Exploring vehicle-centric strategies for sustainable urban mobility: A theoretical framework for saving energy and reducing noise in transportation.

Adopting energy-saving and noise-reducing technologies in vehicle transportation has the potential to mitigate urban traffic pollution and promote sustainable urban mobility. However, a universal analytical framework for obtaining the combined energy savings and noise reduction patterns in vehicles is still lacking. This study addresses this gap by integrating a fundamental traffic noise model with a vehicle energy conservation equation. A theoretical framework was constructed that establishes the relationship between vehicle noise and energy consumption, with the theoretical origins of this framework explained. By summarizing a substantial body of classical literature, the typical model's properties are analyzed through the principle of optimality, and the noise interval for combined vehicle energy-saving and noise-reducing is determined. Subsequently, a rigorous vehicle experiment was conducted to validate the proposed framework's effectiveness, utilizing synchronized data on energy consumption and noise. The findings indicate that vehicles can achieve unconstrained combined energy-saving and noise-reducing in four driving states and conditional combined energy-saving and noise-reducing in five driving states. The Recall index demonstrates a verification rate exceeding 0.62 for the combined energy-saving and noise-reducing rules. This research provides valuable insights to support energy-saving and noise-reducing measures in urban traffic.

Acoustic performance evaluation of railway boundary walls using a computational fluid dynamics-based simulation approach.

Railway noise has become a significant concern for trackside residents due to increased volume of high-speed passenger and freight train traffic. To address this, active measures, such as reducing noise at the source, and passive measures, such as installing noise barriers along the transmission path, are widely being used. In urban areas, railway boundary walls are constructed to prevent encroachments of railway lands and to avoid pedestrian trespassing of railway tracks. This study aims to evaluate the effectiveness of such a boundary wall for reducing noise and proposes an improved alternative through computational fluid dynamics (CFD) simulations. Various noise barriers with different geometry, shape, and surface materials were simulated and validated with the field conditions based on a rectangular wall of height 2.75 m. Noise attenuation was evaluated by measuring railway noise spectra at different positions, including 0.5 m in front and behind the barrier and at the facade of the residential area. The insertion loss based on field measurements for a rectangular barrier of height 2.75 m was observed to be 5.2 dBA. The simulation results indicated a positive correlation between barrier height and insertion loss, with a maximum attenuation of 17 dBA achieved with a barrier of height 6 m. The most effective noise barrier for reducing railway noise was a T-shaped barrier with a height of 6 m and a projection length of 2 m, with an insertion loss of 22 dBA. This study recommends constructing the barrier with soft materials on its surface to reflect and absorb sound waves effectively. These findings have potential implications for urban planners and policymakers in designing effective noise barriers in residential areas near railway lines.

Decision trees and labeling of low noise pavements as support for noise action plans.

Low noise pavements (LNPs) are a market driven trend to mitigate the high road traffic noise exposure levels. Their improvement towards acoustic efficiency and durability over time is a challenge since these factors can conflict with road primary functions, such as safety. LNPs are not always the most cost-effective solution in health effects prevention. Whilst Green Public Procurement (GPP) highlighted the importance of reducing rolling noise emissions by introducing new regulations for new-layed LNPs, the fixed minimum requirements are not exhaustive. Generally, limits are set following the Close ProXimity method, which is only source oriented. This method does not consider real traffic flows and it is not aimed at evaluating citizens' disturbance. This work presents strategy tools that could assist policymakers in choosing LNPs, when truly effective, over other mitigations. The approach includes a variety of indicators that would allow for comparing different facets of noise assessment. The proposed methodology does not require additional efforts from stakeholders because the measurements required for the estimation of the indicators must already be carried out for both verification of legal limits and GPP. The strategy tools are a decisional tree to support the evaluation of the applicability of a LNP before its approval, and an evaluation flowchart applicable after its laying to evaluate its efficiency. Finally, a first LNP labeling approach, based on the same set of indicators, is proposed. As a case study, these tools are applied to measurements performed before and after the laying of twelve LNPs part of the LIFE NEREiDE project.

