Henk Vos

Exposure-response relationships for transportation noise

This article presents synthesis curves for the relationship between DNL and percentage highly annoyed for three transportation noise sources. The results are based on all 21 datasets examined by Schultz [J. Acoust. Soc. Am. 64, 377-405 (1978)] and Fidell et al. [J. Acoust. Soc. Am. 89, 221-233 (1991)] for which acceptable DNL and percentage highly annoyed measure could be derived, augmented with 34 datasets. Separate, nonidentical curves were found for aircraft, road traffic, and railway noise. A difference between sources was found using data for all studies combined and for only those studies in which respondents evaluated two sources. The latter outcome strengthens the conclusion that the differences between sources cannot be explained by differences in study methodology.

Demographic and attitudinal factors that modify annoyance from transportation noise

The effect of demographic variables (sex, age, education level, occupational status, size of household, homeownership, dependency on the noise source, and use of the noise source) and two attitudinal variables (noise sensitivity and fear of the noise source) on noise annoyance is investigated. It is found that fear and noise sensitivity have a large impact on annoyance (DNL equivalent equal to [at most] 19 and 11 dB, respectively). Demographic factors are much less important. Noise annoyance is not related to gender, but age has an effect (DNL equivalent equal to 5 dB). The effects of the other demographic factors on noise annoyance are (very) small, i.e., the equivalent DNL difference is equal to 1–2 dB, and, in the case of dependency, 3 dB. The results are based on analyses of the original data from various previous field surveys of response to noise from transportation sources (number of cases depending on the variable between 15 000 and 42 000).

Disagreement between subjective and actigraphic measures of sleep duration in a population-based study of elderly persons

Sleep duration is an important concept in epidemiological studies. It characterizes a night’s sleep or a person’s sleep pattern, and is associated with numerous health outcomes. In most large studies, sleep duration is assessed with questionnaires or sleep diaries. As an alternative, actigraphy may be used, as it objectively measures sleep parameters and is feasible in large studies. However, actigraphy and sleep diaries may not measure exactly the same phenomenon. Our study aims to determine disagreement between actigraphic and diary estimates of sleep duration, and to investigate possible determinants of this disagreement. This investigation was embedded in the population‐based Rotterdam Study. The study population consisted of 969 community‐dwelling participants aged 57–97 years. Participants wore an actigraph and kept a sleep diary for, on average, six consecutive nights. Both measures were used to determine total sleep time (TST). In 34% of the participants, the estimated TST in the sleep diaries deviated more than 1 h from actigraphically measured TST. The level of disagreement between diary and actigraphic measures decreased with subjective and actigraphic measures of sleep quality, and increased with male gender, poor cognitive function and functional disability. Actigraphically measured poor sleep was often accompanied by longer subjective estimates of TST, whereas subjectively poor sleepers tended to report shorter TST in their diaries than was measured with actigraphy. We recommend, whenever possible, to use multiple measures of sleep duration, to perform analyses with both, and to examine the consistency of the results over assessment methods.

Noise sensitivity and reactions to noise and other environmental conditions

This article integrates findings from the literature and new results regarding noise sensitivity. The new results are based on analyses of 28 combined datasets (N = 23,038), and separate analyses of a large aircraft noise study (N = 10,939). Three topics regarding noise sensitivity are discussed, namely, its relationship with noise exposure, its working mechanism, and the scope of its influence. (1) A previous review found that noise sensitivity has no relationship with noise exposure. The current analyses give consistent results, and show that there is at most a very weak positive relationship. (2) It was observed earlier that noise sensitivity alters the effect of noise exposure on noise annoyance, and does not (only) have an additive effect. The current analyses confirm this, and show that the relation of the annoyance score with the noise exposure is relatively flat for nonsensitives while it is steeper for sensitives. (3) Previous studies showed that noise sensitivity also influences reactions other than noise annoyance. The current analyses of the aircraft noise study extend these results, but also indicate that noise sensitivity has relatively little influence on reactions to nonenvironmental conditions.

A comparison between exposure-response relationships for wind turbine annoyance and annoyance due to other noise sources

Surveys have shown that noise from wind turbines is perceived as annoying by a proportion of residents living in their vicinity, apparently at much lower noise levels than those inducing annoyance due to other environmental sources. The aim of the present study was to derive the exposure-response relationship between wind turbine noise exposure in L(den) and the expected percentage annoyed residents and to compare it to previously established relationships for industrial noise and transportation noise. In addition, the influence of several individual and situational factors was assessed. On the basis of available data from two surveys in Sweden (N=341, N=754) and one survey in the Netherlands (N=725), a relationship was derived for annoyance indoors and for annoyance outdoors at the dwelling. In comparison to other sources of environmental noise, annoyance due to wind turbine noise was found at relatively low noise exposure levels. Furthermore, annoyance was lower among residents who received economical benefit from wind turbines and higher among residents for whom the wind turbine was visible from the dwelling. Age and noise sensitivity had similar effects on annoyance to those found in research on annoyance by other sources.

