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Journal ArticleDOI

Noise emitted from road, rail and air traffic and their effects on sleep

08 Aug 2006-Journal of Sound and Vibration (Academic Press)-Vol. 295, Iss: 1, pp 129-140
TL;DR: The equivalent noise level seems to be a suitable predictor for subjectively evaluated sleep quality but not for physiological sleep disturbances, where physiological sleep parameters were most severely affected by rail noise.
About: This article is published in Journal of Sound and Vibration.The article was published on 2006-08-08. It has received 180 citations till now. The article focuses on the topics: Noise & Aircraft noise.
Citations
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Journal ArticleDOI
TL;DR: A requirement profile for methods that allow the inclusion of noise in LCI is introduced and an in-depth analysis of the promising methods is provided, improvement potential is evaluated, and a new context-sensitive framework for the consistent LCI modeling of noise emissions from road transportation is presented.
Abstract: According to some recent studies, noise from road transport is estimated to cause human health effects of the same order of magnitude as the sum of all other emissions from the transport life cycle Thus, ISO 14′040 implies that traffic noise effects should be considered in life cycle assessment (LCA) studies where transports might play an important role So far, five methods for the inclusion of noise in LCA have been proposed However, at present, none of them is implemented in any of the major life cycle inventory (LCI) databases and commonly used in LCA studies The goal of the present paper is to define a requirement profile for a method to include traffic noise in LCA and to assess the compliance of the five existing methods with this profile It concludes by identifying necessary cornerstones for a model for noise effects of generic road transports that meets all requirements Requirements for a methodological framework for inclusion of traffic noise effects in LCA are derived from an analysis of how transports are included in 66 case studies published in International Journal of Life Cycle Assessment in 2006 and 2007, in the sustainability reports of ten Swiss companies, as well as on the basis of theoretical considerations Then, the general compliance of the five existing methods for inclusion of noise in LCA with the postulated requirement profile is assessed Six general requirements for a methodological framework for inclusion of traffic noise effects in LCA were identified A method needs to be applicable for (1) both generic and specific transports, (2) different modes of transport, (3) different vehicles within one mode of transport, (4) transports in different geographic contexts, (5) different temporal contexts, and (6) last but not least, the method needs to be compatible with the ISO standards on LCA One of the reviewed methods is not specific for transports at all and two are only applicable for specific transports The other two allow generic and specific road transports to be assessed The methods either deal with road traffic noise only or they compare noise from different sources, ignoring the fact that not only physical sound levels but also the source of sound determines the effect Three methods only differentiate between vehicle classes (lorries and passenger cars) while one method differentiates between specific vehicles of the same class Four of the methods consider the geographic context and three of them differentiate between day- and nighttime traffic None of the existing methods for traffic noise integration in LCA complies with the proposed requirement profile They either lack the genericness for a wide application or they lack the specificity needed for differentiations in LCA studies There is no method available that allows for appropriate inter- or intramodal comparison of traffic noise effects Thus, the benefit of the existing methods is limited They can, in the better cases, only demonstrate the relative importance of road or rail traffic noise effects compared to the nonnoise-related effects of transportation Currently, none of the major LCI databases includes traffic noise indicators Thus, noise effects are usually not considered in LCA studies We introduce a requirement profile for methods that allow the inclusion of noise in LCI Due to the estimated significance of noise in transport LCA, this inclusion will change the overall results of many LCA studies None of the existing methods fully complies with the requirement profile Two of the methods can be modified and extended for inclusion in generic LCI databases A third model allows for intermodal comparison From an LCA perspective, all methods include weaknesses and need to be amended in order to make them widely usable In part 2 of this paper, an in-depth analysis of the promising methods is provided, improvement potential is evaluated, and a new context-sensitive framework for the consistent LCI modeling of noise emissions from road transportation is presented Appropriate methods for modeling rail and air traffic noise will have to be developed in the future in order to arrive at a methodological framework fully compliant with the requirement profile Furthermore, future research is needed to identify appropriate methods for impact assessment

25 citations


Cites background from "Noise emitted from road, rail and a..."