Aircraft Noise Reduction Strategies and Analysis of the Effects.

In this study, six aircraft noise reduction strategies including the optimization of aircraft type, regulation of night flight number, optimization of flight procedure, modification of operating runway, land use planning and installation of sound insulation windows were proposed to alleviate the harmful impact of aircraft noise on the local area and population near Guangzhou Baiyun International Airport (BIA) in China. The effects of all proposed strategies except for land use planning and sound insulation windows were simulated and analyzed using CadnaA software. The results indicate that these noise reduction strategies have their own advantages and each of them can serve as an effective noise reduction measure for different applications. For instance, the replacement of noisy aircraft with low-noise aircraft can simultaneously reduce the area and population exposed to a high noise level, while the optimization of flight procedure can only reduce the population exposed under relatively low noise levels (70 ≤LWECPN ≤ 75 dB). Nevertheless, the modification of operating runway is more effective in reducing the population suffering under high noise levels (LWECPN > 85 dB). Among these strategies, reducing the number of night flights is found to be most effective in reducing the overall noise-exposed area and population. Additionally, with the assistance of noise mapping, proper land use planning was suggested according to national standards, and the installation of sound insulation windows with different sound reduction grades can be determined for different areas impacted by the aircraft noise of BIA. It is believed that the results of this study can be applied as a reference in selecting suitable noise reduction strategies to improve the acoustic environment of a specific airport.

Lima soundscape before confinement and during curfew. Airplane flights suppressions because of Peruvian lockdown.

Peru declared a state of emergency on March 16 in order to prevent SARS-CoV-2 (severe acute respiratory syndrome coronavirus 2) transmissions; thus, the International Airport was closed and the soundscape of urban zones under the flight tracks have been changed in view of the fact that airplane traffic was suspended. The authors have been conducting noise monitoring since February and because of that sufficient noise data for knowing the soundscape before and during the lockdown were obtained. This article presents a case of aircraft annoyance noise in one of Lima's city districts, which is near the aircraft climbing curve, toward the ocean on departure from Lima.

Adverse Cardiovascular Effects of Traffic Noise with a Focus on Nighttime Noise and the New WHO Noise Guidelines.

Exposure to traffic noise is associated with stress and sleep disturbances. The World Health Organization (WHO) recently concluded that road traffic noise increases the risk for ischemic heart disease and potentially other cardiometabolic diseases, including stroke, obesity, and diabetes. The WHO report focused on whole-day noise exposure, but new epidemiological and translational field noise studies indicate that nighttime noise, in particular,is an important risk factor for cardiovascular disease (CVD) through increased levels of stress hormones and vascular oxidative stress, leading to endothelial dysfunction and subsequent development of various CVDs. Novel experimental studies found noise to be associated with oxidative stress-induced vascular and brain damage, mediated by activation of the NADPH oxidase, uncoupling of endothelial and neuronal nitric oxide synthase, and vascular/brain infiltration with inflammatory cells. Noise-induced pathophysiology was more pronounced in response to nighttime as compared with daytime noise. This review focuses on the consequences of nighttime noise.

Ruido de tráfico y enfermedades respiratorias: ¿hay evidencias? / Traffic noise and respiratory diseases: is there evidence?

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Economic value of traffic noise reduction depending on residents' annoyance level.

Noise is the most frequently encountered type of environmental pollution in everyday life and has a direct negative effect on humans. Individuals who are constantly exposed to noise tend to have a high incidence of cardiovascular disease and hypertension. Noise sources range from construction sites to political rallies and assemblies, but traffic is one of the most long-lasting and chronic sources of noise. Previously, researchers have conducted valuations of road traffic noise reduction, but they did not consider residents' annoyance levels in response to traffic noise. However, individuals' annoyance levels affect the economic value of noise reduction policies and thus must be considered to obtain an accurate estimate. Therefore, this study investigated residents' willingness to pay for traffic noise reduction depending on their annoyance level. We used the contingent valuation method and a survey to analyze how much 1022 respondents in Korea were willing to pay for noise reduction. We found that people who were annoyed and extremely annoyed by noise had a willingness to pay KRW 8422 (US $7.55) and KRW 9848 (US $8.83) annually per household, respectively, to reduce their annoyance level to zero. In addition, we determined the economic benefits of noise reduction policies using the respondents' willingness to pay to reduce noise by 1 dB(A), which totaled KRW 3.28 billion (US $2.91 million) per year. The results of this study provide estimates of the annual benefits of traffic noise reduction considering residents' annoyance level.