Annoyance from environmental noise across the lifespan

Curvilinear effects of age on self-reported annoyance from environmental noise were investigated in a pooled international and a Dutch sample of in total 62,983 individuals aged between 15 and 102 years. All respondents were frequently exposed to varying levels of transportation noise (i.e., aircraft, road traffic, and railway noise). Results reveal an inverted U-shaped pattern, where the largest number of highly annoyed individuals was found in the middle-aged segment of the sample (peaking around 45 years) while the lowest number was found in the youngest and oldest age segments. This pattern was independent of noise exposure level and self-reported noise sensitivity. The inverted U-shape explains the absence of linear age effects in previous studies. The results are discussed in light of theories predicting an age-related vulnerability to noise.

Community reaction to aircraft noise: Time-of-day penalty and tradeoff between levels of overflights

A decrease in the level of sound events can compensate for an increase in the level of other events, but noise metrics assume different tradeoffs. Noise metrics also differ in the penalty applied to noise in the evening and to noise in the night, and in the definition of these periods. These two aspects of noise metrics, i.e., the tradeoff and the penalty for the nighttime (23-7h), are investigated. A general model of the relation between SELs of sound events (aircraft overflights) and noise annoyance is presented which allows for a wide range of tradeoffs and time-of-day penalties. The (tradeoff and time-of-day penalty) parameters of the model are fitted to the data from an aircraft noise study conducted around Amsterdam Airport Schiphol, which is especially suited for investigating the tradeoff and time-of-day penalties. It was found that in this study the tradeoff between the levels of events in metrics based on L(Aeq)s, such as L(Aeq)(24 h), DNL, and DENL, is approximately correct for the prediction of noise annoyance. Furthermore, it was found that the strongest correlation with annoyance is obtained with a nighttime penalty of circa 10 dB. No suitable data were available for further tests of the tradeoff. The result with respect to the nighttime penalty was weakly further supported by the outcome of analyses of the original data from four other aircraft noise surveys (one survey conducted around British airports, and three coordinated surveys carried out around Paris Orly, Amsterdam Schiphol, and Glasgow Abbotsinch).

Urban road traffic noise and annoyance: The effect of a quiet façade

Road traffic noise in urban areas is a major source of annoyance. A quiet façade has been hypothesized to beneficially affect annoyance. However, only a limited number of studies investigated this hypothesis, and further quantification is needed. This study investigates the effect of a relatively quiet façade on the annoyance response. Logistic regression was performed in a large population based study (GLOBE, N~18,000), to study the association between road traffic noise exposure at the most exposed dwelling façade (L(den)) and annoyance in: (1) The subgroup with a relatively quiet façade (large difference in road traffic noise level between most and least exposed façade (Q>10 dB); (2) the subgroup without a relatively quiet façade (Q<10 dB). Questionnaire data were linked to individual exposure assessment based on detailed spatial data (GIS) and standard modeling techniques. Annoyance was less likely (OR(Q) (>10)<OR(Q) (<10)) in the subgroup with relatively quiet façade compared to the subgroup without relatively quiet façade. The difference in response between groups seemed to increase with increasing Q and L(den). Results indicate that residents may benefit from a quiet façade to the dwelling.

Habitual traffic noise at home reduces cardiac parasympathetic tone during sleep

The relationships between road and rail traffic noise with pre-ejection period (PEP) and with respiratory sinus arrhythmia (RSA) during sleep, as indices of cardiac sympathetic and parasympathetic nervous system tone, were investigated in the field (36 subjects, with 188 and 192 valid subject nights for PEP and RSA, respectively). Two analyses were conducted. The first analysis investigated the overall relationships across the entire sleep period. A second analysis investigated differences in the relationships between the first and second halves of the sleep period. Separate multilevel linear regression models for PEP and RSA were employed. Potential covariates for each model were selected from the same pool of variables, which included: gender, age, body-mass index, education level, traffic noise source type, intake of medication, caffeine, alcohol and cigarette smoke, and hindrance during sleep due to the ambulatory recordings. RSA models were adjusted for respiration rate. Mean indoor traffic noise exposure was negatively related to mean RSA during the sleep period, specifically during the second half of the sleep period. Both respiration rate and age were negatively associated with RSA. No significant relationships were observed for PEP. The results indicate that higher indoor traffic noise exposure levels may lead to cardiac parasympathetic withdrawal during sleep, specifically during the second half of the sleep period. No effect of indoor traffic noise on cardiac sympathetic tone was observed.

Trends in aircraft noise annoyance: The role of study and sample characteristics

Recently, it has been suggested that the annoyance of residents at a given aircraft noise exposure level increases over the years. The objective of the present study was to verify the hypothesized trend and to identify its possible causes. To this end, the large database used to establish earlier exposure-response relationships on aircraft noise was updated with original data from several recent surveys, yielding a database with data from 34 separate airports. Multilevel grouped regression was used to determine the annoyance response per airport, after which meta-regression was used to investigate whether study characteristics could explain the heterogeneity in annoyance response between airports. A significant increase over the years was observed in annoyance at a given level of aircraft noise exposure. Furthermore, the type of annoyance scale, the type of contact, and the response percentage were found to be sources of heterogeneity. Of these, only the scale factor could statistically account for the trend, although other findings rule it out as a satisfactory explanation. No evidence was found for increased self-reported noise sensitivity. The results are of importance to the applicability of current exposure-annoyance relationships for aircraft noise and provide a basis for decisions on whether these need to be updated.