  • ...Effects of traffic noise on humans and wildlife have been widely assessed (e.g., Clark et al. 2006; Griefahn et al. 2006; Hyder et al. 2006; Jaeger et al. 2005; Lam et al. 2008; Lengagne 2008; Ohrstrom and Skanberg 2004a, b; Öhrström et al. 2006; Peris and Pescador 2004; Persson Waye 2004; Raschke 2004; Sandrock et al. 2008; Skånberg and Öhrström 2006; Spreng 2004; Stassen et al. 2008; Wirth 2004)....

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Journal ArticleDOI
TL;DR: In this paper, the authors proposed a framework for modeling road transport noise emissions in LCI in accordance to the requirement profile postulated in part 1, which is based on the Danish LCA guide method, Swiss EPA method and Swiss FEDRO method.
Abstract: Background, aim, and scopeAn inclusion of traffic noise effects could change considerably the overall results of many life cycle assessment (LCA) studies. However, at present, noise effects are usually not considered in LCA studies, mainly because the existing methods for their inclusion do not fulfill the requirement profile. Two methods proposed so far seem suitable for inclusion in generic life cycle inventory (LCI) databases, and a third allows for inter-modal comparison. The aim of this investigation is an in-depth analysis of the existing methods and the proposition of a framework for modeling road transport noise emissions in LCI in accordance to the requirement profile postulated in part 1.Materials and methodsThis paper analyzes three methods for inclusion of traffic noise in LCA (Danish LCA guide method, Swiss EPA method, and Swiss FEDRO method) in detail. The additional basis for the analysis are the Swiss road traffic emission model “SonRoad,” traffic volume measurements at 444 sites in the Swiss road network, vehicle-type-specific noise measurements in free floating traffic situations in Germany, and noise emission measurements from different tires.ResultsThe Danish LCA guide method includes a major flaw that cannot be corrected within the methodological concept. It applies a dose-response function valid for average noise levels of a traffic situation to maximum noise levels of single vehicles. The Swiss FEDRO method is based on an inappropriate assumption since it bases distinctions of specific vehicles on data that do not allow for such a distinction. Noise emissions cannot be distinguished by the make and type of a vehicle since other factors, especially the tires, are dominant for noise emissions. Several problems are also identified in the Swiss EPA method, but they are not of a fundamental nature. Thus, we are able to base a new framework for vehicle and context-sensitive inclusion of road traffic noise emissions in LCI on the Swiss EPA method. We show how specific vehicle classes can be distinguished, how the influence of different tires can be dealt with, and what temporal and spatial aspects of traffic need to be distinguished.DiscussionWhile the Danish LCA guide method and the Swiss FEDRO method are not suitable for our purpose, the Swiss EPA method can be used as a basis to better meet the requirement profile identified in Part 1 of this paper. The proposed method for consistent, context-sensitive modeling of noise emissions from road transports in LCI meets all the requirements except that it is restricted to road transport.ConclusionsWe show limitations of the existing methods and approaches for improving them. Our proposed model allows for a more specific consideration of the various vehicles and contexts in terms of space and time and thus in terms of speed and traffic volume. This can be used on one hand for a consistent, context sensitive assessment of different vehicles in different traffic situations. On the other hand, it also allows for an inclusion of noise in LCA of transports on which only very little is known. This new LCI model meets five of the six requirements postulated in Part 1.Recommendations and perspectivesIn a next step, additional noise emissions due to additional traffic needs to be calculated based on the proposed framework and national or regional traffic models. Furthermore, the consideration of noise from different traffic modes should be addressed. The approach presented needs to be extended in order to make it also applicable for rail and air traffic noise, and the methods need to be implemented in LCI databases to make them easily available to practitioners. Furthermore, suitable impact assessment methods need to be identified or developed. They could base on the proposals made in the Swiss EPA and in the Swiss FEDRO methods.