If electric cars are the answer, what was the question?

INTRODUCTION: Roads facilitate trade, development and communication, as well as spread illness and disease, but since mass car use began, the disbenefits, including injuries, pollution and physical inactivity have been significantly magnified. Electric cars are now being seen by many as the solution to the problems associated with internal combustion engine cars. SOURCES OF DATA: This article reviews existing literature to determine the extent to which a switch to electrification can solve many of the problems that cars have wrought. AREAS OF AGREEMENT: It concludes that there may be some benefits in rural areas, where public transport is poor. AREAS OF CONTROVERSY: However, it also argues that even in rural areas it may be better to invest in public transport for many, rather than electric car infrastructure for some. It is clear that even for air quality, where electric cars are suggested to offer benefits these are unlikely to be as great as has been suggested. Overall, the negative health consequences of electric cars seem likely to be at least those of internal combustion engine cars.

Urban road traffic noise and noise annoyance-a study on perceived noise control and its value among the elderly.

Noise annoyance may reflect a pro-participatory attitude towards public information and consultation according to the European Environmental Noise Directive. However, noise annoyance is also indicative of a stress response to perceived uncontrollable noise exposure. Using cross-sectional data on a sample of elderly citizens (n = 1772), we investigated whether the value residents ascribed to being able to control noise exposure at home moderated the potential indirect effect of road traffic noise on annoyance through perceived noise control. Our results confirmed the presence of such a moderated mediation, which may justify studying the impact of residents' valuing perceived noise control on participation readiness.

Analysis of urban road traffic noise exposure of residential buildings in hong kong over the past decade.

INTRODUCTION: With the development of transportation system and the economy, the rapidly increasing number of automobiles brings the associated problem of road traffic noise, especially in metropolitan and densely populated high-rise cities like Hong Kong. In Hong Kong, approximately one million people are affected by severe road traffic noise. Excessive noise exposure is hazardous to the health and wellbeing of people and therefore has drawn progressively more attention in Hong Kong. The Calculation of Road Traffic Noise (CRTN) has been adopted as the sole tool to evaluate road traffic noise in the form of descriptor LA10. The accuracy and suitability of the CRTN method for predicting road traffic noise in Hong Kong were evaluated in this study by comparing the prediction results and measured traffic noise levels. The results show that the CRTN method was able to provide adequate predictions with correlation coefficients of 0.8032 and 0.7626 between the predicted and measured LA10 for 2007 and 2017 respectively. The predicted traffic noise levels on different floors of seven selected residential buildings in 2017 were compared with those predictions for the same buildings in 2007. The worsening traffic noise exposure in these residential buildings was analysed and some suggestions and counter-measures to alleviate the traffic noise problems are put forward. Since the situation of Hong Kong is an example of what may happen in other cities, the present longitudinal study of the road traffic noise in Hong Kong hopes to contribute to a better urban acoustic environment worldwide. CONTEXT: Excessive noise exposure is hazardous to the health and wellbeing of people and therefore has drawn progressively more attention in Hong Kong. The urban road traffic noise exposure of residential buildings in Hong Kong over the past decade has been analysed. AIMS: This study aims to assess the road traffic noise exposure of residential buildings over the past decade. SETTINGS AND DESIGN: Measurements of traffic noise levels at some selected residential buildings were first conducted in 2007, and then repeated at the same buildings in 2017. MATERIAL AND METHODS: The CRTN was adopted to predict the traffic noise levels based on the recorded traffic flow data. RESULTS: The exposure of these buildings to road traffic noise is higher in 2017 than in 2007. The study illustrates that the deterioration of the urban acoustic environment may not be caused by an increased total number of vehicles, but that heavy vehicles are dominantly responsible for the increased traffic noise levels. Restriction of vehicle velocity for urban street canyons is useless for road traffic noise control. CONCLUSIONS: This study shows the deterioration of traffic noise levels is mainly due to the increased heavy vehicles instead of the increased total number of vehicles. The alleviation of traffic noise levels by velocity restriction may not be obvious for urban street canyons and may only work with a certain velocity range.

