predict annoyance and somatic health effects of noise, particularly sleep disturbances. It has been hypothesized that effects of noise can be better explained when also considering the variation of the level over time and the frequency distribution of event-related acoustic measures, such as for example, the maximum sound pressure level. However, it is unclear how this is best parametrized in a metric that is not correlated with the Leq, but takes into account the frequency distribution of events and their emergence from background. In this paper, a calculation method is presented that produces a metric which reflects the intermittency of road, rail and aircraft noise exposure situations. The metric termed intermittency ratio (IR) expresses the proportion of the acoustical energy contribution in the total energetic dose that is created by individual noise events above a certain threshold. To calculate the metric, it is shown how to estimate the distribution of maximum pass-by levels from information on geometry (distance and angle), traffic flow (number and speed) and single-event pass-by levels per vehicle category. On the basis of noise maps that simultaneously visualize Leq, as well as IR, the differences of both metrics are discussed.

Short-term annoyance reactions to stationary and time-varying wind turbine and road traffic noise: A laboratory study

Current literature suggests that wind turbine noise is more annoying than transportation noise. To date, however, it is not known which acoustic characteristics of wind turbines alone, i.e., without effect modifiers such as visibility, are associated with annoyance. The objective of this study was therefore to investigate and compare the short-term noise annoyance reactions to wind turbines and road traffic in controlled laboratory listening tests. A set of acoustic scenarios was created which, combined with the factorial design of the listening tests, allowed separating the individual associations of three acoustic characteristics with annoyance, namely, source type (wind turbine, road traffic), A-weighted sound pressure level, and amplitude modulation (without, periodic, random). Sixty participants rated their annoyance to the sounds. At the same A-weighted sound pressure level, wind turbine noise was found to be associated with higher annoyance than road traffic noise, particularly with amplitude modulation. The increased annoyance to amplitude modulation of wind turbines is not related to its periodicity, but seems to depend on the modulation frequency range. The study discloses a direct link of different acoustic characteristics to annoyance, yet the generalizability to long-term exposure in the field still needs to be verified.

Modelling parallel assemblies of porous materials using the equivalent circuit method

Recently, the accuracy of the parallel transfer matrix method (P-TMM) and the admittance sum method (ASM) in the prediction of the absorption properties of parallel assemblies of materials was investigated [Verdière, Panneton, Elkoun, Dupont, and Leclaire, J. Acoust. Soc. Am. 136, EL90-EL95 (2014)]. It was demonstrated that P-TMM is more versatile than ASM, as a larger variety of different backing configurations can be handled. Here it will be shown that the same universality is offered by the equivalent circuit method.

An event-related analysis of awakening reactions due to nocturnal church bell noise

The sleep disturbing effects of nocturnal ambient non-traffic related noises such as bell strokes emitted from church bell towers on nearby residents are presently unknown. Nonetheless, this specific noise source is suspected to cause sleep disturbances in a small but qualified minority of people living in the vicinity of the bell towers that throughout the night indicate the time with bell ringings. A field study was carried out to elucidate whether acoustic properties of such bell strokes relate to awakening and to provide event-related exposure-effect functions between acoustical predictors and awakening probability. Awakening reactions were determined in 27 voluntary subjects, measured in their home setting for four consecutive nights with ambulatory polysomnography (PSG) and concurrent acoustic recordings in- and outside the dwelling. Results indicate that the bell ringing events increase awakenings in a similar fashion as has previously been reported with transportation noise events and that awakening probability first and foremost depends on maximum sound pressure level of an event. The number of bell strokes and the personal variables gender, age, and noise sensitivity did not influence awakening probability significantly. Awakening probability by tendency increased with elapsed time after sleep onset, and was decreased during slow wave sleep and REM sleep compared to S2 sleep. The results suggest that a reduction of the maximum sound pressure level or an interruption of ringings during nighttime might reduce awakenings. The determined exposure-effect relationships are compared with similar functions for impulsive noise and transportation noise, more specifically, aircraft noise. The paper concludes with a few considerations regarding nighttime noise regulation.