25 citations

Journal ArticleDOI
TL;DR: A study of the sound and noise sources was realized in the medieval historic centre of the city of Caceres (Spain), which is a major site for tourism and has important restrictions on the use of vehicles as mentioned in this paper.

25 citations

Journal ArticleDOI
04 Jul 2019-BMJ Open
TL;DR: In this paper, the authors describe objectively measured sleep characteristics in children aged 11-12 years and in parents and examine intergenerational concordance of sleep characteristics, including sleep duration, onset, offset, day-to-day variability and efficiency.
Abstract: Objectives To describe objectively measured sleep characteristics in children aged 11–12 years and in parents and to examine intergenerational concordance of sleep characteristics. Design Population-based cross-sectional study (the Child Health CheckPoint), nested within the Longitudinal Study of Australian Children. Setting Data were collected between February 2015 and March 2016 across assessment centres in Australian major cities and selected regional towns. Participants Of the participating CheckPoint families (n=1874), sleep data were available for 1261 children (mean age 12 years, 50% girls), 1358 parents (mean age 43.8 years; 88% mothers) and 1077 biological parent–child pairs. Survey weights were applied and statistical methods accounted for the complex sample design, stratification and clustering within postcodes. Outcome measures Parents and children were asked to wear a GENEActive wrist-worn accelerometer for 8 days to collect objective sleep data. Primary outcomes were average sleep duration, onset, offset, day-to-day variability and efficiency. All sleep characteristics were weighted 5:2 to account for weekdays versus weekends. Biological parent–child concordance was quantified using Pearson’s correlation coefficients in unadjusted models and regression coefficients in adjusted models. Results The mean sleep duration of parents and children was 501 min (SD 56) and 565 min (SD 44), respectively; the mean sleep onset was 22:42 and 22:02, the mean sleep offset was 07:07 and 07:27, efficiency was 85.4% and 84.1%, and day-to-day variability was 9.9% and 7.4%, respectively. Parent–child correlation for sleep duration was 0.22 (95% CI 0.10 to 0.28), sleep onset was 0.42 (0.19 to 0.46), sleep offset was 0.58 (0.49 to 0.64), day-to-day variability was 0.25 (0.09 to 0.34) and sleep efficiency was 0.23 (0.10 to 0.27). Conclusions These normative values for objective sleep characteristics suggest that, while most parents and children show adequate sleep duration, poor-quality (low efficiency) sleep is common. Parent–child concordance was strongest for sleep onset/offset, most likely reflecting shared environments, and modest for duration, variability and efficiency.

25 citations


Cites background from "Noise emitted from road, rail and a..."

  • ...Shared local environmental factors, such as traffic noise, can affect sleep characteristics, such as sleep efficiency.(24) Similarly, social factors,(25) such as parenting style, household chaos and family routines, may also play a role, as may child-to-parent effects (ie, reverse causation), particularly when the child is young....

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Journal ArticleDOI
TL;DR: Future research is required to tease out the exact pathways of action to explain the associations between each environmental factor and sleep, to inform possible therapies to negate the detrimental effects, and to increase efforts in decreasing exposure to these harmful environmental factors to improve health.

22 citations

References
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Journal ArticleDOI
TL;DR: Techniques of recording, scoring, and doubtful records are carefully considered, and Recommendations for abbreviations, types of pictorial representation, order of polygraphic tracings are suggested.
Abstract: With the vast research interest in sleep and dreams that has developed in the past 15 years, there is increasing evidence of noncomparibility of scoring of nocturnal electroencephalograph-electroculograph records from different laboratories. In 1967 a special session on scoring criteria was held at the seventh annual meeting of the Association for the Psychophysiological Study of Sleep. Under the auspices of the UCLA Brain Information, an ad hoc committee composed of some of the most active current researchers was formed in 1967 to develop a terminology and scoring system for universal use. It is the results of the labors of this group that is now published under the imprimatur of the National Institutes of Health. The presentation is beautifully clear. Techniques of recording, scoring, and doubtful records are carefully considered. Recommendations for abbreviations, types of pictorial representation, order of polygraphic tracings are suggested.