Improving the soundscape quality of urban areas exposed to aircraft noise by adding moving water and vegetation.

Research shows that the sight of trees and the sound of moving water improve the soundscape quality of outdoor spaces exposed to road traffic noise. Effects are attributed to non-energetic masking, visual attentional distortion, and congruence between sight and hearing. However, there is no literature on such effects for aircraft noise. Aircraft noise varies from other traffic sources, i.e., in terms temporal variability, duration, and spectral composition, complicating the application of findings without further research. In a virtual reality experiment reported in this article, participants were asked to rate scenarios with different sound levels of flyovers, urban typologies, vegetation, and/ or water features. The results showed a significant improvement of the soundscape quality when (1) vegetation and (2) moving water were present, and especially when (3) vegetation and moving water were presented simultaneously, especially for residential areas in terms of the relative change. Moving water also reduced the saliency of aircraft flyovers significantly, changing the constellation of fore- and background sounds. Moving water raised the perceived audibility of the most dominant sound source too, which could be attributed to non-energetic masking effects. The findings of this study indicate that soundscape strategies can complement noise abatement in areas prone to aircraft noise.

A Systematic Review of the Basis for WHO's New Recommendation for Limiting Aircraft Noise Annoyance.

The new WHO Environmental Noise Guidelines for the European Region have recommendations for limiting noise exposure associated with adverse health effects. The limits are said to be based on a systematic review of existing evidence. This paper gives a systematic assessment of the presented evidence with respect to annoyance from aircraft noise. The new guidelines have been based on the results from a selection of existing aircraft noise studies. This paper demonstrates that a similar selection of other existing post-2000 studies will yield very different results. In addition, the validity of the presented evidence has been questioned as some of the referenced studies have not been conducted according to standardized methods, and the selection of respondents is not representative of the general airport population.

Lower Noise Annoyance Associated with GIS-Derived Greenspace: Pathways through Perceived Greenspace and Residential Noise.

Growing amounts of evidence support an association between self-reported greenspace near the home and lower noise annoyance; however, objectively defined greenspace has rarely been considered. In the present study, we tested the association between objective measures of greenspace and noise annoyance, with a focus on underpinning pathways through noise level and perceived greenspace. We sampled 720 students aged 18 to 35 years from the city of Plovdiv, Bulgaria. Objective greenspace was defined by several Geographic Information System (GIS)-derived metrics: Normalized Difference Vegetation Index (NDVI), tree cover density, percentage of green space in circular buffers of 100, 300 and 500 m, and the Euclidean distance to the nearest structured green space. Perceived greenspace was defined by the mean of responses to five items asking about its quantity, accessibility, visibility, usage, and quality. We assessed noise annoyance due to transportation and other neighborhood noise sources and daytime noise level (Lday) at the residence. Tests of the parallel mediation models showed that higher NDVI and percentage of green space in all buffers were associated with lower noise annoyance, whereas for higher tree cover this association was observed only in the 100 m buffer zone. In addition, the effects of NDVI and percentage of green space were mediated by higher perceived greenspace and lower Lday. In the case of tree cover, only perceived greenspace was a mediator. Our findings suggest that the potential for greenspace to reduce noise annoyance extends beyond noise abatement. Applying a combination of GIS-derived and perceptual measures should enable researchers to better tap individuals' experience of residential greenspace and noise.

Community response to a step change in the aircraft noise exposure around Hanoi Noi Bai International Airport.