8,001 citations

01 Jan 2006
TL;DR: In this article, the authors present technical prescriptions concerning the design and construction of agricultural or forestry tractors, as regards the rollover protection structures, as well as the approximation of the laws of the Member States to enable the EC typeapproval procedure provided for in Directive 2003/37/EC to be applied in respect of each type of tractor.
Abstract: (2) Directive 77/536/EEC is one of the separate Directives of the EC type-approval system provided for in Council Directive 74/150/EEC of 4 March 1974 on the approxi­ mation of the laws of the Member States relating to the type-approval of wheeled agricultural or forestry tractors, as replaced by Directive 2003/37/EC of the European Parliament and of the Council of 26 May 2003 on type-approval of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units ( 5 ), and lays down technical prescriptions concerning the design and construction of agricultural or forestry tractors, as regards the roll-over protection structures. Those technical prescriptions concern the approximation of the laws of the Member States to enable the EC type-approval procedure provided for in Directive 2003/37/EC to be applied in respect of each type of tractor. Consequently the provisions laid down in Directive 2003/37/EC relating to agricultural and forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units, apply to this Directive.

1,441 citations

Journal ArticleDOI
TL;DR: Better estimates of the confidence intervals due to the improved model of the relationship between annoyance and noise exposure are provided, which is easier to use for practical calculations than the model itself.
Abstract: We present a model of the distribution of noise annoyance with the mean varying as a function of the noise exposure. Day-night level (DNL) and day-evening-night level (DENL) were used as noise descriptors. Because the entire annoyace distribution has been modeled, any annoyance measure that summarizes this distribution can be calculated from the model. We fitted the model to data from noise annoyance studies for aircraft, road traffic, and railways separately. Polynomial approximations of relationships implied by the model for the combinations of the following exposure and annoyance measures are presented: DNL or DENL, and percentage "highly annoyed" (cutoff at 72 on a scale of 0-100), percentage "annoyed" (cutoff at 50 on a scale of 0-100), or percentage (at least) "a little annoyed" (cutoff at 28 on a scale of 0-100). These approximations are very good, and they are easier to use for practical calculations than the model itself, because the model involves a normal distribution. Our results are based on the same data set that was used earlier to establish relationships between DNL and percentage highly annoyed. In this paper we provide better estimates of the confidence intervals due to the improved model of the relationship between annoyance and noise exposure. Moreover, relationships using descriptors other than DNL and percentage highly annoyed, which are presented here, have not been established earlier on the basis of a large dataset.

795 citations


"Noise emitted from road, rail and a..." refers background in this paper

  • ...But the underlying concept of energy equivalence is debated, at least in view of a meta-analysis which, based on 55 social surveys with overall about 58 000 interviews, has clearly shown that aircraft annoys most and rail noise the least, whereas road traffic noise has an intermediate position [2,3]....

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  • ...This ‘bonus’ bases on extended social surveys whereafter aircraft noise annoys most and rail noise the least, which was most clearly shown by the meta-analysis performed by Miedema and co-workers [2,3]....

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  • ...Type of traffic noise The hypothesis adopted for this study bases firstly on the replicated observation that man responds more likely to meaningful than to neutral noises even during sleep [7,8] and secondly on a meta-analysis according to which aircraft noise annoys most and rail noise the least [2,3]....

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01 Jan 1968

734 citations


"Noise emitted from road, rail and a..." refers methods in this paper

  • ...So, this study relied on the polysomnogram which was recorded and evaluated according to internationally accepted criteria [9]....

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  • ...Polysomnogram The polysomnogram (2 EEG, 2 EOG, 1 EMG) was continuously recorded throughout the nights and evaluated according to international recommendations [9]....

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The equivalent noise level seems to be a suitable predictor for subjectively evaluated sleep quality but not for physiological sleep disturbances.