In December 2014, a new terminal building was opened at the Hanoi Noi Bai International Airport (HNBIA) with two runways, causing a 20%-30% increase in the number of flights. Three socio-acoustic surveys were conducted in August-September 2014, February-March 2015, and August-September 2015, to contribute not only to the environmental impact assessments and aircraft noise policies in Vietnam but also to more global intervention studies. Because of the change of runway use, in addition to the increased number of flights, noise exposure at each site changed considerably among the surveys. Changes in the noise exposure from the first to the second or third survey (ΔLden and ΔLnight) were used as a measure of exposure change. Multiple logistic regression analysis showed that ΔLden has a significant positive effect on annoyance regardless of ΔLden ranges, but the effect of ΔLnight on insomnia was significant only for ΔLnight > 0. Annoyance increase in the overall ΔLden range may be caused by the respondents' recognition of increase in emission in addition to practical increase in exposure. More severe attitudes to airplanes around HNBIA might increase annoyance even if noise exposure decreases. Thus, the change effect clearly occurs in annoyance but partially in insomnia.

Railway noise annoyance on the railway track in northwest slovakia.

INTRODUCTION: This paper describes an assessment of noise caused by railway traffic in a large high-loaded railway track in Northwest Slovakia. MATERIALS AND METHODS: The measurements of noise levels generated by trains passing through residential neighborhoods were taken. Noise maps were also calculated showing noise pollution generated by the train traffic. In addition, the annoyance level and sleep disturbance of residents affected by railway noise were evaluated by a validated questionnaire on a pilot sample of 107 respondents living near the important railway track. RESULTS: The measurements indicated that the noise levels generated by the passage of the train were extremely high especially at night, clearly exceeding the nighttime limits of equivalent sound pressure level established by the Decree of the Slovak Ministry of Health (No.549/2007) (LAeq = 55 dB). Measurements at one point during the night exceeded the limit values of up to 17.4 dB. The residents reported feeling affected by the noise generated by passing trains, which caused irritability, headache, poor concentration, and insomnia. In addition, 19.64% of the residents claimed that nocturnal noise pollution was the most distressing. The results of bivariate analysis showed a higher risk of annoyance especially for railway noise [ORMH = 7.80 (4.02-15.14)] and the noise from industry [ORMH = 3.08 (1.72-5.50)] in the exposed location. DISCUSSION: The effects of railway traffic on annoyance/sleep and psychosocial well-being were evaluated in a few studies. In accordance with our results the railway noise mostly disturbs sleep and rest of the respondents. CONCLUSION: The pilot survey showed the importance of sleep and rest disturbance by railway noise and the possibilities of getting worse health condition in the future. Noise abatement measures and strategies should, therefore, be implemented in an effective and manageable way increasing the environmental advantages of rail transport.

Development of the WHO Environmental Noise Guidelines for the European Region: An Introduction.

Following the Parma Declaration on Environment and Health adopted at the Fifth Ministerial Conference (2010), the Ministers and representatives of Member States in the WHO European Region requested the World Health Organization (WHO) to develop updated guidelines on environmental noise, and called upon all stakeholders to reduce children's exposure to noise, including that from personal electronic devices. The WHO Environmental Noise Guidelines for the European Region will provide evidence-based policy guidance to Member States on protecting human health from noise originating from transportation (road traffic, railway and aircraft), wind turbine noise, and leisure noise in settings where people spend the majority of their time. Compared to previous WHO guidelines on noise, the most significant developments include: consideration of new evidence associating environmental noise exposure with health outcomes, such as annoyance, cardiovascular effects, obesity and metabolic effects (such as diabetes), cognitive impairment, sleep disturbance, hearing impairment and tinnitus, adverse birth outcomes, quality of life, mental health, and wellbeing; inclusion of new noise sources to reflect the current noise environment; and the use of a standardized framework (grading of recommendations, assessment, development, and evaluations: GRADE) to assess evidence and develop recommendations. The recommendations in the guidelines are underpinned by systematic reviews of evidence on several health outcomes related to environmental noise as well as evidence on interventions to reduce noise exposure and/or health outcomes. The overall body of evidence is published in this Special Issue.

WHO Environmental Noise Guidelines for the European Region: A Systematic Review on Environmental Noise and Cardiovascular and Metabolic Effects: A Summary.

To update the current state of evidence and assess its quality, we conducted a systematic review on the effects of environmental noise exposure on the cardio-metabolic systems as input for the new WHO environmental noise guidelines for the European Region. We identified 600 references relating to studies on effects of noise from road, rail and air traffic, and wind turbines on the cardio-metabolic system, published between January 2000 and August 2015. Only 61 studies, investigating different end points, included information enabling estimation of exposure response relationships. These studies were used for meta-analyses, and assessments of the quality of evidence using the Grading of Recommendations Assessment, Development and Evaluation (GRADE). A majority of the studies concerned traffic noise and hypertension, but most were cross-sectional and suffering from a high risk of bias. The most comprehensive evidence was available for road traffic noise and Ischeamic Heart Diseases (IHD). Combining the results of 7 longitudinal studies revealed a Relative Risk (RR) of 1.08 (95% CI: 1.01-1.15) per 10 dB (LDEN) for the association between road traffic noise and the incidence of IHD. We rated the quality of this evidence as high. Only a few studies reported on the association between transportation noise and stroke, diabetes, and/or obesity. The quality of evidence for these associations was rated from moderate to very low, depending on transportation noise source and outcome. For a comprehensive assessment of the impact of noise exposure on the cardiovascular and metabolic system, we need more and better quality evidence, primarily based on longitudinal studies.

Differences between Outdoor and Indoor Sound Levels for Open, Tilted, and Closed Windows.

Noise exposure prediction models for health effect studies normally estimate free field exposure levels outside. However, to assess the noise exposure inside dwellings, an estimate of indoor sound levels is necessary. To date, little field data is available about the difference between indoor and outdoor noise levels and factors affecting the damping of outside noise. This is a major cause of uncertainty in indoor noise exposure prediction and may lead to exposure misclassification in health assessments. This study aims to determine sound level differences between the indoors and the outdoors for different window positions and how this sound damping is related to building characteristics. For this purpose, measurements were carried out at home in a sample of 102 Swiss residents exposed to road traffic noise. Sound pressure level recordings were performed outdoors and indoors, in the living room and in the bedroom. Three scenarios-of open, tilted, and closed windows-were recorded for three minutes each. For each situation, data on additional parameters such as the orientation towards the source, floor, and room, as well as sound insulation characteristics were collected. On that basis, linear regression models were established. The median outdoor-indoor sound level differences were of 10 dB(A) for open, 16 dB(A) for tilted, and 28 dB(A) for closed windows. For open and tilted windows, the most relevant parameters affecting the outdoor-indoor differences were the position of the window, the type and volume of the room, and the age of the building. For closed windows, the relevant parameters were the sound level outside, the material of the window frame, the existence of window gaskets, and the number of windows.

The Cost-Effectiveness of Lowering Permissible Noise Levels Around U.S. Airports.

Aircraft noise increases the risk of cardiovascular diseases and mental illness. The allowable limit for sound in the vicinity of an airport is 65 decibels (dB) averaged over a 24-h 'day and night' period (DNL) in the United States. We evaluate the trade-off between the cost and the health benefits of changing the regulatory DNL level from 65 dB to 55 dB using a Markov model. The study used LaGuardia Airport (LGA) as a case study. In compliance with 55 dB allowable limit of aircraft noise, sound insulation would be required for residential homes within the 55 dB to 65 dB DNL. A Markov model was built to assess the cost-effectiveness of installing sound insulation. One-way sensitivity analyses and Monte Carlo simulation were conducted to test uncertainty of the model. The incremental cost-effectiveness ratio of installing sound insulation for residents exposed to airplane noise from LGA was $11,163/QALY gained (95% credible interval: cost-saving and life-saving to $93,054/QALY gained). Changing the regulatory standard for noise exposure around airports from 65 dB to 55 dB comes at a very good value.